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WHARRAM PAHI 42: A Polynesian Catamaran

The catamaran designs that British multihull pioneer James Wharram first created for amateur boatbuilders in the mid-1960s were influenced by the boats he built and voyaged upon during the 1950s. These “Classic” designs, as Wharram termed them, feature slab-sided, double-ended, V-bottomed plywood hulls with very flat sheerlines and simple triangular sections. The hulls are joined together by solid wood beams and crude slat-planked open bridgedecks.

Wharram’s second-generation “Pahi” designs, which he started developing in the mid-1970s, still feature double-ended V-bottomed hulls, but the sections are slightly rounder and the sheerlines rise at either end in dramatically up-swept prows and sterns. The most successful of these in terms of number of boats built–and also probably the most successful of any of Wharram’s larger designs–is the Pahi 42. It is an excellent example of a no-frills do-it-yourself cruising catamaran with enough space for a family to live aboard long term.

First introduced in 1980, the Pahi 42, a.k.a. the “Captain Cook,” was the first Wharram design to include accommodations space on the bridgedeck in the form of a small low-profile pod containing a berth and/or (in some variations) a nav station. Unlike the Classic designs, which have no underwater foils other than rudders, the Pahis also have daggerboards, though these are quite shallow and are set far forward in each hull. The rudders are inboard, rather than transom-hung, set in V-shaped wells behind the aft cross-beam.

As on the Classic designs, the cross-beams are flexibly mounted to the hulls, but are lashed with rope rather than bolted on with large rubber bushings. Hull construction likewise is very simple, all in plywood, and explicitly conceived to facilitate home-building by amateurs. The frames consist of a series of flat bulkhead panels fastened to a long centerline backbone with longitudinal stringers running down either side to support the plywood skin panels. Through the main central area of each hull the bulkheads all have large cutouts in their midsections to allow room for interior accommodations space. To increase moisture and abrasion resistance the hull exteriors are sheathed in fiberglass cloth and epoxy.

As designed the Pahi 42 has a single mast and flies a loose-footed mainsail with a wishbone boom. There is also a staysail on a wishbone boom and a conventional genoa flying on a bridle over the forward beam. Many owner-builders have substituted other rigs, including Wharram’s unique gaff “wingsail” rig, where the main has a luff sleeve enveloping the mast, but conventional Marconi rigs are probably the most common. The original design also calls for a single outboard engine mounted on the stern deck to serve as auxiliary power, but many owners have engineered other arrangements, including inboard diesel engines and even electric drives.

As its light-ship D/L and SA/D ratios attest, the Pahi 42 has the potential to be a very fast performance cruiser. Wharram claims top speeds in the neighborhood of 18 knots with average cruising speeds of 9 to 12 knots. In reality, however, it probably takes an unusually attentive, disciplined sailor to achieve anything like this. The Pahi seems to be more weight sensitive than most cats and typical owners, who carry lots of stuff on their boats, report average speeds more on the order of 5 to 8 knots.

The boat also does not sail well to windward, as its daggerboards are not large enough and are not positioned properly to generate much lift. Instead they act more like trim boards and help balance the helm while sailing. They also make it difficult to tack. Most owner-builders therefore consider the boards more trouble than they’re worth and don’t install them, preferring instead to retain the extra space below for storage and accommodations. With only its V-shaped hulls to resist leeway the Pahi reportedly sails closehauled at a 60 degree angle to the wind, though performance-oriented owners who keep their boats light claim they can make progress upwind faster than other boats sailing tighter angles. A few builders have also put long fin keels on their boats and these reportedly improve windward performance to some extent.

As for its accommodations plan, the Pahi 42 has much in common with other open-bridgedeck catamarans. Except for the small pod on deck all sheltered living space is contained within the narrow hulls, which have a maximum beam of just 6 feet. The standard layout puts double berths at both ends of each hull, though many may regard the aft “doubles” as wide singles. The central part of the port hull contains a small dinette table and a large galley; the center of the starboard hull is given over to a long chart table or work bench, plus a head.

Naturally, many owner-builders have fiddled the design a bit to suit their own tastes. The most significant changes involve the deck pod. Those who crave more living space tend to enlarge it; in at least one case it has blossomed into something approaching a full-on bridgedeck saloon, which must hurt sailing performance. In other instances, in an effort to save weight and improve performance, builders have omitted the pod entirely.

The great advantage of a Pahi 42, or any Wharram cat for that matter, is its relatively low cost compared to other cats in the same size range. To obtain one new, however, you normally must build it yourself. Wharram estimates this takes between 2,500 to 3,000 hours of effort. The alternative is to buy one used, which now normally costs less than building one.

There is an active brokerage market with boats listed for sale all over the world. The best sources for listings are Wharram himself and another Brit, Scott Brown , who operates mostly online. Because Wharrams are built of plywood, even if sheathed with epoxy and glass, the most important defect to look for is simple rot. This, however, is not hard to detect and, because the boats are structurally so simple, is also not hard to repair.

Specifications

Beam: 22’0”

–Boards up: 2’1”

–Boards down: 3’6”

Displacement

–Light ship: 7,840 lbs.

–Maximum load: 14,560 lbs.

–Working sail: 640 sq.ft.

–Maximum sail: 1,000 sq.ft.

Fuel: Variable

Water: Variable

–Light ship: 89

–Maximum load: 165

–Working sail: 25.91 (light ship); 17.14 (max. load)

–Maximum sail: 40.48 (light ship); 26.78 (max. load)

Nominal hull speed

–Light ship: 11.9 knots

–Maximum load: 9.8 knots

Build cost: $70K – $120K

Typical asking prices: $40K – 100K

CRAZY CUSTOM CRUISING BOATS: New Rides for Pete Goss and Barry Spanier

HANSTAIGER X1: The Trimaran To End All Trimarans

please more info and prices for this model!

Response to Goran below: I recommend you follow the link above to Scott Brown’s website. Lots of boats and prices there!

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Readers' Questions

What is a characteristic of a catamaran hull?

A characteristic of a catamaran hull is that it has two parallel hulls, which provide greater stability than a monohull vessel and help reduce roll, pitch and yaw. Catamarans also generally require less power to achieve a given speed than a monohull and provide improved handling characteristics in open water.

What may cause hull on catamaran to bend?

Hull flexing on catamarans may be caused by several factors, such as high winds, strong waves, heavy loads, and improper loading. Poorly designed or constructed hulls can also be more vulnerable to flexing.

How to construct catermaran hull show pictures?

Unfortunately, it is not possible to construct a catamaran hull with pictures alone. A catamaran hull is a complex structure that requires precise measurements and calculations in order to ensure that it is structurally sound and performs optimally when in the water. If you would like to learn more about constructing a catamaran hull, you should refer to resources such as books, websites, and experienced boat builders who can provide you with detailed instructions.

How far should a catamaran bridge be of the water?

The height of a catamaran bridge will depend on the size and type of the catamaran. Generally, a bridge should be slightly above the water line, typically between 6 and 12 inches.

How to get catamaran hull resistance?

Catamaran hull resistance is determined by a number of factors, such as the shape of the hull, length and beam dimensions, wetted surface area, type of appendages, and underwater profile. To determine the resistance, the hull needs to be tested in a towing tank or in the open water. The resistance coefficients obtained by testing can then be used to calculate the total resistance of the catamaran hull.

Double Ended Ferry : Urban Sprinter Series

CoCo Yachts has created an ultimate solution for short routes: The Urban Sprinter. A double ended ferry based on an aluminium or steel catamaran with two bows and one or two wheelhouses. Due to high maneuverability requirements, the Urban Sprinters are equipped with Azimuth propulsion, either 2 or 4, which can be directly diesel driven or diesel-electric driven. Even dual fuel (diesel and CNG or LNG) is possible.

Turning a vessel costs quite some time and energy. For double ended ferries, there is no need to turn the ship, because the ship has two bows. The time that is saved by not turning the vessel, results in sailing with reduced speed, which results in a significant reduction of the fuel consumption up to 30%! As less power is needed in order to achieve the service speed, it is possible to install smaller engines, which not only have a positive effect on the fuel consumption, but also on the maintenance cost.

The Urban Sprinter is a functional muscleman, based on very short 'load & go' times. By using large doors, the time required to embark and disembark is short to very short. The layout of the passenger accommodation is spacious, with remarkably large aisles and an easy and natural passenger flow. All is arranged to keep embarkation times as short as possible.

The Urban Sprinter can be custom design and is available from 30 – 140 m, with a single or double deck or even with double deck loading system.

The design is in accordance with Bureau Veritas rules & regulations and meets the local regulations for safety and the environment.

The Urban Sprinter is the solution for safe and highly efficient passenger transport on the shorter routes.

Enjoy the Difference!

Catamarans: Advantages and the Downsides of a double-hulled

What are the advantages and the downsides of a catamaran.

Let’s talk boats – the classic monohull vs. the cool catamaran. Picture this: the monohull’s got one hull, a bit like a lone ranger with a hefty keel. But the catamaran? It’s like the dynamic duo, balancing on two hulls, with sails right in the middle. Easy peasy!

Why do folks go wild for catamarans, you ask? Well, size and stability steal the show. Catamarans boast more room above and below decks, making ’em a hit with vacationers. Plus, with two hulls, they stay as level as a boss, no wild tilts here! It’s a breezier sail, no wrestling with gravity.

Catamarans are the rockstars of the boating world! These double-hulled wonders bring the party to the high seas. Picture this: more space, less rocking, and a smoother ride – it’s like boating in luxury! With their wide stance, they’re as stable as a yoga guru on one foot. Plus, they’ve got speed that’ll make your hair stand on end! And let’s not forget the views – panoramic perfection from every angle. Catamarans are the ultimate waterborne playgrounds, delivering thrills, spills, and chill vibes all in one sleek package. So hop aboard and let the good times roll, because life on a catamaran is a non-stop fiesta!

And get this – they’re not as picky about water depth, so you can explore shallow spots that monohulls can only dream of. At anchor, you won’t be rockin’ and rollin’ all night. Oh, and did we mention the privacy? The two hulls keep things nice and separate. So, when it comes to boats, it’s safe to say, cats have got it all!

But since not everything is all good, below we have created a list of pros and cons of having a catamaran.

ADVANTAGES | Unlocking the Advantages of Catamaran Ownership

Spacious & stable.

Catamarans are very spacious and stable just like a houseboat, so they make great vessels for a vacation or even for those who want to live on a boat. Catamarans are characterized by their dual-hull design, which provides them with several distinct advantages in terms of space and stability.

Spaciousness: Catamarans generally offer more interior and deck space compared to monohull boats of similar length. This is because the two hulls create a wider platform, allowing for larger cabins, living areas, and deck spaces. This extra room is particularly noticeable in the main living areas like salons, kitchens, and cabins.
Stability: The wide hulls of a catamaran provide excellent stability on the water. They are less prone to heeling (leaning to one side) compared to monohull boats. This makes catamarans a popular choice for those who may be prone to seasickness or for those who simply prefer a more stable ride.
Reduced Rolling: Catamarans are less likely to experience the rolling motion that is common on monohull boats. This is because the two hulls work independently, reducing the side-to-side motion that can be uncomfortable for some passengers.
Shallow Draft: Catamarans often have a shallower draft compared to monohulls of similar size. This allows them to access shallower anchorages and coastal areas that may be off-limits to deeper-draft boats.
Privacy: The dual-hull design of catamarans often allows for more private sleeping arrangements. Cabins are typically located in separate hulls, providing more individual space and privacy for guests.
Entertaining Space: The wide deck area between the hulls, known as the trampoline, offers a fantastic space for socializing, sunbathing, or enjoying the scenery. It’s a unique feature that many catamaran enthusiasts appreciate.

Safety! Catamarans are safe for cruising and even safe for those adventurous people who want to cross the ocean. In fact, catamarans are often much safer than similarly sized yachts. Safety comes from increased motion comfort, great stability, speed, and excess buoyancy due to lack of ballast. Catamarans are good even in rough water.

Escape Routes : Catamarans typically have multiple exit points, allowing for quicker and easier evacuation in case of an emergency.
Redundancy : With two engines, two rudders, and often two separate electrical systems, catamarans have built-in redundancy. If one engine or system encounters a problem, the other can usually compensate.
Bouyancy : In the event of hull damage, catamarans tend to stay afloat due to the inherent buoyancy of their multiple hulls. This provides more time for passengers and crew to take necessary safety measures.
Visibility : The elevated helm positions on many catamarans provide excellent visibility for the captain, allowing them to see potential hazards or other vessels more easily.

Inside and outside steer

Many catamarans are designed with both inside and outside steering options. This provides flexibility for the captain to choose the most suitable steering position depending on weather conditions, visibility, and personal preference. So, captains have the option to steer from the inside during bad weather or when the water conditions are less than ideal. Keep in mind that the specific configuration may vary depending on the make and model of the catamaran

Inside Steering : Catamarans typically have an inside helm station located in the main salon or cabin. This allows the captain to steer and navigate the boat from the comfort of an enclosed space, protected from the elements. Inside steering is particularly advantageous in adverse weather conditions or when additional shelter is needed.
Outside Steering : Catamarans also have an outside helm station usually located on the deck, often near the aft (rear) of the boat. This provides a more open and unobstructed view of the surroundings, which can be beneficial for maneuvering in tight spaces, close-quarters situations, or when the weather is favorable.

Withstand high winds

If you are worried about windy weather, catamarans are also known for their excellent ability to withstand high winds. Catamarans are generally designed to withstand high winds quite well due to their inherent stability and aerodynamic profile. While catamarans are designed to handle high winds, it’s important for any boat, including catamarans, to be operated with caution in extreme weather conditions. The experience and skill of the captain, as well as adhering to proper safety protocols, are crucial for ensuring a safe boating experience in challenging weather. Additionally, all boats should be equipped with appropriate safety gear, including life jackets, navigation lights, and communication devices.

