are trimarans seaworthy

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Trimaran Sailboats: Pros and Cons

Sep 22, 2021

less than a min

Trimarans are boats in the multihull category. So let us give you a simple overview. A monohull has just one hull, a catamaran is a boat with two hulls, while a trimaran as the name itself suggests, has three hulls ( one central hull and two side ones that are smaller ).

There are many reasons why people prefer trimarans to other boats. These vessels are very easy to maneuver and quite light compared to catamarans or monohulls. They are often considered as an advanced form of the catamaran. The reason being, trimarans are faster than the average catamaran and obviously faster than monohulls.

In addition, trimarans are much more stable than the alternative. The three hulls provide extra balance and lower resistance because even if there are three hulls in a trimaran, they are smaller and narrower. Lower resistance also leads to lower fuel consumption.

Trimarans are very comfortable to sail in as the main hull is stabilized by the two outer hulls .

Also, if you enjoy spending more time outdoors rather than indoors (which is usually the case for people who like sailing), trimarans offer more deck area that you can utilize. Whether for meditation, or social gatherings, this space offers plenty of breathtaking views and fresh air.

Let’s not forget that trimarans have smaller gaps in between the hulls which makes them easier to build and therefore less expensive for the public to buy.

This article however is titled trimarans pros and cons, so it is time to move into some less appealing characteristics of these vessels.

While they offer plenty of deck space, the area below the main deck is limited, therefore you cannot have as many people on board as you would in a monohull or even a catamaran.

In addition, trimarans are not appropriate for every type of activity. If you want to use it for recreational sailing then these boats will provide plenty of enjoyment. If your scope is to find something for the military or fishing, trimarans are not often the best choice.

If you have your mind set on a specific trimaran, search it on TheBoatDB . Our extensive database includes features, pictures, specifications, and more useful information on a variety of boats. What is most interesting however is that you can also compare a couple of models side by side and decide which one is your favorite by getting all your facts straight.

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Trimaran vs Catamaran

Trimaran and Cataraman are quite similar in design, making it difficult for many people to distinguish between the two, let alone choose one. However, you might be surprised to know that their differences are rather significant.

In this post, we will compare the Trimaran and Catamaran so that you can clearly identify them and make an informed decision when purchasing one.

About Trimaran boats

About catamaran boat, so, which boat do you think is better.

A Trimaran is a type of boat that has three hulls instead of the usual one. The front and back hulls are usually small and used for stability, while the middle hull is larger and used for most of the boat’s functionality.

Some Trimarans can also be configured to be sailed as a Catamaran by removing the front and/or back hulls.

Trimaran boats have several unique features that make them better suited for certain tasks than other types of boats.

Trimarans are more stable in rough water than other boats, and they are often used for racing or long-distance sailing
The extra hulls make Trimarans more stable and less likely to capsize in rough water
They also provide more space inside the boat for passengers or cargo and can be faster and more maneuverable than other boats of similar size
Trimarans are also good for sailing in shallow waters since they can float on two hulls while the third one is still submerged

Despite their advantages, Trimarans do have some drawbacks.

They can be more difficult to dock or more than other boats, and they require more crew members to operate effectively
They are also more expensive to build and maintain than other boats

However, for those who are looking for a fast, stable, and versatile boat, the Trimaran is a great option.

Catamaran boats are a type of boat that has two hulls, making them comfortable vessels to ride.. They can also be more comfortable to ride in than other types of boats.

Here’re some of this boat’s advantages:

Catamaran boats can be sailed by a smaller screw than other types of boats. This also makes them a popular choice for charters and sailing vacations
Their prices are more affordable, thus suitable for family use
Catamarans are usually built from lightweight materials, making them ideal for speed and agility
The most distinguishing feature of a Catamaran boat is the lack of any external rigging. This means that the sails are mounted on the mast and boom directly to the hulls, rather than to a frame that hangs below the hulls
Therefore, they have a great range of sail shapes and sizes, which can be adapted to changing wind conditions
Another advantage of a Catamaran boat is its stability. Because the hulls are wide and shallow, they offer more resistance to overturning than a monohull boat of the same size. This makes Catamarans an ideal choice for sailing on rough seas

However, Catamarans do have a few drawbacks.

They are less agile than monohull boats, making docking in confined places more challenging

Docking these boats is costly
In big waves, there is a chance of slapping

Speed – The Trimaran is the faster of the two boats. It can reach speeds of up to forty knots, while the Catamaran can only reach about half that speed.
Stability – The Trimaran is more stable than the Catamaran. This is because it has three hulls instead of two. This makes it less likely to capsize in rough seas.
Space – The Catamaran is bigger than the Trimaran. This means that it can hold more people and cargo. The Catamaran can also be used for longer trips, while the Trimaran is better suited for shorter trips.

A Trimaran is a multi-hull boat with three hulls, while a Catamaran has two hulls. Both types of boats can be made from a variety of materials, including wood, aluminum, and fiberglass.

More Stable and Ideal for Racing: Trimaran

The main advantage of a Trimaran is its stability in rough waters. Catamarans are also stable boats, but they are not as resistant to strong winds and waves as Trimarans.

Trimarans also typically have more deck space than Catamarans, which makes them ideal for sailing or fishing trips.

A Trimaran is typically faster and more stable than a Catamaran, making it ideal for racing or long-distance travel. A Catamaran, on the other hand, is better at handling rough seas and is more agile.

Ideal for Calm Water: Catamaran

Catamarans are usually faster and less expensive to build than Trimarans, making them a popular choice for recreational boaters. However, due to their size, Catamarans are not as seaworthy as Trimarans and are not recommended for use in rough waters.

Trimarans and Catamarans are both types of sailing vessels . They have many similarities, but there are also some important differences between them. If you’re interested in learning more about these boats or in purchasing one for your use, it’s important to understand the pros and cons of each type.

Overall, the Trimaran is the better boat. It is faster, more stable, and has more space. However, the Catamaran is cheaper and can be used for longer trips. If you are looking for a boat that is good in all areas, the Trimaran is the best choice.

Hopefully, this article has helped you do that. Thanks for reading!

Tri Hull Boat Models: Specs, Prices, and Competitors Explained

Tri-hull boats, also known as trimarans , have been gaining popularity in the boating world due to their unique design and performance capabilities. These boats come with three hulls, which provide stability, speed, and additional space on the deck compared to traditional monohull boats.

Several manufacturers offer a range of tri-hull boat models designed for different purposes and varying budgets.

As a boating enthusiast, I've noticed an increasing demand for tri-hull boats and have decided to dive deeper into this topic. Throughout my research, I have explored various models, specifications, and price points to understand the key factors that contribute to their performance and how they stack up against their competitors.

From leisurely sailing to high-performance racing, tri-hull boats cater to a wide range of users and preferences.

Key Takeaways

Tri-hull boats offer stability, speed, and spacious decks due to their three-hull design
Models and specs vary among manufacturers, catering to different budgets and needs
Tri-hull boats face competition from other boat types, emphasizing the importance of comparative analysis

Overview of Tri-Hull Boats

History and Evolution

Tri-hull boats emerged in the 1960s as a popular design choice due to their increased stability, more deck space, and smoother ride on the water. They were initially used in smaller recreational boats, but eventually, the design found its way into larger ferries and warships as well 1 .

Basic Design and Structure

As the name suggests, a tri-hull boat features three hulls at its base, providing extra stability compared to other designs like monohulls and catamarans.

The main hull runs down the center of the boat, with two sponsons (smaller hulls) on either side, extending all the way to the bow. These sponsons add buoyancy and width at the bow, increasing the interior volume of the boat 2 .

In essence, a tri-hull boat combines the best features of a deep V-hull with the stability of a tunnel hull design, making it a versatile choice for various boating needs.

Some popular tri-hull boat models include the Farrier F22 Trimaran, which offers speed, compact size, and high-performance in its various series, such as the F-22, F-22S, and F-22R 3 .

Tri-Hull vs Other Hull Types

When comparing tri-hulls to other hull types, there are a few key differences to consider:

Stability : Tri-hull boats offer superior stability over monohulls and catamarans due to their three-hull design; this makes them a popular choice for recreation and fishing activities.
Deck Space : The tri-hull design offers more deck space compared to other hulls, making it easier to accommodate passengers and gear 4 .
Ride Comfort : Thanks to the added buoyancy at the bow, tri-hulls provide a smoother and more comfortable ride on the water, especially in choppy conditions.
Speed : While not as fast as some multi-hull designs, tri-hull boats can achieve higher speeds due to their deep V-hull and tunnel hull characteristics.
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Design and Specifications

Hull Design and Materials

The tri-hull boat design features three hulls: a central hull with two outer hulls called sponsons .

Commonly made from fiberglass , these boats offer a unique combination of stability, buoyancy, and good performance.

The use of fiberglass not only adds strength and durability to the hull but also results in a relatively lightweight construction. This allows for better power-to-weight ratio and thus, better overall handling and acceleration capabilities.

Deck and Space Allocation

One of the biggest advantages of tri-hull boats over traditional ones is the extra deck space that the three-hull structure provides.

The wide beam created by the sponsons offers a spacious and stable platform , making these boats an ideal choice for various activities like fishing, cruising, and watersports.

Here are some key features of a tri-hull boat's deck and space allocation:

Spacious open deck for easy movement
A wide platform that provides stability in various water conditions
Ample seating and storage space
Room for adding fishing, cruising, and watersports accessories

Performance Factors

When it comes to performance, tri-hull boats offer a unique blend of stability, speed, and power.

Their design allows them to maintain a more level position on the water when picking up speed, which reduces drag and optimizes performance.

Here are some main performance factors to consider for tri-hull boats:

Stability : The three-hull design gives a wide base that aids in keeping the boat stable, even in rough water conditions.
Speed : Tri-hull boats are generally not as fast as comparable monohull boats; however, they still provide decent speed levels for various activities.
Weight : The use of fiberglass in hull construction results in a lightweight boat, thereby increasing the overall power-to-weight ratio.
Sailing : Tri-hull sailboats like trimarans provide a stable sailing experience even in stronger winds due to their inherent design.
Power : Due to a more level position on the water, tri-hull boats require less power to maintain their speed.

Types of Tri-Hull Boats

Recreational Tri-Hulls

Recreational tri-hull boats are perfect for those who enjoy spending time on the water with family and friends. These boats offer plenty of space for seating, storage, and activities.

Tri-hull pontoon boats are a popular choice for recreational boating due to their stability and spacious decks.

Another option is tri-hull deck boats, which can comfortably accommodate larger groups. These boats are designed for a smooth, stable ride and are great for cruising or water sports.

Fishing Tri-Hulls

For anglers, fishing tri-hull boats are a practical choice. These boats have the extra stability of a tri-hull design, making them ideal for fishing on lakes, rivers, and even coastal waters.

Bass boats, in particular, are popular tri-hull fishing boats, providing a stable platform with ample storage for fishing gear and increased deck space . This design allows fishermen to move around the boat easily while casting and retrieving their lines.

High-Performance Tri-Hulls

For those seeking speed and excitement, high-performance tri-hull boats are the way to go.

One example is the Farrier F22 Trimaran , a versatile, compact sailboat that comes in three series: the F-22, F-22S, and F-22R. These series are categorized as standard, standard premium, and premium models, respectively.

Tri-Hull Boat Models and Specifications

As a fan of tri-hull boats, I appreciate their unique design and stability on the water. Tri-hull boats offer more space and better fuel efficiency compared to similar-sized monohulls.

When it comes to models and specs, there are several notable tri-hull boat options in the market that cater to distinct needs and preferences.

The Farrier F22 Trimaran is a versatile and high-performance boat , available in three series - F-22, F-22S, and F-22R. These are categorized as standard, standard premium, and premium models, respectively. This trimaran is compact and known for its speed, making it an excellent choice for sailing enthusiasts.

One of the popular tri-hull boat manufacturers, Bennington , offers a wide range of pontoon and tritoon boat models. The New 2024 Bennington R Line ranges from 23 to 27 feet in length and 8.5 feet in width.

These boats are highly customizable, with outboard single engine options up to 450 HP, outboard twin engine options up to 600 HP, and an I/O (sterndrive) option up to 430 HP.

Harris Boats is another brand offering stunning tri-hull boat models for 2023. Their Standard package includes two 25" diameter tubes, a full-length keel, reinforced nose cones, rear skin kit, and a 28-gallon fuel tank.

These boats come in varying lengths and are available in different models like Grand Mariner, Solstice, Sunliner, and Cruiser.

A performance-oriented and foldable option is the Corsair Trimaran , which is known for its foldable amas. These boats offer incredible speed and reliability, making them perfect for racing and fast cruising.

Price Analysis

Price Range and Factors

In my research, I found that the price of tri-hull boats can vary significantly based on various factors such as size, model, materials used, and additional features.

For instance, the Farrier F22 Trimaran comes in three series: F-22, F-22S, and F-22R, which the maker categorizes as standard, standard premium, and premium models, respectively.

When it comes to materials, both construction and finishing play a role in determining the price.

Boats made of more advanced materials like fiberglass or carbon fiber tend to be more expensive than those made of aluminum, for example.

Additional features like electronics, sails, and rigging can also impact the final cost.

I also came across the Neel 51 Trimaran , which boasts impressive specifications like a 15.60m (51ft) LOA, 8.9m (29ft 2in) beam, and 1.50m draught. Although the specific price was not mentioned, it's safe to assume that boats like this fall into the higher end of the market.

Cost of Ownership

The overall cost of owning a tri-hull boat goes beyond the initial purchase price. One should also consider the expenses related to maintenance, storage, insurance, and potential repairs due to damage or loss.

Maintenance : Similar to other boat types, tri-hull boats require regular upkeep, including cleaning, painting, and engine servicing, to ensure their longevity. These costs will depend on factors like boat size, material, and geographic location.
Storage : Storage options for tri-hull boats include marina slips, dry storage, and mooring, with varying prices based on location and the type of storage chosen.
Insurance : Boat insurance can help cover potential loss or damage costs. However, the rates will vary depending on the value of the boat, location, and the coverage chosen. To mitigate risk, always remember to adhere to safe boating practices .
Repairs : Any damage sustained during regular usage or incidents should be factored into the cost of ownership, as repair costs can accumulate over time.

Comparative Assessment

Tri-Hull Boats vs Competitors

When comparing tri-hull boats with other boat types, it is essential to examine the strengths and weaknesses of each.

Tri-hull boats are known for their stability, spaciousness, and shallow draft, making them a popular choice for recreational and fishing activities.

One popular tri-hull boat model is the Farrier F22 Trimaran , which offers speed and versatility.

In contrast, V-hull boats provide better handling and fuel efficiency but may be limited in terms of deck space.

For instance, pontoon boats offer similar stability to tri-hull boats and a spacious deck but may lack the speed performance of V-hull boats or trimarans. However, pontoon boats are generally more comfortable and suitable for leisure activities.

Comparatively, catamarans and trimarans - both under the multi-hull category - share stability and spaciousness advantages with tri-hull boats.

The Neel 51 Trimaran is an excellent example of a three-hulled yacht that competes in the luxury market segment.

Here's a comparison table to help illustrate the key differences:

Type	Stability	Spaciousness	Speed	Comfort
Tri-Hull	High	High	Moderate	Moderate
V-Hull	Moderate	Moderate	High	Moderate
Pontoon	High	High	Low	High
Catamaran	High	High	Moderate	High
Trimaran	High	High	High	High

Market Positioning

In terms of market positioning, tri-hull boats are generally priced more affordably compared to their multi-hull counterparts like the catamaran or trimaran. This positions them as an attractive choice for budget-conscious buyers looking for stability and space.

Outside of recreational boating, tri-hull boats are popular among anglers, as their stability and spaciousness enable them to carry more equipment and provide a steady platform for fishing.

However, in the luxury market, catamarans and trimarans generally dominate, with options like the Leopard 42 catamaran offering more affordable options and the Neel 51 Trimaran targeting the high-end market segment.

Usage and Functionality

Cruising and Watersports

In my opinion, tri-hull boats are an excellent choice for recreational usage. Their unique design offers more space on the deck than other boats, which is a significant advantage for family outings, fishing trips, and watersports.

The added stability provided by the three hulls also ensures a more comfortable ride, especially for those new to boating.

Top models for these activities include the versatile Farrier F22 Trimaran , which comes in three series: the F-22, F-22S, and F-22R, catering to various preferences and budgets.

One notable aspect of the tri-hull boat is how it planes on the water, lifting the bow out and making the ride smoother. This feature provides a stable platform for fishing and watersports, particularly when you need to be at a standstill or maneuvering at lower speeds.

Commercial and Industrial Use

I have observed that tri-hull boats are not just limited to leisure activities but can also serve commercial and industrial purposes. In fact, these boats are often utilized as ferries in regions like Southeast Asia. Their stability and shallow draft make them well-suited for navigating shallow waters and carrying passengers.

Moreover, various navies around the world have tri-hull warships. These boats offer numerous advantages, including increased speed, reduced hull drag, and a more stable platform for weaponry and crew operations. For instance, the Leopard 42 is a popular tri-hull commercial vessel with impressive specifications, including an LOA of 12.67m, a beam of 7.04m, and a draft of 1.4m.

Advantages and Disadvantages

Performance in Various Waters

A significant advantage of tri-hull boats is their stability in various water conditions. The three hulls at the bottom of the boat provide a wider base, offering excellent balance, especially in choppy waters. However, this design may also result in a wet ride when facing large swells or rough waves, as the wide shape tends to cause water to splash up onto the deck.

In calm waters, tri-hull boats perform quite well, offering a smooth and stable experience for recreational boating, fishing, or water sports. This is primarily due to the center hull, which helps to lift the boat up on a plane, keeping it level as it moves across the water's surface. Nevertheless, tri-hull boats might struggle more in rough, turbulent waters, where their broad profile can lead to decreased agility and increased wobbling.

Comfort and Handling

The unique design of tri-hull boats maximizes the deck space available, making them great options for on-deck socializing, parties, or group activities. The wide beam and three hulls also contribute to a comfortable ride with minimal tilting or rocking, allowing passengers to move around with ease.

Handling-wise, tri-hull boats are generally easy to maneuver, especially at low speeds. However, as with any boat, handling will vary depending on the specific model and its features.

Tri-hull boats tend to have a shallower draft than other types of boats, meaning they can navigate shallow waters more easily. This benefit is most apparent when beaching the boat or maneuvering around tight spots near the shoreline.

On the flip side, when traveling at high speeds, these boats can experience some loss of stability and may struggle to maintain a smooth ride. Due to their wide design, tri-hull boats may have a larger turning radius than other types of boats, such as monohulls or catamarans. As a result, they might not be the best choice for those who prioritize agile handling and responsive control in extremely rough waters.

Innovations and Future Trends

As an avid follower of marine engineering and design, I see several advancements shaping the future of tri-hull boats. Trimarans are becoming increasingly popular due to their unique design, offering greater buoyancy and stability compared to mono-hulls. Innovations in folding systems, hull designs, and flotation materials have made these boats more versatile and appealing to boating enthusiasts.

A key innovation in the tri-hull boat industry is the development of efficient and user-friendly folding systems like those found in the Farrier F22 trimaran. These systems enable the boat to be easily trailered and stored, which is highly convenient for boat owners with limited space.

New hull designs for trimarans, such as flat hulls and tunnels, continue to gain traction as they improve the overall performance and stability of the boat. Tri-hull boats with flat-bottomed outer hulls provide added stability for the vessel and enhance its lifting capabilities on the water surface. Additionally, the tunnels created by the tri-hull design help reduce drag, which leads to increased fuel efficiency and speed.

The use of innovative flotation materials is another aspect that will shape the future of tri-hull boats. Lightweight materials with greater buoyancy are continuously being developed to improve the performance and reduce the overall weight of these boats, as seen in the Neel 51 Trimaran .

Frequently Asked Questions

What are the specifications and price ranges for popular tri-hull boat models?

Popular tri-hull boat models, such as the Farrier F22 Trimaran , come in different series like the F-22, F-22S, and F-22R. These models vary in terms of specifications, with some focused on compactness while others boast high performance. The price range for tri-hull boats can vary significantly depending on the model, size, and features, but generally, they can range from around $20,000 to well over $100,000.

How do tri-hull boats compare with other boat designs in terms of performance and stability?

Tri-hull boats are known for their improved stability, buoyancy, and larger deck space compared to monohulls and catamarans . This is due to their unique design, which features three hulls . The increased width at the bow provides a smoother ride in choppy waters. However, when it comes to speed, tri-hull boats may be slightly slower than their counterparts.

What are the leading manufacturers of tri-hull boats and how do their models differ?

There are several leading manufacturers of tri-hull boats, each offering unique models with different features, designs, and performance levels. Some of the top companies include Farrier Marine, Boston Whaler, and Grady-White. While each manufacturer offers a variety of models, they all focus on providing boats that cater to different boating needs, such as fishing, cruising, or water sports.

Can you list some current market competitors to tri-hull boats?

Tri-hull boats face market competition from other boat designs, such as monohulls, catamarans, and pontoon boats. Each of these alternative designs offers different advantages and drawbacks. For example, monohulls provide better handling in rough waters, while catamarans offer increased speed and fuel efficiency. Pontoon boats, on the other hand, are built for stability and comfort but may lack the speed of tri-hull designs.

How has the tri-hull boat market evolved over the past few years?

The tri-hull boat market has undergone various changes over the past few years, driven by advancements in marine technology and shifting consumer preferences. Advances in hydrodynamic design and construction materials have led to improvements in the performance and fuel efficiency of tri-hull boats. Moreover, manufacturers have also been focusing on incorporating features that cater to consumers' increasing demands for comfort and safety.

What should be considered when purchasing a used tri-hull boat?

When purchasing a used tri-hull boat, there are several factors to consider.

Some of the critical aspects include the boat's overall condition, inspection of the hulls for signs of damage or wear, engine performance, and the condition of the electronics and equipment on board.

Additionally, you should verify the boat's maintenance history, ensuring the previous owner has well-maintained and cared for it.

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Trimaran VS Catamaran – Which Boat Is Best?

If you’re planning to buy or charter a multihull boat, you might be wondering which one is better: trimaran or catamaran. Both have their pros and cons, and the decision ultimately depends on your needs and preferences. In this article, I’ll explain the differences between these two types of vessels to help you make the best choice for your needs.

Post updated: 10 November 2023

Table of Contents

Differences Between Trimarans and Catamarans?

If you’re in the market for a new vessel or plan a family vacation on the water, you might wonder what the differences are between a catamaran and a trimaran.

Let’s see what they are:

A catamaran is a multihull vessel with two or twin hulls that are parallel to each other and fixed to a wide beam.

This design offers stability and speed, making it a popular choice for cruising long distances comfortably and even racing.

They also provide more interior space than trimarans, allowing for larger cabins and more storage.

When it comes to sailing performance, catamarans are known for their speed and agility.

Their twin hulls allow them to easily glide over the water, making them popular among boaters.

Cats are stable, fast, spacious, and super comfortable and are more stable at anchor than trimarans. However, catamarans tend to perform better in downwind conditions than in upwind conditions.

A trimaran is a multihull vessel that has three hulls. The two smaller outrigger hulls are attached to the center hull, which is larger and used for most of the boat’s functionality.

This design offers even more stability than a catamaran, making it a great choice for those who want to sail in rough waters safely.

The three-hulled design makes them super stable, and as mentioned above, they can easily handle rough waters. They also have a smaller turning radius, making them easier to maneuver in tight spaces.

Another important thing to know about Trimarans is that they provide a decent degree of livability, but they fall short of catamarans in two regards. First, they heel more than cats, making it difficult to do things like cooking on board. Second, they support much less load than catamarans.

Pros and Cons of Catamarans and Trimarans

Before making a decision whether to sail a catamaran or a trimaran, there are pros and cons you must consider. Let’s see what there are:

Stability: Catamarans have two hulls, which makes them extremely stable. This means that you are less likely to experience seasickness or feel the boat rocking in rough waters.
Space: Catamarans have a lot of space both inside and outside the boat. This makes them great for large groups or families who want to spend time together without feeling cramped.
Speed: While not as fast as trimarans, catamarans are still faster than monohulls . They perform better in downwind conditions than trimarans and are great for long-distance cruising in calm waters.
Shallow Draft: Catamarans have a shallow draft, which allows them to enter shallow waters and anchor closer to shore.
Cost: Depending on how well the Catamaran is equipped, it can be more expensive than trimarans. Not always, though.
Harbor Cost: As catamarans have a very large beam, this means that a berth at the marina will be higher.
Navigation: Catamarans tend to struggle sailing close to the wind .
Speed: Trimarans are known for being faster than cats and single-hull boats. They can easily reach high speeds and are great for racing or long-distance cruising.
Stability: Trimarans are more stable than catamarans due to their three hulls.
Space: Trimarans are wide, but the interior is less spacious than catamarans.
Safety: Provide exceptional buoyancy. If a trimaran capsizes, there is almost no chance it will sink.
Navigation: Trimarans can sail in any weather condition and perform much better upwind than cats.
Berthing: Trimarans are more difficult to maneuver in harbors, making finding a berth in crowded marinas more challenging.
Maneuverability: Trimarans require more ability from sailors to beach without difficulty than catamarans.
Loading: Trimarans struggle to carry as much weight as catamarans.
Sailing: Trimarans require more effort and work on the deck.

