catamaran project

DIY Cruising Catamaran: Complete Building Guide

As an Amazon Associate, we earn from qualifying purchases. We may also earn commissions if you purchase products from other retailers after clicking on a link from our site.

A brand-new cruising catamaran can set you back a hefty amount of money. However, a DIY cruising catamaran provides a more affordable way to own your own boat. While building a large boat can be an extremely challenging and time-consuming experience, nothing beats the pleasure of bringing your own boat to life. 

To build a DIY cruising catamaran, buy good design plans, determine your budget and find a working space. Next, choose your hull material, buy supplies and start building the mast beam. Build and sheathe the hull, install bulkheads, the interior, and finally, launch the catamaran boat.

In this article, you will find a complete guide to building your own catamaran. You will also find detailed information on why you may want to consider building your catamaran and approximately how much this project would cost. Finally, we will explore the advantages and disadvantages of building a catamaran from scratch.

Why You Might Want To Build Your Own Catamaran

Most people might think that purchasing a used boat to repair and fix it up would be cheaper than a DIY cruising catamaran. But while building your own catamaran could be an enormous undertaking, it also comes with many advantages over buying something used. 

Other than the unique opportunity to create beautiful memories and experiences while cruising, sailing, and exploring beautiful coastlines, there are a number of benefits that come along with the DIY approach.  

Knowing Your Boat

Building your own catamaran provides you with intimate knowledge of your boat. You will know every corner, including where to find every bolt, wire, bulkhead, rib, hose, and support as you installed them yourself. This knowledge will enhance your confidence while at sea since you will have entrusted your life to a boat whose history you are aware of and deeply connected to.

Pride of Ownership

The satisfaction you get from crafting something with your own hands is immense. As a result, the knowledge that you built your boat from scratch will fill you with absolute pride and an immense sense of achievement. Furthermore, as an owner-builder, you get to keep and enjoy the boat for as many years as you wish.

Substantial Cost Savings

Building your catamaran will work out cheaper than buying a new or even gently used boat. Though you will likely require some additional labor since doing some things will require an extra pair of hands, if you are particularly good at DIY, you will save a significant amount of money on labor costs as a whole. 

Freedom To Create Your Own Designs

If you decide to buy a catamaran boat, it might not be easy to find one that meets your unique needs. However, instead of choosing from production boats that bear traditional and outdated designs, you can come up with an ultra-modern design or style for your catamaran. You also get to pick your layout, size, and equipment based on your taste and budget.

Great Learning Experience

Building your own boat will help you pick up numerous skills that will come in handy later when sailing your boat. As much as you might still require an expert to help you with specialized skills like carpentry or wiring, your new skills will serve you well. This will also be beneficial when it comes to your boat’s maintenance and fixing things for yourself. 

What To Look For in Catamaran Boat Designs

When deciding on the type of catamaran boat to build, you may want to choose a design that’s simple and easy to build. This is because doing so will allow you to spend a shorter time building the boat. 

You also need to have a set of requirements to guide you in choosing your design or what you might call an ideal cruising catamaran wish list. This is essential because, ultimately, you want to build a boat that offers outstanding qualities such as:

• Delivers good speed
• Affordable to own and operate
• Agile, strong, and easy to maintain
• Has a high resistance to capsizing
• Great for sailing and cruising
• Delivers a comfortable and easy motion underway
• Good handling ability and high performance under sail
• User-friendly embarking and disembarking
• Provides ample living and accommodation space 
• Presents a reasonable resale value

It’s worth noting that, in general, catamaran boats tend to offer a fair resale value mainly because of scarcity and the high price accorded to production models. So, if you build a well-constructed catamaran, you are bound to get a return that’s much higher than the cost of materials upon resale.

It’s also good to consider whether the design you settle on is from an established designer. This is significant because documentation of the building process is just as valuable when it comes to selling the boat.

How Much Would It Cost To Build Your Own Catamaran?

The cost of building your cruising catamaran will depend heavily on the size of the boat you plan to build and the skills you bring to the table. To give you an idea of probable costs, a professionally built 40 foot (12.1 m) long cruising catamaran could go for up to $300,000. 

Though building it yourself will undoubtedly be cheaper, most DIY boatbuilders tend to underestimate the expected costs. Your final costs should cover not only the cost of material and equipment but also the labor and time it would take to come up with the final product. 

If you were to build a 40-foot (12.1-meter) catamaran, your cost of materials would range between 20-30% of the total cost. Therefore, for $300,000 total, the boat’s materials would range between $60,000 and $90,000. The hull tends to range between 15-35% of the total build. Again, this depends on the finish and furniture.

But before you even start working on the DIY project, you will need to figure out where to do the work. If your home has ample space, then you can opt for a backyard building. But if you live in a small apartment, then you might want to consider renting a small garage at first and then move on to a boatyard later. This is one of the significant costs involved in building your multi-haul.  

What You Will Need

To get a clearer picture of how much the entire project would cost, let’s have a look at what else you will need to purchase.

• Good design plans
• Working space
• Ground tackle
• Matting and roving
• Equipment such as the engine, windows, rudders, deck fittings, mast, and rigging

In addition to the above, you also need to install plumbing and electricals. You may also want to consider going electric rather than using diesel. Not only will this drastically reduce your maintenance costs, but you get to use the regenerated power for all of your housing needs while sailing. 

Some catamaran boat designs help you save costs by advocating the use of less expensive corpus materials. Most of the material goes directly into making the boat, which means there is hardly any wastage on vacuum bagging . With this method, there are few molds and temporal building forms and fewer fillers to grind off as waste. All these factors reduce the time and cost it takes to build your catamaran boat.

That said, building a boat of any kind is a huge financial undertaking. As such, you still need to have the financial ability to keep building; otherwise, your project will stall or take much longer than anticipated. Instead of enjoying yourself and making memories cruising to faraway lands, you might end up spending all your time building a seemingly never-ending boat.

To reiterate, this project is more of a labor of love, given that it involves a tremendous amount of manual work. Calculating an hourly rate on the time spent building the boat and adding this cost to that of materials may make it seem a very pricey exercise. However, it is vital to understand that your time matters, and every hour you spend working for “free” should be included. 

With that in mind, you need to ensure that you are fully devoted to the boat construction project and are sure you want to do it before you begin. Stopping halfway because it seems like too much work would be incredibly costly.

How To Build a Catamaran

When it comes to building a cruising catamaran, you have 3 main options:

• You can buy an old boat and refurbish it.
• Purchase a bare hull plus deck molding for a home-boat building.
• Start from scratch and build everything, including the hull, on your own. 

As mentioned above, renovating an existing boat may end up being more costly than starting from scratch. To build a catamaran boat from scratch, follow the below step-by-step guide.

Prepare the Essentials

Before you jump into such a large project, there are several important aspects to consider:

• Buy your plans from an established catamaran designer. You can also get inexpensive, easy-to-build catamaran designs online.
• Get access to a large working space or build a shed . Depending on your climate, you may need to opt for climate control to avoid an excess of moisture in humid areas. 
• Decide on your choice of hull material. This could be fiberglass, aluminum, steel, wood, or ferroconcrete. 
• Start working on a bill of materials estimate. Include everything that you think you need to get a better idea of the initial costs.

Build the Mast Beam

Using wood and epoxy, cut and glue together the pieces of wood that will form the mast beam. Most of the work at this stage can occur in a garage since it involves building small parts. Still, the work could take up to 4 months, so be prepared to put in long hours.

Build the Boat Hull

Now, it’s time to build the boat’s hull. A catamaran comprises two hulls which are connected with a deck. Below is a short video showing how to build a hull mold:

This work requires a larger facility, so you might need to move out of the garage and into a boatyard. If you don’t have access to a larger workshop, consider building a shed where you can work as you do the construction. Make sure there’s enough room to fit the boat and also allow you to work comfortably. To cover the shed, you can use opaque white tarps. 

Sheathe the Hull

Get all the materials you require for this stage in the construction, such as lots of resin, fiberglass, and foam for use in the hull cores. You’ll also require matting and glass roving to sheath the hull . 

Sheathing helps to make the hull impervious to water and other marine borers. But first, you need to prepare the hull using a rotary sander. To make it as smooth as possible, use light, sweeping strokes. This is a very dusty task so be prepared to wear a facemask and safety goggles. 

Install the Bulkheads

Next is installing the plywood bulkheads . You might need to call in friends to help turn the hulls or use a crane. In this step, you will need to laminate the hull sides on the molded hull panels and bond them above the bulkheads. Ensure the bulkheads are snug and sealed in place.

Construct the Interior Structure

Over the next couple of months, the boat work will involve joining the hulls together with the beams that you had made back in the garage. Then, install the cuddy cabin, decks , and the cockpit . Soon the boat will start to take the shape of a catamaran.

Next, proceed to construct the major structural components such as stairs, hatches, mini-keels, and the interior. Then comes the work of fairing the boat, which is quite labor-intensive. 

Finally, it’s time to apply primer on the catamaran boat and start the paintwork. Before painting the boat, you will need to do additional sanding to finish off the two layers of primer as well as fill all the pinholes. Since it’s a large boat, the catamaran has lots of surface area; thus, the sanding could get extremely exhausting—mentally and physically—at this point.

The painting can take a while, too. The hulls are the easiest to paint, but the topsides, non-skid, as well as masking and prepping could seem never-ending. 

The final stretch involves working on the center bridge deck cabin and other final touches like installing the engines, electricals, and plumbing. This is also the time to fix the rudders, rigging, mast, windows, and deck fittings.

Launch Your Cruising Catamaran

After many months or years of hard work, your cruising catamaran is finally ready to test the waters. After lowering the boat into the water, check carefully in case there are leaks. If none, you can set up the sails and take your catamaran out for your first cruise. 

Below is a short video that takes you through the entire boat-building process:

If you don’t have deep pockets, don’t despair. It’s also possible to build an inexpensive catamaran boat, as shown in this post from the coastal passage .

The Pros of Building a Catamaran

Though it will be a costly endeavor, there are so many things to look forward to should you decide to build your own catamaran:

• It can be lots of fun.
• You get to have a new boat.
• It’s an excellent hobby for DIY enthusiasts.
• The effort is rewarding.
• It offers a great learning experience.
• You get the exact kind of boat you want.
• You can alter building plans and tailor the boat to suit your specific needs.
• It might be cheaper than buying a new boat.

The Cons of Building a Catamaran

Though there are a number of positive aspects to a DIY build, it is just as important to keep in mind that it won’t always be easy:

• Maintenance costs can be quite high.
• It’s both mentally and physically exhausting.
• It might require some technical know-how.
• It can take many months or even years to complete.
• It requires a lot of commitment to finish the DIY project.
• It might be challenging as well as expensive to get insurance.  
• You will spend almost all your free time building the boat. 

DIY Cruising Catamaran Tips and Tricks

If you are new to boat building, it would be a good idea to build a small boat first. This would give you a good indication as to whether you’d enjoy tackling a more extensive project like building a catamaran. Again, if you are the handy type, fixing your own electronics could also save you a significant amount of money. 

Here are more tips and tricks to get the most out of your DIY cruising catamaran:

• Lower your costs. Bring down your costs even further by sourcing for parts and supplies at marine surplus outlets, Craigslist, eBay, or wholesale suppliers. 
• Enhance your resale value. Most home-built boats are not easy to sell since they tend to be too customized. To enhance your resale value, it’s advisable to work with a standard design from a well-established naval architect.
• Follow the design instructions. Make sure to follow the designer’s instructions regarding the type of materials and tools to use during the build to avoid making costly mistakes.
• Maintain your original budget. Avoid any additional customizations once you have started building the boat. Using good plans and sticking to them ensures that your budget doesn’t spiral out of control.

Final Thoughts

Building a catamaran is about more than saving money. It’s fun, exciting, fulfilling, and can be a great learning experience. While it might take many months of back-breaking work, comparative shopping and sourcing for materials will help you save a lot of money. Still, at the end of it all, you’ll have a beautiful catamaran boat, all ready for your first cruising adventure.

However, if you have neither the time nor the energy to build your own catamaran from scratch, refurbishing an existing hull might prove faster and easier. It also works out much cheaper than buying a new boat.

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!

One thought on “ DIY Cruising Catamaran: Complete Building Guide ”

Hello, I am a French Quebecer who is original, imaginative, creative and who finds that all boats and catamarans have a huge flaw and a very big lack of logic. I would have a brand new concept…. I am sending this message to any catamaran creator – designer to make those who have the opportunity and the intelligence to want to know about my innovative idea which will finally upset the market much richer. An idea that will totally change the concept of sailing, navigation and save so much worry!! All I would ask for is a small percentage of each sale of the new product. To be able to make me produce one when I have enough!! It is certain that like that, you just want to tell me: come on Mr. Lessard give us your idea but do not take your word to help me in return! But, if you are the kind of man to have only one word and maybe have a proof of your good faith if the realization of the project would make it… I will be very happy!! Giving it to everyone wouldn’t bother me either…. all I would like is to be able to find flax fiber (too expensive carbon) to be able to try to make my catamaran myself. Because not rich! Have a nice day and looking forward to having a message!!

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Save my name and email in this browser for the next time I comment.

Recent Posts

Must-Have Boat Gear for Catamaran Sailors!

Sailing is probably the most gear-intensive activity I've ever done; there are so many decisions to be made about what gear to buy now, for tomorrow, and what to definitely never buy. The gear on...

6 Best Trailerable Trimarans For Bluewater and Coastal Sailing

Having a boat costs a lot of money, even when you are not using it, marina fees, etc. And once it is in the water most sailors never go very far from their "home marina" and sailing will be somewhat...

James Wharram Designs

Search our site.

20% Off Boat Building Plans

Take advantage of our extended spring sale and start building your dream boat. Offer ends 1st July.

Dream, Build, Sail

Build your own catamaran renowned for its seaworthiness, stability and safe simplicity. All Wharram plans are drawn for the first-time builder.

A Global Family Of Sailors

The Wharram World circles the globe. Wharram catamarans have been built and are sailing in all the World's oceans.

Trusted, Proven Designs

We believe the ancient Polynesians knew a thing or two about building boats to last. Wharram catamarans are proven survivors.

Mana 24: Boat In A Box

Assemble her yourself from pre-CNC-cut plywood parts. Keep it at home, trail it and sail it anywhere.

Seaworthy. Simple. Affordable.

Building your own boat with Wharram Designs is the easiest and most cost effective way to fulfil your sailing dreams. Wharram Self-build boat plans start from only £120.

Wharram designs are based on years of practical, hands-on experience of building and ocean sailing catamarans. They are renowned for their seaworthiness, stability and safe simplicity. Designs from 14’ - 63’ are available for self-building in ply/epoxy with very detailed, easy to follow Plans often described as 'a course in boatbuilding'.

Study our Self Build Boats to familiarise yourself with our range of designs and their unique qualities. Download and read the Wharram Design Book which reviews each design in detail and offers a detailed introduction to the world of self-build catamarans. Order and download Study Plans and immerse yourself into the boat builder's mindset; evaluate the costs; the amount of time required to build your boat; where you will build it and where you will eventually launch it.

Once you have decided on the boat that is right for you, order your Boat Building Plans . All Wharram building plans are drawn for the first time builder, so anyone with a modicum of practical ability can build one of our designs. Our Building Plans present quality instruction, guidance and advice for both novice and professional alike. They are all based on decades of actual building experience and thousands of ocean miles sailed.

Go on adventures and live the life of your dreams. Spend your weekends coastal trekking and camping, or live aboard and spend your days sailing around the world. Become a member of the global family of Wharram builders and sailors. Wharram catamarans have been built and are sailing in all the World's oceans and can be found in far away ports and anchorages.

The quality of the Wharram self-build catamarans is reflected in their popularity, excellence of craftmanship and sound sailing qualities. More than 50 years on - with over 10,000 sets of plans sold and thousands turned into proud vessels - Wharram 'Cats' can be seen in harbours across the world, maintaining the highest reputation for surviving wind and wave.

Find Out More

Self-Build Boats

Index of Wharram self-build catamarans. Familiarise yourself with our range of designs and their unique qualities.

Choosing A Boat

To help you select a design, read our practical advice about basic requirements, building times, building methods, and costs.

How We Design

Several articles giving an in-depth look at our core design principles and how they are reflected as seaworthy, stable vessels sailing the oceans.

James Wharram: Lifetime Achievement Award

A special award was presented to James Wharram for a 'Lifetime Achievement' as Pioneer catamaran builder - sailor and multihull designer.

About James Wharram

In the mid 50's, based on his research into ancient Polynesian boat design, James Wharram built the first off-shore Catamaran in Britain and sailed it out into the Atlantic. While the world's yachting community still did not accept such a design as a worthy sea-going vessel, James was landing his 23'6" 'Double Canoe' called TANGAROA in Trinidad in the West Indies.

There he built a second 40' Polynesian style Catamaran, RONGO, and in 1959 sailed it up to New York and back to the UK accompanied by two German women - being the first to sail a catamaran West-to-East across the North Atlantic. These amazing Trans-Atlantic crossings and the follow up book ' Two Girls, Two Catamarans ' have etched the name 'James Wharram' into the annals of yachting history.

Since then, James Wharram has been designing, building and sailing offshore catamarans longer than any other multihull designer. James was a 'hands-on' designer having, over his lifetime, built personally many of the prototype designs. These prototypes were built in the open, in barns, workshops and all the range of building sites available to self-builders, in a variety of climate types from northern European to the Tropics. James was often referred to as a 'Living Legend' or as written in 'Yachting Monthly' in January 2006: "James Wharram is considered by many to be the father of modern multihull cruising."

James’ last achievement was his autobiography published in 2020 as ' People of the Sea ', which he wrote in conjunction with his design/life partner Hanneke Boon. James died in December 2021 at the age of 93. The design business is carried on by his co-designer Hanneke Boon .

Tiki Odyssey

From Kos to Kefalonia. Father and son, in a self-build Wharram Tiki, survive a winter passage across Greece. The call came on Thursday. "Hey, Dad. There's a weather window, all next week. It could take us all the way to Monemvasia, maybe even round the Peleponese." Our plan was to sail our self-built Wharram Tiki 26 from its birthplace in Kos to its new home in Kefalonia, a winter passage of over 400nm east to west across Greece. A compelling read.

• Read more about Tiki Odyssey

Hui Wharram Cornwall Gathering 2024

We are having another Annual Hui! 3rd - 5th August 2024. This Hui will mark 70 years since James designed his first Catamaran 'Tangaroa' and we are excited that we will be mooring at Devoran Quay just a 5 minute walk from the Wharram Headquarters based in Cornwall. It would be lovely to celebrate his achievement with all of you.

