Chris White Designs

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Atlantic 57 Catamaran

Frank Middleton, owner of A57 Nogal, is circumnavigating with his family and friends. Here's what he had to say about their Atlantic crossing:  "By the way, the boat handled like a dream on Atlantic Crossing (Canaries to Caicos) - 3700 miles in 17 days, in spite of the fact that we blew out the A3 after 8 days and stopped to catch a ton of fish along the way. We hand steered the entire trip and never handed the wheel over - my crew literally fought for time on the wheel the entire way - averaging 9-11 and surfing at 20...What a boat!"

You can follow their travels at  TeamNogal . 

"Fast, Safe, and Comfortable"

Chris White Designs A57

While other catamaran designs are packed with trendy features and try to appeal to people looking for the sizzle rather than the steak, we put a perfect steak on the platter and hand you a sharp knife.

The Atlantic 57 is a refinement of the proven Atlantic 55. While the interior layouts of the A55 and A57 are nearly identical, there are a variety of changes that improve the already fantastic performance of the Atlantic 55.

Adding a little hull length is almost always a benefit to a catamaran, and in the case of the A57 the additional length also allowed a slight increase in the fore triangle area. Adding sail area to the staysail helped to fill the gap in wind range between the small self tacking jib and the larger genoa.

Another interesting modification was the change to asymmetrical daggerboards. The A55s used either swing up centerboards or symmetrical daggers. Both worked well, but it seemed that windward performance could be ratcheted up from excellent to spectacular by using a daggerboard that created extra lift. The result is evident when sailing the A57 to windward as she makes no noticeable leeway.

Chris White Designs A57

Additionally, the A57s are lighter due to refinements in construction techniques and materials, and changes in installed equipment. The A57s are coming in about 1500 lbs lighter than the A55s, which translates into several percent more boat speed under sail.

Diesel propulsion is provided by twin 55 HP engines coupled to saildrives and three blade folding props. The A57 can go nearly 11 knots at full power and has fantastic fuel economy cruising at 8 kts.

While aluminum spars can be used, all of the A57s thus far are equipped with carbon fiber masts. While the cost is higher than metal spars, there are benefits to a carbon mast.  It is lighter weight than aluminum and often is quite a bit stiffer, which reduces the need for precise rig tuning. The Atlantic cats with carbon rigs do feel different sailing through waves, and in most conditions it is an improvement.


The actual construction process of building an A57 is every bit as important as the design. Without proper execution, the greatest catamaran design in the world will be just one more ordinary boat.

The Atlantic 57 is currently built by Alwoplast, SA , with vacuum bagged glass and carbon fiber using 100% epoxy resin and foam cores. There have also been several A57’s built in the USA by Aquidneck Custom Composites . Both of these builders exercise great care in making sure that the epoxy composite structure is properly fabricated and the designed weights are maintained. Just as important, their business models keep overhead costs low and allow for the expenditure of many thousands of man hours devoted to careful fairing and painting of interior hull, deck and bulkheads rather than the quick and heavy “cover up and hide” process commonly employed by the large manufacturers. The added care and quality control is immediately evident. Check out the photos, or better yet arrange for a visit.

Cerulean Aft Deck

There are certainly differences between sailing a 42’ and a 57’ cat, the main one being that you need to follow the correct procedures for sail handling on the larger boat. On a smaller boat someone’s  physical strength can overcome sloppy seamanship.  But there are limits to what one person can muscle around. When sailing a cat like the A57 alone or with just one crew you need to let the boat do the work by guiding her carefully and pulling the strings in the correct sequence. This is not difficult to learn and is just part of the natural process of getting to know your boat.

In summary, if you are looking for a high performance cruising cat that is big- but not too big- you've just found it. Performance of the Atlantic 57 under sail is far superior to any of the cats made by production builders. The Atlantic 57 has also demonstrated equal performance to significantly more expensive one-off catamarans such as the Gunboat 66.

While stellar sailing performance is important and highly sought after, it is only half the story. Safety, durability, comfort underway and at anchor matter every bit as much to the cruising sailor. The Atlantic 57 excels on all counts.


Length Overall 57'
Beam 28' 4"
Draft board up 3' 5"
Draft board down 7' 10"
Wing Clearance 41" at Design W/L
Displacement 26,500 lbs
Pounds per inch immersion 1,810 lbs
Sail Area Main 983 sq/ft
Sail Area Blade Jib 438 sq/ft
Sail Area Genoa 810 sq/ft
Sail Area Spinnaker 2,300 sq/ft
Masthead to waterline 78'

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Atlantic 57

  • By Tom Linskey
  • Updated: June 4, 2008

hill 57 catamaran

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.

