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Marsaudon Composites has already built a solid reputation with two 42 and 50-foot models. Its latest model, the ORC 57, has just been unveiled, making its world premiere at La Grande-Motte in April. We’d got the chance to discover it a few weeks earlier in Lorient. Our verdict? It’s breathtaking!

Test location: Lorient, South Brittany (France) Condition: 15 to 20 knots of wind, sea state slight with a little chop

In the heart of Brittany’s “Sailing Valley”, among the Ultims trimarans, there’s a boatbuilder offering different multihulls - against marketing and commercial tides, this one resists the ever-increasing trends. The shipyard, Marsaudon Composites, occupies three huge halls of the former submarine base in Lorient, in south Brittany. Out front, Damien Cailliau, the discreet big boss of the shipyard, needed no encouragement to write an adage along the lines of Colin Chapman, founder of the Lotus Formula 1 car racing team, who famously said: “Simplify, then add lightness”. While TS (Très Simple or “Very Simple” in English) swapped its acronym for the more salient and international “Ocean Rider Catamarans” (ORC), the recipe has certainly not changed. The new architectural team of the Marc Lombard Yacht Design Group (sculptors, among others, of fantastic ORMA trimarans in their heyday, such as Banque Populaire or Sopra Group), has taken on the shipyard’s DNA with relish, translated until now by their colleague Christophe Barreau on the successful 42 and 50-foot models.

The light plays with the elegance of the lines. As for the wake, it speaks volumes about the pote...

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Atlantic 57

Description

Atlantic Catamarans were building fast cruising cats with forward cockpits when Gunboat was still in short trousers, and the most famous of the range of these performance cats is the Atlantic 57 . In fact, Peter Johnstone, the original Gunboat owner, was inspired by many of the features of the Atlantic range – the forward cockpit for example. Read our Gunboat 62 review to find out more on that one.

They come in various rig configurations, but the most popular is the cutter rig with the self tacking jib boom and genoa. These light cats with a powerful sail plan are famous for their fast acceleration and ability to get going in light air.

Chris White has been designing these kinds of performance-cruising multihulls for over 40 years and they are very fast on all points of sail. These are stiff , light boats that look beautiful : a racer on the outside and a traditional luxury yacht on the inside. We are in the same territory as the Dazcat 1495 and Marsaudon Composites. They will be ahead of the likes of the HH OC50 when rounding the first marker.

Photos: Credit “Cruise of the Boundless” and TeamNogal.com.

These cats are fast. You will see speeds approaching or even matching more expensive luxury performance cruising catamarans at a price comparable to, say, a Catana. A Marsaudon Composites ORC57 catamaran would be a good comparison to a newer boat.
Atlantic 57s are set up for short handed or even single handed sailing. That´s the beauty of the forward cockpit – you never leave the safety of this sail handling area for raising and lowering the mainsail and reefing. This set up has inspired later designs like the KC54 from Kinetic and the Gunboats of course.
Visibility is about as good as you can get from the mast looking forward, or from the inside helm forward in the saloon. And that helps you to avoid collisions – another plus factor on the safety front.
With those assymmetrical daggerboards you will sail upwind as well or even better than a monohull. She´s fast on all points of sail.
The Atlantic 57 has very strong fixed fins on the hulls. That really protects your hulls, props and rudders in the event of a grounding. The fins are deeper than the rudders.
Ventilation. With that forward cockpit door and the aft sliding doors open, you couldn´t ask for better ventilation.
The flip side to that forward cockpit is that it can get wet in rough weather. Sure, you can helm from inside, but what about when you need to reef? It´s not as bad on the leeward side, but in filthy weather you are going to have your oilies on and you´ll be dripping all over that nice saloon.
The 57 has been set up for short handed sailing, but she´s still reasonably complex to sail. Once you know your boat, this gets easier over time of course, but those asymmetrical daggerboards, for example, like to be switched over on every tack, otherwise you are going to lose the benefit. Compared to other cats on the same performance level, she´s pretty easy to sail though.
The configuration is galley down. This could be seen as a “pro” in many cases (more space up top, safer when cooking, safer cooking on a watch system) but I include it as a “con” simply because this is a deal breaker for many people who like a big view of the horizon when cooking and who like to feel connected to the main living space. Ultimately, this is a matter of personal preference. Galley down works in Prouts and it works in Gunboat 55s.

The Atlantic 57 evolved from the 55: she´s a large blue water cruising cat with a forward cockpit where all the sailing happens, coupled with a cosy helm in the saloon, a big “back porch” for relaxing and plenty of space down below in those twin hulls. Owners are passionate about this configuration.

One piece of feedback I got from an owner was “ FWIW, we respectfully disagree with your listing the forward cockpit as anything other than the highest point on the “Pro” list. The forward cockpit on the A57 is a working cockpit as well as a living cockpit. Making it part of the negative list, even when going to weather, would be like listing “engine noise” as a negative point of a Ferrari. The design and size of the boat keeps it above any spray even when going to weather 90% of the time. But I get it … it is hard to grasp how wonderful it is until you sail it”.

Well, I can´t really argue with any of that, but you are going to be more exposed than a covered helm: all boats are compromises and it does have its advantages as well.

Try not to weigh your Atlantic 57 down with too much stuff, or you´ll negate the whole purpose of this yacht- and that´s to get there before anyone else. This is a boat that was designed to clock off 300 mile days and over.

The A57 carries a little more sail than the A55 in the fore triangle area. And the catamaran was also powered up with assymmetrical daggerboards. In addition, the newer design comes in around 2/3 of a tonne lighter (1500 lbs)

Construction

Her core is thermoformed and her laminates vacuum bagged. Add a Full Carbon rig by Hall Spars and Titanium extras and you have one beautiful machine.

An Atlantic 57 weighs in at only 12 metric tonnes (26,500 lbs) light. Carbon-fiber is used in the crossbeam and hulls.

The hulls are slender instead of plump and purist – there are no bumps or chines, tricks that Catana uses for instance to pad out the accommodation space.

The bridgedeck height has been designed to minimize any loss of energy from the waves through slap: there is over 1 metre (3.5 feet) of clearance on this boat for waves to pass harmlessly through.

That forward cockpit is the big USP and it´s a configuration that has been copied by many luxury performance brands since. The boat accelerates quickly in gusts and from this vantage point you are in the thick of it.

Atlantic 57s are fast to windward under staysail and mainsail and with the genoa out, she´s even faster off the wind sailing at around 70% of wind speed in a force 4 and up to the mid teens and over when reefed down up to a force 7.

You´ll be seeing some 20 knot surfs.

For shorthanded sailing, the cutter rig is perfect: unleash the genoa in light air off the wind, and then switch to the staysail on the jib boom when the wind freshens.

Atlantic 57 cats come with 2.7m (9 foot) fins that protect the hull in the event of a grounding. It also means that you can beach these cats. They come with asymmetric daggerboards that provide lift upwind. An Atlantic cat will match or better a monohull when close hauled.

Downwind, you can bring out the asymmetric cruising spinnaker. Electric Harken winches help tame the loads on the the 87 sq metre (933-square-foot) mainsail,

The helming and sail handling is all done from that forward cockpit, but it´s snugly connected to the pilothouse forward in the saloon. There´s a weatherproof cockpit door forward and a sliding door aft, giving you an additional inside helm with great visibility for when the weather turns along with a nav station / control centre, a dining area and a lounging area.

She´s powered with twin 54-HP Yanmars that push the boat along at a crusing speed of 10 knots in calm conditions at 2,500 rpm. That´s the advantage of those sculpted hulls for you. Alternate the engines to save fuel and you will still be pushed along at 8 knots in calm conditions.

Living Space

It´s up on the main deck where you will benefit from all of that space that comes with a 57 foot catamaran. The saloon area is light and airy at anchor thanks to that forward cockpit door. With the sliding doors open, the breeze flows through. The big back porch is another real winner , a quiet zone away from it all either under way or at anchor. On lucky evenings, you´ll be facing west so you can slowly watch the sun go down with a cold one in hand. If you love the shade, this set up takes some beating- you are well protected from the sun.

And there´s room for al fresco dining out here too, around the adjustable table.

Sailing Blogs: Atlantic 57

Cruise of the Boundless is well worth a read.

TeamNogal is a well put together blog of an Atlantic 57 called Nogal. Read the section where they describe the mods they made to the boat before setting off on their trip.

If you are in the market for a real sailing cat, the Atlantic 57 has to be on your shopping list. This performance cruising catamaran is competing against the likes of Outremer, Balance and Catana. It´s a design that has gradually evolved over the years and sits at the very top of the field.

Tech Specs and Video

Volume UP on the Video Clip beloe from Team Nogal!

Technical Specification

Light Downwind Sailing from Frank Middleton on Vimeo .

