discovery catamarans

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Discovery 50 review: This British bluewater catamaran could win over monohull purists

• Toby Hodges
• September 24, 2020

British brand Discovery is one of the few monohull yards to build catamarans. Could the Bluewater 50 be one for monohull purists?

Product Overview

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Many of us who dream of long-term cruising want to do it in comfort, preferably in a quality build from a respected brand. With monohulls, we’d be spoilt for choice in the 50-60ft range with yachts from quality yards such as Oyster, Hallberg-Rassy, Contest and Amel to choose from.

But what if we want the extra space and versatility that a multihull offers? The multihull market has burgeoned in the last decade, but the traditional yards typically don’t build catamarans. In fact, surprisingly few specialise in high-end cruising multihulls.

John and Caroline Charnley, the founders of Discovery Yachts, realised this over a decade ago when they commissioned Bill Dixon to design a 50ft catamaran for short-handed bluewater voyaging . It was, in fact, the same concept on which they’d built their successful monohull business.

While the Charnleys were cruising the oceans in their new catamaran, Discovery changed hands and management teams a couple of times. Its models have recently been revitalised, and that includes the Bluewater 50. We went to Lymington to trial the latest boat, built for Werner Schnaebele, who recently became the 100% shareholder of the reformed Discovery Shipyard.

Schnaebele is also, you will note from the pictures, fanatical about dogs. His company, Binti Marine Holdings, owner of Discovery, is named after one of his two Ridgebacks. His wish to have dog motifs on sails and joinery gave the Marchwood yard the chance to showcase the skills for which its craftsmen are known.

Schnaebele and his friends were on board during our trials as they were in the process of a handover. He is relatively new to sailing and has specified his boat with multiple options, including two gensets, a dive compressor and a top spec thermal camera. His plan is to cruise in the Mediterranean and Baltic with friends.

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What’s the rush?

Choosing a multihull is often a head over heart decision. A racing sailor might be drawn to performance designs, perhaps picturing themselves tiller-steering at double digit speeds from a bucket seat. But on such yachts scrupulous weight management is a must, so there is a hefty price to be paid for composite construction and they often lack creature comforts.

See the pocket-sprung mattresses, electric heads, fridges, freezers and wine stowage in the capacious Bluewater 50, and you start to question how much you really need fast-paced fun.

Many sailors have little multihull experience and can be somewhat nervy when sailing a catamaran. But the Bluewater 50 is much more approachable to traditional monohull sailors. Its relatively low freeboard, for instance, the in-mast furling and familiar twin headsail rig, as well as the standard finish and joiner work, is familiar to anyone used to top end monohulls.

Note the practical curved edges to the joinerwork. The finish and some layout aspects can be customised

It’s even built in a traditional way, in hand-laid glassfibre, with solid laminate for the hulls, sandwich decks and bulkheads bonded to both. You quickly find yourself thinking this catamaran is not too different from the norm after all.

When it launched ten years ago, the Bluewater 50 looked rather dated. And although recent changes have significantly improved its layout and styling, it’s still more retro than in vogue.

Perhaps that’s no bad thing, however. Buyers will place a much higher value on the practicalities, such as the high bridgedeck clearance, the wide side decks, and visibility from the helm. It’s no surprise to learn that all buyers so far have been former monohull owners.

The main layout difference with the previous model is that Discovery has done away with the original forward master cabin. Previously, it spanned the full beam, but lacked headroom.

The new version has a more conventional three- or four-cabin layout with cabins at either end of the hulls. Natural light and ventilation has also been improved significantly.

Any similarities with a monohull stop abruptly when it comes to handling and hands-on feel. A 26ft wide 20-tonne vessel can seem daunting when you are leaving a dock or a marina berth, especially if there is a crosswind. However, a benefit of catamarans is their twin engines spaced well apart, which allow you to spin the boat in its own length. Thrusters are also an option on the Discovery.

Wide side decks have a secure feeling with high handrails

Once out into the fresh breeze funnelling down the western Solent, I noticed more similarities with a monohull. The in-mast furling system controlling the mainsail and the choice of genoa or self-tacking jib on furlers (powered if desired), would make setting sail a doddle if short-handed.

