trimarano gonfiabile

Catamarani gonfiabili: pratici, leggeri e super divertenti

I multiscafi gonfiabili rappresentano una soluzione pratica ed efficace per risolvere problemi di spazio e di trasporto. il mercato, anche italiano, offre una vasta scelta di modelli per tutti i gusti e le tasche..

Gli sport velici sono quelli più difficili da vivere con continuità per ragioni di costi, ma anche di ingombro delle attrezzature. Fanno eccezione il kitesurf, la cui vela gonfiabile sta comodamente in uno zaino e il windsurf le cui attrezzature possono essere agevolmente stivate in macchina o in barca. La barca a vela, invece, anche nella versione deriva ha sempre scontato alcune barriere difficili da superare, tra cui i soliti problemi di trasporto, varo e alaggio, elementi che da sempre frenano la diffusione di questa disciplina.

La soluzione per una vela per tutti tuttavia potrebbe esserci: circa dieci anni fa nascevano i primi catamarani a vela smontabili con tubolari pneumatici e in questi ultimi anni la loro evoluzione è stata costante, tanto da diffondersi sempre di più tra gli appassionati. Basta una pompa per gonfiare gli scafi, una manciata di minuti per fissare il trampolino e attrezzare l’armo velico e si è pronti a entrare in acqua. E quando la veleggiata è finita, si smonta la barca e si stiva il tutto in un paio di borse che si tengono in macchina, in cantina o perché no, nel gavone di un cabinato.

Ideali per i velisti alle prime armi

Una soluzione certamente pratica, ma questi natanti come navigano a vela? Pur lontani dalle prestazioni di un multiscafo tradizionale, i catamarani gonfiabili veleggiano dignitosamente e in sicurezza, ma si rivolgono prevalentemente a velisti alle prime armi o a chi non cerca le alte prestazioni nelle uscite sui laghi o lungo costa. Tuttavia non mancano modelli che privilegiano materiali tecnologici, armi velici da competizione e viaggiano a oltre 20 nodi. Il mercato offre una vasta scelta di  catamarani pneumatici, per tutti i gusti e le tasche.

Esistono anche in Italia, aziende specializzate in questo settore che per gli scafi utilizzano tecniche costruttive, materiali e valvole prese in prestito dal mondo dei tender, mentre per alberi, vele e attrezzature adottano strutture smontabili progettate ad hoc.

Minicat: belli, versatili e facili da montare

La società Minicat Italia , leader mondiale con oltre 10.000 catamarani venduti nel mondo, ha in catalogo quattro modelli che rappresentano una valida scelta per chi vuole cominciare a veleggiare. Il più piccolo è il Guppy. Venduto in una sacca di soli 28 chilogrammi complessivi, il Minicat Guppy ha una lunghezza di 3 metri per una larghezza di 1,5 metri. È omologato per trasportare due adulti. L’albero ha una lunghezza di poco inferiore ai 4 metri e la randa, a tre stecche, non ha il boma. Il timone è centrale a poppa e le due chiglie sotto i tubolari saranno più profonde e meno lunghe rispetto a quelle dei Minicat 310 a due vele.

Le manovre, ultra semplificate, sono pensate per agevolare i neofiti e i ragazzi che per la prima volta si avvicinano alla vela. Per i più esperti, in ogni caso, il Minicat Guppy assicura prestazioni di tutto rilievo. Tra i suoi punti di forza c’è il fatto che si monta e si smonta in meno di 15 minuti da una sola persona, può essere trasportato su qualsiasi auto (anche utilitarie) e può essere spedito in aereo come bagaglio ingombrante. Inoltre non necessita di alcuna manutenzione (basta lavarlo con acqua dolce prima di riporlo nella sacca)e non ha costi di rimessaggio, perché si può riporlo in cantina o in garage.

Tante versioni, anche per i più sportivi

Interessante anche il MiniCat 310 (3,10 m) realizzato con due scafi in pvc valmex collegati tra loro tramite una struttura tubolare in alluminio. Il trampolino in tessuto sintetico viene messo in tensione attraverso una cerniera a stringa regolabile. Alla traversa di poppa è collegato un timone in vetroresina, mentre una deriva basculante in plastica è fissata sotto la traversa di prua. Per l’armo velico esistono tre versioni: la Standard con randa square top (3,75 mq), la Sport a cui si aggiunge il fiocco murato su un bompresso con avvolgitore e la Super con fiocco maggiorato. Tutte le versioni hanno l’albero in alluminio (3,75 m), sono omologate per due persone, si montano senza utensili in circa 30 minuti e si trasportano in una comoda sacca (135x30x40 cm, per un peso di 37 kg). Possono montare anche un piccolo fuoribordo elettrico e sono disponibili in varie colorazioni: blu, giallo, rosso e rosa.

Gli altri modelli in catalogo sono il Minicat 420 (4,20 m) e il Minicat 460 che presentano la stessa tipologia di costruzione, ma trasportano fino a quattro persone più due o tre borse e come tempo di assemblaggio richiedono circa 40 minuti.

Dall’azienda tedesca Grabner l’Happy Cat

Semplicità di assemblaggio, buona manovrabilità a vela e versatilità sono invece le caratteristiche dell’Happy Cat Light (4,35 m), multiscafo pneumatico per due persone d’equipaggio prodotto dall’azienda tedesca Grabner . La sua struttura base è formata dai due scafi in gomma naturale e da un trampolino in tessuto fissato grazie a delle barre piatte di alluminio che si inseriscono in apposite tasche incollate agli scafi. Due le derive in dotazione, mentre a poppa è prevista una piastra (optional) per avvitare un supporto per il fuoribordo da 4-6 hp. L’armo velico ha una superficie di 10 metri quadrati divisa in randa allunata e steccata (con vang) e fiocco armato su un bompresso e dotato di avvolgitore. L’albero, divisibile in tre parti, si rizza nell’apposita scassa alla base del trampolino ed è dotato di sartie e strallo di prua.

Il montaggio richiede dai 20 ai 30 minuti e nelle tre sacche da trasporto (due da 180x23x23 cm e una da 70x40x25 cm per un totale di 63 kg) sono inclusi i remi con relativi scalmi. C’è anche una versione più grande, l’Happy Cat Vision (4,65 m), omologato per quattro persone e dotato di superficie velica di 11,50 metri quadrati.

VarioCat: peso conteuto e armo velico potente

Per coloro che pur interessati ai vantaggi pratici dei catamarani gonfiabili, non intendono rinunciare alle prestazioni a vela, segnaliamo invece il VarioCat (4,55 m) dell’omonima azienda tedesca , modello per due o quattro persone di equipaggio che si distingue per il peso contenuto e il piano velico potente. Gli scafi pneumatici dal basso profilo sono realizzati in pvc a doppia camera d’aria e doppia valvola di sicurezza. Particolare il sistema che collega a questi la struttura tubolare in alluminio che accoglie il trampolino, le due traverse e una barra longitudinale con timone unico a poppa e deriva centrale basculante: il telaio poggia infatti su quattro selle (due per ogni scafo) che si fissano tramite delle cinghie.