Design and Structure

When it comes to design and structure, there are significant differences between trimarans and catamarans. Below, I’ll walk you through these two multi-hull vessels’ geometry, hydrodynamics, weight, and materials.

Geometry and Hydrodynamics

One of the most significant differences between trimarans and catamarans is their geometry. A trimaran has a central hull with two outriggers connected to a large beam, while a catamaran has two parallel hulls connected by a central platform.

This twin-hull design gives catamarans a unique sense of balance and stability. On the other hand, trimarans offer superior stability and adaptability in various water conditions thanks to their three-hulled design.

The central hull of a trimaran is typically longer and narrower than the hulls of a catamaran, which leads to better hydrodynamic performance.

Both trimarans and catamarans have different hydrodynamic resistance characteristics.

For instance, trimarans have less wetted surface area, which means they experience less drag as they move through the water. This feature makes trimarans faster than catamarans in rough weather conditions and high winds.

Performance and Speed

When it comes to performance and speed, there is a clear winner between trimarans and catamarans . Trimarans are known for their speed and are often faster than catamarans of the same size and weight. This is because of their unique design, which has speed and safety qualities that provide significant advantages over catamarans.

Trimarans have less hydrodynamic resistance than catamarans due to their narrower central hull, which allows them to slice through the water more efficiently in rough seas.

While catamarans are also fast, they often fall short of trimarans in terms of speed and performance. But that’s not always true in downwind conditions because cats are light, and their sails are positioned equivalent to the wind, making them faster than tris in downwind conditions.

Heeling and Capsizing

One of the biggest concerns when it comes to stability is heeling and capsizing. Heeling means the boat leans from one side to one side, while capsizing is when the boat flips over completely.

Both trimarans and catamarans heel, but trimarans provide greater stability and are less likely to capsize due to their three hulls. However, this doesn’t mean a trimaran can’t capsize.

In rough conditions, if a wave gets higher than half the size of the beam, the boat can flip over, but because trimarans have exceptional buoyancy, they float on the surface of the water and can serve as a rescue platform, but they won’t sink!

Comfort and Space

One important factor to consider when choosing between a cat and a tri is comfort and space. So, let’s look at these two types of boat’ accommodation: storage, cockpit, and living quarters.

Accommodation and Storage

One of the main advantages of catamarans over trimarans is the amount of space they offer. Catamarans typically have larger cabins and more storage space than trimarans. This makes them a great choice for longer trips, as you’ll have plenty of room to store all your gear and personal belongings.

Trimarans, on the other hand, have smaller cabins and less storage space. This can make the passengers feel a bit cramped, especially on longer trips.

However, some trimarans do offer creative storage solutions, such as under-bunk storage compartments or overhead storage racks. Note that the latest models of trimarans are extremely spacious and offer as much comfort and space, if not more, than catamarans do.

Another difference between trimarans and catamarans is their weight. While trimarans can potentially be built lighter than some catamarans, catamarans are lighter on average due to having one fewer hull requiring structure and ballast.

The weight distribution of a trimaran is also different from a catamaran, with more weight concentrated in the central hull. This feature provides better stability and performance in rough seas and upwinds.

Catamarans, on the other hand, can support more load than trimarans. This feature makes them ideal for long-distance cruising and liveaboard lifestyles.

Frequently Asked Questions

Q: which has better resale value – trimarans or catamarans.

Resale values for both trimarans and catamarans can depend on factors such as the boat’s age, maintenance, and overall condition. Generally, catamarans have a larger market and may hold their value better due to higher demand, especially among cruisers and charter companies. However, a well-maintained trimaran can still attract buyers who value speed and performance.

Q: Which type of boat is more suitable for long-distance travel: trimaran or catamaran?

Both trimarans and catamarans are fantastic for long-distance travel. Still, catamarans are often preferred among sailors for extended cruising due to their larger living spaces and privacy on board. However, if speed is a critical factor for your journey, a trimaran might be a more attractive option.

Q: What factors should I consider when choosing between a trimaran and a catamaran?

When deciding between a trimaran and a catamaran, some key factors to consider include your intended use, performance expectations, available space, and budget.

You should ask yourself:

What are your primary sailing goals – speed, comfort, cruising, or racing?
How much living and storage space do you need for your crew and equipment?
What kind of stability and performance characteristics do you value most?
Are you willing to compromise on space or speed for the sake of your preferred multihull design?

Final Words!

So, what’s the best boat? Well, both are great. The choice between a catamaran and a trimaran will depend on your needs and personal preferences. If you are looking for a peaceful trip at a slower pace with plenty of space for the whole group, a catamaran will be your best bet. On the other hand, if you want to zip through the water and get your blood pumping, a trimaran is what you need!

Want More Tips?

Have you sailed a catamaran or a trimaran? If so, please share your experience in the comments below.

Daniella has been passionate about travel, the sea, and nature for many years. As a child, she frequently traveled throughout the Mediterranean and continued with her journeys throughout her adult life.

Her experiences have created the desire within her to share her love for traveling with other passionate and adventurers who want to discover beautiful horizons and new cultures.

26 thoughts on “Trimaran VS Catamaran – Which Boat Is Best?”

Hey, well I’m definitely the Catamaran girl. I love my space and don’t really need the thrill of the ride as much as I value the relaxation and holiday-type feeling. What’s your personal choice? Well since I’m more the sailor’s wife than the sailor, those other problems don’t really apply to me, do they? hahahaha what’s your personal choice?

We have something in common, because I am not a fan of racing . I love comfort and space, so I would go for a Cat!

Have a great day:)

I would go for the trimaran as it’s more stable in tough conditions as I would like to explore the world, not that I want to race. Catamaran is my go to option if I just want a nice vacation boat or something I agree that that one is better if you don’t want to race. I won’t buy a boat in the near future though, I certainly have not got the money, and I live at the wrong location, not far from the sea but still, I can’t even drive (no license). Great article though and I love boats. Wondered what the difference about these 2 are and now I know.?

Hi Stephanie, Sorry for the late reply. I had a minor technical issue:) Yes, trimarans are extremely stable and are faster than catamarans. However, those beautiful boats are quite expensive and if you plan on sailing around the world, you’ll need a small crew with you to handle the boat:). I am glad this article helped you know what’s the difference between a trimaran and a catamaran. Let me know if you need more info. I am always happy to help. Thank you for the comment and I wish you a lovely day.

This is a very informative comparison of the trimaran vs. catamaran style sailboat. They look similar on the exterior to the untrained eye – but it seems like the differences are pretty dramatic. If someone was looking to charter one for a vacation – do you have a specific experience or preference for one or the other?

It will depend on your personal preferences!

What are your needs? Can you be more precise?

I personally love to sail in comfort, I also need a lot of storage, so a cat is my favorite yacht!

Have a wonderful day:)

I have sailed ON a cat but never sailed one myself. Certainly a wonderful experience unlike a single-hulled vessel that rocks and rolls with the swells. That leads me to ask: if caught in rough weather (large swells and strong winds), how reliable is the trimaran? Does either configuration have limitations in this regard?

For the same size of boat, a trimaran have higher sailing performance ,a better ability to tack and go windward. So to answer to your question, a trimaran will handle better in strong winds and will go faster! But! Bear in mind that no matter if it’s a cat, trimaran, or monohull, the safety will all depend on when the sail will be shortened and how the boat will be handled in bad weather.

I hope it helped and if you have any other question , please feel free to get in touch:)

Have a great day!

Awesome write up on the differences between the two beauties. I have learned something new here. I am more of the adventure like person and your quick analysis of the Trimaran, tells me that I probably would lead to this option when choosing between the two.I will certainly browse around your site to check out other interesting articles you have on offer.Take Care, Roopesh.

Hi Roopesh,

Thank you for the compliment and you are very welcome to stroll around my website.

Take care too and wish you an awesome day!

Itâ€™s interesting to see the different opinions shown concerning of a debate. I donâ€™t know about these vessels but I enjoyed reading it.

To me, Iâ€™ll go for Trimaran because of the modern interiors. I mean, itâ€™s the modern feel that Iâ€™m looking for. Thatâ€™s my main, personal factor.

Still, overall, I think itâ€™s also suffice to say that these two cannot be compared because itâ€™s not like with like. But thatâ€™s just my opinion. Trimaran for the win anyways!

So nice to see you again on my website:)

Yes, the trimaran Neel 45 has a modern look, but not every trimaran. Also, they are much faster than catamarans, sailors usually use them more for racing and catamarans for cruising.

Thank you for the comment, I really appreciate:)

I wish you a wonderful day!

I think now the Neel have brought out the 51 the game has changed somewhat. Lots more room ,walk around bed in master room. Lare shower in main head, the inside outside Cocloon as they now call it. Heaps of space below, fantastic headroom down below in central Hull. Much more classic looking boat on the exterior. Add the speed, stability and affordability compared to similar sized Cats and there really does not appear to be any more to be said. Of course it’s just my opinion and if money was not an option i think the Gunboat 60 would be the final choice, but for around 600k the Neel 51 has definitely set the standard. Take a look https://www.youtube.com/watch?v=1-997AEXfsk

Well, that’s a beautiful trimaran you have here, effectively, this one looks much more comfortable and wider than the Neel 45! I would definitely choose the 51 over the 45! I’ve really enjoyed watching the video, and it would be interesting to write an excellent review on the 51:). I agree with you, the Gunboat is such a beautiful cat, and now it makes it even harder to choose between the two of them:) Thank you for the comment and wish you a wonderful day!

Late arrival here but after reading and watching so many negative reviews about the Neel trimarans and the Neel 45 images of one build showing their train wreck quality, there is absolutely no way you can compare a Gunboat and a Neel. You’d be better off comparing it to the Yugo automobile.

The “Sailing Yacht Ruby Rose” did a recent video review of the newer Neel 47 posted on July 18, 2019 showing very clearly that its build quality is extremely lack luster. Although it was the Neel Trimaran that gave me the sea bug, one probably couldn’t purchase a poorer quality boat at any price. It’s an awesome concept but it’s a manufacturer no individual should consider buying from. I’m hoping one of the premium Cat builders will take on the task of providing a similar concept when I’m ready with my money.

Hello Eso, The beautiful thing in life is that everyone has different taste and opinion. I am glad to have you here and thank you for sharing your experience with the readers, this will certainly be useful to many people. I wish you a fantastic day!

Yes I’ve been looking at the Neel 51, Its turning my attention some what. It would make world cruising just that little bit faster and with room and comfort. PS I like the engine room.

Hi Mercury,

Thank you for the comment! The Neel 51 is a beautiful boat. She is more spacious and comfortable than the 45 Neel, but the 65 is even better! However, the 51 is an ideal cruising trimaran to sail in comfort. She provides everything sailors have ever dreamed of such as speed, stability, space, and luxury. What more to ask for:)

Thank you again for the comment and wish you a wonderful day!

I own a Catana 47 with one owner and two guest cabins. I and my wife want four cabin boat so that We can sail with our two daughters and their family including grand children. Should I buy Catana 53, Outremer 51 or Neel 51?

Thank you for commenting!

I am not a boat seller, but I will be more than happy to answer your question. The Catana 53, Neel 51, and Outremer 51 are fantastic boats. And to be honest, I would personally buy the Neel 51 because she is extremely spacious, lightweight and more stable than any catamaran out there.If you bring children, then you would want the boat to be safe. The other boats are also great but tend to perform less well in strong winds and heavy seas than the Neel 51. So yes, the Neel 51 is unbeatable in all categories! At least to me:)

I hope it helped and, please, feel free to contact me if you need to know further information. I am always happy to assist!

Thank you again for the comment and wish you a lovely day!

It’s really a good Information. I have never been in any one of the rides but I feel personally Cat is better. Do you guys know anything similar to this other then Cat trimaran like Semi-Submersible, drone etc. as I am doing a project that will help you to ride Cat Yourself alone!. Wish me good luck and please help me achieve my goal fastly, by sharing your precious knowledge and time. thank you in advance.

Hi Mohammed,

We would like to help you, but we didn’t really understand your question, could you be more specific, please?

Thank you for the comment!

Hello Daniella, Firstly thank you very much for your kind response. I would like to have some info about the Stability equation of Catamaran and different steering Mechanisms.

You are very welcome!

Please, check out these articles, I am sure you will find all the answers to your questions: file:///C:/Users/gofri/Downloads/6962-1-10720-1-10-20130718.pdf

http://www.sailingcatamarans.com/index.php/faqs/19-sailing-and-performance-questions/109-which-steering-system-should-i-use

I hope it helped! Don’t hesitate to contact me if you need more information, I’ll be more than happy to assist!

Dear Daniela Thankyou very much for your Kind help. Could you please give some Information about the construction guidance of Catamaran. I want to construct my own for my experimental purposes. Thankyou Regards Moulasaheb Md

Hi Mohamed,

I would like to help you, but you are not in the right place for this. If you are looking for sailing holiday, then I’ll be more than happy to help!

If you want to construct your own boat, I highly recommend you to check other websites.

Thank you for the comment and wish you a great day!

16 Best Trimarans For Sailing Around The World (And a Few For Daysailing)

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Trimarans are growing in popularity worldwide, due to their light construction and high stability these multihulls are even faster than catamarans. Trimarans are still one of the lesser-known boat types so in this article ill be checking out some of the most popular models.

The best trimarans include:

The Neel 43
The Neel 47
Dragonfly 28
The Pulse 600
Corsair 37

These tris are built with your safety in mind while also packing powerful speed and a wide array of comfort features to optimize your sailing experience , some are even foldable making them possible to load on a trailer and transport to the sailing destination of your choosing.

In this article, I have created a list of the 16 best trimarans in the market and their unique features. You’ll also learn the best options for different purposes such as circumnavigation, weekend sailing, racing, and more.

Table of Contents

What Is a Trimaran?

A trimaran is a multi hulled sailboat with three individual hulls; the main hull ( vaka ) and a pair of outrigger hulls ( amas ). These smaller outrigger hulls are attached to the main hull using beams.

While trimarans have a rich history dating back nearly four millennia, these types of sailboats have only gained popularity in the late 1900s and early 2000s.

Trimarans are primarily used as personal boats for sailing enthusiasts or racing. These sailboats draw their versatility from their lightweight design, making them faster and easier to handle at sea when compared to single-hulled boats (monohulls). Additionally, the three hulls also contribute to better stability, making it very hard to capsize (although more likely than a cat according to this study)

Trimarans come in various sizes, and some can be as small as 19 feet (5.8 meters) in length, while others go up to 60 feet (18meters). They’re also used for different purposes. Most trimarans are used for racing and recreational purposes, although some units are still used as ferries.

As with all things, to find out which is the best we need to understand what it will be used for. There is a big difference in requirements between a boat used for day sailing compared to offshore around the world sailing.

The list below highlights the best trimarans for different purposes.

Best Trimarans For Cruising, Liveaboard and Sailing Around The World

The Neel 43 is a French trimaran best suited for cruising. Its key features include:

Easy maneuverability on the open sea by only a small number of crew members

This unit is also built for comfort, ideal for more extended travels. This 43-feet (13-meter) trimaran is also made with recyclable and bio-sourced materials, highlighting the manufacturer’s commitment to environmental consciousness.

This trimaran has a base price of €329,000 excluding VAT. This translates to approximately $370,138.

2.Neel 47 Possibly The Best

Named the best full-size multihull for 2020, the Neel 47 is a strong contender for one of the best trimarans in the market. This 47-foot (14.3-meter) long trimaran features optimized exterior and interior ergonomics for a unique design and look.

Still on design, the Neel 47 is ideal for couples looking to take a weekend off or spend some time as liveaboard. It has a spacious owner’s cabin and two bedrooms. It also features a spacious living room and kitchen and is optimized to ensure comfort for a couple.

The Neel 47 also has two basic guest cabins so your friends or children can tag along on your sailing adventure. Accordingly, this unit is ideal for those looking to explore the sea for the sheer joy of sailing.

The Neel 47 comes at a 571,139 euro ( $643,600 ) price tag, excluding VAT.

3. Rapido 60 The Fast and Comfortable Circumnavigator

The Rapido 60 offers a blend of performance, safety, and luxury, making it one of the best options for bluewater sailing. Measuring 59.3 feet (18 meters) in length, the Rapido 60 is an imposing unit. It’s made from lightweight sandwiches and carbon materials that provide speed and strength, allowing it to stand up to strong ocean currents.

The Rapido 60 also has spacious living spaces and is built for comfort at all points of the sail. Its design also optimizes safety. While it’s an ideal option for circumnavigating, it’s also an excellent choice for racing due to its speed.

This is also the same boat that The Youtube channel La Vagabond just purchased.

The Rapido 60 retails at $1,400,000 .

4. Rapido 40

The Rapido 40 measures 39.4 feet (12 meters) in length and is ideal for cruising around the world. The Rapido 40 features twin “C” foils, which provide added lift, enhancing its speed and performance whether you are sailing downwind or upwind.

Because it has C foils, this trimaran doesn’t have a central daggerboard, increasing interior space. Accordingly, it’s an excellent option for couples looking to cruise and enjoy great performances .

The Rapido 40 is made from high-tech all-carbon materials for a lightweight yet sturdy design. This material is also used for the countertops and furniture, and the cork flooring adds a touch of style.

This trimaran retails for $595,000 , making it a cheaper option than the Rapido 60.

5. Dragonfly 40

The Dragonfly 40 measures 40 feet (12 meters) in length. It features high-comfort standards, making it one of the best trimarans in the market for taking your family for a cruise. Because of its larger size, it has a better capacity, being capable of accommodating six to eight people, so you can bring your family and friends along.

It’s easy to navigate and extremely safe. With a maximum speed of 24 knots (44.5 km/h), this trimaran also provides fast speeds to make your cruise even more exhilarating.

The Dragonfly 40 retails from €509,000 exclusive of VAT, which rounds up to $572,000 .

6. Dragonfly 32

The Dragonfly 32 is a high-performance cruiser. Like the Dragonfly 28, this unit features a contemporary design for racing. This trimaran can accommodate five to seven crew members.

Although slightly longer than the Dragonfly 28 with its 32-foot (9.8-meter) length, the Dragonfly 32 has a max speed of 23+ knots (42.6+ km/h), making it one of the fastest trimarans for racing. This unit also has comfortable accommodation, which makes it an ideal option for a weekend cruise with family and friends.

The Dragonfly 32 has a base price of $350,000 .

7. Corsair 37

Thanks to a variable draft with a retractable rudder, the Corsair 37 is an ideal choice for shallow water exploration. This 37-foot (11.3-meter) long trimaran features advanced foam-cored construction designed for safety, making it virtually unsinkable.

The carbon hulls minimize weight, this makes for a lightweight ocean exploration sailboat with blistering speeds. One of its selling points is that this trimaran has previously been used for Arctic expeditions, possibly marking it as one of the better options for circumnavigation and offshore sailing in the northern waters.

This trimaran has a base price of $189,000 but can go up to $204,125 .

Best Trimarans For Day/Weekend Sailing

8. dragonfly 28.

The Dragonfly 28 is a 28-feet (8.75-meter) long sailboat that can accommodate up to five people. It comes in two versions:

Touring version: This version is ideal for families.
Performance version: This is built to provide optimal performance for the sports enthusiast within you.

It clocks a maximum speed of 22+ knots (22+ km/h) and is beam-folded. It’s an excellent option if you want a high-performance, comfortable yet smaller unit for your day or weekend cruise.

The Dragonfly 28 starts at €188,280 inclusive of VAT, which comes to around $211,600.

9. Dragonfly 25

Like other trimarans under the Dragonfly brand, this 25-foot (7.62-meter) trimaran is great for both racing and short term cruising. However, this high-performance boat delivers easy handling, making it perfect for couples looking to take a ride out over the weekend and seasoned sailors looking for an exhilarating racing adventure.

The Touring version features a lightweight build and offers comfort and accommodation to keep you, and the few guests you can fit, comfortable during the ride. This trimaran also has a Sport version, which is optimized for racing.

The Dragonfly 25 retails from EUR 86,800 .

10. Pulse 600

The Pulse 600 trimaran is a compact sailboat. It’s made from lightweight, carbon-reinforced construction and vacuum-formed materials for optimal speed. This trimaran is an ideal option if you are looking for speed.

It also features ample deck space, greater stability, and volume than most trimarans of similar size and build.

This trimaran measures 19.8 feet (6 meters) in length and can be sailed single-handedly by one person with minimal effort. The Pulse 600 has a base price of $38,800 , which places it in the lower price range.

The F-22 is one of the smaller trimarans in the market. Developed in New Zealand, the F-22 is a folding trimaran built for speed. The hulls are made from narrow fiberglass tied together using fiberglass beams and aluminum, minimizing bulk while optimizing speed.

The F-22 is roomy and is not as pricey as other models in the market. This trimaran has two main versions:

12. 2019 Weta Trimaran

The 2019 Weta trimaran is a 14.5-foot (4.4-meter) trimaran featuring a carbon frame, centerboard, rudder foil, and rudder shock. The hull is made from fiberglass and foam. The Weta is built for strength and speed based on these lightweight materials.

The 2019 Weta trimaran is easy to sail and is worth considering whether you want to take a quiet sail, race with your friends, or take kids to a sailing lesson. It has a simple design and is easy to set up independently. Thanks to its collapsible design, this trimaran is easily stored away with minimal space demands.

13. WindRider 17

The 17.4-foot (5.3-meter) WindRider 17 is one of the more versatile trimarans in the market. It packs high performance for a low cost. This trimaran has a light rotating mast to boost performance, and a full-battened mainsail optimizes visibility.

This sailboat is made from rotomolded polyethylene, which is more durable than fiberglass and demands less maintenance.

The WindRider 17 has a comfortable interior and can fit six adults. This is an ideal choice for social sailing for a couple or a family and friends. It’s easy to ride, and a shallow draft allows easy maneuverability.

14. Astus 22.5

If you’re looking for something small but still comfortable, this 22.5-foot trimaran is for you. Built for speed and maneuverability, the Astus 22.5 has optional foils to optimize speed. The modern design, coupled with the spacious interior, can fit up to four beds. Accordingly, this trimaran is suited for family outings.

This trimaran also has a foldable design, collapsing to only 16 feet (4.9 meters) for easy storage.

15. Multi 23 Trimaran

The Multi 23 trimaran has a contemporary design, featuring a vinyl ester and PVC foam core construction. The section below the waterline is made of solid glass for a sturdy base.

The beams are made of lightweight carbon, and the trimaran features a 33-foot (10-meter) aluminum rotating wing mast for optimal harnessing of the wind. While ideal for weekend excursions with family, once rigged with the asymmetrical spinnaker will get your heart pumping.

This trimaran packs high performance at a lower cost than most other options in the market. It’s a good choice if you are looking for a high-performing unit without spending an arm and a leg.

16. Challenger Class Trimaran

The Challenger Trimaran 15 is the best choice for persons with disabilities. It’s designed to provide disabled sailors an opportunity to explore their passion for sailing without worrying about aspects like safety or operation.

A man named Geoff Hold circumnavigated the British Isles in 2007, becoming the first disabled person to achieve this feat. He had quadriplegia.

Living up to its name, the Challenger can withstand harsh weather conditions while blending performance with speed.

Final Thoughts

Admittedly, no trimaran is best for everyone. But whether you are looking to race with your friends, take your loved ones or friends for a cruise over the weekend, or circumnavigate the ocean, you can rest assured that these lightweight trimarans will deliver speed, safety, and comfort to make it worth your while.

These brands are innovatively designed and feature intricate safety mechanisms that make them virtually unsinkable. Give them a shot and begin your ocean adventure.

Basco Boating: A Comprehensive Guide & Introduction to Trimaran Yachts
TheBoatAPP: New Trumarans: Which are the Best Ones
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Dragonfly: Dragonfly 28
Rapido Trimarans: Rapido 60
Neel Trimarans: Neel 43
Yachting World: World’s Collect Yachts: Maxi Trimaran MACIF
Yachting Monthly: Dragonfly 28 Performance
Rapido Trimarans: Rapido 40
Dragonfly: Dragon 32
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Yachting World: Dragonfly 40 yacht tour: This cruising trimaran can do 24 knots
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Yachtworld: Corsair 37 boats for sale
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Neel Trimaran: Neel 47
Multihull Solutions: NEEL 47 Boat Review | Cruising World
Yacht World: 2022 Neel 47 for sale
Farrier International: F-22
Weta Marine: The Boat
WindRider: WindRider 17 Trimaran Sailboat
Astus Boats: Astus 22.5
Boat-specs: Multi 23
National Maritime Museum Cornwall: Challenger Trimaran #1 – BC26

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

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Trimarans - Exploring the Unique Three-Hulled Sailboat

Have you ever heard of a trimaran? It's a unique type of sailboat with three hulls, and it's quickly becoming one of the most popular sailing vessels out there. Trimarans offer a special kind of sailing experience, combining the stability of a catamaran with the speed and agility of a monohull sailboat. In this article, we'll explore the history, design, and uses of trimarans, and discover why they're quickly becoming the go-to choice for sailing enthusiasts. If you're interested in purchasing a trimaran, you may be wondering about the Florida boat shipping cost . The history of Trimaran sailboats dates back to the early 19th century when they were first developed by the British Royal Navy. Trimarans are unique in that they have three hulls instead of the traditional two-hulled design of most sailboats.