• Read more about Hui Wharram Cornwall Gathering 2024

Pacific Islander History Month

This month of May in America is 'Pacific Islander History Month' and we at James Wharram Designs would like to join in and celebrate alongside them! As you may know, double canoes/catamarans are of ancient Polynesian origin. The modern day catamaran is a direct descendent of these original ocean-going vessels.

• Read more about Pacific Islander History Month

James Wharram's Last Ride

On 23 July, a motley fleet of self-built catamarans gathered off Cornwall to give James and Ruth Wharram their final escort. It was a fitting farewell to a legend. The ashes of James and Ruth Wharram were consigned to the sea to be carried by the ebb current out to the open ocean.

• Read more about James Wharram's Last Ride

Hanneke's Atlantic Adventures (Part 3)

My new home for the next two weeks was Ontong Java. She had crossed the Atlantic a week after us and was moored off the beach in Port Louis, on the North West coast of Grand Terre.

• Read more about Hanneke's Atlantic Adventures (Part 3)

James' Eulogy

Hi everyone. I'm Matt. And apart from being truly honoured to be here to help send James on his way to his next adventure, I am here above all as a representative, really, for the many many people worldwide who's lives have been changed, for the better, as a result of James' life work.

• Read more about James' Eulogy

A Living Legend Lives No More

We are very sad to announce that on the 14th December James Wharram left this earthly world, joining Ruth, Jutta and his many close friends that departed before him. At 93 years old his spirit has set out on the voyage to sail the oceans of heaven.

• Read more about A Living Legend Lives No More

People Of The Sea - Compact Edition

The new second edition of the autobiography of James Wharram and Hanneke Boon is now available! This more compact edition at the lower cost of £16 contains all the text and illustrations of the special first edition. An easier size to fit the bookshelf on your boat. A must for all Wharram enthusiasts and other sailors.

• Read more about People Of The Sea - Compact Edition

• Yachting World
• Digital Edition

Why these extreme multihull concepts could be the future of catamaran design

• October 13, 2020

Holiday homes, restaurants, even cities may soon be coming to a quiet beach or harbour near you, reports Sam Fortescue

The €500m beiderbeck-designed Galileo2 concept catamaran takes multihulls to another level and is capable of berthing yachts up to 80m

As boats become ever more like homes on water, something else is changing: designers and builders have been turning their attention to the market for floating buildings. New concepts to emerge range from a thatched beach cottage atop a catamaran hull to an entire floating city, generating its own food and power. The one thing they have in common is they’re movable structures that can be parked wherever they can drop the hook. And soon they could be coming to a peaceful estuary near you.

There is an opportunity here, of course, to create additional living and leisure space in areas where the land is already choked with people. Imagine being able to moor a temporary holiday village off Bournemouth Beach, for example, or create a restaurant off Dartmouth without affecting the townscape.

But the flip side of the coin is that someone could park a large floating structure right in front of your sea view, or occupy a quiet, sensitive environment. Imagine, as sailors, falling asleep in a deserted anchorage and waking up with a throbbing beach bar right next to us!

Floating homes and docks are being designed to use Seafloatech’s eco-friendly anchoring system

“If a craft is movable and can drop an anchor, it would be classed as ‘any other vessel’ and would not need consent,” confirms Martin Willis, executive officer of the UK Harbour Masters’ Association. “But if it’s a commercial business, it’d be subject to the relevant regulation – there are no rights to come in and open a business in a harbour without the Harbour Master’s consent.” Alternatively, it may fall under MCA coding as a passenger craft.

In some parts of the world, floating structures are already quite common. Upscale luxury holiday resorts in Thailand or the Maldives, for example, offer floating villas. And soon you might expect to see whole floating marinas if you find yourself close to St Tropez. France’s recent move to protect crucial Neptune grass meadows in the Mediterranean means that anchoring off the town is severely limited for yachts over 24m.

To get round the problem, a company called Seafloattech has developed a system of screwing steel frames to the seabed to moor big structures on giant hydraulic shock absorbers. “We had a prototype size in place for six months in the Bay of St Tropez,” says managing director Lionel Péan, the French ocean racing star and past winner of the Whitbread Round the World Race . “It could accommodate up to 70 boats in a maximum wind of 42 knots, with up to 2.4m wave heights with no structural problems or injuries.”

Article continues below…

Black Cat 30: Daring catamaran concept promises superyacht luxury at 32 knots

There’s the sleek curve of the glass superstructure, the powerful rig and the all-carbon build. The huge aft deck, main…

The future of yachting: Smart technology for your next yacht

It’s becoming abundantly clear that to meet greenhouse gas emissions targets set out in the 2016 Paris Agreement, we’ll need…

Offshore developments

The hydraulics keep the marina on station despite the tide and help to counteract wave action. It is even possible to use the system to tether a boat or a home through storm-force conditions, insists Pean. “If you want to build something to resist a typhoon, for instance, you have to make special arrangements with the customer. It can be done, but it costs a lot. In the Med, you don’t need 5-6m waves resistance.”

Seafloattech itself will ultimately just licence the tethering system, but it is working with partners who envisage all manner of structures atop their platforms. There are swimming pools, beach clubs, superyacht berths, hotels and villas.

“We believe that the demographic surge will force the coastal states to really focus on offshore coastline development,” adds Pean. “I am for a two-fold operation including sanctuary areas and social offshore development zones. We think that Northern Europe will take some more time but as soon as we have some units up and running, it will happen quickly.”

Seafloattech has developed a steel tethering structure that is screwed to the seabed with hydraulic shock absorbers that can secure any number of floating homes. Standard versions can cope easily with Mediterranean weather conditions

Another French concern, Faréa, has taken a markedly different approach, developing a home that sits on two deep metal floats that also contain cabins. It is a simple catamaran, propelled by an outboard at the ‘stern’ and anchored with normal ground tackle at the ‘bow’. Navigation is slow and only for fine weather, but retractable centreboards mean it can be beached.

“They amount to 86m2 of space, with seven double cabins separate heads and bathroom and three terraces,” explains founder Christophe Roi. “They are self-sufficient in water and electricity, thanks to the oversized photovoltaic panels and fuel cells.”

A thatched roof multihull?

The original plan was for something more like a floating house, but feedback from insurers pushed Faréa towards a craft that meets category C of the Recreational Craft Directive. “It means they can stand up to Force 6 and 2m waves,” explains Roi. “What with rental prices so terribly high in England, I am certain that living on water should be a possibility.”

Original Faréa concept was for an economical floating home with a thatched roof, but later versions can meet RCD Cat C

A fully equipped F2C model would cost around €160,000 to install, he adds. With the average Newquay home costing £730,000, according to RightMove, he has a good point.

Alva Yachts offers more architecturally ambitious 45m2 holiday homes with an infinity pool and a terrace. Not self-propelled, costs range from €85,000 to €200,000 depending on finish. The fledgling German company is using its founders’ experience of building catamarans that run on renewable power to offer low-carbon homes.

“The floating homes are literally super luxury yachts without propulsion,” explains co-founder Mathias May. “The hull and ‘sails’ are made of composites, while energy consumption, supply and distribution is comparable to a solar yacht. We strive to be as efficient as possible to get rid of diesel gensets in remote areas. It is no coincidence that our first customer for such a project comes from the Maldives.”

This ocean resort features a number of Alva Yachts floating eco holiday homes costing from €85,000 to €200,000

Meanwhile, two Finnish companies have developed a series of even larger floating structures whose near-total self-sufficiency allows them to remain offshore indefinitely. Architects Sigge and builder AdMares have turned the world’s largest floating villa (all 6,000m2 of it) in Abu Dhabi into an autonomous boat capable of tackling waves up to 1.2m.

By fitting a wheelhouse and three Rolls Royce US 55 FP azimuth thrusters with a total 750kW output, the villa can move itself around the sheltered waters of the emirate. An anchoring system at each end of the platform is equipped with whopping 38mm chain and 1,575kg anchors.

Off nearby Qatar, the Finnish firms have been hard at work installing 16 floating hotels with a total of 1,616 rooms, aimed at providing temporary accommodation for the huge influx of football fans due for the 2022 World Cup. With four storeys including a lounging area and a restaurant, each hotel can simply be towed to a new location after the tournament. The only restriction is the 4m draught.

This Oceanix concept sees hexagonal clusters of floating homes linking up to become towns with net zero emissions

Floating towns

Several orders of magnitude further up the scale and you reach floating towns. Some concepts, like Oceanix, are very serious attempts to expand the boundaries of human habitation to ‘the next frontier’. It is a consortium of companies focusing on the UN’s ‘New Urban Agenda’ with a plan to build homes on pods clustered in hexagons, in turn clustered into larger hexagons, and so on, up to cities of 10,000 people.

Their vision includes parks, arenas, restaurants, offices up to three stories high and built-in docking for solar-powered watercraft. Energy is harvested from waves, wind, sun as well as algae bioreactors and more to create a net-zero consumer, while food is grown on and under the city.

“We believe humanity can live in harmony with life below water – it is not a question of one versus the other,” says CEO Marc Collins Chen. “The technology exists for us to live on water, while nature continues to thrive under. Floating cities by design embrace all types of marine activities, so they are complementary to existing activities like fishing and sailing.”

Nomadia is a multi-deck craft for 3,000 guests. An alternative to cruise ship holidays, it features an internal marina and even beaches

The initial sites envisaged for a city are all on the fringes of the Tropics, from Japan to Thailand, and the structures are designed to withstand Category 5 storms.

A more Eurocentric view comes from two designers of cities on boats. French naval architect Sylvain Viau has developed an outline for a triangular craft measuring 372m in length, with a jaw-dropping beam of 369m. Across 12 decks moving at up to 5 knots, some 3,000 guests can be accommodated, along with lecture halls, meeting rooms, restaurants, shops, manmade beaches and an internal marina capable of berthing ten 100ft yachts.

Fun and games afloat

These giant ‘craft’ are nothing to do with loving the sea or even respecting the enivronment. “People are not interested in the sea, they are interested in casinos, cinema, fun entertainment,” Chen explains. “In my imagination, you welcome everybody on board in a nice location. The platform doesn’t move during the season, only in the winter, when it’s time to find a new spot.”

With yards promoting designs such as this BlackCat 50m, superyacht multihulls look set to be the next very big thing

At anchor, giant inlets like gills down each flank would channel waves into a generator to produce energy. And when it’s time to move, the boat raises its 300-tonne anchor and blows out its ballast tanks to reduce its draught from 20m to 11m.

Germany’s beiderbeck designs recently made headlines with the publication of a €500m concept catamaran called Galileo2, capable of berthing yachts up to 80m, and offering a fold-down restaurant and an open-air amphitheatre cinema. With a nod at managing greenhouse gas emissions, this small floating town would be powered by gigantic fuel cells, and would pioneer so-called marine thermal energy in yachting.

“You can use the temperature difference between the deeper and surface water,” explains Timo Hartmüller of beiderbeck. “Obviously, you need to be in deep water, but we designed the yacht to stow a 1km long hose on board.”

Some of these floating titans may never make it off the drawing board, particularly in view of the way that coronavirus has decimated the cruise ship industry. But the current is running hard towards extending communities above the waves, and whatever you may think of these concepts, be they luxury pads or modest holiday cabins, expect to see more of them coming to a stretch of coast near you.

Mobile pontoon

Multimarine near Plymouth is nearing completion of a 108ft x 28ft motorised platform called the Gweek Pontoon, which the owner plans to charter out for use as a mobile regatta and watersports base.

It is fitted with an anchor and windlass, as well as three 200hp engines, and includes a built-in hydraulic slipway. It is built from foam-core vinylester laminate and carbon fibre for light weight and a trifling draught of just 100mm.

First published in the September 2020 issue of Yachting World.

How to Build a Catamaran Boat? (Step-by-Step Guide)

Building a catamaran boat from scratch is a rewarding and challenging endeavor.

It takes a combination of skill, dedication, and hard work to craft a seaworthy vessel.

In this step-by-step guide, you’ll learn how to design and size your catamaran, gather the necessary materials, cut and assemble the pieces, lay fiberglass and apply epoxy, make finishing touches, add hardware and paint, and rig the boat.

With the right tools, planning, and patience, you can make your dream of sailing in a catamaran a reality.

Table of Contents

Short Answer

Building a catamaran boat requires a lot of patience and skill.

The first step is to choose the right materials for the hull, such as fiberglass, wood or aluminum.

Then, you will need to build the frame of the boat, which includes the crossbeams and the main hull.

After that, you will need to install the decking, the rigging, and other components.

Finally, you will need to paint and varnish the boat, as well as install the outboard motor and other accessories.

Design & Size Considerations

When it comes to building a catamaran boat from scratch, the first step is to determine the design and size of the boat.

This should take into account the intended use of the boat, such as sailing, fishing, or leisurely cruising.

The size of the boat will depend on the number of passengers and the type of activities the boat will be used for.

For instance, a larger boat may be needed if passengers will be standing or participating in watersports.

The design of the boat is also important and should be chosen based on the intended use.

If you are looking to build a sailboat, you will need a design that is optimized for sailing.

On the other hand, if you are looking to build a fishing boat, you will need a design that is optimized for fishing.

There are a wide variety of boat designs available, so it is important to research and choose the one that best suits your needs.

In addition to the design and size, you will also need to consider the materials used for construction.

The most common materials for building a catamaran boat are wood, fiberglass, and epoxy.

Each material has its own advantages and disadvantages, so it is important to research them and determine which one is best for your project.

Finally, you will need to consider the cost of the project.

Building a catamaran boat from scratch can be a costly endeavor, so it is important to have a budget in mind before you begin.

The cost will depend on the type of materials used and the complexity of the design.

It is also important to factor in the cost of any tools that may be needed for the project.

By taking into account the design and size, materials, and cost of the project, you can be sure to build a catamaran boat that meets your needs and budget.

With the right amount of patience and attention to detail, you can build your own catamaran boat in no time.

Gathering Materials

Gathering the materials needed to build a catamaran boat from scratch can be a daunting task, but it is essential for creating a sturdy and safe vessel.

Before starting the building process, it is important to have an accurate and detailed plan for the boats design and size.

Once a plan is in place, it is time to begin sourcing the necessary materials.

The most common materials used to construct a catamaran boat are wood, fiberglass, and epoxy.

When choosing wood, it is best to select a species of timber that is strong and durable, such as mahogany, teak, or cedar.

Additionally, the wood should be clear and free of knots, splits, and other defects.

Fiberglass is a lightweight fabric that is resistant to water and provides additional strength to the boats hull.

Epoxy is a waterproof adhesive that is used to seal the boat and ensure that it is watertight.

It is important to ensure that the materials are of high quality, as this will help to ensure the boats longevity.

Additionally, it is important to purchase the necessary materials in the correct amount and size.

Too little or too much of a material can be a costly and time-consuming mistake.

Finally, it is important to keep any leftover materials for future repairs or modifications.

With the right materials gathered, the next step is to cut the wood and begin the assembly process.

Cutting & Assembly

Cutting and assembly are the most important steps when it comes to building a catamaran boat from scratch.

The first step is to decide the design and size of the boat.

This will determine the type of materials you need to gather and the amount of effort that needs to be put into the project.

After deciding on the design and size, you will need to cut the wood to fit the design.

This includes cutting the wood to the desired size, as well as cutting any additional pieces that may be needed to complete the design.

It is important to ensure that all the pieces fit together correctly and securely, as any mistakes could lead to a weak boat.

Once the wood has been cut, it is time to assemble the pieces together.

This involves attaching the pieces together with glue, screws, and nails, and ensuring that the pieces fit together securely.

It is important to be careful and patient when assembling the pieces, as any mistakes could result in a weak and unstable boat.

Once the frame is ready, it is time to lay the fiberglass, and apply the epoxy to seal the boat.

This is an important step, as it will make sure that the boat is waterproof and durable.

Finally, you can add the finishing touches, such as the hardware, paint, and rigging.

With the right amount of patience and attention to detail, you can have your own custom catamaran boat in no time.

Laying Fiberglass & Applying Epoxy

When laying the fiberglass and applying epoxy, it is important to take your time and be precise.

Fiberglass and epoxy are key components of a catamaran boat, as they provide the strength and waterproofing necessary to keep the boat afloat.

Start by laying the fiberglass over the frame of the boat.

Make sure to cut the fiberglass to size and overlap the edges for a strong seal.

Once the fiberglass is in place, mix the epoxy and begin to apply it.

It is important to apply the epoxy in a thin, even layer to ensure a proper seal.

Make sure to move the epoxy around to get it into all the nooks and crannies of the boat.

Allow the epoxy to cure and then you can begin to add the finishing touches.

Finishing Touches

Once the frame of the catamaran boat is built, it is time to add the finishing touches.

This includes adding the necessary hardware, painting, and rigging the boat.

Hardware: Before adding the hardware, it is important to ensure that the frame is stable and secure.

Add the appropriate hinges, screws, and nails to the frame.

Make sure that the screws and nails are the correct size and do not exceed the recommended load capacity of the frame.

Painting: Once the hardware is added, it is time to paint the boat.

Choose a paint that is suitable for the materials used in the construction.

Make sure that the paint is applied evenly and that the frame is completely dry before applying the next coat.

Rigging: The last step is to rig the boat.

This involves attaching the sails, running rigging, and standing rigging to the masts and booms.

Make sure that the rigging is properly tensioned and secured.

Once all of these steps are complete, your catamaran boat is ready to sail.

Hardware & Paint

The last step in building a catamaran boat is to add the hardware and paint.

This step is often the most rewarding, as it is the finishing touch.

Depending on the design of your boat, there are various types of hardware you may need.

Some of the most common items are cleats, winches, fasteners, and decking.

After selecting the required hardware, you will need to install them on the boat.

It is important to use the correct type of screws and bolts, and to secure them tightly.

Once the hardware is installed, it is time to apply the paint.

The type of paint and color you choose will depend on the design of your boat.

It is important to use a high-quality marine grade paint that is designed to handle the extreme environment of the ocean.

If you are up to the challenge, you can add some custom artwork or detail to your catamaran boat.

Adding the hardware and paint is the final step in building a catamaran boat.

With patience and attention to detail, you can create a beautiful and unique boat that will last for many years.

Be sure to take your time and enjoy the process of constructing your own boat.

Once you have finished the frame, fiberglass, and epoxy of your catamaran boat, you will need to move onto the rigging.

This is a crucial step in the construction process, as it will keep your boat safe and secure on the water.

When rigging a catamaran, there are a few key components that must be taken into account.

First, you will need to determine the type of rigging you will be using.

