aluminium motor catamaran

Catmar Explorer® 55 Power

An ideal ocean-going explorer power catamaran for worldwide blue water cruising and circumnavigation.

The hulls, deck, deckhouse and the entire structure are made of certified aluminium. Safe, strong, reliable and robust!

The result is a stable, homogeneous and torsion-resistant structure without the annoying creaking noises that can occur with GRP constructions or mixed forms - such as hulls made of aluminium, deck and superstructure made of GRP - in rough seas.

Catamaris ®  is committed to environmental friendliness and sustainability. Numerous building components can be recycled and reused in an environmentally friendly way, see below.Built in our shipyard in Holland.

Description

Perfectly designed for a small crew, e.g. for a couple, even with children or occasional guests. 

The flybridge with 30 sqm offers space for relaxing and dining and an outside steering position. For bad weather, the comfortable inside steering position is a safe place. Also available in a well thought out layout for wheelchair users.

The yacht is built from class 5083 H 321/H111 aluminum, which is certified by "Germanischer Lloyd, Bureau Veritas or Lloyd's Register". Our Explorer catamarans are equipped with bow reinforcements and crash boxes with watertight bulkheads.  More about the advantages of aluminium .

Strong highly effective foam insulation throughout the interior provides protection against heat and cold and contributes to a pleasant interior climate.  

Available with conventional diesel engines or with the innovative electric hybrid system "Green Eco Power Supply".

With the optional extra fuel tanks, transatlantic range is possible at Eco-Speed.

At 174.20 sqm, the Catmar Explorer 55 Power offers particularly large living/usable areas. Headroom in the saloon 2.10 m, in the hulls 2.05 m. CE Certification Category A with 12 persons.

Optionally available reinforcements, approx. 30 cm above and below each of the 4 waterlines, provide increased protection against containers, flotsam and ice in Arctic waters.

Design according to your preferences

The design of the Catmar Explorer 55 Power can be customised to your individual requirements in terms of the flybridge design, the number, layout and design of the cabins, the saloon, the interior fittings, the furnishings, ceilings and walls as well as the entire technical equipment.

Alternatively, a completely new "full custom" design is also possible according to your preferences and ideas.

The designing and construction costs are comparable to those of some semi-custom manufacturers. However, with Catamaris® there are no restrictions on the realisation of your ideas and desires thanks to the "full-custom" construction method.

In the final result, every customer gets his Catmar Explorer® catamaran exactly as he wants it!

Manufacturing your yacht

Under the constant supervision of Catamaris®, your CATMAR EXPLORER 55 Power catamaran will be built at our partner Dijkstra Jachtbouw B.V. shipyard in Harlingen on the Wadden Sea in Holland, which has many years of experience in building multihulls. Dijkstra is certified by "Germanischer Lloyd" and "Bureau Veritas" and has already built more than 180 aluminium catamaran yachts and commercial vessels.

Technical Specifications

Side view of the catmar explorer 55 power.

Layouts of the CATMAR EXPLORER 55 Power

Sustainable and eco-friendly

Catamaris ®  commitment to the sustainable reduction of its carbon footprint focuses in particular on the materials used. These components can be recycled and reused in an environmentally friendly way:

• Hulls and superstructure built of certified aluminium
• All components made of stainless steel (Inox)
• Engines, gearboxes, shafts, propellers, generators, water makers
• Cork for deck coverings
• Furniture construction, upholstery, safety glazing of the windows, fireproof insulation of aluminium hulls und superstructure

Catamaris ®  also makes a significant contribution to reducing CO2 emissions during operation.On Catamaris ®  catamarans, these components reduce CO2 emissions:

• Engines, gensets and equipment that meet the high EU standards in terms of CO2 emissions, for example.
• With our optional diesel-electric hybrid propulsion systems, a further significant reduction of CO2 emissions into the environment is achieved.

With a sustainable and environmentally friendly Catamaris ®  catamaran, you can make a positive contribution to reducing your carbon footprint.

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Rachel cormack.

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The layout can be entirely customized by the owner, as can the decor and furnishings. The lower deck is currently configured with two guest staterooms, three crew cabins, and a VIP, while the main deck features another VIP, the owner’s suite, a spacious lounge, and a functional galley. Two additional crew cabins are located in the bow, while the upper deck sports a lounge, a pantry, the captain’s cabin, and the wheelhouse. The interior could be tweaked to include one epic family area or even three VIPs. Owners can also add a spa to the owner’s suite or the VIPs.

Outside, the cat offers over 3,000 square feet of deck space for alfresco dining, entertaining, and lounging. The partially sheltered sundeck is adorned with sunbeds and a bar, while the upper deck is home to an inviting Jacuzzi. Down below, the stern is equipped with fold-out platforms that can be lowered to connect guests with the ocean. The expandable area doubles as a waterside beach club and a mooring spot for runabouts or Jet Skis.

Mariani says he can further develop the project with an engineer and interior designer, meaning that the chosen shipyard should be able to easily execute the build. He just has to reel in an owner.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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Garcia Explocat 52 review: A go-anywhere aluminium catamaran

• February 23, 2021

The new go-anywhere Garcia Explocat 52 offers an enticing combination of space, pace and rugged construction. Rupert Holmes tested the new boat for Yachting World and felt it's clear she has the potential to make easy 250 mile days in the right conditions.