Here are a few reasons why catamarans are well-suited for handling high winds:

Wide Beam : Catamarans have a wide beam (the distance between the two hulls), which provides a stable platform. This wide stance helps distribute the forces of the wind, reducing the likelihood of capsizing or heeling over.
Low Center of Gravity : The weight of a catamaran is distributed lower in the water compared to a monohull boat. This low center of gravity contributes to stability in strong winds.
Reduced Heeling : Catamarans are less prone to heeling (leaning to one side) compared to monohull boats. This means they maintain a more level position in high winds, providing a more comfortable and secure ride for passengers.
Aerodynamic Design : Catamarans have a sleek and aerodynamic profile, which allows them to slice through the wind more efficiently than some other types of boats. This helps reduce the resistance to strong winds.
Structural Integrity : Well-built catamarans are constructed with strong and durable materials. This ensures that they can handle the stresses and pressures associated with high winds.

Catamarans rely on the buoyancy of their two hulls as opposed to yachts, that only have a single hull. They can be in shallower water without losing stability or the ability to navigate. Yachts rely on a deeper draft to ensure the performance of the boat.

Less fuel? Yes, catamarans have less resistance to get on plane, which results in fuel economy. Their speed rises steadily and there is little to no spikes in fuel consumption. Catamarans are generally more fuel-efficient than similar-sized monohull boats due to their design characteristics. Here are some reasons why catamarans tend to be more fuel-efficient:

Reduced Drag : The hull design of a catamaran creates less water resistance compared to a monohull. This means that it requires less power to achieve and maintain a given speed, resulting in lower fuel consumption.
Lighter Weight : Catamarans are often lighter than monohulls of similar size. This means they require less power to move through the water, which in turn leads to improved fuel efficiency.
Multiple Engines : Many catamarans are equipped with twin engines, which allows for better maneuverability and fuel efficiency. The ability to operate on a single engine at lower speeds can save fuel compared to running a larger single engine at higher speeds.
Sail Option : Some catamarans are designed with sails in addition to engines. When conditions allow, using sails can significantly reduce fuel consumption, as the wind provides propulsion.
Diesel-Electric Hybrid Systems : Some modern catamarans are equipped with advanced propulsion systems, including diesel-electric hybrids. These systems can optimize fuel consumption by efficiently managing power sources.
Shallower Draft : Catamarans often have a shallower draft compared to monohulls, which allows them to access more fuel-efficient routes, such as shallower anchorages and coastal areas.

DISADVANTAGES | The Drawbacks of Catamaran Ownership

Stability for some is a no go.

For those that are into sailing sports, Catamaran yachts are not the most suitable. Why? Well, for the same reasons that make them great houseboats, stability. For that reason, half of the yachtsmen would never buy them. If there is too much sail exposed to the wind and the force of the wind is greater than the weight of the boat … wow… there it goes. The boat will literally trip sideways over the downwind side hull, capsizing. This can happen to small and large cats alike.

Performance in Light Winds : Catamarans, especially those with a wider beam, may not perform as well in very light winds compared to monohulls. The reduced heeling and narrow hulls of monohulls can sometimes give them an edge in extremely light conditions.
Difficulty in Heeling for Sailing Enthusiasts : Sailing purists who enjoy the challenge of heeling and working with the natural forces of the wind may find catamarans less engaging, as they tend to remain level even under sail.

The cost of keeping a catamaran in a marina can vary widely depending on factors such as location, marina facilities, boat size, and amenities offered. Marina fees are often based on the length of the boat. Catamarans, which tend to be wider than monohulls of similar length, may be charged a higher fee to accommodate their beam. Some yacht clubs may not even be suitable for catamarans.

Docking and Close Quarters Maneuvering

Docking a catamaran can present different challenges compared to docking a monohull due to its wider beam and dual-hull configuration. Catamarans often have twin engines and two separate hulls, which can make tight maneuvering in marinas or docking in narrow spaces a bit more challenging compared to monohulls.

Width : Catamarans are typically wider than monohull boats of similar length. This can make it more challenging to navigate tight spaces in marinas or docking areas.
Windage : Catamarans have a larger surface area exposed to the wind, which can make them more susceptible to being pushed off course during docking. Captains need to be aware of wind direction and strength when maneuvering a catamaran.
Propeller Configuration : Catamarans often have twin engines, which can provide more precise control during docking. However, it also means the captain needs to be skilled at maneuvering with dual propulsion.
Depth Perception : The separation of the hulls can make it harder to judge distances and angles when approaching a dock or slip. Captains may need to rely on experience and practice to develop a good sense of depth perception.
Visibility : The position of the helm station on a catamaran can vary, but it’s typically higher and more centralized compared to monohulls. This can provide better visibility, but it may still take some adjustment for captains who are used to the lower vantage point of monohull boats.
Tight Quarters : Maneuvering a catamaran in a crowded marina or in narrow waterways can be more challenging due to its width. Captains may need to plan their approach carefully and consider factors like current, wind, and other vessels.

The services can also be more expensive. Remember, there are two engines instead of just one. The cost of servicing a catamaran can vary depending on factors such as the specific make and model, age, size, and the complexity of its systems. In general, there are a few considerations that may affect the overall cost of servicing a catamaran:

Twin Engines : Many catamarans have twin engines, which means there are two engines to maintain and service. This can potentially increase the cost of engine maintenance compared to a monohull with a single engine.
Additional Systems : Catamarans may have additional systems and equipment, such as two steering systems, two electrical systems, and more plumbing. This can lead to potentially higher maintenance costs compared to monohulls.
Specialized Knowledge : Some maintenance tasks for catamarans require specialized knowledge or expertise due to their unique design. This may result in higher labor costs or the need to hire technicians with specific catamaran experience.
Sail Handling : If the catamaran is equipped with sails, maintaining and servicing the rigging, sails, and associated equipment may add to the overall cost.
Anti-Fouling and Bottom Paint : Due to their wider beam, catamarans often have more hull surface area to cover with anti-fouling paint. This can lead to higher material costs for bottom maintenance.
Insurance and Documentation : Insurance premiums for catamarans may be higher due to their higher value and unique characteristics. Additionally, documentation and registration fees may vary depending on the type of vessel.

It’s important to note that these potential drawbacks are subjective and may not be significant concerns for all sailors or boat owners. Ultimately, the choice between a catamaran and a monohull should be based on individual preferences, priorities, and the intended use of the vessel.

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Ultimate Boating Giveaway

10 Best Used Cruising Sailboats

By John Kretschmer
Updated: May 24, 2024

The appeal of offshore voyaging is difficult to explain to land people who can’t imagine life without basic human rights like copious quantities of hot water and unlimited data. It can even be challenging to explain to fellow sailors who think the notion of spending days or weeks at sea is a form of waterboarding, some kind of self-inflicted torture.

But for those of us who understand, who relish intimacy with the untamed wilderness that is the ocean and embrace self-reliance and individual expression while accepting the dispassionate whims of Neptune, this is the good life.

There are two essential truths about this life: One, money does not matter. Cruising budgets and lifestyles reflect bank accounts with variously positioned commas; it’s the passages and landfalls that add up, not your investment portfolio. And two, a good bluewater sailboat — not necessarily an expensive boat, but a well-designed, solidly built, imminently seaworthy boat that is only limited by your moxie and imagination — is the key to successful bluewater passagemaking.

– LEARN THE NAVIGATION RULES – Know the “Rules of the Road” that govern all boat traffic. Be courteous and never assume other boaters can see you. Safety Tip Provided by the U.S. Coast Guard

So, to that second point, I’ve compiled a list of interesting and affordable cruising sailboats for serious voyaging. A list of 10 sailboats for any purpose, much less world cruising, is sure to evoke outrage from strong-minded sailors, who by nature tend to be a bit opinionated. Stand by before hurling insults my way, and let me explain. I have decided to stay away from the sailboats we know by heart, the iconic old boats that usually populate a list like this: the Westsail 32, Tayana 37, Shannon 38 and Valiant 40 (the last of which, with a bit of searching, can still be found at or just below $100,000).

My list of some of the best liveaboard sailboats is eclectic and includes a mix of well-known and obscure manufacturers, but all the boats are linked in three ways: All are top-quality vessels capable of crossing oceans. They’re affordable, although in a few cases you have to look for older models in less-than-stellar condition to stay below $100,000. Indeed, in some ways, this list of used sailboats is a function of age; most of the boats were priced at more than $100,000 when new but have dipped below our self-imposed threshold in middle age. And finally, they’re all boats that I have encountered in the past few years in far-flung cruising destinations .

Island Packet 35

Love them or loathe them, Island Packets are everywhere. To some, the beamy, full-keel, high-freeboard hull designs seem quaint, to put it charitably. To others, the robust construction standards, roomy interiors and overall user-friendliness make them the ideal cruising boat. More than most, sailing vessels are compromises, and Bob Johnson and his crew at Island Packet were brilliant in prioritizing the needs of sailors. The IP 35 was introduced in 1988 and features a huge cockpit, an easy-to-handle cutter rig with a jib boom, and a clever, comfortable interior with the volume of many 40-footers. It might not be the fastest boat upwind, but the long waterline translates to good performance off the breeze, meaning the IP 35 finds its stride in the trade winds. In all, 188 boats were built before production stopped in 1994.

Don’t confuse the IP 35 with the IP 350, which was launched in 1997 and included a stern swim step. You won’t find a 350 for less than $100,000, but you will have a choice among 35s, especially those built before 1990. With two nice staterooms, the 35 is ideal for family cruising. I know of a couple of 35s that have completed the classic Atlantic Circle passage. It’s perfect for a sabbatical cruise because it holds its value and there’s a ready market when it comes time to sell.

Prout Snowgoose 37

There’s no room for discussion: Catamarans are crossing oceans, and many sailors are choosing cats for world cruising. My last visits to the Azores and Canary Islands, the classic Atlantic waypoints, proved the point. I’m not much of a statistician, but by my count, at least a quarter and maybe a third of the boats I saw were catamarans. There would be more on this list, but they are just too expensive. Finding a quality catamaran for less than $100,000 is tough. One boat to consider is the classic workhorse multihull, the Prout Snowgoose 37.

When the Snowgoose 37 was launched in 1983, English builder Prout & Sons had already been in business for nearly 50 years. The 37 was an updated version of the Snowgoose 35, one of the most successful cruising cats ever. In 1986, the 37 was updated again; the Snowgoose Elite model included more beam and interior upgrades. These models are challenging to find for under $100,000, but it’s possible. A quick glance at yachtworld.com shows several of both models available for less than $100,000. Again, the strong dollar makes European boats an excellent value.

The Snowgoose 37 is not sexy like go-fast cats, and not roomy like modern cruising cats. It is, however, seaworthy. Of the 500 built, many have circumnavigated. Older boats have solid fiberglass hulls, and more recent models are solid glass from the waterline down and cored above. The cockpit is rather compact by catamaran standards, and the bridgedeck is solid (no tramp). Many 37s and all Elites were rigged with staysails, a big plus in heavy weather. The masthead-rigged Snowgoose 37 can be sailed like a monohull offshore, and it’s quite nice not having a huge, roachy mainsail to wrestle with in a storm. With a 15-foot-3-inch beam for the 37 and a 16-foot-3-inch beam for the Elite, it’s easy to find affordable dockage and yards for haulouts. Most boats have three double cabins, making the Snowgoose 37 an ideal family cruiser.

The Corbin 39 is not as well known as it should be. It’s a capable bluewater sailboat cruiser with many impressive voyages logged. My Quetzal spent several weeks moored alongside a handsome 39 in Corfu that had sailed around the world, and I also spent a winter in Malta in the same boatyard as another 39 that had recently crossed the Atlantic. A canoe-stern, flush-deck pilothouse cutter, the 39 was offered with either an aft or center cockpit. Designed by Michael Dufour and constructed by Corbin les Bateaux in Canada, hull number one was launched in 1977. Built in various locations in Quebec, 129 boats were launched before a fire destroyed the deck tooling in 1982. A new deck with a larger cockpit was designed, and 70 more boats were laid up before production ceased in 1990.

The rub on the Corbin 39 is that the majority of boats were sold as kits with owner-finished interiors. Kits varied from just hull-and-deck to “sailaway,” with everything fitted except the interior. Only 15 boats were finished at the factory. Not surprisingly, the interior quality is unpredictable, from rough-hewn lumberyard specials to beautifully handcrafted gems finished by marine professionals. The difference is reflected in the price. A nicely finished, well-equipped model from the mid-’80s typically sells for between $60,000 and $80,000.

The hull shape features a long fin keel and skeg-mounted rudder. The hulls are heavily laid up and include Airex coring. Early decks were plywood-cored, but most boats have Airex in the deck as well. Ballast is 9,000 pounds of internal lead, translating to a 40 percent ballast-to-displacement ratio. The wide flush deck is spacious, and the sleek pilothouse usually includes inside steering. Massive double anchor rollers are incorporated into the bowsprit in later models. Most boats include a double-spreader spar, and almost all were set up as cutters. There’s plenty of freeboard, which becomes obvious below. While interior arrangements vary considerably, there’s a lot of room to work with. I prefer the post-1982 aft-cockpit 39s; they’re generally of a higher quality than earlier boats.

– CARRY A BEACON – Satellite beacons such as EPIRBs or PLBs allow boaters to transmit distress signals and their exact coordinates from anywhere on the planet, no cell service required. It may be the best $400 you ever spend. Safety Tip Provided by the U.S. Coast Guard

Cabo Rico 38

“The Cabo Rico 38 hull shape is the one in which everything came together best,” wrote Bill Crealock in his design notes. He might have changed his mind later in life, considering that the Cabo Rico was introduced in 1977 and he designed many boats after that, but few will dispute that this 38-foot cutter, built in Costa Rica, is flat-out beautiful. From the clipper bow to the sweet sheer to the abundance of honey-colored teak, the Cabo Rico 38 is a boat to inspire the most practical among us to quit their job, buy this vessel, and head for the South Pacific.