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Preview: ORC 57 performance cruising catamaran

Toby Heppell
June 3, 2021

Marsaudon Composites has announced a new multihull in the ORC 57 alongside which the company has announced a rebranding of their range, now all of which will be known as Ocean Rider Catamarans (or ORC)

Marsaudon Composites has built an enthusiastic following for its TS42 and TS50 catamarans since the smaller boat was launched six years ago. Now they are adding a new design to their range, the ORC 57.

The ORC 57 will follow in the footsteps of her predecessors, offering a tiller steered performance multihull – though this time at c.60ft LOA.

The yard is based at Lorient La Base, at the heart of the French offshore racing scene, so it’s perhaps no surprise these designs are lightweight and have more than a nod towards the performance end of the sailing spectrum.

The direct tiller steering on both previous moles is an example of the thinking that sets these boats apart from other multihulls and makes them sought after models. Yet they also have enough space both on deck and below to offer very comfortable living.

Having seen success with their first two cats, the French marque is now launching the new 57-footer, the ORC 57, which comes from the pen of designer, Marc Lombard. It shares the same hallmarks as the existing models, although a wheel steering option will also be offered.

In suitable conditions this is a cruising yacht that can be expected to hit speeds of well over 20 knots.

The hull shape of the ORC 57 is clearly a progression from the earlier models, while following the same light displacement principles with fine hull shapes. Lombard drew a new shape for the bows to increase efficiency and reduce the tendency for bow-down trim.

The additional size makes the interior spaces of this boat significantly larger than those of the 50-footer, especially in the hulls. Much thought has also gone into ergonomics and weight saving, stripping out and simplifying anything that is not essential. CEO Damien Cailliau likes to draw on a quote from Colin Chapman, founder of Lotus Cars: “Simplify, then add lightness.”

As an example, there are no hull linings, which saves weight and complication, but requires extremely neat moulding.

As a low volume builder – only 28 of the smaller boats have been built in total – Marsaudon Composites offers semi-custom interior arrangements, providing they don’t add unnecessary weight.

At the same time as announcing this design Marsaudon launched a rebranding of the range, which will now be known as Ocean Rider Catamarans (or ORC).

Specifications:

LOA: 18.4m / 60ft 4in Beam: 9m / 29ft 6in Lightweight: (ISO) 11.3 tonnes Maximum weight: (ISO) 13.9 tonnes Draft: 1.5m – 4.5m / 4ft 11in – 14ft 9in Air draft: 25.7m / 84ft 4in Mainsail Area: 108 m² Genoa: (J1) Area : 87 m² Engines: 2 x Saildrive 57hp

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Atlantic 57

By Tom Linskey
Updated: June 4, 2008

Go sailing with one of the world’s top cruising-multihull designers on his brand-new creation and you learn a few things. Such as why the state of cruising-cat design is where it is today. And why a cruising multi has to be built light-but not too light. And why a cruising cat can shine as a fuel-efficient “powerboat” as well. And why a successful cruising catamaran is all about balancing design elements-making the right compromises in the right places and in the right amounts. And, as I discovered during a day with cat designer and advocate Chris White, you’ll learn about not only yacht design but also the designer.

In a building sea breeze, we’re short-tacking Lely, a cutter-rigged, composite-built Atlantic 57, through East Passage, in Rhode Island’s Narragansett Bay. Chris White is at the carbon-fiber wheel, steering with two fingers and looking up to check the mainsail trim. During the tacks, I pop the daggerboards up and down as the self-tacking staysail flips across and the battens of the big, high-aspect mainsail rumble over. When the sails fill, Lely, unburdened by the 15,000-or-so pounds of ballast of a similarly sized monohull, jumps forward. The sudden acceleration, a signature move of performance cats, rocks each of us back on our heels for a second. For most single-hulled sailors, this sensation is unsettling, if not downright subversive. I glance over at White. For the first time during a day of sea-trialing, he’s allowed a thin smile to play over his face, the kind of look that says: I’m satisfied. Almost.

For the 52-year-old White, who for 28 years has been drawing performance-cruising multihulls that not only reach and run fast but also sail to windward, being almost satisfied is part of the balancing act of designing a modern cruising cat. Lely, an evolution of White’s Atlantic 55 (half-a-dozen 55s have been built, including White’s own boat, Javelin), embodies that balance. Lely is light and stiff, strong where she needs to be, and beautiful where you’d like her to be. On deck, she bristles with raceboat-worthy sailhandling gear. Belowdecks, she is, unmistakably, a luxury yacht-the vertical-grain and plain-sawn cherry joiner work gleams under coats of high-gloss varnish. So, you might wonder, where are all the compromises in Lely’s balancing act?

A large cruising cat such as Lely is a seemingly unlimited canvas for all your cruising dreams: a sailhandling cockpit, a wide “back porch” for lounging, the enticing layout possibilities of two hulls, and enough deck space for your fleet of water toys. Lely boasts a whopping 1,052 square feet of usable living space, which is about a 68-percent increase over the 625 square feet you’ll find in a contemporary 57-foot, center-cockpit monohull. Still, in terms of systems, Lely seems to have it all: separate 12-volt-DC and 24-volt-DC electrical circuits and 120-volt and 220-volt shore power (220-volt AC makes for easy plug-in while cruising in the Med, among other places); a 920-amp-hour battery bank; a Fischer Panda ACG 4000 genset; air-conditioning and diesel-fired forced-air heat; a Spectra Newport 400 watermaker (it makes 17 gallons per hour); and a large fridge/freezer, freshwater electric toilets, saltwater deck-washdown gear, and a full suite of navigation and communication electronics. The only modern convenience “missing” is a washer/dryer-and, yes, there’s plenty of room to add one. But in the interests of saving weight and reducing complication-two areas over which Chris White agonizes-a washer/dryer may be one of those temptations you should do your best to resist. As Chris will be the first to tell you, if you fill up a cat’s spaces with endless amounts of “stuff,” you’ll sink the performance to that of an ordinary monohull.

The first step toward making sure that the finished Lely would stay cat fast came with her construction: epoxy resin, triaxial E-glass, and Core-Cell and AirLite foams. But even with weight-efficient building materials, given Lely’s nearly 3,000 square feet of hull, deck, bridgedeck, and cabin-house panels, plus numerous bulkheads and three main crossbeams, incremental increases in weight can add up quickly. Builder Aquidneck Custom Composites used vacuum bagging and an impregnator to control the resin-to-glass ratio and keep the weight down (at 25,500 pounds, the boat is lighter than many 44-foot production cats). Aquidneck Custom Composites’ Bill Koffler and Scott O’Donnell, drawing on 30 years of high-end composite raceboat-construction experience between them, made Lely’s laminate not only light and strong but also, in places, elegant. “We try to eliminate metal wherever we can,” says Koffler. “Metal is heavy, and it’s prone to rust and corrosion and to leaks at attachment points.” Thus Lely sports curving, translucent, bonded-in engine mounts; fuel-filter and steering-cable brackets; and even dorade vents made of biaxial E-glass and formed from male molds-cool!

The construction also features carbon-fiber crossbeam flanges and longitudinal bands of carbon in the hulls. So rather than winding up an overweight, overstuffed creature, a cat in name only, Lely exemplifies the new breed of cruising cat: light, powered up, yet lacking nothing in the way of bells and whistles. “In the 1970s and 1980s, the yachting establishment considered multihullers to be the ‘bad boys,'” notes Chris White. “Those guys didn’t want to pay attention, they didn’t want to try new things. It’s taken many years to overcome the ‘multis break, multis turn over’ mindset.” The shift to grudging acceptance began with cats designed and built for the charterboat industry-boats that traded performance for sleeps-and-drinks-a-crowd appeal. White dismisses such boats as, well-let’s just call them “chartermarans,” and he makes the point that cats that are truly designed and built for cruising have moved beyond the charter-cat formula. White’s Atlantic series of cruising cats (measuring 42, 48, and 55 feet LOA) are notable for holding steadfastly to his long-held design tenets. The hulls are slender instead of plump (Lely, for example, has a 12:1 waterline length-to-beam ratio; many charter cats are around 9:1). No hull bump outs, steps, chines, or bulges make an appearance to indulge the accommodations. And the height of the bridgedeck, crucial to minimize wave slap in a seaway, is generous: Lely has a whopping three and one-half feet of above-water clearance.

And, of course, there’s weight. The immutable law of multihull design? Lighter is faster. But isn’t it possible to build a cruising cat too light? “There is such a thing as too light,” says White. “Extremely light racing multis are less stable and less durable, and their motion can be violent. A cruising cat, by nature, is in a different category. By the time you get all the machinery and cruising payload aboard, you’re set up for comfortable ocean cruising. But if the boat is built heavy or overloaded, at some point the top end-the ability to surge beyond 12 knots and sail consistently at 14, 16, 18 knots-will disappear. The sail area-to-displacement ratio of a cat is critical. If you cram more and more stuff into the boat without regard for weight, you’ll pay a performance penalty.”