Alla versione Standard, che comprende la sola randa di 7,50 metri quadrati senza boma, se ne aggiunge una Racing, con randa square top di 8,50 e fiocco di 2,40 metri quadrati. Il peso complessivo della barca varia da 67 a 78 chilogrammi, secondo il tipo di allestimento, mentre chiusa l’ingombro è di 180x35x35 centimetri (tre sacche).

Sfrecciare a oltre 20 nodi con i Ducky

Velocità, prestazioni e peso contenuto sono gli elementi che caratterizzano infine la gamma dei catamarani gonfiabili Ducky realizzati dall’omonima azienda ucraina . Sette i modelli in catalogo, dai 3,96 ai 5,94 metri di lunghezza, che oltre a materiali hi-tech utilizzati per componenti e attrezzature (appendici in composito, telaio in Duralumin, vele in Dacron Poliyant, etc.) sfoggiano armi velici completi di gennaker e regolazioni accurate. Non è un caso dunque che possano sfrecciare a più di 20 nodi sull’acqua e si rivolgono per lo più a velisti esperti. Apprezzabili anche i tempi di montaggio, l’ingombro minimo e la possibilità di trasporto.

David Ingiosi

Appassionato di vela e sport acquatici, esperto di diporto nautico, ha una lunga esperienza come redattore, reporter e direttore di testate nazionali e internazionali dove si è occupato di tutte le classi veliche, dalle piccole derive ai trimarani oceanici, compresi tutti i watersports.

Sistemi personali Ais Mob, ecco perché imbarcarli

Alex thomson, l'uomo dietro lo skipper in smoking.

Catamarani gonfiabili? Ottima idea, pratici, comodi e performanti

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Ecco perché Epirb e crash box salvano la vita in mare

Cosa si può mettere sotto la muta da sub, quella volta che ayrton senna sfrecciò a 212 km/h sull’acqua, come realizzare collegamenti elettrici affidabili in barca, fata morgana: l’illusione ottica che inganna i marinai, privacy overview.

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CULTURA MARINARA

La passione per il mare e per le barche. Le avventure del mare e delle persone che lo amano e lo vivono

Il più grande trimarano gonfiabile intorno al mondo

Energy diet è un trimarano gonfiabile che farà il giro del mondo. questa speciale imbarcazione è quella che detiene il record di barca gonfiabile più grande del mondo e l’impresa che si accinge a compiere non è mai stata tentata prima..

Lo skipper è il famoso viaggiatore Anatoly Kulik. L’equipaggio è russo e la barca è stata progettata e costruita nel loro paese di origine  a Novosibirk.Lunga 11 metri e larga 7.6, ha un albero di 12 metri di altezza, per un peso totale di 650 kg.

Tutti i tubolari sono divisi in tre sezioni indipendenti con pareti divisorie impermeabili. In una eventuale collisione con oggetti estranei il tutto è abbastanza morbido da non essere danneggiato, ma sufficientemente rigido da non essere piegato dalle onde.Sul ponte la cabina è costituita da una tenda progettata per stivare le attrezzature e per dormire la notte. Questa infatti è costituita da due sezioni indipendenti: quella anteriore per lo stivaggio e quella “residenziale” con quattro amache.

A metà febbraio hanno spiegato le vele verso il mare aperto. Nella selezione dei suoi compagni di squadra per questa sfida Kulik ha privilegiato alcuni aspetti fondamentali. Tutti i quattro marinai dovevano essere suoi amici ed avere una una lunga esperienza di viaggi con una fame insaziabile di avventura.

Your source for the latest news on yachts, boats and more. Read through our articles to find out how to compare boats and find the right fit for you!

New Trimarans: which are the best ones

Jun 09, 2021

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Trimarans are multi-hulls boats with three of them in parallel. They are considered unsinkable thanks to their geometry and shape, but also quite versatile and sporty. In addition, trimarans have a very futuristic look and an ingenious design which makes them one of the most unique vessels to sail in. 

The new trimarans launched in 2021 have more interesting features and definitely more charm than anything you have seen before. Here are our favorites.

Neel 43 is one of the best new trimarans from the French Neel Trimarans company. It features a saloon, a galley, and two cabins for two people on top, and two single cabins on each bow. In addition, the cockpit and the saloon are connected through sliding doors which allows the spaces to flow within one another and yet maintain their own identity.  This trimaran is 13 meters long and costs about €329,800. 

Pulse 600 is one of the best racing new trimarans of 2021. It is seen as a big and yet quite an affordable vessel that is very fun to sail. Its multiple hulls are made of lightweight reinforced materials, very sleek and elegant. It features an open cockpit and can accommodate up to 4 people. Also, it can be sailed single-handed without any effort. 

Rapido 60 is a new trimaran with a futuristic look. It reaches up to 18.1 meters with a beam of 11.7 meters and a draft of 0.75 meters. This boat has an average headroom of 2.1 meters and a mast height above water that reaches 25.3 meters. In addition, Rapido 60 has a 125 square meter mainsail and a 71 square meter Solent. Also, a 25 square meter storm sail is included, with a 130 square meter reacher and a 225 square meter asymmetric spin. 

Dragonfly 28

The Dragonfly 28 offers a unique design that comes with not only one but two great new trimarans: the 28 Touring version and the Dragonfly 28 Performance Trimaran. The Performance Dragonfly 28, on the other hand, also comes in two versions, the Inshore and Offshore racer, perfect for people who love sports and adventure. 

This is a very easy to sail trimaran, perfect for sailing solo or in company, as this boat can accommodate up to 5 people. Most importantly, this trimaran looks like a modern piece of art thanks to the elegant design and white shiny paint. 

Corsair 37 is considered an unsinkable new trimaran that is not only secure but also super comfortable. It is made of built-in carbon hulls that can reach high speeds. The most unique thing about this trimaran is that it has been used in expeditions in the Arctic. 

For more news and information on new trimarans, as well as other multihulls or monohulls, yachts, and sailboats, check out the rest of our articles in TheBoatDB blog. Also, visit the platform where you can browse multiple models and even benchmark and compare a few of them together. You can find out the lengths, displacements, interior, images, and more specifications of trimarans on our full boat database. 

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The complete list of trimarans.