Product Overview

Manufacturer:, price as reviewed:.

In recent years there have been two clear trends in serious long-term cruising yachts. Firstly catamarans have become mainstream, to the extent that professional racing sailors talk of ‘buying a catamaran’ for cruising with their families – a monohull doesn’t even enter the equation.

This trend can also be seen in ARC (Atlantic Rally for Cruisers) entries, where multihulls are increasingly common. In 2020 they accounted for 28% of the total fleet and a much higher proportion of new boats and more recent designs.

The second trend is the rapidly growing popularity of rugged metal expedition yachts. Aluminium is favoured for this as it offers good strength and stiffness without a weight penalty, especially for yachts over a critical size. That’s why many top-end racing yachts were built of aluminium before composites dominated that scene.

This is a boat that’s capable of effortlessly eating miles on a long passage. Photo: Jérôme Houyvet/Garcia Yachts

It was, therefore, surely only a matter of time before someone married these two concepts to create an aluminium expedition catamaran. Cherbourg-based Garcia Yachts has been building metal boats for almost 50 years, including Jean Luc Van Den Heede ’s 36.15 MET, in which he scored a podium finish in the inaugural Vendée Globe Race in 1989.

Equally Garcia needs no introduction as a front-runner in the development of expedition yachts, thanks to the success of the Exploration 45 that was developed with ARC founder Jimmy Cornell eight years ago. What’s less well known is that the Explocat 52 is by no means Garcia’s first aluminium catamaran.

A pair of 43-footers 15 years ago were followed by the SC48, one of which consistently posted some of the fastest passage times in the 2017/18 World ARC .

As part of the Grand Large Yachting group Garcia was also able to draw on considerable expertise from Outremer and Gunboat for its latest model, while naval architecture is by Pierre Delion, who also drew the SC48.

The Explocat 52 is therefore the product of a highly knowledgeable development team and has already attracted plenty of attention, including nomination for the 2021 European Yacht of the Year awards.

The core concept for the Explocat 52 is a robust, safe long-range yacht that offers good passagemaking speeds. A high level of comfort, both at sea – even in inclement weather – and in harbour was also a key requirement, and the boat had to be capable of being handled by a couple.

Go anywhere?

While a key marketing message for Garcia’s monohulls is ‘Nowhere you can’t go’, the company accepts this won’t apply as literally to the Explocat 52, even though the boat’s impressive speed potential will enable routing around a lot of bad weather.

Explocat 52, the ultimate aluminium exploration catamaran by Garcia Yachts

The problem is, unlike being knocked down in a monohull, capsizing a multihull is always catastrophic. There are parts of the world, especially at high latitudes in the southern hemisphere, or out of season in the north, where it could be impossible to route around potentially dangerous weather. Nevertheless, the boat is intended to stretch the boundaries that are sensible for exploring the globe with a catamaran, allowing owners to sail a lot further north and south than might be prudent with existing designs.

Rugged construction is also a benefit when venturing off the beaten track in tropical waters. If anything goes wrong while exploring a poorly-charted lagoon, for instance, a fibreglass boat may be in grave danger. Many foam sandwich hulls have surprisingly thin outer skins, which can make the structure vulnerable to abrasion, whether from coral or a concrete quay.

By contrast, the thinnest plating of the Explocat 52 is 5mm, which increases through 8, 10 and 12mm thicknesses, before reaching an enormously reassuring 14mm at the bottom of the hulls. The boat has framing of up to 14mm and is structurally engineered to eliminate flexing between the hulls.

A substantial keel with a long chord length is welded to the bottom of the hulls. They are marginally deeper than the rudders, which offers some protection, as well as providing a firm base on which to dry out on a beach. At the same time the key elements that have made Garcia’s Exploration monohulls so successful are incorporated.

These include fore and aft watertight bulkheads and upstands for through-hull fittings that enable all seacocks to be above the waterline. A skeg ahead of the saildrives and rudders provides good protection, while the rudders are large enough to offer redundancy in the event of one being lost. In addition, the top aft corner of the rudders have a sacrificial zone designed to eliminate risk of the blade puncturing the hull, or becoming jammed, if it hits an obstruction with enough force to bend the stock.

What about weight? Are metal multihulls uncommon because they’re simply too heavy? As with aluminium monohulls, where the material offers better strength/weight ratios for larger boats, around 14m/46ft overall length seems to be a transition point for catamarans.

Below that composite boats will always be lighter, but above that length aluminium is lighter for equivalent rigidity than a composite structure that doesn’t use exotic materials. At 18.9 tonnes lightship displacement the Explocat is therefore in the same league as other cruising catamarans of a similar size and indeed lighter than some.

Substantial built-in attachment points for shorelines are found at the waterline of each bow for use in extreme conditions, plus attachment points aft for a drogue

Interestingly, it’s also a similar figure to that of the Exploration 52 monohull, yet the Explocat offers a large amount of extra space and 35% more sail area. Maximum payload is a useful five tonnes. But how does that translate on the water?

Rapid exploration

Our test took place from Cherbourg on a gloriously sunny late November day, with a gusty and shifty southerly breeze varying from 7-19 knots.