Typically, catamarans use a combination of standing and running rigging.

Standing rigging consists of cables and lines that stay in a fixed position to provide stability and strength to the boat, while running rigging consists of lines that are used to adjust the sail and mainsheet.

Additionally, you will need to choose the right type of rope and hardware for your rigging setup.

The rope should be strong and durable, and the hardware should be made of stainless steel and be corrosion-resistant.

Once you have chosen the type of rigging and hardware, you can start assembling the rigging lines.

This process involves carefully measuring and cutting the lines to the proper lengths, and then attaching them to the mast and boom.

Depending on the type of rigging setup, you may also need to attach the lines to the hulls and deck.

It is important to inspect the rigging lines and hardware regularly to ensure that everything is secure and in proper working order.

Rigging a catamaran boat can seem like a daunting task, but it is essential for the safety and comfort of your vessel.

With the right tools, materials, and attention to detail, you can successfully and safely rig your catamaran boat.

Final Thoughts

Building a catamaran boat is a rewarding experience that requires patience and attention to detail.

With the right plan, materials, and steps, you can build your own boat in no time.

Now that you know the basics of how to build a catamaran boat, why not grab your tools and get started on your very own project? With the right motivation and dedication, you can make your dream of owning a catamaran boat a reality.

James Frami

At the age of 15, he and four other friends from his neighborhood constructed their first boat. He has been sailing for almost 30 years and has a wealth of knowledge that he wants to share with others.

Recent Posts

When Was Banana Boat Song Released? (HISTORICAL INSIGHTS)

The "Banana Boat Song" was released in 1956 by Harry Belafonte. This calypso-style song, also known as "Day-O," became a huge hit and remains popular to this day for its catchy tune and upbeat...

How to Make Banana Boat Smoothie King? (DELICIOUS RECIPE REVEALED)

To make a Banana Boat Smoothie King smoothie at home, start by gathering the ingredients: a ripe banana, peanut butter, chocolate protein powder, almond milk, and ice. Blend the banana, a scoop of...

Professional BoatBuilder Magazine

An aluminum expedition catamaran.

By Dieter Loibner , Apr 5, 2022

With 110′ LOA, a 35′ beam, and 45′ (33.5m, 10.6m, and 13.7m) of bridge clearance, the H-2 catamaran seeks to make a case for U.S. custom boatbuilding.

Hauling toys beyond the horizon is the raison d’être for a rugged go-anywhere catamaran designed and built in the U.S., a notable exception in the world of big yacht projects.

Gunboat might have left town, but there’s another big catamaran under construction in its old facility in Wanchese, North Carolina. It’s called H-2 , short for Hippocampus 2 , a stout 110-footer (33.5m) that liberally and intentionally quotes from the expedition/workboat vernacular. It’s built from aluminum and was conceived to go to the back of the beyond, where adventure beckons and Vessel Assist doesn’t operate. Aside from commodious and cushy accommodations, the boat offers grid autonomy, ocean-crossing range, and cargo capacity to match the mission of hauling a 26 ‘ (7.92m) tender, a 17 ‘ (5.8m) skiff, a two-person submarine, a four-seat ATV on the main deck, and a small helicopter on the flight deck aft.

The boat was commissioned by Brian Schmitt, 67, a real  estate executive in the Florida Keys, who pilots his own plane to commute to the Bahamas, where he keeps Hippocampus , his current 57 ‘ (17.37m) cold-molded wood/epoxy catamaran. I asked him about the jump from 57 ‘ to 110 ‘ . “I never thought I’d have the ability to do that in my own boat until probably the last few years,” he replied, adding that “it would be 120 ‘ [36.58m] if I had to do it today.”

Its predecessor, Hippocampus, built in wood/epoxy, was launched in 2003. At 57′ (17.37m), it is about half as long as H-2, but with 22,500 miles under its keels, it was a useful starting point for designing the new vessel.

Wearing shorts and a shirt with the new boat’s name and logo to our meeting, Schmitt talked openly about his project, which he manages as attentively as his real estate brokerage with 130 agents. Communication is his thing, responding to e-mail questions in near real time (in ALL CAPS) and talking to contractors directly. No project manager.

A passionate diver who habitually explores remote and exotic locales, Schmitt said he was happy with the first Hippocampus , which has three staterooms and cruises at 15 knots on twin 370-hp Yanmars. “It was the vehicle that got our 17 ‘ tender wherever we needed it.” But running the little boat 60 or 70 miles a day lost its charm. “One of the things I wanted was a twin-engine tender that would have more room for dive gear. That ended up being a 26 ‘ Calcutta, so I needed a bigger mother ship.”

With accelerating climate change, the carbon footprint of ships and large yachts is under scrutiny, but hydrocarbons still win when speed, range, and payloads are priorities. While H-2 doesn’t break the mold there, Schmitt pointed to the project’s virtues as a U.S. domestic build. “You can’t complain about global warming when you’re flying around in your G500 jet that’s contributing more CO2 emissions than anybody else in the world,” he said. “You can’t complain about all the boats being built in Germany, The Netherlands, and Italy, and then go buy a boat [there].” Schmidt wanted to build locally, keeping jobs and money in the U.S. Besides, he noted, this approach simplified communications and enabled him to personally check on progress during COVID. Perhaps most importantly, he could pick a team of trusted and compatible mates to turn his dream into a boat.

The vast build hall left vacant when Gunboat left Wanchese, North Carolina.

He selected John Marples, a fellow pilot, inventor, and multihull specialist for the design and Felix Herrin to build H-2 . Both men had worked for him on Hippocampus , and their familiarity helped when meeting today’s challenges, such as damaging trade tariffs that drove up aluminum prices, and a pandemic that killed millions, wreaked havoc on global supply chains, and caused labor shortages in industrial sectors. These factors have conspired to delay H-2 ’s launching by roughly two years and counting.

Advantage Aluminum

A key decision early on was to build in aluminum, which promised a robust structure but required extra steps to deal with corrosion and noise mitigation. “Construction was reduced to something simple—a V-bottom deadrise model, stretched out,” Marples explained. “There wasn’t any benefit to round bilges on an aluminum boat. You’d have to add internal structure to support the flat panels, and it drives the cost and difficulty of construction way up. We’re talking about a speed-to-length ratio of 2 or less, which is not a big deal. His current boat would do a speed/length of about 3, so the extra length means that you’re never really pushing the boat that hard, so shape was not a huge consideration.”

Marples and Herrin go back at least three decades to their mutual acquaintance with naval architect and boatbuilder Dave Dana, who assisted Marples with the hull design for Admiral Pete , a catamaran passenger ferry still serving Puget Sound. Herrin works with different construction materials, but having built crew boats for Petróleos de Venezuela (PDVSA) at Sea Force in Palmetto, Florida, he has spent considerable time with aluminum.

Taking a break during IBEX 2021 are builder Felix Herrin (left) and owner Brian Schmitt. H-2 is their second joint project with designer John Marples.

The structural components on H-2 are 5083-H32 alloy aluminum plate and extrusions of 6061-T6 alloy. Scantlings, materials, and weldment comply with the American Bureau of Shipping’s (ABS) 2016 design guidelines for pleasure motoryachts. Hulls and wing structures have transverse frames and bulkheads spaced on 36 “ (0.91m) centers. Those frames are supported by substantial centerline vertical keels (CVKs) welded atop twin 3 “ x 8 “ (76mm x 203mm) solid extruded-aluminum-bar keels. Intermediate subframes in the forward and aftermost hull compartments strengthen the hulls for operating in ice. Schmitt indicated he wants to traverse the Northwest Passage. For the same reason, there’s 3⁄8 “ (10mm) plate running the length of the boat above and below the waterline.

The topside and underwing plating is primarily ¼ “ (6mm), with areas of 5⁄16 “ (8mm) to strengthen slamming zones in the bow. The main deck plating is also 1/4 “ while the foredeck plate is specified at 5⁄16 “ . The bottom plating is 5⁄16 “ in the aft two-thirds of the hull and 3⁄8 “ forward. “We built all the frames and bulkheads first, then scarfed together the keel sections [and] lined those up on the bunks that we built on,” Herrin explained. “We welded the CVK on top of the keel, then started installing frames.”

Hulls and wing structure have transverse frames and bulkheads on 36″ (0.91m) centers. The hulls are supported by centerline vertical keels.

Herrin said he changed aluminum suppliers midway through the project, sourcing from Bayou Metal Supply , an ISO 9001:2015–certified distributor in Slidell, Louisiana. “We sourced the material from Greece and from domestic suppliers,” said Taylor Smith, who handles Bayou’s sales. Tariffs, he said, did not slow down business much, but the aluminum cost more. “Felix sent cut files. We had the material in inventory, we cut it, processed it on a router, and shipped it on time. Everything flowed well.”

Naval and structural engineering and detailing was contracted out to Van Gorkom Yacht Design in Portsmouth, Rhode Island. “My first responsibility was looking at structures,” Geoff Van Gorkom said. “Given that this is an aluminum yacht, we can do literally all the structures in 3D and have all the metalwork precut before it came into the yard. All the frames and longitudinals and all the primary structure were precut, which saved huge amounts of time.” Van Gorkom said he uses Rhino 3D and some of the numerous modules such as Orca 3D for hydrostatics and hydrodynamics, and 2D AutoCAD to produce construction details.

Helping save time and money, 3D-modeling allowed frames, longitudinals, and the primary structure to be cut before being sent to the building site.

Van Gorkom observed that H-2 is not a fussy high-performance vessel that needs minimum weight to achieve maximum speed. Besides ABS guidelines that address torsional loads in catamaran structures, he also consulted A.L. Dinsenbacher’s paper “A Method for Estimating Loads on Catamaran Cross-Structure” ( Marine Technology , Vol. 7, No. 4, October 1970) to estimate load conditions in beam and quartering seas. “This is going to be a very stiff boat. It’s going to be a very strong boat simply because it has to be, and that was one of the criteria that Brian put out there right from the very start of the project. The boat is sturdy and stout, a strong expedition yacht.”

Van Gorkom also engineered the setup for a folding deck crane housed under a flush hatch in the helideck on the port side to launch and retrieve the two-man submarine or the ATV. “It’s basically an enclosure that opens up, so the crane extends out,” he explained. “It comes up on a telescoping pipe to swing out and pick up something from the side of the boat.” It required support from beams on each side of the crane and cutting a slot in the helideck for the lifting bridle so the loads can move inboard or outboard. On the starboard side, the 5,500-lb (2,492-kg) Calcutta tender is an even heavier load moved by twin overhead beam cranes. The 17 ‘ Twin Vee is launched and retrieved from the foredeck with a 2,500-lb-capacity (1,153-kg) crane.

Catamarans are known to be weight-sensitive, so how will H-2 handle the weight of all the toys and high superstructure? The arch over the flybridge is 33 ‘ (10.05m) above waterline, Van Gorkom confirmed. “Add another 10 ‘ [3.05m] for the radar, mast, etc., so a comfortable bridge clearance would be around 45 ‘ [13.7m].” Marples conferred with Van Gorkom about the effect of the added weight on the center of gravity, which was deemed “almost imperceptible,” Marples remembered. A quick calculation suggests that a 5,500-lb deck load is equal to only 1.57% of a full-load displacement given as 350,000 lbs (158,550 kg).

High Power, Low Noise

Van Gorkom hired engineers at HydroComp to evaluate the design’s hydrodynamics and propulsion systems, including the influence of hull-shape parameters and demi-hull spacing on resistance. HydroComp also offered a speed-power prediction to aid with engine selection and recommended optimum shaft rpm and propeller parameters. Technical director Donald MacPherson, who prepared the report, outlined the process and findings: “Particularly interesting for this project was the use of its novel analytical distributed volume method [ADVM] for the vessel’s resistance modeling. This 2D technique (between parametric methods and CFD) uniquely allows for assessment of the influence of local sectional area curve regions (such as ‘shoulders’ or inflections) in wave-making drag. It also directly evaluates the effects of catamaran hull spacing.” HydroComp helped optimize the hulls by identifying the regions that contribute most to wave-making drag, and securing a 3% reduction in total drag at the design speed by making what MacPherson called “very minor changes to the immersed volume distribution.”

Rob Ayers works on the installation of the starboard engine’s Evolution Marine Shaft System that will be fitted with a 36″ (0.91m) five-blade propeller.

That simulation was mapped to benchmark performances of four similar catamarans, and the process was run for two design variants, followed by a propulsion simulation for partial-load conditions. The hull-spacing study concluded that the originally designed 35 ‘ (10.7m) beam remained suitable despite the boat being 20 ‘ (6.1m) longer than originally drawn. The chosen propulsion system comprises two MTU 10V 2000 M96, 1505-mhp diesels with ZF 3000 flange-mounted marine gears, providing an estimated top-speed range of 20–22 knots, cruising speeds of 12–15 knots, and 10–13 knots for long-range voyaging. Actual performance will be established during sea trials.

The recommended propeller specifications developed by HydroComp were for five-blade models with 36 “ dia­meters. HydroComp applied Prop­Elements, a wake-adapted propeller-analysis tool, to determine the advisability of installing a nozzle or shroud to restrict transmission of pressure pulses to the hull and to create a more uniform inflow. This would reduce interior noise but would increase appendage drag and power demand. Schmitt said he will wait to see if cavitation or prop noise is an issue before making a final decision.

He invested heavily in noise and vibration mitigation, knowing that an aluminum boat won’t provide the natural sound-dampening of a wood/epoxy structure like that of his first Hippocampus . Consulting with Soundown of Salem, Massachusetts, Schmitt wanted to replicate what worked well on his old boat, starting with the Evolution Marine Shaft System, in which the prop shaft runs in an oil-filled tube and uses roller and needle bearings instead of standard water-lubricated bearings. “You have a lot less shaft noise, but one of the primary benefits of an integral thrust bearing is that it transmits all the thrust directly into the hull, as opposed to pushing on the gearbox or the engine and gearbox combination,” said Sam Smullin, Soundown’s marketing and quality assurance manager. “It allows for a much softer engine mounting, so you reduce the noise from the shaft itself and get a much quieter engine installation, which reduces structure-borne noise.” Because of the relative weight sensitivity of catamarans, Smullin said, “it’s particularly important to do a really good job on the driveline.” His father, Joseph Smullin, president of Soundown and J&A Enterprises Inc., an engineering firm for noise and vibration control, estimated that this could reduce driveline noise levels by 5 dBA to 10 dBA compared to a conventional system.

Clemente Perez, one of Herrin’s build crew, works on the interior. The extensive sound and thermal insulation includes foam sprayed into the cavities.

Soundown also looked at the two 38-kW Northern Lights gensets, which have double-isolation mounts to reduce structure-borne noise. The firm also recommended structural changes to ensure that the mount foundations were as stiff as possible.

Energy from propulsion or generator engines invariably transmits to the boat structure and then resonates through big, flat panels like bulkheads, decks, ceilings, and liners, causing the familiar vibrating rattle. To dampen those vibrations, Herrin said he used Roxul, a lightweight, semi-rigid stone-wool insulation for fire resistance and sound control. His crew also sprayed cavities with Dow Froth-Pak, a quick-cure polyurethane foam for thermal insulation, and installed Sylomer (a microcellular PUR-elastomer) between the structural components and the floors, walls, and panels. “We glued the Sylomer, which is kind of a spongy foam, to the structure of the boat, and then the plywood of the subfloors and walls are glued to that,” Herrin explained, adding that this created a floating interior without any fasteners.

The plywood, called QuietCore, is a composite sandwich panel comprising marine plywood skins and an acoustic damping layer that converts acoustic energy into small amounts of heat that are dissipated. Soundown claims that an 18mm (0.7 “ ) QuietCore bulkhead can reduce noise transmission by up to 10 dBA, an audible reduction 50% greater than with regular marine plywood of equal thickness.

Electricity for a Small Town

Going off grid on H-2 does not mean anyone will suffer, as long as the electrical system keeps powering the boat’s myriad house loads—hydraulic Maxwell windlasses and thrusters; a Webasto air-conditioning system; two full-size stand-up freezers, two refrigerator freezers, and two under-counter refrigerators in the galley, all by Vitfrigo; Krüshr compactors for recyclables and garbage; Headhunter sewage-treatment system; Alfa Laval fuel-polishing system; two FCI watermakers; a complete set of Garmin navigation electronics with full redundancy; and a Böning vessel control and monitoring system.

Two Northern Lights 38-kW gensets are the heart of H-2’s AC system, which also includes a 37-kW Atlas inverter to connect to shore power in foreign ports.

Much of the AC side was designed and specified by Ward’s Marine Electric in Fort Lauderdale, Florida, in cooperation with OceanPlanet Energy of Woolwich, Maine, and principal Bruce Schwab, who helped design and integrate the DC components. “Today there’s a big trend in the industry to use shore-power converters as inverters and superlarge lithium-ion battery banks to provide power, at least temporary power, for major loads like air-conditioning, chiller plants, and things like that,” said Ward Eshleman, chairman of Ward’s Marine Electric. “So, rather than using only smaller inverters and synchronizing them and stacking to get additional kW, the trend for the larger vessels is to use shore-power converters as inverters. There is an inverter bus in the main switchboard.”

True to its go-anywhere mission, H-2 was fitted with an Atlas 37-kW inverter to connect to shore power in places that do not serve 60 Hz, 240V single-phase power. “We can take anything from 90V to 400V and pretty much anything from below 50 Hz to the 60 Hz and single- or three-phase,” Herrin explained.

Eight GTX24V315A-F24 lithium-ion batteries from Lithionics are split between a house bank that can run all DC loads for at least 24 hours, and an emergency bank to operate critical DC loads—display screens, radios, nav lights—for 24 hours. The boat is equipped with 10 Solara Ultra-S 160W panels paralleled in two groups of five each, connected to two Victron SmartSolar MPPT 100/50 solar controllers to charge the house bank. Given enough sunshine, solar and battery power should be “capable of running lights and refrigeration but not air-conditioning or heating,” Schmitt said. “Since we will likely spend most of our time in the tropics, we did not believe that solar power alone could do the job we needed.”

OceanPlanet Energy specified four Victron Buck-Boost DC-DC converters, two for each engine, to help charge the house bank from the starter batteries without having to modify the engines’ stock alternators, which would have voided the warranty. “The converters activate based on the input voltage from the starting batteries,” Schwab explained. “With lower rpm, the alternators would not produce enough current to feed both converters without the starting-battery voltage dropping, turning the converters off. Then the voltage will rise, the converters turn on again, drop the voltage, turn off…over and over. Staggering the input voltage cut-in, hopefully starting the converters one at a time, will more smoothly supply power to the house bank across the engine/alternator rpm range.”