These are things that White knows from experience, because he’s not only drawn his own boats but also built a few of them. In 1972, at the age of 18, he designed his first multihull, a 31-foot trimaran named Shadowfax, and built it himself-right there in his parents’ driveway. For the next two years, White cruised his engineless tri in Caribbean and South American waters, all the while pondering how to design a trimaran that would be better suited to ocean sailing. Upon returning to the States, he began studying yacht design in earnest, first through mail-order courses, then by working for other designers. In 1981, he and his wife, Katie, put together Juniper, a 52-foot ketch-rigged, cedar/epoxy trimaran, and with their growing family sailed the boat from Nova Scotia to the Caribbean. More recently, White has cruised aboard Javelin, his Atlantic 55, from South Africa to Guatemala, then home to Buzzards Bay, Massachusetts. Firsthand liveaboard and bluewater experience-when it starts to blow and it’s just you and your wife and two boys crossing an ocean-has a way of bringing a dose of reality to the drawing board.

Under sail, Lely feels right: The boat reacts quickly to puffs, and the steering is sensitive and light. The biggest departure from other cats is, of course, the forward cockpit, which White first developed in 1983 for one of his 50-footers. “The awkwardness of trying to sail a boat from behind a 7-foot-high bulkhead just felt wrong to me,” White explains. So he placed the wheel and sailhandling zone forward of the house, right behind the mast, and he hasn’t looked back. In 10 knots of wind, Lely sails to windward under staysail and mainsail at 7.2 knots; with the masthead genoa rolled out, she reaches at 10 to 11 knots in about 14 knots of wind. White has subsequently taken the boat upwind in 30 knots of breeze; under staysail and single-reefed mainsail, he reports that the boat sailed at 13.5 knots. For shorthanded cruisers, the cutter rig is a natural; unroll the genoa in light air and off the wind, drop down to the staysail when the breeze picks up.

Lely sports “belly fins” that are 9 feet long by 1 foot deep (measured from the hull body); these spare the hull from damage during a grounding, and they’ll also support the boat’s weight on the beach or at the boatyard. Unlike many other cruising catamarans, Lely has deep, foam-filled, asymmetric daggerboards that provide lift when sailing upwind. Deep daggerboards (or centerboards) are central to White’s insistence that a multihull should sail to windward as well as or better than a monohull.

For downwind work, Lely has an asymmetric cruising spinnaker; other cruising cats, including many Atlantic 55s, use a screecher flown from a bowsprit prod. Harken electric-powered main halyard/mainsheet and traveler/runner winches and a plethora of sailhandling gear will help tame the large sail loads; the 933-square-foot mainsail, for example, demands respect.

Lely’s cockpit-forward steering and sailhandling layout is closely linked to the 16-foot-wide bridgedeck pilothouse. Accessible through a weatherproof cockpit door and a sliding door aft, the bridgedeck combines an inside steering station with 360-degree visibility, a navigation/computer workstation area, and a saloon with a dinette table and a lounging area laid around a jazzy little cocktail table. The pilothouse zone, in addition to keeping the person on the helm warm and dry when it’s cold and wet outside, allows Lely to function rather nicely as a powerboat. With the twin 54-horsepower Yanmar diesels turning over at 2,500 rpm and burning about a gallon an hour, Lely moves along at 10 knots; the boat cruises at 8 knots on one engine alone. Compare that with, say, a 47-foot trawler, which needs a 174-horsepower diesel burning 6 gallons an hour just to make 8 knots. Now, which boat is the better powerboat? Need we even mention that, with its wide wheelbase, a cat doesn’t roll under power?

Lely’s accommodation plan, with identical master cabins each having a roomy vanity, head, and toilet area amidships in each hull, maximizes privacy. The galley, with a 9.3-cubic-foot fridge and 7-cubic-foot freezer, stretches for 9 feet in the starboard hull, adjacent to the bridgedeck stairway. In the same location in the port hull, the owner’s pride and joy: a stainless-steel workbench, vise, lots of tool drawers, and a slide-out toolbox. Aft, both hulls feature a double berth with a dresser, seat, and hanging locker. The forward 16 feet of each hull (with two collision bulkheads) is largely empty-the right place to stow such bulky, sometimes-damp gear as sails and fenders.

The bridgedeck’s saloon area, flooded with light by large, bronze-tinted, tempered-glass pilothouse windows all around, forms a natural meeting place. I suspect that, given the views and the easy connection with the world outside, it will be a favored hangout when Lely is under way as well as at anchor. The 16-foot-wide by 8-foot-long “back porch,” with seating built into the back of the cabin bulkhead, at first glance seems underutilized. But then the dinette table, with its clever fold-down legs, is lifted off the cocktail table underneath and set up on the porch-instant alfresco, if you will. Pull up a few deck chairs and you’ve got a movable feast. The back porch also sports dinghy davits (the tender can be swung inboard and lashed to the deck if desired) and a vinyl-coated bimini/water-catchment arrangement.

What really matters, in the end, is how a cruising boat fulfills the wishes of its owner and how well it does the bidding of its builder and designer.

Cruising boats have gotten bigger. In the second edition of The Voyager’s Handbook, author Beth A. Leonard notes that boats between 40 and 50 feet make up two-thirds of most cruising fleets-that’s an increase in average size of about 10 feet over the past decade. So where does Lely-at 57 feet and packing more than 28 feet of beam, able to knock off 350-mile days while accommodating a host family and a guest family in comfort-fit into the world of cruising? There’s no doubt that Lely is in the “dream-dream big” category. But if your cruising fantasies are big and you can make them come true, why not go for it?

“A cruising boat is a tool,” says White. “As sailors, we can only do what our tools allow us to do. If a cruising boat allows us to go places fast and in comfort and have fun doing it, we’re going to go.” Lely, a successful balancing act, was definitely born to go places.

Tom Linskey and his wife, Harriet, are preparing to head south to Brazil, where they’ll begin cruising on their own new catamaran, a Dolphin 460.

More: 2001 - 2010 , 50+ ft , atlantic , blue water , Bluewater Cruising , catamaran , multihull , Sailboat Reviews , Sailboats , yacht style
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ATLANTIC 57 CAPSIZE: More Details on the Fate of Leopard

Inspired in part by disparaging critiques made on the relevant forum thread at Sailing Anarchy , Leopard ’s skipper Charles Nethersole got back to me earlier than I expected to discuss details of the catamaran’s capsize last week . We had a long conversation this morning, and I also had a long conversation yesterday afternoon with Leopard ’s designer Chris White.

The main critique on the SA thread has been that the crew was negligent, given the unsettled weather conditions, in not having someone constantly stationed in the outside cockpit ready to cast off sheets in the event of a sudden squall or something similar. After debriefing Nethersole, as well as studying written statements prepared by him and his two crew, Carolyn Bailey and Bert Jno Lewis, it seems pretty clear to me however that the event was so instantaneous, with so little warning, there was nothing anyone on deck could have done to prevent the capsize. Indeed, it seems the crew was in fact lucky to have all been inside at the time, as I should think anyone outside might easily have been lost.

Chris White has already received a preliminary meteorological assessment from Jennifer Francis, a research professor at Rutgers University (also a friend and an Atlantic catamaran owner), who reviewed the atmospheric records for the relevant time and place and concluded conditions in the area were in fact conducive to the formation of a tornadic vortex.

Graphic prepared by Jennifer Francis. Her conclusion, transmitted to Chris White: “It all seems to add up to a twisting phenomenon, not a microburst.”

Discussing the event with Charles Nethersole, it really did sound to me like the purest piece of bad luck a bluewater sailor could ever hope to encounter, as though God himself, with no warning, had suddenly decided to poke you with a finger and squash you like a bug.

As Nethersole described it to me: “There was almost no warning, not even enough time for me to hit standby on the autopilot control right next to me. Just an almighty roar, then suddenly the boat was lifted up and went over. It seemed it was the sudden pressure drop more than the wind that did it, as there was no acceleration of the boat. It was bizarre, like nothing that ever happened to me before.”

MV Aloe underway

Saloon of Leopard

Cockpit of Leopard

Galley of Leopard

Leopard was significantly undercanvassed at the time, with a double-reefed main and partially reefed staysail, in variable conditions that saw the crew motorsailing through lulls in the wind. If the boat was indeed struck by a vortex like a tornado or waterspout, it might well be it would have been flipped even if the sails were all down.

In all the crew spent about 10 hours at night on the overturned hull before being rescued by a Coast Guard C-130 search plane and MV Aloe . They were very fortunate in that they had two immersion suits and one survival suit to wear while waiting. Chris White has designed his Atlantic catamarans so that the forward collision compartments in each hull can be used as survival compartments when a boat is inverted, and I asked Nethersole if he considered using one of these.