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

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

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

At a glance:

Models: NEEL 45, 65

Length: 45’ – 65’

Cost:   $$$$$

Use: Luxury cruiser

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

Models: Weta

Length: 14’5”

Cost:   $$ $$$

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

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

Length: 19’8” – 37’

Cost:   $$$$ $

Use: Sports cruisers

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

Models: WR 16, 17, Tango, Rave V

Length: 10’11” – 18’3”

Cost:   $ $$$$

Use: Day sailor

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

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

Length: 25’ – 39’

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

Models: Catri 25

Length: 25’

Use: Cruiser/racer

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

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

Cabin: Some models

Length: 16’ – 24’

Use: Sport cruisers

HOBIE ADVENTURE ISLAND

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

Models: Hobie Mirage Adventure Island, Mirage Tandem Island

Length: 16’7” – 18’6”

Use: Convertible kayak/trimarans

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

Models: Sea Pearl

Length: 21’

Use: Camper cruiser

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

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

Length: 23’ – 39’4”

Cost:   $$$ $$

Use: Sport cruisers/racers

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

Models:   SeaCart 26

Length: 26’

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

Models:   Multi 23

Length: 23’

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

Models:   Triak

Length: 18’

Use: Convertible kayak/trimaran

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

Models:   SeaRail 19

WARREN LIGHTCRAFT

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

Models:   Warren Lightcraft

Length: 15’6”

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

Models:   Diam 24

Length: 24’

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

Models:   Radikal 26

Use: Sport cruiser

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

Models:   Challenger

At a glance comparison:

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

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Tracer 1500TRi

Introducing the new 1500tri, the first member of the new tracer series of performance cruising trimarans from schionning designs. designed to blend the performance of a trimaran with liveable interior accommodation and create a stable, aesthetically-pleasing cruising platform that can take you anywhere in the world..

The 1500TRi exterior is a little different to many of the standard trimaran designs we've become accustomed to. Large spacious cockpit areas are located on either side of the cabin, with the helm stations positioned wide on the aft beam giving excellent visibility forward, as well as clear sight of sails and telltales. Lines run aft to the helms with winches and sail controls mounted close by for ease of operation. The large cockpit areas will be fantastic for swimming, sunbathing, storing dinghies & equipment plus just a great spot while underway.

A 19 metre mast can be rotating carbon or a standard alloy option, but with the performance aspect of this design carbon is recommended. she has fixed rudders on the floats, however this will not be an issue and she will still be able to beach easily. kick-up rudders are an option if desired and depending on your intended use for the boat. a single 30-40hp diesel is the recommended motor option., contact us for more info, exterior cad.

Interior cad

For more information please download our Study Plans on this design using the link below.

Tracer 1500tri - study plans & drawings.

Catamaran vs. Trimaran: The Differences Explained

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Most boat lovers know the differences between a catamaran and a monohull. But when it comes to differentiating between a catamaran and a trimaran, things can get tricky because it’s not always clear how much difference the extra hull of a trimaran makes in performance, safety, comfort, and handling. If you’re trying to choose between the two, this is a post you’ll want to read before making a decision.

Besides the number of hulls catamarans(two) and trimarans(three) differ in speed, safety, accommodation, helming, and anchoring. Generally, catamarans are more manageable in a marina and provide better accommodation and comfort. Trimarans, on the other hand, are faster and more fun to helm.

In this post, we’ll cover these differences in greater detail to make it easier for you to choose between a catamaran and a trimaran. First, let’s quickly review each multihull type.

Table of Contents

The Lowdown on Catamarans

Informally dubbed a “cat,” a catamaran is a type of multi-hulled sailing craft with two equal-sized parallel hulls. Cats are typically geometry-stabilized, leveraging their wide beams for stability. That’s unlike monohull boats, which use ballasted keels for stability. Catamarans also have a smaller displacement, lower hull volume, and a much shallower draught ( draft ) than similarly sized monohulls.

The earliest forms of catamarans can be traced way back to the 17th century. They were primarily used for fishing by the Pavaras community in Tamil Nadu, who preferred them over other fishing vessels due to the extra balance and stability provided by the twin hulls. Later on, the British adopted the concept of twin-hulled boats and popularized it worldwide.

Modern catamarans are much more sophisticated than their ancestors. They’ve evolved in terms of the usage versatility, construction, and design, giving rise to two primary configurations:

• Small-Waterplane-Area Twin Hull (SWATH)
• Wave-piercing catamarans

The hulls in a catamaran with a SWATH configuration are typically submerged. That means they’re less affected by ocean waves , which is great for stability when sailing in rough waters. In the recent past, SWATH configurations have been used on research vessels and rescue ships. 

Their wave-piercing counterparts, on the other hand, have low-buoyancy bows fitted on the twin hulls. The bows allow the hulls to puncture ocean waves instead of riding over them, making catamarans with such a design faster on rough waters than SWATH cats. In the recent past, wave-piercing cat designs have been used on passenger ferries, military vessels, and yachts.

The Lowdown on Trimarans

Also known as a double-outrigger, a trimaran is a type of multihull boat with one main hull flanked by two smaller “floats” (technically known as outrigger hulls) connected to the larger hull by lateral beams. Such a design makes trimarans incredibly stable, meaning they’re hard to capsize even in the roughest of waters. 

The earliest forms of trimarans can be traced to the Austronesian people and are still the most common hull design you’ll find on traditional fishing boats in Maritime Southeast Asia. The majority of today’s double outriggers are yachts meant for racing and recreation, but some warships and ferries have this design.

The Differences Between Catamarans and Trimarans 

The most apparent physical distinction between a catamaran and a trimaran is that it has three hulls instead of two. 

But other than that, are there other differences between the two vessel types you need to know? Do those differences make one type better than the other?

To find out, let’s compare the two types of multihulls based on the following merits:

Comfort and Accommodation

A Cat’s geometry is ideal for comfort and accommodation. The two load-bearing hulls provide additional habitable space, and you can always create a sizable nacelle between them. Connected to this central living space is a large cockpit, and there are cabins on either end of the hulls. This arrangement is perfect when you’re looking to relax a bit as the party rages on in the saloon because it gives you a bit of privacy. 

And with flybridges virtually standard on modern catamarans, you have extra space for entertainment and lounging. The deck area is safe for kids, and the fact that catamarans don’t heel much means that you can do things like cooking at ease. Also worth mentioning is that cats can carry a decent load, meaning you can stock up on food and gear when going away for an extended period.

While trimarans do provide a decent degree of livability, they fall short of catamarans in two regards. First, they heel more than cats, making it difficult to do things like cooking on board. Second, they support much less load than catamarans. To put things into perspective, some 45 feet (14 meters). Cats can carry nearly three tons of payloads, whereas similarly sized trimarans can barely support half that load.

Overall, catamarans provide better, more comfortable accommodation than trimarans.

One of the main concerns when choosing any water vessel is how easy it’ll capsize in the event of a storm. If you’re looking to spend more than just a couple of hours on the water, you want to sail on something that won’t capsize/sink easily because sea conditions can sometimes fluctuate within a short period.

When it comes to safety, three hulls are better than two. Having one main hull and two overhangs on each side makes a trimaran more stable because of two reasons. First, the side overhangs widen the beam of the vessel, which minimizes the chances of the boat flipping over when hit by a large breaking wave from the side. Second, trimarans are typically designed with the weight centered on the main hull, further enhancing stability. 

Multihull stability is a complex topic and should be understood in detail if you want to stay safe at sea!

• Why do catamarans capsize?