They offer a number of advantages over other boat types, including increased stability in rough waters, faster speeds than monohulls, and a greater range of motion for the captain. However, trimarans come with a number of drawbacks, such as their higher cost and increased vulnerability to damage. One of the most famous trimarans is the US-built 'Defiance', which was designed by naval architect Reuel Parker and first launched in 1887. Defiance was one of the earliest trimarans to be used for recreational sailing, as well as for competitive racing. Defiance remained in service until the early 20th century and was used to set several speed records during its time.

Types of Trimarans

Trimaran construction, sails and rigging, safety considerations, the disadvantages of trimarans.

If one of the hulls is damaged, the entire boat can become unstable and dangerous. This makes them more risky to sail in rough conditions than monohulls. Trimarans are also more complex than monohulls in terms of rigging and sailing. They require more experience and skill to operate, making them better suited for experienced sailors. Finally, trimarans require more crew members due to their larger size and additional sails. Overall, trimarans can be an excellent choice for experienced sailors looking for a unique experience on the water.

The Advantages of Trimarans

This makes them particularly attractive for competitive racing, as they can outpace monohulls in most conditions. Trimarans are also much more maneuverable than other boats, allowing them to quickly turn and change direction. In addition, trimarans offer increased space aboard compared to monohulls. This makes them an excellent choice for recreational sailing, as they provide plenty of room for multiple people and their gear.

Cruising Trimarans

Construction and rigging.

This allows for a lighter and more maneuverable sailing experience. When it comes to rigging and sails, trimarans use the same basic principles as other sailboats. The sails used on trimarans are mainly spinnakers, jibs, mainsails, gennakers, and staysails. In addition, a trimaran needs additional rigging and gear such as halyards, sheets, and running rigging.

Trimarans can also be equipped with additional equipment such as anchors, fenders, and radios. This can help improve safety and performance while sailing. In conclusion, trimarans offer a unique sailing experience due to their three-hull design. They require the same basic rigging and sails as other sailboats, but also have additional needs for extra equipment.

With the right rigging and gear, trimarans can be used for recreational sailing as well as competitive racing events. Trimarans are a unique and exciting type of sailboat that offers some distinct advantages over monohulls. They have three hulls instead of two, and provide greater stability and agility than other boat types. Trimarans are used for both recreational sailing and competitive events, and require more crew members than monohulls.

The construction and rigging of trimarans is also more complex than other boat types, and safety considerations should always be kept in mind. Therefore, if you're looking for a unique sailing experience, a trimaran could be the perfect choice. In conclusion, trimarans offer an exciting and unique sailing experience, with many advantages over traditional monohulls. They are suitable for both recreational sailing and competitive events, but require additional crew members and safety considerations. If you're looking for a unique sailing experience, trimarans could be the perfect choice.

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Why You Want a Trimaran: Pros and Cons of a Trimaran

Three hulls are better than one! That would be the adage of the trimaran. It consists of one central hull with two smaller side hulls, called amas. The average person conceives of the trimaran as something even more extreme than catamarans. Lighter weight, higher speed, more specialized. The opposite is actually true; trimarans fill an excellent transition role between monohulls and catamaran. Recognize the potential applications by understanding the strengths and weakness of the trimaran hullform.

1.0 What Makes a Trimaran

When you seek trimarans, envision stability. A conventional monohull must balance conflicting needs of resistance and stability. You want a narrow skinny hull to reduce resistance (and fuel consumption). But you need a wide hull to maintain vessel stability and keep the ship upright. The trimaran separates these two design requirements.

In a trimaran, the central hull provides most of the ship buoyancy (90-95% usually). It does this with a long, narrow hull. And then the outer hulls, called amas, provide the stability. This arrangement allows incredible flexibility in the hull design. Due to the wide separation between hulls, it requires very little buoyancy in the amas to keep the trimaran stable. That is why many trimarans barely have their amas in the water. Compare the relative size of the amas vs the main hull in Figure 1‑1. The amas are just there for stability.

2.0 Advantages

The trimaran offers several capabilities to bridge the gap between monohulls and catamarans:

Excellent for high speed
Moderate weight carrying capacity
Good seakeeping capability
Larger available deck area
Moderate space below the main deck

Another advantage is the design of the cross deck (Figure 2‑1) between the main hull and amas. On a catamaran, this cross deck bridges a large empty gap. Large gaps add complexity to the engineering and require stronger structures. We don’t like that. Stronger structures mean more weight and higher costs. But the trimaran’s cross deck is much smaller. It requires less of a gap between hulls, and it does not extend for the entire ship length. Longitudinal bending is less of a concern for the cross deck. This greatly simplifies the design of that cross deck, giving us many advantages:

Heavier loads can be carried on the cross deck
Less structural weight required for the cross deck
Deadweight coefficients closer to monohulls

The long length of the center hull also offers great advantages for seakeeping. This length greatly reduces pitch motions in a wave, and the narrow center hull reduces chances of slamming. To improve things even more, the side amas reduce roll motions. They add stiffness to prevent large roll motions. But they also act to reduce roll accelerations. All together, trimarans make for gentle seakeeping.

The trimaran offers major advantages for damage survival. The side amas provide excellent protection to the center hull, which military designers find especially useful. But the cross deck also helps with damage survival by containing massive reserve buoyancy. Imagine a damage situation where the ship sinks down to its cross deck. On a monohull, that would be game over. But on a trimaran, the cross deck suddenly becomes a barge, easily supporting the entire ship weight. This reserve buoyancy provides extra peace of mind in yachting applications.

Speaking of peace of mind, let’s talk about a sudden loss of stability. In catamarans, you lose stability once a single ama completely leaves the water. Push a catamaran past that point, and stability is a losing battle. A fact that scares many vessel operators. Trimarans do not have this problem. They get stability mainly from submerging the amas. The center hull always stays in the water, and the leeward ama continues to submerge. This creates a predictable increase in righting moment. In normal cases, trimarans never experience the sudden loss of stability.

3.0 Disadvantages

The biggest disadvantage for trimarans is lack of experience. There are few trimarans in military applications, and even less in commercial use. That lack of exposure instills wariness in many operators. I appreciate caution, but don’t let that stop you from realizing the benefits of a trimaran.

Trimarans do have a few genuine detractors. Due to their complexity, they require some extra design effort. The cross deck introduces a few extra ways to twist and bend the ship, and the engineers must check each of these extra scenarios. Finite Element Analysis (FEA) is the ideal tool for this.

Don’t worry about the FEA bill. You should expect a slight increase, but nothing huge. FEA was already a part of the design process for normal monohulls. Most ship designs already require FEA to consider global hull bending. That means the hard part is already done. Your engineer already had to build an FEA model of the hull. With minimal effort, engineers can expand that model to account for the additional design scenarios of a trimaran.

Cost definitely factors into trimaran construction. The cross deck and extra hulls do add extra steel to the design. You have to pay for that extra steel as part of the build cost. (Figure 3‑1) But don’t assume this drastically increases the total build cost. Adding extra structure is far less expensive than adding extra machinery and power.

Consider the alternative to a trimaran: an equivalent monohull. For the monohull, we strip off the side amas and widen the center hull to maintain ship stability. But bad news. A wider hull requires a larger engine, and associated support machinery. In general, the machinery accounts for approximately 50% of the total build cost. The structure is only around 25-30% of the build cost. [3] Adding larger machinery costs twice as much as adding extra structure.

4.0 Applications

You see trimarans most often in high speed vessels and the occasional military vessel.

Car ferries
Military ships

One of the first experimental military trimarans was the Triton, a steel vessel with a displacement exceeding 1000 MT. [3] (Figure 4‑1) These are not little vessels.

Don’t think of trimarans as an expensive hullform. The prevalence of trimarans with expensive ships is mostly a coincidence. Imagine if you wanted a high speed ship. First step is pick a trimaran hullform. But for high speed, you also build it out of aluminum and load it with powerful engines. Those are all high priced decisions that get imposed on the trimaran hullform. The hull shape does not drive the price tag, and trimarans are not limited to high speed.

Aker Arctic even investigated using trimarans as an icebreaking tug. (Figure 4‑2) Aker found the trimaran configuration especially useful for cutting wide channels through the ice with less power. Trimarans are just a hull configuration. How you use the hull is up to you.

5.0 Conclusion

Don’t let the previous trimarans limit your imagination. The trimaran hullform bridges the gap between monohulls and catamarans. It offers some advantages of both deadweight capability and larger deck area. Primarily, trimarans deliver ship stability in a very power efficient package. What uses can you imagine with that flexibility?

6.0 References

[1]	M. Hanlon, “U.S. Navy Orders a Second Trimaran Littoral Combat Ship,” New Atlas, 21 December 2006. . Available: https://newatlas.com/go/6651/. .
[2]	Defense Industry Daily, “LCS: The USA’s Littoral Combat Ship,” Defense Industry Daily, 20 Mar 2018. . Available: https://www.defenseindustrydaily.com/the-usas-new-littoral-combat-ships-updated-01343/. .
[3]	R. Lamb, “High Speed, Small Naval Vessel Technology Development Plan,” Carderock Division, Naval Surface Warface Center, NSWCCD-20-TR-2003/09, Bethesda, MD, May, 2003.
[4]	Naval Technology, “Triton Trimaran,” Naval Technology, 05 Apr 2018. . Available: https://www.naval-technology.com/projects/trimaran/. .
[5]	Aker Maritime, “Aker ARC 131 Trimaran Harbour Icebreaker,” Aker Arctic, 2014. . Available: http://akerarctic.fi/en/references/concept/aker-arc-131-trimaran-harbour-icebreaker. .
[6]	willoh, “Pixabay,” Pixabay, 01 Nov 2017. . Available: https://pixabay.com/en/trimaran-super-trimaran-superyacht-2806619/. .
[7]	Wikpedia Contributors, “Trimaran,” Widipedia, The Free Encyclopedia, 31 Jan 2018. . Available: https://en.wikipedia.org/wiki/Trimaran. .

Figure 3-1: Icebreaker Healy [4]

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Figure 2-1: Icebreaker Mackinaw in Sea Ice [3]

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Yachting Monthly

Digital edition

What makes a boat seaworthy?

Duncan Kent
April 17, 2020

What characteristics make a yacht fit for purpose? Duncan Kent explores the meaning of 'seaworthy' and how hull design and technology have changed the way we think

Hallberg-Rassy yachts have long been the epitome of a rock solid modern cruiser. These too have now changed to twin rudders. Credit: Rick Tomlinson Credit: Rick Tomlinson

A hundred years ago a yacht was considered seaworthy  if it could stand up to a full gale whilst continuing to make headway under sail while still keeping its crew safe.

Today, yachts are designed and built using entirely different construction parameters, with far more emphasis on speed, ease of handling, openness and comfortable living.

Do any of the old maxims still apply or are new cruising yachts better than the classics?

A cutter rig gives you more options for reducing sail and balancing your canvas. Credit: Graham Snook/Yachting Monthly

There are many improvements to the contemporary offshore yacht that have indeed increased its seaworthiness.

Take sail plans and sail handling, for instance.

Fifty years ago it was common to battle your way to the bucking foredeck to change headsails as the wind reached screaming pitch.

Rarely would you be wearing a lifejacket either, as these consisted of big lumps of foam tied awkwardly together, which always got in the way of what you were doing.

Today, the fractional sloop rig with furling headsails is pretty much standard, so the foresails are smaller and the risk of leaving the cockpit to reef is removed.

Powered winches have revolutionised sail handling

Cutters or ‘slutters’ (twin headstays close to each other) seem to be the sail plan for long distance sailing and even downwind sails come with furlers and the yachts with bowsprits for their tacks.

The same goes for the mainsail which, even if it isn’t the furling type, is often fully battened and can usually be dropped safely into a zipped sail bag using cockpit-led sail controls.

There’s no doubt that this has brought about a massive improvement to the safety of the crew, and in turn the  yacht’s general seaworthiness.

The introduction of modern ropes has also improved the life of the sailor no end.

Massively strong man-made fibres such as Spectra and Dyneema have allowed much lighter and smaller diameter lines to be used and many are changing their old steel shackles for the more user-friendly ‘soft’ shackles, eliminating the dangers of flying bits of heavy metal and making a corroded shackle pin a thing of the past.

Despite modern yachts being able to sail so much better than the classics in light airs, at some point you’ll need an engine – even if it’s just to charge your batteries.

Despite being relied upon so heavily these days, the good old marine diesel can be the cause  of many headaches.

A properly designed engine installation will offer easy access  to all the regular service points, particularly the water pump, fuel filters and water traps, alternator, coolant, oil filler, dipstick and  filter and starter battery.

Hull design

One of today’s most prevalent and popular yacht designers is Stephen Jones, creator of the Rustler 33, 42 and 44, Starlight 35 and 39, the Hunter Mystery 35, Sadler 260, Southerly 32, 38 and 470 and many more performance cruisers as well as traditional racing designs such as the Spirit.

One of the primary reasons for his popularity is that he undoubtedly has the knack of blending tradition and technology – the result being  a stunning combination of beauty and performance, rather than an indifferent compromise between new and old.

A Rustler 37, with an encapsulated keel, emerges from its mould. Credit: Graham Snook

Of his many classic designs Jones  says: ‘Without doubt the modern CAD-derived hull outperforms all of those built in the days when the main criteria for  a cruising yacht was just that it had to  be virtually indestructible. I try to blend  the aesthetically attractive elements with  the best technology can offer in order to produce a yacht that doesn’t just look beautiful but is also exciting to sail.’

A great deal has changed in hull design since the advent of the famous Folkboat, some 50 years ago.

The advent of bolt-on keels has allowed bilges to be shallower, improving the yacht’s speed – especially off the wind.

Traditional long keels, with external and internal ballast, soften the motion at sea

Whereas a 50% ballast ratio used to be considered the norm for an offshore yacht, today fin keels often have the ballast placed deep down in a bulb at their tip, where it provides the greatest righting moment possible for the least amount of ballast, so it’s not uncommon to find the  ratio is now more like 30-35%.

In addition, the keel’s short length reduces the wetted area and associated drag. Some insist that bolt-on keels are unseaworthy and indeed, accidents have happened where they have become detached. But these incidents are actually very rare and almost always the result of a hard grounding or poor maintenance.

Making the bilges too shallow made for  a good deal of slamming when sailing to windward in many 1980-90s boats, but in later years this habit was eliminated with the introduction of finer bows with deeper entry.

Wider hulls

One downside of a wide, flat boat is that it can be almost as stable inverted as upright, so increasing the angle of heel at which the yacht’s stability vanishes (AVS) to the highest degree is very important.

Hull chines, which were originally introduced for plywood and steel boats to allow simple flat materials to be used in their construction, have made a widespread comeback over the past decade.

With sterns becoming wider and wider to improve accommodation below and cockpit space for twin wheels, any means of increasing a hull’s inherent form stability  (the hull natural resistance to heeling and inversion) is welcome and hard chines appear to do just that – giving the hull defined ‘rails’ on which to run.

Modern: The Beneteau 46.1’s full-length chine and twin rudders. Credit: Guido Cantini / Beneteau

They also improve directional stability and help prevent the yacht rounding up when over-pressed.

More cruising yachts are disabled through loss of, or damage to their rudder by flotsam than almost anything else.

Traditionally, they were well protected either by a long keel or, more likely, a stout skeg at least half the depth of the rudder.

Classic: A long keel and a slender stern

The modern trend, however, appears to be for deep spade rudders with no such protection, and twin rudders are now becoming popular. Primarily they’re designed to keep steerage when the quarter of a very wide stern lifts clear of the water when heeled.

Some believe they provide redundancy in the event one is knocked off, but any amount of heel beyond 10° with a wide-sterned cruiser can cause  the windward rudder to come out of the water. If you’ve lost a rudder, you are  forced to remain on one tack or to sail dead downwind.

More importantly, unless you’re smart (like renowned circumnavigator Jimmy Cornell with his new Aventura ) and you ensure each rudder can be independently steered, damage to one rudder will very likely disable the entire steering system  due to the linkage between them.

Although there’s a tendency these days  for yacht designers to prioritise style over substance, the wide-open cockpits of the modern production cruiser can fulfil both  the need for lounging space at anchor and safety at sea by making a few simple, relatively inexpensive modifications.

Before embarking on regular offshore passages, the owner needs to carry out a careful analysis of the likely risk areas and to retro-fit extra safety features such as grabrails and harness points where necessary.

The centre cockpit, made famous by  Bill Dixon in his many Moody yachts, is still popular in many Swedish yachts, but like many aspects of yacht design it has its advantages and disadvantages.

The Amel 55 is designed to take her owners anywhere in the world in comfort. Credit: Graham Snook/Yachting Monthly

Being higher up and forward in the boat means that water rarely gets near it and it often imparts a feeling of security in the crew being so far above the water.

However, it does restrict the helmsman’s view forward when the genoa’s flying and it can make those prone to seasickness feel worse  due to the more pronounced side-to-side movement in a beam sea.

One real bonus, however, is the raised height allows for huge aft cabins – something for which Moody and Halberg-Rassy yachts are renowned.

An aft cockpit, though more vulnerable  to a steep following sea, does make you  feel more in touch with the boat somehow.

A high bridge deck or similar can greatly reduce the risk of down-flooding from the stern in stormy conditions.

Below decks

The seaworthiness of a yacht is not only affected by its hull design and rig, but also how sea kindly it is below.

For a start, those wanting to cruise overnight will need a decent bunk for the off-watch crew.

By that  I mean one that’s preferably close to the middle of the boat and that can be converted to a comfy, secure single berth.

In most production cruisers this will mean the saloon berths, so if you’re looking to buy it’s worth just checking the length, width and suitability of these.

The raised coachroof of the Garcia 45 Exploration gives comfort below, while granny bars at the mast keep crew on deck secure. Credit: Morris Adant

If not, then double berths can often be converted using lee cloths or boards, which can be removed or folded away when at anchor or in port. The worst place for a sea berth is in the forepeak, as this is where the motion will be greatest.

You’ll often need to add a few handrails around the boat too, especially as you descend the companionway. A little clever repositioning or subtle padding of furniture can make a difference.

One of the most important aspects of boat safety is the through hull fittings. It’s a good idea to draw a sketch of where they all are and what they do so that crew unfamiliar with the boat could find them quickly in an emergency.

Also ensure all your seacocks are good quality marine devices (Bronze or DZR), not domestic plumbing ones (worryingly common on many new boats) and that you tie a suitable softwood bung to it.

Choosing a yacht

The very first question you should ask yourself when considering buying a yacht  is ‘what do I intend to do on this boat?’

The answer should then steer you towards the type of yacht suitable for your endeavours, whether they be pootling along the coast  on fair weather days and tying up in a marina berth at night or taking your family on long passages in open and unprotected offshore waters.

The former is catered for by myriad production boatbuilders and should be reasonably affordable. The latter not so.

A properly designed and constructed offshore yacht will cost much more – probably three to four times as much as a production cruiser – and rightly so.

All that extra investment will be reflected in the integrity of the design, the quality of the materials used and the standard of craftsmanship put into building her.

Saying that, it’s a myth that many pocket cruisers are inherently dangerous if sailed offshore.

Roger Taylor converted his Achilles 24 to sail to some of the most remote high latitudes imaginable

I’ve often felt happier sailing a  well-found 26-footer across the English Channel in a near gale than I would have  felt in a modern 50ft production cruiser set up for day sailing in fine conditions.

I know this rather makes a mockery of the RCD categorisation scheme (A-ocean; B-offshore etc), but often smaller boats are only Cat B  or C because the builders can’t afford the more stringent testing for higher categories.

Any sailor worth their salt will know that  a large portion of a vessel’s ability to sail safely offshore is in how you prepare your boat and crew beforehand and many adventurous sailors have ventured far afield without incident in small yachts.

Roger Taylor single-handedly overcome the vagaries of the northern latitude weather systems, covering thousands of miles safely in the same type boat in which Ellen MacArthur first circumnavigated Britain.

Shane Acton’s 18ft long Caprice, Shrimpy , would never get an RCD A (Ocean) rating whatever you did to it, but she proved seaworthy enough to get Acton around the world in one piece.

Without doubt, there have been numerous innovations over the past few decades that have made offshore sailing easier.

Jean Luc Van Den Heede in his Rustler 36 preparing for the Golden globe Race

Effective self-steering made Jean-Luc Van Den Heede’s life easier in the 2018 Golden Globe Race. The Rustler 36 was the boat of choice in the race, sailed by the first three finishers. Credit: Alain Zimeray/Golden Globe Race/PPL

A crew  of two can now easily handle the latest 60ft yacht, thanks in particular to cockpit sail controls, electrically assisted deck gear and up-to-the-minute navigation technology.

Duncan Kent has tested hundreds of yachts and is the author of Choosing and Buying A Yacht

The greatest advantage a modern yacht has over an older, heavier boat is speed. A modern yacht’s ability to make headway fast is in fact one of its most seaworthy points as it allows the crew to navigate around a slow-moving storm or to sail off  a dangerous lee shore in the event the engine dies or the anchor drags.

Problems encountered by many of the 2018 Golden Globe Race (GGR) entrants were certainly aggravated by their inability to sail faster than a few knots away from threatening weather.

Instead, they had to sit it out, hoping their sluggish old classics would be tough enough to take the hammering of the Southern Ocean waves.

Most recently launched hulls are a huge improvement over the over-engineered 20th-Century designs, but changes in style mean compromises will have to be made to ensure your yacht is as seaworthy as it can be.

Wide, open cockpits require more clipping on points and extra handrails, and for those planning to go world cruising in  a standard production boat, much of the  kit supplied will need to be upgraded before you set off.

Top tips to improve seaworthiness before blue- water cruising

Install watertight crash bulkheads forward and aft (forward of the rudder stock).
Move heavy items such as batteries, tanks, spare anchors and tinned provisions as low and as close to the centre of the boat as possible and ensure they are strapped down.
Make sure all locker lids, soleboards and washboards can be securely locked in place.
Pre-build a workable emergency steering system and test it out in heavy seas before you depart.
Create easy-launch stowage for the liferaft.
Carry several heavy lines, a series drogue and a sea anchor.

Ensure the right size bungs are attached to your seacocks

Make tough wooden shutters and easy attachments for vulnerable hatches and portlights.
Any windows in the topsides should be non-opening and made from seriously reinforced glass.

Have a means of locking stowage shut. Credit: Graham Snook/Yachting Monthly

Tie suitable bungs to every skin fitting for emergency use.
Fit fire extinguishers of varying sorts near to where they might be needed and keep them regularly serviced.
Fit a bilge alarm and dual electric bilge pumps plus a manual.

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Multihull Design Considerations for Seaworthiness

This Paper evaluates how a multihull performs in waves with respect to rolling and pitching. Stability is evaluated both in relation to wind and wave action. In particular reference will be made to Prof. Marchaj's recent work - ' Seaworthiness the Forgotten Factor .' Multihulls are studied under the same criteria as monohulls are evaluated in the book, giving a clear comparison between old and new multihull designs, and monohulls, particularly with regard to capsise in wind and waves. Other factors affecting seaworthiness, such as pitching, surfing, rolling, yawing etc, are discussed.

A vector analysis of the lift to drag forces acting on a multihull is presented, and each factor such as hull drag, windage, keel and rig efficiency, etc, are directly related to pointing ability. These factors are related to several multihull types, and it is clearly demonstrated why old multihulls did not point well to windward, and why modern ones do. A method for calculating the wind speed at which a yacht will stop sailing to windward is presented, and related to real designs, with a discussion on how to improve windward ability in a gale, and hence improve seaworthiness. A brief discussion on modern construction techniques to reduce fatigue, high stress concentrations, and the effect of collision damage is presented, with a note on how computer aided design can be used to improve the aerodynamics of the boat above the water.

Seaworthiness

The seaworthiness of a vessel, in broad terms, is the ability of the vessel to provide safety, and comfort for her crew in all weather conditions. The concept of seaworthiness should not only be considered in storm survival conditions, because vessels can be lost in moderate conditions a well as in storms. The effects of fatigue in construction materials and rigging could result in failure in moderate winds, and crew fatigue due to extreme motion could result in errors of judgment, or exhaustion, long before a dangerous situation need otherwise have developed. Collision for instance can occur at any time, and accounts for the loss of a significant number of yachts, and in my opinion is a bigger danger than a storm.

In this paper I shall explain some of the many factors that affect the seaworthiness of multihulls. Including windward ability, stability, motion in waves, and pitching and rolling. I will explain how the construction can be designed to reduce stress concentrations, and how fatigue of materials is taken into account. I will indicate how different multihulls can be made safe in the event of a collision at sea. Along the way I will show how computer aided design can assist in designing hull shapes to control pitching and prevent bow burying characteristics, and to improve aerodynamic streamlining.