Design plan showing capsize habitation area in an Atlantic catamaran

He replied he did think of it, but concluded it was safest for the time being to stay on the hull, given the water was warm, it was night, there was a strong smell of diesel fuel, and the interior of the boat seemed potentially dangerous.

Rather than restate more details about what happened, I shall simply reprint two of the three written statements Nethersole shared with me. As you study these I would point your attention in particular to the behavior of Bert Jno Lewis, who jumped back in the water after getting safely aboard MV Aloe so as to help Carolyn Bailey get aboard. I have not included Lewis’s statement, as for some reason I can’t get the text to copy over (and don’t feel like typing it all out). It is the shortest of the three, and adds nothing of substance in any event.

Statement of Charles Nethersole

My name is Charles Nethersole, Captain of Leopard, an Atlantic 57 sailing catamaran designed by Chris White, built by Aquidneck Custom Composites of Bristol, Rhode Island, launched in 2008, registered in the Cayman Islands. What follows is a brief account of events that led to the capsize of Leopard, approximately 400 nautical miles north of the Dominican Republic, during the evening of November 16 while on passage from Annapolis to St Martin, and our subsequent rescue.

Leopard left Annapolis on Friday November 11 at 1430, sailing briskly south down the Chesapeake in an increasing motherly breeze, arriving in Little Creek, Virginia the following morning at 0430. We remained there for twelve hours to give time for the sea state to have subsided when we reached the Gulf Stream. After crossing the Stream we sailed then motored down the rhumb line towards St Martin in a dying north easterly breeze.

Strengthening wind developed from the southeast, forcing us to tack back and forth across the rhumb line. A large trough developed across the rhumb line with squally conditions. Commander’s Weather projected that the trough would finally pass us during Wednesday night. New wind from the west, veering over the next few days to the northeast would provide good sailing conditions for the latter half of the trip.

During Wednesday afternoon Leopard had been sailing south with one reef in the mainsail, and the staysail. The wind veered enough for us to tack over to the east southeast, still north of rhumbline but improving as the afternoon wore on. The leeward daggerboard was lowered about 3 feet. We were still in squally conditions with peak gusts into higher twenties. A second reef was taken in on the mainsail, forcing us to motorsail during the lulls but not be too pressed during the stronger gusts.

As twilight approached the average breeze had built to around twenty knots, with maximum gusts around 30 knots. A safety strop was attached to the second reef clew, and the staysail was rolled in to the second reef mark.

At 1830 Carolyn Bailey was relieved from watch by myself, so that she could prepare supper. She requested for a smoother motion as we were punching into head seas at an average of 7 knots. The autopilot was adjusted from 36 degree apparent wind angle to 42 and the sheets were slightly eased on the staysail and mainsail to twist and depower.

Around 1900 the cooking was done, true wind speed was about 18 knots, (apparent 24) and I was about to harden up when a roar from a gust of wind hit the boat. The starboard hull lifted and continued rotating over. Even though I was standing at the helm station I had no time to disengage the autopilot before I was off balance as the boat went over completely.

There was a lot of crashing noise, and water pouring in through the smashed front door. I shouted to Carolyn to see if she was Ok. She said so but had had the stove fall on top of her head during the capsize. Bert grabbed the liferaft and exited the rear door swimming under the aft deck to climb onto the underside( now topside) of the wing deck.

I dropped down into the starboard pontoon to help Carolyn. We recovered her own survival suit and another immersion suit, undid the step to the escape hatch and exited the pontoon onto the wing deck, joining Bert.

I then went over to the other hatch climbed in and retrieved another immersion suit and the ditch bag. The saloon at this stage was fully flooded, while the pontoons were about neck deep.

I then joined Bert and Carolyn on the wing deck. We donned our suits and tried to activate the EPIRB. We were holding onto the handles of the escape hatch and the liferaft valise, but as the boat settled this became untenable.

Bert retrieved the dinghy and tied it as best he could close to the starboard escape hatch. We climbed into the dinghy. It was being pushed around by waves coming in over the aft part of the wing deck, occasionally by some from forward, and would ground on the stringers and conduit on the underside of the wing deck.

We noticed after an hour or more that the EPIRB wasn’t transmitting. It seemed it had to be immersed to transmit, so we left it in the water sloshing around the bottom of the dinghy.

After a few hours of being thrashed around and occasionally being swamped by waves in the dinghy, we saw a USCG C-130 coming towards us. We set off two night sticks and waved them at the plane when it passed close by. A freighter appeared on the horizon heading in our direction. The plane dropped a flare close to us. The freighter approached close to Leopard, and threw lines attached to life rings and beacons.

I grabbed a line with a loop. Carolyn and Bert each had lines with life rings. I jumped in the water and was quickly hauled aboard. Bert was hauled up next, but had a more difficult time having to climb up a Jacob’s ladder.

Carolyn had the worst time. By this time there were many lines all tangled around her. Bert donned a life jacket and jumped back in to help Carolyn. She suffered multiple dunkings while struggling to disentangle her feet, suffering more bruising in the process but eventually was hauled aboard as was Bert.

We were looked after by the crew of the M/V Aloe for two days before being transferred to a USCG cutter off Miami and brought to the base there.

We are now trying to put our lives back together as we left Leopard wearing only shorts and T-shirts. Clothes, shoes, phones, computers, credit cards, passports, visas, driving licenses, mariner’s licenses etc all need to be re-acquired.

But we are all still here. It could easily have had a worse outcome if that microburst or whatever it was had hit when crew were sleeping.

Statement of Carolyn Bailey

We left Little Creek, Va. heading for St. Maarten just after 4pm on Saturday, 12th November. We had a smooth passage across the Gulf Stream and then the weather became overcast and squally. It seemed we were traveling at the same speed and direction as the system and the wind was always from the direction that we wanted to go. We tacked back and forth across our Rhumb line trying to get the best course to our destination.

The weather never felt threatening or dangerous. It was just very frustrating. Windspeed would drop to 6 or 7 knots and we would be motoring against ‘lumpy’ seas, then it would increase to 15/18 knots and we would be sailing again. Within the hour we would be reefing as the apparent wind reached the high twenties, then shaking out the reef or reefs as the wind died to nothing again. Charles, always a conscientious sailor, reacted immediately by reefing or shaking out the reef to meet the wind conditions. It was much work to make little headway towards our destination.

A little after 7pm on Wednesday I was having a hard time preparing dinner, as water was spilling out of the cooking pot repeatedly extinguishing the stove. We were on a starboard tack with double reefed main and staysail making about 6 knots to weather I asked if we could run off a little while I finished cooking, so Charles and Bert went out again, eased the sheets and took in the staysail a few turns.

When they came back in from the cockpit, I heard Charles say something to the effect that, “Of course, now the wind is dying again!”

At that point there was a loud roar coming from the starboard aft quarter. I stopped what I was doing, thinking that it could not possibly be the wind as it was not accompanied by the familiar rushing of water across the hull. It was like a train passing! Then I was thrown back into the fridge door, heard everything crashing around in the galley and inside lockers, and was hit in the face by the galley stove. When the boat settled I was pinned under the stove and in the flickering light saw water rushing in. Confusion, disbelief, the ultimate nightmare. But how could this have happened? On my watches over the past two grey days I had never seen the true wind exceed 28 knots, and the sea state was not close to anything that could flip a 57′ catamaran.

I pushed the stove off me and heard Charles and Bert calling, asking if I was OK. They said to come through to them in the main saloon. I felt a huge bump the size of an egg forming on my forehead but so many other things were happening, it wasn’t my primary concern. In the main saloon water was waste deep and Bert was opening the back door and pulling the life raft with him. Before I could say that I thought it was a bad idea, he was through and I gave the life raft a push to free it from the closing door.

I heard Bert shouting for us to follow, but the water quickly rose to chest deep and the door closed. There was an eerie bluish light coming from below the surface of the water (Chart plotter?). Charles mentioned there would be more air and dry space in the bow but we decided to find the escape hatch and went back to the galley. We heard Bert banging on the outside and were relieved and elated to find each other safe.

Charles climbed out and he and Bert crossed the wing deck and opened up the other escape hatch on the port hull. They retrieved an immersion suit and the ditch bag, in which he had instructed Bert to put the EPIRB before leaving. He then returned to the starboard hatch and we both went back inside to locate the other immersion suits. There was one in each cabin. By this time it was dark inside and one could only sift through the floating debris. I found Bert’s immersion suit and Charles found my personal Mustang survival suit floating, so now we had three.

The main saloon was now underwater.