On the rare occasion that a trimaran flips over, it’ll stay afloat. That means if the worst happens, a capsized trimaran will turn into a potential life-saving raft that’s easier to spot from a helicopter. That’s because almost all trimarans designed in the last decade or so come with closed-cell foam distributed throughout the various parts of the boat to provide reserve buoyancy. 

Thanks to this kind of construction, you could cut most trimarans into pieces, and each would still stay afloat.

While catamarans are typically more stable than monohulls, they’re no match for a trimaran in this regard. Hypothetically speaking, it would be easier to tip over a catamaran than a trimaran if both boat types were subjected to equal magnitude storms. That, however, doesn’t mean that catamarans aren’t safe. They’re still harder to flip over than monohulls and will stay afloat when that happens because they come with the same closed-cell foam found in a trimaran.

While on the subject of safety, it’s worth mentioning that trimarans require less vigilance as far as reefing is concerned . Since catamarans heel less, most of the extra wind force translates to more “push” on the rig, increasing speed. But because the pressure exerted on the sail nearly quadruples when the wind speed doubles, you need to be extremely careful when timing your reef to keep a cat sailing flat. 

The same goes for reefing a trimaran, except that the slight heel gives you more room for error in terms of the timing.

Most people who’ve ever steered both a trimaran and catamaran will agree that the former is more fun to sail. Most light trimarans, especially tiller-steered ones, have a terrific response to the helm. They have a slight heel that somewhat feels like a monohull, but the angle is a bit limited.

A catamaran is stable, but it doesn’t heel. While heeling may be frowned upon by people who prioritize comfort and accommodation in a boat, it’s one of the most exciting parts of sailing. With three hulls to ensure stability, trimarans combine the heel of a monohull with a catamaran’s stability to deliver the best sailing elements of monohulls and multihulls in a single package.  

Considering that trimarans are more stable, you may be better off with one if you’re looking to have some fun as you perfect your helming skills.

Speed is another area where trimarans outperform their twin-hulled counterparts. Typically lighter than catamarans, trimarans need less sail distance to hit double-digit speed averages. A trimaran can maintain a formidable course up-wind when fitted with centerboards/daggerboards (as is often the case for modern models).

While a catamaran is still faster than a monohull of identical size, it falls short of the trimaran in terms of sheer speed. Understand that this doesn’t make catamarans slow boats; it’s just that tris are typically designed with more emphasis on performance.

Why are Trimarans Faster Than Catamarans?

Trimarans are easier to anchor than catamarans because they allow you to keep the ground tackle in and deploy it from the main hull. 

However, catamarans are more maneuverable and manageable in a marina. They also handle docking lines more conveniently.

Catamarans vs. Trimaran: The Verdict

In summary, here’s what the differences between a cat and tri mean for anyone trying to choose between the two: A catamaran is a better choice if you’re looking to accommodate many people on board for something like a party because it’s more spacious and comfortable than a trimaran. On the other hand, a trimaran is an ideal choice for speed junkies and individuals looking to push their sailing skills to the next level on every stable platform.

Hopefully, that has cleared the air and made it easier for you to pick a more suitable option for your sailing needs.

• ResearchGate: A comparison of the motions of trimarans, catamarans and monohulls | Request PDF
• Why are trimarans faster than catamarans?

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

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Beached, abandoned mid-ocean, capsized… Acapella, the invincible little yellow trimaran

• Helen Fretter
• February 26, 2018

A Capella is an iconic 37-year-old trimaran that has been abandoned and rebuilt three times, but will line up for the start of this year’s Route du Rhum solo transatlantic race

They say a cat has nine lives, A Capella is a trimaran which seems to have twice as many, writes Andi Robertson .

Next year the Route du Rhum, the storied French solo race from St Malo to Guadeloupe in the Caribbean, celebrates its 40th anniversary.

Part of the magic of this November 2018 edition will be a widely anticipated friendly showdown between three Walter Greene 12m (36ft) trimarans. The trio are near-sisterships to the tiny Olympus Photo that won the first ever Route du Rhum in 1978.

When skipper Mike Birch and the seemingly diminutive trimaran stole victory on the finish line by 98 seconds from under the nose of Michael Malinovski’s much fancied 21m monohull Kriter V , after 23 days of racing, it ensured the Route du Rhum would be forever synonymous with multihulls.

Acapella starting the 2017 Rolex Fastnet Race ©Sportography

The 2018 race will be the sixth Rhum for Charlie Capelle’s faithful A Capella . A Capella (the name virtually homonymic with his surname Capelle, entirely coincidentally) is a remarkable trimaran which has refused to die, thanks to her faithful, deeply smitten owner.

Capelle’s personal association with the five-boat series of Acapella trimarans goes back to 1978 and Even Keel Road in Yarmouth, Maine, where Capelle learnt his craft boat building at the designer and builder Walter Greene’s yard. He has since worked on projects including Banque Populaire and Sodebo .

This particular A Capella was originally built for American sailor Spencer Merz as the third in the series after Birch’s Olympus , which was subsequently lost, and the second boat, Phil Steggall’s Friends and Lovers . In order to fund the boat, Merz chartered it to Philippe Poupon for the 1981 TwoSTAR race between Plymouth and Newport. Poupon went to Maine to see her, meeting up with Capelle then.

Capelle smiles at the still vivid memory, “Philou [Poupon] asked me to sail the boat back to Europe with him. Once back, Philou said ‘You might as well do the race with me.’ It was then I discovered a magical boat. Extraordinary. Intelligent. When I came back here, I set up my own yard.”

Acapella (the sister ship of Mike Birch famous Olympus) built by Walter Green in 1980 and skippered by Charlie Capelle, is preparing to take part in “La Route du Rhum” 2018 ©Christophe Launay

The automatic capsize system (ACS) is very simple. A pin keeps the sheets in two large Harken cam cleats. If the system detects a capsize then the pin is removed. It requires a certain amount of seamanship to set up the system and ensure that there are not too many wraps around the winch which the sheet needs to be released from. Or, if the sheets have been in place for some time, to make sure that salt has not encrusted them to such an extent that even when the system wants to release they stay stuck on the winch. As A Capella is smaller than IDEC, on which the system was developed, the movement of the yacht is such that the ACS can think a capsize is imminent when in fact it is not. Hence Capelle uses a ‘manual’ variant of the system, which works in the same way, except he has a button on a piece of string around his neck which fires the pin. ©Christophe Launay

Interior comforts are limited but stylish, with a custom-made chair, and original wooden fittings

The Acapella trimarans were designed and built as if to prove their strength, speed and longevity. Capelle recalls: “Walter Greene taught me how to build boats using moulded wood and epoxy with floats made of composites. There was a classic aluminium rig.

“What was interesting about these boats was that they were built with economy in mind in terms of the construction and fittings. They started to attract people. Mike won the 1978 Route du Rhum, proving that it was possible for a 38ft trimaran to cross the Atlantic and win races. All of today’s designers were impressed and influenced by the Acapella trimarans. These were pioneering boats and I just happened to be involved with them. Forty years on, I build boats and am lucky to be able to take part in races like the Route du Rhum and Fastnet.”