The most informative work on seaworthiness in modern yachts to date is Seaworthiness the Forgotten Factor by C.A. Marchaj. Unfortunately the book concentrates almost exclusively on monohull design and very little is mentioned about multihulls. Since space is limited, I will not redefine the formulae and criteria for seaworthiness, which are explained clearly in the book, instead I will just go straight on to show how a multihull fits into the picture. On reading through Seaworthiness the Forgotten Factor, I could not help constantly thinking how few of the vices and problems attributed to monohulls were applicable to modern multihulls.

Over the past 20 years a number of distinct types of multihull have emerged all having different sailing qualities, and seaworthiness. There has been a steady improvement in the understanding of the factors required to make a multihull both safe and fast, resulting in boats that are extremely seaworthy, as will be demonstrated by the following analysis.

The basic types of Multihull are as follows. Obviously these are the extremes, and many boats will fall between the categories. The groupings given here represent a chronological order in only a very general way. Boats having some of the characteristics of the most modern types can be found in multihulls whose designs date back over 1000 years. On the other hand boats of all types are still being designed and built. From a subjective point of view, the order given here follows my own muiltihull sailing and design experience closely. I first sailed across the Atlantic some 17 years ago in type 1, later I crossed again in a type 2, and a few years ago in a type 3. Recently most of my long distance ocean voyaging has been aboard a type 6 catamaran. So the "generations" are more applicable to my own rather than general criteria, even though most observers of the development of the modern multihull will agree with the broad outline of each type.

A keel in the sense used below is a foil for resisting leeway. The keel is not balasted as in a monohull, and may be fixed, or retractable either vertically (daggerboard) or by pivoting (centerboard). Amas are the outer hulls of a trimaran, sometimes referred to as outriggers, or the smaller hull of a proa.

1. Older type of trimaran. Relatively heavy. High Windage. Inefficient underwater and keel shape, often with either a fixed keel or no keel at all. Small sail area. Hard chine with high wetted surface. Poor pitching control. Medium buoyancy amas (around 110% of the displacement of the boat). Amas usually both in the water at the same time. Narrow beam (length to beam ratio = 2). Construction sometimes doubtful often in sheet plywood. Low long term fatigue.

2. Second generation trimaran. Becoming lighter. Larger sail plans. Less accommodation. Low buoyancy amas (75 to 90%). Wide beam (L/B = 1.3). Considerably reduced windage. Improvement in structural design.

3. Third generation trimaran. Light weight (due to the use of composite materials). Large Sail areas. Wide beam (L/B < 1.5 to as low as 1.0 in smaller boats). High buoyancy amas (up to 200% of displacement). Pitching very well controlled by use of different hull shapes on main hull and ama. Sailing attitude well controlled on all points of sail. Low windage.Dramatic improvement in structures due to use of Computer aided design, and better understanding of composite materials.

4. Early catamaran. Relatively heavy. Narrow beam (L/B often over 2). High windage. Small sail area. Inefficient underwater shape and low aspect fixed keels. Cruising cats very heavy by today's standards. Large flat windows in coachroof causing high windage. Often prone to hobbyhorsing and pitching due to rocker and symmetry of hulls.

5. Second generation cat. Open bridgedeck designs. All accommodation in the hulls. Greatly reduced windage. Keel shapes improved. Retractable daggerboards. Large sterns and fine bows causing bow burying tendencies on a reach. Greatly improved windward performance. Pitching control still poor, some attempts to reduce pitching by using bulb bows. Wider than early designs. Larger sail plans.

6. Third generation cats. Open bridgedeck designs with large accommodation in hulls. Hobbyhorsing eliminated by hull shape. Bow burying on a reach eliminated. Windage greatly reduced by rounding and streamlining deck edges. Powerful efficient rigs. Sophisticated retractable daggerboards and rudders. Minimum wetted surface hulls. Excellent windward performance. Fast easy motion through sea. Very stable with wide beam (L/B < 1.5). Similar structural design improvements taking place as for trimarans.

7. Fourth Generation cats. Basically as 6 above but with very streamlined bridgedeck cabin for large accommodation and low windage. Light weight maintained, with large weight carrying ability for fast cruising.

8. Other types. Proas (Atlantic, ama to leeward, and Pacific, ama to windward) and trimaran foilers. In general these are development types almost exclusively for racing, as far as modern multihulls are concerned, and they have special problems that require particular knowledge, experience and seamanship for safety at sea. Due to lack of space these types will not be dealt with in any detail in this article.

Although I am concentrating primarily on cruising designs, most of the design concepts have been derived from successful racing designs. Indeed the racing designs which push the limits of performance to the edge, are an excellent test bed for cruising boats, particularly racers designed for the long offshore events like the OSTAR and the 2STAR, which are both predominantly to windward across the North Atlantic. In these races, ease of handling and motion, windward ability, structural integrity, and seaworthiness are of paramount importance.

It is interesting to note that this development, resulting in a dramatic increase in seaworthiness and speed, has taken place over virtually the same time period as the monohulls have been deteriorating in seaworthiness. The primary reason for this has to be the fact that the development of multihulls has taken place without the restriction of any rating rules, with the only criteria for successful design being to improve seakeeping qualities and overall performance - resulting in the development of extremely seaworthy cruising designs.

Boat Motion in a Seaway, and the effect on the ships crew.

There are 6 basic forms of motion in a seaway (ref 1) , which combine in various ways to give the full dynamic movement of the yacht at sea.

With the exception of type 2 above, multihulls are virtually immune to rolling. This means that the boat sits on the water like a raft - following the surface of the sea, giving great crew comfort while sailing, particulartly down wind. When lying ahull, cats and tris exhibit different characteristics. Firstly catamarans have a very high roll moment of inertia ( Ir ), because the weight of the boat is primarily concentrated at the hull centerlines. The buoyancy of the boat is also concentrated at the extremity of the hull centerline beam, giving massive roll damping. Open bridgedeck cruising cats benefit most from the effect, and low buoyancy ama trimarans (Type 2) least. In a tri the weight is concentrated closer to the center of gravity (CG),reducing Ir, and the amas take longer to pick up buoyancy as the boat heels, thereby reducing damping. In a low buoyancy ama tri this effect can lead to capsize in waves,(when lying ahull) as will be shown later, and different techniques of seamanship are required to ensure the safety of this type of multihull in a storm.

2. Pitching and hobbyhorsing

Many early multihulls were prone to hobbyhorsing, and pitching. This was caused by too much rocker on the hull profile, and fine V sections both fore and aft. As hull shapes improved tending towards more U shaped underbodies particularly aft, pitching still remained a problem, because the large width of the stern sections caused the sea to lift the sterns as the boat passed over the wave, driving the bow down. However we now know that pitching can be dramatically reduced by finer sections at the stern combined with the center of buoyancy being moved forward in the immersed hull, and aft in the lifting hull (ref 2 and 3 ). This effect can be achieved in both cats and tris, giving a very comfortable and easy motion upwind. At the same time windward performance is improved, because the apparent wind direction is more stable across the sails.

Any tendency to yaw has been virtually eliminated in the modern multihull due to the shallow draft of the hull (because of the U shaped sections and the light weight), and by the use of retractable daggerboards. Once the keel is removed when sailing downwind, there is virtually no chance of broaching, as long as the forefoot does not dig in. This can be prevented by firstly reducing the forefoot, and by picking up buoyancy quickly in the forward sections of the boat above the waterline. Computer simulations of the hull in different bow down trims, and at varying waterline positions, are now an essential part of the design process to control sailing attitude properly, both on and off the wind. see Fig 1. ( ref 4 ).

A Multihull will surf very easily, making for fast passage making in the open ocean. Sailing downwind in winds up to 40 knots is usually quite comfortable and easy. The apparent wind being reduced by the high boat speed. However particular attention has to be paid to rudder size and design to maintain good control at surfing speeds in excess of 20 knots. Elliptical balanced spade rudders of airfoil section reduce helm loads and drag at high speeds. Rudder stocks have to be very strong to be able to steer consistently at such high speed. I favour using stainless steel or titanium, rather than carbon for rudder stocks, because at least the rudder will bend if overloaded, instead of shearing off. I design for a factor of safety of 1.5 with rudder at 90 degrees to the waterflow at 25 knots. This situation is quite possible if the boat starts to broach and slew down a wave, and the helm is turned to full lock (35 degrees).

Once the wind speed becomes so strong that surfing downwind is dangerous, and if the boat will not make progress to windward or lie ahull, (this could well be the case for types 1,2,and 4) It will be essential to deploy a sea anchor to control the boat speed. Much has been written on this subject, and certainly is an accepted way of surviving a severe storm in a multihull. From the designer's point of view it is essential to provide adequately strong attachment points on the bows and sterns.

A modern light displacement multihull lying sideways to the seas with no sails up (i.e. lying ahull), and with the daggerboards up, will surf sideways very easily in a breaking crest. It will be demonstrated later that this is a very important feature in the seaworthiness of multihulls lying ahull in a storm. Earlier multihulls with fixed keels and tris of type 2, are prone to tripping over their keels or amas when struck by a breaking crest. Narrow beam increases the danger of capsize in this situation. If sideways motion of the yacht needs to be stopped, for instance because of a danger to leeward, this can be done by either deploying a sea anchor abeam, or by putting down the upwind board (this only applies to a cat). The upwind board can act as a brake without imparting rotational momentum to the boat. If the boat does not rotate - it will not capsize.

This is a complex problem to define clearly for a multihull, because the two immersed hulls are at different places on the wave front at any given time. Nevertheless, they heave less than monohulls because the hulls are slimmer, allowing the boats to cut through the water when sailing. Loss of apparent displacement at the wave crest and rotational momentum imparted to the boat by heaving on the upwind hull will assist in capsizing an overcanvassed multihull due to wind and wave action. Heaving assisted capsize has been experienced particularly in tris of type 2, and cats of type 4. This is of particular importance and will be dealt with more fully in the next section.

This is generally a very contentious and little understood subject when multihull seaworthiness is discussed, and is probably the biggest fear that inexperienced sailors have about this type of vessel. And while it is true that certain multihulls have capsized, it is clear from the above that there are many different types of multihull, and indeed there are different ways in which they can capsize. I will endeavour to show that by careful analysis, and a with a real understanding of the factors that contribute to capsize vulnerability, it is possible to design a multihull that is extremely difficult to capsize, and one that is very safe in all conditions. (Bearing in mind that there may be a wave out there that will overwhelm any vessel).

Stability in wind

Static stability is a measure of the stability of the boat in flat water, and is given by the following formula. (ref 2 )

D = displacement (lbs).
CE = height of the center of effort above the center of lateral resistance (CLR) in feet. Use C of E to Waterline for quick calculation.
SF = windspeed in MPH that the boat has to reduce sail.
SA = sail area in square feet.
B = beam between the cenerlines of the outer hulls in feet.

This formula gives designers a measure of stability as an indication of the power to carry sail. i.e. the ability of the boat to resist capsize by wind action alone. There are two factors that can reduce SF. Firstly if the boat has a high angle of heel at the point of maximum stability, (worst in trimarans of type 2, and minimal in all catamarans) the correct SF is given by replacing beam in 1 with beam overall x cos(angle of heel). Typical values for SF can vary between 12 mph for a Formula 40 racing catamaran, to over 40 mph for cruising multihulls. Modern light cruiser racers would be in the range of 24 to 30 mph. So it is clear that in addition to the different types of multihull listed above the initial static stability can vary enormously.

Stability curve and stability in waves

Righting moment is the distance from the center of buoyancy to the center of gravity x the apparent weight of the vessel. This is basically the vessel's inbuilt static resistance to heeling. The forces that heel the boat could come from the wind or the waves.

Fig 2. shows the curve of righting moment versus angle of heel for a typical modern 35ft catamaran and trimaran racer cruiser to my design. The trimaran (Type 3 high buoyancy amas) has an overall beam of 32 ft. and the cat ( type 6 ) beam = 23ft. The trimaran has less accommodation, and is lighter than the cat, but because of the wider beam it has greater maximum stability. It is important to note that the max stability of the tri occurs at around 20 degrees angle of heel, while the cat has a max at about 6 degrees. If the buoyancy of the ama is reduced below 100 % of the weight of the boat (as in type 2 above), the maximum stability will be reduced not only in proportion to the reduction in buoyancy in the ama, but also by the effect of added apparent displacement from the downward pressure from the sails at high angles of heel. At 20 degrees this would cause a loss of righting moment in the order of 20%. If the ama buoyancy was only 80% in the first place, the total righting moment would be only 60% of an equivalent trimaran of type 3.

Fig 3. shows the same righting moment curve for the cat versus a typical modern cruiser/racer monohull. The energy required to be input into the yacht in order to roll it from 0 degrees to the point of capsize (90 degrees in the cat and 135 degrees in the Mono) is given by the area under the curve. From the graph it is clear that the energy required to roll the cat over is 50% higher than the monohull. Of course in either case the initial angle of heel will reduce the available reserve of stability, and in the trimarans this reduction in energy resistance to roll will be greater than a cat. The energy to roll a tri to 90 degrees is much greater than a cat provided it is of type 1 or 3.

However in all cases, in order to a capsise to occur, the energy from the wind and the waves (equal the area under the righting moment curve) has to be transferred to the vessel in the form of rotational energy. In waves alone, if the energy of the wave impact is not changed into rolling energy the boat can not capsise.

The following table gives the dispalcement and dimensions of the cat, tri, and monohull shown in the graphs.

	Catamaran	Trimaran	Monohull ( page 234)
LOA (feet)	35	35	33
Beam overall BOA (feet)	23	32	10.8
B = beam betw. centerlines	17	29	N/A
D = displacement (lbs)	6700	5600	10080

Firstly if we consider the action of the waves alone. Tank testing has shown ( ref 1 ) that capsise due to the action of unbroken waves is impossible. Therefore when a vessel is lying ahull the impact of the breaking crest is the primary means of energy entering the system which may be transformed into roll energy. A multihull follows the slope of the wave face exactly like a raft as shown in fig. 4. However, because the buoyancy and the weight of the vessel is concentrated at the extremities of the beam (particularly in cats of type 6,) multihulls will be more stable against rolling than a simple raft. Equation 2 gives the impact energy transferred to the boat by the wave.

	fig.4


	.......................................... 2


	.......................................... 3

Ei = energy transferred during impact.
Mi = impact moment
Ir = roll moment of inertia of the boat
Ia = inertia of water entrained by the hull (known as added mass)
d = density of seawater
A = area of hull superstructure
Cd= coefficient of drag of hull superstructure.
r = impact moment lever.
vi = velocity of impact

The above equations give us the means to compare the way the two boats change this vitally important impact energy to rolling energy. These equations are in fact very difficult to calculate in reality, but they do tell us that in order to reduce the rotational energy imparted to the boat by a breaking crest, we need to increase Ir and Ia and decrease r and hence Mi.

In a multihull with the boards retracted the lever arm (r) is reduced to the distance between the center of lateral resistance (CLR) of the downwind hull and the center of impact on the windward hull side. Obviously this is very small compared to the lever when the keel is down, and hence the impact moment transferred to the boat is very small.

Secondly, particularly in the case of the open bridgedeck cruising cat (type 6), the roll moment of inertia is very high because of the hull configuration. Also Ia is high since the water entrained by the hull is a great distance from the center of gravity. Therefore this type of cat has the least energy transferred from the the wave impact into rolling energy. On the other hand a trimaran with the board up will still have a small r and hence a low Mi, but the roll moment of inertia Ir is much lower than a cat, because the weight is concentrated closer to the center of gravity. Therefore more roll energy will enter the trimaran lying ahull than the cat. ( ref 17 )

So the above equations show that in most multihulls, the energy of impact is not transferred into rolling, and in fact virtually all the energy is absorbed by surfing sideways. This is exactly the same effect that saves the older type of monohull from capsising in waves, the only difference is that the monohull has to experience a knockdown before the keel is almost parallel to the surface of the water, thereby reducing the lever arm (r) and allowing the energy to be dissipated into sideways motion.

The multihull that fares worst in this situation is the trimaran with low buoyancy amas. When a wave hits the side of the boat, firstly it will roll quicker and much more than a cat, and if the ama immerses to the point where it digs in, thereby stopping sideways movement, all the energy will be transferred into rolling and a capsise is possible. Also having fixed keels or leaving the downwind board down will greatly increase the risk of capsise in waves for all types of multihull.

Of course the situation may arise when it may be necessary to limit the sideways drift of the boat, for instance if there is a danger to leeward. In a cat this can be achieved safely by lowering the windward daggerboard. All other types will have to use a sea anchor. Whether to deploy the sea anchor from the bow or the side of the vessel depends on the type of boat, and the conditions. Several people have written on the subject including the Cassanovas, and Dick Newick, who both have used and favour this method of controlling drift and rolling in a storm.

Wind and wave action

When you combine the action of wind and waves, a catamaran is more vulnerable than a tri, because when a boat is sailing the heaving action of the wave on the windward hull imparts rolling momentum to the boat, reducing the energy reserve left under the righting moment graph in fig 2. If the boat has a low static stability, and is being sailed close to the limit, with the daggerboard down, it will be possible to capsise in waves in a wind speed that would be safe in flat water. Cats are more vulnerable than tris because in general the static stability of the cat is less than an equivalent tri. This is the main reason that tris are considered to be safer for short handed racing - they can be sailed harder in waves with a greater margin of safety. On the other hand this is a very good reason to make cats as wide as possible to increase the static stability and thereby increase the safe sail carrying power.

Windward ability

Another area of traditionally poor performance in multihulls is their windward ability. And indeed it is true that the older types of multihull (types 1 and 4) would tack through 100 degrees or more, and had very inferior pointing ability when compared to their monohull counterparts.

Windward ability is a very important measure of seaworthiness, and can prove vital if there is a danger to leeward in a gale. So apart from the need to improve performance for racing, it is essential to design multihulls with greatly enhanced windward ability. It is not enough just to be able to sail fast on a reach.

To understand why the modern multihull is so good to windward, we have to look at the diagram of the forces acting on a yacht when it is sailing in a balanced steady state. See fig 5. ( ref 5 )

EA + EH = (beta) ......................................4

EA = aerodynamic drag angle
EH = hydrodynamic drag angle
CL = coefficient of lift of the sails
Cd = coefficient of drag of the sails
VA = apparent wind speed
SA = sail area
CS = sideforce coefficient
Vb = boat speed
A = area of keel

The diagram and the equations simply tell us that if we can improve the lift to drag ratio of the rig, and of the keel, we will improve pointing ability. But what is really significant is that we can calculate exactly how much we can improve pointing ability by improving lift to drag.

Firstly the rig and the aerodynamic drag

The polar diagram of a typical sloop rig is shown superimposed on the yacht in fig 6 (ref 6 & 7 ). The solid line represents the lift to drag of the sails only, and the dotted line is the lift to drag when the parasitic drag of the windage of the hull is taken into account. In a multihull aerodynamic drag of the hulls is very high, and the following equations allow us to calculate the total drag of the sails and the hulls. ( ref 5 )

Cdp = CP x AP / SA ..............8

CdTOT = Cdp + Cd ...............9

Cdp = coefficient of drag of parasitic element related to sail area
Cp = parasitic drag coefficient of each element
Ap = area of parasitic element
CdTOT = total coefficient of aerodynamic drag for whole boat + rig

The important facts to note from equations 8 and 9, are that the coefficient of parasitic drag (Cdp) is inversely proportional to sail area. In practice this means that if sail area is reduced, the effect of parasitic drag is increased, thereby increasing the aerodynamic drag angle and reducing pointing ability. Also if windage is increased the pointing ability is reduced. In practice an open bridgedeck cat of type 6 might have CdTOT = 0.33, while the addition of a bridgedeck cabin with flat sides would increase Cdp by 35%. This will give a CdTOT(including bridgedeck cabin) = 0.39.

If this increase is laid out on the polar diagram shown in fig 6, it will show an increase in EA of 3 degrees. This means that the boat will tack through 6 degrees more. If the Cp of the bridgedeck could be reduced from 1.2 (coefficient of a flat plate) to 0.3 by careful aerodynamic design, Cdp would only be increased by 8.7% resulting in a loss in tacking angle of only 1 degree. Therefore it is vitally important to pay very careful attention to parasitic drag, and to design clean aerodynamic shapes.

To stop a boat making any progress to windward the aerodynamic drag angle has to increase to around 60 degrees, and if the effect of the the waves knocking the boat to leeward is included, this could drop to say 55 degrees. In order for this to happen the total lift to drag ratio has to fall to 0.700. This is quite possible in slab sided bridgedeck saloon cat with a total coefficient of drag (Cdtot) of 0.392. In fact this will occur in such a multihull when the sail area is reduced to 27% of the full working sail plan. When you consider that the usual proportion of the storm jib and deep reefed mainsail is around 20% of the full working sail plan, it is obvious that serious consideration has to be given to boat aerodynamics, not only for good sailing performance, but for basic seaworthiness.

Worse still is that in an older type of multihull where the best tacking angle was only 100 degrees in the first place, (which implies an aerodynamic drag angle of 28 to 30 degrees), the sail area only has to be reduced to 36% before all windward ability is lost. And indeed this has proved to be the case in many of the old designs.

Computer Aided Design

We now have the ability to design a hull and decks for a complete multihull directly on a computer screen ( ref 4 ). The computer allows us to rotate the hull and draw sections at any angle across the boat. We can therefore see the shapes that the wind is going to flow over in the exact direction that the wind strikes the boat. Remember that the wind never comes from dead ahead in a sailing boat. In fact the boat is really moving crabwise through the air, at best the wind crosses the boat at and angle of around 30 degrees from the bow.

Fig 7. shows the perspective view on the computer screen of a bridgedeck cabin for a 43ft cat. It will be obvious that this is a very useful aid in achieving aerodynamically clean 3 dimensional shapes like this. And the next step will be to test the complete hull and bridgedeck in a wind tunnel. However it will also be possible to compare the pointing ability of the real boat that this is designed for, against that of an open bridgedeck boat of the same size. The coefficient of drag can then be calculated from the loss in pointing ability.

Hydrodynamic Drag

If we apply the same treatment to the underwater shape and keel of a multihull by superimposing the results of tank testing on the boat, in the same way as we did for the sails in Fig 6, we find that the effect of drag of the keel and the hulls on the pointing ability is as follows:

25% decrease in keel efficiency = total loss in tacking angle of 5 degrees.
Double hull weight = total loss in tacking angle of 6 degrees.
16% decrease in sail area = total loss in tacking angle of 4 degrees.
35% increase in aerodynamic parasitic drag = total loss in tacking angle of 6 degrees.

If we compare an open bridgedeck cat of type 6 to an older type of multihull, this is exactly the sort of difference in pointing ability we observe.

When compared to a design of type 1 or4 the modern multihull is much more streamlined, about half the weight, has an efficient keel, wide width for high stability and sail carrying power, and larger rig. All these features combine together to give a windward performance better than any equivalent sized monohull. In a force 4 wind, a modern 60ft racing trimaran will sail upwind at 16 knots tacking through 75 degrees. While an open bridgedeck cruising cat like the Spectrum 42 will tack through 80 degrees, at around 10 knots.

The implications of this sort of performance is also an indication that modern multihulls will sail upwind in a gale long after the monohulls have had to heave to. Indeed this superior windward ability has been conclusively demonstrated in all the windward races of the North Atlantic and is a factor of major significance in the improved seaworthiness of modern designs.

Safety in the event of collision or capsise

Even though it has become extremely unlikely that a properly designed multihull will capsize, the possibility still exists, in much the same way as it exists for any monohull. The monohull's escape valve is that there is a chance that the boat will right itself before it sinks. The multihull on the other hand can be made into a safe raft for the crew to live on in the inverted position, provided that proper provision for this eventuality has been made at the design stage. In terms of ultimate safety of the crew in the most extreme storm - I believe that a habitable inverted multihull offers better survival prospects than a partially flooded - dismasted monohull that has rolled through 360 degrees, and is in imminent danger of doing so again.

If possible watertight compartments should be built in to the amas of a trimaran, and where ever possible in a cat. A trimaran can be made virtually unsinkable by making the cross beams watertight, and by dividing the ama up into watertight compartments, in such a way that if any section is holed, the remaining volume is over120% of the displacement of the main hull. The bows should be backed with foam, and a watertight collision bulkhead can usually be placed about 6 feet back from the bow, without affecting the accommodation.

The structural cross beams of a cat should be designed to be watertight, with their combined volume large enough to support the whole weight of the vessel. In the unlikely event of a capsise, this will ensure that the boat floats high out of the water, which reduces stress on the structure, and allows the crew to live in the upturned hull.I incorporate escape hatches in all my designs as a matter of course.

Construction and Fatigue - Integrated Structure

During the lifespan of a multihull it is subjected to many cycles of a complex array of loads, and if the boat is to survive in all conditions without damage careful attention has to be paid to avoiding stress concentrations in the structure, and to the long term fatigue of the materials used to build it.