Being on the wing deck between the two hulls was something akin to one of those artificial ‘surf maker’ pools; we were washed fore and aft across the slick Awlgrip surface with each wave while trying to get into our survival suits and hold fast onto the life raft and ditch bag.

We huddled around the hatch with the EPIRB turned on, discussing options, access to food and water etc. and decided it would be safer to wait until daylight before attempting anything. By now there was a strong smell of diesel inside the boat and an oily film on the floating items.

The situation on the wing deck deteriorated as the boat settled deeper and some waves were crashing over our heads. It was getting harder to hold on and we thought it would be better to bring the dinghy on to the wing deck and climb inside. Bert made his way to the stern and did an amazing feat of climbing into the bucking dinghy and releasing the lashings while being violently tossed around. He managed to pay out the painter until the dinghy washed down onto the wing deck and then secure it with a line to the steering cables.

We climbed into the dinghy taking the life raft, ditch bag and EPIRB. It was an improvement, being above the breaking waves, but the deep vee-shaped RIB bottom would strike violently against the stringers on the wing deck as it moved sideways, so we had to find a way of lashing its port side down. This we did by securing a line to the ladder inside the starboard escape hatch. The dinghy filled with water due to wave action and although the bung was out, the water could not drain.

We had no idea of time or how long we were there, but when the clouds parted a little, the moon was almost directly overhead. Bert spotted the lights of a low flying plane approaching. It flew right over us and then circled around for what seemed like an hour or two. We guessed that it was diverting a ship towards us and pretty soon we saw lights in the distance.

The captain did an excellent job of positioning the ship within 20 feet of Leopard enabling the crew to throw lines to us. Despite several catastrophic mishaps during the transfer, eventually everyone was pulled safely on board at 5am Thursday thanks to Bert’s foolhardy, heroic action of getting back into the water from the safety of the freighter to help me out. The crew of the Aloe gave us every assistance and provided overwhelming hospitality and kindness. Exactly two days later we were transferred to a US Coastguard vessel 16 miles off Florida and brought into Miami. The Coastguard were extremely efficient and professional, fed us breakfast and dressed my wounds. The captain kindly provided us all with a copy of a memorandum explaining our circumstances to assist us in applying for identification documents, and gave his personal phone number in case further information was needed.

The loss of Leopard is a tragedy. The owners are conscientious sailors and no expense was ever spared in maintenance and safety. They have always been very proactive in the update of safety features. She was in excellent condition, to my mind the best, safest and most comfortable passage maker I ever sailed on; I always felt it a privilege to sail on her. In my 42 years of off- shore sailing, I have seen weird weather and tidal phenomena, water spouts at a distance, unexplained, roaring mid-ocean ‘tidal rips’ etc. and am convinced that this was one of those events. I regret it had to happen on our watch.

I believe that if the crew were less experienced, the skipper less professional, the boat not so well equipped, it could have had a very different outcome. No one panicked and all stayed positive the whole time. I wish it had not happened but I couldn’t have shared this disaster with a better team!

Nethersole did note in transmitting these to me by e-mail:

Carolyn tells me my memory is less than 100%! Apparently she came up into the saloon from the galley after the boat went over, then we both went back down into the pontoon after Bert had gone out of the back door.

I opened the escape hatch and went over to the other side to the other hatch, climbed in got in grabbed the ditch bag and an immersion suit, then went back to Carolyn’s side (starboard), went in and I found Carolyn’s survival suit and Carolyn found another immersion suit. We then joined Bert on the wing deck, getting into our suits while still holding onto the ditch bag and life raft.

He concluded our phone conversation with the following statement: “As for those people on the forums, they weren’t there, they don’t know. I can assure them they wouldn’t have done any better than we did.”

DEAD GUY: James Wharram

PICKING UP THE TRASH: Giant Square-Rigged Catamaran to Hoover Up Plastic at Sea

The level of vitriol on the Sailing Anarchy site is awful. Mostly prejudice substituting for information or analysis. Maybe it’s whistling past the graveyard: “this could never happen on my boat ….”

Thanks Charles, Appreciate you puling this together. Having owned and sailed two Chris White Design Atlantic cats, Anyone else “wouldn’t have done any better than we did” rings true. I wouldn’t hesitate to buy another Chris White or hire this crew for a delivery.

Glad everyone is OK.

Ahoy, Thanks for the good story!

Thanks for this account. I don’t believe the arm chair quarter backs should have an comments at this point. T

It sounds like you guys did a stellar job in a most harrowing situation. I’m thrilled all are safe and it is a story instead of mourning… Happy Thanksgiving…

You never know what the ocean has in store. Unless you were there best not to judge the situation!

At least the Captain made sure he was rescued first?!?

Ben, You are an ass. I have sailed as crew with Charles Nethersole on many occasions, and have found him to be a professional and conscientious skipper. Safety of his crew is always a priority. You and I were not there, so have no comprehension of how events occurred. A comment like yours is totally unnecessary,.

Ben, each of the three grabbed a line and did not have a choice as to which order they were yanked off the upturned cat. There was no means of communication. Three people in survival suits in the dark look much look much alike.

I commend the crew for being so well prepared and professional. I know Charles and Carolyn and can vouch for their competence and experience and Bert sounds amazing. When all is said and done the three crew lives were the priority. Anything could have happened so some was just luck, but when the boat flipped and no one was knocked out, they kept their calm and did what they had to do. I can only say congratulations.

Glad everyone is okay. If you find yourselves in the Keys wanting to go for a sail, shoot me an email [email protected] . Jammy

Bar stool captains have no idea what it’s like offshore. Yall did a great job and are very lucky.

I asked if the A57 would be better suited with a Mizzen mast and shorter main mast, as an ocean going cruiser, as a sensible question for would be buyers but no response. I have travelled on two masted catamaran, Elcie, similar style to the A57 and it would have survived a similar situation.

@Spud: Ketch-rigged catamarans are pretty rare these days. Given that Leopard was well-reefed at the time, I’m not sure a shorter rig or more masts would have saved her from being capsized. As I noted above, it sounds like there was a good chance she might have flipped even with all her sails down.

Could the roar have been a breaking freak wave with wind associated with its breaking crest?

The Devillier NZ designed catamarans, intended for the Roaring Forties, are ketch rigged and are similar in style to the single masted A57 and gunboats, both of which have suffered multiple tip overs and which, in contrast to the Devilliers, have a long distance from the end of the boom to the stern and this leads me to think, in single mast mode, the mast should be placed further aft, behind the cabin perhaps, like it is on my Prout 46, for instance. I accept a ketch rig costs more than a single rig but may be essential on catamarans longer than 50ft. James Wharrem seems to think so. Just trying to get some expert advice on this.

Excellent article. Glad they are OK. It says a lot that they are so respectful of each other after such a harrowing experience. Sure sound like it could have been a tornado.

This boat is in the news again today as it was just found off the coast of North Carolina. My local news station has an article about it. I went to Google to find more info about it’s past and landed here. The link is below: http://www.witn.com/content/news/Yacht-missing-for-five-months-found-off-Cape-Lookout-421310014.html

the story said it was lost but I found it on the 22nd of april 78 miles off port canaveral and reported it to the coast guard

Ditch bag ? But didn’t have passports in it ? But an excellent job of no human loss

Yes …I forgot that basic point, plus others such as a spare pair of reading glasses, tethering all contents of bag, tethering bag and immersion suits and small scuba tank with a surfboard leash etc. Many lessons learned which I’m happy to pass on, including suggestions for designers/builders etc

Almost a year to date the ditch bag is secured to deck He learned his lesson well

Inside the 39m camouflage catamaran explorer The Beast

With a camouflage paint job, commercial looks and a 19-tonne fishing boat on the back, The Beast is, by the admission of her owner Sir Michael Hill, “a little bit different”.

Driving over the Harbour Bridge in Auckland, New Zealand, a cluster of superyachts in the nearby marina catch the eye. But it is not so easy to make out The Beast . With her military-style camouflage paint job, this 39.2-metre, 493GT catamaran is harder to spot at a distance.

“I knew if I ever built another yacht, I’d go for something a bit different,” says Kiwi jewellery entrepreneur Sir Michael Hill, who previously owned 34-metre Alloy Yachts VvS1 (now Akiko ). Andy Grocott, Hill’s long-time captain, chimes in: “We’d discussed a new build for quite a few years, but VvS1 was a great boat and each time we looked into building or purchasing a replacement it came down to what size tender we could practically fit on deck.”

And then came a 13-metre composite game fishing boat – now dubbed the “Baby Beast” – which Hill had begun building as a chase boat for VvS1 . When the opportunity to sell VvS1 unexpectedly arose, Hill and his wife, Lady Christine, committed to a new build that could take their new fishing boat with it.