Chequered history

In 1982 A Capella did her first Route du Rhum sailed by Yves Le Cornec, who subsequently came up with the idea for the Trophée Jules Verne. He hit a wreck, the boat was disastrously dismasted and started sinking. She was beached near Brest in 1983.

“The guy who bought her from the insurance company contacted me as he couldn’t repair it by himself. He said I could buy the boat, but I didn’t have the money. A friend lent me the money to buy the wreck. I filled in all the holes down on the beach and rigged up some makeshift floats to sail her to La Trinité,” Capelle recalls.

“It took me seven years to restore her. I did it in my own time as I never wanted to mix my work at the yard with A Capella . It was always me alone working on the boat.”

The navstation is minimalist by modern ocean racing standards. Capelle will have a router for the Route du Rhum: the router’s job is not to give him the fastest route but rather the safest, keeping him away from larger swells and stronger winds. For Capelle the Rhum is an adventure and not a race, his aim is to prove to younger generations that it is still possible to sail competitively, enjoying yourself without multimillion Euro budgets.

The vintage yellow livery is even used for deck hardware such as this turning block

In 1998 Capelle sailed her to 2nd place in Class 3 in the Route du Rhum. For the delivery back from Guadeloupe he left A Capella in the hands of two friends. In May the following year on the transatlantic delivery home they hit a huge storm and capsized.

“The coastguards recovered my friends but the boat was declared lost, [then found] 18 months later. She managed to complete the Atlantic crossing upside down all alone and ended up in Galicia. But the local authorities didn’t inform us. The local kids used her as a toy to play around on. It was Nigel Irens who told me where she was and what was going on.”

Capelle went to Galicia and once again set out to bring his stricken craft back under jury rig. The boat was almost immediately dismasted off Cape Finisterre and was towed back by the coastguards. There he met Jean Luc van den Heede who offered to tow him under sail all the way back to La Trinité.

“I got hold of a long line and he managed to bring me all the way. I rebuilt her completely for the second time. Then I decided to do the Route du Rhum in 2006.

“The boat went upside down near where she was previously dismasted off Cape Finisterre. There was a bug with the autopilot, and three boats capsized with the same problem. There was a Class 40 not far from me sailed by Philippe Legros, who picked me up. I left my beacon on the boat, so we could find her again.”

Four days later he was dropped off at the Azores where he immediately chartered a tuna fishing boat from Yeu Island, and ten days later they found the capsized A Capella and towed her, yet again, back to la Trinité. “They were four difficult years. I told myself it was my fault she had capsized. Even if the big names told me that happens, but I couldn’t cope with it. I rebuilt her again, but this time only partially as she had only spent ten days in the water and the mast didn’t break. I saved the engine and got her back in shape.”

The indefatigable Capelle was back on the startline of the Rhum in 2010, slightly more cautious but still as in love with the race and his boat as ever.

“It was a tough Route du Rhum for me, because I was afraid of capsizing. This time I decided to bring her home on a cargo ship!”

The lifting daggerboards are now carbon, as are the floats, thanks to Capelle’s expertise

The mast is set on a stainless steel ball, and can be both rotated and canted

Back in the game

In between times, the fiery yellow A Capella has done dozens of other races, the Armen Race, the Fastnet, the SNSM, and inshore series. Capelle explains: “In France for two years I was Multi 2000 champion on her. I’ll be taking part in the next Route du Rhum, the sixth for A Capella and the fifth with me.

“She’s a boat that doesn’t want to die. Each time she capsizes, she comes back again. Each time people tell me I’m crazy. But I go for it each time and rebuild her.”

Capelle competed in this year’s Rolex Fastnet Race, finishing fourth in the MOCRA multihull class. He describes the start as epic. “The exit out of the Solent was the best part of the race; straight out into a seaway. And the south coast of England was so beautiful I wanted to stop and visit.

“Downwind after the Rock was extremely hard work – this is her Achilles heel in a certain respect – as the boat is not adapted for large swell downwind in breeze. It is an extremely wet boat.” They raced three-up and all three remained on deck for the entire period from the Fastnet Rock to the arrival in Plymouth, with one on the helm and two on the sheets.

Next year’s Route du Rhum will be a rematch of the ‘Golden Oldies’, multihulls built before 1988. The trimarans have also raced each other in the Trophée SNSM, where Peyron’s Happy proved slightly faster than A Capella .

But Capelle says the result is not his main reason for competing in the 40th anniversary event: “The Rhum is an adventure for me. I try to do my best and see how I do against the others, but that is not the main goal for me. The aim is to finish and to continue the history of the Acapellas.”

SPECIFICATIONS

Length   12m (39ft 4in)

Beam   7.8m (25ft 7in)

Mast Height   16.8m (55ft 1in)

Displacement 2.5 tonnes

Build   Wood/epoxy

Design   Walter Greene &Nigel Irens, 1978

Additional translation by Tim Carrie.

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How do you judge the success of an ocean cruising yacht? You can tell a lot from where you see them and where you don’t. It’s also instructive to look at the builder’s order book. If you buy one now, how long will you have to wait for delivery? Another indicator is how well (or poorly) they hold their value on the secondhand market. By any of these measures, Neel Trimarans is absolutely nailing it.

You’ll often see Neel tris anchored in remote parts of the Hebrides and far-flung atolls of the South Pacific but they’re rarely seen in crowded, mainstream cruising destinations like the Ionian, the Virgin Islands or the Solent. Depending on which model of Neel tri you want, you’ll probably have to wait at least eight months and possibly up to two years. And a survey of brokerage websites suggests that there isn’t a great deal of difference between the asking price of a two-year-old Neel and the cost of a new one.

Despite the disruptions of the Covid pandemic, the La Rochellebased shipyard is still steadily growing. ‘We built about 30 boats last year,’ says Neel founder Eric Bruneel, ‘and this year we expect to build 45 to 50.’ The latest, smallest model, the Neel 43, is coming off the production line at a rate of one boat every two weeks and demand is still outstripping supply.

That said, due to the shipyard’s recently increased capacity, now is a good time to order a new Neel as the waiting list, at the time of writing, is shorter than it’s been in years.

Neel’s new Leen power tri have the same core values, and designer Bernard Nivelt owns one…

Neel is one of just a few brands that have carefully positioned themselves between these two extremes. ‘Where other multihulls have to choose between performance and comfort, a Neel combines both,’ says Charline Picon, an Olympic gold medallist the the RS-X class, who knows a thing or two about performance and is Godmother of the Neel 51. ‘We’re definitely performance-oriented but it’s absolutely not about racing,’ says Eric Bruneel, pointing out that while his yachts have performed very well indeed in ocean passage events like the ARC and ARC+, these are competitive cruising rallies rather than races.