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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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ATLANTIC 57 CAPSIZE: More Details on the Fate of Leopard

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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.”

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

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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 ….”

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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.

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Ahoy, Thanks for the good story!

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

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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…

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

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

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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,.

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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.

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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.

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

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

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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.

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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.

' src=

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.

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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:

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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

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

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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

' src=

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

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Chris White Designs “Leopard” Atlantic 57

Leopard - Our second Chris White Atlantic 57 Sailing Catamaran.

Launched in the spring of 2008, leopard is an incredible sailing machine. We took a page from our race boat heritage and constructed her from uni-directional S-Glass and Carbon in lieu of the stitched and woven E-Glass fabrics used on our Lely and other Chris White designed cats. Her hi-tech structure is well complimented with an aircraft grade Cherry and Nomex cored interior by East Coast Interiors of Dartmouth, Ma. Leopard launched on May 28’th 2008 and 11 days later was along side in Hamilton, Bermuda. Leopard passaged Newport, RI to Bermuda in 61 hours – Not too shabby for a cruising boat!

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Skipper Recounts Capsize 57-foot Atlantic Cat

hill 57 catamaran

Charles Nethersole has been a professional sailor for decades, and in addition to racing commitments and deliveries, hes accrued 14 years of sea time as a professional captain aboard 55- and 57-foot, Chris White designed, Atlantic catamarans.

Hes seen a wide range of conditions, but on November 16, 2016 he and two shipmates found themselves in the grip of something very different. In what seemed to be the span of seconds, the crew aboard the 57-foot Atlantic catamaran Leopard heard a freight-train-like sound, the windward hull lifted and continued to rotate-abruptly inverting everything.

PS technical editor Ralph Naranjo met Nethersole at this years Safety at Sea Seminar held at the Charleston Yacht Club in South Carolina earlier this year. The night before the event, he gave Naranjo a vivid rundown on just what happened aboard Leopard, which was 400 miles north of the Dominican Republic when the capsize occurred. During Naranjo’s seminar, Nethersole took the stage and described the capsize, which is recounted on Charles Doane’s blog .

Nethersole said crew had been monitoring a low pressure system well to the north, tracking its cold front. It was about 7 p.m.. The sun had set. The boat was heading about 150 degrees, making about seven knots. He noted that the veering breeze that had been varying in intensity form the high teens to the upper twenties.

The crew had tucked two reefs into the main and the staysail was roller-reefed to its second reef position. The autopilot was steering efficiently and Nethersole had just bared off slightly, retrimmed the main and twisted off the top of the sail to spill more breeze, to ease the motion for the cook who was preparing dinner below.

The cause of the capsize has been debated by meteorologists and bar-bound sailors alike. Some suggest that a volatile tornadic waterspout overwhelmed the vessel while others blame a microburst associated with an outflow boundary from the front.

In either case, it likely took about 70 knots of wind to defeat the cats righting moment and small amount of sail set. What was clear is that Nethersole and crew had been sailing proficiently prior to the capsize and even more importantly, they did the right things in response to the disaster. Six months, later the inverted hull of Leopard was recovered of Beaufort, NC.

The actions of Leopards crew included, roughly in order:

1. Gather essential signaling and survival gear

2. Exit the inverted hull

3. Initiate a 406 EPIRB distress signal

4. Don dry suits or survival suit

5. Secure the inflatable dinghy between upturned hulls

6. Keep valise life raft undeployed in dinghy, but at the ready

7. USCG C-130 spotted the upturned cat and rerouted the M/V Aloe to rescue (10 hours to rescue)

8. Scale the merchant ships high freeboard (not easy)


An educational illustration of what can happen with a jackline positioned overly close to the rail—the subject can get thrown to weather and get dragged. In this instance the inflatable keeps the subject high and dry...but you get the point.

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  • 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)

hill 57 catamaran

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.

hill 57 catamaran

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).


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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  • Boat Reviews

Boat Review: M2 57 Sportfishing Catamaran

  • By Dean Travis Clarke
  • Updated: February 21, 2009



M2 – a five-year-old custom builder based in Rhode Island – offers the expertise of an international staff of designers and builders to help ease the process of building your custom yacht. The company touts exceptional communication as one of its strong suits, managing the building process from quotes to launch party while providing weekly financial reports, order schedules and build documentation, as well as welcoming at least one conference call with the entire design and build team each week. M2’s 57-footer represents its first foray into large multihull fishing boats, though it already produces several smaller outboard fishing cats, including 45- and 60-footers.