Fig 8 shows a generalised stress diagram for an open bridgedeck catamaran. By using a computer to analyze the loads at any point in the boat, and then laying appropriate amounts of fibers aligned in the direction of the stress, the stiffness and the strength of the boat can be greatly increased. While at the same time weight can be saved by removing excess material where it is not required. This weight saving actually increases the strength of the boat, because it not only reduces the loads that the boat experiences, but it reduces stress concentrations, which are a major cause of fatigue failure. If the structural design is carried out in this way, and adequate allowance is made in the fiber stress levels in the all parts of the boat to account for long term fatigue, the lifespan of the boat will be greatly increased. At present, research indicates that if a composite laminate can survive over 10 million cycles, it will last indefinitely. In general in order to achieve this, a factor of safety of at least 10 is required. In all my cruising designs I use at least 10 as a factor of safety in areas of maximum stress. For carbon in particular the laminate is strain limited because the material is so stiff, has a relatively low strain to failure, and an extremely high notch sensitivity. However the material can be very successfully used in areas where great stiffness is required, like the cross beams of a multihull. There are many racing and cruising multihulls sailing that have been designed in this way, and that have suffered no structural failure what so ever, in thousands of miles of hard ocean sailing.

In the past 20 years the level of understanding of the factors that affect the seaworthiness of multihulls has increased enormously. Accidents and failures are an inevitable part of the development of any idea, but I hope that the above discussion makes it clear that there are many different types of multihull, and that a mishap in one type does not necessarily imply that all multihulls would have suffered the same fate in the same circumstances. Indeed many of the problems and vices associated with the older designs have now been eliminated, and the new generation of cruising designs are very exciting boats to sail, while still offering vast accommodation, crew comfort, and most important of all - safety at sea.

Acknowledgments to Richard Boehmer for his kind assistance in reviewing this paper, and for his helpful suggestions.

1. Seaworthiness the Forgotten Factor. C.A. Marchaj Adlard Coles Ltd. U.K. 1986
2. Reflections on the Design of Brittany Ferries GB. J. Shuttleworth. Multihull International, 169 Feb '82 (33-36)
3. Cruising Cat for Bob Sutton. John Shuttleworth. Multihull International. 184 May '83 (116-118)
4. Computer Aided Design and Manufacture. John Shuttleworth. Multihulls. vol.13 no.2 March/April '87 (52-58)
5. Sailing Theory and Practice. C.A. Marchaj Adlard Coles Ltd. U.K. 1964
6. Aerohydrodynamics of Sailing. C.A. Marchaj Adlard Coles Ltd. U.K. 1979
7. Recent Developments in Racing and Cruiser/Racer Designs. John Shuttleworth. Multihull International. 214 Nov '85 (290-295)
8. Multihulls on Performance. J. Shuttleworth. Multihulls vol.10 no.1 Jan/Feb '84 (53-55)
9. Hull Shapes and Resistance to Motion in Cats and Tris. J. Shuttleworth Multihulls vol.9 no.1 Jan/Feb '83 (51-54)
10. Multihull performance Comparison and Rating Rules J. Shuttleworth. Multihulls vol.7 no.3 May/Jun '81 (43-45)
11. Further Developments in Performance Predictions for Multihulls. J. Shuttleworth. Multihull International. 195 April '84 (80-83)
12. Multihull Righting Moment: The Equations. Richard Boehmer, Multihull International 156 Dec '80 (243-246)
13. Righting Moment: Catamaran v. Trimaran. Richard Boehmer, Multihull International 160 May '81 (105-107)
14. Cruiser/Racer Multihull Design. John Shuttleworth. Seahorse. Nov/Dec '85 (56-59)
15. Design for Fast Sailing E. Bruce and H. Morss. AYRS 82. U.K. 1976
16. Multihulls Offshore, Rob James, Nautical Books, U.K. 1983.

Technical Papers

17. Dynamic Stability of Sailing Multihulls. Prof. U.S. Krushkov. Edited and appended by H. A. Myers, January 1981.
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A Comprehensive Guide & Introduction to Trimaran Yachts

When it comes to sailing boats, there are several options to choose from, including monohull boats, cruising catamarans, and multihull boats such as catamarans and trimarans. While catamarans are a popular choice due to their spaciousness and stability, trimarans offer some unique advantages. With three hulls instead of two, trimarans like the Corsair 880 and Rapido Trimaran have a wider beam, which can help increase speed and stability in high winds.

Additionally, trimaran sailing techniques can differ from those used on catamarans due to the placement of the centerboard and the differences in the hull shape. In fact, trimarans can be faster than catamarans in certain conditions, as the wind speed doubles between the sails, creating more lift. Ultimately, the choice between a catamaran and a trimaran will depend on the sailor’s preferences and intended use.

When it comes to choosing a sailboat, there are many factors to consider, including boat speed, comfort, and cost. Trimarans have become increasingly popular due to their speed and stability, and the Dragonfly 32 Trimaran and Strike 18 Trimaran are two great examples. The Neel Trimaran line, including the Neel 43 and Neel 51, offer even more comfort with their aft cabins and spacious designs.

However, the cost of these larger trimarans can be significant, and buyers may want to consider a basic boat incl from Quorning Boats or even a used Neel Trimaran for sale. Ultimately, the right choice depends on the buyer’s priorities, but all trimarans offer the advantage of being able to sail faster than the apparent wind due to their multiple hulls. Whether testing a new model or enjoying an established design, a trimaran is a fantastic choice for sailors looking to maximize their speed and stability on the water.

Give it up for the multihull sector of the boating industry.

Any industry insider will easily see how fast growing that sector currently is. In fact, it is the fastest growing sector if the number of new cruising boat manufacture and sales is anything to go by.

Far from the prejudice of the earliest days, multihulls now seem to be the in-thing and you don’t have to look far away before you’ll see the next catamaran, trimaran yacht for sale.

Sales of catamarans are booming with each passing day. Trimarans, on the other hand, are like a niche within another niche.

Most trimarans are high performing vessels. These sailing yachts are usually designed for purposes ranging from racing to recreational use. This article will provide readers with a brief but comprehensive introduction into the world of trimarans.

So, what then is a trimaran boat in the first place?

For anyone looking for an exciting and versatile sailboat, the aluminum trimaran is a great option. One of the most popular types of trimaran boats is the Piver trimaran, which is known for its stability and maneuverability on the water. The Piver trimaran features three hulls, with the middle hull being the largest and most stable.

This design allows for smooth sailing and comfortable overnight cruising, making it a great choice for those looking to spend a weekend or longer on the water. The aluminum construction also ensures durability and low maintenance, making it a cost-effective choice for sailboat enthusiasts. Whether you’re a seasoned sailor or a beginner, the Piver trimaran offers a unique and exciting sailing experience that is sure to impress.

What is a Trimaran Yacht?

According to Wikipedia, a trimaran is also known a double outrigger. Trimaran yachts are multihull yachts comprised of the main hull and two other smaller outrigger hulls (which may also be called floats).

These three parts are the basic components of every trimaran sailboat. Each of the outrigger hulls is connected to the main hull with lateral beams.

While most trimaran yachts are usually sailing yachts designed for recreational and racing purposes, some others are still designed to be used as ferries and warships.

(NOTE: Have you been looking for a Trimaran Yacht? Check out this 2006 Racing Trimaran Tantrum Too , a fun & fast competitive seaworthy racer & offshore cruiser. Winner of the ‘2018 Bintam Trophy’ and holder of ‘Around Bintam Record’. Learn more here! )

The name trimaran was coined from ‘tri’ and ‘maran’

The ‘trimaran’ name has its origin in two words. It was formed from ‘tri’ and ‘maran’. While ‘tri’ means three, the ‘maran’ part means wood or tree.

Trimarans have a kind of interesting design and architecture that makes them exceptionally fast and powerful. It is thus the preferred vessel for most lovers of speed and water adventure.

Read more: What is the best hull material for a houseboat ?

Trimarans have been around since 2000 BC

Although today’s popular sailing trimarans did not get mainstream acceptance until the 60’s and 70’s, these vessels have been in use and existence long before global acceptance, dating back to about 2000 BC.

In fact, the earliest trimarans are still very much in use today.

The development started with the Austronesia people.

Today, traditional fishermen of the maritime region of Southeast Asia, Micronesia, Madagascar, as well as, the Polynesia regions still use trimaran sailboat similar to the first trimarans.

Trimarans are composed of three main parts

We’ve mentioned this in our description of what a trimaran yacht is.

Every trimaran would have a main or center hull and then two other small outrigger hulls attached to the center hull with lateral beams.

These three components form the basic design for all trimarans and modern trimaran sailboat designs always take this trimaran base.

The center hull is the main hull and is also known as vaka. The two stabilizers on the sides are known as the outrigger hulls, or ama(s).

The main hull offers the most buoyancy

The amas are mainly there to offer more stability to the vessel. Most of a trimaran yacht’s buoyancy is provided by the center or main hull.

This arrangement no doubt offers more flexibility to the design.

Because there is usually a wide separation between the hulls, the trimaran yacht requires only a little buoyancy to keep the yacht stable. This reason is why you’d rarely find trimarans having their outrigger hulls or amas in the water.

Trimarans offer better stability and a super stellar performance

Trimarans, when compared to catamarans which are composed of only two hulls, are more stable.

They offer a better stability and a stellar performance which have even been improved with new technologies infused into the design of these boats.

Trimarans are lightweight and are the preferred choice for boat aficionados and connoisseurs.

The stellar performance advantage which is made possible by the design makes trimarans some of the fastest boats when it comes to yacht racing.

They are perfect for sports sailing and are often winners in water races and competitions.

Different types of trimarans

There are basically just two types of trimarans. These are the regular trimaran and the open trimaran.

Instead of plating, the open trimaran rather has a trampoline in between the hulls.

Trimaran yacht advantages over monohull yachts

When compared to single-hulled yachts, trimarans no doubt have some advantages. Some feature differences also exist.

A trimaran, when compared with a monohull of the same length would have a shallower draft. It would also have a wider beam and a less wetted area.

The trimaran though will be able to fly more sail area compared to the single-hulled yacht.

Because of the wider beam, the trimaran has a better straight-line performance when compared with a monohull.

The trimaran can sail in shallower waters and can still perform well while maintaining its stability in the face of stronger winds.

Trimarans are almost unsinkable

Trimarans have a kind of design that is considered almost unsinkable.

This is because even when it is filled with water, the buoyancy of a single outrigger hull or ama can easily keep the entire yacht afloat.

The ama offers greater resistance to the boats and unlike monohulls, trimarans rarely sink.

Because of the high level of safety and stability, sailors with restricted mobility often prefer some special types of trimarans.

Trimarans are like the bridge between catamarans and monohulls

Catamarans, as well as monohulls, have their areas of excellence. Nevertheless, trimaran yachts have certain capabilities which have made them seem like the bridge between monohulls and catamarans at which there is little or no compromise.

Trimaran sailboats are excellent for high speed.

Trimarans generally have moderate weight carrying capability, moderate space below the main deck, and a larger deck area.

The cross deck design between the amas and the main deck is another advantage.

Catamarans usually have large empty gaps in their cross deck bridges.This complexity then necessitates the need for stronger structures, implying more weight, and higher costs. A trimaran yacht would usually have a much smaller cross deck.

There will be a shorter gap between the hulls and the empty space would not extend through the entire yacht’s length.Because of these, less structural weight is required and heavier loads can also be carried on the cross deck.

While catamaran and trimaran yachts are usually built for different purposes, the most obvious difference out of racing is usually the center hull.The center hull of a trimaran yacht will be much larger than the catamaran hulls.

Trimarans are easy to trail, they have a kind of superior handling and are easier to tack, compared to catamarans.

They are easy to manhandle ashore due to their lightweight design.

The lightweight design also makes it easier to use small and inexpensive engines when motoring. With a trimaran yacht, you’d be getting a stellar performance that will get you higher speeds.

If you want more excitement and thrill, perhaps a trimaran yacht such as the racing trimaran Tantrum Too will be very much suitable for you. Tantrum Too is a 12.7m trimaran yacht designed as a concept yacht for a fast ocean cruiser and cruising trimaran.

If you’re in the market for a good buy, the trimaran yacht for sale is currently available on auction. You can register here so you can tender your bid for this cruising trimaran.

The purpose of this article is not to pick the better yacht between a trimaran yacht and a catamaran, or a trimaran and a single-hulled boat.

Each of these different watercraft has different areas where they excel. Your choice will most likely have to do with the purpose for which you’re buying.

If you’ve discussed with your sailing crew and have decided to choose a trimaran as your next yacht, all well and good, you’re in for a lot of thrills and fun.

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The Complete List of Trimarans

There is no single trimaran that is best for everyone. Where some prefer luxury cruisers for long trips with family and friends, others might opt for a high performance racing tri for thrilling rides at breakneck speeds. With the recent spike in trimaran popularity, these days there is a perfect tri for every sailor. So to help prospective trimaran owners decide which boat is just right for them, we here at WindRider have put together a comprehensive list of the best trimarans on the market today! Read through for simple at-a-glance trimaran comparisons of boats both big and small, exhilarating and relaxing, and for all price points.

Jump to a specific sailing trimaran: Neel Weta Corsair WindRider Dragonfly Catri Astus Hobie Sea Pearl Farrier Sea Cart Multi 23 Triak SeaRail Warren Lightcraft Diam Radikal Challenger

Known for their award-winning luxury trimarans, NEEL is based in La Rochelle, the capital city of sailing in France. NEEL trimarans are built for fast cruising with an average cruising speed of about 10 knots, and are even configured to facilitate that sustained speed under motor propulsion. The NEEL 45 was notably named Cruising World’s Most Innovative Vessel in 2013, and by all accounts is an easy-to-sail, high performance boat that is just plain fun.

At a glance:

Models: NEEL 45, 65

Length: 45’ – 65’

Cost: $$$$$

Use: Luxury cruiser

A fan favorite, Weta trimarans are fast, stable, and remarkably easy to rig. This single-sailor tri has a capacity of up to three, and the ease with which it can be transported and stored makes this a great, versatile boat for beginners. The Weta was named Sailing World’s 2010 Boat of the Year, and one ride is enough to know why: simply put, the Weta is an absolute ton of fun to sail regardless of skill level.

Models: Weta

Length: 14’5”

Cost: $$ $$$

The high-end Corsair trimaran definitely holds its own in the categories of versatility, performance, and convenience. Boasting a rigging time of 30 minutes from trailer to sailor , the Corsair 42 – whose convenient folding amas makes trailering possible – is a simple option even for single sailors, though cabin space is suitable for two adults. These boats are wicked fast, capable of reaching speeds of 20+ knots, and were made for skilled sailors seeking solid construction and high performance vessels, not for beginners.

Models: Pulse 600, Sprint 750 MKII, Dash 750 MKII, Corsair 28, Cruze 970, Corsair 37, Corsair 42

Length: 19’8” – 37’

Cost: $$$$ $

Use: Sports cruisers

Built for the sailor who wants to maximize the joys of sailing while minimizing any hassle, WindRider trimarans are notoriously fast, very safe, and a blast to sail from start to finish. With several models that can hold between 1 and 6 riders, including adaptive designs to allow participation from sailors of all levels of mobility, there’s something to suit every sailor’s needs. The WindRider 17, an exhilarating ride perfect for families or camper sailors, has been known to reach speeds of up to 20mph. This easy day sailor goes from trailer to sailing in under 30 minutes and is sure to fit in perfectly with whatever adventures you have planned.

Models: WR 16, 17, Tango, Rave V

Length: 10’11” – 18’3”

Cost: $ $$$$

Use: Day sailor

The Danish-built Dragonfly trimarans come in a variety of models ranging from 25’ – 35’, all known for their spry performance, comfortable ride, and ease of use. Every model comes equipped with the unique “SwingWing” feature, a motorized system that can unfold the amas even while the boat is already underway – making it accessible to marinas and slips, and even makes trailering possible. Perfect for those who don’t want to sacrifice their comfort for high performance, the Dragonfly can breeze along at 13 knots while remaining one of the quietest compact cruisers out there.

Models: Dragonfly 25, 28, 32, 35, 1200

Length: 25’ – 39’

Designed for both safe cruising as well as for high speed racing, Catri trimarans will make your day. Especially noteworthy is the Catri 25, a stable yet wildly fast foiling trimaran with accommodations for up to 6 people. With profiles optimized for speeds of 25+ knots when foiling, this is no beginner’s sailboat. The special attention paid to stability in the foil design allows the Catri to be a single sailor vessel, even at foiling speed, with no special physical abilities. Whether you’re taking a small crew for longer rides at shuddering speeds or bringing the whole family along for a shorter, but still thrilling sail, the Catri is truly one of a kind.

Models: Catri 25

Length: 25’

Use: Cruiser/racer

A popular brand of trimaran in Europe, Astus has recently made its way to the US market to the delight of sailors on this side of the pond. Designed to offer maximum pleasure with minimum hassle, all models of Astus trimarans are fast to set up, quick on the water, inherently stable, and always a joy to sail. Their outriggers are mounted on telescopic tubes for easy stowage and towing, and can even be extended and retracted on the water for access to narrow passageways and monohull slips in marinas. With models in all sizes and price points, Astus trimarans are a great option for any sailor.

Models: Astus 16.5, 18.2, 20.2, 22, 24

Cabin: Some models

Length: 16’ – 24’

Use: Sport cruisers

HOBIE ADVENTURE ISLAND

Great for beginners and adventurers alike, the Hobie Mirage Adventure Island series is nothing if not just plain fun. With the option to use as a kayak or as a very basic trimaran, the Hobie is transportable, versatile, unintimidating, lightweight, and wonderfully affordable. The pedal system known as “Mirage Drive” allows a person to pedal the kayak using their legs for an extra kick of movement in slow winds. Amas tuck close to the main hull for docking or car-topping, adding serious ease and convenience to the exhilarating experience of the Hobie.

Models: Hobie Mirage Adventure Island, Mirage Tandem Island

Length: 16’7” – 18’6”

Use: Convertible kayak/trimarans

Best known for its use in camp cruising excursions, the Sea Pearl offers a roomy main hull and particular ability to sail in very shallow waters, making beaching and launching a breeze. The lightweight Sea Pearl trimaran is easy to tow, and the larger-than-expected cabin opens this vessel up for overnight adventures with plenty of storage space. The simple design makes the Sea Pearl notoriously low maintenance, and the ease it takes to rig and sail it add to the overall delight of owning this boat.

Models: Sea Pearl

Length: 21’

Use: Camper cruiser

Quick, lightweight, roomy, and trailerable, Farrier trimarans are made for versatility to fit every sailor’s needs. Different Farrier models are available in plan or kit boat form for those who appreciate building their boat themselves, but of course, also as the full production sail-away boat for the rest of us. Single-handed rigging and launching takes under 10 minutes from start to finish, minimizing hassle and getting you on the water fast. All non-racing Farrier designs use a minimum wind capsize speed of 30 knots or more to ensure safety for all those aboard. Add the roomy cabin and high speed capabilities to the equation and you’ve got a boat that is great fun for everyone.

Models: F-22, 24, 25, 82, 27, 28, 31, 9A, 9AX, 9R, 32, 33, 33R, 33ST, 36, 39, 41, 44R

Length: 23’ – 39’4”

Cost: $$$ $$

Use: Sport cruisers/racers

One of the biggest names in the game, SeaCart is internationally noted for its high performance trimarans that far exceed expectations for a production boat of its size. The SeaCart trimaran performs as brilliantly off the water as it does on with its super-light and efficient harbor folding system, making light work of trailering. Notoriously easy to manage and maintain, the SeaCart 26 One Design is the ultimate day racing trimaran, designed for both course and inshore/coastal distance racing. Absolutely worth the international buzz it has garnered, the SeaCart is a thrill from beginning to end.

Models: SeaCart 26

Length: 26’

A high performance racer class, the Multi 23 is a lightweight, powerful trimaran known for its wicked speed of up to 25 knots. Multi trimarans of both available configurations were designed to give beach cat thrills and speed without any of the stability or seaworthy concerns. Open ocean sailing is no issue for the Multi’s big bows, which do their job to keep her stable. Built for sailors with a need for speed, the Multi makes a perfect weekend boat for racers, especially those with a taste for boat camping.

Models: Multi 23

Length: 23’

Another dual outrigger sailing kayak/canoe design, the Triak trimaran was designed to be effortless and fun, especially for beginners. Paddle the kayak with sails furled, use the foot pedals for an extra kick of momentum, or sail with just the mainsail – the only boat in its class to feature an asymmetrical spinnaker – for exhilarating speeds and a blast on the water. Car-top the Triak anywhere for a quick sail or plan for a week long expedition, but always count on having a great time on this easy little boat.

Models: Triak

Length: 18’

Use: Convertible kayak/trimaran

SeaRail trimarans are known for being affordable, light weight, trailerable trimarans that offer the perfect combination of exciting and relaxing experiences to a wide range of sailors. Whether it’s day sailing with your family, resort or camper sailing, SeaRail trimarans are ideal leisure vessels. Leave the hassle to the other boats – the SeaRail takes you from trailer to sailor in 15 minutes. But don’t let its reputation as a leisure tri fool you: if speed is what you want, rest assured that the SeaRail can deliver that as well.

Models: SeaRail 19

WARREN LIGHTCRAFT

Warren Lightcraft trimarans , another example of a convertible kayak-to-sailboat option, are known for their aesthetically pleasing designs that are also, as the name implies, very light for simple transportation and ease of use. Convert the kayak into a fast, high performance sailboat in just minutes, fly around on the waves all day long, then simply car-top the 68lb Warren for a maximum enjoyment, low-hassle day on the water. Perfect for sailors and paddlers of all skill levels, the Warren Lightcraft is the best of both worlds and an absolute joy to sail.

Models: Warren Lightcraft

Length: 15’6”

Built strictly with racing in mind, the Diam 24 is a light, powerful one-design class trimaran and a notoriously exceptional performer. Boasting blistering speeds of up to 30 knots, Diam trimarans are not intended for beginners. For racers who crave the very best in terms of intense speeds, smooth handling and impeccable performance, the Diam is the red-hot one-design racing tri for you.

Models: Diam 24

Length: 24’

For the sailor who prefers the finer things in life, the Radikal 26 delivers. Perfect for bringing the whole family out for a day on the water, this high performance, trailerable sailing trimaran strikes the most luxurious balance between quicksilver speeds and a smooth, comfortable ride. The Radikal 26 trimaran is as convenient to transport and set up as it is pleasant to sail, with a folding system that minimizes rigging hassle and also makes this a trailerable tri. Built for a fast and comfortable sail rather than a hold-onto-your-seats thrill, one-the-water safety and overall pleasure makes the Radikal 26 what it is.

Models: Radikal 26

Use: Sport cruiser

A solidly-built, single-handed trimaran, the Challenger also doubles as an adaptive design – meaning it is made to accommodate sailors of all levels of physical mobility. Best suited to lakes, the Challenger is a very safe, seaworthy boat for sailors of all ages and experience levels. Add to this the ease of owning, transporting and maintaining the Challenger trimaran and what you get is a simple, fun sailboat perfect both for beginners and those seeking a cheap thrill alike.

Models: Challenger

At a glance comparison:


Astus 16.5, 18.2, 20.2, 22, 24	16’ – 24’	Sport cruiser	Some models
Catri 25	25’	Cruiser/racer	Y
Challenger	-	Day sailor	N
Pulse 600, Sprint 750 MKII, Dash 750 MKII, Cruze 970, Corsair 28, 37, 42	19’8” – 37’	Sport cruisers	Y
Diam 24	24’	Racer	N
Dragonfly 25, 28, 32, 35, 1200	25’ – 39’	Luxury cruiser	Y
F-22, 24, 25, 82, 27, 28, 31, 9A, 9AX, 9R, 32, 33, 33R, 33ST, 36, 39, 41, 44R	23’ – 39’ 4”	Sport cruisers/racers	Y
Mirage Island, Mirage Tandem Island	16’7” – 18’6”	Convertible kayak/trimarans	N
Multi 23	22’	Racer	Y
NEEL 45, 65	44’ – 65’	Luxury cruiser	Y
Radikal 26	26’	Sport cruiser	Y
Sea Pearl	21’	Camper cruiser	Y
SeaCart 26	26’	Racer	Y
SeaRail 19	18’	Day sailor	N
Triak	18’	Convertible kayak/trimaran	N
Warren Lightcraft	15’6”	Convertible kayak/trimaran	N
Weta	14’5”	Racer	N
WR 16, 17, Tango, Rave V	10’11” – 18’3”	Day sailor	N

Did we miss one? Let us know. Tell us what you sail and what you like about each boat in the comments below.

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Why a Corsair

Extraordinary speed and effortless acceleration are trademarks of the Corsair trimarans. Their ability to fly on a puff or generate their own high-power apparent wind is legendary. Without a lead keel to create drag and with tangible buoyancy in construction technique and materials, Corsair trimaran sailboats are powered effortlessly by their high-performance sails.

Superior safety is inherent in the design and construction of these folding trimarans and it stems from the same features that make them sail flat and fast. Corsair trimaran sailboats can’t sink. In fact, with the hulls filled to the brim with water, the positive buoyancy of the materials of construction keep the vessel afloat even with all crew aboard.