Bruneel has a strong personal racing pedigree, having won his class in the 2004 OSTAR and 2005 Fastnet aboard the 50ft Trilogic, which he built himself, plus a second place in the 2006 Route du Rhum and various exploits in bleeding-edge C Class cats. He also has a lifetime of experience at the forefront of multihull production with 27 years at Fountaine-Pajot, including 10 years as managing director, before he left to found his own shipyard. In the decade since the first Neel trimaran sailed out of La Rochelle’s historic harbour, his boats have earned widespread respect among experienced ocean sailors.

So why choose a tri? There are several reasons why three hulls are better than two, especially if you’re sailing offshore. First and foremost: weight distribution, which is far more important in a multihull than a monohull. The central hull of a trimaran is the ideal place to put all the heavy stuff, Bruneel explains, and having a single engine amidships is much better for stability than twin engines at the aft ends of two hulls. ‘It changes everything, all the dynamics – like a skater in a spin, moving her arms in and out to control her speed,’ he says. ‘Catamarans have to carry weight in all four corners and that’s why the motion of a trimaran is better, much softer, at sea.’ The pitching motion is less pronounced when sailing closehauled and on a beam reach there’s less of a tendency for the boat to rock back and forth from hull to hull.

Another advantage is better performance in light airs, Bruneel says, which directly translates to more enjoyment for the owner and crew. The combined wetted surface of a trimaran’s main hull and one float is smaller than the wetted area of a cat with both of its hulls still immersed, and the trimaran is designed to sail with a small amount of heel, rather than bolt upright, which helps the sails hold their shape in very light winds. Also, a single rudder with a simple direct linkage gives a better ‘feel’ to the helm than a twin-rudder setup, particularly upwind, and saves weight in the stern where it has a significant effect on the boat’s fore-and- aft pitching motion.

The front end of a Neel 65’s bridgedeck has two separate lounge seating areas, either side of the yacht’s main nav station.

Neel’s ‘cockloon’, an original concept by Michel Joubert, turns the saloon and cockpit into a single indoor/outdoor space.

One of the Neel tris’ most useful characteristics is the ability to sail deeper angles downwind than most multihulls

Other key features include a cutter-rigged mast stepped amidships (long before it became fashionable to bring the mast step aft) with a big genoa and a working jib with a much lower centre of effort than the part-furled genoa of a sloop-rigged yacht; plenty of lateral resistance to ensure good upwind VMG – equivalent to a monohull racer-cruiser of similar length in almost any conditions – without needing a daggerboard; and the ability to sail efficiently downwind at deeper angles than most other cruising multihulls can manage, which is a distinct advantage for trade wind sailing.

Exotic materials are used only sparingly in the boats’ construction, for good reason. ‘We use unidirectional carbon only in crucial places like the beams and deck,’ Bruneel explains. ‘For long-distance cruising you don’t want carbon in the hulls because even a small hit can do a lot of damage to the boat, and we don’t need it because our boats are light enough without it.’ A carbon rig with square-top mainsail is available, which gives better performance than the standard alloy rig in light airs, but Bruneel says that in most conditions there isn’t much difference between the two rigs.

Almost all part of the boats, even the interiors, are vacuum-infused GRP foam sandwich using materials that can easily be recycled when the boat eventually reaches the end of its life. Social aspects of sustainability are taken equally seriously and the gender pay gap within the shipyard is actually tilted in favour of female employees. Environmental concerns are paramount even in the new range of Leen motor yachts. ‘I couldn’t ignore that even if I wanted to,’ Bruneel says. ‘My design engineers would simply refuse to produce a dirty boat.’

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Sailing “Ineffable” across the Atlantic Ocean to the Caribbean, Pt I

January 16, 2019

Stephen Bourne is the owner of Ineffable, the Rapido 60, which he sailed from Las Palmas, Canary Islands to St Lucia in the Caribbean . from 1-15 December 2018 with his crew. Below, Steve shares his fantastic story and adventure in Part I (click for Part II  and Part III ).

Crossing from a monohull to a trimaran

When you put your life savings into a luxury floating home that is capable of doing 30 knots, preparing for an Atlantic crossing takes on a whole new meaning!

My own experience from childhood had been monohulls, including helming a 70’ racing sled for several years. The inevitable monohull experiment of being wet, cold, tired and stiff from four hours on the helm or sitting on the rail was what I believed was the norm for sailing.

I have now sailed my Rapido 60 trimaran, Ineffable , for four months around the Canary Islands and then across the Atlantic to St Lucia in the Caribbean. In all conditions, the Rapido has more than proven itself to be eminently fast, stable, safe and remarkably easy for two to sail.

Standing upright making coffee and cooking at 22 knots without having to brace yourself, while fighting a 30 degree heel, is quite a mind-opening experience as to how sailing should be!

And on top of that, one is warm, dry and relaxed!!

https://www.facebook.com/rapidotrimarans/videos/113554489565288/

Preparing to cross the Atlantic

Notwithstanding these favourable experiences and coffee cups not sliding off tables, careful preparation for a 3,222 nm crossing of the Atlantic Ocean is critical. Preparation has to cover all aspects of the voyage including the rig, fittings, safety gear and provisioning and, of course, crew training!

Our beautiful new Hall Spars high modulus mast, new North 3Di sails, new Future Fibres standing rigging and all running rigging had to be fine-tuned and checked to be fail-safe. The B&G navigation system needed to be programmed for the rotating mast. A couple of hiccups were discovered and we flew in a rigging expert to sort out the new halyard locks and make some other adjustments. We didn’t want to be mid Atlantic with the reacher or the spinnaker locked up and not being able to drop them!

Critically, crew work had to be “spot on”.

Prior to our departure, we made several return training trips of more than 300 miles from Las Palmas, Gran Canaria to other islands including La Ventura and Tenerife. We practised our reefing and furling, as well as putting up and taking down sails, during the day and at night time. All this was done while wearing safety gear and being attached to the jack stays.

All crew were trained in safety procedures including “man overboard”, launching the rescue pod etc.

We were so fortunate to have our workaholic Captain, Mark Haswell, on board who had sailed the Rapido many miles before. He was meticulous and disciplined in preparation of both the boat and us. Mark took whatever time was needed to explain details and procedures.

One can think one is a good sailor whipping fellow competitors on an “around the cans” race but it is not until you run a big boat that you realize just how much there is to learn.

As a watch leader, we had young Wedolin Schor, an Austrian who took everything in his stride and became very good at holding both course and speed. He steered us through the largest squall of the trip at over 35 knots wind speed.

Naturally, we had to have two beautiful French girls on board including my crew on Magic Sailing, from when I lived in Hong Kong.

Elodie Cavernes turned up the morning of our departure without bags! After some pretty anxious calls to the airline which admitted that the bags had been carefully stowed somewhere else on the planet, she did a quick shop for the voyage. Her only hand luggage was a few odds and ends but, thankfully, she had also packed some important spares in it. What a star!