What struck me most during our test was the consistent, comfortable motion of the Bluewater 50. That will also appeal to traditional cruisers. Even when the boat was over-canvassed,it behaved well and, had we wanted to, reefing would have been a simple push-button affair.

Despite an ugly wind-against-tide chop we experienced no pitching or slamming; the Discovery would get up speed and ride through the waves. It felt similar to a displacement monohull, except that wine bottles were left standing upright on the galley countertop and the tea was brewed from a non-gimballed stove.

The redesigned Bluewater 50 has a lot more natural light and a generous main living area

A comfortable pace

The price for all that comfort is lack of speed. You might assume a catamaran would be swifter, but I doubt you’d be crossing oceans any faster on the Bluewater 50 than on a similar-sized monohull.

Powered-up, with the blue Code sail and full main set in 20-23 knots of true wind, we averaged 8.5 knots, albeit deep reaching, and being careful not to overload the sail. And when the wind increased a little more and that Code sail was furled away, we enjoyed some fetching and beating under full main and jib, averaging 7 to 7.5 knots.

These may not be the speeds the polars suggest, but the test boat was laden with optional extras – not, though, the Williams Jet tender that has been ordered and will be stowed on davits.

The aft coaming supports the mainsheet track and davits

Sails were chosen on the basis of performance, longevity and, crucially for this boat, the need to be painted! Peter Sanders, who runs the 45-year-old Sanders loft in Lymington, selected Dyneema cloth encapsulated with Mylar and laminated with a polyester taffeta.

“The result is a very rugged, low-stretch laminate that will easily fit inside the mast chamber,” he explains. Carbon was used in the top third of the vertical mainsail battens for a larger roach and, by offsetting the radar on the mast, the jib could be built with a larger roach too. This produces a nice slot between the sails when beating.

The test boat was fitted with optional hydraulic steering which, unfortunately, is the part most monohull sailors would struggle to accept. It felt positively alien. Even a heavy centre-cockpit monohull with a lengthy steering connection will give some helm sensation as the yacht powers up and heels. Not so here.

The open helm area can be covered by a fixed bimini

I was concerned by the disconnect I felt between the wheel and rudder response. If you can’t feel the rudder respond, you typically over-compensate, which can be unnerving. It may be that the Bluewater 50 will be sailed on autopilot much of the time and Discovery does offer alternative drives.

I did not like the mainsheet set-up either. The traveller is on the aft beam, which allows for a long boom, but makes the sail awkward to trim from beneath a hard bimini, despite hatches above for sighting the main.

The option of a reversible mainsheet winch, which can be remotely operated, makes some sense. However, I think a yacht designed for short-handed voyaging should have the mainsheet within reach of the helm.

Comfort and shelter

The sightlines on board are very well considered – from helm to galley, to cockpits and navstation, communication is easy. Those in the aft cockpit are separated from the sailing systems yet connected with the helmsman.

The cockpit offers complete protection beneath a hard roof, and the sides can be closed off with canopies – ideal in cold conditions. Six people can sit around the table and there is space for another three on the sofa to starboard – with plenty of stowage beneath the seating. There are sunbed seats each side of the aft cockpit. I had misgivings about the large drop down from these to the aft deck, and I would add another guardrail or two across the transoms.

If the aft cockpit is where you can seek shelter in comfort, the spacious foredeck area suits relaxing in the sun. It’s easy to imagine sundowners in this compact but deep cockpit – or in the optional hot tub, an indulgent Discovery hallmark.

Aft cockpit has soft canopies for full protection

There is plenty of stowage space below this cockpit, while the huge sail lockers in each forepeak will swallow any sails, fenders and most toys. That said, the Bluewater 50 has relatively fine bows, so it would be prudent not to overload the forward ends.

Seagoing design

The main deck living area now has almost all-round views. It will feel particularly large and bright to anyone familiar with the original Bluewater 50 layout, which had a forward owner’s cabin, forward galley and much smaller windows. There is scope for customisation in the layout here, and particularly with the joiner work and décor.