Comfortable stability at any speed and in almost all sea conditions is simply a feature of beam and buoyancy. Heeling (often unpopular with sailors) is restricted to about 15 degrees, which feels like about 5 degrees on the broad, flat deck and trampolines of a Corsair trailerable trimaran.

Trailerability of a Corsair trimaran is not a hassle. It’s an advantage! Especially since it only takes a single owner about 30 minutes to go from trailer to sailor and back again after a couple of practice runs. Corsair trimarans fold up and pull out effortlessly, the mast comes down in moments, tows easily and smoothly and saves you a bundle on slip fees and seasonal storage.

Accommodations are ample and designed for extended trimaran cruising aboard the larger models or streamlined for racing on all Corsair triamaran models. Berth areas are sufficient and comfortable, appliances are an option and a shower if you want one. You’re apt to lounge on deck or in the cockpit most of the time but when you do go below you’ll have all the comfort you need.

Beachability! On a Corsair folding trimaran, you can sail or motor up to the beach, step off and drop anchor on land, you can see if it is set properly! No need to load up the dinghy as everything is with you aboard and nearby.

Unparalleled construction. We do not compromise on materials or technique of construction. Corsair Marine has pioneered high strength and lightweight construction technology that incorporates aerospace composite, foam sandwich construction, glass fabrics, carbon fiber, kevlar unidirectional and vacuum bagging for an ideal glass to resin ratio.

The trimaran folding system . It’s spectacular. It’s patented. After decades of use worldwide our trimaran folding systems are well proven and are the most successful and structurally sound available for all trimaran sailboats.

Venerable trimaran design . Our exceptional Corsair Marine design teams have demonstrated an unsurpassed ability to accommodate innovations to sail plans, interior modifications and accessory additions that Corsair trimaran owners have requested resulting in a line of performance triamaran sailboats offering as much or as little as the people who sail them need and want.

Low maintenance. The combination of engineering and materials that make Corsair trailerable trimarans so strong, sleek, fast and lightweight also make them incredibly easy to maintain. Moreover, as Corsair trimaran sailboats are seldom stored on the water, there is little need for everything from bottom coatings to anti-mildew sprays.

High re-sale value! Way past the time you’ll start taking your Corsair trimaran’s strength, endurance, dependability, fit and finish for granted, and believe that other trimaran sailboats must also be built as well because how could anyone settle for less – you’ll probably start seeing some new Corsair trimaran models and think about trading up. That is when you will find out that the superior construction of your Corsair trimaran will enable you to sell it to someone else for not much less than what you bought it for new.

Our global dealer network means you have support when you need it whether it be parts, service or advice. All new trimaran boats come with a 5 year structural warranty and your nearest dealer will be able to help you when you need it and even if you don’t.

The Corsair Owners Community means you’ll be joining a dynamic and fun community of people. Regular fleet racing events and annual regattas are organized every year around the world which offer an excellent opportunity to meet and share information with other Corsair trimaran owners.

Throughout the years, Corsair Marine trimarans have always been reliable . We offer consistency in the products we offer, which is tied to the strong Corsair Marine brand name.

Through our shipwrights, management team, production team, dealers and our fleet captains we share a passion for delivering great trimarans and the information that enables you to get out there and enjoy your sailboat!

DESIGN PHILOSOPHY

Why a corsair trimarans they are:.

Trailerable
Versatile, Fun & Stable
Deliver speed on every puff of wind
Shallow draft allows you to coast up onto the beach
Lots of space for family & crew on the large trampolines
Wide beams provide a flat stable platform under sail
A great base for family fun when at anchor
Quick and easy from trailer to sailer

AWARD WINNING DESIGN

Corsair Marine Trimarans have received acclaim and awards across the globe, and are the resounding choice of demanding sailors. That is not just because they are fast: these are folding trimaran sailboats that deliver ease-of-use, but without sacrificing on sailing performance – effortless sailing performance. With a rich 30-year tradition as a world leader in high quality multihull manufacturing, Corsair trimaran models have evolved and perfected the art of safety at high speed and appeal on every level. Suited to day sailing, family cruising, and racing, there are more than 2500 Corsair trimarans launched. We are pleased to present you with the current range of Corsair trimarans – from the 6-metre Pulse 600 , to the legendary Corsair 37 , and now the all-new Corsair 880 , which represents the pinnacle of sailing trimaran design…

FUN TO SAIL

Speed, acceleration, and manoeuvrability make Corsair Marine trimarans especially fun to sail. Perfectly balanced, the helm on a Corsair trimaran is always light and responsive – tacking is dingy-like and can even be done using only the sails, with the kick-up rudder out of the water. Continuous 360 degree turns are possible, helm hard over, without having to touch the sheets. On a reach, acceleration and speeds are exhilarating, especially when using the roller furling screachers.

ANYONE CAN OPERATE

Corsair Marine trimarans provide enjoyable family cruising experiences. A priority of their design is to deliver maximum roominess in cabin and cockpit, with ease of handling and of course, safety – that effortless speed is a bonus! Boat speed often equals true wind velocity, and in a Corsair trimaran sailboat, speeds exceeding 20 knots are possible. This allows cruisers to bring many more destinations within range. Corsair trimarans point as high as most monohulls, and tack easily with no tendency to get caught in irons. Lifting rudders, daggerboards, and tilting engines also means shallow lagoons and groves are easy to explore, further adding to your cruising possibilities. Corsair trimaran sailboat are incredibly well-rounded and versatile.

EFFORTLESS SAILING PERFORMANCE

When taking it easy, speeds of 7 to 8 knots to windward and an exhilarating 10 to 15 knots on a reach are comfortably achieved, greatly increasing cruising range. You will be amazed at the easy fingertip control and how safe and secure your family feels while the trimaran effortlessly maintains high averages. Spray is to leeward, where it is blown harmlessly away, keeping the crew dry. Stormy weather and short handed? Then sail under mainsail alone. You will still clip along at 5 to 6 knots to windward, tacking easily.

SAFE AND SEAWORTHY

Tough Australian waters, along with hundreds of thousands of safe sailing miles elsewhere in the world, have proven the seaworthiness of Corsair trimarans. It’s nice to know that, though not intended for this purpose, many Corsair trimaran boats have crossed the Atlantic and Pacific. Corsair sailing trimarans are backed by an unmatched offshore pedigree. In fact, superior safety is inherent to the design and construction of all Corsair trimaran models – which are all built in infused vinylester (or carbon) and foam sandwich construction, the positive buoyancy of which makes the boats virtually unsinkable. A Corsair trimaran stays afloat even completely flooded.

TRAILERING ACROSS CONTINENTS

Sitting low on their trailers and being especially weight-conscious, Corsair sailing trimarans have excellent trailering characteristics. But they are also easy to launch, enabling sailors to discover and explore many remote cruising grounds or participate in regattas far from home port. Some trimaran models go from trailer to water in 25 minutes, and with practice, even the largest models can be done in 40 minutes. All Corsair boat models have simple and safe rigging systems, and we have also applied our weight-conscious approach to the spars – lighter rigs being easier to raise, and easier to handle which reduces the risk of muscle strain or injury. Corsair trimarans are trailered folded, with no assembly required upon launch.

ECONOMICAL OWNERSHIP

Trimaran trailer-sailing offers significant cost savings when compared to marina fees, and along with reduced hull maintenance costs this substantially reduces the overall boat owner’s cost exposure. Corsair trimarans are always launched folded, requiring no more ramp space than a monohull. Once afloat, stability is excellent. They can even be motored while folded and will fit nicely into any standard width marina space.

Corsair Trimaran Sailing Manual

If you’d like more details on how to fold a specific Corsair trimaran model, detailed instructions can be found in the Corsair Trimaran Sailing Manual .

Folding Corsair Trimarans: Legendary Ability, Unbeatable Reliability
5 Reasons Why The Corsair 760 Trimaran Won Multihull Of The Year
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The Illustrated Guide To Boat Hull Types (11 Examples)

I didn't understand anything about boat hull types. So I've researched what hulls I need for different conditions. Here's a complete list of the most common hulls.

What are the different boat hull types? There are three boat hull categories: displacement hulls, which displace water when moving; planing hulls, which create lift at high speeds; and semi-displacement hulls, which displace water and generate lift at low speeds. The most common hull types are round-bottomed, flat-bottomed, multi, V-shaped, and pontoon hulls.

But that's all pretty abstract if you ask me, so below I'll give a simple overview of what it all means. After that, I'll give a list with pictures of all the different designs.

A Simple Overview of Boat Hull Types

Your boat hull will be the biggest factor in how your boat handles or sails, how wet it is, how bumpy - absolutely everything is determined by the hull shape. So it's important to understand what different hulls will do for you, and what each hull is best for. First, let's slice it up into rough categories.

Roughly, you can divide boat hulls into three categories:

Displacement hulls - Lie inside the water and push it away when they move
Planing hulls - Lie on top of the water and don't push it away
Semi-displacement hulls - Lie inside the water and push it away, but can generate lift

Everything I'll be mentioning below is one of those three, or something in between.

There are five common boat hull types:

Round-bottomed hulls - handle well in rough water: sailboats
Flat-bottomed hulls - very stable for calm inland waters: fishing boats
Multihulls - very stable and buoyant: catamarans
V-Shaped Hulls - fast and comfortable in chop: powerboats
Pontoon hulls - fast and stable: pontoon boats

And then there's everything in-between.

Here's a quick and handy overview of the different hull types

In each category, we find different designs and styles that have different characteristics. There isn't a real clear distinction between categories and styles: there are semi-displacement hulls and so on. So I thought the best way to learn you the different hull types is by simply creating a list with lots of pictures, instead of getting all theoretical about it.

So below I've listed all the different hull styles I could possibly think of, mention what category and type it is, the pros and cons of each one, and give you examples and illustrations for each one.

Displacement hulls displace water when moving. These hulls lie in the water, instead of on top of it. The amount of water they displace is equal to the boat's weight. Displacement hulls handle way better in rough waters than flat-bottom hulls. That's why most cruisers have some sort of displacement hulls. There are actually all kinds, shapes, and forms of the displacement hull design, which we'll go over later.

The most important thing to understand about the displacement hull, is that it operates on buoyancy. This means that most of the boat's weight is supported by its capacity to float . Planing hulls, on the other hand, operate on lift instead, but we'll dive into that later.

Sailboats typically have displacement hulls, but also fishing boats, trawlers and crabbers. All in all, it's used for each boat that needs to handle well in rough conditions.

Learn everything there is to know about displacement hulls in this article . It lists all the pros and cons and really goes into detail on the nitty-gritty about how displacement hulls actually work .

But they are also slower than flat and planing hulls because the boat creates more resistance when moving. It has to push the water aside. In fact, this type of hull has a built-in upper-speed limit.

This upper-speed limit is called maximum hull speed . It means that the length of a displacement hull directly determines the maximum speed. It can't go faster, because the water-resistance increases with the boat's speed. To learn everything about calculating maximum hull speed , please check out my previous article here.

A round-bottomed hull is a type of displacement hull - it lies in the water and has to power through it. But since it's rounded, it creates little resistance and is effortless to move through the water. It's a very smooth ride and typical for any sailboat that sort of glides through the waves. In contrast, powerboats really have to eat their way through the water.

Examples: Canoes, sailboats

They are also one of the least stable. Since the bottom is rounded, your boat or canoe will rock plenty when boarding or moving around. They are also easy to capsize. That's why pro canoers learn to do a 360 in their canoes. I've never did a roll myself but came close enough a couple of times.

Almost all sailboats use a round bilge as well. This provides it its buoyancy and makes sure it handles well in waves. But since a rounded bilge is easy to capsize, a lot of sailboats have some sort of keel, which stabilizes the roll.

Nearly all ocean-going vessels use some sort of displacement hull, and the round bottom is the most common one. But our next guest is very popular as well.

The catamaran is similar to the pontoon hull (read on to learn more on that one), but it is a displacement multihull instead of a planing one. So it has two hulls, that lie inside the water and displace it. Like the pontoon, you will have to try really hard to capsize this design (and it won't work).

Examples: well, catamaran sailboats. But also this cool catamaran trawler:

Catamarans are extremely popular ocean cruisers. Their biggest pro is their extreme stability and buoyancy. And they have a very shallow draft for a displacement hull, making them very popular for sailing reefs and shallow waters, like the Caribbean.

Some cons for the catamaran are less agile than monohulls. They have a large turning radius, making them less maneuverable. Also, expect to pay high marina fees with this one.

Speaking of marina fees, our next one can go either way.

I think trimarans are incredibly cool, and especially the second type.

There are two types of trimarans:

a catamaran with three hulls instead of two,
or a displacement monohull with two floaters.

The first has the same characteristics as the catamaran: it's a displacement multihull, but now with three hulls:

The second can be a regular displacement monohull, with two pontoon-type floaters that provide extra buoyancy, making the total thing a hybrid between pontoon and displacement:

This last one has all the pros of a catamaran in terms of stability, but: you can simply wheel in those floaters whenever you head for port. That saves you a lot of money. And you can trailer her! Imagine that, a towing a trimaran home.

So those were the most common displacement hulls, aka what lives in the water. Let's move on to the planing hulls, aka what lives on the water.

Planing hulls are a hybrid between the flat-bottom and displacement hulls. Planing hulls displace water at low speeds , but create lift at higher speeds . The shape of their hull + speed lifts them out of the water, making them glide on top of the water. Most powerboats look like flat-bottom boats but use a shallow V-shape that helps the boat to handle better at higher speeds.

Examples: Water sports boat, powerboats

The most important thing to understand about planing hulls is that they operate mainly on lift instead of buoyancy. This means the weight of the boat is mainly supported by dynamic forces 1 . With the right amount of power, this design generates lift, which results in less resistance. This is why they are a lot faster than boats with displacement hulls, but also a lot rougher, even with mild chop.

A lot of powerboats use some sort of planing hull. Again, there are many designs and variations on the planing hull, and I'll try to mention as many as I can below.

Because the wedge of the hull runs into the water, it is much easier to handle at high speeds. At lower speeds, it is able to keep its course, even with a bit of wind. However, whenever the boat starts planing, it is prone to wind gusts, since the wedge shape no longer stabilizes the boat.

The flatter the hull, the faster it will go, but also the more poorly it will handle. Other powerboats use deep V-hulls, which I'll discuss below. But first, let's take a look at the flattest hulls you'll ever see.

A flat-bottom hull lies on top of the water and doesn't displace water (okay, very little) as it moves. Since there is no displacement, there is also little to no friction when moving. This makes it potentially fast, but it handles pretty poorly. It is one of the most stable hull design.

Examples: rowboats, (old) high-performance powerboats, small skiffs, small fishing boats, tug boats

They aren't just incredibly stable, they're also very practical. Because the bottom is practically flat, they maximize boat surface. But they are also extremely choppy in rough weather and waves. They will handle very poorly with stiff winds, as the wind can simply catch them and blow them across the water surface. That's why this design is almost exclusively used for calm, small, inland waters.

This type of hull operates mainly on buoyancy , like the displacement hull, but it doesn't require the same amount of power to propel, which is why it's faster.

Because of the uncomfortable ride, not a lot of boats use a perfectly flat bottom. Most boats nowadays use some sort of v-hull or hybrid design, like a semi-displacement hull; especially larger boats. So not a lot of boats have a real flat bottom. However, we do call a lot of boats flat-bottomed. How come?

There are two types of hulls we call flat-bottoms:

Of course boats with an actual flat bottom
Boats with almost no deadrise

What is the hull's deadrise? The deadrise is the angle of the front of the hull to the horizontal waterline.

As you can see, the green sailing dinghy in the picture above has a deadrise that's barely noticeable.

Let's move on to other variations of the planing hull. One of the most popular hull design for modern-day powerboats is the Deep Vee hull. And that's as cool as it sounds.

This is a type of planing hull that combines the best of both worlds.

These types of hulls are very popular on modern-day powerboats, and no wonder. With a V-shape that runs from bow to stern, deep into the water, you can handle this boat even in offshore conditions. It handles a lot better than flat-bottomed hulls, while it's at the same time extremely fast.

Examples: Most modern powerboats.

The Deep V-shape acts as a tiny keel of sorts, stabilizing the boat and making it more reliable and maneuverable. The rest of the hull acts as a planing hull, giving the boat its fast edge. Even at high speeds, the Deep V will cut into the water, making it more handleable.

The deep-V design is just one of many variants on the V-hull. Below we'll talk over another, the modified V hull.

The modified V hull is the ultimate crossover of all planing hull types. It's a mix of the flat-bottom and Deep V hull. It is one of the most popular hull designs for small motorboats. It's flat in the back and then runs into a narrow V-shape to the front. The flat back makes it more stable, and adds a little speed, while the V-shape front ensures good handling.

It is, in short, kind of the compromise-family-sedan of boat hulls. It's the fastest design that's also stable, that's also safe, and that also handles well. But it's not the best in any of those things.

Most powerboats you've seen will have some sort of Vee or Modified-V hull.

Stepped hulls are used on high-performance powerboats. It's a type of planing hull that reduces the hull surface by adding steps, or indents in the hull below the waterline. It looks something like this:

It is said to work extremely well at high speed (60 knots and up) and adds up to 10 knots to your top speed.

On to our next design. There are also planing multihulls, and they might even look like catamarans to you. Meet the pontoon hull.

Pontoon hulls float on top of the water using pontoons or floaters that create lift. It's a type of planing multihull that doesn't lie in the water, so it doesn't displace a lot of water. They don't really handle well. As with any multihull, they aren't agile - they're not great at maneuvering. They also have a very large turning radius. But they are extremely stable: there's no chance you'll capsize this.

Examples: Cruisers, modern trawlers, motor yachts, Maine lobster boats

Semi-displacement hulls are smack bang in the center of planning and displacement hulls. They are a bit better for speed than displacement hulls are. They are a bit better for handling rough waters than planing hulls are. This makes them very versatile.

You can see these a bit like being 'half-planing' hulls. These hulls are designed to plane at lower speeds than normal planing hulls - somewhere in the range of 15 - 20 knots, depending on the length of the boat. It also requires less power. When the hull lifts, it reduces drag (water resistance), making it faster and more efficient.

Semi-displacement hulls are perfect for boats that need to be steady and seaworthy but fast at the same time.

For more information about semi-displacement hulls, please check out my in-depth guide to semi-displacement hulls here . It has a diagram and lists all the pros and cons.

So those were my 11 examples, and my step by step explanation of the different types of boat hulls and functions. You now have a solid basic understanding of boat hulls, and can recognize the most common ones. I hope it was helpful, and if you want more good sailing information, be sure to check out my other articles below.

https://www.soundingsonline.com/boats/how-different-hull-types-react-in-rough-water . ↩

I was wondering what your opinion would be on the ship uss Texas as far as hull type and bow type. I think it has a plumb bow and it looks to have a displacement or flat bottom hull. Im doing some research and a better trained eye would be of great help. I used images “bb-35 dry dock” to help see the hull shape. Thank you

Shawn Buckles

Hi Kirk, I don’t know about trained but here we go. I’ve checked the picture, it’s definitely a displacement hull I’d also say it’s a plumb bow.

Hahahahaa imagine liking boats hehehehehe Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water

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Semi-Displacement Hulls Explained (Illustrated Guide)

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Yachting World

Digital Edition

The best bluewater multihulls of all time: a complete guide

Toby Hodges
October 6, 2021

Toby Hodges and François Tregouet consider the best bluewater multihulls and look at the options for sailing the oceans in spacious comfort

What are the best bluewater multihulls for long term cruising? The one you own, or the one you can afford is the simple answer.

There is a wealth of proven designs to suit bluewater sailing and a variety of budgets. While we have focussed here on the best bluewater multihulls in production, we’ve also included some cracking pedigree multihulls which tour the planet and might occasionally pop up on the brokerage market.

If you can afford to, then pushing towards the 45-50ft length will buy you space, pace and that extra payload capacity needed to take all the items you’d want on your home afloat.

When looking at the best bluewater multihulls, the choice will come down to that perennial balance between comfort/space and speed/weight. Choosing a lighter weight performance design will obviously help you cover distance voyages more rapidly and potentially allow you to outrun weather systems. It means you can sail faster, with less sail up and less load and stress. But you’ll have to sacrifice some luxuries and need to be quite scrupulous about keeping weight down and centralised in order to maintain high average speeds.

For the majority of cruisers, however, it is the amount of space multihulls offer once you’ve reached your destination that really appeals. As well as the non-heeling living area and real estate they provide, they’re well suited to typical tradewind sailing .

If you’re considering your first or next multihull, we hope the following will serve as a taster.

Best bluewater multihulls for performance cruising

Outremer 51/55.

When you think of multihulls designed for bluewater cruising, Outremer will likely be one of the first names that comes to mind. Its heritage lies in building catamarans that can sail fast and are built strong enough to do laps of the globe.

The 51, the current version of which launched three years ago, is an archetypal example of what to look for in terms of blending speed and space is a dream design for a family circumnavigation.

The French yard’s new 55ft VPLP design may look boldly different from its past models, but the philosophy behind it remains the same. It is designed to match windspeed up to 12 knots and Outremer reasons that its ability to sail in 5 knots of breeze will allow it to sail for 95% of the time on a circumnavigation.

Read more about the Outremer 51 and Outremer 55.

Photo: Diego Yriarte

Seawind 1600/1370

For nearly four decades the Australian Seawind brand and its founder Richard Ward have been gearing catamarans around safe bluewater sailing, including performance, protection and ease of handling. Its Reichel Pugh-designed 1600, which launched three years ago, is an elegant looking cat with relatively low, long lines and some smart solutions for fast bluewater sailing.

Seawind also launches its new 1370 later this year, a staggering 60 of which have sold on plans alone.

This first 50 is built from a composite sandwich of basalt fibre, a cloth made from volcanic rock, and PET foam from recycled plastic bottles, which helps to reduce carbon emissions by nearly 50% when compared with traditional glassfibre methods.

This new 50 footer is perhaps a more appealing and practical prospect than Rapido’s previous 60 (with its significant fixed beam), particularly as the amas on this new model can fold to reduce beam to 18ft.

Infused carbon foam sandwich construction is used, along with beams, daggerboards and rudder in pre-preg carbon to keep displacement to 8,200kg.

Balance 526

The 526 launched four years ago, designed to suit short-handed sailors and families looking to sail long distances, hence it can carry large payloads and promises easy maintenance. It looks good too.

Berman’s Versahelm design is a key feature. The wheel cantilevers, allowing the helmsman to steer from outboard with clear sightlines or from the hardtop protection of the aft cockpit.

Photo: Christopher White

Atlantic 47

The A47 suits short-handed fast ocean sailing at an approachable size. Lengthening it to 49ft allowed for an aft cockpit. It is available as a sloop or with White’s patented MastFoil ketch rig – rotating aerofoil masts designed for easy short-handed cruising without sacrificing performance.

Catana 53/Ocean class 50

Catana’s performance model from 2017, sports twin aft helms (which may not suit ocean sailors), reverse bows and carbon daggerboards. The high topsides help create good bridgedeck clearance and plenty of accommodation. Its new Ocean Class 50 seems more in the shipyard’s bluewater DNA. The light weight, and dynamic and modern shape with slim hulls and a relatively short nacelle suggests a seaworthy nature and high speeds.

Best bluewater multihulls for pedigree performance

Veteran multihull designers Morrelli & Melvin designed this smaller model for the Gunboat range. It was built to be more manageable for an owner-driver yet still capable of up to 300-400 mile days.

The Gunboat 48 is something of a rare breed, just six 48s were built between 2004 and 2009. Oh, to have a spare €1.3m right now… one of them is actually on the market.

Chincogan/Lightwave

Tony Grainger has been drawing fast multihulls for 35 years, including racing trimarans and the Lightwave and Chincogan cruisers. The popular Lightwave 38 has admirable performance and comfort, and the Chincogan 52 (pictured) has the length to clock high average speeds.

Outremer 45 G. Danson

With its characteristic roof, narrow hulls and daggerboards, the Outremer 45 is a standout design which has become somewhat iconic. Despite a rather spartan interior, it has been a great success with fast cruising enthusiasts. On board, family ocean crossings at an average of 10 knots are the norm.

Best bluewater multihulls for family cruising

Photo: Nicolas Claris

The Lagoon 450 remains the most popular model in Lagoons already popular range. It exemplifies the VPLP/Nauta design partnership which has made these the very definition of modern mid-size cruising catamarans which can appeal to families and charterers alike.

Indeed the 450 marked the modern look of Lagoon and was the first with interior styling from Nauta. It originally launched over a decade ago as a flybridge design with central helming position (450F), before this ‘sport top’ option (450S) was offered with a starboard helm station and lower boom.

Fountaine Pajot Saona 47

The 47 has a modern shape, with straight bows and a reverse sheer line. It incorporates significant volume in the hulls below the bridgedeck to create room for the optional athwartships cabins. Cabin space is a prime selling point, particularly the owner’s suite to port, where there is also abundant natural light and headroom.

Photo: Tui Marine

Leopard Catamarans, together with designer Simonis Voogd and builder Robertson and Caine, produce the archetypal dual-purpose owner-operator or charter boat in their modern catamaran range.