Luna, an adventuresome teenager, only joined us a few days beforehand but even with very limited sailing experience she was competently steering in 20 knots of wind along with Elodie. Few boats can match Rapido’s ease of sailing with such exhilaration. A very forgiving, well-honed, machine!

Provisioning and fuel

Provisioning is quite a task as you need to allow for contingencies. This, I can assure you, makes you think very hard!

There has to be enough fresh water if the water maker becomes inoperable. There has to be enough tinned and dry food to survive if cooking becomes unavailable and until the situation can be safely resolved.

Checking out at the supermarket in Las Palmas was quite a sight. It took us a full two hours!

The R60 has a combined huge storage / safety survival area under the cockpit which can be accessed from the cockpit or through an external hatch in case of an emergency situation. As such, all of the long term provisions and emergency water were stored there.

The fuel should be enough for about 1,400 miles which is not so bad on a Rapido 60 given its light weight (in race mode, it weighs just 9.6 tons. The floats and beams weigh only 1,000kgs each). The Rapido can easily be driven with a Yanmar 53 HP engine. While many people have described this small engine as “cute”, we could actually do up to 9 knots!

Training alongside ARC racers

Perhaps the most enjoyable part of our training was when one of our sessions coincided with the start of the 2018 Atlantic Rally for Cruisers, the ARC , which races to Saint Lucia in the Caribbean.

Although we missed the start by about ten minutes, we quickly caught the leading catamarans with our big blue spinnaker driving us through the fleet. The cats had gone offshore so we gybed back in and hugged the coast and soon overtook the craftier monohulls who were taking advantage of the stronger off shore breeze near the airport.

We were having a tremendous time (relaxing) doing 13 knots while the rest of the fleet were maxing out at 6 to 10 knots. Rather delightful!

Eventually we had to head back to the marina and beat through the fleet at 13-15 knots, which surprised many participants as they altered course to miss us when they didn’t need to.

To put it mildly, a very pleasing day!

PART II – In Part II, Steve and his crew set sail from Las Palmas on the big adventure to St Lucia. Click here .

• For Part III, click here .

#ineffable , #rapido60 , #arc , #atlanticoceancrossing , #noheel , #monohull

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In the early 1970s, John Ollins, a fan of lightweight multihulls, met Dick Newick - the designer of the proa “Cheers” and many other magical racers - in the British Virgin Islands. The pair immediately got along, and started work on an exciting project: designing a kit to allow Hobie 16 owners to sail a quick yet safe trimaran. The central hull, initially built in epoxy plywood - using the Goujeon Brothers’ West System process - is typical of Newick’s plans, with its very banana-shaped bow, U-shaped hull and rounded coachroof. The boat met with immediate success in the United States, and soon became available in polyester. The story might have ended in the States too, but then along came Jacques Dewez, who had gone from being a fighter pilot, to being owner of the trimaran Gordano Goose, then a racing driver, and in 1982 became a real estate developer: in southern Corsica he sold villas overlooking a bay, and offered every customer a yellow Tremolino! In all, 18 units were built in Corsica. Over the years the Tremolino filled out a little, to fit the floats and rig of the Hobie 18. Finally, Dick Newick designed the famous, much stronger, half-moon floats.

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The Biggest Cruising Sailing Trimaran in the World

The world premier presentation of a giant trimaran, a project by Monegasque company UltraLuxum, was recently done at Monaco Yacht Show (21 to 24 September 2011).

Constructed in carbon fiber and fitted with retractable floats, the UltraLuxum CXL harnesses the very best of 21st-century technology. She is luxurious, inhabitable and ecological. The project is sponsored by the Monaco Yacht Club, involved on behalf of the Albert II Foundation and its Wood Forever program.

On 23 September 2011, during the Monaco Yacht Show, the UltraLuxum CXL project will be unveiled at the Monaco Yacht Club, the project’s official sponsor. With her 48 meters in length and entirely constructed in carbon fibre body weighing a total of 110 tons, she is the biggest cruising trimaran in the world.

Furthermore, the giant will have a mast measuring 55 meters in height, suitable for approximately 1200m² of total sailing area. This should easily enable to navigate at a speed of between 20 and 25 knots under sail, affording passengers a perfectly comfortable ride.

The engines that are envisaged being diesel-electric will reach very comfortable speeds (approximately 15 knots) whilst consuming 40% less than a monohull of the same size.

Compared with a super yacht of the same length, the space available inside the trimaran is enormous. It can therefore be fitted out more completely for longer stays on board. For example, each of its three cabins has an en suite head.

There is also a spacious dining room, a lounge area, a flat-screen TV, an audio/video system on demand and Wi-Fi, a solarium with Jacuzzi on the fly bridge, and equipment for diving and other nautical activities. Swarovski, one of the project’s official suppliers, will ensure an innovative approach to the interior design, incorporating crystals and unique lighting features.

The furniture inside the yacht will be unique as custom made with some removable elements. Furthermore, the trimaran’s huge garage will house a supercar that is delivered with the boat; the brand of the vehicle will be revealed at the project’s launch.

Finally, the trimaran will be constructed in compliance with the requirements of operation Wood Forever, launched by the Albert II Foundation. The wood used will comply with the program’s standards.

The boat’s retractable fl oats constitute the biggest technological challenge of that project. Once tucked in (port configuration), they reduce the width of the yacht from 23 to 11 meters, which is extremely practical when seeking a berth in a port! The space inside each fl oat will be used to fit out spare cabins plus a huge technical area.

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Thanks for this article! I’m Student at Naval Arhitecture and your website realy help me, with many information in our domain of activity. Sorry for my english skills, I try to improve it!

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Non-foiling trimarans under 20'

Discussion in ' Multihulls ' started by Tom Makes Things , Sep 25, 2019 .

Tom Makes Things Junior Member

I've been doing research on the options for building a small trimaran under 20' that can carry 2 people (more or less). I'd like to summarize what I've learned and see if it fits with the general consensus. I'm no expert, and I welcome all advice from those with more experience than I. Seems like we can break up this category of sailboat into 3 main branches: 1) Triple Hotdogs: Long skinny shaped central hulls with long amas, sometimes with auxiliary propulsion like Hobie Mirage drive, pedal/prop drive, oars or paddles. Benefits to this design are lighter weight, easier paddling, better in light winds, lower cost to build/own. Drawbacks are limited weight capacity, lower top speed, wet ride. Boats in this category include: Hobie Tandem Island Metz TriRaid 560 Metz Boats - Triraid 560s Trimaran http://www.metzboats.de/htm/designs/multihulls/triraid560s/triraid560s.htm Frank Smoote's Slingshot 19 New Page 1 http://www.diy-tris.com/2012/11-19-footer.htm 2) Skiff with Training Wheels: Wider planing central hulls with low volume amas mounted higher that act more like training wheels for a sporty skiff or dinghy. Benefits are more weight carry capacity, faster top speed when planing, more exciting to sail. Drawbacks are- heavier than above, still a wet ride, lesser performance in light winds, slow below planing speed, and difficult to paddle/peddle. Are they better at pointing due to being sailed like a monohull? Boats/Projects in this category include: Weta: Weta Trimaran - Wikipedia https://en.wikipedia.org/wiki/Weta_Trimaran Sea Rail 19: http://www.searail19.com Astus 6.5: Astus 16.5 http://www.astusboats.com/astus-16-5-copie.html ISO Skiffmaran: ISO Skiffmaran https://www.boatdesign.net/threads/iso-skiffmaran.56971/ I14 Training Wheels: I14 training wheels http://forums.sailinganarchy.com/index.php?/topic/208203-i14-training-wheels/ 3) The original: Wider planing central hulls with larger volume amas that provide greater righting moment. These boats might have higher freeboard, small cuddies or cabins. Benefits include more carrying capacity, dryer ride, higher top speeds? Drawbacks are heavy weight, high cost to build, difficult to paddle/peddle, slower in light winds than #1 due to weight. Richard Woods Strike 15 Sailing Catamarans - Strike 15 trimaran performance daysailer http://www.sailingcatamarans.com/index.php/designs-2/27-trimarans-under-25/223-strike-15-trimaran W-17 W17 Trimaran | Main Page https://smalltridesign.com/W17/greybox/W17-Trimaran.html Can anyone add to my list and or correct my assumptions? Thanks very much. -Tom  

Richard Woods Woods Designs

I'd class my Strike 15 in the narrow hull category. And I'd suggest the Strike 20 as more suitable for you Richard Woods of Woods Designs www.sailingcatamarans.com  

upchurchmr Senior Member

The wide central hull doesn't affect stability much, the fact that the ama or outrigger is so far off to the side is most of the influence. A wide central hull is mostly for accommodations.  

Dolfiman Senior Member

For the comparaison, I would also use the ratio Ama volume (liter) / [ light weight equiped + average targeted payload (e.g. 2 persons ~ 150 kg)] (kg) . Examples : ** For the Triraid 560 : Light weight equiped = 110 kg Ama volume = 180 liter >>> 180 / (110 + 150) = 0,69 ** For the Astus 16,5 : Light weight equiped = 210 kg Ama volume = 500 liter >>> 500 / (210 + 150) = 1,39 Triraid 560 will be little powerful, cannot sail with the a full flying central hull, but its capsize mode will be around the central hull (ratio < 1) , more easy to prevent. A boat oriented to raid sailings without high speed objective. And lighter to trail, to launch. Astus 16,5 will be more powerful, up to sail on the leeward ama alone. But its capsize mode around the ama (ratio > 1) can be more brutal , and finished upside down (critical if the waterdepth is lower than the mast height). Twice heavy than the Triraid (210 / 110), but the Astus 16,5 can be sailed quietly, reversely the Triraid cannot be hard sail because the limited volume of its ama. The Astus 16,5 is more relevant in your cat. 3 although the central hull is not specially wider planning, she is more like a baby oceanic trimaran racer. In your cat. 2 skiff with training wheels, when the amas are high enough for a sail on the central hull only, the ratio can be < 1 as the power (the RM) comes from the crew in hiking posture and the amas are for extra stability when necessary (more often during tacks , gybes, than for gust of wind).  

Another example of skiff wider planing with training wheels, the Epoh, but for me can hardly be named a trimaran :  

Doug Lord Flight Ready

Just out of curiosity : why non-foiling?  

My list has grown since the original post, as has my understanding of some of the hull designs. I'd like to at least have a passenger with me, so I've removed boats that are too small for my needs, though you can argue that some of these are still too small to offer good performance with 2 onboard. My newly silly renamed categories: "Triple Pickles": Canoe/Kayak with floats- these are mostly lighter weight, carry less payload, and sometimes can be paddled, peddled, or rowed for auxiliary power. Generally it's sailed while sitting in the boat facing forward, which in some cases allows for a spray skirt or dodger to keep the spray down. Some love the "armchair sailing" experience, while other folks find the limited seating options uncomfortable. You can't really hike out, at least not if you are steering, as most steer with foot pedals. Commercial offerings include: Hobie Tandem Island, Windrider 17 Buildable plans include: TriRaid560s (though it doesn't really support 2 people very well), TriRaid 620 (prototype), Slingshot 16 Tandem, Slingshot 19 "Jack LaLanes": Narrow at the waterline, but usually with a larger cockpit- these are generally heavier than the pickles, allow for more seating positions, and rarely have a human power option. Some have small cabins. All are designed so you sit "on" rather than sit "in" them. Commercial offerings: Pulse 600, Robinson 5000, Ninja Spider, Astus 16.5 Buildable plans include: Strike 15, Strike 16, Strike 18, W17, Trikala 19, Scarab 16, Scarab 18, Sardine Run, TC601 "Kardashians": Wide planing central hull, similar to a sportboat with training wheels. Commercial offerings: Weta? Epoh?  

kleppar Junior Member

Thanks for useful categorization, although as a Norwegian, I have no idea what these names indicate.....I used to own an Adventure Island (category 1); it was extremely wet, but great fun; forward facing was OK when combining paddling and sailing, but uncomfortable for sailing. I sold it after a few years.... Category 3 boats - most of them seem to be sporty and wet, offering very little comfort for the cruising sailor. Category 2 seems to me to be the best compromise when you want to combine performance, cruising, reasonable payload and comfort. Here is one more candidate: Kanka 14 , by the designers of Pulse 600. As I belong to category 2 ("Jack LaLanes"), I seem to have three worthy candidates: W17, Astus 16.5 and Kanka 14.  

More info about Kanka 14, proto under construction by Nicolas Arnoult, but not yet photo available (?) : PressReader.com - Your favorite newspapers and magazines. https://www.pressreader.com/france/voile-magazine/20190809/282037623779301  

I received some building photos from the designer (I need his permission in case of publishing). This is the ply epoxy prototype. I have been told price around € 15,000.  

patzefran patzefran

kleppar said: ↑ I received some building photos from the designer (I need his permission in case of publishing). This is the ply epoxy prototype. I have been told price around € 15,000. Click to expand...

I do not think the design brief for Kanka was racing - it is mainly for pleasure.  

Kleppar, What boat are you talking about?  

In my last message I was talking about Kanka 14. As you can see, I am interested in a proper trimaran ("category 2"), and I have so far identified three good candidates - Kanka 14, W17 and Astus 16.5.  

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The picture of the Kanka is pretty. I hope the ama bows are not so fine, they are needed thicker to prevent nose diving while reaching. And I hope you will have trampolines outboard of the seating. Heavy is not so good. I assume you have to dis-assemble the boat to transport it?  

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Trimaran solo: The story of Victress' circumnavigation and last voyage Hardcover – January 1, 1970

• Print length 176 pages
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• Publication date January 1, 1970
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• Publisher ‏ : ‎ Nautical Publishing Company; British First edition (January 1, 1970)
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