To build the 57, M2 brought together several performance catamaran designers from parts of the world where multihulls are the rule rather than the exception. With backgrounds in offshore performance racing, hull design and marine engineering, the M2 team members continue a long-standing and successful multinational marine tradition. Now, under the M2 brand name, Scott Jutson of Sydney, Australia, George Linder, a respected name in offshore powerboat racing, and M2 founders Paul Mihailides and Jim Cazzanni pooled their collective abilities to produce big, fast, rugged, offshore fishing boats. M2 builds the 57 in historic Bristol, Rhode Island, home to such famous boatbuilders as Herreshoff, Pearson and Hunt.

Made from advanced carbon fiber, Kevlar and epoxy, the M2 57’s construction provides approximately twice the strength-to-weight ratio of standard fiberglass. One thing many offshore anglers might find odd is that this first hull will be pushed by surface-piercing drives with five-blade cleaver props – most definitely a racing holdover. Plans call for the standard power to consist of twin MAN R800 diesels rated at 800 hp each, coupled with 1.5:1 gearboxes and surface-piercing drive units. However, options include the Volvo IPS system as well as standard props and shafts for more serious-minded fishermen. With the twin 800s and the surface-piercing drives, M2 expects a whopping top speed of 58 knots and a cruise of around 45. And even with all that speed, this boat’s fuel economy tends to be considerably more efficient than a monohull – on the order of 20 to 60 percent better.

Our experience also shows that when trolling or drifting in steep, beam seas, multihulls prove far more stable thanks to a wider length-to-beam ratio. And of course, with so much less wetted surface, the M2 57 should jump to plane much more quickly, cut through waves more smoothly and ride higher (less draft) than monohulls of equivalent size.

M2 already enjoys an established international reputation for creating luxurious interiors with well-planned ergonomics. Though catamaran living spaces generally seem somewhat alien to tradition-bound American anglers, you can’t deny the comfort and elegance with which M2 executes this space. Expect to see loads of leather and beautifully finished rare woods.

Obviously, being a builder of custom yachts, M2 will work diligently with every prospective owner to lay out the fishing areas of the 57 to suit individual requirements. Needless to say, nothing is out of the realm of possibility. But the true payoff comes when you run one of these catamarans in weather conditions that you’d never consider taking your monohull out in – that’s when the M2 57 will truly blow you away! – Dean Travis Clarke


LOA…… 57’3″ **BEAM…… 16’10” DRAFT…… 3’6″ Deadrise…… Planing catamaran Weight…… 39,000 pounds Fuel…… 600 gallons Water…… 180 gallons Power…… T MAN 800 hp** R800 common-rail diesels PRICE…… $3,447,000

M2 Motor Yachts / Coventry, Rhode Island / 800-547-1247 /

  • More: Boat Reviews , Sport Fishing Boats

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hill 57 catamaran

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hill 57 catamaran

2009 Atlantic 57 Catamaran designed by Chris White and built by Alwoplast in Chile. One of the 17 Atlantic 55/57 series built between 2001 and 2011. Boundless is a very comfortable, light, and fast boat. We bought her in 2018 with plans for extended cruising.


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Power Boat Magazine

Hill 17.5m -Voodoo – Catamaran


If you want a real buzz, then check out the 40-knot plus Roger Hill cat, Voodoo. It’ll blow your socks off!

I can almost count on one hand the number of times I have been in a non trailerable boat at over 40 knots. It’s not something you do often and but when it happens it’s something you always remember. The first was in 1991 in a Vindex 475 powered by a pair of MAN D2848LXE engines when we ran the measured mile at 42.9 knots. A year later I did 40.9 knots in a Vindex 375 with twin Volvo KAD42s and followed that a year later in a similarly powered Elite Cabriolet at 41.8 knots. In 1995 I went my fastest ever at that time, at 43.9 knots in a Genesis 3100, again with the same KAD42DP Volvo power. This speed is still the fastest recorded by a diesel powered production cruiser in New Zealand.

However, I had to go overseas to really move the bar up when I saw the electronic speedo nudging 46 knots in a Pershing 50 powered by twin 800hp MANs with Arneson surface drives a few years ago in Italy. If that wasn’t enough a year later I was back running another Pershing off the Italian coast, a 56 with twin 1360hp MANs and Arneson drives. I can remember pulling the throttles back a little after a blistering 49.5 knot run to a more sedate 35 knots, when the engineer, Marco, asked me if we had a problem. “No problem” I replied, “I just brought it back to cruise speed”. Marco leaned over and punched the throttles hard down. “There is no cruise!” he replied. Now that’s a boat with plenty of boogie.

hill 57 catamaran

It’s taken another five years to get back into the 40 knot bracket and what a buzz. Voodoo, the Roger Hill designed and Pachoud Yachts built is a rocketship and one for the adrenaline junkies. Okay, so 40 knots doesn’t sound like much when you are in a trailer boat, but in a 25000kg, 17.8m powercat it’s sensational! The design brief behind Voodoo was quite simple – a very high speed powercat that could run hard around the coast at speed but also be passage maker capable when the owner wanted to take a trip to Australia, Noumea, Fiji or somewhere where the water was a warm blue, fishing was great and the sun never stopped shining. 

It also had to be a basic single level boat with the saloon, helm, dinette and galley all encompassing, with accommodation areas down in the wide hulls.

The owner also wanted to be able to pick a shorter weather ‘window’ when passage making, having the speed to outrun any pending bad weather. Voodoo has the fuel capacity and range to go all the way from Auckland to New Caledonia, a distance of 1000NM at 30 knots. On the delivery trip from Tauranga to Auckland, Voodoo ran into some atrocious weather and according to builder Dave Pachoud it handled brilliantly. “We ran 30 knots up the coast, but at Cape Colville the seas were head on 3-5m with wind against the tide and we had to drop back to below 10 knots for an hour or so, before we managed to get the boat back on top and cruising again at 30 knots”, said Dave.

To get the speed required took more than bolting in a couple of high horsepower engines. It was a combination of the power, the drive, the hull design and importantly the foil. Foils are not common on pleasure boats but they are growing in acceptance and in the case of Voodoo have proven their effectiveness without question.

Foil assisted

The assist foil that helps Voodoo achieve her 40-knot sprint speed and flat running trim angle was designed by LOMOcean Design and adds to a growing list of boats thus equipped, including wavepiercer and conventional catamarans as well as a 12m power trimaran.

Andre Moltschaniwskyj of LOMOcean Design Ltd explains: “Fast boats generally use planing hull surfaces to gain dynamic lift at speed, shedding wetted surface and thus reducing drag. Planing surfaces aren’t however very efficient – the drag forces are high in proportion to the lifting forces generated. The use of a lifting ‘wing’ or foil is a much more efficient way to lift the weight of the boat – and hydro foils (the Boeing Jet Foil for instance) carry almost all of the boat’s weight on foils to maximize this benefit. Such systems are not very easy to reliably control – and using an ‘assist’ foil between two catamaran hulls to only partially carry the weight of the boat offers a good balance between improved efficiency and high levels of passive control, safety and reliability.”

The foil shape used on Voodoo is a simple plano-convex (flat bottom, evenly curved top) section – commonly used as an assist foil on catamarans around the world – which offers a very broad lift ‘bucket’. This means the lift force is spread relatively evenly over the chord length in comparison to more efficient foil/wing sections. This results in desirable progressive loss of lift characteristics as the foil approaches the surface of the water at high speeds and thus reduces the likelihood of breakout and sudden loss of lift as the foil moves from dense water to thin air.

Voodoo’s foil is made from carbon fibre and weighs less than 30kg – much lighter than an equivalent stainless steel version. At 40 knots, this lightweight, high tech strip of carbon fibre is supporting approximately half the weight of the boat and contributing towards the remarkably economical fuel burn figures Voodoo is achieving at speeds over 30 knots, predicted to be in the order of a 15-20% improvement over the same hull without foil assistance.

hill 57 catamaran

Ride quality benefits are another feature of assist foils, which help the boat to enter oncoming waves at a more favourable trim angle, but also offering some heave and pitch damping.

Future developments on Voodoo may involve making the foil dynamically adjustable, helping to tailor the angle of attack for most efficient lift/drag at varying speeds, but also to adjust the influence of the foil on hull immersion in rough seas to maximise ride comfort.

Drive system dilemma

The other interesting aspect of the drive train is the use of the Kiwi made Seafury model SF30 fixed surface drives, which again, like foils, are not mainstream but do the business when it comes to wanting to make your boat go fast. Put quite simply, surface piercing propellers operate half in and half out of the water in the planing wake region of a boat just behind the boat’s transom. Having the propeller at the surface level reduces drag and reduces the vessel’s draft, making surface drives suitable for many applications where the owner is looking to reduce fuel costs and increase speed.

There are advantages and disadvantages of running a surface drive and in Voodoo’s case it seems that the advantages gained in efficiency and performance at the top end were insufficient to counteract the disadvantages at the lower end of the rpm range. Soon after our run in the boat Voodoo was to have the surface drives removed, the engines slid forward on their bearers, the generator moved aft and conventional shaft drives and rudders installed. We hope to bring you a full report on the difference this made to the boat’s performance and fuel figures in a future issue.

Plenty of power

Power for Voodoo comes from a pair of C15 Caterpillar engines @ 850hp each. When the boat was first launched it ran just shy of 42 knots. If you want to go this fast then you pay the price with fuel used and while you may go a long way in a hurry it all costs. Voodoo cruises at around 30 knots and consumption drops to a more respectable 115 litres per hour per engine.

It is the long range cruise aspect that is very important to the owner and the fact that he can go long distances at higher than normal speeds, allowing him to outrun the weather patterns.

hill 57 catamaran

However, it looks like it will not be with surface drives and it is hoped that with conventional shafts the most economical cruise speed of somewhere between 25-30 knots can still be maintained. Dave feels that the drop in performance will be around 10-15%, which will still give Voodoo a top speed in the mid to high 30 knots. However, there should also be a more acceptable efficiency curve at low rpm. The design is also available with pod drives, which can be fitted with virtually no alterations to the running surface.

The hulls are asymmetrical, which is a departure for designer Roger Hill, who has traditionally favoured symmetrical hull forms. However, as Voodoo was to have a foil fitted right from the start, the asymmetrical design was, according to the designer, the better option.

The function of the freeboard height of the design was somewhat dictated by the amount of tunnel clearance required at rest (500-600mm) and also the requirement for an aft dinghy garage. This also allowed for a full beam saloon which maximises the living areas and gives plenty of head space in the accommodation areas below.

Huge Cabin Space

One spin-off of the high profile is the huge forward cabin which runs the full width of the hull and even includes a separate en-suite bathroom. Storage is provided in a large forward locker and under the queen size double berth and in drawers in the timber vanity. All timber throughout Voodoo is walnut. There is a ‘hidden’ door in the bulkhead alongside the berth that opens to reveal a huge ensuite, complete with a double-size shower cubicle, head which is concealed under a timber lid when not required and two raised ceramic bowls on the timber vanity. 

hill 57 catamaran

The vanity extends past the glass dividing shower panels right through to the forward bulkhead to enhance a feeling of space. Ceramic tiles are used on the sole. Voodoo is a four-cabin boat with overflowing accommodation areas. Aft in the starboard hulls are two more cabins, one with upper and lower single berths, the other with twin singles, plus there is yet another cabin in the port hull with another double berth. Storage is plentiful in all and there is no shortage of headroom. All are individually air conditioned and all share the port side boat ensuite that is accessed from the saloon level.

Ready to rumble

Sitting behind the helm seat of Voodoo in one of the matching high quality Recaro seats, you get the feeling of wanting to go somewhere and go somewhere fast. Across the facia are a trio of screens behind a single glass panel which display every necessary function through the Simrad NSO network. It’s very good use of the available real estate and means the helm isn’t too overpowering. There is no steering wheel, just a couple of toggles.

hill 57 catamaran

We did a lot of the driving during the test run with the Simrad AP28 autopilot, so it’s very stressless even at 40 knots. Voodoo’s interior is very modern, with squared off furnishings and nothing (apart from the helm seats) that intrudes above the window line.

hill 57 catamaran

Opposite the helm is the U-shaped settee on a raised platform, with seat bases that are certainly wide enough to become an overflow sleeping area. Central is a coffee table and there is storage under all the seating. Entertainment is provided from a pop-up TV and a great surround sound system. Plenty of concealed and ceiling lights radiate the mood through the saloon.

There is another settee aft of the helm with a double lounge and single aft facing chair and coffee table. Again, the cushions are wide enough to make yet another accommodation space. Dining in Voodoo is done in the cockpit, although there’s no reason why you couldn’t have a dining table made for the forward settee if you prefer your dining indoors.