Key features of the 45 are the amount of light in the saloon and the incredible volume and space on offer in the cabins above the relatively narrow waterlines. Vast social living areas include the flybridge, saloon and dual cockpits.

Nautitech Open/Fly 46

During the 1990s and noughties Nautitech earned a good reputation for its elegant catamarans. The 441 is a timeless example and the 44 can be credited with the ongoing trend in hardtop biminis. While its acquisition by Bavaria seven years ago helped Nautitech implement industrial build techniques, the French brand has retained its DNA at its Rochefort sur Mer yard.

The modern Marc Lombard designs have tall rigs with generous square-top mainsails. Twin wheels in the aft quarters of the Open 46 offer a direct feel on the helm, however those spending long periods in the tropics may prefer the shade of the bimini-equipped flybridge option. The layout is also open, with a saloon more outside than in. Styling is clean, modern and simple, and the standard of build and finish are good.

Photo: Olivier Blanchet

First impressions of the Neel 51 are sure to centre on its sheer size and space inside. But as you’ll see from our review of the Neel 43 on page 83, when you sail one overriding impressions quickly centre on its performance.

These trimarans are becoming a popular mass production-built option.

Photo: Christophe Launay

The Excess 11 packs plenty of potential as the smallest yacht offered by the big production yards. A little like the Lagoon 380 of old, it presents a good value new entry-level boat for genuine cruising in a more sporty, modern and enticing design. Some may argue against aft helms for ocean sailing, but those coming from monohulls will appreciate the more direct steering they offer.

Broadblue 385S

Broadblue is a UK brand which offers a distinct line of cruising and Rapier performance catamarans. Its staple 385 packs a lot of cruising comfort into its length, including generous tankage, and has been sailed all over the world. Broadblue built its first electric drive catamaran 12 years ago and offers the only all-electric production sailing catamaran under 40ft in Europe.

Photo: Christophe Breschi

Bali Catspace

For those looking for maximum volume within 40ft, it’ll be hard to beat the Catspace – although it is more of a holiday apartment than a traditional bluewater cruiser. Bali’s garage style sliding aft door does help offer an enormous amount of enclosed (or open) living space.

Best bluewater multihulls for luxury cruising

Photo: Nico Krauss

Privilège 510 Signature

The 510 is designed to take a serious amount of cruising gear – up to six tonnes of it in fact. The excellent helm station now has a fixed windscreen and all lines lead to hand. Finish quality including the electrical installation is first class and Privilege’s trademark, an admirable full beam (26ft) forward cabin, is sumptuous.

Photo: Jérôme Houyvet

Garcia Explocat 52

Garcia Yachts has cornered the market for series-built aluminium monohulls and multihulls in the last decade and this new Explocat 52 is sparking real interest. We ran a full test report in our February issue, describing it as a go-anywhere cat with an enticing combination of space, pace and rugged construction.

Read our review of the Garcia Explocat 52

Built in Argentina, the Antares 44 is the ultimate evolution of a model launched 21 years ago. Entirely dedicated to bluewater cruising, it is the yard’s only model and is constantly being improved according to owner feedback.

Time seems to have no hold on this boatyard and, against the trend, the standard equipment of the Antares 44 is extremely complete

Photo: Richard Langdon

Discovery Bluewater 50

This luxury Bill Dixon design may be a decade old now and into its third iteration, but the concept behind its original appeal remains. For those used to sailing high-end thoroughbred monohulls, here is an option to consider for a comparative level of build quality and fit out when moving to a multihull.

Read more about the Discovery Bluewater 50

St Francis 50 MKII

With this latest version of its original model, this experienced South African builder has optimised a catamaran cut out for the unforgiving seas of the Indian Ocean and the South Atlantic. The MKII allows for an increased load capacity, an important point in long distance cruising.

Xsquisite X5

Intelligent features on the X5 include the protected helm station with glass windscreen, integrated rainwater catcher, UV-protective glass and generous tankage.

Best bluewater multihulls for size & speed

Mcconaghy mc52.

The MC50 (now MC52) was the first and promises some high speed sailing, but it’s the open plan main living deck which will attract the majority. It incorporates an intelligent centreboard system, which hardly affects interior space, but arguably its exposed helms at the aft end of the flybridge will not suit serious ocean cruising.

Photo: Florian H. Talles

HH in Xiamen is building some really impressive large, luxury fast cats up to 90ft. This was its second model to launch, a high-end, high performance Morelli & Melvin design capable of rapid passagemaking speeds and enjoyable regatta sailing. Features include C-shaped boards and central or aft helms.

Photo: Mike Jones/Waterline Media

Ocean Explorer 60

If Nautor’s Swan made catamarans, they may look like this… The Ocean Explorer 60 uses the same designer in German Frers and some of the same builders who worked at the famous Finnish yard to produce this world cruiser. The resultant quality shines through. A new OE72 is due soon.

Kinetic KC54

A young company with plenty of experience, Kinetic produces custom fast ocean cruisers, which can occasionally race. Its 62 is a serious performance vessel with carbon hulls, rigs and rigging, daggerboards or centreboards. With fast bluewater cruising the goal, carbon is used to minimise weight so features/toys can still be added. The swim platform and hardware on the newly launched 54 weighs just 90kg, and the generous sized tanks are all in carbon too. Views from the saloon and forward cockpit also look special.

Best bluewater multihulls for ultimate performance

Marsaudon ts4/orc 42.

Few catamaran builders produce genuine performance cruisers at this ‘smaller’ size: this one is kept minimalist and light weight (around 6 tonnes) – the yard’s philosophy is ‘simplicity, then add lightness.’ The 42 is a cruiser-racer with the ability to outpace most yachts across the Atlantic, win a regatta and still offer some space for island hopping. Standard tankage is minimal however. Marsaudon recently rebranded its TS range to Ocean Rider Catamarans (ORCs) and has an ORC 57 in build.

Dazcat 1495

Dazcat builds fast, seaworthy cats from its Multihull Centre in Cornwall. The 1495 is a true ocean cruiser-racer, which is stiff and rewarding to sail, with direct steering linked to carbon rudders. The 1495 can hit 20+ knot speeds with relative ease, but it is the consistent high average speeds which will attract those looking to cover serious miles. Weight is centralised including engines, tanks, and systems all located amidships to help reduce pitching. Dazcat has a semi-custom build approach and creates all sorts of weird and wonderful craft for all abilities.

Dragonfly 40

Dragonfly trimarans are known for their high quality construction and ability to delight sailors with their ease of planing speeds. For those who can live without the space of similar length cats, the new flagship 40 is large enough to offer cruising space, while folding outriggers and retractable appendages mean you can dry out where others wouldn’t dare.

Looping 45/Freydis 48

These two designs by Erik Lerouge both offer a high-performance vision of ocean cruising. The Loopings were built individually and the Freydis in small series, and on both you can sail as fast as the wind in complete safety. Interior quality depends on whether finished by an amateur or by a shipyard.

Swisscat 48

An attractive combination of luxury, comfort and performance, the S48 is a stiff, go-anywhere premium cat that is easy to manage single-handed. The lightweight build (11t) is in epoxy infusion with carbon reinforcement.

Schionning Designs

Jeff Schionning has catamaran design in his blood. His designs exude performance and seaworthiness with flowing, even aerodynamic lines. On all tradewind routes you’ll find a G-Force (models from 12m to 23m) or an Arrow (12m to 15m) sailing more quickly than the rest. His latest venture is with Current Marine in Knysna, South Africa.

Best bluewater multihulls for pedigree cruising

The long-time best-seller from the world leader in catamarans, with more than 1,000 produced over almost 20 years from 1999. With its characteristic vertical windows, the 380 and its big brother the 410 made the purists scream when they were presented. But the 380 proved a pioneer of its kind. Safe bow volumes and light displacement (7,260 kg) helped its seaworthy behaviour. The high number of boats on the market makes this the most affordable bluewater cruising multihull for its size, even if price range is as wide as condition is variable.

Casamance 44/46

Between 44ft and 46ft depending on the year of construction and the length of its transoms, the Casamance was an impressive catamaran on launch in 1985. The design by Joubert/Nivelt offered good volume and load capacity. Of the 490 units produced, many joined the charter fleets. The exterior of the Casamance is dated, but the interior in grey ceruse oak has retained plenty of charm.

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Sailing Anarchy

Modern views on seaworthy design features

Thread starter peterchech
Start date Mar 7, 2013

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Mar 7, 2013

So old school thinking was that heavy displacement, low freeboard, full keel, canoe sterns, and narrow beam made a boat seaworthy, and any compromises on these features made a boat unfit for ocean sailing. And if you had more than one hull, you might be suicidal. Well obviously much has been learned over the past few decades, and 22 foot minis (the opposite of old school) race across the Atlantic single handed with regularity. So what design features are understood to make a boat seaworthy by today's standards? I have some ideas. Narrow beam seems to be a bad thing. Sure an imoca 60 will slam into waves upwind (and still circumnavigate), but less extreme designs benefit from beam. The extra stiffness means you can carry more sail longer, rather than just heaving to or lying abeam right away. You are in control and still racing longer.The wide beam also keeps the companionway high above the water in a broach, preventing down flooding. crash compartments, sealed cockpit lockers etc etc are important but I'm only discussing design, we can all read the ISAF code 1 regs which apply to any boat design. Deep fin or bulb keels are good. The weight is down lower where it does more good, and again, you can keep control of the boat longer and pick your way through waves rather than just go below and vomit till the weather improves. And it is well known by now that fin keelers heave to and surf quite well, you don't need a full keel to do that. I have heard that light displacement is actually better than heavy in rough weather, you go over waves instead of through them, and the stresses on the structure are exponentially lower due to decreased loads. I'm not sure about low volume bows, they are wet but not necessarily less seaworthy than high volume bows. I'm not sure about plumb bows vs overhangs either. Multihulls have clearly been proven safe. Sure racing trimarans go over all the time, but your average cruising cat is quite safe. Structural strength must be designed in to all multihull crossbeams and attachment points. Bridgedeck clearance must be good in cats, and high volume in the forward part of the bows to help prevent stuffing seems to be important in trimarans (or at least high volume amas). Then again, some trimarans with lower volume amas will round up rather than pitch pole supposedly, so maybe this is a positive design feature itself.

Not actually an anarchist.

Mar 8, 2013

A topic in which the noise of grinding axes may be the biggest constituent. I wonder if seaworthness means different things to different people too.

uranium keels tend to be the best. More mass in less area. Coat that in lead and no leakage!

Presuming Ed

Super anarchist.

Somebody Else

A person of little consequence.

peterchech said: So old school thinking was that heavy displacement, low freeboard, full keel, canoe sterns, and narrow beam made a boat seaworthy, and any compromises on these features made a boat unfit for ocean sailing. Click to expand...

Presuming Ed said: Click to expand...

maxstaylock

IMHO, seaworthiness depends more on good construction and simple effective fit out. If in racing terms, anything that does not make you faster, makes you slower. In seaworthy terms, anything that does not make you safer, makes you more in peril. Think 100 opening ports, hull windows, a vast and complicated electrical/mechanical/hydraulic/plumbing system, some of it mission critical, all of it hidden under nice mouldings and panelling. Look at the number of boats that roll or suffer structural failure during storms, vs the number of boats that catch fire due to electrical faults, sink due to poor quality/old/hidden skin fittings/pipework, suffer breakdowns near lee shores, what do we recon, 1:10? Then there are the constant pitfalls invented by BenBavJanEtc, where a broken rudder shaft gives your boat 10 mins to live, and the impermeability of your hull depends on the most shitty cockpit locker lid. It's enough to make a guy crazy. Before you read too much into the legendary seaworthiness of those old wooden bundles of sticks, nailed together, remember, it only takes one of those sticks failing to cause similar results. Think the S/Y Winston Churchill during the 1999 Sydney Hobart storm. Now, if you had looked at the marina before the race, and looked down the ranks of gleaming race boats, at this heavy trad boat, and said, 'you want to sail bass straight in a storm', you might have said back, 'fine, I'll take that one'. The survivor report from the loss and subsequent fight for survival was one of the most moving things I have ever read. Anyone who thinks Gaff rigs are the mystical answer to everything, haven't been out there with half a ton of timber wanging about 50 foot up, or even worse, 6 foot up. Plastic is fantastic. Size is important, but I have been out of sight of land in storms in big, badly prepared boats, and small, well prepared boats, and felt infinitely happier to be on the small one. The 'what if' loops that constantly circle the mind are easier to reconcile. Any boat can be rolled by a breaking wave beam on, of greater hight than the width of the boat, and in this respect big boats are better than small ones. Not a problem for either, if they don't point their short axis at the breaking wave. Speed can be useful, but in real terms, the difference between a fast monohull and an average one is, in passage planning terms, 10/15%? And the safety this brings depends largely on perfect weather information. Fast boats are not, by definition, more dangerous, or less dangerous, than moderate boats, they each rely on the weakest critical part failing. Fast boats that are built to go offshore, are usually more seaworthy than moderate boats that are designed to saunter between marinas. I am going to go out on a limb here and say, wide/narrow, heavy/light, long/short, overhangs/plumb ends, high volume/low volume, do not make any difference once you are out in a rumble, each require different skills from their crews. As long as my boat can self right from a reasonable angle, and not sink or catch fire, I will be happy. I worry when I see something described as a 'safety feature'. All lines lead back to the cockpit has been described as a safety feature. Implies that going outside the cockpit is unsafe. And for my money, the more random safety kit you bolt to your deck, the less chance you have of beating off a lee shore. Don't even get me started on the nut on the tiller, usually the weakest part of the whole machine.

Kapteeni Kalma

I think that the Imoca Open and MiniTransat boats first which way to go. The sailor is protected from flooding deck water and spray. As the boatspeed has doubled in 30 years, we now get constant flow over the bow. That might be ok in a racer, but the cruisers have the same habit. Some shy steps and strakes are tried, but who makes a successful, Boston Whaler -type bow treatment first?

russell_2878

I still find it funny that people are prepared to go offshore in a boat with no watertight compartments (think Sydney to Hobart) and won't let their kids sail 10 meters from the beach if their oppie hasn't got enough flotation in it. (e.g the old georgia that sank minutes after breaking their rudder)

Nobody mentioned interiors. Lots of modern boats have large open spaces and no proper handholds, compare that to say an S&S design where tight quarters were considered safer because there's less distance to fall when the boat is heeling.

The OP doesn't understand the basics of stability. Sure wide beam gives you form stability and initial stability, but it doesn't necessarily do anything at all for overall stability. Wide flat hulls offer plenty of stability.... Until they don't, at which point stability drops off a cliff. The opposite can be said for narrow forms. Obviously there are a lot of other factors that come into play, but that's really just my point (and the point of some others already), that this is not a simple prescriptive thing that has any definitive solutions. As Autograph aptly put it, a large part of it starts with the sailor, and not the boat. IMOCA 60s seem safe in the hands of the prodigies that race them in the Vendee, but most people would probably kill themselves attempting anything close to what their intended skippers achieve on them

Thread starter

eliboat said: The OP doesn't understand the basics of stability. Sure wide beam gives you form stability and initial stability, but it doesn't necessarily do anything at all for overall stability. Wide flat hulls offer plenty of stability.... Until they don't, at which point stability drops off a cliff. The opposite can be said for narrow forms. Click to expand...

Somebody Else said: peterchech said: So old school thinking was that heavy displacement, low freeboard, full keel, canoe sterns, and narrow beam made a boat seaworthy, and any compromises on these features made a boat unfit for ocean sailing. Click to expand...

Many include keeping the crew comfortable and not bouncing them around until they are nearly incapacitated as part of seaworthyness. Is it seaworthy to have a 10' deep keel easily damaged for those whose use is to explore remote areas which are poorly charted or perhaps shallow entrances?

cal40john said: Many include keeping the crew comfortable and not bouncing them around until they are nearly incapacitated as part of seaworthyness. Click to expand...

I agree with Else. I often tell clientss, "I know the boat can take it. Can you?"

hmmm seaworthiness. I remember reading here that a clorox bottle like construction aids dramatically in true seaworthiness....

Don't no that I agree with the OP. The marketing mantra of the Crealock designed Pacific Seacraft line was that comfort = safety and I think that might be true, certainly in my case. I know I get pretty tired after a day of banging to weather and I can just imagine what a week or more would do to my alertness or the alacrity with which I might venture forward to shorten sail with the barometer falling. I also find the logic of the Dashews pretty compelling with regard to long, narrow, easily driven cruising boats. I would put a lot of faith in their opinions considering how many miles have gone under their keels.

GeorgB said: Nobody mentioned interiors. Lots of modern boats have large open spaces and no proper handholds, compare that to say an S&S design where tight quarters were considered safer because there's less distance to fall when the boat is heeling. Click to expand...

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Catamarans - Monohulls: Pros and Cons

With catamarans vastly popular in the charter industry, and showing no sign of abating, let's compare the pros and cons of monohull and catamaran strictly on the charter work point of view . The reason why this distinction is important – and I write this as a monohull fanatic myself - is because for charter companies, catamarans are in huge demand due to the overwhelming number of advantages they offer. Out of charter use, there is no question for me that, when the offshore going gets tough, I would much rather be on a solid monohull than on a catamaran - although the catamaran builders have come a long way to strengthen comstruction. But this is just a matter of opinion!

Catamaran Pros

On deck The cockpit, highlight of catamarans, is usually huge, since it spans over both hulls. The cockpit and the salon are on the same level, which enhances the feeling of light and spaciousness, along with the typical huge panoramic windows. The foredeck area is very large as well and sports a big pair of nets between the hulls, the notorious trampolines, which make a great sun bathing area. In any case, it is a great observation spot and a kids' favorite. As a result of this roominess, a catamaran rarely feels crowded, as it is relatively easy to get some seclusion and quietness from other members of the party. Most cats are equipped with dinghy-davits at the transom, which is absolutely great: no more towing the dinghy, thus no more drag on the boat speed.

Down below The catamaran will provide you with considerably more room than a monohull almost everywhere on the boat: in the cabins and in the salon. Besides, there is ample headroom everywhere. A typical 43/47 ft. cat will have 4 large staterooms, with rectangular queen-size beds – no more of those pointy beds! - each with en-suite bathroom. A 38 to 42ft. will have 3/4 staterooms and 2/3 bathrooms. Most cats have an enormous salon/cockpit combination capable to entertain about 20 people in style! Because of the cats’ layout configuration, there is full privacy in every cabin and one does not hear anything from one cabin to the other.

Stability The key fact is that catamarans have a phenomenal stability: they do not heel under way and do not roll at anchor. This usually makes seasickness a non-event. Incidentally, it makes it somewhat safer for kids running around. Whether at anchor or under way, a catamaran is always much more stable than a monohull. Stability is also a good factor for elderly people and/or first time sailors. As a matter of fact, a catamaran will give the latter an excellent impression for their first cruise, instead of memories of being seasick!

Speed & maneuverability There is no question that catamarans are faster under power or sail. Whatever your cruising goals are, catamarans will usually move you about more quickly than a monohull. Catamarans have shallow drafts. This means catamarans can get into places monohulls yachts often cannot reach, and that they can also anchor closer to shore. However, more and more charter cats now have small "sacrificial" keels to improve close-hauled performance. Lastly, I personally enjoy the phenomenal maneuverability of the cats. With 2 engines spread apart, you can pivot a cat of any size literally around the boat's central axis – and without the help of the rudders. The autopilot works particularly well on cats, on a tracking standpoint.

Catamaran Cons

A hard-core monohull sailor once said: "When I sail a cat, it feels like I am driving my living room!" He meant that a cat does not convey the "real" feeling of sailing, with the "rail in the water" as sailors say. That is precisely because a cat does not heel, whereas a monohull does, and sometimes a lot. So if you are in for hard, pure sailing, you will not get that felling on a cat. Only a monohull will give you the full experience!

A cat does not typically sail well upwind and needs a different technique for tacking and anchoring. ( See tips for cat handling ).

It is often said that anchoring a catamaran can be more difficult. This is due to the fact that catamarans have more “windage” than monohulls, and, without keel and ballast, they have a tendency to “bob” on the water when a gust hits. ( See tips for cat anchoring )

Obviously, catamarans take up twice as much docking space as monohulls. This can be a bit of a problem in chartering areas where spending nights in marinas is a necessity.

If you are bringing with you a party of first-time sailors, or older people, or people who could feel apprehensive at sea, you probably will better off with a cat.

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12-03-2018, 19:05

. It sorta' drives me nuts when i see sailing vloggers on youtube REPEATEDLY call the stern the "back".

Not raising the roof 55", raising the main floor 55 inches. She will have a "catamaran-style" saloon/ coach roof, with all the typical accoutrements, when done. No more windgage than any other typical out there so that's the least of my concerns at the moment. I'm not putting in daggers. The works just find in helping me track and pont to windward. She's a cruiser, not a . But I appreciate any and all suggestions nonetheless. So thank you for that.

12-03-2018, 23:44
Boat: None at present--between vessels. Ex Piver Loadstar 12.5 metres	Lodestar--the hulls are similar to a Horstman in that they have laminar profiles--but once one goes above the waterline, there the similarity ends. Horstman was better able to deliver usable space in the Tri Stars--getting rid of those beams was a great idea--something Mr Brown's Sea Runners also managed. Mine had the Cross modifications--a long and snap-off keels under the amas, which made her almost level when beached. I carried a couple of pieces of to slide under them--to stop the snap--off keels burying in the sand. They were drilled in one end and had lanyards--so they were retrievable when the boat floated off, but fastened from the bow area so the lanyards could not around the . The Waka or in some languages of the Pacific, Vaka means canoe--a fitting name for the central of a . The Ama I think came from the outriggers of their vessels. It is possible to put the same sort of on a as exists on most catamarans. I was going to do the same thing on my vessel--but I just got tired of the constant that a large older wooden vessel requires, and now she has a younger new owner. of an older wooden craft is constant and unrelenting, although not particularly expensive.. For anyone wanting to give it a go--there is a 40 foot Sea Runner in Cairns on Gumtree. It has a four cylinder and the guy wants about fifteen hundred or offer for it. A lot of tri for the money--and a hell of a lot of work--but another ten grand should do it up almost as new--as long as one does the oneself and has the time and love of doing it. I think it needs a ands sails--but you would have to contact the owner. Justb sayin'

13-03-2018, 06:20

Boat: Cross 24 trimaran

, are curising tris as we all know. Is weight an issue, sure, as it is on all . Does that mean you should leave with less than more? It's a strategic planning choice. I always start a with waaaaaayyyy too much . Mostly because I'm planning for a worse case, "stranded at sea" scenario, where I have to maybe jury-rig my way to and I end up taking 2-3 times longer than planned to get there. There are no grocery stores in the big open ocean.

Regarding . Hmmmm, Watermakers can be finicky. In short, I feel the same way about watermakers as I do about doctors. You need 'em, but I wouldn't completely trust everything they do or say. Get a second opinion. Get a second . So my strategy with long open-ocean passages at the moment is to upload a certain amount of "emergency" rationing , as store for use. Usually another 30-40 gallons in various jusggs stored down low. We don't tap into that bank unless and until absolutely necessary. So the goal there is to end the WITH all that . Once I get a second watemaker installed, I'll scale back my planning. But WMs and the associated maintenance can cost a lot of . It may just be more fiscally prudent to carry extra water and rely on one WM, then accept the 1 kt slower boat speed as a result of carrying that extra weight.

So choose a boat that will give you a decent payload.

I have plenty to worry about on a passage. The last thing I want to concern myself with is not enough food or water. That's an easy equation to solve. Bring more. If weight is still such an issue for you, just start to lighten the load 3-4 days out from .

During my last passage I was loaded right to the above the waterline. I had more issues slowing the boat down than I did trying to make more speed.