OceanPlanet Energy specified the DC system including DC/DC converters and hefty battery banks to power house loads and critical electronics.

There are two 4,500-watt 240V split-phase engineroom-ventilation fans connected to two Victron Quattro 5-kW 24V inverter-chargers configured for 240V/120V split-phase AC loads. They can accept AC inputs from two sources (shore power or generators) and automatically connect to the available source. “In the event of a grid failure or power disconnect, they take over the supply to the connected AC loads by inverting from the Lithionics house-battery bank,” Schwab said.

“It’s more complicated than that,” according to Herrin. “Typically, we’re going to be operating with the A-bus and the B-bus tied together, so we can power everything with one generator. The B-bus actually passes current through the Victron inverter-chargers on its way to the load. We have the ability to split the A-bus and the B-bus and run the A-bus on one generator and the B-bus on the other in the few instances we’re exceeding the capacity of one of the generators. If we lose both generators, then the essential loads are still going to be carried,” meaning engine vents or water pumps.

Redundancy and emergency backups also figured largely in the deliberations of John McKay, manager of the Switchgear Systems Division at Ward’s Marine Electric and point man for this project.

One of his challenges was limiting the voltage drop in the estimated 53 ‘ (16.2m) cable run between engines, which in an emergency allows the starboard engine to be started from the port battery and vice versa. “For a starter group, you can allow a 20% voltage drop,” McKay said and noted that starting the engines requires 720 amps, while the gensets needed only 200 amps. “I was keeping the 720-amp current between 7% and 11% voltage drop, getting up to some pretty good-sized copper. Some sections of the run were 240mm2 [500MCM] cable.” Knowing that the boat is capable of going to high latitudes, McKay recalled his youth and the frigid winter mornings in Massachusetts, “where you can crank a diesel all day long at a low rpm, and it’ll never start. You just need to turn it over one or two times at a higher rpm, and it’ll be running. So, I was making certain that the starter was going to crank at the highest rpm possible and not lose it all to voltage drop.”

Protecting Assets and Finishing the Job

No matter how fast or how far H-2 will travel, corrosion caused by galvanic current between dissimilar metals, by stray currents or by electric fault, is an enemy that needs to be kept in check. That’s the calling of Ted Schwartz, who runs Electro-Guard (Mount Shasta, California). He’s one of the country’s foremost experts on cathodic protection, and also served on ABYC’s E2 Cathodic Protection Project Technical Committee.

“We designed the system and supplied all the equipment and steered them through the installation,” Schwartz said. It’s a 15-amp impressed-current-cathodic-protection (ICCP) system, model 715 A-2, with three anodes and two reference cells. Regarding the boat’s Evolution shaft system with driveshafts running inside an oil-filled tube, Schwartz said: “It was a real challenge because you can’t actually make contact with the propeller shaft on the inside of the boat.” He consulted with Soundown and found a solution. “At the coupling on the inboard end of the tube, a bit of the shaft stuck out through the seal,” Swartz said. “There’s this coupling that Soundown built that fastens to the shaft, and we asked them to provide a surface on that coupling where we could put our silver slip rings on [to provide an electrical connection] to protect props and shafts.”

Every anode can deliver up to 5 amps of current using its own current controller that receives a signal from the main controller, which determines exactly how much current each anode will put out. The entire system consists of three anodes, three current controllers, the main controller, and a separate monitoring station connected to the controller by signal cable. Later, Schmitt also ordered a backup system employing aluminum sacrificial anodes.

On catamarans, the company installs a reference cell aft near the prop of each hull, and an anode on the aft section of each hull, and one anode amidships on the inboard side on one hull.

Chromate, two layers of epoxy, copious amounts of fairing compound, and various primers rendered the surface fair and ready for a yacht-quality paint job.

At the time of this writing, the vessel had been shot with chromate and two layers of epoxy before approximately 500 gal (1,893 l) of fairing compound and 325 gal (1,230 l) of various primers rendered the surface fair and ready for a yacht-quality Alexseal paint job with 35 gal (132.5 l) light ivory, 24 gal (91 gal) stark white, and 2 gal (7.6 l) cordovan gold. Parallel to the exterior, construction was on the home stretch with installation of the crew quarters and the saloon overhead. On the systems side, pressure checks were performed for hydraulics and plumbing.

Since H-2 is a much larger and more complex vessel than the original Hippocampus , with a multitude of systems that need to be managed, monitored, and maintained, I was curious how many crew Schmitt was planning to hire to help run his new boat. He said he consulted with captains and headhunters, and “the consensus is three or possibly four at most. I just completed my 100-Ton Masters and will build time on the new boat as well. We won’t charter and are not accustomed to being cooked for or served or having our beds made and all that. So mostly I’m looking for a qualified captain and engineer to maintain the systems.”

Little surprise that a hands-on operator like Schmitt does not want to cede too much of the game he loves to play. But as big, bold, and broad-shouldered as H-2 will be when she finally emerges from the old Gunboat shed in Wanchese, the proud owner is quick to remind anyone that it’s still “a vehicle to get the toys wherever.”

H-2 : The Designer’s View

H-2 ’s owner, the adventurous Brian Schmitt, has dived into deep caves to see submerged caverns, hand-fed large sharks that would normally view him as food, and spent years in his off-time exploring Caribbean archipelagos in Hippocampus, his current 19-year-old 57 ‘ (17.4m) power catamaran. Nearing retirement age, he gave the order for his “ultimate” yacht.

The foldable hydraulic deck crane to launch and retrieve a two-man electric submarine or an all-terrain vehicle required cutting a slot in the helicopter deck for the lifting bridle.

The first talk about the new design was between the owner, the builder, and me. As we discussed the mission of the boat, it became clear that it would fall into the category of expedition vessel with more guest staterooms, more range, and more room for equipment than his old boat. Brian defined the function of the vessel as a carrier for a 26 ‘ (7.92m) twin-outboard catamaran, an outboard skiff, a small car, and a small helicopter, which needed a flight deck. This vessel was to be used with family and guests while also serving as an operations base for outbound travel by air, land, or sea.

Aside from commodious accommodations, a key requirement was comfortable motion on rough seas. This was to be a catamaran, like his current boat, which offers extensive real estate afloat in a seagoing vessel. The only restriction for the new design was a beam no greater than 35 ‘ (10.6m) to fit the largest Travelift.

The trade-off for overall beam width involves room versus roll motion. A wider catamaran responds more quickly to roll in seaways but with less amplitude, whereas a narrower beam rolls more slowly with slightly more amplitude. The slower roll is preferable as long as overall roll stability is maintained. Roll in catamarans is unlike roll in single-hulled vessels. Because the vessel is supported by two buoyancy chambers (hulls) with distance between them, motion has little to do with roll inertia, but rather with response of the hulls to the seaway. Each hull responds to a passing wave independently by heaving (up/down) and rolling, which is a circular motion around the center of gravity (CG) that translates to lateral motion when standing above the CG, especially high up on the bridge. Power catamarans, unlike sailing catamarans, do not require wide hull spacing to generate righting moment (to support a sail plan), so they can have closer hull spacing, which still preserves sufficient stability, slows wave-response roll characteristics, and takes up less space in port.

One of the expected routes for this vessel is the Northwest Passage over the top of North America. Boats venturing there can expect floating ice, so we added thicker hull plating at the waterline and an ice-separation chamber on the cooling water intakes. We also designed the hull to give the propeller protection by positioning it behind a deep canoe-stern afterbody with no exposed shaft. A rudder horn, below the propeller extending aft from the hull, adds support for the rudder and protection for the prop. This configuration is useful as a hedge against the possibility of grounding. In fact, this boat can be careened on the beach between tides if necessary for repairs. The hull includes a strong, deep, vertical keel structure that allows for blocking anywhere along its length.

Speed and range became the largest determinates of the design. A maximum range of 4,000 miles at 15 knots (enough to cross the Atlantic Ocean) was proposed. Catamarans are easily driven at modest speeds due to lack of significant wave resistance by narrow hulls. A preliminary speed prediction analysis showed that we would be in the ballpark with about 1,400 hp (1,050 kW) and 5,000 gal (18,925 l) of diesel per hull. The final installed fuel capacity is 12,500 gal (47,313 l).

The general arrangement plan shows crew quarters in the hulls, three guest cabins, office, saloon, and galley on the main deck and owner’s suite on the bridge deck level.

A totally new design normally goes through a lengthy proposal and critique cycle between designer and client, especially if the client is knowledgeable and involved. The vessel’s first iteration started at 90 ‘ (27.43m) LOA, but it became evident that it needed more length to relieve a number of ills. After adding 10 ‘ (3.05m) we saw improvements, but it wasn’t until the 110 ‘ (33.5m) length proposal that we felt all the requirements had been satisfied: more slender hull shape, more open interior space, and better placement of machinery and tankage. The flight deck for the helicopter became larger, and the forward superstructure fairings gave the boat a sleeker look. And at 110 ‘ we achieved an efficient length versus waterline beam ratio that reduced wave drag and fuel consumption at the target cruise speed.

While beam remained at 35 ‘ , lightship displacement increased significantly to 230,000 lbs (104,190 kg). Accommodations now include crew quarters for four persons in the bows; three double guest cabins and a ship’s office forward; a large saloon amidships with adjacent galley, and a dive and a storage locker aft on the main deck. The upper deck is arranged with a full-width-bridge steering station forward, protected by a Portuguese bridge, and a master stateroom with en suite bathroom aft. The flight deck extends aft of the master stateroom. Access to the upper deck is by either a staircase from the foredeck, an interior staircase adjacent to the ship’s office, or by stairs from the starboard side deck.

The largest variable weight on the boat is fuel, so the tankage is located amidships to minimize its influence on trim. Engine and machinery rooms aft of the tankage take up the remaining spaces all the way to the transoms. Other amenities include a utility area aft of the crew quarters port side with storage and washing machines, and a walkway through the tank spaces and enginerooms to the boarding decks at each transom. Another late addition is the flying bridge to aid with shallow-water operation by improving the vantage point to see coral heads and other obstructions. Its protective bimini serves as a mounting platform for lights and antennae.

—John R. Marples

Read more Construction , Design , Drawing Board , Yards articles

• Gunderson Marine Pays Welding Students

Gunderson Marine of Portland, Oregon, recently side-launched Makani Loa, a 438‘ x 105‘ (133.5m x 32m) container barge for Lynden/Alaska Marine Lines from its 58-acre (32.5-hectare) manufacturing site in the industrial area north… Read more »

• Noise Reduction with QuietRide Sound Shield

From Ray Hunt Design comes a timely answer to the growing menace of outboard motor noise.

Stitch-and-Glue Canoe

As renowned wooden boat designer and builder Sam Devlin transitions into the calmer waters of his career, he’s handing the reins of Devlin Designing Boatbuilders to his son McKenzie and… Read more »

Recent Posts

• AkzoNobel’s Awlgrip brand launches revolutionary 3D Color Visualizer for boaters and professionals
• CTM Marine Prepares for Summer 2024
• Crushing the Marine Canvas Crunch
• Companies (89)
• Construction (111)
• Design (165)
• Drawing Board (11)
• Education (27)
• Environment (16)
• Events (22)
• Materials (52)
• Obituary (18)
• People/Profiles (49)
• Products (17)
• Propulsion Systems (33)
• Racing (17)
• Repair (37)
• Rovings (322)
• Short Cuts (3)
• Sponsored Partner News (18)
• Systems (80)
• Task Sheet (1)
• Uncategorized (27)
• Wood to Glass (7)

ProBoat.com Archives

Projects: Constructing a 40ft catamaran with WEST SYSTEM epoxy

Work doesn’t necessarily slow down after retirement, as engineer Martin Ellison proved when he left his teaching post at the age of 59 and set about building his first boat. What started as some prompting from his wife to find a meaningful project evolved into the idea of building a 40ft catamaran. Martin tells epoxycraft how it all came about.

I have always loved being on or near the water and wanted to have a boat of my own. As someone who has renovated a few houses in the past, I wasn’t daunted by the idea of building a wooden boat from a set of plans, although I’m not sure it was the scale of project my wife had in mind!

I chose to build a catamaran because I wanted the space and stability; preferring a power cat, I searched online for some designs and went for the Skoota 36 ( Woods Designs ). This is a relatively simple timber and plywood design sheathed in fibreglass, although I have slightly modified the design to increase the length to 40ft so that I could enlarge the accommodation space in the hulls.

When I began in earnest in September 2014 I didn’t even have a boat shed, so that was the first project. It was ready for action by March 2015 and I have been steadily working on the boat for the past nine months.

I’ve used WEST SYSTEM  epoxy all over… and found its strength and versatility to be ideal.

For the build I’ve used WEST SYSTEM® epoxy all over – jointing, filleting, waterproofing and sheathing and have found its strength and versatility to be ideal for this project.

I’ve mainly used WEST SYSTEM 105 Epoxy Resin® with WEST SYSTEM 205 Fast Hardener® . In addition, I’ve combined the epoxy mix with WEST SYSTEM 403 Microfibres and WEST SYSTEM 409 Microsphere Blend® to ensure all the gaps have been thoroughly filled. When it came to sheathing, I used 300g and 600g Episize™ Biaxial Fabric and 300g woven WEST SYSTEM 787 Aramid Fabric® to provide extra protection below the waterline.

The boat build so far has taken just over 1100 hours. It’s a big boat and there’s a lot of work – mainly woodwork – involved in completing each stage. I’m enjoying it though, it’s very rewarding and most of the build has gone pretty smoothly.

As luck would have it there is another Skoota 36 being built in Canada which is about one year ahead of me and the owner has very kindly shared his build photos, which has been a great help. People say it looks very difficult but in practice it isn’t – it’s simply a case of following the plans and having the confidence to get on with it.

There’s still a bit of a way to go but I’m really looking forward to turning over so we can finalise the internal layout and then getting her in the water and cruising in her.

Our thanks to Martin Ellison for sharing his story. We wish him well and will be following him closely as he completes his build.

If you would like more information about this project you can follow the build on https://my-new-cat.weebly.com

Back to projects

How Are 1930’s Narrowboats Restored?

What Sets ‘SeaFinish Creations’ Apart in The Marine Industry?

What is an Exotherm?