Not surprisingly, many people have done just that. Cabo Rico built 200 full-keeled 38s, with most of the production occurring in the 1980s. There’s always a selection of boats for sale for less than $100,000. Cabo Rico was an outlier among manufacturers of the time, building serious cruising boats in Central America instead of Taiwan, but quality control was always excellent. The full keel is slightly cutaway, and the rudder is attached to the trailing edge. The prop is in an aperture and totally protected, but not well suited to backing into a slip. Full-keel boats may make some younger sailors cringe, but the CR 38 has a very soft ride in rough seas and heaves to effectively. It also has a solid fiberglass hull with a layer of balsa for insulation. Sometimes it’s noted that the hull is balsa-cored, but it’s not. After about hull number 40, lead was used instead of iron for internal ballast. The deck is balsa-cored, however, and there’s a substantial bulwark. Items to be wary of are the teak decks (most 38s have them) and the fittings supporting the bobstay.

A true cutter rig, the 38 has just under 1,000 square feet of working sail area and performs better than most people suspect. The staysail was originally set on a boom that cluttered the foredeck and limited sail shape. Many boats have been converted with furling staysails sans the boom — a nice upgrade. When the wind pipes up, the 38 tracks nicely with a reefed main and staysail. I encounter 38s all over the Caribbean. They’re easy to spot; they’re the beautiful boats in the anchorage.

Tayana Vancouver 42

Ta Yang, builder of Tayana sailboats, has been building capable cruising boats forever, it seems. The Robert Harris-designed Tayana Vancouver 42 has been a mainstay of the serious cruising fleet since the day it was launched in 1979, and is still in demand today. The company built 200 boats, mostly in the ’80s and early ’90s, although a few V42s were built into the 2000s. With a bit of digging and some haggling, you can find boats for less than $100,000, but they’re likely to be older models. As of this writing, yachtworld.com has eight V42s listed, with three asking less than $100,000.

I’ve encountered the V42 all over the world, and in my yacht-delivery days, I had the pleasure of delivering a couple of 42s up the East Coast and down to the Caribbean. The double-ended hull shape with a fin-skeg underbody is stiff and seaworthy, if not wickedly fast. Considering the rugged construction, with a solid fiberglass hull and balsa-cored deck, nobody has ever accused Ta Yang of going light on its boats. Ballast is internal iron, a massive single casting that weighs in at 11,800 pounds. Ta Yang has evolved as a builder, and later models included upgrades like vinylester resin and larger Yanmar diesels.

A true cutter, the V42 has a double-spreader rig and is heavily stayed. The seagoing deck is cambered to shed water. Teak decks, with all their virtues and vices, were common; I’d look for a boat that’s been de-teaked. Like the Corbin 39, the V42 came with either a center or aft cockpit, although most boats were aft-cockpit models. The aft cockpit is deep and secure, if a bit tight due to volume sacrificed by the canoe stern. The center cockpit is cramped but offers excellent visibility. The interior is lovely, with exquisite Taiwanese joinery. Although interior arrangements vary because Ta Yang encouraged owner input, across the board, this is a friendly boat for living aboard. The aft-cockpit model includes one head and a traditional layout with excellent light and ventilation. The center-cockpit model features a large owner’s stateroom aft.

Wauquiez Pretorien 35

The Pretorien 35 does not pay homage to tradition. The Euro-style low-slung wedge deck and flattish lines were thoroughly modern when the Pretorien was launched in 1979. Sure, there are IOR influences in this well-proven Holman & Pye design, including a slightly pinched stern, cramped cockpit, and a high-aspect, short-boom mainsail that results in a large foretriangle. But a small main is easy to handle offshore, especially in squally conditions, and a large poled-out furling genoa provides a low-stress way to cross oceans. The test of a design is revealed long after the launch, and the Pretorien has aged brilliantly. It’s often mistaken for a Swan or Baltic. Famed voyager and author Hal Roth chose a Pretorien for his last boat.

Below the water, which is what really matters at sea, the Pretorien pushes the right buttons for serious sailing. A fine entry provides enough of a forefoot to prevent pounding in lumpy conditions, and as on the Valiant 40, the fin keel incorporates a stub to which the external ballast is fastened. The rudder is mounted well aft for excellent steering control, especially on a deep reach, and is tucked behind a narrow but full-length skeg. The Pretorien displaces 13,000 pounds, of which 6,000 pounds is ballast, translating to a stiff, seakindly boat.

The construction is superb. The solid fiberglass hull includes longitudinal stringers that stiffen the panels and encapsulate the bulkheads. Tabbing and fiberglass work is first-rate throughout. Wauquiez was one of the first builders to use solid laminate beneath high-load deck fittings. The side decks are wide and, with the chainplates well inboard, easy to navigate. The interior arrangement is conventional, but ample beam amidships helps create a surprisingly spacious feel below.

There were 212 Pretoriens built during a seven-year production run, so there’s usually a good selection of boats on the used market. Today’s strong dollar makes European Pretoriens an excellent value.

– SHOW THEM HOW MUCH YOU CARE – Nothing says ‘I love you’ like making sure the kids’ life jackets are snugged up and properly buckled. Safety Tip Provided by the U.S. Coast Guard

Gulfstar 44

Gulfstar had a terrible reputation in the early ’70s: It was infamous for producing wide-body motorsailers with tiny rigs and chintzy Formica interiors. Company founder Vince Lazzara was adept at reading market trends and upped his game in the late ’70s and ’80s. Lazzara, who also founded Columbia Yachts, was a veteran of the production-sailboat wars and realized that buyers were demanding high-quality boats that sailed well. The Gulfstar 44 was launched in 1978, and 105 were sold before the company started producing the Hirsh 45 in 1985.

Some mistake the G44 for a Bristol, and it has a similar profile, right down to the teak toerail and raked cabin trunk. A sleek center-cockpit design, the hull shape features a 5-foot-6-inch fin keel, a skeg-hung rudder and moderate proportions. I know the boat well, having delivered one from Bermuda to Annapolis and another from Fort Lauderdale to Boston. It has a nice ride in lumpy seas and powers up when the big genoa is drawing on a reach. The construction is typical of the time, with solid fiberglass hulls and cored decks. Gulfstars were known to blister, and it’s likely that any 44 you find will have had an epoxy bottom job along the way — and if it hasn’t, it will need one. The keel-stepped spar has an air draft of 55 feet. Some owners have modified the sloop rig with a staysail. The cockpit is roomy, especially for a center-cockpit design, although there’s not much of a bridgedeck. All sail controls are led aft. Lazzara was an early proponent of this feature, and the boat is user-friendly overall.

The interior sells the boat. It’s nicely finished in teak, and the layout is made for living aboard. The aft cabin includes an enormous double berth with an en suite head and stall shower. The main saloon is spacious and well ventilated, although beware of the plastic opening portlights. If you are looking for a comfortable, well-built center-cockpit cruiser but can’t find one that you can afford, track down a Gulfstar 44; you’ll be pleasantly surprised.

Any list of bluewater cruising sailboats must include a Robert Perry design. I could have easily put together nine Perry boats for this list. The Nordic 40 may surprise some, especially because 40 feet is an iconic length, bringing to mind such boats as the Valiant 40, Hinckley Bermuda 40, Bristol 40, Pacific Seacraft 40, Passport 40 and others. The trick is finding a 40-footer for less than $100,000. Nonetheless, the Nordic 40 and its larger sister ship, the 44, are among my favorite boats.

Based in Bellingham, Washington, Nordic produced world-class yachts during its brief production run in the 1980s. Only 40 Nordic 40s were launched between 1982 and 1987, but they’re worth seeking out on the used-boat market. The 40 features the classic double-ended Perry hull shape, with a fine entry, a deep and powerful fin keel, a skeg-mounted rudder positioned well aft, and a reverse transom. Freeboard is moderate and the sheer line is subtle, but to my eye, with its double-spreader rig and gently sloping deck line, the boat is poetry in the water.

The hull is solid fiberglass and the deck is balsa-cored, with solid laminates below loaded-up deck fittings. Original boats came with Navtec rod rigging and a hydraulic backstay, but many have been upgraded by now. Sail-control lines are led aft to the compact but functional T-shaped cockpit. The traveler is forward of the companionway, allowing for a cockpit dodger. The Nordic 40 is nimble in light to moderate breeze but can also stand up in a blow and heave to decently.

The interior is well suited to a cruising couple. It’s really a two-person boat, with a V-berth forward and large C-shaped galley aft, with plenty of counter space and a huge fridge. It includes the normal deft Perry touches — excellent sea berths, a separate stall shower and generous tankage. If you do find a Nordic 40 on the used market, be sure to take a hard look at the Westerbeke diesel and the V-drive transmission.

Pacific Seacraft 34

A handsome, nimble and capable double-ender by legendary designer Bill Crealock, the Pacific Seacraft 34 is well proven, with scores of ocean crossings in its wake.

After the boat was first launched as the Crealock 34 in 1979, Pacific Seacraft introduced a fifth model years later, a scaled-down version of the popular PS 37. Though expensive at the time, the 34 was another success story for one of America’s premier builders, and hundreds of boats were built in the company’s yard in Santa Ana, California. There is always a good selection of used boats available for less than $100,000. Another nice perk for used-boat buyers is that the 34 is back in production at the reincarnated Pacific Seacraft yard in Washington, North Carolina, providing an outlet for parts and advice. The company is now owned and operated by marine archaeologist Stephen Brodie and his father, Reid.

The 34 blends traditional values above the waterline with what was then a more modern underbody, with a long fin keel and skeg-hung rudder. A bit hefty at 13,500 pounds of displacement, the design otherwise is a study in moderation, and drawn with a keen eye toward providing a soft ride in a seaway and staying on good terms with Neptune in a blow.

The hull is solid fiberglass, and early decks were plywood-cored before Pacific switched to end-grain balsa. The hull-to-deck joint incorporates a molded bulwark that offers added security when you’re moving about on deck, and a vertical surface for mounting stanchions.

Most 34s are cutter-rigged for versatility but carry moderate-size genoas instead of high-cut yankees for more horsepower off the wind. Down below, the layout is traditional, but the 6-foot-4-inch headroom is a pleasant surprise. The Pacific Seacraft 34 is perfect for a cruising couple.

John Kretschmer is a delivery captain, adventurer and writer, whose own boat Quetzal , a 1987 Kaufman 47, has seen a refit or two over the years. His latest book is Sailing a Serious Ocean: Sailboats, Storms, Stories and Lessons Learned from 30 Years at Sea , also available on his website .

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123m catamaran ro-pax ferry.

Margarita Salas is the second in a series of large, fast, dual-fuel Ro-Pax ferries, following on from the success of Eleanor Roosevelt.

Incat Crowther's 123m Dua- Fuel Fast Ro-Pax Catamaran Ferry built in Spain.

45m Catamaran Ro-Pax Ferry

A unique 45m Ro-Pax ferry that blends traditional double-ended configuration with robust aluminium catamaran engineering, offering significant cost benefits over a traditional steel monohull vessel.

24m Catamaran Ro-Pax Ferry

A 24m Catamaran Ro-Pax Ferry with a capacity for 100 passengers. The vessel can receive vehicles and cargo on the rear deck by a deck crane or via a dockside ramp.

A 24m Catamaran Ro-Pax Ferry contract won by close cooperation with a fast growing European shipyard. Competitive vessel package and best-value build costs were imperative to the successful tender bid.

35m Monohull Landing Barge

35m landing barge. Various capacities and configurations developed based on this prior, proven platform.

58m Catamaran Vehicle and Passenger Ferry

A 58m medium-speed passenger and vehicle ferry capable of carrying 413 passengers and 49 4WD vehicles. Capable of beach landing. Steel hull with aluminium superstructure. This vessel features very low fuel consumption.

56m Catamaran Ro-Pax Ferry

Two new aluminium high speed 56m Ro-Pax ferries to service Delma Island from Jebel Dhanna, capable of carrying 194 passengers and 25 vehicles at a service speed of 35knots.

The Double Ended Ferry — (Norwegian Style)

Norwegian endeavors to revolutionize the doubleended ferry concept have reached an important new stage with the confirmation of an opening order for the innovative FerryCat design to serve a busy route on the country's fjord-indented coastline.

Developed by Fjellstrand, one of the European fountainheads of fast catamaran ferry technology, the FerryCat 120 offers a much higher speed and improved power efficiency relative to conventional doubleenders.

It promises a service speed up to 22-knots compared with the 11-15 knots typical of existing, Norwegian fjord ferries, with all, which implies for productivity and fleet requirements.

Service users will benefit from shorter transit times, quicker embarkation and disembarkation and a more comfortable journey. FerryCat will enable Rogaland Trafikkselskap, the first company to endorse the design, to cut the crossing time on the commuter route between Stavanger and Tau to 25 minutes from the present 45 minutes. Furthermore, the vessel will allow the operator to phase out two existing, traditional doubleenders, while maintaining a schedule based on departures every half-hour.

Central to the performance attributes of the FerryCat is an all-aluminum, catamaran hull form in combination with hydrodynamically integrated propulsors. As well as providing Fjellstrand with a breakthrough deal for a vessel type, which denotes a new direction in production at its Omastrand yard, the Rogaland contract also represents the first commercial success for the Ulstein Aquamaster azipull azimuth thruster.

A product of the considerable Scandinavian dimension to U.K.-owned Rolls-Royce Marine, azipull is distinguished by a pulling propeller turning ahead of the streamlined leg, giving the proven advantages of an azimuth thruster in maneuvering with the bonus of optimization for speeds in the 16-24 knot range. Due to be handed over in April 2003, the $22.4-million FerryCat 120 will have an azipull unit at each 'corner'.

While a joystick system will enable the master to control all four propulsors with a single movement, the units will be completely independent, such that the vessel could remain operable with a single azipull working.

Rogaland's mold-breaking ferry will convey a maximum 400-passengers and 112-cars. or a mix of vehicles having axle loads up to 15 tons. The design thereby encapsulates a comparatively large capacity and deck area within main dimensions of 262 x 66 ft. (80 x 20 m), a small displacement in relation to deadweight, and high transport efficiency. By comparison, traditional double-ended ferries are heavy displacement craft, having a large structural weight relative to carrying capacity.

A central console has the navigation system, steering, controls and monitoring equipment placed in a logical layout. When the ferry's direction of travel is changed, the entire console including seats swings through 180- degrees to face the other way. The result is good visibility regardless of course and the elimination of duplicated systems. The lightweight aluminum construction not only makes for a faster vessel but also improves acceleration and deceleration properties.