“We’d started to build the Baby Beast and the next challenge to consider was how we were going to get the game boat to the areas Michael and Christine like to go – and that was really the impetus to build a vessel like The Beast ,” Grocott says. “To not be restricted by transport routes or the storing of cradles, but to be able to take it anywhere we want to go. Finding a yacht to carry this on was not going to be easy.”

A 34-metre Australian offshore survey catamaran named Offshore Guardian , designed by naval architects LOMOcean Design , had caught Hill’s eye. The catamaran’s design ticked the boxes, and Hill hatched a plan to build a yacht that drew influences from the commercial world but with a high-end interior. He chose LOMOcean to make it a reality.

A proud New Zealander, Hill was keen to support the local marine industry. The more surprising part of that decision was that he opted to work with Profab Central Engineering , a landlocked yard that specialises in commercial projects, rather than a traditional superyacht builder, but the yard’s commercial expertise and an attractive price point swung it. The yacht was built in two parts at Profab’s yard in Palmerston North, and was then trucked 40 kilometres to the coastal city of Foxton, where it was assembled and launched. The interior, meanwhile, was completed at a third location, in Whangarei, before being dropped in.

Although Offshore Guardian was the inspiration, The Beast is a major evolution from the original design. “If you eyeballed them both from a distance, forgetting about the paint job, they look pretty similar, but up close there’s a lot of difference,” says Craig Loomes, director of LOMOcean. “We started from the same base, but then it got a bit longer, then a bit wider, and we ended up at near enough 40 metres, but the beauty of a custom design is that the client/owners do have the flexibility to build their dream.”

The LOMOcean team took time to understand what worked and what didn’t with VvS1 and translated this to the new build. “We still loved the look of VvS1 so there are some similarities on The Beast ,” says Hill. “ The Beast is much wider than VvS1 , which gives a huge amount of space, and it’s such a stable platform. We love it.”

The resulting boat is a vast catamaran, with explorer influences in its design and a 15-metre industrial-style aft deck that is now home to the Baby Beast, various watercraft including an amphibious vessel, and two heavy-duty cranes. “We don’t like sitting around, and The Beast is absolutely designed for adventure,” says Hill, a keen fisherman. “We’ve packed her with all kinds of water equipment and everything for fishing, from freezer rooms to live bait tanks. Even though the boat is only 39.2 metres, the 12-metre beam is huge, so there’s so much space.”

Commercial crossovers include a dynamic positioning system, not commonly seen on pleasure boats of this size, which will prove a real boon when Hill enjoys some deep-water bottom fishing. The catamaran hull has impressed both captain and owner with its efficient performance and lower running costs. “It’s a very different motion to VvS1 , but the stability is amazing,” says Grocott. A range of 5,000 nautical miles when cruising can take her easily from New Zealand to Panama, “though we could probably achieve 7,000 nautical miles if we nursed it”.

Building a yacht around the heavy fishing boat was no easy task. “A lot of work had to go into the logistics of carrying the Baby Beast on board because taking [19] tonnes on and off the aft end of one side of the boat has an obvious effect on the trim,” says Andre Moltschaniwskyj, director of LOMOcean Design. “That meant things like ballast systems were really important to get right.”

Striking the right balance between a commercial and luxury vessel also proved challenging at times. “Initially the idea was to have a commercial vessel exterior and a luxury vessel interior,” says Moltschaniwskyj, “but of course we quickly realised the outdoor spaces are an extension of the interior and needed to be of a particular standard that far exceeded the commercial benchmark.” Outdoor areas include a sheltered dining space on the upper deck, a large sundeck with a bar and teppanyaki grill – a feature that carried over from VvS1 – and a sheltered retreat on the aft deck.

The Beast’s interior is a relaxed haven that was created by the Hill family. “The style of the interior is a progression of all our previous boats and house designs,” says Hill, “and was designed by Christine, myself and Monika, our daughter-in-law, who has an excellent eye for colour, detail and finishes and was a great sounding board throughout the whole design process. We were not influenced by what are generally described as superyachts, and The Beast is more an exploration vessel – the colours are muted and tonally relaxed inside and out, while the exterior ‘camouflage’ stripes give the appearance of a military vessel.”

Functionality influenced every aspect of the design, and since taking delivery Hill has been delighted with how the dream has translated to real life. “We love the fact there are several ways around the boat and different dining areas on different levels,” he says. “Even with a full house there are places for solitude.”

A dark colour scheme with grey fabric and oak-style veneer panelling on the walls and floor is offset by colourful pieces of artwork, many by Lady Christine. “We’re not overcomplicated people, but the interior is beautiful and all the colours blend together nicely,” says Hill.

A favourite spot is a work area on the upper deck, with a painting station for Lady Christine and a desk for Sir Michael. A triangular table dictated the design of the open-plan dining/galley area and adjacent saloon. “That whole area is designed around that one piece, which makes that corner of the boat a real centrepiece and connects the dining and lounge spaces nicely,” says Moltschaniwskyj. The end result is an inviting dining area that can be closed off from the open galley as needed, leading into a relaxed lounge space. “The owners enjoy interacting with the chef and the galley, so that open layout was important to them,” says Grocott.

LOMOcean worked cleverly within the constraints imposed by two hulls. While there were some limitations owing to hull width below the main deck, spaces do not feel overly small. The master suite, one of five cabins, is on the main deck, while grandchildren have a dedicated bunk room on the lower deck. Throughout the vessel a defining feature is an abundance of storage, including cavernous underfloor spaces that stretch the depth of the hulls.

Following sea trials, The Beast headed for the Pacific islands, where the Hills put her to good use. “Her extended range is important in this part of the world with so many remote and secluded destinations,” says Fleur Tomlinson, charter broker at 37 South. It means there is really no limit as to where she can cruise.”

Whenever you think the superyacht industry has done it all, along comes something to surprise you. Hill has owned 11 boats and built six, and his experience is evident in The Beast , a showcase for what an unrestrained vision can deliver.

First published in the October 2019 edition of BOAT International

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The Search For Meaning Starts Here

If you’ve been left wanting more from the sailing performance of current production charter catamarans or have been unimpressed by the confined and unwelcoming living spaces of racing vessels, the Tao 452 is your answer. It has been expertly crafted to achieve the perfect equilibrium between on-anchor comfort and on-water performance. She’s swift, robust, secure, incredibly comfortable for extended stays, user-friendly to operate, and straightforward to maintain.

The Tao 452 represents the evolution of Hill’s earlier 421 design, which later became the Balance 451. With a slimmer hull fineness ratio, extended and sleeker bows and sterns, and the addition of dual high aspect ratio daggerboards alongside two shallow fixed mini-keels guarding her rudders and sail drives. She is engineered to be the swiftest yet most spacious and luxurious mid-sized performance production catamaran available today.

The quality of the Tao 452 exudes yacht-grade excellence in every aspect and becomes evident the moment you step inside our factory or inspect one of our yachts at an upcoming boat show. For those who harbor a genuine passion for sailing, for those who revel in the art of mastering all points of sail, and for those who seek unwavering reliability, even in the most adverse weather conditions—the Tao 452 is unequivocally your vessel of choice.

Specifications

Base Price $649,000
Overall Length 44.8ft / 13.6m
Waterline Length approximately 39.53ft (~11.98m)
Beam 23.33ft / 7.07m
Draft – Fixed Keel 3.83ft / 1.16m
Draft – Centre Board Up 2.75ft / 0.85m
Light-ship Displacement 10,500 kgs (estimate, no optional equipment)
Steering Station Hydraulic Steering
Underwing Clearance 2’6" / 0.80m (light-ship estimate, no optional equipment)
Diesel Sail Drives 2 x Beta Marine 38hp (Kubota) engine + TwinDisc 60 saildrive
Fuel 110 gallons / 417 litres
Fresh Water 84.5 US gallons / 320 litres

EXTERIOR / LAMINATE:

Finish: Full female moulded hulls & decks, exterior gelcoat finish with moulded non-slip surface on deck areas.
Hull Laminate: 100% Vinyl Ester (Modified epoxy) resin infusion laminate. 100% structural foam core composite.
Deck Laminate: 100% vinyl ester resin and e-glass, vacuum bagged. 100% foam core. No structural wood or balsa core used. High density foam core and aluminum backing plates used for mounting deck hardware. Vacuum bagging or resin infusion is used extensively in the build.
Bulkheads 100% vinyl ester resin E-Glass laminate / foam core vacuum bagged or resin infused

Mast/Boom/Sails

Selden Mast: Clear anodised aluminium mast and boom. Single Spreader, 7/8 rig
Halyards: Main halyard Main halyard 2:1 in 12 mm Dyneema rope: Heavy duty shackle; Jib halyard: 12 mm Dyneema rope; Screacher Halyard (12 mm 2:1 Dyneema); Topping lift: 10 mm dyneema rope, Heavy duty shackle; Spinnaker Halyard: 12 mm Spectra rope with snap-shackle spliced to end.
Boom outhaul
2 x mainsail slab reefing fitted (3rd reef available)
3 Block mainsheet system (port & starboard mainsheets)
140% Genoa to adjustable lead tracks. Jib sheet leads aft to starboard cockpit aft winch (electric) winch station (both genoa sheets) for easy tacking . Furler by Selden.
Self-tacking headsail (blade) deck hardware available. Curved headsail traveler track with end stops.
Sails by Neil Pryde:
Dacron Mainsail, fully battened. Luff adjustable batten end caps. Fibreglass sail battens (5). Roller bearing batten cars.
Dacron Genoa
Lazy bag cruising mainsail cover with integrated lazy jack system is optional (not supplied as standard equipment. Choice of colors from Neil Pryde)
LED deck spreader lights
LED mast up-lights from spreader
LED navigation at deck
LED tri-color navigation light at mast-head
LED anchor light
LED steaming light
LED foredeck light
Self-tailing winch (#45) at mast for spinnaker, screecher, jib halyards and topping lift

The salon area on the Tao 452 offers comfortable accommodations with a spacious galley, ergonomic couch, and ample headroom throughout.