Catamarans rarely heel, but the motion can still be awkward. This Discovery is clearly designed by sailors to go to sea and I liked the large, practical U-shape galley, the secure, forward-facing navstation and the curved and fiddled furniture.

Dedicated forward-facing navstation is excellent

The galley has plenty of fiddled Corian worktop space and deep stowage areas. There are options to increase the already generous cold stowage by adding fridges or freezers in the hulls. Portholes in the forward-facing coachroof windows not only provide good ventilation but enable crew to pass food and drink to the forward cockpit.

The dedicated navstation provides the best seat in the house. The compact chart table area has unhindered forward views, a hatch above to sight the mainsail and is still within communication of the helm station. The test boat had throttle controls here too, so this would be a good station for watchkeeping.

An equivalent size and priced monohull, such as a Discovery 58, typically offers a large master suite and two guest cabins, whereas the Bluewater 50 not only gives more space to these guest cabins but also has the option of a fourth cabin (a third guest cabin).

The guest cabins have twin berths that can join into doubles

I’d be tempted to opt for the layout that gives one complete hull to owner’s accommodation, with a larger shower, heads, desk and stowage areas. However in the four-cabin test boat, the owner’s suite aft still seemed generous.

The forward cabins have plenty of volume, notably inboard, where there is enough space for an extra raised bunk or locker allocation. Large hatches in these cabins provide ventilation and the option for an easy exit onto the foredeck, and there is an impressive amount of natural light from the vertical portlights and large triangular coachroof windows.

Discovery’s new ownership

Werner Schnaebele made his fortune developing a software integration tool for large companies. He was one of the 401 crowdfunders who invested over £2.2m in the Discovery Yachts Group, before he went on to buy the business.

“From the beginning it was a passion decision not an economic one!” Schnaebele tells me with a smile, before continuing to explain that he’s now in it for the long run.

“The workers and craftsmen are really skilled – and you have to give these people the time to do their work right.”

He thinks the previous management made some mistakes, which included presenting yachts at shows which did not do the skill levels of the yard justice. Hence Schnaebele is delighted to see Discovery back to its high level of finish quality.

The German dog lover won’t get involved in the day to day running of the business – that’s now in the very experienced hands of its sole director, John Burnie. The company is now all under the Discovery Shipyard name, which is owned by Binti Marine Holdings.

Look at some of the latest designs on the market and you would be forgiven for thinking new multihulls are all about speed. Yet I can safely say, if I ever manage to achieve my dream of tradewinds voyaging around the globe, I will not be in any hurry! If you had a budget of £1.5m and were looking at a reliable, popular choice for long-distance short-handed cruising you might consider yachts such as the Discovery 58, Oyster 565 or Hallberg-Rassy 57. For the same money the Bluewater 50 will give you considerably more space. If the boom in 40ft to 60ft production multihulls we’ve seen in the ARC is anything to go by, don’t be surprised if you see more and more sailors making such decisions with their heads, opting for space, rather than their hearts, and being seduced by aesthetics and helming sensation. For those who wish a catamaran to be as similar as possible to the pedigree cruising monohulls they know and love, this Bluewater 50 provides a logical transition.

10.9.24 / CANNES / FRANCE

British bluewater yacht brand DISCOVERY announces the next stage of its journey with a mission to set new standards of design, experience and sustainability in luxury yachting. Join us at Stand 040 of the Cannes Festival of Yachting to learn about our three all-new models: D55, D60 and D68 each drawn by superyacht designer Rob Doyle.

Alongside the new models, we announce reDISCOVERY – the world’s first upcycled yacht brand. A unique proposition in the market, reDISCOVERY offers an ‘upcycled’ DISCOVERY 55 yacht that has undergone the company’s proprietary comprehensive refit service to ‘as new’ standard.

LEADING BY DESIGN

When John Charnley approached us in the Ron Holland office back in 1998 with an idea for the perfect blue water cruiser, he had a clear vision…

REDISCOVERED

DISCOVERY unveils a world first; a brand-new yacht in an upcycled hull. We talk to CEO Dan Couchman about this groundbreaking concept. What’s so unique about reDISCOVERY? …

SUSTAINABLE VISION

DISCOVERY has a brave vision. This isn’t a small stab at creating slightly more environmentally-friendly craft, this is a core focus, built into the fabric of the business from day one…

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Discovery Luxury

• By Bill Springer
• Updated: June 13, 2011

Discovery 50

We were in the Gulf Stream about 300 miles offshore. The water temperature was about 90 F. There wasn’t a breath of wind. The sea was pancake flat and well over two miles deep. And since the still air felt almost as hot as the sea, we all agreed it was time for a swim. So while the carefree crew made up of Caroline Charnley, Donald Brewster, and myself took the plunge into the deep, deep blue, our captain, John Charnley, dutifully stayed aboard to make sure the boat didn’t drift away as we splashed in the stream like schoolchildren. I’d signed up with John and Caroline, the founders of Discovery Yachts, based in Southampton, England, to help them sail their Discovery 50 catamaran last summer from Bermuda up to Newport, Rhode Island, but the story of how the Charnleys came to start a successful boatbuilding company and finally be able to go on an extended cruise aboard a boat they built began decades before.

Business Builder As often is the case with successful entrepreneurs, John’s career has taken more than a few twists and turns. He learned to fly as an officer in the Royal Marines in the late 1960s, and he went on to be a commercial airline pilot in the 1970s. But his first love was sailing, and when a currency crisis in England forced the government to restrict the amount of money citizens would be allowed to take out of the country, thus giving birth to the new concept of airfare-inclusive “package holidays,” he saw an opportunity to start a business that did the same for those wishing to charter a boat in the Greek Islands.

In four years, while flying full-time during the first two years, he built the company, Sunsail—yes, that Sunsail—up from four boats in Greece to 110 boats in charter bases all over Europe and the Caribbean. As Sunsail took off, he finally stopped flying so he’d be able to prepare for and compete in the 1980 Observer Singlehanded Transatlantic Race along with running the growing company.

He sold Sunsail to brewing giant Guinness in 1981. “I was tired,” he told me in his characteristic understated way at dinner during our passage. “I wanted to take some time off.” Who wouldn’t need some time off after all that? But his rest was short-lived. He soon went on to found, then sell a company that built over 250 Swift 18 trailer-sailers. He also bought land in the Meon Valley of Hampshire, England, that he and Caroline—she was one of Sunsail’s first staff in Greece, and they were married in 1982—would devote to viticulture under the label of Wickham Vineyard.

For the next 16 years, they worked to build the vineyard from the ground up. It was hard, physical labor, and in time, the wine they produced received rave reviews.

But around John’s 50th birthday, they realized that they might want to spend less time tending grapes and steam-cleaning wine casks and more time visiting the places where John had stopped all too briefly when he was flying around the world for a living. For them, there was only one way to do that: on their own boat. But as they searched for the perfect vessel to take them around the world, nothing available seemed quite right.

They didn’t fully intend to become builders again when they commissioned Ron Holland to design an offshore-capable monohull to their exact specifications. But they did have a female mold built so it’d be possible to sell subsequent models. Ever the businessman, John’s idea was that they’d market what eventually became the Discovery 55 to a few people looking for something different in an offshore cruising boat, and they’d subcontract out the construction so they’d have time to go cruising. But it didn’t work out that way.

I first met John and Caroline in 2001 when I was in England to test-sail the new Discovery 55 on the cold, gray water of the Solent. The boat was impressive, and it soon became apparent to all concerned that more than just a few people would want to take a boat like that around the world. So instead of heading off cruising and subcontracting out the construction of a few boats a year, the Charnleys constructed in Southampton a boatbuilding facility capable of satisfying the demand; suddenly, they were full-time hands-on business owners, not full-time cruisers. The well-established company now builds a 67-foot monohull in addition to the 55, but John and Caroline never forgot the reason they started the company in the first place. But when the time was right to step back from the day-to-day running of the company and finally go cruising, the couple came to an interesting conclusion: It would be aboard a catamaran. And thus it was that we found ourselves sailing a Discovery 50 up to Newport.

Two-Hulled Discovery “With all the success you’ve had building monohulls,” I asked John while we were sitting around the saloon during our passage, “why’d you choose to go cruising on a cat?”

“We decided that the market was definitely ready for a luxury cruising catamaran that a cruising couple could sail around the world,” he said. Then he looked around the large, comfortable saloon with its 360-degree view. “And this interior is pretty comfortable, wouldn’t you agree?” I did.

“Both monohulls and catamarans have their strong points,” he continued. “But we felt that if we could combine on a catamaran the same good looks, good ideas, and quality construction that we’ve been able to deliver with our 55- and 67-footers, we’d have something special.”

The process of designing and building the cat was similar to the other boats that the Charnleys have gone on to build. They hired a brand-name designer—Bill Dixon—to draw the lines and worked closely with him to make sure the Discovery cat would stand out from the crowd of charter cats available today. I saw how they achieved that objective as we motored up to the boat in St. George’s Harbour, in Bermuda. Lots of cruising cats appear somewhat boxy. Some do a better job than others to disguise their high freeboard and slab-sided hulls, but in my opinion, the lines of the Discovery 50 do more than just trick the eye. The proportions are spot on. The large, curved cabin ports integrate into the hulls beautifully and make the boat seem much less top-heavy than other cats I’ve seen. The large, tinted, vertically-oriented ports in the hulls not only allow for plenty of natural light down below; they also give the boat a sleek super-yacht look. But as I found out in the range of conditions we experienced on our trip north, this offshore passagemaker is more than just a looker.

Taking a swim while becalmed in the Gulf Stream was fun, but the passage wasn’t a total drifter. During one of my night watches, I gathered lots of evidence of the boat’s capability to stand up to more substantial offshore conditions while being easily singlehanded. With the wind in the teens, we barreled along at an easy eight to nine knots, speeds less than some lighter, more overtly performance-oriented cats might return, but still faster than some similarly sized monohulls are capable of in such conditions. The reality is this cat puts a higher premium on offshore safety, comfort, and ease of handling than it does on pure speed. So trimming sails with the powered winch, pushing buttons on the autopilot, checking the chart plotter and Automatic Identification System targets, and keeping a lookout from the comfort of the relative protection of the helm seat was a piece of cake. And when the wind piped up into the mid-20s, I did something that I’ve never done before on a 50-foot cruising cat: I reefed the main by myself without waking the off watch for help. Since John specifically called for the boat to be handled easily by a couple, he chose the ease of in-mast furling over a traditional main with its large roach and full battens. I’m sure a traditional main, an available option, would provide more horsepower in light air, and I generally like going as fast as I can on a passage, but I can’t deny the importance, both for safety and peace of mind, that comes with the ability to reef so easily. And that’s a trait a shorthanded cruising couple will appreciate. We probably could’ve carried the full main in those conditions, too, but we were hardly going slow, and as John says, “We’re not racing, and it never hurts to be a bit conservative.”

It was during that night watch that I also came to appreciate the passagemaking functionality of the nav station. Sure, the saloon is big and comfortable, the seat cushions are cushy, and the woodwork is exquisite, but I also noted the ability to stand my watch inside, protected from the elements at the forward-facing nav station while still having a good view out in all directions when a rain shower passed over us. Other commonsense features that any long-range offshore cruiser will like include the large engine rooms aft in each hull that make it really easy to check the oil or change a filter, the excellent systems installation, and the oversized mooring cleats and ground tackle.

Don’t get me wrong: The boat’s workmanlike functionality hardly diminishes the attractiveness, comfort, and craftsmanship of the interior or, as I was already well aware, the decadence of the guest cabins aft. The light woodwork and large opening ports and hatches made my cabin, which was fitted out with a queen-sized bunk—the other guest cabin has two twin bunks—feel bigger, brighter, and airier than some cat cabins I’ve seen, and the innerspring mattress seemed more comfortable than my bed at home. Each guest cabin also has its own well-appointed head. But these accommodations are nothing when compared with the master cabin forward.

This is the only 50-foot cat I’ve seen that has a master cabin running the full width of the boat forward of the mast. It’s a lot easier to simply dedicate a hull to the master cabin. But an owner’s cabin in a hull isn’t quite the same as having a cabin up on the bridgedeck that’s nearly 22 feet wide and also has a separate seating area, a desk/office, and even his-and-her heads.

As my last watch came to a close and the suspension bridge that connects Newport to Conanicut Island came into view over the horizon, I was more than just a little jealous of the Charnleys’ future plans. After sailing across the Atlantic and making our little jaunt up from Bermuda, they were about to shift from passagemaking mode into cruising mode and spend the summer exploring the New England coast. And I had to agree with John when he said that building an attractive, comfortable, offshore-capable catamaran easily handled by a cruising couple could be something special. As we were to learn after the Charnleys sailed the boat from Maine down to Annapolis last fall, CW’s Boat of the Year judges also agreed. They not only named the Discovery 50 the Best Catamaran but also deemed it CW’s overall 2011 Import Boat of the Year.

Of course, that doesn’t mean John and Caroline are in a hurry to return to the day-to-day operations of building boats. They’re still involved with the company and are in close contact with their management team, but by the time this story hits the newsstands, they’ll be doing exactly what they intended to do over a decade ago: sail around the world. When I last heard from them, the Charnleys were transiting the Panama Canal en route to the South Pacific. I hear the water is warm there, too.

Bill Springer is a Boston-based marine writer.

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Berthon are the acknowledged experts for the sales of pre-owned Discovery boats, having been closely involved with the Discovery fleet for a number of years. Please browse the listings below for Discovery brokerage yachts that are available on the brokerage market worldwide.

Berthon works closely with John Eustace at JE Marine. John is the go-to expert for Discovery owners and offers a comprehensive after sales service to the pre-owned Discovery fleet. In addition, Berthon is experienced in refitting Discoverys at our Lymington shipyard where we have around 100’ skilled craftsmen on the shop floor. Our service operation in Palma de Mallorca also provides guardiennage and refit services for Discovery with a strong knowledge of the yachts and a team of 25 technicians operating from a 2,000 msq workshop facility.

Berthon offers Discovery owners the very best service through their international network of offices and comprehensive marketing service. The 55’, 57’, 58’, 67’ and Discovery 50 Catamaran are superb blue water cruising yachts built to the highest standards

For information about the yachts listed below contact – Sue Grant and Alan Mcilroy .

Read our Discovery blog posts here.

Discovery Yachts

Class: Discovery 57 Year: 2014 Location: Lymington, Hampshire - UK Price: £998,500 (VAT Paid)

Sapphire II of London

Class: Discovery 67 Year: 2011 Location: Brisbane, Australia Price: £980,000 (VAT Paid)

Class: Discovery 55 Year: 2012 Location: Lymington, UK Price: £510,000 (VAT Paid)

Class: Discovery 55 Year: 2008 Location: Fiji Price: £550,000 (Plus VAT)

Ticketeeboo

Class: Discovery 55 Year: 2009 Location: Slano, Croatia Price: £405,000 (Plus VAT)

Class: Discovery 55 Year: 2007 Location: Cavalaire sur Mer, France Price: £450,000 (VAT Paid)

Blue Harmony

Class: Discovery 55 Year: 2011 Location: Lymington, UK Price: £580,000 (VAT Paid)

Class: Discovery 55 Year: 2009 Location: Marina di Ragusa, Sicily - Italy Price: €636,500 (VAT Paid)

Class: Discovery 58 Year: 2015 Location: Palma de Mallorca Price: £899,000 (Plus VAT)

Class: Discovery 55 Year: 2007 Location: Mountbatten Marina, Plymouth - UK Price: £450,000 (VAT Paid)

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