A spur to the development of the FerryCat was the strategic decision by the Norwegian Public Roads Administration to increase the departure frequency of ferries on trunk highway routes in the country's fjord service infrastructure.

Obviously, though, the concept holds good for applications elsewhere.

Although born into the Finnish environment, and regarded as a symbol of Finnish innovation in maritime technology, the Double Acting Tanker (DAT) concept is drawing added strength from its exposure to Japanese shipbuilding know-how. The DAT principle, whereby a ship is designed to run astern in heavy ice conditions while remaining hydrodynamically efficient for forward propulsion in open water, is being harnessed in a new generation of Baltic crude carriers ordered by Fortum Oil & Gas. Shipbuilding contractor Sumitomo Heavy Industries entrusted research firm SSPA Sweden with model tests for the two Afrabalt tankers, and the Japanese firm's hydrodynamics team developed a modified forebody in the light of indicated maneuvering performance.

It is reported that shaft power at full load draft was reduced by more than six percent as a consequence of the redesign, comparing favorably with ships embodying more conventional hull lines.

The 106,000-dwt vessels are primarily intended for year-round transportation of North Sea crude to Fortum's refineries at Naantali and Porvoo in the Gulf of Finland. The two ports typically experience more than 100 days of ice per year.

Although the concept was initially used in retrofit applications to two 16,000-dwt Arctic tankers in 1993 and 1995, in the shape of the Uikku and Lunni, the Afrabalt sisters from Sumitomo's Yokosuka yard are the first crude carriers to embody the DAT idea from the outset. They are also the first pod-fitted, crude oil tanker newbuildings.

The DAT system was originally developed by Kvaerner Masa-Yards, which has licensed Sumitomo to use the concept.

Each of the Fortum ships, due for handover this coming summer, will be propelled and steered by a single, 16- MW ABB Azipod unit, assisted by twin bow thrusters, and powered by a fiveunit diesel-electric plant with a combined output of nearly 23-MW.

The tankers will be able to break 0.8- m thick level ice at a speed of 3.5-knots.

In open-water conditions, it is anticipated that the vessels will be able to maintain a laden service speed of 15-knots.

All systems bar the mechanical part of the Azipod unit itself have been doubled, making for a high degree of redundancy.

The diesel-electric power and propulsion plant will enable the Wartsila medium-speed engines to be run at optimal load, promising reduced emissions impact and long-term plant well-being.

In addition, water injection is to be adopted in the diesel engines so as to curb NOx (oxides of nitrogen) formation.

Concerns with safety and environmental protection are also expressed in the construction of the Afrabalt pair, whereby a 2.5-m spacing will prevail between the shell plating and the cargo tanks.

By virtue of the resultantly increased ballast capacity, this has the added advantage of improving icebreaking capabilities when the vessel is sailing unladen. Moreover, arrangements have been incorporated to enable cargo to be transferred to the ballast tanks in an emergency situation. Fortum's remarkable new sisters will accordingly keep the Finnish group in the vanguard of icegoing tanker technology. The project blends Finnish design and engineering skills with Japanese prowess in efficient ship production and the Japanese predisposition for continuous improvement.

Read The Double Ended Ferry — (Norwegian Style) in Pdf , Flash or Html5 edition of February 2002 Maritime Reporter

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Fair winds to pioneering multihull designer James Wharram

Laura Hodgetts
January 4, 2022

James Wharram at Beale Park in 2017. Courtesy of James Wharram Designs

Free-spirited sailor and pioneering multihull designer James Wharram passed away on 14 December, at the age of 93.

Wharram, who was an occasional contributor to Practical Boat Owner magazine, achieved the first modern catamaran voyage from west to east Atlantic aboard his 40ft multihull, Rongo.

There was nothing new about the concept of catamarans in the 1950s – Polynesians started voyaging in them thousands of years earlier.

Herreshoff had experimented successfully with catamaran designs as early as the 1870s, while a commodore of the New York Yacht Club in the same era imported a traditional catamaran from Polynesia.

But it was not until the 1950s that the modern multihull revolution finally got under way.

Much of the early pioneering was by British designers, including Wharram, who craved simple and care-free long distance cruising.

Olympic canoeists Francis and Roland Prout, on the other hand, were initially focussed on the speed potential multihulls offered.

Inspired by French sailor Eric De Bisschop’s pioneering voyage from Hawaii to Marseille on his 38ft double canoe/catamaran Kaimiloa in 1937/8, Wharram was keen to further prove the seaworthiness of the concept.

Trailblazing voyage

Tangaroa in Falmouth in 1955. Image courtesy of James Wharram Designs

In 1953 he designed and built a plywood 23ft 6in ‘double canoe ’.

Two years later, on 27 September 1955, Wharram sailed from Falmouth across the Atlantic to Trinidad aboard this flat-bottomed catamaran called Tangaroa with two German girls, Ruth Merseburger and Jutta Schultze-Rohnhoff as crew, with the aim of proving the double canoe design was a seaworthy vessel.

For the return journey he built a 40ft version on the beach in Trinidad, reputedly with help from Bernard Moitessier, before sailing first to New York and then back across the North Atlantic.

Wharram and his female crew sailed Rongo into the Irish Sea and made a brief stop in Dunloaghaire as they were very short of food and there was bad weather.

The trio then continued to the River Conwy in North Wales, where they finished their voyage on 30 September 1959.

This was the start of a prolific career that saw Wharram design dozens of distinctive V-hull double-ended catamarans, from 13ft to more than 60ft.

He sold more than 10,000 sets of plans, with the bulk of boats completed built by enthusiastic amateurs.

Wharram was still sailing his creations at the age of 90.

James Wharram pictured in Falmouth in 1955 with Jutta Schultze-Rohnhoff and Ruth Merseburger. Image courtesy of James Wharram Designs

James Wharram aboard Tangaroa crossing the Bay of Biscay in 1955. Image courtesy of James Wharram Designs

The success of the crossing helped prove the seaworthiness of catamarans, something that was not acknowledged in the 1950s.

Famous designs

Wharram renowned multihulls included the Tiki 21, Cooking Fat , which became the smallest catamaran to sail around the world when skippered by Rory McDougall from 1991-1997.

Rongo was designed and built by Wharram in Trinidad in 1957-58 after the three sailors had already crossed the Southern Atlantic in 1956 along the trade wind route from the Canaries to Trinidad in their small 23ft 6in catamaran Tangaroa , also designed and built by Wharram in England in 1954.

James Wharram with Hanneke Boon. Image courtesy of James Wharram Designs

Free spirited sailor

Wharram’s life partner Hanneke Boon has paid tribute. She said: “We are very sad to announce that on the 14th December James Wharram left this earthly world, joining Ruth, Jutta and his many close friends that departed before him. “At 93 years old his spirit has set out on the voyage to sail the oceans of heaven. “James was a trailblazer, a fighter with great determination and vision. From a young age he followed his passions – to roam the hills – for fair politics – for intelligent women – to sail the seas – to prove the Polynesian double canoe an ocean worthy craft – to become a Man of the Sea. “These passions made him into a pioneer of catamaran sailing and a world-renowned designer of unique double-canoe catamarans that now sail the oceans. “He designed for people who wanted to break out of mundane lives, gave them boats they could build at an affordable cost and gave them the opportunity to become People of the Sea like himself. window._taboolaSlots=window._taboolaSlots||[];window._taboolaSlots.push({"mode":"thumbnails-a-mid","container":"taboola-mid-article","placement":"Mid Article","target_type":"mix"}); “His chosen life was never easy, he would always fight convention and conventional thinking head on. “His passionate and multi-faceted personality was very attractive to strong, independent women who helped him in his pursuits, starting with the steadfast Ruth, without whom he would never have reached his goals. “Young Jutta joined them on their pioneering ocean voyages and was the mother of his first son. “Sadly she died very young from mental illness as a result of her traumatic Second World War childhood experiences.”

Ruth and James on Annie in 1953. Image courtesy of James Wharram Designs

A cult figure

Hanneke added: “James lived his entire life openly with more than one woman at the same time, as many as five in his prime in the 1970s, with whom he built and sailed his boats. “Alongside Ruth, who died eight years ago at the age of 92, I was his other life partner and soulmate. “I first met James when he was in the full flow of designing his range of Classic Designs in the 1960s, which led to him becoming a cult figure in the alternative society of 1970s. “In time I became his design partner and together with Ruth we were an unbreakable unit. “I gave birth to his second son and together we gave birth to many new double canoe designs. Article continues below… Ruth Wharram has gone to join the navigators in the sky The wife of boat builder James Wharram has passed away, aged 92 Sailing for All – the 1950s: a short history of yacht design Although the post-war period was a time of scarcity – food rationing in the UK continued until 1954 – it… British designer James Wharram’s round-the-world adventure on Spirit of Gaia The morning breeze was just starting to fill in as we headed out of Port Vathi on board Ionian Spirit,… “James achieved everything he set out to do in this lifetime, but only received public recognition from the establishment in more recent years. “The final project was his autobiography, published a year ago as People of the Sea, on which he worked for many years, as he was very critical of his own writing. “We worked together to complete it and to get it published. “People would refer to James as the great James Wharram, the living Legend, but he didn’t see himself as such. “He was aware it was his large following of builders and sailors, their beautiful boats and great voyages that created the famous Wharram World. “He saw them as the real heroes.

Ruth, James and Hanneke pictured in 2005. Image courtesy of James Wharram Designs

“Sadly in the last few years James’ brain, which he always talked about as a separate entity, started to fail him due to Alzheimer’s. “He was very distressed by losing his mental abilities, and struggled with his diminished existence. “He could not face the prospect of further disintegration and made the very hard call to end it himself. “It was with great courage that he lived his life and with great courage he decided it was the time to finish. “In this moment of great loss we should all remember the good and glorious times of a life fulfilled. “This is not the end, I, we, all the Wharram World will keep his work alive.”

Read James Wharram’s sailing tales

Wharram wrote two books, Two Girls Two Catamarans in 1968 about his early pioneering voyages on Tangaroa and Rongo and recently his autobiography People of the Sea , published in 2020 by Lodestar Books.

Buy People of the Sea on Amazon

Both books are available on the Wharram.com website.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

Yachting World

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The best bluewater multihulls of all time: a complete guide

Toby Hodges
October 6, 2021

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

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

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

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

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

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

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

Best bluewater multihulls for performance cruising

Outremer 51/55.

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

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

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

Read more about the Outremer 51 and Outremer 55.

Photo: Diego Yriarte

Seawind 1600/1370

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

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

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

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

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

Balance 526

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

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

Photo: Christopher White

Atlantic 47

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

Catana 53/Ocean class 50

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

Best bluewater multihulls for pedigree performance

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

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

Chincogan/Lightwave

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

Outremer 45 G. Danson

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

Best bluewater multihulls for family cruising

Photo: Nicolas Claris

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

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

Fountaine Pajot Saona 47

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

Photo: Tui Marine

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

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

Nautitech Open/Fly 46

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

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

Photo: Olivier Blanchet

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

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

Photo: Christophe Launay

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

Broadblue 385S

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

Photo: Christophe Breschi

Bali Catspace

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

Best bluewater multihulls for luxury cruising

Photo: Nico Krauss

Privilège 510 Signature

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

Photo: Jérôme Houyvet

Garcia Explocat 52

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

Read our review of the Garcia Explocat 52

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

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

Photo: Richard Langdon

Discovery Bluewater 50

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

Read more about the Discovery Bluewater 50

St Francis 50 MKII

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

Xsquisite X5

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

Best bluewater multihulls for size & speed

Mcconaghy mc52.

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

Photo: Florian H. Talles

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

Photo: Mike Jones/Waterline Media

Ocean Explorer 60

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

Kinetic KC54

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

Best bluewater multihulls for ultimate performance

Marsaudon ts4/orc 42.

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

Dazcat 1495

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

Dragonfly 40

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

Looping 45/Freydis 48

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

Swisscat 48

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

Schionning Designs

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

Best bluewater multihulls for pedigree cruising

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

Casamance 44/46

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

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17 Best Catamarans for Sailing Around the World

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Catamarans are quickly outstripping single-hull boats for long-distance journeys. They are more stable and comfortable , and some can travel more than 200 miles in a day. In today’s article, I have put together a complete (well almost) list of some of the best catamarans for circumnavigating the planet; the question is, which one is best for you?

The best catamarans for sailing around the world include:

The Fountaine Pajot Ipanema 58

These cats focus on speed, safety, and comfort for longer journeys.

This article will show you the seventeen best catamarans for long journeys, and why they’re the best. You’ll also learn some great tips on what to look for in a Catamaran and how to save money by buying a used catamaran. Let this list be a jumping-off point for your future research!

Pro-tip; here are the actual costs of maintaining a cat and here are considerations on how to circumnavigate .

Table of Contents

The Best Catamarans for Sailing Around the World

A catamaran is a double-hulled boat with a deck or cabin area in between (bluewater cat definition in this article ). The double hull design means that the boat rocks less, sits higher on the water, uses less fuel to sail, and can be sailed in shallower waters than a single-hulled boat without worrying about grounding.

Catamarans come in a variety of sizes and can be sail-powered or motor-powered and range from single-person sailing boats to family-sized yachts. Every catamaran design is different, and the twin-hull shape offers many ways to customize the layout of a ship.

Each boat on this list is a larger catamaran (+40ft, more on size here ), so if you’re going to sail around the world, you want lots of space for provisions and rest.

Of course, there are tons of technical specs for each of these boats, but I’m going to focus on the overall features of each of these catamarans, what makes them stand out, and why they would each be an excellent choice for a transatlantic journey.

Antares 44i

The Antares 44i is an excellent option for sailing around the world and was explicitly designed for long-distance cruising. It performs well in any weather conditions, can be sailed easily by two people, and you’ll be able to sail long distances and live in comfort.

Although it can be easily sailed by a crew of two I believe that a true bluewater cat should be set up for single-handed sailing, more on that in another article .