Deck Equipment

Recessed Deck Hatches (10 in total)
2 x Foredeck hatches, 2 x Forward cabin hatches, 3 x Saloon cabin hatches (plus opening windows), 2 x Aft bathroom hatches, 2 x Aft Cabin hatches
Fiberglass Deck Hatches: Forward anchor & storage hatches x 4
Cockpit storage hatches (x3)
8 x docking cleats
1 x Heavy duty mooring cleat on catwalk
2 x Heavy duty bow chocks (port, starboard)
Mast base turning blocks. Main halyard & sail controls to cockpit.
Spinnaker sheet bow blocks
Rope clutches – Lewmar or Spinlock brand
Sheet winches: 3 x 50EVO (Lewmar)– 2 speed self-tailing (electric winch for main halyard & jib optional)
Stanchions/Rails: High quality stanchions, bow rails and stern rails with 2 life-lines.
2 x transom access gates with pelican hook releases.
Aft swim ladder (1) folding stainless ladder
Aft swim shower with hot/cold water (1)

FORWARD BEAM, CATWALK AND TRAMPOLINES:

Alloy Forward beam (Selden)
1 x Mooring chock above forebeam
1 x Anchor roller under forebeam
Catwalk in fiberglass composite
Plastic coated trampolines with dyneema lines

AFT BEAM & COCKPIT & DECK

Moulded cockpit sole with large opening doors to saloon
Carbon fiber reinforced, foam core bimini top with helm opening
Bimini overhead lights
Non skid deck with water tight engine hatches with SS gas struts
UV quality vinyl seating for 8 people.
Built in storage box under cockpit seat
Aft cockpit sink with hot & cold water
Cockpit refrigerator (optional)
Walk up transom entry port & starboard.
Davits with pulley system for dinghy (optional)
BBQ mounting compartment (BBQ is optional)

Spacious beds with athwartship layout allows you to comfortably get off the bed from either side.

HELM & RUDDER SYSTEM

Raised helm station with twin helm seat
Hydraulic steering
Stainless Steel Steering Wheel (Carbon fiber optional)
Compass with dedicated back-light switch
Engine gauges
Engine controls (throttles/gear shift)
Digital engine NMEA 2000 interface (optional)
Fuel gauge NMEA 2000 interface (optional)

INTERIOR FINISH

Cabinetry in matte finish maple wood honeycomb composite construction
Hull sides and cabin top lined with soft vinyl
Floors: Common area soles simulated timber. Cabin soles simulated timber.
LED lighting with dimmer
Matte finish timber dining table
Upholstered surround settee
Matte finish timber chart table
Windows in UV grey toughened glass
Overhead hatches (3), window hatches (2)
Saloon / cockpit doors: polished stainless steel framed glass sliding doors
Spacious galley with composite counter surfaces, timber finished light-weight honeycomb composite doors and drawers
Three (3 ) burner LPG stove. Stainless steel pot holders.
Sink (rectangular deep single sink)
Pressure hot & cold fresh water system. Single lever mixing tap.
Refrigerator / Freezer: Double door Fridge-Freezer.
Under bench storage with polished timber door fronts & cutlery drawers.
LPG solenoid control in galley
Timber doors on all private cabins (lightweight honeycomb composite construction), stainless steel hardware
Port & Starboard fwd cabins : queen sized island bed in each
Aft Port cabin : Queen sized bed or Single bed if office option
Mattresses 150mm (6” ) quilted foam upholstered.
Cabins lined with vinyl or gelcoat surfaces
Recessed 24 volt lighting (LED)
Courtesy lighting (LED)
Reading lights (LED)
Storage compartments and drawers (lightweight honeycomb composite, timber veneer)
Polished lockable doors
2 heads full size electric (quiet flush optional)
Holding tanks discharge by deck pump out (to shore vacuum pump) or by ships’ pump directly overboard (note: lockable Y-valve selector)
Pipes, skin fittings and sea-cocks are easily accessible built to ABYC recommendations
Vanity basin with pressure hot & cold water
Wall mounted shower head & mixer tap
Shower with direct overboard discharge by electric diaphragm pump – no bilge pump to clog or clean
Cupboards / shelves in each head
Toilet roll holder, towel rack & mirror mounted

LIGHTING/ELECTRICAL SYSTEM

DC electrical switch panel (Blueseas) with circuit breakers, LED indicator lights and voltage & battery monitoring display.
Marine grade tinned electrical wiring with extensive use of heat sealed connectors
Engine start batteries: two independent batteries (AGM glass mat), emergency parallel
House batteries (24v): Lithium (Victron LIPO 10kw optional and recommended), standard AGM 4800 watt deep cycle
Remote controlled heavy duty battery isolation switches
LED lighting throughout including dimmable down lights in cockpit and a red/white dome light in cockpit
LED courtesy lighting in cockpit (optional)
3 x 12V accessory outlets (Helm, Nav Station)
USCG approved LED navigation lights on bow/stern, steaming light on mast
USCG approved LED mast tri-color navigation light
Foredeck floodlight mounted on spreaders (LED)
Mid-deck spreader down lights (LED)
Mast up-light (from spreader) (LED)
Mast head anchor light (LED)
30A 110v/60hz (or 15A 230v/50hz) shore power

PLUMBING/FRESH WATER TANKS

Pressure hot & cold water system. Hot water storage system (40 litre / 11 gallons) . Hot & cold water to galley and both bathrooms.
Galley fresh water tap is lever type
Deck fill for fresh water tank
Fresh water pump with pressure accumulator (Jabsco)
Automatic electric bilge pumps (4 x 2000 gph + 2 x 1000 gph + 1 x 750 gph)
Bronze through-hull fittings, bonded
Electric sump pump for shower drains
LPG bottles aluminum (optional)
Fresh water tank gauge
Black water tank gauge
City water connection (optional)
Twin 38hp saildrive diesel engines. Fresh water cooling, rubber isolation mounts on reinforced fibreglass bed (24v secondary alternators)
Sound insulation to engine rooms
Two bladed propellers (optional folding 3 blade propeller upgrades available)
Engine controls at helm station. Remote electric start at engine controls.
Fuel tanks: Total 417 litres in pressure tested aluminum tank. Fuel gauges fitted.
Water intakes for engines protected by large strainer with easy access (1 per engine)
Primary Racor ( or similar) water separator / fuel filters, secondary engine fuel filters
Console mounted engine instruments with electric tachometers, engine monitoring & warning systems, engine hour meters
NMEA 2000 engine interface optional
Steering compass (Ritchie Helmsman)
Raymarine instruments and marine radios optional available

ANCHORING / MOORING

Lewmar CPX-3 electric anchor winch with chain & rope gypsy. Easily accessed in bow anchor locker
Storage for primary anchor is provided in a specially designed anchor roller under the forward beam.
Anchor winch has foot switch at the bow plus an optional remote up / down control

ANTIFOULING / STRIPING

Hull and waterline striping
Epoxy barrier coat and antifouling paint (optional)
Decals on each hull and stern.

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Tao 452 Deck Layout

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Tao 452 Owners Layout

Tao 452 4 Cabin Layout

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Recent News

The multihull company announces the sale of the first pre-owned balance 482.

The Multihull Company is pleased to announce the closing on the Balance 482 "SeaLife" We wanted to take a moment and thank her new owners on their amazing new catamaran, and to also congratulate our team handling the sale. TMC agent Andrew Hodgdon successfully represented the buyers on the sale of the vessel, while TMC CEO Will Miller represented the...