The designs where there is a YELLOW BACKGROUND are the designs for which CUTTING FILES are available.         SEE STUDY PLANS FOR NEW LARGE FLYBRIDGE VERSION.                                                                      - for additional information   HOME / INDEX PAGE   The global authority in superyachting NEWSLETTERS Yachts Home The Superyacht Directory Yacht Reports Brokerage News The largest yachts in the world The Register Yacht Advice Yacht Design 12m to 24m yachts Monaco Yacht Show Builder Directory Designer Directory Interior Design Directory Naval Architect Directory Yachts for sale home Motor yachts Sailing yachts Explorer yachts Classic yachts Sale Broker Directory Charter Home Yachts for Charter Charter Destinations Charter Broker Directory Destinations Home Mediterranean South Pacific Rest of the World Boat Life Home Owners' Experiences Interiors Suppliers Owners' Club Captains' Club BOAT Showcase Boat Presents Events Home World Superyacht Awards Superyacht Design Festival Design and Innovation Awards Young Designer of the Year Award Artistry and Craft Awards Explorer Yachts Summit Ocean Talks The Ocean Awards BOAT Connect Between the bays Golf Invitational Boat Pro Home Superyacht Insight Global Order Book Premium Content Product Features Testimonials Pricing Plan Tenders & Equipment X-Plorer Yachts reveals 40m catamaran concept Project Orion Australian shipyard X-Plorer Yachts has revealed a 39.9-metre catamaran concept, known as Project Orion.  Commissioned by a "northern hemisphere investor", the custom project is over two years in the making and is currently in the process of selecting an Australian-based builder.  Built in aluminium, the catamaran's "rugged and understated" exterior is courtesy of Misha Merzliakov, who took inspiration from his 52-metre concept Eva . Naval architecture will be completed by Periscope Naval Architects, while the project is being personally overseen by X-Plorer Yachts founder and former yacht captain Juan Koegelenberg. Accommodation is for up to 12 guests and nine crew in a layout that caters to a "multigenerational family" as well as frequent charter usage, according to X-Plorer Yachts. Her interiors are also designed by Misha Merzliakov, furnished with monochromatic furniture, warm integrated lighting and marble accents for a contemporary but casual feel. Renderings reveal a main saloon with a pentagonal bar as its centrepiece, flanked by U-shaped sofa seating and a 12-person dining table.  On-deck highlights include an open-air "cigar lounge" forward of the main deck, a fully compliant helideck, storage for a BRIG Eagle 8 and BRIG Eagle 6 and an eight-metre tender lift platform, located aft on the centreline between the hulls.  While full specifications are yet to be disclosed, the yacht has been designed to "explore the Pacific for extended periods" per the investor's request. More stories Most popular, from our partners, sponsored listings. Racing Sail Boats Racer/Cruiser Sail Boats Cruising Sail Boats Power Boats Super Yachts Refits & Restoration Composite Solutions Metal Works Performance Analysis Forensic Engineering Appendage Refits Project Detail Specifications: Length overall 110 ft 33.5 m Waterline 106 ft 32.3 m Beam overall 35 ft 10.6 m Draft, full load 5 ft 1.5 m Estimated dry displacement 216,000 lbs 97,981 kgs Estimated full load displacement 315,000 lbs 142,883 kgs Passenger capacity 12 – 14 persons Crew capacity 4 – 6 persons Power (2) MTU 10V2000-M96, 1505 MHP diesel w/ZF3000 Flange Mounted Marine Gears Top speed 20 – 22 knots Cruise speed 15 – 18 knots Long range cruise speed 10 – 13 knots Fuel capacity 12,000 gallons 54,800 L Water capacity 1200 gallons 5480 L Range 4800 Nm @ 13 knots Request More Information " * " indicates required fields Design Criteria H2 is a handsome 33.5 meter aluminum power catamaran designed by Marples Marine and is being built by Catman Cats. It has been conceived for both luxury cruising and long-range expeditions to remote areas of the world including ice belt regions. The twin hulls will provide an incredibly stable and comfortable platform for passengers and crew, while the slender hull forms are designed for maximum fuel efficiency and to reduce wave making drag. The 5 foot draft will allow the vessel to enter most anchorages and the high underwing clearance is designed to allow full speed operation in moderate sea conditions with a full load. Construction of an Aluminum Power Catamaran Van Gorkom Yacht Design was brought into this project to engineer and detail the yacht’s structures . All structural components, plating, frames and foundations have been modelled in 3D so as to precisely gauge their geometry for the cutting files sent to the mill. This has allowed the builder to efficiently erect and weld up the structure months ahead of the building schedule. The model has also been key in accurately determining overall construction weights and their distribution. H2’s robust construction has been engineered for potential operations in moderate ice conditions with the emphasis on extra framing and strengthened ice belts. It will be of aluminum plate (alloy 5083-H32) and extruded shapes (alloy 6061-T6). All scantlings, materials and weldment will be sized to comply with the American Bureau of Shipping’s (ABS) ‘Motor Pleasure Yachts’ design guidelines 2016. Construction of the aluminum power catamaran began in September, 2017. Passenger Accommodations The 4-deck arrangement includes one owner’s stateroom, three guest cabins, and accommodations for four to six crew members. The three tastefully appointed guest cabins on the main deck have queen size beds, private bathrooms, and are accessed from the main passageway connected to the salon area and foredeck. There is also a study/library with a head attached. The spacious aluminum power catamaran’s salon features full-height “aquarium” windows offering spectacular views on the port side, and a double-door walk-out onto the main deck on the starboard side. The adjoining gourmet galley and bar area is fully equipped with a refrigerator and bottom load freezer, a restaurant-style stove, a dishwasher, a trash compactor, a microwave/convection oven, and a wine cooler. Access to dive locker/equipment room, aft of the salon, is from the aft main deck. This area also features a stowable dining table for ten and a fully integrated barbecue unit with a refrigerator and storage space. Exterior port and starboard stairs lead down to the swim platforms and transom access to the hulls. The upper deck consists of the helideck and pilot house, which includes a master stateroom, bridge and day-head. The generous master cabin has a queen bed, his-and-hers (walk-in) closets, a chest of drawers, an entertainment cabinet, and a spacious en-suite bathroom. The well-equipped bridge has ample room for the crew and guests. Optional wing station controls are fitted on the Portuguese bridge. The fourth level, partially covered flybridge offers a 360 degree field of vision. Access to the crew quarters located in the hulls will be from the main deck cabin area and through the watertight transom door that opens to the swim platform. The crew’s quarters will have three staterooms, a crew galley and dinette and two crew bathrooms. Air conditioning will be provided in all enclosed areas including machinery spaces. Performance In order to achieve a high level of confidence in the choice of power plants and propellers for H2, Marples Marine contracted HydroComp, Inc. to perform an in-depth analysis of the vessels hydrodynamic and performance characteristics. Using advanced modeling software they were able to develop a set of resistance and power curves that closely described the required propulsion system criteria, and facilitated the propulsor design. Additionally, an analysis was made of existing aluminum power catamaran designs and other published data which gave conformation to the intended speeds and power ranges. The designers have high confidence that the quoted speeds will be met with the installed power for the displacement of the vessel. During the final design phase, the speed and power prediction effort will continue to be monitored. The eventual choice of engines was the MTU V2000-M96 marine diesel engine running at about 75% rated horsepower for a nominal cruise speed of 15 to 18 knots. A long range cruise speed of 13-15 knots will provide an estimated range of 4800 Nm assuming normal consumption rates. The boat speed at full power is estimated to be 20-22 knots. The power trains will feature thrust bearings and anti-vibration components. The propellers will be 36” diameter 5 blades wheels. There will also be fore and aft thrusters for maneuvering. Outfitting an Aluminum Power Catamaran H2 will be designed for a standard of construction and outfitting consistent with the owner’s specifications and guidelines of the American Boat and Yacht Council (ABYC), National Fire Protection Association (NFPA), American Bureau of Shipping (ABS), and the Code of Federal Regulations (CFR) where appropriate. Safety equipment will comply or exceed with ABYC standards, which provides guidelines for pleasure vessels. This will include portable fire extinguishers in all passenger areas, manual and automatic fire control systems in all machinery and tank spaces, including the helideck. Bilges will be fitted with manual and automatic pumping systems along with high water bilge alarms. House power will come from two 20kw generators producing 110 volts and 240 volts and charging a series of house and starter batteries. H2 will have twin anchoring systems with electric powered windlasses. Two windlasses on the after deck will assist with docking procedures. Fuel tankage will be integral and meet the guidelines of the ABS. Waste and waste oil tanks will be separate and have deck pump-out fittings. Potable water tanks will be separate and be fed by deck fittings and water makers. H2 will carry an 8 meter long deep-V tender with twin 150hp outboard motors. This will be stowed on the main deck and launched with twin retractable davits. This vessel will also carry a 4 meter RIB powered by a 35hp outboard that will be stowed in chocks on the helideck. A compact car, ATV or snow mobile can be loaded onto the main deck with the crane that stows away neatly into the helideck. In addition, H2 will carry an R44 Robinson rotary wing aircraft launched from the helideck. Fixed wing amphibians can also be accommodated using the deck crane for launching. As featured in Professional Boatbuilder –  An Aluminum Expedition Catamaran – Professional BoatBuilder Magazine (proboat.com) . 86FT LANIAKEA Future projects. General Specifications length overall: 86ft / 26.20m beam: 37ft / 11.5m draft: 1.9ft / 0.58m engine: OXE 300 hp Jet-Tech x 2pcs/ optional OXE 300 hp Jet-Tech x 4pcs cruising speed: 12/16kts max speed: 20/27kts fuel tank capacity: 7000l fresh water tank capacity: 1400l grey black water tank capacity: 1400l guest cabins: 4/optional 6 crew cabins: 2 construction: Carbon Fiber Class: B-"Offshore" Feel free to contact us to provide some feedback on our projects, or to just say hello! + 371 67353544 [email protected] 27 tvaika street, riga, lv- 1005, latitude yachts, 27 tvaika street, riga, lv- 1005. ©2020 Latitude Yachts [email protected] The Kit Process Building your own boat can be a daunting prospect, however to demonstrate each step in the kit assembly process, we've created this guide for you to study. as you can see our kits are the ultimate in building efficiency and have been streamlined over 30+ years to ensure that you're on the water faster and with less effort., how does it all go together. The first step to building your dream catamaran begins with a strongback – this is a square frame used to position the temporary frames that will be used to form the hull shape. This frame will be set up and must be square and accurate, a string or laser level can be used to achieve this. The forebeam is now installed along with the striker attachment fitting, as shown above. The bridgedeck is installed shortly after and taped onto the bulkheads with webs installed, this now completes what is a quite stiff and strong platform to work on. Now that the bridgedeck is in place, the forward webs and dash will be fitted. At this stage, all furniture and internal work begins, with the main panels left off for ease of access when working. NEW : Our Second-Hand catamarans New Windelo 50 Adventure New Windelo 50 Yachting New Windelo 50 Sport New Windelo 54 Adventure New Windelo 54 Yachting New Windelo 54 Sport Our Second-Hand catamarans The Windelo Innovations : performant, comfortable and eco-friendly catamarans Ocean Future : our ecological approach The Windelo Services Charter a Windelo catamaran The Windelo Shipyard Windelo Team Recruitment : Join the Windelo team WINDELO, ECO-ADVANCED CATAMARANS Performance, events  where to meet windelo. 000 days 00 hours 00 minutes 00 seconds Windelo catamarans  A Windelo for you At Windelo, we know you & your crew are unique. Whilst we all have the same drive for sailing & passion for the sea, our dreams of adventures, travels, and sailing plans are varied. That’s why we offer Windelo in different sizes and each available in three versions : Adventure , Yachting and Sport . An extensive options list covering almost anything you’ll need is available to combine with either of the versions. Any special requests ? Our team is here to help ! 15.24 meters 7.95 meters Light displacement From 1 045 000€ EX-VAT From 1 130 000€ EX-VAT From 1 150 000€ EX-VAT 16.24 meters 7.98 meters From 1 380 000€ EX-VAT From 1 470 000€ EX-VAT From 1 495 000€ EX-VAT   The environment is our priority. Windelo’s innovative catamarans, combining recycled and bio-sourced materials, electric motors, and renewable energy sources as prime, received a special mention for “Sustainability” from the European Yacht Of The Year 2022!     Innovation is the way to go.   Windelo is the desire to expose oneself to something new, innovative, powerful, and bigger than oneself. So, we seek innovations in eco-composite materials, industrialization techniques, and sailing uses to propel a new economic reality.   Performance , our DNA. Designed by architects Christophe Barreau and Frédéric Neuman, Windelo catamarans are recognizable by their slim, well-balanced hulls, designed to enhance our catamarans’ performance and seaworthiness. True bluewater cruisers, Windelos are built for the pleasure of sailing and exploring long distances and getting their fast.     The comfort  of your home.   The Windelo team designs spacious modern catamarans that offer maximum comfort, even during your long sailing journeys. The key was to provide a feeling of both space and light and an ultimate open-plan layout, eliminating the barriers between indoor and outdoor space by creating a vast living area. Rethinking how to live and sail a catamaran means life on board is cleverly organized right by the center of gravity for increased stability and comfort. They chose Windelo ! And they share their stories. The Windelo Spirit  by Gautier and Olivier Kauffmann, founders of the company “Windelo is the desire to expose oneself to something new , innovative , more significant than oneself. To seek innovations in materials, industrialization techniques, uses and to propel a new economic reality. We design and build blue water cruisers that offer comfort while you explore the world. Our Windelos are designed for sailors who dream of adventure and memorable moments, cruising the seas and oceans while respecting our planet. We want to be part of this transformation related to respecting our environment ; and respecting nature with all its richness and beauty that it offers, and not forgetting the people who are part of this adventure. Our team is at the heart of the project, and we seek to build and form a team of passionate Windelo sailors”. OUR LATEST NEWS Find all the Windelo news. BECOME A WINDELO SAILOR Meet the Windelo sailors and find all our latest job opportunities. VIRTUAL TOUR Discover the New Windelo 54 Yachting. Our ecological approach New Windelo 50 Yachting – A performance catamaran designed for comfort and green autonomy Owners Testimonial – Meet Manon & Robert owners of B Cube, a Windelo 54 Adventure Windelo Handover Experience – 3 days to start handle your Windelo Subscribe to our newsletter and receive all the Windelo News! SALES MANAGER Windelo is a new conception brand of innovative catamarans. Ecology is at the heart of the company with the ambition to significantly reduce the environmental impact of our boats. A range of 44 to 60 foot catamarans offering sailors the opportunity to sail with pleasure and safety on eco-friendly boats. In full development, we are hiring a sales manager: JOB AND MISSIONS: Managed by the director of the company, and in connection with our various services and partners, you are a key player in the launch of this new brand. Real project manager: 1. You co-build the Windelo sales and services office, 2. You recruit, train, and drive progressively a team of passionate experts, 3. You develop and innovate in the strategy of selling Windelo boats in Europe, 4. You recruit and lead a global network of sales partners, 5. You co-build and animate the company’s service strategy: port mapping places; insurance and financing; training; owner’s manual etc. YOUR PROFIL 1. Passionate about sailing, you practice regularly, 2. Your sense of service and customer leads you to satisfy your customers every day, 3. You are enthusiastic and motivated to work in a start-up, 4. You have 2 to 5 years’ experience in the sale of boats, 5. Bilingual French – English, you also speak a third language: German, Italian, or Spanish. EVOLUTIVE JOB Director of sales AVAILABILITY / PLACE OF WORK 1st Quarter 2019 / Occitanie Region, Canet en Roussillon FRANCE TYPE OF CONTRACT AND REMUNERATION Permanent contract / fixed to be defined according to experience + variable. If you are a passionate of sailing and this challenge to participate in the development of a company in full creation arouses your enthusiasm, welcome to send your application by e-mail to:  contact@windelo-catamaran.com RESPONSABLE DES VENTES Windelo consiste en la création d’une nouvelle marque de catamarans innovants. L’écologie est au coeur de l’entreprise avec pour ambition de réduire fortement l’impact environnemental de nos bateaux. Une gamme de catamarans de 44 à 60 pieds offrant aux marins la possibilité de naviguer avec plaisir et sécurité sur des bateaux éco responsables. En plein développement, nous recrutons un(e) responsable des ventes POSTE ET MISSIONS Managé(e) par le directeur de l’entreprise, et en lien avec nos différents services et partenaires, vous êtes un acteur clefs du lancement de cette nouvelle marque. Véritable chef de projet : 1. Vous co-construisez le bureau des ventes et des services de Windelo, 2. Vous recrutez, formez, et animez progressivement une équipe d’experts passionnés, 3. Vous développez et innovez dans la stratégie de vente des bateaux Windelo en Europe, 4. Vous recrutez et animez un réseau mondial de partenaires de vente, 5. Vous co-construisez et animez la stratégie de service de l’entreprise : mapping des places de port ; assurance et financement ; formation ; entretien ; manuel du propriétaire etc. VOTRE PROFIL 1. Passionné(e) de nautisme, vous naviguez régulièrement, 2. Votre sens du service et du client vous anime pour satisfaire vos clients au quotidien, 3. Vous êtes enthousiaste et motivé(e) à l’idée de travailler en équipe dans une « start-up », 4. Vous disposez de 2 à 5 ans d’expérience dans la vente de bateaux de plaisance, 5. Bilingue français – anglais, vous maitrisez également une troisième langue : allemand, italien, ou espagnol. POSTE EVOLUTIF Directeur des ventes DISPONIBILITÉ / LIEU DE TRAVAIL 1ier Trimestre 2019 / Région Occitanie, Canet en Roussillon FRANCE TYPE DE CONTRAT ET REMUNERATION CDI Cadre / Fixe à définir selon expérience + variable. Si vous êtes un(e) passionné(e) de l’univers du nautisme et que ce challenge de participer au développement d’une entreprise en pleine création suscite votre enthousiasme, merci d’adresser votre candidature par e-mail à : contact@windelo-catamaran.com As part of the creation of new types of catamaran made in Occitanie, an audacious choice of ecological innovation has been selected in partnership with the Materials Center of « Mines d’Alès » (C2MA – IMT MINES ALES) (Gard, France). It’s a question of combining ecological performance in terms of minimizing the environmental footprint and structural resistance, and this, in a global approach of circular economy on all parts of the boat. To do this, and in connection with the IMT MINES ALES, Windelo has relied on the use of secondary raw materials, competitive  virgin petroleum-based materials, that fully comply with the specifications in terms of mechanical performance. This is a real first step to the development of a 2.0 fleet ships fully integrated into the challenges and ecological challenges of the 21st century. Associated with an ecological approach of circular economy integrating a not insignificant part of competitive secondary raw materials from virgin materials, the architectural design and the resistance of materials on the new Windelo catamarans are mechanically tested in the Materials Center of « Mines d’Alès » (C2MA – IMT MINES ALES) (Gard, France) in connection with the architects and designers of the project. The design of the ship, and in particular the hulls and bows, go through a search for efficient structuring and arranging of materials composing it, combined with a mechanically optimized geometrical assembly. To this end, specific test developments, such as the study of distortion of the structure and of the panels constituating the hull of the ship, are studied by digital image correlation techniques coupled with standardized strength tests. Founder of Catana “The cruising program for this new boat raises the question of the antagonism between the search for performance under sail and the pleasure of navigation, and the development of pleasant living spaces. The originality of the answer is provided here in the arrangement of the cockpit bringing together the helm and maneuvers to the center of the boat and in the arrangement of living space that occupies the rear of the nacelle. Just behind the mast the outer cockpit offers two helm stations protected from the wind and spray, a beautiful view of the sails and bows, and allows to have