This catamaran features a stateroom on each hull and a forward cabin with plenty of storage space. The living and entertainment features include a flatscreen tv and a high-end deck speaker system.

With this model, Antares dedicates itself to high-quality boats with optimal rigging and engine configurations.

Atlantic 42

Atlantic is no longer building this catamaran, but there are usually a few pre-owned boats on the market. You can also get it made custom if you love the design, but be prepared to spend more money on a custom boat (custom boat also gets custom problems ;)).

The Atlantic 42 is slightly smaller than some of the other catamarans on this list but is a seaworthy vessel. 42 ft is what most sailors I interview ( in this article ) said was the smallest cat to safely cross big oceans. It is also a decent size to counter the risk of capsizing (more on that here ).

It has a forward cockpit and pilothouse, which gives the owner a better use of space and makes the boat easier to navigate. With single-handed capability, one person can sail it easily and let the rest of the crew relax.

One of the best-praised aspects of the Atlantic 42 is its galley, more extensive than most 42-footers (12.8-meter) can offer.

One of the few 50 footers (15.24 meters) that can be sailed by just one person (many would of course disagree on this).

The Catana 50 is a catamaran worthy of an overseas journey. Its size adds to its stability on the open waters and its ability to sail straight through the choppy ocean and windy conditions.

The Catana is also incredibly spacious on the inside, with substantial cabins and showers. The biggest downside to the Catana 50 is its price, as it’s much more expensive than most of its competitors.

Catana also holds up well against some of the fastest cruising cats out there, here’s a list of the fastest cruisers if you are interested in that.

However, if you can find a gently-used Catana 50, you can rest assured that this boat will last!

The Dolphin 42 is unique because of the use of daggerboards instead of fixed keels. This upgrade means that the boat has some pretty decent upwind performance while at the same time being faster downwind.

Centerboards and daggerboards offer some interesting downsides compared to mini keels. This is an interesting discussion and I suggest you read another one of my articles if you want to deepen your knowledge a little.

These catamarans are some of the lightest on the market. Not many Dolphins were made, so they are relatively hard to find. However, if you want a small, lightweight boat capable of going great distances, the Dolphin 42 is an excellent choice.

Fountaine Pajot Belize 43

The Fountaine Pajot Belize is another well-built cruising yacht. Its core is made of foam instead of balsa, which reduces the risk of structural damage due to a rotten core in case of water intrusion.

The design of Belize offers many options for customizability, with large open spaces and a combined saloon, navigation, and dinette area.

There are two styles of Belize catamarans for sleeping quarters. You can either purchase a boat with an entire primary suite on one hull or one with two cabins in each hull. The first option is great if you are sailing the world alone and not expecting many guests, as it increases the storage capacity.

Understanding what factors to consider when getting a cat can be hard, there are just so many of them (such as the daggerboard discussion above), I have tried to compile some of the most important in this article .

The boat also has wraparound windows to increase the sense of space in the galley.

Fountaine Pajot Lucia 40

Fountaine Pajot is one of the best sailboat manufacturers existing today, as their boats are well made and highly versatile. The Lucia 40 is no exception – it’s a smaller boat but has a lot of room for moving around and on-board living.

The living area is remarkably spacious on this catamaran for its size.

The galley and lounge easily accommodate 6+people. The Lucia 40 doesn’t disappoint when it comes to sailing either, as the narrow hulls slice through choppy waters with ease.

Most catamarans today are built to withstand rough weather but that doesn’t matter as much if the crew isn’t up for the task, I firmly believe that the most important thing a boat should consist of, is knowledge. Therefore taking online courses ( two free here ) or reading books ( my favorites here ) is imperative.

Gemini 105M

Gemini’s boats have been on the market for years and are solidly built for cruising. This boat is one of the most popular ever made, I personally would consider something different for offshore cruising, but since it has such a good reputation, I felt I had to add it to the list.

If you want to understand why I am hesitant to take this boat around the world, I recommend you read my article: What are trampolines on a catamaran?

The Gunboat 62 is a great catamaran and set the standards for the rest of the impressive Gunboat lineup. It’s sleek and spacious while being robust and capable of transatlantic journeys. You can easily travel the world in a Gunboat 62 with several people and not feel cramped.

The yacht was made for speed and power and remains one of the fastest catamarans on the market, even rivaling the newer Gunboat models. GABO

Although the earlier models of the Gunboat 62 weren’t designed for a lot of cargo, you can still find space for everything you need without compromise.

Lagoon catamarans are known for their reliability and ease of use. If you are considering a catamaran for the first time and are unsure about the technicalities of sailing, a Lagoon boat is a great option.

The Lagoon 380 is probably the smallest cruiser on this list, which makes it better suited for solo or couple sailing.

When I go looking to buy something, whether it be a boat, campervan, or whatever, I create a checklist and classify all the things I want either by NEED or NICE to have.

I believe the Lagoon 380 to be sub-optimal for my NEEDS, even though it does check a lot of NICE boxes, there’s a step-by-step article on the NEED and NICE method here .

There are several cabin options available on the Lagoon 380, but if you’re sailing by yourself, you can settle for three cabins and a larger galley and living space. With a smaller cockpit and broader side decks, the Lagoon 380 packs a lot of practicality and ease of sailing into a more compact catamaran.

If you like the idea of a Lagoon boat but want a little more space, the Lagoon 42 is the upgraded version of the Lagoon 380. With all of the same benefits, it comes with more space for cabins or storage, making it one of the best-selling Lagoons of all time.

The Lagoon 42 is also a faster cruiser built for strength. While it’s not the fastest on the market, it works well in choppy waters and windy conditions, making it great for the beginning sailor to go on a more extended trip.

Many people have completed an around-the-world sail with this ship.

Although there is a flybridge version, I would recommend the “open” version due to several factors, some including increased windage and a higher boom. More on flybridges pros and cons here .

For stability, safety, and durability, you can’t beat the Lagoon 42.

The Leopard 45 performs better with less storage weight because of the relatively low bridge deck clearance. If the boat is fully loaded, you could experience some wave pounding. However, the cockpit is open and airy, with devices that block the sun and provide maximum comfort while sailing.

The Leopard 45 is an incredibly beautiful boat, and has a strong reputation for excellent build quality!

Leopard catamarans are one of my personal favorites, as such I have written an entire article about the brand, so if you want to understand its pros and cons then here is the link . Gabo

Designed in South Africa, it features a high rear arch for extra support and very smoothly connected decks. The galley is large and open, and most Leopards offer a four-cabin plan. If you are traveling with another person, this boat is an excellent option for you!

The Manta 42 is another classic catamaran that you can buy used (at a decent price), as it is an incredibly seaworthy vessel. While still in production, the Manta was one of the most popular catamarans on the market.

It is still in high demand amongst circumnavigators. Buying a used Manta 42 usually means that you inherit some of the previous owner’s boat upgrades!

The Manta 42 also made it to my list of the 9 safest catamarans on the market ( link ).

This blue water cat can be sailed by one or two people, making it ideal for liveaboard couples or long-distance shorthanded sailing. The galley is in the saloon ( instead of in one of the hulls ), making the cabins below more spacious and better equipped.

Overall, the Manta is well equipped for sailing around the world.

Nautitech 44

Nautitech is an excellent brand of the catamaran, with several different designs per boat. The Nautitech 44 has a unique feature, you can have it with two options for steering: twin wheels or a single wheel.

The Nautitech 44 also features a cockpit on the same level as the saloon. The door between the two is more convenient than a hatch and dramatically reduces the risk of water damage during rain pour.

This is also the same boat that aeroyacht president Gregor owns, he has offered some great insights into Nautitech in the book Catamarans (amazon link )

Outremer 45

Outremer is famous for being one of the fastest brands of catamarans on the market. If you need speed, the Outremer 45 might be the perfect choice for you. It has a top speed of 16 knots, which is higher than almost every other catamaran of its class.

While the Outremer 45 is known for speed, it doesn’t compromise on the quality of living.

You can settle into life on this boat with complete peace of mind. Even as a beginning sailor, the steering is simple and easy to use, and the autopilot is top of the line, so you’ll be able to sail across the ocean in an Outremer without issue.

Privilege Serie 5

A French-designed catamaran, the Privilege Serie 5 is one of the most comfortable 50-foot (15 m) yachts available. The unique cabin layout includes the master cabin in the boat’s center instead of in one of the hulls.

The Privilege Serie 5 is also incredibly easy to sail, despite its larger size.

The sails and controls lead to the helm, where the raised deck makes it easy to see all around the deck. If you want to cross the ocean with a full crew then the Privilege Serie 5 might be perfect for you!

Seawind 1000

The Seawind 1000 is the smallest boat on this list, measuring 33 feet (10 meters) long altogether. However, this doesn’t mean that it’s not livable. If you are sailing on your own or with a partner, there is more than enough space to live in the Seawind 1000, which includes the option of a centered cabin or two hull cabins.

Because it’s small, the Seawind 1000 is easy to handle. The mast and sails are all manufactured for extra stability and ease of use.

Overall, the Seawind 1000 is an excellent example of a simple, safe, and seaworthy catamaran.

Note: since this is a small catamaran it will also be more sensitive to heavy weather so trip-planning becomes even more important.

The Voyage 44 is one of the oldest cats on this list, having had its hay-day in the mid-1990s. However, this also means that a used Voyage 44 will be cheaper than a newer boat. If you can find a Voyage with previous responsible owners, you will inherit any upgrades and fixes that they’ve made on top of a very seaworthy boat.

The Voyage 44 has more storage and space than most cruisers of its size and is known for behaving very well in choppy waters.

This catamaran does its job well while providing adequate space for cooking, sleeping, and living aboard.

What To Look For in a Long-Distance Cruising Catamaran

If you are planning to sail around the world, you need to be very careful about which kind of catamaran you decide to use. Many of the things you want in a boat really comes down to personal preference, so be sure you know what design preferences you want before you start shopping!

Size and Payload

The most important thing to consider when buying a catamaran is how much space and cargo you need because the larger the boats are, the bigger the payload it can handle. Decide how long you want the ship to be and how much you’re taking with you.

It’s vital not to overload a catamaran, this will reduce performance and increase risk of unwanted behavior in heavy seas.

Cabin Placement

Most catamarans have options for a “Maestro” cabin placement, where one entire hull is the master suite, and the other cabins are located on the opposite hull.

Cockpit and Protection From The Weather

Is the cockpit on the boat you’re looking at covered or open? This can make a difference on the high seas, especially during rainy weather.

The size of the ship also can affect how many people you need as a crew. If you’re traveling by yourself or with one other person, you don’t want to buy a boat that needs a larger crew.

Buying Used?

If you don’t want to spend the money on a brand new catamaran, I don’t blame you. Several of the ships on this list are out of production and can only be found used. However, for circumnavigation, you do want a boat of high quality to keep you safe and dry until you make it to your destination.

When buying a suitably used catamaran, it’s essential to look at the refit history of the boat more than the year it was made. Catamarans are sturdy, and the general design has been the same for at least the past decade.

If you find a newer, larger, cheaper boat, you should look into its history.

Your best bet to save money while buying a catamaran will be to buy an older, probably smaller boat with an excellent refit history and no serious issues. It will still be an investment, and a sturdy used catamaran will serve you well.

Final Thoughts

No matter which catamaran you decide to buy for your journey, you’ll be able to sail safely and comfortably. Catamarans are great yachts for long-distance sailing, and the ships on this list are the best of the best. These brands are time-tested and ready to accompany you on an adventure around the world!

Here are Some of My Favorite Catamaran Cruising Resources

Thank you for reading this article. I hope you found it helpful as you hopefully start your sailing adventures. Here are some resources that I use as a sailor that I hope you’ll also find helpful. These are affiliate links, so if you do decide to use any of them, I’ll earn a commission. But in all honesty, these are the exact things that I use and recommend to everyone, even my own family. Sailboats: If you’re looking for the best boat to suit your needs, I would recommend a catamaran. If you’re interested, I can show you the differences between catamarans and other types of sailboats .

Books: For getting started, I really like Cruising catamarans made easy . It is actually a textbook from the American sailing association; it is used to get a cruising catamaran certification. There are some other great books, and I have compiled a list of books about cruising catamarans that you will find useful.

Communication: Being out on adventures, whether it be sailing or climbing mountains, good communications are essential to being safe. I recommend two things Google fi (incredibly simple cellular data all over the world) and Garmin inreach mini (for text and voice in remote areas without cell coverage)

Sailing courses: Online sailing courses are great for beginners starting out their sailing career; it’s an efficient way of learning the basics of navigation, throttle controls, and maritime safety. I suggest starting with two free courses from NauticEd .

To see all my most up-to-date recommendations, check out this resource that I made for you!

Wikipedia: Catamaran
Cruising World: A-Z Best Cruising Catamarans
Dreamy Yacht Sales: Four Best Catamarans for New Buyers
Atlantic Cruising: Good Cat/Bad Cat
Yachting World: Catamaran Sailing Across the Atlantic
Boat Affair: What is a Catamaran?
Nautilus Sailing: Catamaran Sailing

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

3 thoughts on “ 17 Best Catamarans for Sailing Around the World ”

I like the efforts you have put in this, regards for all the great content.

Thanks Elisabeth I really appreciate the kind words 🙂

I appreciate you sharing this blog post. Thanks Again. Cool.

2021 Boat Buyers Guide: Multihulls

By Chris Woodward
Updated: December 16, 2020

Say the word “catamaran” in the United States, and many offshore anglers cannot contain their eye roll. “Catamaran” and “multihull” historically described sailboats, offshore racers and ferries. Not fishing boats.

But in the past decade, new multihull designs have changed the minds of many early naysayers in this country.

“Certain parts of the world embraced cats a long time ago—places like South Africa, Australia and New Zealand, where the distances are great and the seas can be pretty rough,” says yacht designer Michael Peters, well-known in the fishing world for creating everything from large inboard sport-fishing vessels to stepped-hull center-consoles. “Yet, the American market never did [embrace cats]. It seems that nobody really got the attention until Freeman [Boatworks]. Why that was, I couldn’t completely explain, but suddenly there was a boat that seemed to get good balance and aesthetics, and the fishing world took notice.”