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Visit Us at the 2023 Miami Boat Show

The Multihull Company is thrilled to announce our participation in the Miami Boat Show, taking place on February 15-19, 2023. As one of the premier boat shows in the world, this event is the perfect platform for us to showcase our wide range of high-quality multihulls for sale. We are committed to providing our customers with the best experience possible,...

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Join Us At The Annapolis Boat Show Aboard the Voyage 590

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Ian Edmonson Joins TMC As Yacht Broker in Fort Pierce, FL.

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The Multihull Company Opens New Office in Virginia

We are thrilled to announce that Alan Prater has joined The Multihull Company team as a Yacht Broker in Virginia covering the Hampton Roads area of Virginia. With a lifelong passion for the water and a career spent in the US Navy and as a maritime training professional, Alan brings a wealth of experience and expertise to our team. Alan...

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We take pride in our happy customers

Your team delivered on every mark. You’ve got an amazing broker in Mark Wattrus and I’m confident you will have continued success moving forward together. He was available 24/7 whenever I had questions. We had a great initial visit on the boat and his marketing plan and photos were superb

I bought a yacht that I had never seen. I did this because I trusted my broker Andrew Holland. It was not an easy job for Andrew, as I am an experienced boat builder and owner of previous yachts, but work in West Africa. Imagine how hard it was to communicate what I was looking for. Andrew came up with exactly what I wanted. He dealt with time delays, all my questions at odd hours, and was there for the survey. He reported honestly and professionally. After buying the yacht, I arrived at the boat on a Sunday night, after dark, after travelling from West Africa to the Caribbean, and found it was better than expected. He never pulled punches and made me aware of shortfalls. I expected to spend my one month leave working on the boat, but actually spent less than one week, and was able to spend 3 weeks sailing – wonderful bonus.

Thank you Andrew for putting up with all my questions, all my worries and all my crazy out of the time zone concerns – you were totally professional, but also I know that if and when we meet up, it will be like a friend finally meeting. You are always welcome on Aseka.

— Beverly Cory

Outstanding company with professional subject matter experts. If I were to buy or sell cruising sailboat, particularly a catamaran, Andrew would be my go to broker.

I have been sailing since I was a child and attended Massachusetts Maritime Academy. But when my wife and I began the process of purchasing an ocean cruising/racing catamaran, I realized that this is a world unto itself. Obviously, we needed to find someone knowledgeable to help us make an informed decision. More importantly, we needed someone honest and willing to put our interests before his or her own. I was lucky to work with Phil Berman at The Multihull Company. He repeatedly shunned the fast buck, choosing instead to work the long road to connect us with the “perfect boat”. I would be glad to recommend Phil and his company to anyone planning to purchase or sell a performance sailing machine.

— Eric Boutiette

Andrew Hodgdon was our broker when we bought our 2018 Lagoon 450F in Antigua in April 2922. He provided great service and was very attentive to our needs. We would highly recommend Andrew and the Multihull Company.

Trust & Expertise About Us

Successful relationships cannot exist without it. At The Multihull Company we base every relationship on a firm commitment to earning and retaining our client’s trust.

Advice of any kind is valuable only when grounded in hard-won expertise. It too, must be trustworthy. Trust and expertise define the heart and soul of The Multihull Company. We are a team of skilled professionals who thrive on providing expert, trustworthy advice and service to catamaran and trimaran sailors around the globe.

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Moscow City Hall

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5* Hotel SO/ Floors 1-7

The ground floors of the building are home to an entire resort. 24 hours a day, seven days a week, residents of Poklonnaya 9 can enjoy the high-class comfort and care of the hotel SO/ Moscow

APARTMENTS Floors 8-28

The spectacular building towers over its surroundings and allows you to enjoy stunning views from the panoramic windows of the residential apartments in three design styles

PENTHOUSES Floors 29-32

The top floors of the Poklonnaya 9 building are a collection of 16 penthouses. Your life will unfold 100 metres above the ground: this is what the name CLUB 100 reflects

The new height in the city’s history

PREMIUM CLASS APARTMENTS WITH 24/7 SERVICE

EXCLUSIVE FIVE-STAR HOTEL SERVICE FROM SO/ MOSCOW

SPEND A DAY AT Poklonnaya 9

VIDEO ABOUT THE PROJECT

5 HOTEL SERVICE IN YOUR HOME

EXCLUSIVE FROM SO/ HOTEL & RESORT

LOBBY LOUNGE

PANORAMIC SWIMMING POOL

THE LOWER LEVELS OF THE BUILDING HOUSE THE AMENITIES AND SERVICES OF A FIVE-STAR HOTEL. HERE YOU’LL FIND THE BEST POSSIBLE CUSTOMER EXPERIENCE WITHOUT SACRIFICING YOUR HABIT OF GETTING THE MOST OUT OF LIFE.

THE FREEDOM TO ENJOY LIFE

EVERY DAY AT POKLONNAYA 9 LENDS ITSELF TO A REMARKABLE START AND A MEMORABLE FINISH, EVEN IF ONE DOESN’T LEAVE THE PREMISES. THE FLAWLESS AMENITIES AND INFRASTRUCTURE OF THE BUILDING PROMOTE A VARIETY UNDERTAKINGS AND INCLINATIONS, BE IT AN ENERGETIC INTENT TO BURN SOME CALORIES OF A LONGING FOR QUIET CONTEMPLATION.

FLAWLESS INFRASTRUCTURE

DAY SPA, HAMMAM AND SAUNA

SWIMMING POOL, YOGA AND FITNESS ROOM

LUXURIOUS RESTAURANTS

MULTI-BRAND FASHION BOUTIQUE

THE MAJESTIC AND REFINED STRUCTURE OF POKLONNAYA 9 DOMINATES OVER ITS SURROUNDINGS, ITS FLOOR-TO-CEILING WINDOWS LETTING LIGHT INTO THE APARTMENTS AND PROVIDING THE RESIDENTS WITH SPECTACULAR VIEWS OF SPARROW HILLS, THE MOSCOW CITY INTERNATIONAL BUSINESS CENTER AND VICTORY PARK.

A PLACE OF POWER OVERLOOKING THE PLACE OF GLORY

KUTUZOVSKY AVENUE 2 MINUTE WALK

VICTORY PARK 5 MINUTE WALK

TARAS SHEVCHENKO EMBANKMENT 15 MINUTE WALK

MOSCOW-CITY 20 MINUTE WALK

KUTUZOVSKY AVENUE

VICTORY PARK

TARAS SHEVCHENKO EMBANKMENT

MOSCOW-CITY

2 MINUTE WALK

5 MINUTE WALK

15 MINUTE WALK

20 MINUTE WALK

KUTUZOVSKY AVENUE, A MAJOR ROAD CONNECTING THE HEART OF MOSCOW TO THE SCENIC SUBURBS, IS JUST A TWO-MINUTE WALK AWAY.

A NEW DIMENSION FOR THE GOLD STANDARD IN ARCHITECTURE

ARCHITECTURE AND INTERIORS BY TABANLIOĞLU ARCHITECTS

LEADING ARCHITECRURAL STUDIO WITH A WORLDWIDE PRESENCE

INTERVIEW WITH THE ARCHITECT

INTERVIEW WITH THE INTERIOR DESIGNER

LARGE WINDOWS OFFER ROMANTIC VIEWS TO THE NORTH, SOUTH, EAST AND WEST, FILLING THE LIVING WITH PLENTY OF LIGHT. YET YOUR EXUBERANT DELIGHT WILL BE THE ONLY CAUSE OF VERTIGO AT THESE HEIGHTS, WHICH CAN NEVER REALLY STARTLE YOU, FALLING COMPLETELY UNDER YOUR CONTROL.

THREE INTERIOR DESIGN STYLES TO CHOOSE FROM

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“Poklonnaya 9” has been completed

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Part 3
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ORC 57 - Increased DNA for even greater sensations

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THE MULTIHULL COMPANY ANNOUNCED AS DEALER FOR THE VOYAGE 590

6 Great Starter Catamarans

The Multihull Company Named Exclusive Dealer for Dolphin Catamarans and their New Model, the Dolphin 380

Visit Us at the 2023 Miami Boat Show

Introducing the Tao 452: On Display At The Annapolis Boat Show October 12 – 15, 2023

Join Us At The Annapolis Boat Show Aboard the Voyage 590

Ian Edmonson Joins TMC As Yacht Broker in Fort Pierce, FL.

The Multihull Company Opens New Office in Virginia

We take pride in our happy customers

— Beverly Cory

— Eric Boutiette

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Global Locations

Moscow City Hall

Moscow City Hall Reviews

5 HOTEL SERVICE IN YOUR HOME

THE FREEDOM TO ENJOY LIFE

A PLACE OF POWER OVERLOOKING THE PLACE OF GLORY

A NEW DIMENSION FOR THE GOLD STANDARD IN ARCHITECTURE

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