all the maneuvers on hand while limiting the needs to circulate on the bridge. Out of navigation, the cockpit can be more widely protected from the outside and open to the rear space. Fully opened behind this cockpit, we have not developed two living spaces duplicating one inside the other but a single large space which is ajustable. We have focused our efforts on the geometry of the material and visual limits of this space and on the opening kinematics of the bays. Once opened, they “disappear” to transform the interior into an exterior. The generosity of these openings also allows to modulate the ventilation of this space by playing on a wide range of opening on its four sides This work on the modularity and the disappearance of limits is found at the extreme rear of the nacelle, with an articulated platform to the davits transforming it into a floor when anchored, and in the rear cabins, whose wide turning porthole eliminates the angle between side plating and back side. The cabin space is therefore generous despite the relative narrowness of the hulls. All these choices allow us to combine a contained hold of the nacelle, pledge control of the weight estimate, to a generous living space, with a central part given to navigation and maneuvering. The slenderness of the forward spikes, the significant free height under the platform, and the attention paid to the centering of the masses, complete the marine qualities expected for an offshore navigation program. The other originality of the project brought by this new construction site is in the approach of “eco-design” on materials and construction. Strongly limiting the use of molds, the latter brings a greater margin of freedom in the variations and evolutions of the boats thus conceived. ” Christophe Barreau et Frédéric Neuman Architects and Naval Engineers Who could know if it is the father or the son who is the most  passionate? It doesn’t matter. The important thing  is to write an innovative project within a family culture, for today and for generations to come. Hand over the guiding light, this is Olivier Kauffmann’s will. “At first I wanted to make my own boat, for me and my family; go on trip around the world living on a  efficient and pleasant catamaran. I dreamed of a new quality of space. Today, the dream has matured, and I want to share it with the great family of sailors. » Windelo is the desire to expose us to something new, innovative, powerful, bigger than oneself. To seek innovations on materials, techniques of industrialization and uses to impulse a new economic reality. “We want to be part of this transformation related to the respect of our environment, it is for us, essential to work in this respect of men and nature. Men are at the heart of the project with the desire to recruit and form a passionate team, surrounded by experts recognized as the best in their field. And the innovation doesn’t stop here, because the constructive process makes it possible to envisage fast evolutions from one boat to another while remaining well priced. An ambitious and respectful project ; Welcome to the Windelo adventure. Dans le cadre de la confection de nouveaux types de catamaran made in Occitanie, un choix audacieux d’innovation écologique a été retenu en partenariat avec le Centre des Matériaux des Mines d’Alès (C2MA – IMT MINES ALES) (Gard). Il s’agit à la fois d’allier performance écologique en termes de minimisation de l’empreinte environnementale et résistance des structures, et ce, dans une démarche globale d’économie circulaire sur l’ensemble des parties du bateau. Pour ce faire, et en lien avec l’IMT MINES ALES, Windelo a misé sur l’utilisation de matières premières secondaires, compétitives des matériaux pétrosourcés vierges, et parfaitement conformes au cahier des charges sur le plan des performances mécaniques. C’est un réel premier pas vers l’élaboration d’une flotte de navires 2.0 s’intégrant complètement dans les enjeux et défis écologiques du XXIème siècle. Associées à une démarche écologique d’économie circulaire intégrant une part non négligeable de matières premières secondaires concurrentielles des matières vierges, l’architecture de conception et la résistance des matériaux des nouveaux catamarans de Windelo sont éprouvées par des tests mécaniques réalisés au Centre des Matériaux des Mines d’Alès (C2MA – IMT MINES ALES) (Gard) en lien avec les architectes et designers du projet. La conception du navire, et en particulier les bordées et étraves, passe par une recherche de structuration performante de l’agencement des matériaux le composant, combinée à une géométrie d’assemblage optimisée sur le plan mécanique. Pour ce faire, des développements d’essais spécifiques, comme l’étude de la déformation de la structure des panneaux constituant la coque du navire, sont étudiés par des techniques de corrélation d’image numériques couplés à des essais de résistance mécanique normalisés. La rencontre avec Olivier et Gautier a été une agréable surprise pour moi, dès l’exposé de leur projet, j’ai vu réunis tous les ingrédients d’une réussite, l’expérience de gestion d’entreprises mais avec une modestie rassurante, le souci de former une équipe des meilleurs experts (sourire) et une réelle écoute de leurs avis. Au fil des rencontres, les discussions ont ravivé mes souvenirs de la création puis du développement de Catana. Les mêmes motivations, la même recherche de perfection, la même audace teintée de modestie que nous avions au départ du projet. Windelo est centrée sur le produit ; une ligne de catamarans performants construits avec les techniques les plus modernes. Je n’en avais pas conscience à l’époque mais je crois que le succès d’un bon bateau vient de cette passion pour la mer avec la volonté de marier confort sécurité et performance. Je retrouve ici cette passion, et aujourd’hui ce qui a fini de me conquérir c’est le souci de préservation de la nature, tant dans les matériaux choisis que dans les méthodes de production. Le programme de grande croisière auquel se destine ce nouveau bateau pose la question de l’antagonisme entre d’une part la recherche de performances sous voiles et du plaisir de navigation, et d’autre part l’aménagement d’espaces de vie agréables et généreux. L’originalité de la réponse apportée ici réside dans la disposition du cockpit rassemblant poste de barre et manœuvres au centre du bateau et dans le traitement de l’espace de vie qui occupe l’arrière de la nacelle. Juste en arrière du mât le cockpit extérieur offre deux postes de barre protégés du vent et des embruns, une belle vue sur les voiles et sur les étraves, et permet d’avoir l’ensemble des manœuvres à portée de main tout en limitant les besoins de circuler sur le pont. Hors navigation, le cockpit peut être plus largement protégé de l’extérieur et s’ouvrir sur l’espace arrière. De plein pied en arrière de ce cockpit, nous n’avons pas aménagé deux espaces de vie dupliqués l’un à l’intérieur et l’autre à l’extérieur mais un seul grand espace dont le degré d’ouverture est très largement modulable. Nous avons porté notre effort sur la géométrie des limites matérielles et visuelles de cet espace et sur les cinématiques d’ouverture des baies. Une fois ouvertes elles « disparaissent » pour transformer l’intérieur en extérieur. La générosité des ouvrants permet également de moduler la ventilation de cet espace en jouant sur une large gamme d’ouverture sur ses quatre côtés Ce travail sur la modularité et sur la disparition des limites se retrouve à l’extrême arrière de la nacelle, avec une plateforme articulée aux bossoirs se transformant en plancher au mouillage, et dans les cabines arrières dont le large hublot tournant fait « sauter » l’angle entre bordé latéral et face arrière. L’espace de cabine est donc généreux malgré la relative étroitesse des coques. L’ensemble de ces choix nous permet de conjuguer une emprise contenue de la nacelle, gage de maîtrise du devis de poids, à un espace à vivre généreux, avec une place centrale accordée à la navigation et aux manœuvres. L’élancement des pointes avant, l’importante hauteur libre sous nacelle, et l’attention portée au centrage des masses, complètent les qualités marines attendues pour un programme de navigation hauturière. L’autre originalité du projet apportée par ce nouveau chantier se trouve dans l’approche d’« éco-conception » portant sur les matériaux et le mode constructif. Limitant fortement le recours aux moules ce dernier apporte une plus grande marge de liberté dans les déclinaisons et évolutions des bateaux ainsi conçus. Qui sait lequel du père ou du fils est le plus passionné ? Peu importe. L’important ici est d’écrire un projet innovant au sein d’une culture familiale, pour aujourd’hui et les générations à venir. Passer le flambeau, le relais ; c’est la volonté d’Olivier Kauffmann. « Au début je voulais me faire mon propre bateau, pour ma famille et moi ; partir faire un tour du monde sur un catamaran performant et plaisant à vivre. Je rêvais à une qualité d’espace inédite. Aujourd’hui, l’envie a mûrit, et je tiens à le partager avec la grande famille des marins ». Windelo c’est l’envie de s’exposer à quelque chose de nouveau, d’innovant, de performant, de plus grand que soi. Aller chercher des innovations sur des matériaux, des techniques d’industrialisation, des usages et impulser une nouvelle réalité économique. « Nous voulons faire partie de cette transformation liée au respect de notre environnement, c’est pour nous indispensable d’œuvrer dans ce respect des hommes et de la nature. Les hommes sont au cœur du projet avec la volonté de recruter et former une équipe de passionnés, entourés d’experts reconnus comme les meilleurs dans leur domaine ». Et l’innovation ne s’arrête pas là, car le process constructif permet d’envisager des évolutions rapides d’un bateau à un autre tout en restant bien placé en prix. Projet ambitieux et respectueux, bienvenu(e) dans l’aventure Windelo. snapshots of building a sailboat Building a sailing catamaran. A collection of sailing catamaran building logs, from choosing sailboat plans to yacht launch...join us on our journey This 'glass-over-ply' sailboat is proof that a DIY'er can successfully build an ocean-going multihull cost effectivly. Having reliable Boatbuilding Resource Books , WILL HELP fast track your decisions prior to, during and post building. We also wanted a light sailing catamaran that we could beach with ease. This now allows us to save money on one of the biggest maintenance DIY chores, sailboat antifouling without having the costly expense of slipway fees. Where do I start? Plywood and Epoxy Catamaran Why both?  Plywood construction is the cheapest building method available and very forgiving while one hones their skills. Finishing with a solid fiberglass outer is also a task made easier, given the amount of glassing and gluing needed during such a project. Doesn't make sense? Read more... Talk to the sailboat designers , get to know their design types. Get on Forums and ask the 'dumb' questions. Go to marinas (not boat shows) and look for home-build yachts. how to build a boat "It takes a strong desire and a will to achieve. Building a large catamaran is certainly achievable". "If you want a yacht with all 'bells and whistles', keep working because it costs money...a lot of money". J Coomer many sailboat plans to choose from! Is it cheaper to build or buy? There are many yacht plans to choose from, but dont kid yourself. Many have tried to do it on the cheap and their result shows. If there was a cheaper way, the sailboat designers would tell you. Afterall, they would use that reason to sell there plans! catamaran sailing DIY boat projects on Pure Majek from new navigation equipment, anchoring systems, rewiring yacht electronics diagrams, AIS and much more.  Its been ten great years since launch and we look at things that have worked and those we would change. Join us and be inspired. goal setting, planning and building Setting achievable goals and how to stick to them. From the planning process, what and why we did many things, importantly, things we would do differently. The following pages draw on these experiences described in far more detail in our book ' A Sailing Catamaran Building Adventure ' ‘Green power’ is climbing up the priority ladder to such an extent nowadays that some predictions of fossil fuel costs (scorned at a few years ago), are coming home to roost. two-pack painting There are a few tricks here to with respiration, thinning of the topcoat, temperature and coat thickness. All achievable by setting goals and being disciplined . Building catamaran Pure Majek videos Just want videos?  Click our Youtube Channel . Over 500,000 views and counting. NO TALK videos . Thank you for your support. Catamaran Hulls Click photo Catamaran Fitout Catamaran Internal Painting Bridgedeck & Turret External Painting Final Fitout Antifoul & Decktred Fitout, ready for launch building: puremajek.com sailing: diycatamaran.com © Copyright 2009-2024 www.diycatamaran.com - All Rights Reserved No video? EMPTY CACHE from your device, then UNMUTE . No video? EMPTY CACHE   from your device, then  UNMUTE . Starting out Internal Painting Bridgedeck and Turret No video?  EMPTY CACHE from your device, then UNMUTE . DIY Styrofoam Catamaran Introduction: DIY Styrofoam Catamaran This is a Styrofoam catamaran i built. I had been wanting to build this for a while, then in the last few days of summer i decided to build it. This only took 2 full days to build and one day to test. The catamaran costed me around 200 dollars (sail not included) and this is comparable to a store bought catamaran which would cost 2000 dollars In this instructable i have included a few schematics (located on the last page) , a materials list, and various pictures and descriptions for all steps. If you plan to build this project i suggest you check out the video and if you like this project be sure to check out my channel or my website for more projects like this. Step 1: Materials The materials i needed for this project were: 2"x4"x8' pieces of wood - 2 2"x3"x8' pieces of wood - 1 2"x2"x8'pieces of wood - 6 1”x2’x8’ Styrofoam sheet - 5 1.5”x14”x4’ Styrofoam sheet - 5 ½’’x2’x4’ piece of plywood - 2 ½’’x4’x6’ piece of plywood - 1 Sail and mast - 1 Epoxy (dollar store epoxy is cheapest and works well) - 7 Step 2: Assembling a Pontoon The catamaran will be composed of 2 pontoons. These pontoons will have a frame filled with the white, less durable Styrofoam in the center; then we will later add the pink Styrofoam to the outside. To start off i lay out two 2x2 pieces of wood with the white Styrofoam pieces in the center. This will be the inside of the pontoon. Next i add a front triangle onto the pontoon. As you can see in the third picture i added 2 struts near either end of the pontoon. Once that is finished i fill the pontoon with white Styrofoam and cut it to fit in the gaps. Step 3: Finishing the Pontoon to finish off the pontoons we must first cut 4 pieces of Styrofoam to size (2 for each pontoon). To cut them all at once i clam them together and use a reciprocating saw to cut the height from 2 feet to 17 inches (the height of the pontoon). After that i use 1 - 1.5 tubes of epoxy as adhesive. I spread the epoxy on the wooden frame and then lay the Styrofoam down onto the wooden frame and add weight to it so the Styrofoam stays tight to the frame as the epoxy hardens. After that i use the saw to taper the bottom edge. I also add Styrofoam to the front triangle and taper that as well. Once complete you should go ahead and do that for both pontoons. Note: The strut layout in the second pic is different then the layout of the of the struts in the previous page. The layout in the previous page showed the correct positioning of the struts. Step 4: Completing the Pontoons Now you can see both pontoons side by side. To complete them i add a wooden triangle positioned at the top, and lined up with each strut, this will be used for mounting the frame. To add some more buoyancy i also cut a full 2' x 8' piece of Styrofoam in half lengthwise (giving us two 1' x 8' pieces). I use epoxy to mount those onto the inside of the pontoons. Now both pontoons combined give a buoyancy of 460 lbs when fully submerged. This seems like a lot but when you consider you wouldn't want more then 60 percent of the pontoon submerged (then you would be uncomfortably close to the water) and you might also have you weight towards one side of the pontoon then it seems this 460 lbs is just enough for one person to float comfortably. (i fit 2 full size people on but it sits very low). If you wish to be able to make this a 2 person boat you can add more Styrofoam sheets to the outside. Each 1"x 2' x 8' sheet once cut to a height of 17" provides 62 lbs of buoyancy when fully submerged. These calculations are fairly simple to do on your own. First calculate the volume of the object (length in meters x width in meters x height in meters), this will give you volume in meters cubed. Then multiply the value you get by the density of water (1000 kg/m cubed) this will give you how many KG the object can float when fully submerged. Step 5: Making the Frame To make the frame i cut my 2x4 s to 4.75 feet long and attached them to the pontoons using screws. I chose that width because it was just small enough that i would be able to fit the frame (when separated from pontoons) in the back of my van. Next i add the 2x3 piece down the middle of the boat. This is both for structure and to mount other parts off of. Step 6: Adding the Keel Now i cut out the keel out of a piece of plywood. Using the plywood, i also glue a slot so that the keel can be slid in and will be able to slide up and down within the slot. The keel is an essential part of the sailboat and helps to turn the force provided by the wind into thrust in the forward direction. This is also the pivot point when you turn your boat Step 7: Adding the Rudder The rudder will need to rotate so i decide to mount it off of a hinge. I add a hinge to the back of the boat and then cut the rudder out of the piece of plywood. The rudder should be fastened in place with 2 bolts and the bolts should have a washer in between the nut and the wood of the rudder. The bottom bolt will have to be taken while the boat is out of the water so that the rudder can pivot upwards when it is on dry land. To finish off i add a handle made of plywood. The handle is to only have one bolt through it so that it can pivot up and down. Step 8: Finishing Touches To finish up i cut a piece of plywood to size and fit it on top of the catamaran to use as a seat. After that we need to make somewhere to mount the mast of the sail. To do this i obtain a small piece of pvc pipe and heat the bottom of it so i can squeeze it down and make it thin. Once that is done i simply mount a few screws in it to attach it to the frame of the boat. Step 9: Setting Up the Sail Now i use a mast and sail that i had laying around and slide it into the pvc pipe. I secure the mast with metal cables that attach to various points on the boat. Once the mast is in place i rig up the main sail and the jib and it is now ready to sail Step 10: Testing Out the Boat Now that the boat is complete you can go ahead and take it out on the water and test it out. Be sure to wear a lifejacket and bring a paddle just in case you have a hard time getting it in using the wind. To see the test you can also check out the video Step 11: Schematics Here are a few schematics of the boat, they are not to scale. Beside the schematic picture i also attached a real picture of the boat In order we have a top view of the boat, a front view, a side view, and a picture of the rudder and keel. All measurements of the schematics are done in meters. Recommendations Water Contest Farm to Table Contest Text Contest MIKE WALLER  Yacht design. WE SPECIALIZE IN BOAT PLANS FOR AMATEUR BUILDERS We provide stock boat plans for both monohull and multihull sailing vessels, including sailing skiffs and sharpies. Our designs mainly feature timber construction, in plywood or cedar strip plank composite construction, using the W.E.S.T. system (wood epoxy saturation technique). Our designs are intended mainly as cruising boats, although several have done well in racing. All designs are suitable for amateur boat builders.  MONOHULLS  multihulls  , photos from our builders. Photo galleries are provided on each design page where available Popular Tools Adobe Photoshop Adobe Illustrator Adobe InDesign Adobe After Effects Adobe Photoshop Lightroom Recommended Most Appreciated Most Viewed Most Discussed Most Recent EXTERIOR DESIGN BY VOM CREATIONS - NAVAL ARCHITECTURE JUSTIN YACHT DESIGN NEW PROJECT OXO PROJECT 55M CATAMARAN EXTERIOR DESIGN BY VOM CREATIONS NAVAL ARCHITECTURE BY  JUSTIN YACHT DESIGN SPECIAL FEATURES A new era of yacht design just calls for a yacht like OXO. A 55-meter catamaran, with a platform large enough to host 10 guests, also features a swimming pool which converts into a helipad. OXO offers a classic yet innovative exterior, a down-to-earth interior and a super-efficient performance due to its electric and diesel propulsion. OXO was designed with respect for the environment and love of sea. PERFORMANCE Naval architecture was done by Justin Yacht Design. The deck is aluminum built and a steel hull. EXTERIOR DESIGN OXO was designed to become a pioneer of the new yacht design era. Highly efficient yacht with a diesel electric propulsion, that offers a great deal of outdoor space. OXO’s sleek, flattened design flaunts a fresh-or-salt water swimming pool which can with a push of a button transform in a helipad. The spacious main deck features a swim-deck bar as well. A water level beach club calls for a jump in the sea and has a sufficient storage space which can store all the owner’s toys. OXO was not designed to be a yacht, but to be an experience. INTERIOR DESIGN The interior was designed in-house and blends elegant yet cozy living. At the very top, the owner state room has its own access to sundeck featuring a Jacuzzi. A spacious interior is wide open to the patios on all three levels and offers plenty of private and entertainment spaces. Bmax 15,7 m Draft 3.4 m Diesel-Electric Main engines 2x ABB Azipod CO861 (1500 kW) Auxiliary 4x 800 kVA Cruising speed 12 knt Top speed 16 knt Range 12knt = 5000 nm Cabin configuration: 1 Master   4 Twin All rights reserved by VOM Creations YD Builder of the 3500 PH and CC power catamaran Getting started.    