It’s immediately clear the Explocat 52 picks up and sails at speeds that belie its displacement, putting it in a different league to other expedition yachts of similar length, especially when reaching.

Broad reaching at 120° TWA with full main and Code 0 in 16 knots of true wind we cruised comfortably at 10 knots, reaching an unfussed maximum of 11.8 knots, with the boat still feeling rock steady.

When the breeze picked up to 19 knots, at the design limit for the Code 0, we furled it and continued with the Solent jib instead, losing only a couple of knots of boat speed. By the time we turned upwind the wind had eased significantly, which gave a good test in conditions that can challenge cruising yachts.

Article continues below…

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In just seven knots of true wind we made 5.3 close-hauled, rising to 6.2 in 9 knots of breeze. Maximum upwind speed was 9 knots in 15 knots of true wind. However, these numbers can’t be achieved if pinching – the boat likes to be sailed fast and free, with tacking angles of at least 105°. This is hardly a surprise for a boat of this style that’s sufficiently fast to have a big impact on apparent wind angles.

Even in light airs the Explocat is surprisingly nimble in tacks, showing no hint it might miss stays, or slow enough for steering to be difficult until speed is regained on the new tack. Obviously the steering has less feel than a lightweight monohull, but there’s enough feedback for it to feel reasonably responsive and enjoyable to helm.

The shifty and gusty offshore winds were ideal for figuring out the boat’s capability across a range of wind strengths, but the mostly flat water meant we didn’t see the boat performing in a more agitated sea state.

Pete Goss – another massively experienced high-profile Garcia owner – has sailed the boat in more lively conditions. Even fully powered up he reported the lee shrouds remaining tight and there was no telltale creaking of furniture below decks, indicating no deflection of the structure despite the high loads. “It’s incredible how fast she is,” Goss says. He was also impressed by how nimbly the boat tacks.

Cockpits and steering

Much thought has gone into optimising the deck layout. The core vision is for key operations to take place in the safety and shelter of the aft cockpit. The only exceptions are preparing the main for use and hoisting/dropping spinnakers and reaching sails.

We conducted our test in south-east to south-west winds of 7-19 knots, in flat water

As standard the helm station is offset to starboard at the front of the aft cockpit. It has a two-position swinging wheel, which provides an all-round view over the top of the coachroof in its upper position. When swung inboard and lower, the helmsman gains shelter from the hard top, while being able to see forward through the bridgedeck cabin windows.

However, at the request of the owner the first boat has twin outboard helm stations. Before sailing it I’d expected to prefer this arrangement, but didn’t warm to it. Granted, you can steer from the windward side, with a good view of the jib, but the headsail luff will also be visible from the higher of the standard steering positions.

The key problem with the twin wheels is the coachroof creates a large blind spot on the other side of the boat. This has potential to create issues when manoeuvring in confined quarters such as a marina or when bailing out of an anchorage in an unexpected squall.

Mainsheet and traveller are handled right aft on the crossbeam, while the headsail, staysail and kite sheets, plus furling lines, are handled by electric Lewmar 65 winches on each side of the cockpit. Plenty of large rope bins and bags help keep lines nicely ordered.

The rig has twin headstays, with a marginally overlapping furling Solent jib on the main forestay, plus a self-tacking furling staysail. This runs on a neat Dyneema strop, instead of a more conventional but unnecessarily expensive and heavy track.

Combined with furling spinnakers and reaching sails it’s an excellent configuration that takes the hassle out of changing gear to suit widely different conditions.

The square-top mainsail has a Dyneema strop that pulls the ‘gaff’ forward to the mast track without any need for complex hooks, making it as easy to use as pin-head sails. A fuse attaching one of the mainsheet blocks to the boom is intended as a capsize prevention device if the boat is over pressed.

When the fuse blows the strop joining the block to the boom extends by two metres, immediately depowering the sail. The idea of the forward cockpit is to provide a protected position for a lookout when sailing in ice and for anchor handling. It also doubles as a well ventilated area for relaxation when at anchor in warmer climes.

It’s generally easy to move around on deck and there are decent steps at a gentle gradient between the various different levels. I also liked the cork deck – it looks surprisingly good, has great grip and is a more environmentally friendly option than teak.

There’s plenty of stowage, both in small lockers in the cockpit benches and in cavernous sail lockers at the front of each hull.

Davits are rated to take a 500kg RIB, allowing a substantial, powerful tender to be carried.

Temperature control

Alongside the rugged exterior is supremely comfortable and well thought out accommodation.

This, of course, isn’t a boat where it would be appropriate for the distinction between interior and exterior living spaces to be all but eliminated, as it is for many recent designs intended solely for hot climates. Nevertheless, the standard specification has a drop-down window each side of the door between the saloon and aft cockpit. This will help to open the saloon to the aft cockpit and improve ventilation in warm weather.

The saloon is comfortable, bright and airy, yet also has practical sea-going elements

For colder parts of the world an air extraction system vents moist and stale interior air without needing to open hatches.

The main forward saloon windows are also equipped with demisters. In the same vein, dedicated lockers for foul weather gear and boots have mechanical ventilation and heating. These features make sailing in cold and damp regions far more civilised, yet are addressed by disappointingly few manufacturers.