Voodoo’s aft galley works well, with the sliding rear window and ready access to the cockpit. The bench top runs right through to the cockpit so there’s great space for preparing food for plenty of guests. Drawers have been used rather than cupboards. Equipment includes an extra large F&P dish drawer, fridge/freezer, De Dietrich induction hob and convection microwave oven.

hill 57 catamaran

Living cockpit

The main cockpit of Voodoo has been designed for comfortable day-to-day living, with a large eight seat dining table, wetbar, icemaker and drinks locker. To starboard is the day head/shower, to port a rod locker and there is plenty of storage in the coamings.

hill 57 catamaran

There is access either side of the central transom lounge to the very interesting stern platform. As already mentioned, one of the requirements of the design was for a dinghy locker. To achieve this also required a custom made hydraulic rise/fall platform that allows you to launch and retrieve with ease. It’s also great when swimming or diving. As this is where you’d do your fishing, there is a dedicated bait station, fish storage space, bait freezer and live bait tank plus fresh water, a beer fridge and a BBQ.

Offering a solution

Voodoo is somewhat of an R&D exercise for Pahoud Yachts, hence the changeover to conventional drives. As Dave says” This way we will have the actual data we need for both drive systems and can accurately quote performance and fuel figures to a prospective client”. The drive system you choose is dictated by your requirements and if you just want to go bloody quick with reasonable economy, then surface drives coupled with a foil is the way to go. 

hill 57 catamaran

However, if you don’t mind scrubbing off a bit of top speed and want better fuel efficiency at low speeds, then shaft drives are the right choice. Pachoud Yachts has had a number of enquiries from Australian clients who want to circumnavigate Australia at more than displacements speeds and are looking for greater efficiency than a conventional mono can offer. With the right drive train combination, Voodoo may just be the right boat.

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Hill 20m -Tenacity – Catamaran

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hill 57 catamaran

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Multihull of the year

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

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  • Available in issue # 184

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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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Marsaudon Composites ORC57



If you are buying a catamaran, you have one main decision to make. Do you want performance on the water and a boat that will get you from A to B quickly (and out of trouble if you need to), or do you want more living space to maximise comfort levels while at anchor?

On one end of the scale are the Lagoons, the Leopards and the Sunreefs (if you decide to go up the luxury scale in the case of the final brand). And in the speed section are Marsaudon Composites, Dazcats and Gunboat (again if you decide to go the luxury route in the case of the latter). And, of course, there are many other brands that fill in the spaces in between.

Marsaudon Composites is firmly positioned on the speed axis: a performance catamaran manufacturer that wins races. But they also make comfortable boats that sail with a smooth ride, and none more so than their flagship the ORC57 which has been inspired by catamarans such as the Gunboat 60 and the Outremer 5X.

Photos credit: Marsaudon Composites, Sebastien Mainguet (Voiles et Voiliers), Patrick le Lay

As Marsaudon’s marketing says, the Ocean Rider Catamarans range are true sailing machines. This boat will be competing in a white hot market against the likes of the O-Yachts Class 6 and the HH55.

The 57 footer has been designed by Marc Lombard who also designs boats for Nautitech and Privilege, so he’s well known in this corner of France: L’Orient. He has done a great job in expanding the range from the smaller 42 and 50 footers that were designed by Christophe Barreau. You can see that he has taken inspiration from the smaller models’ fluid and sporty lines.

The design inspiration has come from the likes of Lotus and the classic 1967 Ford Mustang: form through function. This is a real “muscle cat”.

At just 11.3 tonnes light weight, this catamaran is a serious mover. She’s just over 18m long and carries a 108 m² mainsail and an 81 m² Genoa (J1)

hill 57 catamaran

There’s a choice of double tillers for direct steering like you will see on the smaller boats or twin aft wheels for helms.

The standard mast and boom are aluminium, but they have used carbon on the cross beam and bowsprit. There are options for carbon upgrades everywhere of course.

The ORC57 is a powerful machine, but she’s been set up for a short-handed crew. There are 8 winches to help you manage the sails: 2 dedicated mainsheet winches, plus winches for the genoa and daggerboard lines. There are plenty of handrails on the roof for safety (8) and a crash box in each bow with watertight bulkheads.

Living Space

hill 57 catamaran

Down below in the standard version are 2 spacious, light aft cabins (200cm x 200cm beds), 2 heads and 2 queen sized forward cabins (200cm x 160com beds).

The finish is what we would call “industrial chic” with luxury touches. Everything has been optimised for weight reduction. So down below, for example, the floor panels are carbon and the sides in the interior are merely painted with aspects to warm the design up. It’s very effective and pretty cool.

This is one sleek looking catamaran and she is priced very competitively for this market. The ORC 57 is a light, fast sailing catamaran. The design mantra was “Keep it simple and keep it light”. She’s one helluva machine.