CPC formed when the opportunity came along for our team to acquire one of the best power catamaran hulls de signed to date. Our first recreational model, the 3500 PH, will sit on a well-tried and tested design from the drawing table of Chris White. Chris started on this project in 2004 with Russell Hunt of Multihull Development, Inc. Production of, what eventually became known as the Buzzards 34 began in 2006. An accomplished multihull designer and world cruiser, Chris brought an overriding concern for offshore seakeeping, performance, and practicality. This is clearly seen in the resulting hull design.  The design priorities included a smooth, flat ride, regardless of an afternoon chop kicking up, and a closeness to nature from both a shallow draft and a planet-friendly fuel economy. The Cape Power Cat 3500 PH has a distinctly “big boat” feel yet with the wide placement of her outboards, astonishing maneuverability, that with her manageable size guarantees easy handling. Your boat, your choice. Our semi-custom approach allows you to make some changes to create a perfect boat for your lifestyle!. Photo Gallery Sign up to hear from us about specials, sales, and events. Connect With Us Copyright © 2020 Cape Power Cats - All Rights Reserved. Powered by GoDaddy Website Builder Our Catamarans Explore our models in a different way thanks to the virtual marina Efficiency through design A feel for the sea: sailboats first and foremost When volume transforms to real space Innovation as a foundation Smart Electric Virtual marina Share your emotions Create timeless memories as you experience spectacular destinations with those you love. Fountaine Pajot’s range of sailing catamarans has been designed with remarkable living space and superb levels of comfort and performance so you can share all the pleasures of a premium cruising lifestyle. Discover our Sailing catamarans Catamaran Isla 40 11-meter sailboat Catamaran Astréa 42 12-meter sailboat Catamaran Elba 45 13-meter sailboat Catamaran Tanna 47 Catamaran Aura 51 15-meter sailboat Catamaran Samana 59 18-meter sailboat Catamaran Alegria 67 20-meter sailboat Catamaran Thira 80 23-meter sailboat Compare models Innovative, safe technology for more environmentally friendly cruising Experiences, a life of dreams, adventures and emotions…. Immerse yourself in the Fountaine Pajot experience through stories of adventure, news, webcasts, podcasts, press reviews, photo and video reports… Discover a little more about the pleasures of cruising and sailing catamarans! 22 May 2024 International Event | Open Days La Rochelle Welcome aboard our latest newsletter, So Catamaran! 03 May 2024 Tanna 47 | Exclusive testimonial for a Mediterranean circumnavigation How does Smart Electric technology work? Answer on video… Smart Electric: a complete overview of this technology, its origins, how it works and its everyday benefits… #Broadcast 24 Apr 2024 Thíra 80: voted “Best Production Sailing Catamaran” by Yacht Style 4 days of catamaran cruising with Fountaine Pajot in the British Virgin Islands 22 Apr 2024 Come and meet Fountaine Pajot on the docks of the Mediterranean sea Photo Challenge 2023 04 Apr 2024 Sailing towards the Horizon with the Astréa 42 Cruising Catamaran by Fountaine Pajot 2023 magazine 08 Mar 2024 Alégria 67 – The Flagship Catamaran Star at the International Multihull Show – La Grande-Motte Multihulls World Magazine – Astréa 42 Half a century of expertise and passion Open Days | La Rochelle, France Fountaine Pajot Sailing Catamarans offers you private visits in La Rochelle, from June 27 to 29 , 2024. Come, visit and test a wide range of Fountaine Pajot luxury sailing catamarans France | 2024 Cannes Yachting Festival England | Southampton Boat Show Italy | Genoa Boat Show France | Grand Pavois La Rochelle A global standard in the design and construction of sailing catamarans since 1976 Fountaine Pajot designs and builds catamarans from 40 to 80 feet that are distinguished by high-performance, remarkable comfort, innovation and a focus on the future of cruising… Let’s find the right Sailing Catamaran for you. Question 1 On 8 What is your sailing level? Intermediate Experienced Question 2 On 8 What would be your navigation program? Onshore cruising / Day boat Vacation / Seasonal cruises Offshore cruising / Grand cruises I don’t know yet Question 3 On 8 What would your boat be used for? Private use Question 4 On 8 With or without crew? Without crew 2 or 3 crew Question 5 On 8 How many cabins would you like? Question 6 On 8 How many bathrooms would you like? Question 7 On 8 What type of propulsion would you like? Hybrid electric Question 8 On 8 What budget would you like to allocate to this project? < 500k approx 500k > 600k approx 700k > 800k approx 800k > 1M approx 1M > 2M approx 2M > 3M approx 3M > 4M approx > 4M approx Subscribe to the newsletter Follow the adventures of Fountaine Pajot Owners, discover the latest news and upcoming events, and take part in the development of the Boat of tomorrow! Hosting capacity Motorisation Technical information User-friendly areas Sunbathing Non Kitchen Non Sunbathing Oui Discover the prices Double rooms Your contact details One last step before reaching the next page & discovering the prices proposed & main options for this version! You'll then be able, to schedule a live chat with your local dealer to discuss all the options and configurations available for this model! Your home port Any questions? No pack information currently available online for this Flagship model. We will get back to you directly. Thank you Would you like to configure this model’s options or set up another model? Make an appointment with your nearest dealer and choose the boat of your dreams. BOAT OF THE YEAR Newsletters Sailboat Reviews Boating Safety Sails and Rigging Maintenance Sailing Totem Sailor & Galley Living Aboard Destinations Gear & Electronics Charter Resources 10 Affordable Cruising Catamarans By Phil Berman Updated: May 24, 2024 So, you want to get a catamaran , sail off into the sunset, and capture some magic with your lover or family for a few years. You have no ambition to sail around the world or to live aboard forever, but think a one- or two-year sabbatical might be life-changing. You’d like to sail the US East Coast, the Bahamas, the Caribbean, perhaps the Med—or up and down the West Coast and on to Mexico and Central America. You have $300,000 or less to spend and want a catamaran you can sell at the end of the journey without consuming a bottle of Tylenol to blunt the pain.  The good news is that this is quite achievable. The bad news is that there is a vast wave of baby boomers who are all looking for the same thing—and for right around the same price. This makes finding a good deal on a great used catamaran a lot of work, even working with a broker. But, it’s possible. You just need to keep an open mind. The other good news, which might seem surprising, is that an older catamaran, besides being more affordable, might sail just as well—or even better—than the same-size new cat that will cost considerably more. Yes, the older model might have less room inside and lack the latest condo-on-the-water styling, but it was designed and built before the current trend to supersize the newer generations of multihulls at the expense of sailing performance. Here’s my advice to the cat hunter on a budget: Don’t get too hung up on the length of the boat. Instead, focus on the spatial and payload requirements you seek and which can be achieved within your budget. And best not get too focused on must-have features—what I jokingly call “surround-sound beds.” Catamaran designs and interiors have gone through massive changes in the past 10 to 20 years, and most older designs simply cannot compete with the new ones in terms of space and high-end amenities. None of the cool cats I have in mind are over 47 feet. This is not because there aren’t bargain boats out there that are 47 feet and longer, but because any larger multihull that you can buy for $300,000 or less will most assuredly need a significant refit or is either very old or very odd. Buying a fixer-upper is, to my mind, the most dangerous thing a budget-minded consumer can do. It’s just too easy to underestimate the cost of yacht refits and repairs due to the extremely high prices charged in most boatyards.  RELATED: 20 Best Cruising and Sailing Destinations Nearly any cat you buy over 10 years old is fully depreciated. What we were selling a Lagoon 440 for eight or 10 years ago is nearly the same as what they sell for today. The difference between a good deal and a bad deal is tied solely to a yacht’s condition and refit history. As they joke in private-equity circles, “Any idiot can buy; you deserve congratulations only when you sell.”    So, when your search gets underway, focus on ­condition—it is far more important than the year, brand or features you might crave. And when you find the cat of your dreams, the best way to remove financial-downside risk is to get a great survey and to choose the newest, smallest cat that will work for your agenda, not the oldest and biggest. – CHECK THE WEATHER – The weather changes all the time. Always check the forecast and prepare for the worst case. Safety Tip Provided by the U.S. Coast Guard And a word of caution: Your problem will be knowing a good deal from a bad one after the survey is over if you are not well-schooled in pricing. Besides steering you toward potential boats to consider, this is where a broker, working on your behalf, can provide knowledgeable advice. It’s been my experience that this is the point when so many yacht sales come apart: a dispute over the value of a given yacht when the survey results come in. All too commonly we see buyers reject yachts they should have accepted and purchase cats they should have rejected. Remember, a used yacht is a used yacht—not a perfect yacht. A catamaran need not be perfect to remain a perfectly good deal. Here, then, are 10 cool cats to ­consider in the ­$300,000-or-less range: 1. Fountaine Pajot Orana 44 (above) Fountaine Pajot had the misfortune of tooling up this boat just before the global financial crisis, so not that many of them were built between 2007 and 2012. But these were the first of the larger-space charter cats in this size, but not yet so porky that they still could not sail decently. In the three-­cabin owner’s version, they designed the living space very nicely; even in the four-cabin version, the aft starboard bed was very well-done.  During this period, Fountaine Pajot had problems with the resin it was using, which led to blistering on the hulls and undersides. Affected models therefore had new bottoms done at approved shipyards throughout the world. Make sure the one you are considering had this done or that it doesn’t show evidence of significant blistering. Honestly it is only cosmetic, but it will impact resale if not repaired. Many consumers think blisters are the end of the world; frankly, they are not. 2. Catana 431 Built in France by a long-­standing yard, the Catana 431 was always a very viable vessel because it is big enough to go anywhere, but not too large for a competent owner to handle. And because the 431 has good underwing clearance and daggerboards, it sails smartly to windward.  That said, there are a few things to watch for. The primary bulkheads on many of these boats were not tabbed on the outer ends, and over time tended to distort. Often this led, or will lead, to a costly replacement of some bulkheads. So be careful to survey these areas properly.  The 431′s furniture is all foam-cored and handmade, but the banding on the outer edges in some cases slowly starts to peel, which allows moisture to infect the wood veneer. This can create a somewhat unsightly appearance in the cabinets and drawers. It is only a cosmetic issue, but it can make the interior feel a bit worn out.  During the period when the 431 was being built, Catana used a distributive electrical card system, and the boats had several modules, each a zone, to which electricity was run. If one thing in a zone stops working, the only solution is to jury-rig a wire from that nonworking item back to the main breaker panel. Replacing the modules or getting them repaired can be done, but it is getting harder by the year. For this reason, the best 431 is a boat that someone else had rewired at some point along the way. 3. Lagoon 470 If you need a larger escape pod, the Lagoon 470 is one of our favorites. This model of older Lagoons was built at CNB’s yard in Bordeaux, France, and the build quality was high. The 470 was the first design to have the more-vertical windows that are a Lagoon signature, and ample saloon headroom. The 470s are also old enough that the hulls were not so supersize that it compromised sailing performance. They have decent underwing clearance, so they are not persistent pounders to windward. Many were built with a galley-down layout, some in galley-up style. You will always pay more for an owner version of this or any model.  The big thing you have to concern yourself with on Lagoons of this vintage is that the hulls and decks are made with a balsa core, so it is not uncommon to find moisture problems, especially around deck fittings or hatches. This can sometimes require rebedding or recoring areas, and this sort of repair, in North America, can be a costly undertaking. Make sure you get good moisture-meter readings near all deck fittings and, of course, on the hulls. Hulls, however, tend less often to have moisture issues because there are few fittings through which water can enter the core. Were that to happen below the waterline, it is a real mess that must be repaired immediately and properly. – CARRY A BEACON – Satellite beacons such as EPIRBs or PLBs allow boaters to transmit distress signals and their exact coordinates from anywhere on the planet, no cell service required. It may be the best $400 you ever spend. Safety Tip Provided by the U.S. Coast Guard 4. Privilège 435 Back when the Privilège 435 was built, Privilège catamarans were constructed by Alliaura Marine in France, and they were truly the Mercedes of the multihull world at that time. While not a performance cat by any means, the 435 was a super-solid yacht, built with great care and the finest components. The 435 is large enough to go anywhere but small enough to handle easily.  The largest negative of this model—and many cats of this vintage—is that the saloon windows slope dramatically, so the interior gets very hot unless the windows are covered most of the time. When they legalize growing pot on catamarans, here’s the perfect greenhouse for it! Seriously, if you should buy a used 435, you really have to get strong sunblocking external UV covers, as well as interior blinds or shades to inhibit heat buildup.  Some of the 435s were laid out with the galley down in one hull, and these days most people want a galley-up arrangement, where cooking and food preparation are done in the saloon. A three-cabin galley-up owner version will be far more sought after and cost more than a four-cabin galley-down version.  5. Leopard 46 This was the first of the Morrelli & Melvin collaborations with South African builder Robertson and Caine and the charter companies owned at the time by TUI Marine to create a catamaran that could be sold both into charter under the Moorings brand and also privately as a Leopard, so effort was made to design a boat with good sailing performance. Gino Morrelli did a good job creating a lot of underwing clearance, the 46 has a powerful rig, and yet its interior still offers spacious sleeping areas and nice flow from the cockpit to the saloon. These can be bought as ex-Moorings charter boats for less than $300,000 but are more costly in the sought-after Leopard owner version. Because these are balsa-­cored boats, you must inspect deck fittings carefully for moisture incursion. Some of the earlier ones also experienced structural problems on the aft bulkhead and over-door-frame areas between saloon and cockpit. Also, during this period, the windows in the main saloon had a tendency to leak and, when they did, required rebedding or replacement. This was a costly job, so check this out carefully during survey. 6. St. Francis 44/Knysna 440 If you wish to spend under $250,000, the older Saint Francis 44 and Knysna 440 are worth a look. Back in 1990, Duncan Lethbridge started St. Francis Catamarans in South Africa with the St. Francis 43. The boat was meant to be a fast, strong bluewater voyager—and it was. The 43 was made with foam core, keeping the structure light, and it was very strongly built, with a powerful rig. The 43 loved to sail. And so too did the St. Francis 44, an updated version of the original.  The boat did have a couple of negatives, however, the first being its sloped windows that built up interior heat. And the boat wasn’t a great fit for tall people, having less than 6-foot-2-inch headroom in the hulls. Also, the engines were installed amidships, which made the boat noisy inside under power. It also made the amidships areas of the hulls too narrow to have centrally located heads and showers, which in turn meant the only layout available was a four-­cabin, four-head design. In the forward cabins, the heads and showers had to be far forward; in the aft cabins, the heads and showers were located far aft. St. Francis sold the tooling for the 44 to Knysna Yachts in 2004, and Knysna raised the headroom in the saloon and moved the engines aft to each stern. The hulls remained fundamentally the same, but the design was improved nicely.  The largest negative of both the Saint Francis 44 and the Knysna 440 is that they have very low underwing clearance. Things can get pretty noisy when pushing against ­washing-machine seas.  But you cannot have it all and still pay less than $250,000 in a midsize cat; compromises must be made. And these boats do sail quite smartly compared with many in their size range. 7. Lagoon 440 This was the most popular catamaran ever made, and it started the catamaran flybridge craze, which helped to convert many powerboaters to sailors.  What I like about the 440 is that it is an infinitely better sailer than some of its peers, and has decent underwing clearance, vertical windows, and nice cabins for sleeping and living. While the aft cockpit is rather small, the saloon is quite large. Flybridges are a bit of a love-hate thing. There is no question that in a cat of this size, the windward performance suffers a bit due to the boom positioned so high off the water. When piloting, the skipper is separated from those on the bridgedeck. Part of the reason flybridges are so popular in charter is that most of the parties take place up there while sailing and at anchor. In private ownership, however, it is seldom that everyone is hanging out on the flybridge during a long passage.  As always with Lagoons, these are balsa-cored boats, so a careful survey is in order. Pay attention also to bulkhead ­tabbing to make sure they have not separated from the hulls. Because so many of the 440s were built to go into charter, there are a lot of four-cabin, four-head models for resale. These will sell for considerably less on the ­brokerage market than a ­coveted three-cabin, ­private-owner model. – CHECK THE FIT – Follow these guidelines to make sure your life jacket looks good, stays comfortable and works when you need it. Safety Tip Provided by the U.S. Coast Guard 8. Leopard 40 When you get into the 40-foot size range, a four-cabin layout can become pretty cramped and claustrophobic below, but the three-cabin owner version of the Leopard 40 is a very nice pocket cruiser. A Morrelli & Melvin design, the 40 has good underwing clearance and nicely shaped hulls. Not a large cat, per se, and less-suited for significant distance sailing than others because its payload is limited, the 40 is still well-suited for a couple and a child or two for near-coastal and ­island-hopping action. 9. Manta 42 If you are searching for a cat in the $200,000 range, the Manta 42s were well-built in Florida, and their electrical systems were very well-done compared with many other multihulls of that era. While many of the features on the boat are quite dated, these Mantas sail very well, and easily, and have been popular with coastal cruisers for two decades.  The largest negative of the Mantas is that people taller than 6 feet will find the saloon headroom right on the edge, and the berths are not especially large. Also, forward visibility from the saloon windows is not particularly panoramic, so the interiors are a bit darker inside than current-­generation catamarans. 10. Lagoon 410 The Lagoon 410 was quite a popular cat in its prime, and for good reason. It offers lots of visibility thanks to its vertical windows, good headroom for a cat of its size, nice berths, and a workable, though smallish, galley-up design. The 410 has decent underwing clearance, can sail nicely over the waves, and its singlehanded operation is super easy. In the three-cabin owner’s configuration, it’s just a very cool little cat. As always, a balsa-core boat must be surveyed carefully, especially on deck, for moisture incursion near fittings and hatches. It can be costly to repair rotted core and to rebed deck fittings. But find a dry one, and it should definitely be counted as a contender for a buyer with a limited budget.  