The aluminium shell is lined with up to 76mm of high density foam, which provides excellent thermal and acoustic insulation. As a result the boat is impressively quiet inside when under way – in the saloon you can barely hear the engines, even at cruising speed, and the high bridgedeck – it’s 85cm above the water – means we experienced no slapping of waves.

Insulation of this standard is expensive to install and doesn’t show up on photographs. Yet yachts create a cacophony of noise in heavy weather. Effective sound proofing is therefore a critical element in creating a comfortable environment, while the thermal insulation will be a benefit whether in the tropics or the Arctic.

As you’d expect, the saloon is very bright and airy, with a good almost all-round view.

The navstation forward on the port side, next to the watertight door to the forward cockpit

The biggest drawback in this respect is at the navstation, forward on the port side, as the mast support and starboard forward mullion obscure some of the view.

Also to port is a big galley that offers plenty of secure worktop space, with low fiddles, and masses of stowage. The test boat had additional fridge and freezer space in the starboard hull. Garcia says more than half its customers choose electric cooking and this boat has a microwave, electric oven and induction hob.

The company has its roots in custom boatbuilding and offers several choices for fitting out the hulls, with options for 6-10 berth arrangements, including a classic owner’s layout. The aft cabins have natural light through two hull windows, a wide aft window to the cockpit, plus opening ports aft and overhead.

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Garcia’s longstanding knowledge of creating rugged go-anywhere yachts has enabled the yard to produce one with a very enticing combination of space, pace and rugged construction. It also benefits from a high standard of finish, attention to detail and many neat touches. It’s clear the boat has the potential to make easy 250 mile days in the right conditions. At the same time it has sufficient tankage and stowage for supplies, spares and tools to give a high level of autonomy for extended periods. The owner of the first boat intends voyaging to Svalbard and, with another seven boats on order, it’s unlikely to be long before we see Explocats in many more far-flung and interesting parts of the globe.

ELEVATE YOUR EXPERIENCE

BEST OF BOTH WORLDS, HYBRID SOLUTIONS, FUEL SAVINGS

This equilibrium maintains speed when needed, ensuring secure passages, optimal operational economy, unwavering reliability, and zero-fuel serenity at anchor. 

The ocean connection bestows tranquility, adventure, and sustenance, fostering personal well-being and a vibrant lifestyle.

CUSTOM CATAMARAN ALUMINIUM YACHTS

Discover the ultimate in custom catamaran aluminium yachts with Cosmopolitan Yachts. Our passion for excellence shines through in every detail, from the cutting-edge hybrid diesel/electric propulsion system to the meticulous construction using top-grade materials and state-of-the-art technologies.

At Cosmopolitan Yachts, we take pride in delivering superior build quality and attention to every detail, ensuring unmatched durability, performance, and luxury. Our custom catamaran aluminium yachts are designed to excel in any environment, with marine-grade aluminium construction that provides strength, sturdiness, and resistance to corrosion for sailing in any water conditions.

Whether you’re looking for a silent electric boat or speeds of over 26 knots, our custom catamaran aluminium yachts offer ultimate flexibility in power and fuel efficiency. And with advanced hull forms and superior bow height, you’ll enjoy comfortable sailing even in seas exceeding 1.75m.

Embark on a journey of a lifetime with a custom catamaran aluminium yacht from Cosmopolitan Yachts. Let us help you bring your dream yacht to life with our superior build quality, attention to detail, and passion for excellence. Contact us today to start creating the perfect yacht for your needs and make unforgettable memories on the water.

HYBRID-ELECTRIC, HYDROGEN AND FUTURE BIOFUEL AND BIOGASES

At Cosmopolitan Yachts, we’re committed to creating custom catamaran yachts with the latest in propulsion technology. Our hybrid diesel/electric propulsion system offers ultimate flexibility in power and fuel efficiency,but we don’t stop there. We’re also exploring the use of hydrogen and biofuels as a more sustainable alternative for yacht propulsion and all our yachts are classified as “Hydrogen-Ready”. Hydrogen yachts or the use of biofuels and biogas could be the future of yachting, offering an even cleaner and more sustainable, self-sufficient energy source for powering your yacht.

Our dedication to sustainability and innovation means that we’re always looking for ways to reduce our impact on the environment while still delivering unparalleled performance and luxury. With the combined integration of the most advanced electric and hybrid technologies and, with the use of the next generation of fuels such as hydrogen, solar, biogas or biofuels,we can offer the perfect propulsion system to meet todays.

DISCOVER OUR YACHTS

New journeys await.

Discover the ultimate in durability and performance with our catamaran yacht range, designed to excel in any environment. with a robust aluminium construction and hydrid diesel/electrical propulsion system to make the most of the best technological advancements without any compromises.

THE WAY FORWARD

Equipped with either a conventional diesel or a hybrid diesel/electric propulsion system installed in both hulls, each with dual power inputs. This grants Cosmopolitan Yachts the ability to operate silently and emission-free as an electric boat at lower speeds, while still achieving speeds of over 26 knots. Complete redundancy and future proof.

A MAJOR IMPROVEMENT

To create the ultimate catamaran yacht, we have meticulously crafted every aspect with a keen eye for detail, to provide unparalleled performance and luxury. Our yachts are constructed using top-grade materials and state-of-the-art technologies, ensuring durability, comfort, and efficiency.

SUPERIORLY BUILT

The use of high-quality marine aluminium in our yachts not only provides strength and sturdiness but also ensures resistance to corrosion, making it perfect for sailing in various water conditions.

EXCEPTIONALLY DESIGNED WHIT A MAJOR IMPROVEMENT

We believe that every yacht should be a masterpiece, crafted with passion and dedication. Our commitment to quality and attention to detail is reflected in every yacht we build.

UNMATCHED COMFORT

The most spacious interiors, complete with luxurious to create an unforgettable sailing experience. The modern exterior design pays meticulous attention to every detail, including the placement of windows and other features that provide maximum comfort and offer breathtaking views of the surrounding water.

The yacht’s advanced hull form and superior bow height work in tandem to ensure comfortable sailing, even in seas exceeding 1.75m.

Adventure to feel free

The future of sailing

Comfort & Luxury

Eyecat offers everything that a true sailor's heart needs! But it also has all the luxury and comfort for friends and family. So together you can sail over the horizon in style.Why settle for a five star-hotel if you can sleep under a thousand star sky on the open ocean. Imagine waking up on your own boat and fully enjoying a 360 degrees view and fully enjoying all the luxuries you can imagine. With our Sailing Island package you'll have a spacious cabin that can be customised to all your wishes and needs.

Performance

The Eyecat is a catamaran built in aluminium, a material that is the future of boat building. The light weight and strength of aluminium will last longer and is strong enough for off-the-beaten path sailing, giving you a sailing experience as closed to a performance monohull as you can get. We've taken into consideration the environmental challenges of our planet and made the eyecat as future proof as possible without compromising on quality, materials and performance. With two electric motors, an aluminium hull, solar panels and a water maker you can sail with peace of mind on the free energy of the wind.

Adventure & Fun

Most important thing on the water is: enjoying the ultimate feeling of freedom! With your friends and family, surrounded by nature, breaking all the limits.

“After 40 years of sailing in a monohull, I wanted a boat with the same sailing performance, but with more comfort and at the same time a smaller footprint. Eyecat 55 is the result: exploring the world in luxury and in a sustainable way!”

We are Eyecat

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The Power Catamaran Compilation

• By Yachting Staff
• Updated: December 21, 2018

Power Catamarans have been growing leaps and bounds in popularity, and, in lengths and widths. And for good reason. These cruise-centric yachts offer homelike livability for avid travelers, are fuel efficient and are fairly intuitive to run. Power cats are popular in the bareboat charter market too, for these very reasons.

Here, we take a look at 12 catamarans ranging from a cruising-couple-size 36-footer to a 78-footer for friends, family and some more friends. And there are myriad power options: outboards, diesel inboards, hybrid or even all-solar power.

Fountaine Pajot MY44

The Fountaine Pajot MY44 , a creation of Italian architect Pierangelo Andreani and French designer Daniel Andrieu, has a main deck that’s open from the aft-deck seating all the way forward to the starboard helm station. The sense of spaciousness is significant, for several reasons. First, four glass panels aft can all slide to port, creating an indoor-outdoor space with the aft deck and salon. In the salon, 32-inch-high windows extend for 12 feet down the sides of the yacht, with three sections per side, bringing in natural light along with the three forward panes that comprise the windshield. Finally, 6-foot-6-inch headroom provides vertical clearance, with a 21-foot-7-inch beam that adds interior roominess while keeping the yacht stable.

Read more: Fountaine Pajot MY44

Silent-Yachts 55

The ideas about which solar panels, electric motors, inverters and the like to use — and more importantly, Michael Köhler says, how to configure them — became the basis for the brand Silent-Yachts. The company offers 55-, 64- and 79-foot catamarans that run on solar-electric propulsion. The Silent 55 premiered this fall, and the 64 is sold out for the next two years, Köhler says.

Read more: Silent 55

Horizon PC74

As founder and director of The Powercat Company, a Horizon Power Catamarans distributor, Stuart Hegerstrom had long believed that catamaran builders needed to design their yachts to more stylish standards.

“The boats were very boxy,” he says, based on his years of experience with cats in the charter market. He and his partner, Richard Ford, asked Horizon to produce models that had high-end finishes and looked good inside and out.

The Horizon team brought in mega-yacht designer JC Espinosa to work with its own craftsmen. The result aboard the Horizon PC74 is a catamaran with exterior styling, layout and functionality that should appeal to private and charter owners alike.

Read more: Horizon PC74

The Aquila 36 is a departure from her sisterships in that she is an outboard-powered, express-cruiser-style catamaran, but she also adheres to MarineMax’s philosophies.

With a single main living level from bow to stern and a beam of 14 feet 7 inches, the Aquila 36 is like a bowrider on steroids. She has seating that can handle 20 adults for outings and barbecues, and there are two staterooms below, one in each hull, for family weekending. The staterooms have nearly queen-size berths, en suite heads, stowage and 6-foot-6-inch headroom.

Read more: Aquila 36

Lagoon Seventy 8 Powercat

Lagoon is a division of Groupe Beneteau, the world’s largest builder of sailing yachts, and the Lagoon Seventy 8 Powercat is a developmental sistership of its Seventy 7 super sailing cat. The Seventy series yachts are built at Construction Navale Bordeaux in France, which had to add a new yard to construct these catamarans because they require separate stern molds for the power and sail versions.