13-03-2018, 06:41
Boat: Cross 24 trimaran	, water, food and supplies that are in excess over basic daysailing gear and multiplies it by 2.85 and that gives you the of the trimaran needed. You then take that to another chart with three curves and determine the length of boat needed for , cruising or racer/cruiser (fast cruiser). In my case, using his figures (not my own on the above post) i need a 10,500 lb displacement trimaran, or about 40-42 foot jon

13-03-2018, 10:12
Boat: 1993 Horstman Tristar trimaran, 46'	will and that's good and not so good. Good in smooth conditions, but "pitchy" in a big sea. Oh well, that's the tradeoff with monohulls. I'll take the pitching over healing (pitching meaning a bow-to stern hobby-horse type of rocking). But it does get to me after a while. Then again, just slowing down a little can make an immense differece in ride quality. Reagrding the aspect of it, well my perspective, or spin, is that the righting moment is much higher on a cat vs a trimaran. Neel writes about this on his website: He states: heeling by 12°, which is the safety angle not to be exceeded on a . As shown in the graphics, the Righting moment (GZ) is much higher on the catamaran than on the trimaran. A high GZ means more brutal and uncomfortable seakeeping. At this angle of heel the catamaran’s GZ is double that of the trimaran. Therefore, sailing the trimaran is much smoother than sailing the catamaran. The trimaran has less roll motion than the catamaran, as the center of buoyancy is never far downwind like on a catamaran. Again, centered weight is the key to success and comfort. In fact, all significant heavy is located in the main central on a trimaran whereas it is distributed half and half in each hull on a catamaran." I think his last point rings home with me the most. I don't think my boat will sail as smooth as he claims, vs a cat (maybe his design will), but I don't heel more than 5 degrees either (more like 2)... until that odd wave tries to roll me. But the 200% bouyancy factor of the leeward ama usually kicks in so any excess heel doesn't last that long anyway (mere seconds). To answer your question on weight, I think you're correct and most passages won't take two weeks so there's that to factor in. I guess it depends on the and how many islands you bypass in the process. Regarding the WM and ROs. Yeah, I read all the posts from people who have never had problems with the WM. Good for them. But then I talk to the professionals who the systems. The constant theme from them is how finicky each system can ultimately be. Once you get them going, and use them, they can be quite handy and a very useful piece of kit. But just be aware there are many components to the system and therefore a lot can go wrong. I've had something as simple as the intake pressure switch(diaphragm pumps) corrode and freeze up, prefilters blow out, clark pumps fail and of course a bad membrane. I carry spares so I always fix it but then carry spares for everything adds a lot to the weight equation as well. Just saying, have a plan for water if your RO WM fails. Doesn't have to be as hardcore as mine. Just a plan because someone else's experience isn't always the same as yours. And I know you know this... just reminding. Oh, and regarding WM weiight? I can't see the entire system as weighng any more than 100 lbs, probably closer to 70, well for my system anyway. My manual states that there is 2 gallons in the system at any given time so I guess if you add the water in the system then yes, close to 100 lbs. But that's for everything. 2 intake pumps, the clark , hoses, pre and flush filters, accumulator. Everything. Back to weight vs performance, it's to see all the literature and videos on modern cats, even the new tris like Neels. Not one in the open ocean with typical swell. IF all you do is sail downwind, or in a bay or in the lee of an island, that's fine. For me, I'm often 600-1000 NM from the nearest land. That is what I would call typical conditions. So when I'm reviewing a boat I'd like to see more on what a typical passage is like. I did see one video of a or FP 52 doing 20 kts in a Force 4 blow but it was downwind... easist and least stressful point of sail. Not saying it can't be done in these boats. There are thousands at all over the world so they obsiously crossed the open ocean to get there. Just saying it isn't as smooth as the pics or videos on line lead one to believe. You can only minimize so much for the sea state. So while light is the name of the in any multihulls, cetainly in tris, riding over the waves vs through as a monohulls does, has it's draw backs in anything but a reach or downwind. I guess that's my point. I remember last year when I approached my about a . We were going over options for the build, I showed him pics of the Colligo setup that John Franta sent me, and he goes, "yeah, but that unfurl is in smooth conditions." He reminds me not one video out there shows how unfurling spinnakers in real-world conditions. He wasn't saying it can't be done, just that it's not as easy as the guys would like your to believe. I think that can be said true of boat design. His point, btw, was that he didn't want to get involved in a custom without reminding me of the potential pitfalls. That it might not furl/ unfurl in 25-35 kts the way I'm expecting. I thought his point was fair. I later went with an ATN sock set-up. Two spinnakers with a sock. I would get one sock to actually hoist more than 50%. Both got snagged, so I went back to the traditional hoist and douse of spinnakers. Lots of work, way more risk, but until I can find a reliable system, that's where I'm at in that regard. Sorry for the thread drift.

13-03-2018, 15:10

Boat: Cross 24 trimaran

17-03-2018, 01:42

Boat: Jay Kantola - Trimaran 65 ft by 40 ft beam

the market for cruising trimarans .

I define them as any trimaran with living accommodations and a . Yes I know some cruising trimarans have gasoline engines, I have included a few.

The attached spread sheet ranges from $2mm down to $37k.

Since I last updated this sheet, I was able to find about 10 new advertisements. A roughly equal number either or stopped renewing their advertising.

Of greatest interest to me is the larger trimarans. Owners of these have largely held their prices firm. In fact some seem to have gone up in because the dollar has dropped.

Smaller trimaran owners seem to be the most anxious to sell and tended to drop their prices.

There are a few Neel on the list, however I don't track the roughly 16 ones already available on the market. It seems some of these are being resold after a very limited after taking a healthy hit on resale value.

(39.5 KB, 120 views)

17-03-2018, 22:35
Boat: None at present--between vessels. Ex Piver Loadstar 12.5 metres	as long as one remembers that they feel a lot safer than they are--and it is possible to become dangerously vulnerable without realising anything is amiss. Steep seas and surfing down them is asking for a pitchpole--so rig a and rig it early if one wishes to stay safe and has the sea room in which to do so.

17-03-2018, 23:16

Boat: Jay Kantola - Trimaran 65 ft by 40 ft beam

as long as one remembers that they feel a lot safer than they are--and it is possible to become dangerously vulnerable without realising anything is amiss.

Steep seas and surfing down them is asking for a pitchpole--so rig a and rig it early if one wishes to stay safe and has the sea room in which to do so.

18-03-2018, 15:01
Boat: Jay Kantola - Trimaran 65 ft by 40 ft beam	. A new 60ft one runs $1.55mm. They are designed for speed and have the area up high with big windows. The promo in the factory website shows an induction cook top. The version on yacht world shows a diesel and . No ? Incredible speed. And big maintenance rig.

18-03-2018, 16:10
Boat: None at present--between vessels. Ex Piver Loadstar 12.5 metres	might be better. A drogue is not designed to stop the vessel--but to allow it to keep a relative position against or sea or both--since waves generally surge down wind. The drogue line is also important. I use nylon 20mm diameter with a cats paw loop and thimbles spliced into it at half boat length and at boat length intervals, so that the line is controllable by another line which can be soft or hard shackled to the main line eyes. In this way one can move the deployed line to the quarter, or even move the drogue from the stern to the bow or vice versa using the winches to take the strain. Pulling a deployed drogue (or sea anchor) against wind and waves in a storm situation by hand is not possible. Unless the drogue is secured elsewhere before one releases tension on it, it will probably be . The cheapest drogue you can get (since they are free) is a series on increasingly larger vehicle tyres. Three or four will to--smallest goes nearest to boat--and they also serve as fenders. Against that is the space they takle up hanging against the rail or stacked on deck--and they are unsightly even if painted white as they should be. Fit them together using whatever is to hand, but tied firmly so that is does not chafe with movement.

19-03-2018, 04:17

Boat: Cross 24 trimaran

winches to take the strain. Pulling a deployed drogue (or sea anchor) against wind and waves in a storm situation by hand is not possible. Unless the drogue is secured elsewhere before one releases tension on it, it will probably be .

19-03-2018, 13:11
Boat: None at present--between vessels. Ex Piver Loadstar 12.5 metres	and splice it into the main line using TWO splices one above the other. This method is probably even better, but the thimble must first be spliced into the loop of the short . After one has altered the position of a drogue or sea , the strain should be returned to the main line. Wet nylon does not hold a short splice well, so the longer your splices the better. I am sorry I can not post the picture. The program asks for a URL and there is not one as I do not have a website. .

19-03-2018, 15:13
Boat: None at present--between vessels. Ex Piver Loadstar 12.5 metres	. Whether or not the Liahona is among them I do not know.

19-03-2018, 15:16
Boat: None at present--between vessels. Ex Piver Loadstar 12.5 metres	my pics--but here is how to make the splice. Because the drogue line is nylon (more stretch and very strong) and chafes easily, I use thimbles in the loop which can be bound in for extra . Anyway--this is not me--but this is the quick splice I use.

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Are Catamarans Safe For Ocean Crossing?

Last Updated by

Daniel Wade

June 15, 2022

‍ Catamarans aren't the most common ocean-crossing sailboats, but they're surprisingly safe and capable offshore.

Catamarans are safe for ocean crossings. In fact, catamarans are often much safer than similarly-sized monohulls offshore. Safety comes from increased motion comfort, great stability, speed, and excess buoyancy due to lack of ballast.

In this article, we’ll examine if catamarans are safe (or safer) than monohulls for offshore cruising and ocean passages. We’ll also examine the benefits of cruising catamaran design, along with how these vessels handle in different offshore conditions.

We gathered the information used in this article from offshore sailing guides and reputable catamaran experts. We also examined design guidelines for offshore cruising boats, including head-to-head tests done between catamarans and other vessels.

Table of contents

‍ Safety of Bluewater Catamarans

Cruising catamarans that are capable of bluewater sailing are some of the safest vessels on the water. In fact, they're often preferred for ocean crossing due to their miraculous speeds and excellent rough-water handling qualities.

Catamarans are uniquely equipped for safe and comfortable offshore sailing. They're not subject to the traditional limitations of hull speed, and they have a mild planing effect which reduces drag and the effects of rough seas.

Safest Catamaran Design for Crossing an Ocean

The safest ocean-crossing category is cruising catamarans, as these vessels include design elements and safety features that aren't found in recreational racing catamarans. An example of this is additional positive buoyancy material and watertight hatches.

Cruising catamarans have high-strength cockpit windows, which are designed to resist damage if a wave crashes on them. They also have redundant systems such as bilge pumps, navigation lights, and radios—which are all essential in an offshore voyage.

In fact, cruising cats are so safe that they're often recommended by expert sailors to more novice individuals. They aren't necessarily easier to sail, but they can handle rough weather safely and with better stability.

This keeps the crew dry and rational while the boat handles much of the ocean's beating all on its own.

Is it Safe to Sail a Catamaran During the Winter?

Catamarans can actually be safer to sail in winter weather conditions than monohulls. This is because cruising catboats almost always have enclosed cockpit spaces that are completely shielded from the elements. This is particularly helpful during the winter, but it's also a great feature in the tropical rainy season.

Catamaran crews can usually pilot their vessels from inside or behind these enclosed cockpits, keeping them warm and dry for as long as possible.

Additionally, given the premium nature of cruising catamarans, many of these vessels have automated winches and sails, allowing complete control from the interior cockpit.

How do Catamarans Handle Rough Weather?

Catamarans handle rough weather well, especially larger vessels with more displacement. But unlike monohull sailboats, draft and displacement aren't the most critical factors when evaluating foul-weather safety.

Catamarans are more difficult to swamp than monohulls. This is because they create a channel between their hulls that acts as a pressure relief valve, thus decreasing the likelihood of a rogue wave pushing the vessel under or knocking it over.

Catamarans are famous for their ability to weather high winds and chop. An equal-sized monohull may be just as strong and seaworthy, but the crew certainly wouldn't be praising its easy-riding qualities after a strong storm.

Catamaran captains are sometimes guilty of underestimating the danger or intensity of storms because a storm that beats the confidence out of a monohull crew may not even spill the coffee off the galley table in a catamaran.

Catamaran Buoyancy

Catamarans also have design elements that make them difficult—or nearly impossible—to sink. Or, to sink completely anyway. It's all about buoyancy, and catamarans have tons of it.

Monohull sailboats can handle well offshore, provided they have a low enough center of gravity and enough displacement to stay upright in violent gusts and large waves. Usually, monohull designers achieve this by working in an extremely heavy and deep ballasted keel.

In other words, offshore monohulls sit artificially low in the water due to added ballast for stability, both inside the cabin and deep in the keel. This is great until something starts to throw off-balance, like a bunch of water in the cabin.

Catamarans don't sit very low in the water because they're much more buoyant than monohulls and carry no large keels or ballast.

On their own, catamaran side hulls would probably roll over due to their lack of low ballast. But when strung together, they balance each other out and keep the hull far out of the water.

Catamarans don't often sink because they're simply too buoyant. They use their width and dual hulls to make up for the lack of ballast.

Plus, catamaran builders sometimes add additional positively buoyant material such as foam, to the point where sinking an intact vessel would be utterly impossible.

Are Catamarans Strong Enough for Ocean Sailing?

All production bluewater catamarans are extremely rigid and structurally sound. Catamarans make ocean journeys all the time and suffer tremendous stresses, which monohulls never experience. As a result, they're built using stronger materials and reinforced in all necessary areas.

Do Catamarans Break in Half?

It seems easy enough to believe—a catamaran hits a funny wave and breaks in half. After all, catamarans are only held together by a thin strip of fiberglass, right? Wrong—catamaran design is very robust, and all production catamarans are thoughtfully designed and strong.

Apart from the odd story in a sailing magazine, catamarans rarely just break in half. There have been some cases of it happening, but only due to extreme conditions, specific design flaws, or shoddy amateur construction.

Catamarans hulls break off far less often than regular monohulls sink—often in much less hazardous conditions than the few catamarans that did break in this way. So no, you don't have to worry about a production catamaran breaking in half while on the ocean.

Catamaran Comfort and Safety

Comfort can actually be a safety benefit on the open ocean, especially when sailing with a limited crew. Catamarans are known for their stability and increased motion comfort, which can improve the overall health and ability of the crew.

Think about it this way. A seasick and exhausted crew won't be able to deal with navigation or emergencies as efficiently and safely as a well-fed and well-rested crew. This is one of the indirect benefits that offshore catamarans have above most traditional monohull designs.

Catamaran Roll Safety

What happens if a catamaran suffers a knockdown? Usually, nothing good—catamarans can't self-right after a knockdown, unlike some monohulls with a low center of gravity. You're much more likely to have a knockdown or nail-biting roll on a monohull than a catamaran.

That said, catamarans don't suffer knockdowns nearly as easily as similarly-sized monohulls. This is because catamarans distribute their weight widely, and they have a much greater natural roll resistance.

Catamarans have great buoyancy in some parts of the hull and minimal buoyancy in others, which can actually increase roll resistance. For example, catamarans can slice through waves instead of riding over the crest and rolling violently.

It's not easy for the wind to push a catamaran down—quite the opposite. Catamarans actually rise out of the water slightly when sailed properly, even at angles perpendicular to the wind. Catamarans tend to increase in speed as wind speeds increase, directing more energy forward instead of to the side.

Monohulls have completely different high-wind handling characteristics. At some wind angles, high winds can push a monohull dangerously to one side. This is distinct from normal heeling, as the water can begin to rush over the deck and swamp the single-hull vessel.

Can Catamarans Survive Flooding?

Catamarans benefit from another safety feature that's not necessarily a design choice but a design element nonetheless. Catamarans are essentially compartmentalized, and they have a center cockpit high above the waterline.

These characteristics increase the amount of flooding necessary to seriously endanger the vessel. For example, a small leak in one hull needs to be fixed promptly—but it doesn't endanger the boat nearly as much as the same leak in your only hull.

Additionally, much of a catamaran's interior space is in the center console, which is above the waterline and thus can't be flooded from the hulls. Or at least not immediately. This is one of the reasons why catamarans rarely sink.

Catamaran Safety Equipment

Catamarans have a large amount of flat, open space between the hulls. These areas are useful for stowing equipment such as high-tech covered life rafts.

A small boat may have to make do with a small life raft and limited emergency supplies, yet a catamaran can store safety equipment for much larger vessels.

Catamaran Speed

Speed is an important and often overlooked aspect of safety, and we can use an example to demonstrate why. Picture two boats somewhere between Florida and the Bahamas. Dark clouds begin to form overhead, indicating a possible afternoon thunderstorm.

Boat A is a catamaran with good speed and sea keeping abilities. Boat B is a heavier monohull of the same length but greater displacement and technically better seaworthiness.

The catamaran, Boat A, deploys full sail and makes a speed of about 15 knots to outrun the forming storm. Boat B is a monohull and can't make more than 8 knots, even in the best conditions.

Boat A makes it back to port with time to spare, but Boat B is well out to see taking a beating from the storm. Speed means safety in many situations, even though it's never smart to try and beat the weather if you can stay in a safe location instead.

Are Catamarans More Stable?

Are Catamarans Good In Rough Water?

Are Catamarans Safer than Monohulls?

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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COMMENTS

Trimaran Seaworthiness Explained! Will it Flip?
Trimarans are seaworthy because their tri-hull construction makes them incredibly stable, even in the roughest sea conditions. They are lightweight, very buoyant, easy to handle, fast, and resistant to capsizing. Trimarans also have a shallow draft. So, let's get into the details and discuss why trimarans are an excellent choice for seafaring.
Wow, that was fast! Why trimarans are SO much fun to sail
Trimaran sail trim. One of the biggest differences between a cruising monohull and a multihull is how the mainsail is trimmed. Leech tension on a yacht is often largely controlled by the kicker and the backstay, while the mainsheet sheets the mainsail in and out, predominantly controlling the angle of the boom to the centreline, and there may be a short traveller.
Trimaran Sailboats: Pros and Cons
In addition, trimarans are much more stable than the alternative. The three hulls provide extra balance and lower resistance because even if there are three hulls in a trimaran, they are smaller and narrower. Lower resistance also leads to lower fuel consumption. Trimarans are very comfortable to sail in as the main hull is stabilized by the ...
Trimaran vs Catamaran
Trimaran and Cataraman are quite similar in design, making it difficult for many people to distinguish between the two, let alone choose one. ... However, due to their size, Catamarans are not as seaworthy as Trimarans and are not recommended for use in rough waters. Conclusion. Trimarans and Catamarans are both types of sailing vessels. They ...
Tri Hull Boat Models: Specs, Prices, and Competitors Explained
This trimaran is compact and known for its speed, making it an excellent choice for sailing enthusiasts. One of the popular tri-hull boat manufacturers, Bennington, offers a wide range of pontoon and tritoon boat models. The New 2024 Bennington R Line ranges from 23 to 27 feet in length and 8.5 feet in width.
Trimaran VS Catamaran
Speed: Trimarans are known for being faster than cats and single-hull boats. They can easily reach high speeds and are great for racing or long-distance cruising. Stability: Trimarans are more stable than catamarans due to their three hulls. Space: Trimarans are wide, but the interior is less spacious than catamarans.
16 Best Trimarans For Sailing Around The World (And a Few For
This trimaran retails for $595,000, making it a cheaper option than the Rapido 60. 5. Dragonfly 40. The Dragonfly 40 measures 40 feet (12 meters) in length. It features high-comfort standards, making it one of the best trimarans in the market for taking your family for a cruise.
Trimarans
Trimarans are a unique type of sailboat, with three hulls instead of the more common two-hulled design. The three hulls on a trimaran are typically connected by a central frame, and are made of lightweight yet durable materials such as fiberglass or aluminum. This allows for a lighter and more maneuverable sailing experience.
Why You Want a Trimaran: Pros and Cons of a Trimaran
The hull shape does not drive the price tag, and trimarans are not limited to high speed. Aker Arctic even investigated using trimarans as an icebreaking tug. (Figure 4‑2) Aker found the trimaran configuration especially useful for cutting wide channels through the ice with less power. Trimarans are just a hull configuration.
What makes a boat seaworthy?
A hundred years ago a yacht was considered seaworthy . if it could stand up to a full gale whilst continuing to make headway under sail while still keeping its crew safe. Today, yachts are designed and built using entirely different construction parameters, with far more emphasis on speed, ease of handling, openness and comfortable living.
Considerations for Seaworthiness
A keel in the sense used below is a foil for resisting leeway. The keel is not balasted as in a monohull, and may be fixed, or retractable either vertically (daggerboard) or by pivoting (centerboard). Amas are the outer hulls of a trimaran, sometimes referred to as outriggers, or the smaller hull of a proa. 1. Older type of trimaran. Relatively ...
A Comprehensive Guide & Introduction to Trimaran Yachts
Check out this 2006 Racing Trimaran Tantrum Too, a fun & fast competitive seaworthy racer & offshore cruiser. Winner of the '2018 Bintam Trophy' and holder of 'Around Bintam Record'. ... Trimarans offer better stability and a super stellar performance. Trimarans, when compared to catamarans which are composed of only two hulls, are more ...
The Complete List of Trimarans
With the recent spike in trimaran popularity, these days there is a perfect tri for every sailor. ... Best suited to lakes, the Challenger is a very safe, seaworthy boat for sailors of all ages and experience levels. Add to this the ease of owning, transporting and maintaining the Challenger trimaran and what you get is a simple, fun sailboat ...
The elements of seaworthiness
A seaworthy boat handles well, is stable, sheds water quickly, and has plenty of reserve buoyancy. A seaworthy boat to my mind is one that can reliably and safely carry out its function or mission. In that context, you would expect a runabout to stay afloat, handle well and ride comfortably in a light chop on inshore waters.
Why Corsair Trimarans
SAFE AND SEAWORTHY. Tough Australian waters, along with hundreds of thousands of safe sailing miles elsewhere in the world, have proven the seaworthiness of Corsair trimarans. It's nice to know that, though not intended for this purpose, many Corsair trimaran boats have crossed the Atlantic and Pacific. ... Some trimaran models go from ...
Small Trimaran (24-27 Foot) How Seaworthy are they?
Re: Small Trimaran (24-27 Foot) How Seaworthy are they? An F25 won the Race to Alaska blasting up Johnstone Strait in hellacious conditions in the process. Seaworthy and fast?
The Illustrated Guide To Boat Hull Types (11 Examples)
Trimaran Hull. I think trimarans are incredibly cool, and especially the second type. There are two types of trimarans: ... Semi-displacement hulls are perfect for boats that need to be steady and seaworthy but fast at the same time. For more information about semi-displacement hulls, ...
The best bluewater multihulls of all time: a complete guide
Dazcat builds fast, seaworthy cats from its Multihull Centre in Cornwall. The 1495 is a true ocean cruiser-racer, which is stiff and rewarding to sail, with direct steering linked to carbon rudders.
Modern views on seaworthy design features
7,780. 965. PNW. Mar 8, 2013. #6. peterchech said: So old school thinking was that heavy displacement, low freeboard, full keel, canoe sterns, and narrow beam made a boat seaworthy, and any compromises on these features made a boat unfit for ocean sailing. You are choosing a very small era in which these attributes were seen together as seaworthy.
Small Trimaran (24-27 Foot) How Seaworthy are they?
Images: 7. I would say that the f-24 is a very seaworthy boat properly loaded (for its size) It is a good boat in offshore conditions. Now the distance of you journey is a different question. Crossing a large body of water on an f-24 could be quite taxing. The space would be very limited as would the load capacity.
Catamarans
Stability The key fact is that catamarans have a phenomenal stability: they do not heel under way and do not roll at anchor. This usually makes seasickness a non-event. Incidentally, it makes it somewhat safer for kids running around. Whether at anchor or under way, a catamaran is always much more stable than a monohull.
No love for trimarans
Trimarans are quite seaworthy as long as one remembers that they feel a lot safer than they are--and it is possible to become dangerously vulnerable without realising anything is amiss. Steep seas and surfing down them is asking for a pitchpole--so rig a drogue and rig it early if one wishes to stay safe and has the sea room in which to do so.
Are Catamarans Safe For Ocean Crossing?
June 15, 2022. ‍ Catamarans aren't the most common ocean-crossing sailboats, but they're surprisingly safe and capable offshore. Catamarans are safe for ocean crossings. In fact, catamarans are often much safer than similarly-sized monohulls offshore. Safety comes from increased motion comfort, great stability, speed, and excess buoyancy due ...

are trimarans seaworthy

‍ Safety of Bluewater Catamarans

Safest Catamaran Design for Crossing an Ocean

Is it Safe to Sail a Catamaran During the Winter?

How do Catamarans Handle Rough Weather?

Catamaran Buoyancy

Are Catamarans Strong Enough for Ocean Sailing?

Do Catamarans Break in Half?

Catamaran Comfort and Safety

Catamaran Roll Safety

Can Catamarans Survive Flooding?

Catamaran Safety Equipment

Catamaran Speed

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Trimaran vs Catamaran

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Tri Hull Boat Models: Specs, Prices, and Competitors Explained

Key Takeaways

Overview of Tri-Hull Boats

History and Evolution

Basic Design and Structure

Tri-Hull vs Other Hull Types

Design and Specifications

Hull Design and Materials

Deck and Space Allocation

Performance Factors

Types of Tri-Hull Boats

Recreational Tri-Hulls

Fishing Tri-Hulls

High-Performance Tri-Hulls

Tri-Hull Boat Models and Specifications

Price Analysis

Price Range and Factors

Cost of Ownership

Comparative Assessment

Tri-Hull Boats vs Competitors

Market Positioning

Usage and Functionality

Cruising and Watersports

Commercial and Industrial Use

Advantages and Disadvantages

Performance in Various Waters

Comfort and Handling

Innovations and Future Trends

Frequently Asked Questions

What are the specifications and price ranges for popular tri-hull boat models?

How do tri-hull boats compare with other boat designs in terms of performance and stability?

What are the leading manufacturers of tri-hull boats and how do their models differ?

Can you list some current market competitors to tri-hull boats?

How has the tri-hull boat market evolved over the past few years?

What should be considered when purchasing a used tri-hull boat?

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Frequently Asked Questions

Q: Which type of boat is more suitable for long-distance travel: trimaran or catamaran?

Q: What factors should I consider when choosing between a trimaran and a catamaran?

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16 Best Trimarans For Sailing Around The World (And a Few For Daysailing)

What Is a Trimaran?

Best Trimarans For Cruising, Liveaboard and Sailing Around The World

2.Neel 47 Possibly The Best

3. Rapido 60 The Fast and Comfortable Circumnavigator

4. Rapido 40

5. Dragonfly 40

6. Dragonfly 32

7. Corsair 37