Phil Berman is the president of the Multihull Company and the founder of Balance Catamarans. He has managed the sale of more than 900 catamarans. More: catamaran , lagoon , leopard , multihulls , print june july 2020 , Sailboats More Sailboats For Sale: 1998 Hinckley 51 Sailboat Review: HH Catamarans HH44 Sailboat Preview: 2 Sportboats We Love Sailboat Preview: Windelo 50 Yachting Fatty Goodlander: Where I Fall Short as Skipper For Yachts or Home, Teak Stands the Test of Time Shaft Bearing Maintenance Tips Digital Edition Customer Service Privacy Policy Email Newsletters Cruising World Sailing World Salt Water Sportsman Sport Fishing Wakeboarding Icon Link Plus Icon Centre Pompidou x Jersey City Project Mired in Dispute over Funding Issues By Francesca Aton Francesca Aton Associate Digital Editor, ARTnews and Art in America New Jersey officials are arguing over finances for Centre Pompidou ‘s Jersey City outpost, which has already been the subject of controversy among Republican politicians in the state. Related Articles Architects for the centre pompidou's five-year renovation project have been announced, man receives two-year prison sentence for stealing a banksy artwork in france. In April, NJEDA wrote a letter to the JCRA about the potential budget deficit, according to a report by NJBIZ . In that letter, NJEDA spoke of a “lack of an operating plan,” warning that it would potentially drop its funding for the museum. “It is evident that strides have been made in identifying funding sources, including substantial state appropriations and potential tax credits under the recently enacted Cultural Arts Incentives Program,” Tim Sullivan, NJEDA chief executive, said in the April letter. “However, it is also apparent that the persistent operating gap continues to pose a substantial challenge.” NJEDA also questioned the funding of the museum’s construction and its economic impact on the community. Governor Phil Murphy told Artnet News that the funding remains intact for now. Diana Jeffrey, executive director of the JCRA, wrote in response that it would consider the letter an “honest willingness” by the state to continue its funding of the project, noting that the costs of construction and operating costs are “in line” with comparable museums and institutions. “For example, the original plan put forth by the state, and evidenced in our first state budget appropriation, dedicated such initial $24 million of state grant funding from the Council on the Arts to offset operational costs,” Jeffrey wrote. “At the time of the first state budget appropriation, the proposed annual operating budget for the [ Centre Pompidou x Jersey City ] after earned income was approximately $22.5 million. We worked diligently to decrease that amount, so that today that amount is now $19 million, and likely lower.” The project is further complicated by collaborations with foreign governments and multiple stakeholders. Concerns about timing also loom large because, as Sullivan stated, the funding “has a federal clock attached to it.” Two draft economic impact reports obtained by the Jersey Journal , however, indicate that the satellite museum could be “an expensive burden for nearby property owners, yielding higher taxes without much direct benefit.” With a projected annual attendance between 100,000 to 250,000 visitors, the report estimates a generated revenue of $5.5 million to $14.1 million in spending across dining, retail, hotel, and transportation. Property taxes, however, are slated to increase to an annual addition of $11.8 million. The state authority is currently reviewing JCRA’s updated revenue model. The Centre Pompidou has not responded to an ARTnews request for comment. Yolanda Hadid’s Former Malibu Mansion Just Hit the Market for $35 Million Pickle rental and lend clothing app expands to los angeles closets, new avengers 5, secret wars, and avengers 7 plot leaks shed light on the end of the multiverse saga, macklin celebrini chosen first by san jose sharks in 2024 nhl draft, the best yoga mats for any practice, according to instructors. ARTnews is a part of Penske Media Corporation. © 2024 Art Media, LLC. All Rights Reserved. The Definitive Voice of Entertainment News Subscribe for full access to The Hollywood Reporter site categories Critic’s notebook: cnn’s biden-trump presidential debate was a depressing and distressing display. Biden failed badly at optics, Trump was outrageously but calmly dishonest, and moderators Jake Tapper and Dana Bash barely bothered to do their job. By Frank Scheck Frank Scheck Share on Facebook Share to Flipboard Send an Email Show additional share options Share on LinkedIn Share on Pinterest Share on Reddit Share on Tumblr Share on Whats App Print the Article Post a Comment By any official measure, the debate between Biden and Trump lasted a little more than 90 minutes. So why do I feel like I aged five years watching it? Possibly because Joe Biden seemed to age that much as well. Prior to the event, the conventional wisdom was that President Biden had to project enough vigor and forcefulness to counter the arguments that he’s too old to serve another four years. The other generally agreed-upon idea was that Trump had to show restraint and not behave in his typical unhinged fashion. Related Stories Dems blame cnn moderators after biden debate disaster: "unforgivable", senior political strategist on last night's debate: everybody, take a breath. And much to the dismay of Democrats who probably tore out much of their hair during the evening, it wasn’t Biden. The president has been locked away at Camp David engaging in strenuous preparations for the past week, but you wouldn’t know it from his rambling, unfocused performance. From the very beginning, he spoke too quickly, failing to form coherent sentences and frequently losing his train of thought. And why, oh why, did no one think of giving him a lozenge? He didn’t just have a frog in his throat — he had the entire amphibian kingdom. Trump, on the other hand, seemed calm, cool and collected, staring straight ahead during Biden’s answers and somehow stifling his normal gleeful impulse for chaos. His advisers must have wired him to a machine guaranteed to induce electric shocks if he spoke out of turn. It didn’t matter that virtually everything that came out of his mouth was a lie . If you watched with the sound off, he looked composed, and sometimes bemused during Biden’s answers. Biden, on the other hand, alternately looked horrified and confused , as if desperately searching for the TV remote. Trump indulges in so much revisionist history, he’d probably claim the South won the Civil War. By his reckoning, his presidency was a time of moonbeams and puppy dogs, when we all lived in prosperity, harmony, and sang campfire songs together. “Everything was rocking good,” he said nostalgically about his time in office, sounding like late-period Elvis. By Trump’s account, the world will be restored to order the minute he returns to the presidency. The war between Israel and Hamas will end, Putin will withdraw all his troops from Ukraine, Wall Street Journal reporter Evan Gershkovich will be immediately released from prison, and liquid bacon will pour freely from public fountains. One assumes that Biden was coached before the event, so it’s baffling that it took him 43 minutes to mention that he was debating a convicted felon . (You’d think he might have brought that little detail up first.) Eventually he got the wind in his sails , even if his insults made him sound like the proverbial old man telling you to get off his lawn. He told Trump, “You have the morals of an alley cat,” which is an insult to alley cats. He also referred to the former president as a “loser” and a “whiner.”    At least his digs made sense. Trump, on the other hand, engaged in bizarre free association, calling Biden everything from a “Manchurian candidate” to “a very bad Palestinian … he’s a weak one,” whatever that means. When Biden mentioned that a poll of historians had rated Trump as the worst president ever to hold office, Trump responded that he has his own team of historians who rated him the best. At another point, he proclaimed, “I didn’t have sex with a porn star,” for those looking to mark it on their bingo card. CNN , which had previewed the event 24/7 for what seems like the last millennium, didn’t exactly distinguish itself with this strenuous effort to trademark presidential debates now and in the future. Moderators Jake Tapper and Dana Bash were more like game show hosts, barely bothering to do even the barest of fact checking and letting Trump’s litany of lies go unchallenged . It’s no wonder that by the end of the evening Trump looked like the Cheshire Cat grinning over the impending end of democracy as we know it. THR Newsletters Sign up for THR news straight to your inbox every day More from The Hollywood Reporter Martin mull, funnyman and ‘fernwood 2 night’ star, dies at 80, ‘the bear’ star lionel boyce on marcus’ eulogy scene, season 3 cliffhanger, and whether anyone on the show is ok, ariana madix on intense ‘love island usa’ season 6 drama: “i hope to host this show forever”, will forte boards tina fey’s ‘four seasons’ series at netflix, tv ratings: biden-trump debate draws 51m viewers, way below 2020, cnn pushes back on fact-checking criticism from debate: “up to the candidates”. Ebon Moss-Bachrach Didn’t Read ‘Fantastic Four’ Comics, but ‘Some of My Earliest Sexual Visions Were ‘ElfQuest’ The actor will play the Thing in the upcoming reboot of 'Fantastic Four' By Marc Malkin Marc Malkin Senior Editor, Culture and Events Rachel Bilson Is Open to ‘The O.C.’ Reunion After Reprising Summer Roberts for New Ad Campaign: ‘She’s Definitely Still Married to Seth. They Have Kids’ (EXCLUSIVE) 2 days ago Jeremy Allen White Plans to Do His Own Singing in Bruce Springsteen Movie, Wants to Have His ‘Own Process’ Before Meeting the Rock Star 3 days ago ‘Drag: The Musical’ Announces Off-Broadway Opening (EXCLUSIVE) 5 days ago Ebon Moss-Bachrach may be playing Ben Grimm, aka the Thing, in Marvel’s upcoming reboot of “ The Fantastic Four ,” but he admits he didn’t read comics about the superhero team when he was younger “I was a comic book fan, but the comic books I read when I was a kid were more like the cheaper kind of ones I could get from the five-cent bin,” the actor told me Tuesday at the Los Angeles premiere of “The Bear” Season 3. “I liked ‘Archie,’ some ‘Richie Rich.’ I really liked ‘Groo.’ I liked ‘ElfQuest’ a lot. I think some of my earliest sexual visions were ‘ElfQuest.’” Related Stories What the european box office could teach hollywood, 'the boys' showrunner on that tragic goodbye, butcher's 'bunny foreshadowing,' 'gen v' cameos and poking extra fun at marvel with vought's d23 spoof. Moss-Bachrach declined to tell me what the cast has been talking about in their group chat, but he does still seem mystified that he’s been cast in such a major project. “Of course not,” he said when I asked if he ever imagined himself in a superhero movie. “It’s all pretty crazy.” He previously joked with Jimmy Kimmel that he’s preparing for his work by “looking at rocks.” Moss-Bachrach was also surprised to see what a production the “The Bear” Season 3 premiere turned out to be. A gold carpet was rolled out in front of the El Capitan Theatre in Hollywood. Shelves packed with jars, cans of food and cooking equipment lined the step-and-repeat. The after-party was a foodie’s dream with restaurant stations offering bites from Alta Adams, August Novelties, Coco’s to Go-Go, Loaf Lounge, Mayday LA, Night + Market, Pasjoli, Pizzeria Bianco, Publican Quality Meats, Stir Crazy and Yangban. FX and Hulu have certainly upped their “Bear” game. “The first premiere happened in the parking lot about a mile that way,” Moss-Bachrach said, pointing south on Hollywood Boulevard. “It was like a temporary tent set up to screen the thing. It was folding chairs. Somebody was sitting in my seat.” “This is quite different,” he continued. “We didn’t have a premiere last year because we were on strike. This is something else.” See more photos from “The Bear” Season 3 premiere below. More from Variety Joey chestnut vs. kobayashi hot dog-eating contest set by netflix after nathan’s bans the 16-time champ, why long-form tiktok videos make perfect sense, netflix top 10: ‘dancing for the devil: the 7m tiktok cult’ debuts in second place as ‘bridgerton’ streak continues, ‘supacell’ lead tosin cole on bringing south london’s black experience to the sci-fi world in netflix series: ‘it’s about time’, the state of generative ai in hollywood: a special report, dish bundles netflix for free with new two-year offer, more from our brands, rs recommends: these are the best fourth of july sales worth shopping today [updating], yolanda hadid’s former malibu mansion just hit the market for $35 million, macklin celebrini chosen first by san jose sharks in 2024 nhl draft, the best loofahs and body scrubbers, according to dermatologists, the chi season 6 finale marks three big cast exits (and two major deaths) — hear from one of the recently departed, verify it's you, please log in. 172 IMAGES Catamaran building project ~ Clinker boat building kits World's largest sailing catamaran design to be presented at SCIBS News:Uldas Design unveils new 130m catamaran project Domus Cat: The 30m catamaran concept from Van Geest Design and Rob James Wharram Designs DIY Styrofoam Catamaran : 11 Steps (with Pictures) VIDEO Catamaran REI design process Building a boat, transfering the project from paper to wood and making the first bow #262 Afterburner Catamaran Privilege Catamarans Boatyard Tour Catamaran project #youtubeshorts I Finished Decking My Ocean-Going Catamaran COMMENTS DIY Cruising Catamaran: Complete Building Guide If you were to build a 40-foot (12.1-meter) catamaran, your cost of materials would range between 20-30% of the total cost. Therefore, for $300,000 total, the boat's materials would range between $60,000 and $90,000. The hull tends to range between 15-35% of the total build. James Wharram Designs Since then, James Wharram has been designing, building and sailing offshore catamarans longer than any other multihull designer. James was a 'hands-on' designer having, over his lifetime, built personally many of the prototype designs. These prototypes were built in the open, in barns, workshops and all the range of building sites available to ... Why these extreme multihull concepts could be the future of catamaran It is no coincidence that our first customer for such a project comes from the Maldives." This ocean resort features a number of Alva Yachts floating eco holiday homes costing from €85,000 to ... How to Build a Catamaran Boat? (Step-by-Step Guide) Start by laying the fiberglass over the frame of the boat. Make sure to cut the fiberglass to size and overlap the edges for a strong seal. Once the fiberglass is in place, mix the epoxy and begin to apply it. It is important to apply the epoxy in a thin, even layer to ensure a proper seal. The coolest catamaran designs and models Sunreef 43m Eco. LOA 42.7m. Beam 15.4m. Power 2 x 200kW. Passengers 12 guests, 7 crew. Polish catamaran builder Sunreef has just sold another 43M Eco - the second largest sailing cat in the world. This is hull No 2, and will feature the same innovative 60kW solar array as the first example. Solar cells are integrated into every surface of the ... An Aluminum Expedition Catamaran An Aluminum Expedition Catamaran. With 110′ LOA, a 35′ beam, and 45′ (33.5m, 10.6m, and 13.7m) of bridge clearance, the H-2 catamaran seeks to make a case for U.S. custom boatbuilding. Hauling toys beyond the horizon is the raison d'être for a rugged go-anywhere catamaran designed and built in the U.S., a notable exception in the world ... Constructing a 40ft catamaran with WEST SYSTEM epoxy In addition, I've combined the epoxy mix with WEST SYSTEM 403 Microfibres and WEST SYSTEM 409 Microsphere Blend® to ensure all the gaps have been thoroughly filled. When it came to sheathing, I used 300g and 600g Episize™ Biaxial Fabric and 300g woven WEST SYSTEM 787 Aramid Fabric® to provide extra protection below the waterline. Bruce Roberts, CATAMARAN boat plans, CATAMARAN boat building POWER CATAMARAN PLANS and KITS, CATAMARAN PLANS , Bruce Roberts WEB SITE offers catamaran boat plans and catamaran boat kits for fiberglasss and aluminum boat designs, cut to size CATAMARAN kits, part built boats or complete boats. Bruce Roberts Yacht Designs offer boat building project management arrangements for boats built overseas at affordable prices. X-Plorer Yachts reveals 40m catamaran concept Project Orion 20 September 2023 • Written by Dea Jusufi. Australian shipyard X-Plorer Yachts has revealed a 39.9-metre catamaran concept, known as Project Orion. Commissioned by a "northern hemisphere investor", the custom project is over two years in the making and is currently in the process of selecting an Australian-based builder. Built in aluminium ... An Aluminum Power Catamaran from VGYD: H2 Design Criteria. H2 is a handsome 33.5 meter aluminum power catamaran designed by Marples Marine and is being built by Catman Cats. It has been conceived for both luxury cruising and long-range expeditions to remote areas of the world including ice belt regions. The twin hulls will provide an incredibly stable and comfortable platform for ... Latitude Yachts Explore the Future of Luxury Sailing with the LANIAKEA 86FT Catamaran Project! Discover the cutting-edge design, innovative features, and unparalleled comfort of this stunning 86-foot catamaran, setting a new standard in luxury yacht experiences. Join us on a virtual journey as we unveil the LANIAKEA project, where the art of sailing meets the ... Building a 110-foot Catamaran The 110-foot boat forges a large footprint with a 35-foot beam. It will weigh 330,000 pounds fully loaded, carrying 12,000 gallons fuel. Powered by twin 1,600-hp MTU diesels, the HydroComp analysis predicts the boat will run over 20 knots with a fast cruise of 17 and an economical sweet spot of 13 knots for a range of 5,000 miles. Catamaran Kit Process STEP 4. The fairing is now complete, this is done using a filler compound mixed with our West System epoxy resin and applied to the surface of the hull. This process is to ensure that when painted the boat will have a smooth and glossy appearance, and as a general rule the more painstaking the paint-job and fit-out, the higher your resale value. Windelo Windelo catamarans: eco-friendly, innovative, comfortable and performance sailboats, design for the journey. Green energy, electric motor, bio-sourced materials ... Men are at the heart of the project with the desire to recruit and form a passionate team, surrounded by experts recognized as the best in their field. And the innovation doesn't ... Building a catamaran catamaran sailing. DIY boat projects on Pure Majek from new navigation equipment, anchoring systems, rewiring yacht electronics diagrams, AIS and much more. Its been ten great years since launch and we look at things that have worked and those we would change. Join us and be inspired. DIY Styrofoam Catamaran : 11 Steps (with Pictures) Step 2: Assembling a Pontoon. The catamaran will be composed of 2 pontoons. These pontoons will have a frame filled with the white, less durable Styrofoam in the center; then we will later add the pink Styrofoam to the outside. To start off i lay out two 2x2 pieces of wood with the white Styrofoam pieces in the center. Launch of the first hydrogen-powered cruising catamaran The first challenge in this project was to integrate a complete hydrogen system on-board a production pleasure boat.The second and most important issue was safety, by having a boat that meets all the standards and technical compliance requirements for the implementation of a hydrogen system.It is a technical and industrial challenge shared with partners who are pioneers in the decarbonisation ... Plans For Catamarans And Monohulls We provide stock boat plans for both monohull and multihull sailing vessels, including sailing skiffs and sharpies. Our designs mainly feature timber construction, in plywood or cedar strip plank composite construction, using the W.E.S.T. system (wood epoxy saturation technique). Our designs are intended mainly as cruising boats, although ... Catamaran Projects :: Photos, videos, logos, illustrations ... interior design. 600+ Results. Slyder 55 catamaran - visualization. Multiple Owners. 244 708. minimalist business catamaran boat logo. Md Faysal. 141 1.6k. CUREMARINE - CURE55 CATAMARAN VISUALIZATION 360 VR. OXO PROJECT 55M CATAMARAN A 55-meter catamaran, with a platform large enough to host 10 guests, also features a swimming pool which converts into a helipad. OXO offers a classic yet innovative exterior, a down-to-earth interior and a super-efficient performance due to its electric and diesel propulsion. OXO was designed with respect for the environment and love of sea. Cape Power Cats CPC formed when the opportunity came along for our team to acquire one of the best power catamaran hulls designed to date. Our first recreational model, the 3500 PH, will sit on a well-tried and tested design from the drawing table of Chris White. Chris started on this project in 2004 with Russell Hunt of Multihull Development, Inc. Production ... Luxury sailing catamarans Discover the exceptional range of luxury sailing catamarans from 40 to 80 feet - Fountaine Pajot, the world reference since 1976! Menu Fountaine Pajot - sailing catamarans. Dealers Yacht Club ... What budget would you like to allocate to this project? Reset . 500k approx. 500k > 600k approx. 700k > 800k approx. 800k > 1M approx. 1M > 2M approx ... 10 Affordable Cruising Catamarans Here, then, are 10 cool cats to ­consider in the ­$300,000-or-less range: Advertisement. 1. Fountaine Pajot Orana 44 (above) Fountaine Pajot had the misfortune of tooling up this boat just before the global financial crisis, so not that many of them were built between 2007 and 2012. Centre Pompidou x Jersey City Project Mired in Funding Issues Centre Pompidou x Jersey City Project Mired in Dispute over Funding Issues. By Francesca Aton. Plus Icon. ... The World's Largest Carbon-Fiber Sailing Catamaran Could Be Yours for $19 Million Childish Gambino Clarifies New 'Bando' Project, Slams Leakers In a brief video, Donald Glover — aka Childish Gambino — clarified (somewhat) leaked information about his new project, 'Bando Storm & the New World.' Harmony Korine Lines Up Anime Thriller 'The Trap,' Mo-Cap Comedy The project shot last month and is now in post-production, with EDGLRD aiming for a release this year. ... The World's Largest Carbon-Fiber Sailing Catamaran Could Be Yours for $19 Million 'Wind Breaker' Anime Hit Set for Second Season ©Satoru Nii,KODANSHA/ WIND BREAKER Project. RENEWAL Hit Japanese anime series ... The World's Largest Carbon-Fiber Sailing Catamaran Could Be Yours for $19 Million Sportico Biden-Trump Debate Review: Depressing and Distressing Biden failed badly at optics, Trump was outrageously but calmly dishonest, and moderators Jake Tapper and Dana Bash barely bothered to do their job. By Frank Scheck By any official measure, the ... Jonathan Van Ness Calls Accusations of Bad Behavior On 'Queer Eye The World's Largest Carbon-Fiber Sailing Catamaran Could Be Yours for $19 Million Sportico Bronny James' Marketing Clout Could Boost Round 2 Draft Value Ebon Moss-Bachrach Talks 'Fantastic Four' and 'ElfQuest ... Ebon Moss-Bachrach may be playing Ben Grimm, aka the Thing, in Marvel's upcoming reboot of "The Fantastic Four," but he admits he didn't read comics about the superhero team when he was ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht