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These Slim New Catamarans Are Redefining the Category. Here’s How.

We talk the boat makers redefining the twin-hull paradigm across wide- to full-beam vessels..

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The slimmer approach also enhances seakeeping. “In big waves, wide-beam power cats have a seesaw motion,” Santella explains, because the twin hulls can hit waves at different times, forcing the boat to rock back and forth. “Placing the hulls closer together dramatically reduces this uncomfortable feeling.” 

Bluegame, acquired by style-forward Sanlorenzo Yachts in 2018, used both engineers and designers from its parent company to elevate the BGM75’s layout and look. The full-beam main suite has exceptionally large windows, a side lounge, and a spacious, glassed-in ensuite, while four guest staterooms cross into the boat’s interior rather than remaining confined to the outer hulls. There’s also a full-beam garage with an automatic launch for the tender—another demonstration of how a clever interplay of form, function, and smart styling can expand the power cat’s potential. 

The XF60, the smallest member of the Xpedition Foiler line from Voodoo Yachts, has a 21-foot beam, while a combination of 1,300 hp diesels in the upgraded propulsion package and a proprietary hydrofoil blade, called the Xpedition Wing, gives it a top end of 52 mph and an impressive 1,350-mile range at 34.5 mph. “The wing raises the boat 30 inches, carrying about 50 percent of its weight,” says Mitch Pachoud, cofounder and director of the New Zealand brand, who calls such lift “the secret to running a long distance at speed.” The four-stateroom XF60 is a more buttoned-down, less “yachty” vessel than its competition, but the range is a major draw for the explorer-yacht set. 

The most extreme example of the svelte-multihull trend is the T-2000 Voyager from Irish builder Safehaven , presenting a 70-foot length with a 20-foot beam. It features a racy superstructure and wave-piercing hulls. And its performance specs are riotous: Thanks to twin 1,550 hp MAN V-12 engines, it can hit 57.5 mph and has a range of 1,150 miles at 34.5 mph. The T-2000 was put to the test immediately, with its first sea trials taking place in a Force 10 storm with 55 mph winds and 20-foot waves. Retaining the multihull’s interior-volume advantage while closing the monohull’s gap in handling prowess and streamlined aesthetics? This new approach could be the cat’s meow.

Evolution of the Species

The earliest catamarans can be traced back to 1500 B.C.E.: crude vessels (essentially two logs tied together) used by islanders to navigate Austronesia. Over the past 150 years, though, these watercraft have seen supercharged change, progressing from small racing sailboats to vast, A.I.-controlled superyachts. Here, how the contemporary cat species came to dominate. Micheal Verdon

Though fast-sailing catamarans came into racing in the late 1800s, Leonardo Torres Quevedo’s Binave was the world’s first power catamaran. While the twin-hulled steel vessel was essentially a Franken-boat—with a raised cabin atop pontoons—its dual engines and high-riding sponsons became the templates for modern power-cat design.

Californian Ray Leger designed the first 18-foot PowerCat in the postwar era as an offshore fishing boat, as well as an antidote to his wife’s seasickness. Over the next two decades, Leger’s builds, ranging from 12 to 40 feet, attracted middle-class day boaters who wanted something that was less tippy on seas than a monohull. Power catamarans were also quickly adopted as race boats.

The first motorized multihull yachts appeared in the 1990s and the aughts as tall, boxy vessels that were essentially sailing cats minus the masts. These appealed to sailors who didn’t want the manual labor of working the sails but craved a similar experience. More utilitarian than luxurious, these early cats looked awkward compared to the sophisticated designs of monohull motor yachts.

At the beginning of the current decade, power cats began taking cues from motor yachts, with sleeker topsides, additional curves, and a sportier presence. Builders discovered a market of motor-yacht owners, including celebrities, who wanted to burn less fuel while enjoying more space. For the most expensive models, a colossal, luxury interior was one of the design mandates.

Builders such as Wider, Rossinavi , and Sunreef have launched custom superyachts with bolder, more streamlined looks and sustainability-minded technology. Rossinavi’s 141-foot Seawolf X, for example, uses artificial intelligence to not only manage its hybrid propulsion but also deliver real-time ways for crew and guests to reduce energy use.

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Bold and the beautiful: Exciting new catamaran designs

• June 23, 2022

Yacht Style showcases a varied selection of catamaran designs and concepts – some in build, some in negotiation and some that could stay on the drawing board.

50M Sunreef Explorer

Sunreef may be leading the way in production of large luxury powercats, yet it’s determined to go bigger still and recently added to its portfolio of designs with the 50M Sunreef Explorer.

Designed to “go anywhere, from lush tropical islands to the most extreme latitudes”, the Polish builder’s latest Explorer design follows the 40M version and is designed to be “self-sufficient for months and offer all the autonomy needed for worldwide exploration in ultimate comfort, safety and luxury”.

The 50M Sunreef Explorer has a huge aft platform that makes the most of its 14.3m beam and the superyacht is fitted with tender cranes, garages and windlasses to help store and deploy a fleet of water toys including dive compressors, Seabobs, e-bikes, e-foils, sailing dinghies and tenders.

The yacht can be tailored for divers, adrenaline-seekers or fishing enthusiasts, while onboard areas can include a private spa, gym and an outdoor cinema with a bar, with accommodation customised for up to 12 guests.

Sunreef believes catamarans are the safest platforms for extended navigation as all essential systems on board are doubled, with two engines, two fuel tanks, multiple generators and two water tanks ensuring redundancy and reliability in critical areas.

In this vein, the 50M Sunreef Explorer includes impressive storage capacities for provisioning and a smart waste management system.

Rossinavi Sea Cat 40

Rossinavi has revealed an all-aluminium Sea Cat 40 concept, the first catamaran proposed by the Italian superyacht builder. Featuring exterior and interior design by Fulvio de Simoni, the sub-500GT motor yacht has an overall length of 42.75m (140ft 3in) and a beam of 13.75m (45ft 1in), with a 100sqm saloon and dining area plus accommodation for 10 guests and seven crew.

The Viareggio yard says the solar panels are designed to produce enough electricity to supply the daily consumption of 5-6 average American households, so can power the onboard services and propulsion at low speeds.

In daily use, the catamaran can operate 100 per cent in full-electric mode. In the case of an Atlantic crossing, it can cruise continuously for 20 days, covering 3,850nm at eight knots.

To extend battery life, Sea Cat 40 can maintain the batteries’ charge status at 40-80 per cent and be programmed to navigate for 80 per cent of an ocean crossing in full-electric mode and 20 per cent in diesel-electric mode.

Widercat 92

Fellow Italian shipyard Wider has begun building the first units of the Widercat 92, a hybrid model designed with Luca Dini and expected to launch in 2023.

The 92ft powercat has a beam of over 39ft and this extends when the side platforms drop, offering direct access to both VIP cabins and potentially linking with the fold-down garage door to form a 720sqft, three-sided beach club.

Solar panels covering 1,830sqft deliver self-sufficiency at anchor, with unused energy stored in the lithium batteries to power systems at night. Wider’s serial hybrid system enables a cruising speed of 12 knots and a range over 1,600nm at eight knots or up to 2,400nm at six knots, while in zero-emission mode, the yacht can travel 27nm at six knots in silence.

StellarPM has announced the aluminium StellarCAT AL25-3, a towering tri-deck version of the AL25-2 measuring 82ft in length and 38ft wide, and offering four-six guest cabins and one or two crew cabins.

StellarCAT AL25-3

The main deck includes an aft cockpit, a 635sqft saloon and either a full-beam master suite or two VIP cabins forward.

The upper deck can be configured with a wheelhouse and skylounge or a master suite with private verandah, while above is an open sun deck. Depending on engine options, the yacht has a top speed of 19 or 24 knots and a range of 1,700nm or 2,400nm.

Cosmopolitan 66

Ivan Salas of Spain’s Iddes Yachts and German entrepreneur Christian Braun are behind Cosmopolitan Yachts, whose first model is the aluminium, solar-electric Cosmopolitan 66, which can house up to six guest cabins.

Featuring a beam of 35ft, the yacht has a 1m-plus bridgedeck clearance and a foil below the aft end of both hulls, while solar panel coverage is designed to generate 17kWp.

Soel Senses 62

Dutch-owned Soel Yachts has designed and engineered the Senses 48 and Senses 62 solar-electric catamarans for private use.

The company has previous built several passenger vessels including the SoelCat 12 in 2017 and two units of the Shuttle 14 recently delivered to Bora Bora, and built a custom-designed 10m carbon-fibre speedboat for private use.

Pininfarina De Simoni catamaran

Meanwhile, naval architect Fulvio De Simoni – designer of the Rossinavi Sea Cat 40 – has collaborated with Pininfarina Nautical on a 48ft powercat for Turkey-based Epsilon, a specialist in composite materials for aviation and boating.

SAILING CATAMARANS

On the sailing side, Sunreef’s larger designs have included a Sunreef 100 and an MM 460 Cat designed with Malcolm McKeon. More recently, the shipyard announced the Sunreef 43M, a ‘sailing super-catamaran’ initially known as the Sunreef 140 and featuring a 50ft 6in beam.

Sunreef 43M Eco

The highlight is a spectacular beach club, a three sided, walkaround waterside arena once the hydraulic swim platform and two side terraces are lowered. Fully customisable, the beach club connects with a sea-view gym as well as a storage room for diving gear and water toys. Beneath the aft cockpit, a garage accommodates two large jet-skis, a refuelling station and launching system.

Accommodation for up to 12 guests includes a spectacular full-beam owner’s suite with panoramic views and private access to the lounging area and spa pool on the foredeck.

Sunreef 43M/43M Eco

The 43M is also available in an Eco version that features Sunreef’s innovative ‘solar skin’ integrated into the bodywork, mast and boom, generating green energy for twin 200kW engines.

Smart-power and water-management systems optimise energy consumption, while an optional hydro-generation system is another power source.

Eco Yacht 88’ by Pajot Custom Yachts

Marc Pajot of Pajot Custom Yachts and Wider recently revealed the Eco Yacht 88’, which features a full-width superstructure and a boomless rig, which also featured on Pajot’s Eco Yacht 110’ concept revealed in 2020.

Made of aluminium and carbon, the new 88-footer with a 39ft-plus beam has 540sqft of solar panels, hybrid sail/diesel-electric propulsion, and two or three electrically assisted interior and exterior helm stations.

Inside, the main saloon is flanked by a semi-open galley to port and a home cinema to starboard, while the forward area includes a master suite or two VIPs. There are also two 220sqft beach club cabins in the aft part of the hulls that have direct door access to the sugarscoops.

German-owned Mavea Yachts has revealed the solar-electric Slyder 80, a Café Racer-styled carbon cat designed with Matthias Krenz.

Slyder 80 by Mavea Yachts

For sale with Ocean Independence and expected to launch in 2024, the 80-footer has a 35ft 5in beam and a flat superstructure with ‘sports-fly’ helm stations on either side.

Armed with a 215sqm mainsail with three reefs, the Slyder 80 also has a serial hybrid drive (twin 70 100kW electric motors) and PLC electrics. The interior offers headroom up to 2.2m and includes a 410sqft saloon and accommodation for up to eight guests in the tall hulls.

Meanwhile, the solar-electric Zen50 has been promoted as the world’s first production yacht equipped with a wingsail. The first unit is sold and expected to be launched in early 2023 by Zen, which stands for Zero Emission Nautic and recently opened a showroom in Barcelona’s Marina Vela, close to where the first hull is being built.

Designed by Julien Mélot, the 51ft 6in cat has a 27ft 7in beam, lightweight carbon hulls and a semi rigid Oceanwings32 wingsail designed by Paris-based Ayro (a spin-off of VPLP) that can be controlled at upper and lower helm stations.

A huge flat roof and a hardtop above the 365sqft flybridge enable extensive solar panel coverage that can generate 16kW.

The first unit won’t have a generator and won’t carry any fossil fuel, with the electric tender recharged by the mother vessel. The yacht can also be equipped with a dive compressor, e-water scooter, e-foil, electric jet boards and electric water maker.

Note: The original article appeared in Yacht Style Issue 65. For the magazine article, click on ‘Catamarans Special 2022’ at: www. yachtstyle.co/specials

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Modern Catamaran Trends: Gimmicks or Valid Design Ideas?

The celebrity of the catamaran is not only swelling in racing, but also for cruising catamarans. At their conception, the atypical design enabled cats to sail faster and in shallower waters with less wind and crew than other sailing vessels. But for years the unorthodox design met with skepticism, leaving the catamaran with little commercial success. Additional challenges to adoption of early versions of cruising cats were the small, very cramped interiors by modern day standards, was heavy and lumbering handling abilities. Many sailors used to say they “were built like tanks and sailed like bricks”.

However, sailors soon realized that nothing could beat the comfort, speed, and safety of a well-designed modern catamaran as a cruising yacht. These vessels can achieve the highest speed for the smoothest ride and boast the most interior space and greatest safety of most ocean-going vessels. Sailors of all types are quickly overcoming earlier prejudices against the multihull design as contemporary design trends continue to produce catamarans that are faster, more exciting, more visually interesting, and safer than ever before.

The New Trends

Fun and interesting new trends in catamarans make sailing even more exciting than ever before. However, innovations are only useful if they contribute to good design, construction, and safety principles and it should fit your sailing purposes. Let’s take a look at some trends in modern cats:

1. Larger Catamarans for Fewer Crew

The new generation of catamaran, using modern composite construction and engineering can be built lighter, larger, and more spacious with very good power-to-weight characteristics. Currently, the trend leans increasingly towards larger catamarans. The average catamaran for a cruising couple now tends to be more in the 45ft to 50ft range. With composite engineering and installation of technologically advanced equipment, e.g., electric winches, furling systems, and reliable auto pilot, it is now possible for shorthanded crews to confidently sail larger boats with larger rigs. Technology has enabled modern catamarans’ bigger volume with more stiff and torsion resistant construction, without compromising stability and safety.  

2. Inside Out: Convertible Main Living Areas

The design improvements of convertible living areas not only increases usable space and opens up the living areas, but also reduces interior maintenance and cleaning issues of traditional varnished wood surfaces. An open and convertible main living area with simple, hard-wearing composite materials reduces costs and time required to clean and maintain the boat. Big windows and opening vents allow light in and increase visibility. Gone are the submarine-like claustrophobic cabins typical of most traditional yachts. Owners’ cabins are luxurious, airy, and spacious serving as a very comfortable living space, rather than just a place to sleep. 

3. Wave-Piercing or Reverse Bows

4. Bulkhead Helm Stations or Twin Stern Steering?

However, Gunboat moved the cockpit back under cover in its latest designs, just as Leopard introduced a forward cockpit with opening doors into the leisure-focused salon in their Leopard 44 and 48 models. The team at Catamaran Guru questions the suitability of this design feature for blue water catamarans that will encounter large seas, but nonetheless, it is a popular trend especially for the yacht charter market. 

Ultimately for a cruising catamaran, our preference is a safe, protected helm station with good visibility and all the control lines leading back to the helm to create a static control station. Push-button controlled winches and windlass as well as the instruments and autopilot should be prominently located and protected within the cockpit.  

5. The Flybridge Trend

Getting from the cockpit up to the flybridge and back down in bad weather can prove unsafe. To accommodate the flybridge, the goose neck and boom must be very high making stowing the main problematic. The higher gooseneck position also means that the center of effort is higher which impacts the vessel’s righting moment and is not as good as catamaran with a lower boom position and bulkhead steering. Just where the flybridge design will go is anybody’s guess but right now it has huge appeal for a lot of people. 

6. Hydrofoils and Daggerboards

Because of design innovations like curved daggerboards and the hydrofoils, performance on cruising catamarans has improved tremendously but catamaran speed is relative. The most important benefit of speed of a multihull is the ability to outrun bad weather. Being able to average 2-3 knots faster on a catamaran than on a monohull, can help avoid bad weather. Many cruisers often tell us at Catamaran Guru, “I don’t care about performance,” but its not long before they understand that the heavy cruising cat is not quite as comfortable at sea – AND very slow. It makes no sense to buy a catamaran that will not sail at least 200nm per day when making passage. 

7. Galley Up or Down

In modern catamarans, the most popular trend currently is galley up, making it a focal point of the main living and entertainment areas. When at sea, every meal comes from the galley, so live-aboards spend a lot of time in the galley and many cruising couples and families find that the separation of galley down in a hull is not ideal. When at sea, hauling hot food up and down the stairs is a safety hazard. Having the galley on the same level as the serving area and cockpit is less tiring and safer. Also, ventilation is better on the bridgedeck than down in the hulls, which makes cooking more comfortable, especially if you are prone to seasickness. The disadvantage of the galley up design is less privacy for the cook’s messes and it can significantly impact the size of the saloon seating area, especially on smaller cats.

Some manufacturers like the St Francis 50 and Antares 44 still trust in the galley down design. Galley down is often preferred for charter boats because it provides a private, self-contained cooking area with dedicated prep areas and utilizes space in the hull that might otherwise be less efficiently used. However, the most popular trend is galley up and it makes sense to most sailors, especially cruising couples and families.

More on our take for galleys up or down .

Is Speed and Interior Comfort Trumping Good Design?

• Catamaran stability is a function of beam and buoyancy, so light-weight strong construction, which translates into buoyancy, is a good thing. Typically cruising catamarans have a beam-to-length ratio of roughly 50%, meaning a 45′ long cat will be about 22′ wide. This will not only result in great interior space but also in a very stiff and efficient boat.
• The boat needs to have a robust COG (center of gravity) through good buoyancy fore and aft or waterline length to avoid “hobby horsing”, making for a smoother ride and better performance. Performance is a safety issue; it is always better to have the pace to get out of the way of bad weather. So some speed in reserve is great.
• Good bridgedeck clearance is important for seaworthiness and crew comfort at sea, by reducing slamming and better performance in rough conditions. However, a very high bridge deck clearance, together with, say 6.5ft of headroom in the saloon, the boat will be very high with a lot of windage. So there has to be a balance struck between bridge deck clearance and the height in the salon. A good rule of thumb for bridge deck clearance is to have good clearance is about 5% of overall length of the hull but 6% is excellent. A clearance of 4% is acceptable but on the low side.

Even in the age of computer modeling, yacht design remains a series of compromises and the use of a boat will dictate its visual design and performance characteristics to a large degree. A well-designed catamaran is ergonomic and pleasing to the eye. It should be sensible and safe, with performance that can get to a safe harbor when necessary. It all comes down to safety and comfort, especially in rough conditions.

Looking to buy a yacht? Contact us if you have any questions regarding catamarans for sale , Fractional Yacht Ownership or our Charter Management Programs .

Estelle Cockcroft

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2 thoughts on “Modern Catamaran Trends: Gimmicks or Valid Design Ideas?”

Good reading, informative and to the point. There is no reference to building standards and codes of practice. The Catamaran industry needs to “mature “ as more models and brands enter the market with the consumer paying for the downward spiral. Look forward to your next article.

Hi Gregor, you are right. There is no one uniform set of standards. Most countries have published guidelines, codes or laws that a boatbuilder must follow in order to sell a boat in that country. Some of the better known ones are USCG, ABYC, CE, AS/NZS and ABS. There is a lot of similarity between the different international regulatory bodies but just as many differences. Enforcement of these standards are sketchy. Labels are applied to boats i.e. “in compliance,” “certified” or “classified.” and it all means little if not enforced. In the US, it’s mostly up to the builder to voluntarily comply with the published guidance ( the all do since it’s in their interest). In the European Union, by law a boat has to be inspected, documented and certified. Australia and New Zealand publish their own set of rules. So it’s a miss mash of laws and rules and it’s hard for the consumer to pin down!

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The coolest new catamaran models and concepts

Sam Fortescue reveals the latest multihulls to make a splash and takes a look at what’s on the designers’ drawing boards

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 hull, superstructure and rig to give it impressive range under electric propulsion and almost limitless power for domestic comfort. The boat has an invisible drop-down aft garage for toys, fold-down wings on the quarter and a vast beach club, which combine to form what Sunreef has dubbed the Ocean Lounge. A gym with a view is built into the starboard quarter, and there’s a huge flybridge and room for 12 guests below. 

BlackCat 36m

LOA 36m Beam 13.7m Draught 1.60-4.90m Passengers 8 guests, 4 crew

Designer Malcolm McKeon and BlackCat founder Mitch Booth have been busy creating a super-sleek new 36-metre catamaran concept for a specific owner, and are now offering it alongside its other models in the 30- to 50-metre range. There’s barely a straight line on board; everything is curved and ergonomic – what Italian design is to furniture, so BlackCat is to catamarans. Compared to other BlackCats, there is perhaps a little extra height in the superstructure, plus solar panels and drop-down bulwarks aft. Naturally, it is a full-carbon build with performance to match – this one is predicted to sail at up to 30 knots, setting 650 square metres of carbon sails on its 45-metre rotating mast. Retractable rudders and daggerboards promise tight wind angles and upwind speed as well as access to shallow waters. Electric propulsion and up to 50kW regeneration capacity will minimise fuel burn. There are four double cabins for eight guests. The boat would be built at Baltic Yachts with BlackCat consulting. 

Echo Yachts 56m

LOA 56m Beam 15.5m Passengers 16 guests, 14 crew

Echo Yachts has come up with a beast of a catamaran design that blurs the line between support mothership and boat. This 56-metre is designed around helicopter operations, with two landing spots and room for two aircraft in the hangar. That gives it the capacity to carry three helicopters, as well as a range of large tenders up to around 11 metres and numerous other toys. Not that guest-level comfort has been neglected: there’s a spa pool on the foredeck, a private aft deck lounge and a huge beach club based around the drop-down platform. The interior is 100 per cent customisable, and can be skewed towards crew accommodation or even scientific, humanitarian or special interest facilities.

Alva Yachts Ocean Eco 90 H2

LOA 27.5m Beam 13.98m Draught 1.2m Power 2 x 250kW

Alva Yachts is building the world’s first 27.5-metre fossil-fuel-free catamaran. The Ocean Eco 90 H2 will run off two electric motors connected to a 500kWh-plus battery pack, powered by the sun via 200 square metres of solar panelling. It will also be fitted with Ayro’s Oceanwings with sensors on the wingsails. Wind data will be analysed by a computer that will adjust the wingsails’ angle of attack and camber. “This project would not be possible without our classification partner DNV, which has established new ground rules because this has never been done before,” says Holger Henn, CEO of the German builder. 

McConaghy MC115

LOA 35m Beam 12.5m Draught 1.8m (centreboards up)

Composite wizard McConaghy has given us an exclusive preview of a new 35-metre catamaran that is still at the design stage. Intended to bridge the gap between production and superyacht sectors, it is even more customisable than the yard’s smaller models. It features wide side decks and an open flybridge with an enclosed helm station forward, at the mast foot.

With sail controls concentrated above, the main deck is devoted to socialising, with a huge hydraulic bathing platform aft. The master suite is positioned forward on the main deck, giving it access to a foredeck lounge with a spa pool – a departure for this performance-focused brand. Accommodation is for 12 guests in six cabins, supported by a crew of four. But the precise configuration is infinitely adaptable. This should be a rapid boat, courtesy of slick naval architecture by Ker and a high-tech composite build. “The MC115 is a wind-speed yacht, and with true wind speed of 20 knots and the boat at 100 degrees, she will comfortably achieve 21 knots,” says managing director Mark Evans. 

LOA 36.75m Beam 13.85m Draught 2m Power 2 x 340hp e-motors

Flagships on this scale don’t come quickly, and especially not when they keep growing. What began as a 30-metre now surpasses 36 metres, with its electric drives and helicopter landing pad covered with retractable solar panels. To keep us hooked as the 2024 launch date draws closer, Silent Yachts has released details of a specially adapted submersible and quadcopter designed to match the yacht. U-Boat Worx is behind the two-person Nemo sub, which can dive to 100 metres. And the aircraft is an adaptation of VRCO’s XP4, due for regulatory approval in 2024. Billed as the “supercar of the skies”, it has vertical take off and landing capabilities and room for four passengers. Both are electric and will be recharged from the Silent 120’s vast battery bank. 

WiderCat 92

LOA 28.04m Beam 12m Power 2 x 420kW electric motors Top speed 15 knots Passengers 8 guests, 4 crew

As we reported back in November, Wider has sold five of its 28-metre WiderCats so far, and the first hulls have now left the moulds in Ancona. Late on a midwinter’s night, the two halves of the boat were transported 20 kilometres by road at painstaking speed to Wider’s new building halls at Fano. They will first be joined, then united with the deck and superstructure, which are already moulded. Painting comes next, followed by the complex systems that lie behind this advanced diesel-electric hybrid. The build is on track to debut at Cannes in September. 

Lazzara LPC 85

LOA 25.9m Beam 10.6m Power 2 x 550 - 1,800hp Top speed 20 knots Passengers 10 guests, 5 crew

Following the delivery of its UHV 87 model, shown at Cannes in 2022, and the launch of an express cruiser in its LSX series, Lazzara Yachts is expanding its offering with a catamaran line. The flagship 26-metre cat, built in GRP, will house a giant saloon that occupies the entire main deck – with the focus entirely on entertainment. The owner’s suite is a marvel – filling the 10-metre beam of the lower deck, with fold-down balconies on either side. Four more guest doubles have been designed with semi-open bathrooms, to transmit the light from the hull windows. Outside space is epic, with a vast beach club, elegant main deck dining and an expansive flybridge with a spa pool. While impressively styled, these are production yachts, with choices very much circumscribed. 

VisionF 100

LOA 30.5m Beam 12m Power 4 x Volvo Penta IPS 1050 3,200hp Top speed 22 knots

In just four years of operation, Turkish yard VisionF has already launched several 24-metre aluminium catamarans, and now it has sold a 30.5-metre cat. Built entirely in robust Kevlar composite, it should be incredibly stiff and strong. But relaxing is the name of the game here. There’s a glass-bottomed pool on the foredeck, fold-down wing balconies and a large, open flybridge. At the stern is deep hydraulic platform designed so that it either massively extends the aft deck or provides a huge beach club area. Besides the 100-square-metre saloon there is room on the main deck for a large forward-facing owner’s cabin. Up to six comfortable en suite cabins can be fitted into the two hulls. Delivery is scheduled for 2025. 

Lagoon Seventy 7

LOA 23.25m Beam 11m Power 2 x 175hp diesel Passengers up to 10 guests + 2 crew

While Lagoon is better known for its smaller sailing cats, its Seventy 7 is a semi-custom exception with more of a superyacht mentality. And its latest commission is an intriguing mix of sailing and gaming. Currently in build, the boat has an elegant dedicated cinema in the starboard hull with 7.1 surround sound and a pull-down screen integrated into the headlining. Another owner request was that the LED-lit gaming tower should be made a feature of the boat, and so it is – placed by the stairs so the lights can be seen from the cockpit. Next to the cinema is a workshop, where the owner can work on his drones.

Even without customisation, the Seventy 7 is a spacious, capable cruising cat. There’s the option of a spa pool on its flybridge, which also offers informal dining, an L-shaped sofa, a grill and a fridge. The helm station naturally lies at the forward end of this space, where all the lines come back to a battery of hefty winches. The foredeck lounge has direct access inside via a sea-tight door. And uniquely, the master cabin has a balcony door with a built-in bathing ladder for direct access to the water. Grey D4 Vectran sails from Incidence complement a dark grey hull, while the interior plays on primary colours. 

Art Explorer

The build of the groundbreaking 46-metre Art Explorer catamaran is continuing apace at The Italian Sea Group , with delivery expected in September. “She will be one of the largest luxury catamarans in the world when she is delivered, a testament to the vision, energy and leadership of its protagonist, Frederic Jousset,” says Laurent Bredy, head of project management for Fraser, of the yacht’s French owner. It was designed by Axel de Beaufort and Guillaume Verdier, with carbon mast and boom by Lorima. She will act as a floating gallery that will sail around the world, taking art to people who wouldn’t otherwise have access to it. 

Fountaine Pajot 80

LOA 23.98m Beam 11.09m Power 2 x 175hp Passengers 12 guests, 5 crew

Building a 24-metre was a big step up for French production yard Fountaine Pajot , so it has sought naval architect Olivier Racoupeau ’s help to add some big-boat sparkle. He’s brought ideas such as drop-down bulwarks that create a port and starboard lounging area at anchor, a spa pool set into the bow, where you can bathe and admire the waves sliding by, a well-equipped flybridge and epic toy storage. The overhangs are set with semi-transparent solar cells and the interior by Isabelle Racoupeau is about unostentatious luxury. There’s also room for up to six double cabins.

LOA 26.82m Beam 11.1m Power 2 x 170hp Yanmar Passengers 10 guests, 4 crew

Speed has always been the essence of HH Catamarans, but a new flagship is hoping to inject a bigger dose of comfort into these carbon-fibre fliers. Choose between a sleek flybridge or the racy pod helm stations that barely protrude above the coachroof. Up to 10 guests are supported by four crew, making charter an option. But make no mistake: even with self-tacking jibs and lots of lounging space, these remain exhilaratingly fast boats capable of near-wind speed into the low-20 knot zone. The first hull is launching now. 

Prestige M8

LOA 19.82m Beam 8.85m Power 2 x Volvo Penta D8 600hp Top speed 20 knots

A new flagship is on the drawing board at Franco-Italian builder Prestige, which has found a niche in high-quality series production. The 20-metre M8 power cat is said to have lower fuel consumption thanks to efficient design, and a 15-knot cruising speed. A full-beam owner’s cabin forms a lower half-deck forward, with space for up to four further guest cabins. A vast saloon with extensive glazing and stainless-steel detailing gives the feeling of a sophisticated apartment. There’s also a flybridge and a foredeck lounge. It should be at Cannes this year. 

Reinvigorated under French ownership, Gunboat has just unveiled a flexible new 21-metre model. The spec can be varied on a scale that runs from fast cruiser to seat-of-the-pants rocket ship, with two rig choices. The mast has been moved aft for a bigger self-tacking J2 sail and a high-aspect main. There’s no flybridge – just an aerodynamic coachroof that has been enlarged to take more solar panels. The saloon is bigger too, and the accommodation is flexible. 

Nemesis 60ft

The team behind the outrageous 101-metre Nemesis One foiling catamaran concept have somehow raised the stakes a notch or two further with a design that will hit 150 knots. This will be a 20-metre power boat on hydrofoils, capable of accommodating six guests and three crew. Initial drawings resemble something out of Star Wars – all stealth angles in jet black. The contract is already in place for the design and build, according to Nemesis.

Bluegame BGM75

LOA 22.7m Beam 8.15m Power 2 x IPS Volvo Penta D8 550 hp Top speed 20 knots

Bluegame's first ever multihull offering was revealed to the world at the Cannes Yachting Festival in 2022. The 22.7-metre design retains the appearance of a monohull with the benefits of a catamaran – stability, volume and improved fuel consumption. Its hull form means the BGM75 requires 50 per cent less power than a monohull of the same volume, while generating 5kW of green energy thanks to 56 solar panels that can be installed on the deckhouse. Design comes from Bernardo Zuccon and Piero Lisson, working on a hull form that was developed as the hydrogen-powered chase boat for the America’s Cup.

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Power Catamarans: A Complete Guide

Dec 06, 2023

less than a min

Power Catamarans, often termed as the epitome of modern maritime engineering, are gaining popularity for all the right reasons. Their distinct design, enhanced stability, and cruising efficiency set them apart from traditional monohull boats and even their sail-driven counterparts. This guide dives into the world of Power Catamarans, shedding light on their advantages and how they compare to other vessels like monohulls and trimarans.

Historical Prelude:

The concept of catamarans traces its roots back to ancient maritime cultures. However, the power catamaran is a relatively modern innovation that marries the traditional twin-hull design with powerful engines, offering a unique blend of speed, stability, and space.

Distinguishing Design:

Power Catamarans are characterized by their twin hulls, which significantly reduce the drag, thus enhancing speed and fuel efficiency. Unlike monohulls, they have a broader beam, which contributes to increased stability and more living space. The absence of a ballast for stability further lightens the vessel, contributing to its speed and fuel economy

Speed and Handling:

One of the significant advantages of power catamarans is their speed and handling. The twin hulls allow for a smoother glide over the water, making them particularly favorable for watersports enthusiasts. Their handling in rough waters is superior to monohulls, thanks to the inherent stability provided by the dual-hull design.

The stability of power catamarans is unparalleled, especially when compared to monohulls. The wide beam and twin hulls provide a stable platform, reducing the rocking and rolling common in monohulls. This stability is not only comforting in rough seas but also crucial when docking or anchoring.

Comfort and Space:

The spacious design of power catamarans offers homelike livability, with ample room for cabins, lounges, and even onboard amenities like grills and bars. The wide beam also allows for large deck spaces, ideal for sunbathing or enjoying the scenic ocean vistas.

Economy and Redundancy:

Power catamarans are economical, with fuel efficiency being one of their selling points. The redundancy built into their design, with separate engines for each hull, provides an added layer of safety, ensuring that the vessel can return to shore even if one engine fails.

Regular Upkeep and Care:

Power catamarans, given their unique design and structure, come with their own set of maintenance requirements. Like all boats, routine checks and upkeep are essential to ensure smooth sailing. The twin hull design means double the underwater gear – from propellers to rudders, which necessitates regular inspections for any signs of wear, tear, or fouling.

Antifouling:

Given that power catamarans have a larger surface area underwater due to their twin hulls, they may be more susceptible to marine growth. Regular antifouling treatments can help in keeping the hulls clean, ensuring optimal performance and fuel efficiency.

Engine Maintenance:

One distinct advantage of power catamarans is their dual-engine setup, but this also means double the engine maintenance. Regular oil changes, cooling system checks, and filter replacements are crucial. It's beneficial to synchronize maintenance schedules for both engines to ensure consistent performance.

The lifespan of a power catamaran largely depends on its build quality, materials used, and how well it's maintained. With proper care, a power catamaran can last for several decades. The engine's maintenance significantly impacts the catamaran's lifespan, with gasoline engines requiring maintenance at 1,200 to 1,800 hours and diesel engines at around 5,000 hours​​. The construction materials play a crucial role; for instance, fiberglass catamarans, when well-maintained, can last for many decades, while aluminum cats might change ownership after 10-15 years but can last a lifetime with proper care​.

World-Renowned Builders:

The power catamaran sector boasts several reputable manufacturers such as Lagoon, Leopard Catamarans, Fountaine Pajot, and other notable names like Seawind Catamarans​.

Lagoon, a revered name under the Beneteau Group umbrella, has carved its niche in crafting luxurious, spacious catamarans. A prime example is the Lagoon 630 Motor Yacht, embodying opulence with its nearly 250 sq. ft. aft deck and 900 sq. ft. interior, comfortably housing up to 12 guests. Known for its superyacht styling, it boasts superior fuel efficiency and a commendable average velocity-made-good of 9 knots.

Leopard Catamarans:

Emerging from the reputable Robertson and Caine shipyard in South Africa, Leopard Catamarans is synonymous with innovation and efficiency. The Leopard 53 Powercat is a testament to this legacy, showcasing excellent seakeeping abilities, offering 3 or 4 cabin configurations, and achieving a top speed of 25 knots.

Fountaine Pajot:

A trailblazer since 1976, Fountaine Pajot constantly redefines catamaran design. The Fountaine Pajot MY6 is a shining example, encapsulating the brand's visionary ethos. Stretching 15 meters, the MY6, equipped with dual engines of up to 2 x 353 Kw and 2 x 480 hp, promises dynamic sailing. Crafted meticulously by Pier Angelo Andreani, the interior mirrors a 20-meter monohull's spaciousness, reflecting modern aesthetics and comfort that stand as a benchmark in the Motor Yacht world.

These manufacturers continue to innovate, offering a blend of luxury, performance, and efficiency in their power catamaran models, making them a popular choice among maritime enthusiasts.

Comparing with Monohulls and Trimarans:

While monohulls are traditional and often cheaper, they lack the stability and space offered by power catamarans. On the other hand, trimarans, with three hulls, provide even more stability but at the cost of additional drag and less interior space.

TheBoatDB - Your Gateway to Maritime Exploration:

If you’re looking to delve deeper into the world of power catamarans and other vessels, TheBoatDB offers a comprehensive boat database. Explore various catamaran models, compare them with monohulls, trimarans, and other types of boats, and make an informed decision on your next maritime adventure.

In summary, power catamarans encapsulate a modern engineering marvel in the maritime domain. Their blend of speed, stability, comfort, and economy makes them an attractive option for a broad spectrum of boaters. Whether you are a long-distance cruiser, a water sport enthusiast, or someone who cherishes the tranquility of the sea, a power catamaran could be the vessel that transforms your maritime adventures into unforgettable experiences.

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Catamaran Hull Design

• Post author By Rick
• Post date June 29, 2010
• 2 Comments on Catamaran Hull Design

Part 1: Notes from Richard Woods

Since the America’s Cup experimented with going multihull, there’s been a lot of interest in catamaran performance and the catamaran hull designs that define performance. Many guys are investigating whether to buy a catamaran or design and build their dream boat. Let it be said here that building a large catamaran is not for the faint of heart. People begin building 100s of boats a year, yet few are ever completed, as life always seems to have a way of interfering with a good boat build. 

Never the less, since the rest of this website is about selecting and buying a boat , it only seems fair to have at least one webpage that covers catamaran design. This page contains notes on boat hull design goals and an accompanying page from Terho Halme has mathematical formulas used in actual catamaran hull design. It has become a popular research stop and an important reference to the catamaran design community.

The content of this page was reproduced from the maestro of Catamaran designs, renown British naval architect, Richard Woods, who not only designs catamarans, he sails them across oceans…. repeatedly. He has a lot to say on the subject of catamaran hull design.

“…When it’ all said and done, the performance of a sailing catamaran is dependent on three primary specs: length, sail area and weight. If the boat is longer it generally means it’ a faster boat. If she has more sail area, it means she’ a faster boat and if she’ light it means she’ a faster boat.  Of course, there are limits: Too much sail area capsizes the boat in brisk winds. If the boat is designed too light, she will not take any kind of punishment. Too slim a hull design and the boat becomes a large Hobie Cat capable of only carrying your lunch. Of course, too long and large and you’d have to be Bill Gates to afford one. Then there are lot of additional and very important factors like underwater hull shape, aspect ratios of boards and sails, wet deck clearance, rotating or fixed rigging and so on….” Richard Woods

All Catamarans are not equal, but all sailboats have two things in common: They travel on water and they’re wind powered, so the Catamaran design equations in the 2nd part should apply to every catamaran from a heavy cruising Cat to a true ocean racer.

Richard Wood’s comments on catamaran design:

We all know that multihulls can be made faster by making them longer or lighter or by adding more sail. Those factors are the most important and why they are used as the basis of most rating rules. However using just those figures is a bit like determining a cars performance just by its hp and curbside weight. It would also imply that a Tornado would sail as fast forwards as backwards (OK, I know I just wrote that a Catalac went faster backwards than forwards)

So what next?? Weight and length can be combined into the Slenderness Ratio (SLR). But since most multihulls have similar Depth/WL beam ratios you can pretty much say the SLR equates to the LWL/BWL ratio. Typically this will be 8-10:1 for a slow cruising catamaran (or the main hull of most trimarans), 12-14:1 for a performance cruiser and 20:1 for an extreme racer.

So by and large faster boats have finer hulls. But the wetted surface area (WSA) increases proportionately as fineness increases (for a given displacement the half orange shape gives the least WSA) so fine hulls tend to be slower in low wind speeds.

The most important catamaran design hull shape factor, is the Prismatic Coefficient (Cp). This is a measure of the fullness of the ends of the hull. Instinctively you might think that fine ends would be faster as they would “cut through the water better”. But in fact you want a high Cp for high speeds. However everything is interrelated. If you have fine hulls you can use a lower Cp. Most monohulls have a Cp of 0.55- 0.57. And that is about right for displacement speeds.

However the key to Catamaran design is you need a higher Cp if you want to sail fast. So a multihull should be at least 0.61 and a heavy displacement multihull a bit higher still. It is difficult to get much over 0.67 without a very distorted hull shape or one with excessive WSA. So all multihulls should have a Cp between 0.61 and 0.65. None of this is very special or new. It has been well known by naval architects for at least 50 years.

There are various ways of achieving a high Cp. You could fit bulb bows (as Lock Crowther did). Note this bow is a bit different from those seen on ships (which work at very specific hull speeds – which are very low for their LOA). But one problem with them is that these tend to slam in a seaway. 

Another way is to have a very wide planing aft section. But that can increase WSA and leads to other problems I’ll mention in a minute. Finally you can flatten out the hull rocker (the keel shape seen from the side) and add a bustle aft. That is the approach I use, in part because that adds displacement aft, just where it is most needed.

I agree that a high Cp increases drag at low speeds. But at speeds over hull speed drag decreases dramatically on a high Cp boat relative to one with a low Cp. With the correct Cp drag can be reduced by over 10%. In other words you will go 10% faster (and that is a lot!) in the same wind and with the same sails as a boat with a unfavorable Cp. In light winds it is easy to overcome the extra drag because you have lots of stability and so can fly extra light weather sails.

The time you really need a high Cp boat is when beating to windward in a big sea. Then you don’t have the stability and really want to get to your destination fast. At least I do, I don’t mind slowly drifting along in a calm. But I hate “windward bashing”

But when you sail to windward the boat pitches. The sea isn’t like a test tank or a computer program. And here I agree with Evan. Immersed transoms will slow you down (that is why I use a narrower transom than most designers).

I also agree with Evan (and why not, he knows more about Volvo 60 design than nearly anyone else on the planet) in that I don’t think you should compare a catamaran hull to a monohull, even a racing one. Why chose a Volvo 60/Vendee boat with an immersed transom? Why not chose a 60ft Americas Cup boat with a narrow out of the water transom?? 

To be honest I haven’t use Michelet so cannot really comment. But I have tested model catamarans in a big test tank and I know how inaccurate tank test results can be. I cannot believe that a computer program will be better.

It would be easy to prove one way or the other though. A catamaran hull is much like a frigate hull (similar SLR, L/B ratios and Froude numbers) and there is plenty of data available for those. There is also a lot of data for the round bilge narrow non planing motorboats popular in the 1930’-50’s which again are similar to a single multihull hull.

One of the key findings I discovered with my tank test work was just how great the drag was due to wave interference between the hulls. Even a catamaran with a modern wide hull spacing had a drag increase of up to 20 % when compared to hulls at infinite spacing. One reason why just flying a hull is fast (the Cp increases when you do as well, which also helps). So you cannot just double the drag of a single hull and expect to get accurate results. And any speed prediction formula must include a windage factor if it is to give meaningful results.About 25 years ago we sailed two identical 24ft Striders next to each other. They were the same speed. Then we moved the crew of one boat to the bow. That boat IMMEDIATELY went ½ knot faster. That is why I now arrange the deck layout of my racing boats so that the crew can stay in front of the mast at all times, even when tacking or using the spinnaker.

I once raced against a bridge deck cabin catamaran whose skipper kept the 5 crew on the forward netting beam the whole race. He won.

Richard Woods of Woods Designs www.sailingcatamarans.com

• Tags Buying Advice , Catamaran Designers

Owner of a Catalac 8M and Catamaransite webmaster.

2 replies on “Catamaran Hull Design”

I totally agree with what you say. But Uli only talk sailing catamarans.

If only solar power. You need the very best. As limited watts. Hp.

The closer to 1-20 the better.

Closing the hulls to fit in cheaper marina berth. ?

You say not too close. But is that for sailing only.

Any comment is greatly appreciated

Kind regards Jeppe

Superb article

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Catamaran stability, foreword (james wharram, 2004).

It is 50 years since I designed my (and Britain's) first offshore Sailing Catamaran. The accepted opinion at the time, expressed in Yacht Magazines, was that the offshore catamaran would break up in high sea waves, that their motion on the high seas would be so violent as to render the crew helpless and that the double canoe/catamaran could not sail to windward.

Well, the voyage of Eric de Bisschop of France who sailed his 38ft. KAIMILOA half way around the world in 1937/39 and his two by him inspired 'Sailing Sons', Rudy Choy of Hawaii in the Pacific and James Wharram in the Atlantic proved these 'theorists' wrong.

What is interesting on looking back is that no critic at the time mentioned 'capsizing' as a possible fate of the historic offshore double canoe/catamaran. The reason is that early in the 1950s, the wartime experience of hundreds of men who had survived, sometimes for weeks, in small open boats, in rubber life rafts, cork Carley rafts or even floating wooden hatch covers, encountering severe storms with big waves without capsizing, was in seafaring circles common knowledge.

That you could capsize at sea on a form stable sailing ship (which is what a catamaran is) through having too high a mast and too much sail area was at the time also common knowledge amongst seamen, as it affected all commercial sailing ship design. There were many people around in the 1950s who still had knowledge and practical experience of such ships. Their knowledge certainly influenced the mast heights and sail areas of my first seagoing catamaran designs, as did the writings on Form Stable ships by Howard Chapelle, the great American naval architect.

In the late 1950s, the Prout Brothers were developing a 16ft. racing day boat catamaran. It was fast and outsailed all monohull racing, dinghies of the time. Like racing sailing dinghies, without skilled handling, they capsized frequently. Still, with the attendance of the patrolling Race Guard Boats no one died.

Offshore catamarans began to first develop in the 1960s. From the beginning, there were some designers, like myself, who saw them as Form Stable boats following traditional Form Stable Stability values i.e. boats which 'looked after their crew'.

There were also designers (not many), drunk on the speeds of day racing catamarans, who used the sail areas, mast heights and stability values of the day racing catamarans on Offshore Cruising Catamarans, i.e. at all times the Crew looked after the stability of the boat.

Unfortunately, designers of these low stability catamarans have nearly always tended to imply in yacht magazines, to the public, that they are more skilled designers "Because their boats sail faster"?

Equally unfortunate was that by 1976 many of these low stability catamarans were publicly capsizing, when their trained crew got tired or, particularly, when sold to unsuspecting monohull sailors. Suggestions in England and America were made to 'ban offshore multihulls'. Hanneke Boon and I wrote our first article on cruising catamaran stability ("The Stable Multihull") in 1977, and things settled down again.

However, around the late 1980s another group of young designers from racing background or using racing catamaran concepts moved into Cruising Catamaran design and, once again, capsizes with deaths occurred. So, again we wrote in another article on our observations on safe stability for Cruising Catamarans.

This article was first published in 'Practical Boat Owner' (UK) in August 1991 and since then in several other countries. The I.S.O. has recently also published formulas for calculating catamaran stability as part of the Recreational Craft Directive. On examination, their formula is the same as the one published by us in 1991 with a slightly smaller safety margin for Dynamic Stability (70% to our 60%). So far, the I.S.O. has not yet given recommendations as to what is a 'safe' stability for offshore sailing.

Introduction

In November 1989, the British Multihull Club, M.O.C.R.A., had an International Symposium on multihull design to celebrate its 20th anniversary.

During the lunch break, one very pregnant lady asked me: "Why don't they discuss capsizing? That is what I want to know about. I do not like heeling monohulls, but I do not fancy swimming with my baby out of an upside down catamaran."

Unfortunately, what I had to tell the pregnant lady is that they never seriously discuss capsizes at Multihull Symposia except in a self-congratulatory way, saying that an "upside-down catamaran floats as against a monohull that sinks". Ignored are hypothermia, broken limbs, lost crewmembers and mothers frantically trying to find their children to say nothing of at least half the value of the boat, i.e. the interior destroyed by the inrushing water.

It is a very emotive subject between designers and their followers because it touches not just on sales and profits, but also on masculine subjective attitudes like high tech., low tech., modern, traditional, taking risks, being cautious...etc. Symposium organizers realize that free discussion would lead to uproar. For the monohull sailor wishing to buy a cruising catamaran to suit his/her family's needs, Multihull Symposia and Multihull Magazines so far have given no real information.

Fortunately, the formulas that most catamaran designers use nowadays to calculate stability are not all that difficult to understand, and with them a prospective owner with a little background knowledge on sailing ships in general, can make his/her own decision as to whether the cruising catamaran they desire has the stability to be safe for their intended usage.

If you have forgotten most of your mathematics since you left school and, like most of us, hate to admit it, do not be frightened of the word formula. Calculators now do most of the work, and everyone knows or has some bright adolescent only too eager to use and demonstrate his/her latest calculator acquisition. However, the calculator only produces figures. To relate these to our needs, we do need to know some sailing ship history.

Polynesian Origins

The historic catamaran is the workboat of the Polynesian Pacific. Archaeological excavations, legend and early Western observers have shown that they had been in use hundreds of years - perhaps thousands - for fishing, coastal trade and ocean exploration, a background usage similar to that of the Chinese junk types and our own traditional Western sailing boats (before the development of the modern ballast keel yachts). Catamarans have exactly the same stability behavior as Junks and the traditional Western Sailboat.

Joshua Slocum's SPRAY is a typical example of a workboat of the late 18th and early 19th century. (See Fig.1)

What kept the SPRAY and traditional sailing ships from capsizing under the pressure of the wind on the beam were the wide hull beam, flattish bottom shape (i.e. "form stability"), and a selection of heavy rocks (i.e. "ballast stability"). In addition, the masts were kept short to lower the heeling moment of the sails.

Extra sail area for light winds was achieved by spreading the base of the sails out by means of bowsprits and bumpkins rather than raising the sails higher on a longer mast, creating a greater heeling/capsizing force.

According to Chapelle, in his book "The Search for Speed under Sail", if traditional sailing ships heeled much more than 55º, then they were in trouble. The loose rock ballast, about 10% of the total displacement, could break loose. A complete capsize would then occur and the boat would remain upside down. Capsizing, until the advent of the modern ballast keel yacht, was the theoretical possibility of ALL seagoing sailing vessels. Designers/ Boatbuilders have been able to design boats stable enough to stay well away from the possibility of capsizing for at least 3000 years. (ULU BURUN SHIP -Nat. Geographic Magazine, Dec. 87)

Racing developed the modern ballast keel yacht. To sail closer to the wind the rigs got higher. To balance that, the ballast changed from rocks to heavy iron (this became cheaper with industrialization), and finally, to be able to use even higher masts, the ballast changed to the heavier lead and moved from inside the hull to the outside in a deeper keel. As a side result, and not intended by design, the modern self-righting yacht was born.

Those who observed this development towards self-righting yachts did not regard it as a total blessing. They commented on how these "new" yachts plunged and rolled, which made sailing very uncomfortable and caused seasickness.

Even so the modern ballast keel yacht is still a relatively broad-beamed vessel, i.e. with a waterline length about 3 times longer than its beam - in technical terms, a length/beam ratio of 3:1.

Beamy hulls of 3:1 have to push a lot of water around them when sailing. This produces the well-known drag waves. (See Fig.1) and limits the maximum possible speed to approx. 1.4 x √WLL (in feet). Thus with a waterline length of 25 feet, your average speed will be about 5 - 6 knots.

The catamaran's unique speed potential, greater than that of the equivalent size monohull has arisen because it developed out of two ancestral boat types of the Pacific. Around the Pacific Ocean of antiquity there were various maritime peoples. Some used large paddling canoes up to 60 feet long for coastal trading, fishing, and whale hunting. (See Fig.2) Their long slim hulls with length/beam ratios of 12:1 to 20:1 allowed the water to part and run around them without creating drag waves at √WLL. They could reach speeds as high as 2 or 3 times the √WLL. So a canoe of 25 foot waterline length could reach speeds of 10 knots and over.

Hard paddling men with their food and water add up to weight. Even the toughest men can only paddle for a few hours.

Other Pacific maritime people had sailing rafts. Thor Heyerdahl's Kon Tiki expedition of 1947 used a modern replica of this type of craft. 45 ft. long, 18 ft. wide, rigged with a squaresail, manoeuvred by daggerboards, it could sail sufficiently against the wind to be a true sailing craft. It carried a crew of six in basic, though surprising comfort across the Pacific. (See Fig.2b)

It was not a speedy craft, but by its beam and weight, it was practically impossible to capsize and thus had stability, an essential part of seaworthiness.

Long ago some genius in the Pacific joined two fast, easily driven canoe hulls into a beamy raft shape, giving a new type of sailing craft with the stability of the broad beam raft and the high-through-the-water speed potential of the single canoe. (See Fig.2c)

Fig.2c is an approximation of a traditional Polynesian sailing craft and how it developed from its two ancestral types. It has a raft-like deck platform that could house people, and ample room to move around. From early European explorers' descriptions, the crew sailed with families, friends, lovers, singers and dancers in one joyous group from island to island - a marvellous way of life.

Efficient Crab Claws

Modern wind tunnel tests, as done by Tony Marchaj, of Southampton University, have shown that the Polynesian sail shapes were highly efficient to windward. With efficient sails, a hull form that allowed the boats to sail faster than the maximum speed of 1.4 x √WLL of Western ships and enough raft stability to be uncapsizable, (i.e. the sails would rip before the ships could capsize), the Polynesian catamaran was a remarkable sailing craft and worthy of being developed as a modern pleasure sailing craft.

Though to-day's yachtsman increasingly accepts the concept of the double-hulled ship, he/she places modern urban attitudes on the catamaran. These are: 1) to get the maximum speed potential out of the catamaran form. (Faster is always equated with being better, no matter what the cost.) 2) to alter the hull form to get as close to modern urban style accommodation needs as possible, which was described in the recent RYA (Royal Yachting Association) 'Competent Crew Handbook': "The typical modern cruising yacht has....interior design principles....much in common with a caravan".

The quest for speed

It is Demand 1) which creates most controversy for, in order to reach the maximum speed potential of a catamaran, you have to carry a large sail area, which reduces its inherent stability to the point, where with the average cruising crew, it is in danger of capsizing well before the average monohull suffers a knockdown.

With a sense of realism any would-be catamaran owner, once he/she knows how to calculate stability, can make his/her own decision when viewing a cruising catamaran design, whether they want maximum speed or maximum stability. As the formula will show, you cannot have both at the same time. Fig.3 shows how to calculate catamaran stability. Fig.4 and Fig.5 are helpful to learn how to determine the position of the center of Effort and the Center of Lateral Resistance.

In 1976, catamarans built using this stability formula were capsizing all over the world at mean wind speeds a lot lower than the wind speed the formula predicted.

In an Article called "The Stable Multihull", published in 1977, Hanneke Boon and I demonstrated that the given formula was a static formula for static state conditions.

However, wind is a turbulent, gusty, dynamic force. Gusts can be as much as 40% to 60% greater than the mean wind speed, so the static formula has to have built in a safety factor for dynamic, natural state wind conditions to allow sailing craft to absorb the extra wind gusts without immediately capsizing in the manner of a dinghy.

Since 1977, this dynamic formula concept, after much initial argument, has been accepted. It has now been generally agreed amongst designers, that taking 60% (x 0.6) of the Static stability allows for a suitable safety factor. So, the Dynamic Stability (i.e. maximum mean wind speed it is safe to sail in before reducing sail) is found as follows:

At the M.O.C.R.A. symposium were the designers of two 34-35 ft. catamarans about to be placed on the market. We will use them as examples of two opposing design attitudes towards speed and catamaran stability. Their dimensions, obtained from yacht magazines and brochures, are given in Fig.6a .

The first noticeable points from Fig.6a are that catamaran B has a wider beam than catamaran A, but carries 33% more sail and has a much lighter construction weight.

If you asked the opinion of the designer of catamaran A with reference to design B, he would say that he has been designing and building catamarans for thirty years, that his sail area to weight ratio to beam etc. had evolved to provide the maximum stability, Which adds up to sailing safety.

The designer of catamaran B, a more recent designer in the cruising catamaran field, would point out, that his design had much more beam (which is a feature of catamaran design over the last ten years) and. thus has the stability to carry the extra sail area.

You, the would-be catamaran purchaser, without the aid of the given formula would be at a loss to know:

• The Static Stability of either design, which can be described as the "Moment of Truth" when the boat is on the edge of capsizing i.e. when the windward hull lifts out of the water.
• The Dynamic Stability , when it is safe to sail along with all sails up and have sufficient reserve stability to meet safely any wind gusts that lie under that lovely white cloud or just along the coast where a narrow, scenic valley opens to the sea and down which the wind unexpectedly gusts.

Fig.6b shows the working out of the Static and Dynamic stability of both designs, using their lightly loaded weights, sometimes described as racing trim. From the formula we can see that catamaran B has less stability in spite of its wider beam than catamaran A. So what!

These figures must be related to the real world of sailing. To do this I will use a book by the sailing meteorologist, Alan Watts, called "Instant Weather Forecasting" (published by Adlard Coles).

On pages 10 and 11, Alan Watts describes the behavior of dinghies and deep keel monohulls in various wind strengths. (I have extracted these details for wind forces 3 to 6.). See Fig.7 .

Catamaran A with a Dynamic stability of 18.2 knots ( Fig.6 ) needs to be carefully sailed or reefed by the middle of force 5 (remember this is a lightly loaded catamaran). Alan Watts describes the deep keel monohull in a force 5 wind as "Craft's way somewhat impeded by seaway. Genoas near their limit. Yachts approach maximum speed.'

Force 5 is a well-known wind state that to the average yachtsman draws attention to itself by strong audiovisual signals of waves and wind, which leads him naturally to take particular care in sailing, changing headsails or reefing.

Therefore, if a monohull yachtsman handling Catamaran A is slow at reefing in force 5 and is hit by a strong wind gust, he would have approx. a 60% stability safety margin to absorb his slowness and the gust, for his windward hull would not begin to lift from the water (the Moment of Truth) until 30.5 knots of wind hits the sails (i.e. a force 7 gust).

Similar sail handling

Conclusion, the same sail handling habits of the monohull cruising sailor can easily be applied to the lightly loaded catamaran A, without fear of immediate capsize. Catamaran B with a Dynamic stability of 13.3 knots (lightly loaded) will need to be carefully handled, aware of wind gusts, or reefed, to preserve its 60% stability safety margin in the middle of force 4 (11-16 knots). THIS IS AT ONE FORCE lower than monohulls or Catamaran A.

Watts describes force 4 for monohulls as: "Best general working breeze for all craft, genoas at optimum". With the necessity to reef to preserve the 60% safety margin, this description does not apply to Catamaran B. However, his description of force 4 for dinghies does, for he writes: "Dinghy crews lie out...", i.e. are attentive to stability to prevent capsizing. As dinghies, so Catamaran B.

Catamaran B continues to echo dinghy-handling characteristics at increasing wind strengths. Catamaran B's Static stability, i.e. hull lifting point, lies on the borderline between force 5 and 6 (22.5 knots). Watts' dinghy handling descriptions for force 5 and 6 are as follows: Force 5: "Dinghies ease sheets in gusts...some capsizes." Force 6: "Dinghies overpowered when carrying full sail. Many capsizes." Conclusion: Lightly loaded Catamaran B, above wind force 4 can only be sailed safely by skilled dinghy type sailing techniques or should be reefed at force 4.

Why not reef?

The enthusiasts for the Catamaran B type argue that for general family cruising, you can reef Catamaran B and give it the same monohull type stability as Catamaran A. At other times, with a trained crew and all sails up, you have the benefits of fast exciting sailing.

This is true, and Fig.8 shows the use of the formula to see how much sail you would have to reef down to give Catamaran B the same stability as Catamaran A with all sail up. This is a sail reduction from 750 sq.ft, to 511 sq.ft.

Providing that reefing was a rigidly applied rule when there was not a fully experienced dinghy technique skipper standing by the sheets or helm, it would be effective.

If you feel a little conspicuous, sailing reefed in a Force 4 breeze, you can carry more load to stabilize Catamaran B. Again, the formula (see Fig.9 ) shows that if the boat weight is increased to 11787 lbs with extra stores and equipment (in fact, its full cruising payload), your stability would again equal that of Catamaran A in its lightly loaded condition.

However, if Catamaran A increases its payload to the designed maximum (approx. 11050 lbs) its Dynamic stability goes up too, and it would require a gale gust of 34 knots, to lift one hull out of the water. This conforms to the wind stabilities of traditional sailing craft throughout the ages. A cruising catamaran designed to these principles gives no stability problems to the average yachtsman and his family, enjoying its broad decked upright sailing.

Seawind Catamarans Blog is where you can find all the latest information regardings Seawind Catamarans’ news and updates, model reviews, technical articles, and more.

11 thoughts on “ Blog ”

Hi, I need to discover and learn more the Seawind boats… Who could help me to see and test them in Europe or in France?

Marc and I would love to get more information and update on Seawind Cats, especially we want to experience it’s sailing qualities.

Where can I find performance vectors for 1160 lite and the 1190?

Please kindly send us your request to [email protected]

Hi All and a Happy New Year. The Mrs. (just retired) and I are sailing Seniors. I’ve been retired for ten years enjoying our monohull for the last 15 years. I have seen and heard all the great aspects of the Seawind 1260. I have to say, that I’m kind of of fixated on the Seawind 1260 now, new or used.  Unfortunately, I am sorrowful to learn that the next iteration of Seawind 1260 waiting list is out to 2026? Since I’m up in age, realistically, we can’t wait. Yes, I should of acquired one a few years back, but life does get in the way, spouse had to work, grandbabies, yada, yada yada. Please consider this open note to the Seawind Sail Community that should you wish to sell your 1260 or give up your 2020-21 production build please reach out to me on gmail. Not sure if the Seawind editor would publish this for us, but I certainly hope that they do. Thanks you for the read and stay safe, and healthy. Don’t wait…just get out there. Please reach out to me at baylifestyles.  Happy New Year.

I love your great blog, This is what I have always been looking for, thanks a lot and keep up the good work.

Will you be at the EU exhibitions this year 2022 (Croatia, France). Or can you direct us to owners around the EU so we can have a look at the Seawinds?

Thanks Soelylas

I have Seawind 1000, Miz Behavin. My anchor chain roller nearest the capstan has finally fallen in half . Does anyone know where I could source one?

Hi Dave. I don’t know if anyone sees and/or reads this page. What year is your 1000? We just bought an ‘09 Seawind 1000 XL. Where are you located?

Have created a SW1260 Buyers Club on Facebook

Hi there!! Fifth sailboat, first cat. Our ‘09 Seawind1000 XL. Waiting for her new standing rigging etc to be completed. I want to put white Sunbrella on top of the blue bimini for better protection and better cooling. Sew or glue?? I can sew and if I do, I’ve found marine 303 for protection over the threads. So no leaks. Any suggestions? Comments? Helpful insight? Thank.

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Catamaran as a sailing power plant: increasing speed parameters

• Chekarev Konstantin 1
• Zalihanov Alim 1
• 1. Lomonosov Moscow State University, Moscow, Russia

Description

Installations that convert kinetic wind energy into electricity, including floating wind turbines, are large due to the low air density. The authors propose a sailing power plant that converts energy of the wind flow into energy of the water flow, which is used to generate electricity. That makes it possible to reduce the size of the energy converter. A model of a sailing power plant was created. It was madeas catamaran-wise, symmetrical with respect to the bow and stern, which makes cyclical movements along an arc of a circle in an angular interval specified with respect to the direction of the wind. Laboratory studies showed the fundamental feasibility ofthe installation, thoughits implementation requires to solve a number of problems, in particular, to determine design solutions to increase the speed of the catamaran. There were createdseveral versions of the catamaran model of different weights, with a different number of masts and sail areas, with which experimental studies were carried out. The article presents the results of these studies.

8 - Chekarev - lastv.pdf

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