Boating anglers who already own deep-V hulls generally stay with V’s, says Bill Cordes, director of sales for Invincible Boats in South Florida. “But we’re getting new looks from guys who are cat guys, who are looking for a bigger alternative.”

Invincible introduced 40-, 37-, 35- and 33-foot catamaran offshore-fishing boats over the past three years, and yet remains successful with its popular stepped-V-hull vessels.

Invincible and companies like Freeman, World Cat, SeaHunter, Sea Cat, Insetta and Calcutta are driving a resurgence in multihull-boat building, particularly in the offshore-fishing world. Calcutta splashed its new 480 this summer; TAG Boats, a new South Carolina company, introduced a 36-footer, with plans for 30- and 43-footers; Barker Boatworks will soon debut a 40-foot cat, and HHH BoatWorks has released a custom 35-footer.

Cat Pros/Cat Cons

Depending on how they’re built, cats can offer some general advantages over V-hulls, including a smoother ride in rough head seas, a broader and more stable platform with little roll while drifting, shallower draft, better fuel efficiency and greater deck space.

But old designs featured fatal flaws, including bow steering and pulling or jerking in certain sea conditions. In a following sea, “they could be a complete handful,” says Peters, who spent 25 years building offshore racing catamarans. “In high-speed turns, they do what we call a ‘destroyer turn,’ as in a Navy vessel. They bank outboard.”

The cats of the 1980s fell short for a variety of reasons. “Early designs were flawed. They were somebody’s backyard dream,” says Steve Ellis, who founded Florida-based Calcutta Boats in 1996. “They didn’t have enough reserve buoyancy, and they all bow-steered really badly and sneezed really badly.” (Sneezing occurs when spray shoots out the front of the tunnel and blows back toward the helm.)

Their knife-edge entry angles could easily bury the bow into oncoming waves. Few cats were really designed by naval architects, according to Ellis. Calcuttas and many of today’s modern cat builds come from the desks of designers such as Jim Ryan, of Locus International, who drew up the Calcutta 480.

Peters says the resurgence of the planing catamaran (those that rise up on top of the water rather than plow through it), and its subsequent redesign, has resulted from a perfect merger of hull technology and more-powerful outboards, which put these boats in the 60-plus mph range.

The Latest Evolution

Today’s more-popular catamaran designs really started with Billy Freeman, who founded Freeman Boatworks in South Carolina in 2006, after years of working in boatyards and welding shops, and cutting up old hulls to rebuild them in his off time. “I bought an old cat and wanted something bigger and better,” Freeman says. “I called up [naval design engineer] Jesse Rhodes, who was an unknown back then, and I said I wanted to design a cat. I said, ‘If it doesn’t work, it’s on me.’”

Freeman started calling fishing guides in Venice, Louisiana, who make their living running well offshore into sometimes-gnarly seas. “I didn’t have to talk them into a cat,” he says.

Freeman’s boats also looked better than traditional boxy cat boats, which feature near-vertical sides. That inspired longtime multihull specialist World Cat to create its X series, beginning with the 280CC-X in 2017.

Invincible’s Cordes says that the evolving industry piqued his company’s interest. “I think the overall versatility of the boat has got the attention of a lot of folks,” he says. “The sheer volume of storage, and then you get into the fishing platform that it is. It really is something new and exciting.”

Design Solutions

Multihulls can sport asymmetrical or symmetrical sponsons. From the bow, asymmetrical sponsons look like a V-hull split down the middle: The inside sponson edges line up straight from hull bottom to the water, and the outside edges angle. The symmetrical hull looks like two small V-hulls side by side.

Asymmetrical sponsons force more air down through the tunnel to create lift, says Rob Coffey, director of sales and marketing for southeast Georgia-based Insetta Boatworks, which builds a 45-foot semicustom asymmetrical cat.

Coffey says that the asymmetrical sponsons float higher and help the boat turn with less outboard force.

Insettas, Invincibles and several other brands also design steps into their sponsons. Steps do for cats what they do for V’s: They break the surface tension, and create greater lift, speed and efficiency.

With asymmetrical sponsons, “you’ve helped correct the turning, but you’ve not made the head-sea ride quite as good,” says yacht designer Michael Peters, who recently created the new 40 HPC cat for Barker Boatworks in Sarasota, Florida. “We’re really at the beginning of the curve in perfecting the designs.”

To help the new Barker perform better in a head sea, Peters says he made the bow fuller, not as sharp and pointed. A too-sharp angle of entry means the bow can act like a rudder. “What we opted for was saying, ‘If you put this much horsepower in the boat to go 60-plus mph, we want a boat that can absorb all that horsepower and not become difficult to drive,’” he says. “We opted for a boat that we feel will bank more appropriately in a turn.”

The new designs address the old and uncomfortable nature of cats in turns, and design features also tackled the sneezing that showers boats with seawater. For instance, World Cat’s Vector Pod in the tunnel near the bow helps break up and aerate incoming water, reducing friction. As air and water pass through the narrowing tunnel aft, the mixture increases in velocity with a subsequent decrease in forward pressure.

Designs will continue to evolve, Peters says. “We’ve got a perfect confluence of things happening. Development happens when things overlap at the same time.”

More: 2021 Boat Buyers Guide , 2021 Boat Buyers Guide: More Resources , Sport Fishing Boats

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Yachting Monthly

Digital edition

Best multihulls: We pick the best two and three hulled yachts

Rupert Holmes
June 29, 2022

Rupert Holmes picks the best multihulls for cruising focussing on the most popular and interesting mid-size multihulls from 37-43ft

Few of us can have failed to see the rapid growth of interest in multihulls and this formerly niche sector is now a mainstream part of the new boat market.

Much of the appeal is obvious and is unchanged from the reasons for the popularity of Prout and other catamarans in the 1970s and 1980s, including spacious single-level living spaces offering great views. Today’s boats are also characterised by expansive outdoor seating and entertaining areas. These areas benefit from the near-universal adoption of the same fabric technology that enables motor yachts to leave cockpit cushions outside in all weathers.

Superior space

The full forward cockpit featured on a number of heavier and larger designs may appear to be a gimmick at first sight, yet they are practical in a number of ways. Firstly, a separate area can be ideal when sailing with larger complements of people on board – teenagers for instance may value a separate area. Other popular attributes include the amount of stowage on deck – ideal for those who want to carry a lot of watersports equipment.

In addition to decent cockpit lockers, you can expect to find a pair of deep lockers at the front of the bridge deck, plus further stowage in the bows. On boats above 42ft these areas are often large enough for conversion to single cabins, although it’s worth remembering that putting too much weight forward will compromise performance and the motion of the boat at sea.

Easy handling both under sail and power is an equally important theme. Twin engines make a cat easy to spin in its own length and handling in reverse is as easy as going ahead. This set-up also offers a degree of redundancy – if one engine fails you will often be able to reach port using the other one.

In some cases the nav station in the bridge deck saloon is an ideal place from which to con the boat while on watch in inclement conditions, making these boats as good as a conventional motor sailor in this respect, but with the potential for much better sailing performance. However, some designs lack the all-round visibility to make this feasible.

The International Multihull Show, which takes place in April at La Grande Motte, France, is a must for anyone serious about buying a new or recent boat. Although the show has a compact feel, it’s the only place in the world where dozens of multihulls of the same size can be compared side by side.

The impact of COVID

The British brokers I met at the show were universal about their experience of the UK market, which has changed considerably post Covid.

Their biggest client base for multihulls are now owners with plans for long-distance cruising. The increase in people working from home is also attracting a younger clientele than typical boat buyers, which is helping boost demand to unprecedented levels.

‘We’re seeing a big change in the way people are buying boats and what they’re looking for,’ Graham Laver of Ancasta, Lagoon’s UK agent, told me. ‘Most are not weekend sailors and don’t need a permanent berth – they have a lot more time on their hands.’

A scarcity of suitable berths in parts of the UK is therefore not a hindrance on this part of the market.

The major catamaran builders largely disregarded boats under 40ft for many years; however, there are welcome signs this attitude is changing. The Excess 11, unveiled at the 2020 Düsseldorf boat show, is a 37-footer by a new Groupe Beneteau brand that’s aimed at a younger audience than typical buyers of this value. It’s Excess’ first all-new design – the earlier 12 and 15 were based on the bottom third of Lagoon hulls, although almost everything above the waterline was new.

As with the two older models, there are helm stations aft in each hull, with wheels positioned right above the rudder stocks to produce the most direct feel possible.

The boat also has excellent visibility from the helm and is noticeably better in this respect than most cruising catamarans. Interior accommodation includes a well-proportioned bridge deck, with very generous headroom. There’s space for a decent galley, a full-size internal saloon area and a forward-facing navigation station.

On the downside, it lacks space for the ease of circulation of people seen on some larger boats and will therefore have more of an ‘excuse me’ factor when sailing with a full complement of crew.

Sensibly no attempt has been made to create peninsula beds in the aft cabins, so despite the boat’s relatively modest size both double beds measure a massive 2m by 2m. The huge stowage volumes under the bunks are easily accessed thanks to hinged top panels supported by gas struts, which enables far more of this space to be reached easily than the typical single drawer in the bunk front.

On the three-cabin design the starboard hull is given over to the owner’s suite, which includes a good desk/dressing table area and lots of extra stowage. Perhaps surprisingly, this doesn’t have the feel of living in a narrow tunnel – it’s a wide rectangular area that offers more comfort and practicality than many larger yachts.

Excess is also engaging directly with its client base via the Excess Lab. The online element of this discusses key issues that impact design choices, allowing the boating public to present its views in a way that helps inform development of new models. Recent topics include the balance between draught and windward performance, self-tacking jibs vs genoas, and refrigeration.

Excess 11 specifications

Price: €310,660 ex VAT LOA: 11.42m / 37ft 5in Hull length: 11.33m / 37ft 2in Beam: 6.59m / 21ft 7in Draught: 1.15m / 3ft 9in Displacement: 9,000kg / 19,800lb Builder: excess-catamarans.com

The chances are that if you’ve sailed multihulls of around 40-44ft at least one of them may have been a Lagoon. More than 800 Lagoon 42s have now been delivered, with the model proving equally popular with private and charter owners. It offers lots of space, even by multihull standards, in three- or four-cabin layouts.

Large platforms aft make boarding from a pontoon, quay or tender easy, while the big cockpit has multiple seating areas and plenty of space for easy circulation of people. There’s also a neat lifting system for the dinghy. The boat is sailed from a raised helm position on the port side, which has direct access to the winches. The two-person helm seat is configured to work well both when seated and when standing.

While this ease of sail handling is a key attraction for owners of most cruising- oriented multihulls, a downside of some raised helm stations is they can feel very removed from other people on board.

This can make others on board feel like passengers who are not fully involved in the sailing. Unlike a number of boats of this size, there’s no forward cockpit, but there is foredeck space for sunbeds that forms a separate area for socialising.

Interior bridge deck accommodation includes a decent galley to starboard, plus a generous forward saloon. This has a great view forward and to the sides, although vision is obstructed on both quarters, which limits the usefulness of the forward chart table as a place from which to con the boat when on watch in bad weather.

Even by the today’s standard of catamaran, accommodation in the hulls is very generous. The boat at La Grande Motte had the classic four-cabin, four-bathroom charter layout. Both aft cabins rival those of the owner’s cabin of many 50ft monohulls thanks to big peninsula beds and plentiful stowage. These are also airy and very well lit spaces, with an overhead hatch, big hull window and wide stern window.

Lagoon 42 specifications

Price: €426,600 ex VAT LOA: 12.80m / 42ft 0in Beam: 7.7m / 25ft 3in Draught: 1.25m / 4ft 1in Displacement: 12,100kg / 26,700lb Builder: cata-lagoon.com

The Neel range of trimarans is one of the most eye-catching of modern multihulls. The basic philosophy is hugely appealing – use performance trimaran hull shapes to create a platform for a spacious cruiser, while keeping the boat as simple as possible. Weight is also minimised, but in a practical way that doesn’t resort to eye- wateringly expensive high tech solutions.

I sailed one of the first 43s from La Rochelle last summer and found it a surprisingly rewarding boat to sail, with a feel on the helm akin to that of a monohull, yet it was significantly faster. On a reach in 14 knots of true wind we made a very relaxed 10 knots of boat speed reaching under only mainsail and jib. When the breeze picked up to 16-17 knots we were hitting a consistent, but relaxed, 11.5 knots at a true wind angle of 115º with an asymmetric spinnaker set.

Heel angles are greater than for a catamaran, as lifting the windward ama out of the water is an enormous help in reducing wetted surface area. However, monohull sailors will find the heel very modest and once it reaches 12-14º the boat is rock steady, even in gusts.

The amas of the 43 are too small for accommodation, so this boat has a largely open-plan layout, although the owner’s cabin is in a separate area to starboard on the bridge deck. There’s also a double berth to port that would make an ideal den area for kids, plus a further small double cabin forward at a lower level in the main hull.

A key feature of all Neels is a separate engine room and technical area below the saloon in the main hull, which is ideal for maintenance and fault-finding.

These are often thought to be expensive boats, yet the 43 is priced at a similar level to many other multihulls of this size. It’s perhaps no surprise they are leaving the factory at the rate of one a fortnight.

Neel 43 specifications

Price: €359,000 ex VAT LOA: 12.9m / 42ft 4in Beam: 7.4m / 24ft 3in Draught: 1.5m / 4ft 11in Displacement: 9,000kg / 19,800lb Builder: neel-trimarans.com

Nautitech open 40

This innovative boat set new standards when it was first launched and was a key influence in establishing the DNA of the open concept, with a big indoor/outdoor area aft under a hard top, combined with a smaller saloon forward. The effect is to create a huge outdoor living space that provides shelter from the elements – whether intense sun or rain.

Today’s version still has the original hull shape, marrying this with an updated and restyled deck, plus improved interior design. Twin aft helm stations that provide excellent visibility by multihull standards are also an important element. They also enable easy contact with the rest of the crew while you’re steering and there’s little barrier to stop them pitching in to help with deck work. This is therefore a sailors’ boat, with relatively narrow, easily driven hulls, high bridge deck clearance and deep rudders, even though it has fixed keels and not daggerboards.