Read more: Lagoon Seventy 8 Powercat

Horizon PC60

To understand the Horizon PC60 power catamaran , you need to put aside preconceived notions about midsize yacht amenities. For example, main-deck master suites are the province of yachts over 100 feet length overall. Incorrect. This 60-footer has an elegant and spacious owner’s stateroom on the same level as the salon. If you want a 14-foot center console tender on a 60-foot yacht, you have to tow it. Wrong again. On the PC60, you hoist it onto the upper deck, no problem.

Read more: Horizon PC60

40 Open Sunreef Power

Sunreef is known for pushing the boundaries of catamaran design, incorporating four adjustable hydrofoils into a twin-hulled speedboat.

The Polish builder is one of several European builders (including Evo, Fjord, Wider and Wally) transforming the open ­day-boat category with creative designs. ­Beyond its hydrofoils, the 40 Open Sunreef Power ‘s cockpit has side “wings” along the aft gunwales that fold out at anchor, widening the beam from 17 feet to 22 feet 9 inches.

Read more: 40 Open Sunreef Power

Sunreef 50 Amber Limited Edition

Sunreef Yachts introduced its 50 Amber Limited Edition , with plans to launch just 10 hulls of the exclusive design.

The Sunreef 50 Amber Limited Edition will have a carbon fiber mast and boom, four layout options and numerous amber-colored elements, including the hull.

Read more: Sunreef 50 Amber Limited Edition

Lagoon 630 Motor Yacht

Fitted with the optional twin 300-horsepower Volvo Penta D4 diesels, the Lagoon 630 MY burns only 1.64 gph total at 6 knots, giving a theoretical range of 2,952 nautical miles with standard tankage of 793 gallons. Hull No. 1 had an optional 502-gallon tank, giving it transatlantic range.

Luxury, stability and economy are all hallmarks of Lagoon’s return to luxury motor yachts. If you can take a ride, it will be worth your time.

Read more: Lagoon 630 Motor Yacht

Fountaine Pajot MY 37

The Fountaine Pajot MY 37 easily accommodates the seafaring family with three- and four-stateroom options. In the three-cabin version, called ­Maestro, you’ll find an owner’s suite in the portside hull with a queen-size berth and en suite head. Two double-berth cabins and one more head are available for the kids. If your brood is bigger, the Quator setup features four double cabins with two heads.

The 37 is a traveler and can be powered with twin 150 hp or 220 hp Volvo Penta diesels. Top speed with the smaller engines is 17 knots, while it’s 20 knots with the bigger power plants. Interestingly, at 7 knots, the fuel consumption is the same, with either set of motors offering voyagers a 1 ,000-nm range.

Read more: Fountaine Pajot MY 37

Solarwave 64

Many yachts boast eco chops because they have a handful of solar panels that power the microwave or navigation lights. The Solarwave 64 , launched last summer, has the potential to run on sunshine alone. The vessel’s 42 solar panels generate 15 kW that are stored in batteries weighing about 1,300 pounds. They connect to electric motors.

Read more: Solarwave 64

Glider SS18

This British builder says it strives for design innovation and the Glider SS18 displays that DNA, the result of 8 years of research and development. She has a head-turning, catamaran hull form constructed from aluminum and composite materials. She is 60 feet LOA with a 17-foot beam, and has a relatively shallow 1-foot draft. Powered by quad Yamaha 300 hp outboards, she can reportedly reach 50 knots, and with her Stability Control System (SCS), should give a smooth ride while doing it.

Read more: Glider SS18

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has earned a solid reputation for pioneering and crafting the world’s most rugged aluminum catamarans and workboats since 1991.

The company was founded in Canada and moved to Port Angeles, WA in 2001. We gained new ownership under Bryton Marine Group in 2017, which fortified the company’s focus on our Core Values and strategic plan for our future.

“Our team has developed strong momentum with our boat portfolios and customers. As we look to the future, BRIX Marine will honor the legacy we have built and move beyond to deliver exceptional custom boats,” said Perry Knudson, Managing Director.

BRIX literally means the scientific measure of sweetness in liquid. This translates well to the high-performance boats the company is known for. “BRIX is more than a sweet riding hull,” said Knudson. “Our custom projects begin with the first communication and the relationship continues after the boat is delivered. BRIX is committed to an owner-centric approach.”

BRIX Marine has another important target. “We want to be the best place to work in our community,” said Knudson. BRIX employs master level craftsmen in the disciplines required to build welded aluminum boats. The company invests in defining career paths and training employees to gain the skills needed to advance in their fields.

The BRIX team will broaden and diversify its portfolio of welded aluminum boats, known as being “first in cats.” The newly redefined custom recreational portfolio is in high demand, and BRIX Marine is bringing this same innovative approach to other key markets.

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Professional BoatBuilder Magazine

An aluminum expedition catamaran.

By Dieter Loibner , Apr 5, 2022

With 110′ LOA, a 35′ beam, and 45′ (33.5m, 10.6m, and 13.7m) of bridge clearance, the H-2 catamaran seeks to make a case for U.S. custom boatbuilding.