FAQs Marsaudon ORCC57 Catamaran

How much is an ORC57? The standard configuration is priced at just under €1.1m, launched and rigged in L’Orient. Of course, there are plenty of extras that you can add onto this, but still, this catamaran is competitively priced in this market against the likes of HH, Dazcat and even Outremer

Technical Specification

Length WL

17.1m / 56' 1"

Length OA

60' 4"


9m / 29' 6"

Displ. Light

11.3 tonnes / 24,912 lbs

Displ Max

13.9 tonnes / 30,644



SA/D (J1)



108 m² / 1163 sq ft

Genoa (J1)

87 m² / 936 sq ft


1.07m / 3' 6"

Draft Boards Up

1.5m / 4' 11"

Draft Boards Down

4.5m / 14' 9"


2 x 57 HP


2 x 200L / 2 x 53 gal


2 x 200l / 2 x 52 gal


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Locate simply the city of Elektrostal through the card, map and satellite image of the city.

Elektrostal Nearby cities and villages

Elektrostal Weather

Weather forecast for the next coming days and current time of Elektrostal.

Elektrostal Sunrise and sunset

Find below the times of sunrise and sunset calculated 7 days to Elektrostal.

DaySunrise and sunsetTwilightNautical twilightAstronomical twilight
8 June02:43 - 11:25 - 20:0701:43 - 21:0701:00 - 01:00 01:00 - 01:00
9 June02:42 - 11:25 - 20:0801:42 - 21:0801:00 - 01:00 01:00 - 01:00
10 June02:42 - 11:25 - 20:0901:41 - 21:0901:00 - 01:00 01:00 - 01:00
11 June02:41 - 11:25 - 20:1001:41 - 21:1001:00 - 01:00 01:00 - 01:00
12 June02:41 - 11:26 - 20:1101:40 - 21:1101:00 - 01:00 01:00 - 01:00
13 June02:40 - 11:26 - 20:1101:40 - 21:1201:00 - 01:00 01:00 - 01:00
14 June02:40 - 11:26 - 20:1201:39 - 21:1301:00 - 01:00 01:00 - 01:00

Elektrostal Hotel

Our team has selected for you a list of hotel in Elektrostal classified by value for money. Book your hotel room at the best price.

Located next to Noginskoye Highway in Electrostal, Apelsin Hotel offers comfortable rooms with free Wi-Fi. Free parking is available. The elegant rooms are air conditioned and feature a flat-screen satellite TV and fridge...

Located in the green area Yamskiye Woods, 5 km from Elektrostal city centre, this hotel features a sauna and a restaurant. It offers rooms with a kitchen...

Ekotel Bogorodsk Hotel is located in a picturesque park near Chernogolovsky Pond. It features an indoor swimming pool and a wellness centre. Free Wi-Fi and private parking are provided...

Surrounded by 420,000 m² of parkland and overlooking Kovershi Lake, this hotel outside Moscow offers spa and fitness facilities, and a private beach area with volleyball court and loungers...

Surrounded by green parklands, this hotel in the Moscow region features 2 restaurants, a bowling alley with bar, and several spa and fitness facilities. Moscow Ring Road is 17 km away...

Elektrostal Nearby

Below is a list of activities and point of interest in Elektrostal and its surroundings.

Elektrostal Page

Direct link
DB-City.comElektrostal /5 (2021-10-07 13:22:50)

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Motorcyclist deaths continue along with warm-weather riding season in South Jersey

hill 57 catamaran

The death toll from motorcycle accidents in South Jersey has continued to climb, with two more fatalities in recent days.

The latest deadly crash occurred Sunday when a car turned left in the path of a motorcycle on Route 49 in Quinton, Salem County, according to New Jersey State Police.

The motorcyclist, 64-year-old Wilbert Thomas of Woolwich, died in the 12:10 p.m. crash, police said.

A passenger on his bike, a 57-year-old woman from Carneys Point, was hospitalized with serious injuries.

Motorcycle death toll rising

Three deaths were reported earlier this month in Gloucester City, Egg Harbor Township and Pilesgrove Township.

Deaths have been reported for at least nine motorcyclists in South Jersey since the warm-weather riding season arrived in April.

Experts offer safety tips: Deadly start for Motorcycle Safety Awareness Month in South Jersey

An earlier accident killed a motorcyclist in Atlantic County on June 13.

A Delaware man riding a dirt bike was killed around 5 p.m. in Hammonton, local police said.

A second accident on the same day killed a motorist in Hamilton Township.

In the Hammonton crash, Dalton Hunter Nicastro, 28, of Rehoboth Beach was driving an off-road motorcycle on the southbound shoulder of Eighth Street.