Of course the nature of this boat means there’s less space for fully enclosed bridge deck accommodation. Nevertheless, it has a decent galley and in cold weather you can retreat into a cosy forward saloon, which has space for four to six people, plus an optional full-size drop-down dining table that makes a huge day bed. With an almost unobstructed 360° view, this also makes a good spot from which to con the boat in poor weather.

There’s a spacious and bright owner’s cabin in the port hull with a large double bed plus a dressing table/desk area. The starboard hull has a large double cabin aft and smaller one forward, which share a well appointed mid-ships toilet and shower. On some boats fitted out for long-term cruising the forward starboard cabin has been configured as office and/or workshop space.

Other boats in the range include a new 44 Open, which is based on similar principles, but has space for an impressively large galley and more volume in the hulls.

It also has numerous small improvements, including moving the mainsheet traveller from the hard top to the aft beam, which gives more precise sail control.

Nautitech open 40 specifications

Price: £404,795 ex VAT (sail away price) LOA: 11.98m / 39ft 4in Beam: 6.91m / 22ft 8in Draught: 1.35m / 4ft 5 in Displacement: 8,500kg / 18,700lb Builder: nautitechcatamarans.com

Marsaudon composites orc 42

A criticism often levelled at catamarans is that they lack feel on the helm and therefore aren’t fun to sail, but that’s not universally true. Lightweight boats with easily drivenhull shapes can be both quick and rewarding, with little of the noisy turbulence at the transoms and lack of pointing ability that can be associated with overweight models with grand accommodation and inefficient shallow keels.

This is the smallest in a range of three performance catamarans and was originally named the TS42. All three boats have direct tiller steering, combined with comfortable helm seats. They provide a great view of the sail trim, though the coachroof partially obstructs the view to leeward.

Despite offering 20-knot performance and the ability to cross the Atlantic in only 10 days, these boats also have lots of interior space. The 42, for instance, has a big bridge deck saloon, with a surprising large galley, plus an excellent forward-facing navigation station. When the weather dictates, this area is enclosed from the outer cockpit by canvas screens, thereby avoiding the need for heavy sliding doors. Equally, there are no moulded headlinings, though the deckhead can be faired to create a high-gloss finish that doesn’t add weight.

Both aft cabins have big double berths, while further forward the layout is flexible – owners can choose from additional double or Pullman style bunks, extra stowage, or extra-large heads and shower areas.

On the downside, these boats are built in small numbers on a semi-custom basis and lightweight construction, decent sails and quality deck gear are all expensive.

Marsaudon composites orc 42 specifications

Price: €520,000 ex VAT LOA: 13.05m / 42ft 9in Beam: 7.42m / 24ft 4in Draught: (fixed keel version) 1.5m / 4ft 11in Displacement: 6,400kg / 14,100lb Builder: marsaudon-composites.com

Fountaine-Pajot ISLA 40

Although launched last year, this model started life as the Lucia in 2016. However, it benefits from updates including a revised helm station that increases stowage – a move welcomed by many potential buyers looking at a boat for long-term cruising.

It’s raised up on the starboard side, with the wheel next to the halyard and sheet winches, making sail handling a simple matter when on watch alone. Steps up from the helm station give access to the hardtop for handling the mainsail, but there’s no option on this model for sunbeds up there.

There’s a large cockpit aft under the hardtop, with a substantial table on the port side. The foredeck has provision for sunbeds, but not a full forward cockpit. Stowage on deck is more restricted than on Fountaine-Pajot’s larger Astrea 42, but still far exceeds what’s available on most monohulls and includes two big bridge deck lockers, plus further space in the bows of each hull.

Bridgedeck accommodation includes a surprisingly large internal saloon, although this is achieved at the expense of a separate navigation station. The example at the show was a four-cabin, four head boat, but without separate shower stalls. Even so, to achieve this on a 40-footer is an impressive feat.

Both aft cabins have large peninsula beds, although floor space and stowage are reduced in size to give space for the two heads in each hull. Forward cabins have a double bed that tapers significantly at its forward end, but these are still far larger than the triangular forecabin vee berth of many monohulls.

Fountaine-Pajot ISLA 40 specifications

Price: POA LOA: 11.93m / 39ft 2in Beam: 6.63m / 21ft 7in Draught: 1.21m / 4ft 0in Displacement: 9,500kg / 20,900lb Builder: catamarans-fountaine-pajot.com

This 2020 design is another model that’s extremely popular in charter fleets. However, they are also sought after by private buyers and the numbers in the hands of individual owners will of course swell dramatically when they are sold on from charter operators.

As soon as you step on board this cat, it feels like a big boat for its size, with plenty of options for easy circulation of people. There’s arguably more separation between interior and exterior spaces than on many catamarans.

However, the Leopard 42 has a feature that few others offer in this size range. A full height door in the front of the saloon gives direct access to the large forward cockpit, which opens up the accommodation in a different way to most. This is also a semi-flybridge model, with an additional seating area on the hardtop that’s intended for use in port and at anchor.

A huge and very well appointed galley takes up almost half the saloon area and there’s further space under the floor to stow a considerable amount of dry supplies. There’s also a very good forward-facing navigation station/desk, although the internal seating area is relatively small.

The models that feature a three-cabin layout have a very impressive owner’s suite, which includes a large desk/dressing table, plenty of generous stowage and expansive floor space.

The other hull houses two double cabins, each with its own en suite and separate shower stalls. However, the downside of this arrangement is that there’s less scope to provide generous easily accessed stowage in these cabins.

Leopard 42 specifications

Price: POA LOA: 12.67m / 41ft 7in Beam: 7.04m / 23ft 1in Draught: 1.4m / 4ft 7in Displacement: 12,467kg / 27,485lb Builder: leopard catamarans.co.uk

This French yard set a standard by which all multihulls have subsequently been judged when it launched the Bali 4.3 Loft. It blends indoor and outdoor areas into a single vast space that can be closed off with the garage door-style aft bulkhead.

Since then the format has been greatly refined and the 4.2 offers impressively spacious layouts in both charter and owners’ formats. There’s also a full-size door to a spacious forward cockpit, with sunbeds extending the entire length of the solid foredeck.

Bali 4.2 specifications

Price: €424,780 ex VAT LOA: 12.84m / 42ft 1in Beam: 7.07m / 23ft 2in Draught: 1.22m / 4ft 0in Light displacement: 11,400kg / 23,100lb Builder: bali-catamarans.com

Aventura 37

This 20-year-old French-run but Tunisian-based company is one of the few that has actively addressed the market for smaller catamarans. The 37 is a semi-flybridge design with a big aft cockpit. It was launched a few years ago and is aimed at cruisers who want a spacious boat in a relatively compact package.

Nevertheless a key design criteria was an ability to sail at 7 knots in only 10 knots of true wind. The spacious accommodation includes lots of stowage, which includes a small walk-in wardrobe in the owner’s suite on three-cabin boats.

Aventura 37 specifications

Price: €237,500 ex VAT LOA: 10.9m / 35ft 9in Beam: 5.94m / 19ft 6in Draught: 1.2m / 4ft 0in Displacement: 7,900kg / 17,400lb Builder: aventura-catamarans.com

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Advantages/disadvantages of double ended hull?

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Double ended and canoe hulls look very classic, but odd to me. What are the functional or performance advantages and disadvantages compared to a flat or reverse transom? Thanks.

Disadvantages - 2 pointly ends anf you lost a LOT of the stern use Advantages - none Bob Perry who designed the Valiant 40 double pointy has said it had no real function

One pf most useful cruiser design items on my boat is the folding helm seat and down down to stern swim platform. Easy access on/off the boat/dinghy is a HUGE plus

I believe double-enders developed because of the sea conditions they were built for and that, as a wooden boat, they were easier to build. Though many are indeed eye candy, I'm not partial to the design, as someone who has run in waves higher than the boat is long, I want as much buoyancy in the stern as can be managed. I have also experienced the hobby-horsing that a wonderful boat like the Atkins Ingrid can have in small chop. I have never bought a boat, other than a Trinka, because of how she looked, and frankly, in most cases it is way at the bottom of my list of importance. It just so happens that most boats that appeal to me for other reasons have reasonably nice lines. However, given the option of two relatinevly equal boats, I would probably not choose the double-ender.

This is an article that I had written some years ago that discusses Double-enders: I apologize that it is quite long and a little dated. Double-enders- a bit of history and commentary When you look at really old double enders (Egyptian passenger barges, Viking ship, canoes, Skerry traders) you see some things in common. As a broad generality, for their era, these vessels were all tended to be quite light and fast and intended to be propelled at pretty high speeds with comparatively little power. The traditional (up until the late 19th century) double ender actually had very fine ends and a burdensome mid-section. This shape was evolved for speed and seaworthiness in low powered (low stability), low volume vessels. This fine-ended double ender was a great shape for rough sea conditions. In theory when a boat is running before breaking waves its own wake can disturb the waves astern and cause them to break. These fine-ended double enders threw smaller wakes and so were less likely to cause waves too break on them from astern. If a wave did break, the wave did not collide with the flat surface of a transom. (That is also the same reason that the transoms on traditional boats had as much rake as they did.) That all works well for light weight working craft with minimal sources of power. As these boats became more burdensome they began to have a different set of problems. One of the key problems with the more heavily loaded fine ended double enders were that they did not have as much reserve buoyancy as transom sterned boats and waves might not break in their wake but they would get pooped (flooded from astern by overtaking wave). The Roman and medieval cargo ships, which are well known to researchers, were all double enders below and just above the waterline but light displacement they most certainly were not - the cogs, shuyts and fluyts of the Middle Ages and the Renaissance were capacious, slow, cargo carriers. There were a few reasons that these smaller European working watercraft, at least until the mid-19th century, be they Norwegian, Scottish, Danish, Dutch, Spanish, Maltese or Greek, are double enders are twofold; One is that this type of stern is easy, reliable, and cheap to build in wood. The other reason for the early use of double ends is that these working vessels had/have to lie alongside each other in close proximity in artificial harbors. The double ender is less likely to suffer damage from boats alongside. In such circumstances you find double enders. Elsewhere, like the Breton coast of France or the East Coast of England, where the sea conditions are just as bad, but there are natural harbors, estuaries, etc. you find transom sterns and counter sterns. The transom stern gives more buoyancy aft and is better suited to a high displacement hull, while once modern tools and fastenings appear became equally cheap to build. The counter stern gives a drier after deck (important in sailing ships, which were conned from the poop) and more space for handling sails (and nets, on fishing boats) It is around the point that the trend was moving away from double ended working watercraft, that Colin Archer comes along in the search for a way to make boats that would not cause waves to break and that would still also have sufficient reserve buoyancy in the ends. When you study the lines of a Colin Archer design they were really amazing. These were not delicate boats by any stretch of the imagination. They were truly beefy. They had to be. They were rescue boats and pilot boats that had to be able to stand station in the worst the North Seas had to offer and still make a rendezvous. They had to be able to lie against a stranded ship and take the pounding while rescuing people and property. They earned a reputation for their seaworthiness and ability to withstand the worst nature had to offer. Archer was a theorist and was looking for a way to design powerful boats with powerful rigs that would still remain balanced. Archer also had a tremendous ability to model the lines of these heavy boats so that they had a fairness of line and fineness of water line that is not readily apparent at first glance. They are deceptive boats in many ways. For all of their weight they were reasonably easily driven boats. They were capable of spreading really huge sail plans or being snugged down to a handkerchief. They were surprising low drag given their large displacement. But it needs to be understood that from all of the descriptions that I have ever read these were not easy boats to sail. These were not the “sailed by a man and a boy” fine ended double ender epitomized by Tancock Whalers popularized in the fisheries off of Nova Scotia. The Colin Archers took large crews and a lot of brute strength to sail and to a great extent these boats survived on the iron wills of their crew. Then along comes Atkins, who takes the Colin Archer rescue boats and adapts them into yachts. Atkins like Archer is a master of the carefully modeled hull forms. In many ways his “Ingrid” is the definitive Colin Archer type yacht. Comparatively fine yet buoyant and burdensome, the 'Ingrid's are a masterful example of the art of yacht design with the emphasis on art. I keep hearing people refer to these boats as fast. They are fast for what they are, but in a relative sense, even in heavy going, they are not ‘fast’ when compared to more modern designs. They also reputedly have very comfortable motions in a seaway when viewed from the standpoint of slow roll and minimal pitch, rather than from minimizing roll angles. That slow roll is more a product of their round bottom, and wine glass sections more than their double ends and the small mount of pitch primarily came from having short overhanks (long waterlines) and the rapid increase in buoyancy as the bow imerseses. The 'Ingrid's’ and 'Eric's’ did wonders for instilling the idea that double ended yachts are some kind of ideal for distance cruising. This was an ideal that was further embedded by the ubiquitous Hanna Tahiti and Gulfweed Ketches. By the late 1960’s double enders began to be viewed as relics of the past. Well-modeled double enders are not easy to mould in fiberglass since there was often some tumblehome in the stern making it hard to remove them from a single part mould. It probably would have stayed like that if the ‘character boat’ craze had not gotten started in the early 1970’s. At the time the whole character boat thing was hard to fathom. After decades, suddenly bowsprits and molded in plank seams were getting popular. (If you actually owned a wooden boat you went to great lengths to conceal the seams and make the topsides look “just like fiberglass” but suddenly fiberglass boats were being built showing 'seams'.) Emerging in the early days of that period of looking backwards, the Westsail 32 came on the scene. The Westsail 32 is a fiberglass version of the Atkins ‘Eric’ altered to supply more room down below and be easier to mold in glass. The Westsail pretty quickly became an icon for the “serious Blue water cruising boat”. Derided as heavy, slow and wet, with many were bought by posers and wannabes, in reality the Westsails have proven to be enduring boats with an admirable cruising record. What the Westsails and boats like them did was to bring a focus on the growing gap between “cruiser-racers” and purpose built offshore boats. It was about that time that a young Bob Perry happened on the scene. I have always believed that Bob’s goal in designing the Valiant 40 was to design a boat that bridged this gap. Seen today the Valiant 40 seems very solid and conservative but in its day the Valiant 40 was revolutionary. If you look at the sections and underbody waterlines of the Valiant, they were remarkably far more similar to the early Sparkman and Stephens designed IOR boats (like the Tartan 41) than to anything that Colin Archer designed. Obviously a bit more burdensome, the Valiant 40 dared to be a moderate displacement (for the time) boat with a fin keel/ spade rudder intended for serious offshore cruising. I also suspect from articles that I have seen over the years (and later from conversations with Bob Perry) that the trunk cabin and canoe stern were chosen not for some inherent obvious sailing or seakeeping advantage but as a clear statement that the Valiant 40 was and is intended as a serious offshore cruising boat. If you look carefully at the stern of a Valiant 40 it in no ways really resembles the traditional canoe stern chosen for low wave making and low drag. This is a very powerful stern consistent with the Valiant's more modern lines and underbody. Of course for every brilliant design idea there are a bunch of bone headed copies. Having drawn a few double enders in my day, I really think that they take more skill than any other hull form to get right. Poorly done they are awkward in appearance and offer few of the advantages with all of the disadvantages of a double ender. Perry got it right, (to my eye, perhaps more so on the 37 foot Esprit), but a lot of designers never did. Designers like Garden, Benford, and Crealock have designed many a fine double ender, but I think Bob Perry was there at the right time with a design that really understood the problem and looked good doing it. So back to the original question, “What are the advantages and disadvantages of a double ender?” If the stern is not carefully modeled and matched to the other properties of the design, there are not any inherent advantages to a double ender; none at all. Properly designed in the fine-ended model, they offer a lower resistance at slow speeds, less wave making and a cleaner wake less likely to cause waves to break astern. Properly modeled in canoe stern model, they offer a lot of reserve buoyancy in the ends with a minimum stern overhang for reduced hobby horsing. They also offer less corners for lines to foul on which was far more important in the days of Gaff Rigs with booms that over hung the transom. The disadvantage is that a double enders tend top have quite a bit less room aft for their length than a transom stern boat. This means a more cramped cockpit (or aft cabin). In terms of sailing performance, with modern rigs and underbodies it is harder to get a canoe stern boat to work with modern underbodies which are designed to surf and sometimes plane. This means that they are not suitable to today’s lighter faster design principles. Its not an issue if your interest is in a heavier, more burdensome, long range cruiser but if your goal is coastal cruising or performance offshore cruising, where speed becomes more important than carrying a lot of ‘stuff’ in a short sailing length, then a canoe stern might not make sense. Canoe stern boats can be a bit more expensive to manufacture in glass as they often require special molds to handle the tumblehome in the stern. From a sailing standpoint, most double endere give away some initial stability which translates to reduced sail carrying capability and with that, the need to reduce sail sooner. Unless long and narrow, they lack the 'bearing' to achieve decent reaching and motoring speeds without the stern squatting and greatly increasing drag and fuel consumption. But also there are practical issues with a canoe stern. In a practical sense, the pinchjed ends make it harder to carry a dinghy in davits or install the type of solar arrays that are becoming increasingly popular. The loss of volume aft, makes it more difficult to carry the weight of a full sized dinghy when davits are installed. The reduction in useful deck area and interior volume result in boats which are small for their length, and are the equivillent of perhaps a 15-20% smaller boat in terms of useful space and sailing ability. At this point in time, I view the most recent crop of double enders mostly as a fashion statement. Most of us, sail the boats that we bought because we like them. We like them for all kinds of reasons, not the least of which may simply be that we like the way they look. I think that today’s double enders often carry with them a variety of features that attract a certain kind of sailor (or someone who wants to be that type of sailor). But in the end, to me, in prioitizing the criteria for choosing a long range cruising boat, the most serious consideration needs to be the practical and functional aspects of the boat in question. Aesthetics may play a role, but if the plan is to go offshore for long periods of time, that role needs be secondary. And so from that point of view, I would consider a double end a liability rather than an asset. Respectfully Jeff

I made a short video to help me answer this questions. There are numerous advantages to rounded sterns or double enders from a close quarters manoeuvring perspective. Harbour working craft are probably the vessels that get the greatest advantage in this realm. Harbour working craft old and new often tend to have rounded sterns to improve their manoeuvrability in close quarters. Tug boats,short run ferries and tour boats are a few examples of modern working craft that very often have rounded transom. I will mention a couple of items; Turning radius. As a boat turns in forward the outer point of a boats maximum turning radius is the corner of the transom. The narrower the stern, the smaller the circles the boat can make compared to boats of similar length. A boat with an 8 ft square transom may have a turning radius as much as 4 feet more than a double ender of similar length. If you do a lot of close manoeuvres in marinas 4 feet of extra clearance can offer some benefits. Stern spring. This is the big one for me. Everybody uses bow springs. This is the manoeuvre where you let all lines go except for the bow spring, put the boat in forward and open up clearance from the dock with the stern allowing you to back away from the dock. Great for motoring away from dock, not so good for sailing away from dock. A rounded transom greatly facilitates the stern spring manoeuvre. Now, you are lettings all lines go except for your stern spring allowing the bow to open distance with the dock and allowing you to leave the dock forward. Not only is a stern spring faster because you don't need to back and then go forward, it also facilitates sailing away from dock. Stern springing is also by far the best way to exit a lock, actually most double enders don't even need to spring out of a lock, just put the boat in forward and drive away. Square transom boats could cream the quarter of their transoms if they did this. So while double enders don't have a lot of advantages for how most people use their recreational sailboats, they do have advantages that can be exploited by recreational sailors. Right, so here is a quick 50 second video of sailing away from dock using a stern spring.

Arcb said: Tug boats Click to expand...

Love learning about my own boat. Thanks Jeff & Arcb. I'd actually forgotten about the stern spring. We definitely use this when trying to get of tight docks. So there's one nice advantage.

Stern springing off the dock can be done on any boat, transom or not. You may have to take a bit more care with fender placement with a wide transom, but it is a simple maneuver for any boat. Sent from my SM-G960W using Tapatalk

Tzu Hang 's pitchpole was the perfect example of the design fault of the "canoe" hull shape, IMO. Had she been a Perry designed double ender, I doubt the same event would have happened. It was, and is, a fairly unique design and I don't see a lot around.

Owning a Brewer-designed double-ender ourselves, I would say that there are a lot of other design factors that probably matter more in terms of an advantage/disadvantage comparison. I found ours mostly by accident. I wasn’t looking for a double-ender. She answered all of our needs, and happened to be a double-ender, which I found attractive. One notable advantage/disadvantage is the cockpit size in most designs. Advantage for us: Small cockpit is fine for a couple, feels safer underway, and won’t hold much water in the event of a pooping wave. Disadvantage: More than two full-size humans, and our cockpit begins to get crowded FAST, especially since we are tiller-steered. This is not a boat to take out your brother, his spouse, their three kids, and their dog. Some are better than others in this regard. Ours was designed for a couple, so living space was more important than extra cockpit space. Another thing to consider is your docking preference or requirements. Yes, they can moor stern-to, but most will require some ingenuity if one must board from the stern. Not an impossible problem, but another thing to consider. Jonathan

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Two fully electric double ended aluminium catamaran ferries enter service!

The two fully electric double ended aluminium catamaran ferries that were designed for Dutch operator Riveer (municipality Gorinchem) by CoCo Yachts, named Altena VI and Gorinchem XII, entered service!

Henk Van Herwijnen, General Manager of CoCo Yachts: “CoCo Yachts started at the end of 2016 with the first sketches for Riveer after the first meetings. From the start, Riveer aimed for emission free transport over water. After intricate research we decided to go for fully electric based ferries on only batteries. The Altena VI and her sister Gorinchem XII are the first fully electric passenger ferries in the Netherlands! The vessels do not have diesel generators or diesel heaters to support the vessel. The electric power from the batteries powers the whole vessel including propulsion and auxiliaries!

CoCo Yachts has made several studies on the optimal hull design, using Cadence Design Systems CFD software. For this case we had to consider the shallow waters of the river the “Merwede”. This was reasonably new to model in CFD and to determine the accuracy of the results. The outcome of the speed trials, held on the Merwede, confirmed our calculations. This proves that CFD tools are very helpful when used properly.

To achieve the best efficiency, when sailing the required service speed with the shallow waters of the river, required a length of at least 35m. The vessels are reasonably long for only 100 passengers and 100 bicycles, but making the vessels shorter would increase energy consumption, and with that the weight and cost (purchase & life time).”

The Altena VI and Gorinchem XII charge their batteries a number of times during the day, charging enough to be able to sail on schedule during the day. At night the batteries are fully charged so the Altena VI and Gorinchem XII are ready to sail again the next day.

Bureau Veritas Group classed the vessels, and both vessels were built by Holland Shipyards Group. Veth Propulsion by Twin Disc delivered the VL-160-CR thrusters, powered by Danfoss PM electric motors, leading to a service speed of more than 14 knots.

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Boats for Sale

Double-ender for sale (sail)

Double-ender

Hardanger fartøyvernsenter Colin Archer 12m Gaff Cutter

What is a Double-ender?

A sail double-ender is a type of sailing vessel that has identical bow and stern sections and typically carries a lugsail rigged on both masts. These vessels are designed to be able to sail quickly and efficiently in both directions and often have a narrow, shallow hull shape with minimum stability. They are often used in coastal and inshore fishing but can also be employed in short-distance cruising or racing. Historical examples of sail double-enders include cutters, luggers, schooners, and wherries.

Which manufacturers build double-ender sail boats?

Manufacturers that produce double-ender sail boats include Lagoon , J W Miller & Sons Ltd , Hardanger Fartøyvernsenter , Dufour and Comar .

How much does a double-ender sail boat cost?

A used double-ender sail boat on TheYachtMarket.com ranges in price from £29,900 GBP to £1,390,000 GBP with an average price of £364,000 GBP . Factors including the condition, age, model and specification will affect the price of a double-ender.

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24′ Double-ended voyager CAROL

QUEEN BEE hails from Australia. Her owner lives aboard.

QUEEN BEE was built in Sydney, Australia.

FOR A VIDEO that shows the CAROL’s sailing qualities, click here:

Dimensions
LOA	24′ 4″
LWL	20′
BEAM	7′ 11.5″
DRAFT	3′ 6″
DISPLACEMENT half load	5,709 lbs
BALLAST (LEAD)	2,700 lbs
SAIL AREA (100% foretriangle)	324 sq ft
D/L RATIO	319
SA/DISP RATIO	18.0

CAROL is in many ways my favorite pocket cruiser— a scaled-down and flatter-deadrise version of my popular FRANCES . She evokes an adventurous spirit that prevailed in the happy times of the late ‘70s when I designed her. At 24 feet she’s as small as a prudent sailor would ever think of taking to sea. CAROL is the ultimate in making do with less. Her hull is stable and easily driven, and her rig is simple and powerful. She can sail close to her hull speed of six knots when conditions are favorable, making for good sailing in moderate conditions. While no boat of this size can truthfully be termed comfortable in the open ocean, CAROL ‘s crew are at least free of great concern for her safety, or their own. With her small self draining cockpit well, raised deck, centerline hatches and strong self-righting tendency she is as seaworthy as the proverbial corked bottle. Her clear decks make it easy to handle her gear, and the recessed deck forward offers the crew security where it is needed most.

I designed CAROL in 1979 and something like twenty have been built so far all over the world. Thanks to her beautifully crafted building plans, anyone willing to work hard and with good carpentry skills can aspire to sailing over the horizon in something of high intrinsic value that they built themselves. With her very high quality of specified construction and perfected double-ender aesthetics she is a true legacy yacht, whose appeal will endure for generations. She’s neither easy nor cheap to build, though— fair warning.

HARRIET ROSE sails out of Chichester, UK.

JEANNETTE was built and sails near Victoria, BC.

JEANNETTE was built near Victoria, BC. Now she sails on Monterey Bay, CA.

The interior arrangement is intended for two persons. They may share the double berth forward in harbor, or the off-watch partner can choose the leeward quarter berth when at sea. There is just the minimum sitting headroom in this design― indeed this was the pivotal factor that determined the overall size of this minimalist yacht. The design provides a place for the cook to sit, and a toilet to avoid having to go on deck for this necessity. A sea hood fitted over the companionway provides a place to stand up for pulling on one’s pants, at least when the weather permits you to open the hatch.

CAROL as originally designed had no auxiliary power, a pair of oars being shown for getting her home in a calm or maneuvering through a quiet anchorage. Quite a few have been fitted with small diesels, though, an idea that can be life-saving in difficult conditions and a lot easier than rowing when the wind fails.

A CAROL hull under construction.

You laminate the cold- molded hull upside down. The deadwood is added once it is finished.

CAROL is narrow enough to trailer legally over the road in the USA, though at her weight she requires a lift or railway to haul and launch and a crane to step her mast. She was engineered to be built in WEST system cold-molded construction. She was designed in the hippie years, with many young people seeing the wonders of the world living in a tent. Quite a few more, who thought it fun, bought books on WEST system construction and saw the wonders of the sea living in a CAROL. You could too!

Note the varnished seatbacks, which make the cockpit very comfortable.

There’s lots of laminating to do.

Many variations have been built. JUNO LUCINA hails from the UK, and has been fitted with a small trunk cabin.

Bee fits very nicely into the cabin of her eponymously named yacht.

This design is featured in both of my recent books; MY YACHT DESIGNS and the Lessons they taught me, and THE BOATS I’VE LOVED— 20 Classic Sailboat Designs by Chuck Paine. Both are beautiful, full colored, first class books which give you lots more information on this design, and can be purchased on this website.

Study plans are available emailed to you in pdf format for US$ 25.00, Full printed plans including a full-size mylar hull lofting and right to build for US$ 3000.00

PDF Study Plans: $25

no shipping, sent via email

Further information may be obtained from:

CHUCKPAINE.COM LLC P. O. Box 114

Tenants Harbor, Maine 04860-0114 [email protected]

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