Hauling toys beyond the horizon is the raison d’être for a rugged go-anywhere catamaran designed and built in the U.S., a notable exception in the world of big yacht projects.

Gunboat might have left town, but there’s another big catamaran under construction in its old facility in Wanchese, North Carolina. It’s called H-2 , short for Hippocampus 2 , a stout 110-footer (33.5m) that liberally and intentionally quotes from the expedition/workboat vernacular. It’s built from aluminum and was conceived to go to the back of the beyond, where adventure beckons and Vessel Assist doesn’t operate. Aside from commodious and cushy accommodations, the boat offers grid autonomy, ocean-crossing range, and cargo capacity to match the mission of hauling a 26 ‘ (7.92m) tender, a 17 ‘ (5.8m) skiff, a two-person submarine, a four-seat ATV on the main deck, and a small helicopter on the flight deck aft.

The boat was commissioned by Brian Schmitt, 67, a real  estate executive in the Florida Keys, who pilots his own plane to commute to the Bahamas, where he keeps Hippocampus , his current 57 ‘ (17.37m) cold-molded wood/epoxy catamaran. I asked him about the jump from 57 ‘ to 110 ‘ . “I never thought I’d have the ability to do that in my own boat until probably the last few years,” he replied, adding that “it would be 120 ‘ [36.58m] if I had to do it today.”

Its predecessor, Hippocampus, built in wood/epoxy, was launched in 2003. At 57′ (17.37m), it is about half as long as H-2, but with 22,500 miles under its keels, it was a useful starting point for designing the new vessel.

Wearing shorts and a shirt with the new boat’s name and logo to our meeting, Schmitt talked openly about his project, which he manages as attentively as his real estate brokerage with 130 agents. Communication is his thing, responding to e-mail questions in near real time (in ALL CAPS) and talking to contractors directly. No project manager.

A passionate diver who habitually explores remote and exotic locales, Schmitt said he was happy with the first Hippocampus , which has three staterooms and cruises at 15 knots on twin 370-hp Yanmars. “It was the vehicle that got our 17 ‘ tender wherever we needed it.” But running the little boat 60 or 70 miles a day lost its charm. “One of the things I wanted was a twin-engine tender that would have more room for dive gear. That ended up being a 26 ‘ Calcutta, so I needed a bigger mother ship.”

With accelerating climate change, the carbon footprint of ships and large yachts is under scrutiny, but hydrocarbons still win when speed, range, and payloads are priorities. While H-2 doesn’t break the mold there, Schmitt pointed to the project’s virtues as a U.S. domestic build. “You can’t complain about global warming when you’re flying around in your G500 jet that’s contributing more CO2 emissions than anybody else in the world,” he said. “You can’t complain about all the boats being built in Germany, The Netherlands, and Italy, and then go buy a boat [there].” Schmidt wanted to build locally, keeping jobs and money in the U.S. Besides, he noted, this approach simplified communications and enabled him to personally check on progress during COVID. Perhaps most importantly, he could pick a team of trusted and compatible mates to turn his dream into a boat.

The vast build hall left vacant when Gunboat left Wanchese, North Carolina.

He selected John Marples, a fellow pilot, inventor, and multihull specialist for the design and Felix Herrin to build H-2 . Both men had worked for him on Hippocampus , and their familiarity helped when meeting today’s challenges, such as damaging trade tariffs that drove up aluminum prices, and a pandemic that killed millions, wreaked havoc on global supply chains, and caused labor shortages in industrial sectors. These factors have conspired to delay H-2 ’s launching by roughly two years and counting.

Advantage Aluminum

A key decision early on was to build in aluminum, which promised a robust structure but required extra steps to deal with corrosion and noise mitigation. “Construction was reduced to something simple—a V-bottom deadrise model, stretched out,” Marples explained. “There wasn’t any benefit to round bilges on an aluminum boat. You’d have to add internal structure to support the flat panels, and it drives the cost and difficulty of construction way up. We’re talking about a speed-to-length ratio of 2 or less, which is not a big deal. His current boat would do a speed/length of about 3, so the extra length means that you’re never really pushing the boat that hard, so shape was not a huge consideration.”

Marples and Herrin go back at least three decades to their mutual acquaintance with naval architect and boatbuilder Dave Dana, who assisted Marples with the hull design for Admiral Pete , a catamaran passenger ferry still serving Puget Sound. Herrin works with different construction materials, but having built crew boats for Petróleos de Venezuela (PDVSA) at Sea Force in Palmetto, Florida, he has spent considerable time with aluminum.

Taking a break during IBEX 2021 are builder Felix Herrin (left) and owner Brian Schmitt. H-2 is their second joint project with designer John Marples.

The structural components on H-2 are 5083-H32 alloy aluminum plate and extrusions of 6061-T6 alloy. Scantlings, materials, and weldment comply with the American Bureau of Shipping’s (ABS) 2016 design guidelines for pleasure motoryachts. Hulls and wing structures have transverse frames and bulkheads spaced on 36 “ (0.91m) centers. Those frames are supported by substantial centerline vertical keels (CVKs) welded atop twin 3 “ x 8 “ (76mm x 203mm) solid extruded-aluminum-bar keels. Intermediate subframes in the forward and aftermost hull compartments strengthen the hulls for operating in ice. Schmitt indicated he wants to traverse the Northwest Passage. For the same reason, there’s 3⁄8 “ (10mm) plate running the length of the boat above and below the waterline.