Police said his bike apparently struck the side and wheels of a southbound truck.

The truck driver, a 58-year-old Egg Harbor Township man, was taken to a hospital for medical treatment.

The day's second accident, around 7:50 p.m., killed Elizabeth Walton, a 41-year-old motorist from Egg Harbor Township.

Her vehicle apparently ran a red light on Black Horse Pike at Hamilton Commons Drive, police said. It then struck a car and a traffic light standard.

The second driver, an 18-year-old woman from Mays Landing, was taken to a hospital for treatment of her injuries.

All of the accidents were being investigated.

Jim Walsh is a senior reporter with the Courier-Post, Burlington County Times and The Daily Journal. Email: [email protected].


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Out of the Centre

Savvino-storozhevsky monastery and museum.

Savvino-Storozhevsky Monastery and Museum

Zvenigorod's most famous sight is the Savvino-Storozhevsky Monastery, which was founded in 1398 by the monk Savva from the Troitse-Sergieva Lavra, at the invitation and with the support of Prince Yury Dmitrievich of Zvenigorod. Savva was later canonised as St Sabbas (Savva) of Storozhev. The monastery late flourished under the reign of Tsar Alexis, who chose the monastery as his family church and often went on pilgrimage there and made lots of donations to it. Most of the monastery’s buildings date from this time. The monastery is heavily fortified with thick walls and six towers, the most impressive of which is the Krasny Tower which also serves as the eastern entrance. The monastery was closed in 1918 and only reopened in 1995. In 1998 Patriarch Alexius II took part in a service to return the relics of St Sabbas to the monastery. Today the monastery has the status of a stauropegic monastery, which is second in status to a lavra. In addition to being a working monastery, it also holds the Zvenigorod Historical, Architectural and Art Museum.

Belfry and Neighbouring Churches

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Located near the main entrance is the monastery's belfry which is perhaps the calling card of the monastery due to its uniqueness. It was built in the 1650s and the St Sergius of Radonezh’s Church was opened on the middle tier in the mid-17th century, although it was originally dedicated to the Trinity. The belfry's 35-tonne Great Bladgovestny Bell fell in 1941 and was only restored and returned in 2003. Attached to the belfry is a large refectory and the Transfiguration Church, both of which were built on the orders of Tsar Alexis in the 1650s.  

hill 57 catamaran

To the left of the belfry is another, smaller, refectory which is attached to the Trinity Gate-Church, which was also constructed in the 1650s on the orders of Tsar Alexis who made it his own family church. The church is elaborately decorated with colourful trims and underneath the archway is a beautiful 19th century fresco.

Nativity of Virgin Mary Cathedral

hill 57 catamaran

The Nativity of Virgin Mary Cathedral is the oldest building in the monastery and among the oldest buildings in the Moscow Region. It was built between 1404 and 1405 during the lifetime of St Sabbas and using the funds of Prince Yury of Zvenigorod. The white-stone cathedral is a standard four-pillar design with a single golden dome. After the death of St Sabbas he was interred in the cathedral and a new altar dedicated to him was added.

hill 57 catamaran

Under the reign of Tsar Alexis the cathedral was decorated with frescoes by Stepan Ryazanets, some of which remain today. Tsar Alexis also presented the cathedral with a five-tier iconostasis, the top row of icons have been preserved.

Tsaritsa's Chambers

hill 57 catamaran

The Nativity of Virgin Mary Cathedral is located between the Tsaritsa's Chambers of the left and the Palace of Tsar Alexis on the right. The Tsaritsa's Chambers were built in the mid-17th century for the wife of Tsar Alexey - Tsaritsa Maria Ilinichna Miloskavskaya. The design of the building is influenced by the ancient Russian architectural style. Is prettier than the Tsar's chambers opposite, being red in colour with elaborately decorated window frames and entrance.

hill 57 catamaran

At present the Tsaritsa's Chambers houses the Zvenigorod Historical, Architectural and Art Museum. Among its displays is an accurate recreation of the interior of a noble lady's chambers including furniture, decorations and a decorated tiled oven, and an exhibition on the history of Zvenigorod and the monastery.

Palace of Tsar Alexis

hill 57 catamaran

The Palace of Tsar Alexis was built in the 1650s and is now one of the best surviving examples of non-religious architecture of that era. It was built especially for Tsar Alexis who often visited the monastery on religious pilgrimages. Its most striking feature is its pretty row of nine chimney spouts which resemble towers.

hill 57 catamaran

Location approximately 2km west of the city centre
Website Monastery - Museum -

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