The topside and underwing plating is primarily ¼ “ (6mm), with areas of 5⁄16 “ (8mm) to strengthen slamming zones in the bow. The main deck plating is also 1/4 “ while the foredeck plate is specified at 5⁄16 “ . The bottom plating is 5⁄16 “ in the aft two-thirds of the hull and 3⁄8 “ forward. “We built all the frames and bulkheads first, then scarfed together the keel sections [and] lined those up on the bunks that we built on,” Herrin explained. “We welded the CVK on top of the keel, then started installing frames.”

Hulls and wing structure have transverse frames and bulkheads on 36″ (0.91m) centers. The hulls are supported by centerline vertical keels.

Herrin said he changed aluminum suppliers midway through the project, sourcing from Bayou Metal Supply , an ISO 9001:2015–certified distributor in Slidell, Louisiana. “We sourced the material from Greece and from domestic suppliers,” said Taylor Smith, who handles Bayou’s sales. Tariffs, he said, did not slow down business much, but the aluminum cost more. “Felix sent cut files. We had the material in inventory, we cut it, processed it on a router, and shipped it on time. Everything flowed well.”

Naval and structural engineering and detailing was contracted out to Van Gorkom Yacht Design in Portsmouth, Rhode Island. “My first responsibility was looking at structures,” Geoff Van Gorkom said. “Given that this is an aluminum yacht, we can do literally all the structures in 3D and have all the metalwork precut before it came into the yard. All the frames and longitudinals and all the primary structure were precut, which saved huge amounts of time.” Van Gorkom said he uses Rhino 3D and some of the numerous modules such as Orca 3D for hydrostatics and hydrodynamics, and 2D AutoCAD to produce construction details.

Helping save time and money, 3D-modeling allowed frames, longitudinals, and the primary structure to be cut before being sent to the building site.

Van Gorkom observed that H-2 is not a fussy high-performance vessel that needs minimum weight to achieve maximum speed. Besides ABS guidelines that address torsional loads in catamaran structures, he also consulted A.L. Dinsenbacher’s paper “A Method for Estimating Loads on Catamaran Cross-Structure” ( Marine Technology , Vol. 7, No. 4, October 1970) to estimate load conditions in beam and quartering seas. “This is going to be a very stiff boat. It’s going to be a very strong boat simply because it has to be, and that was one of the criteria that Brian put out there right from the very start of the project. The boat is sturdy and stout, a strong expedition yacht.”

Van Gorkom also engineered the setup for a folding deck crane housed under a flush hatch in the helideck on the port side to launch and retrieve the two-man submarine or the ATV. “It’s basically an enclosure that opens up, so the crane extends out,” he explained. “It comes up on a telescoping pipe to swing out and pick up something from the side of the boat.” It required support from beams on each side of the crane and cutting a slot in the helideck for the lifting bridle so the loads can move inboard or outboard. On the starboard side, the 5,500-lb (2,492-kg) Calcutta tender is an even heavier load moved by twin overhead beam cranes. The 17 ‘ Twin Vee is launched and retrieved from the foredeck with a 2,500-lb-capacity (1,153-kg) crane.

Catamarans are known to be weight-sensitive, so how will H-2 handle the weight of all the toys and high superstructure? The arch over the flybridge is 33 ‘ (10.05m) above waterline, Van Gorkom confirmed. “Add another 10 ‘ [3.05m] for the radar, mast, etc., so a comfortable bridge clearance would be around 45 ‘ [13.7m].” Marples conferred with Van Gorkom about the effect of the added weight on the center of gravity, which was deemed “almost imperceptible,” Marples remembered. A quick calculation suggests that a 5,500-lb deck load is equal to only 1.57% of a full-load displacement given as 350,000 lbs (158,550 kg).

High Power, Low Noise

Van Gorkom hired engineers at HydroComp to evaluate the design’s hydrodynamics and propulsion systems, including the influence of hull-shape parameters and demi-hull spacing on resistance. HydroComp also offered a speed-power prediction to aid with engine selection and recommended optimum shaft rpm and propeller parameters. Technical director Donald MacPherson, who prepared the report, outlined the process and findings: “Particularly interesting for this project was the use of its novel analytical distributed volume method [ADVM] for the vessel’s resistance modeling. This 2D technique (between parametric methods and CFD) uniquely allows for assessment of the influence of local sectional area curve regions (such as ‘shoulders’ or inflections) in wave-making drag. It also directly evaluates the effects of catamaran hull spacing.” HydroComp helped optimize the hulls by identifying the regions that contribute most to wave-making drag, and securing a 3% reduction in total drag at the design speed by making what MacPherson called “very minor changes to the immersed volume distribution.”

Rob Ayers works on the installation of the starboard engine’s Evolution Marine Shaft System that will be fitted with a 36″ (0.91m) five-blade propeller.

That simulation was mapped to benchmark performances of four similar catamarans, and the process was run for two design variants, followed by a propulsion simulation for partial-load conditions. The hull-spacing study concluded that the originally designed 35 ‘ (10.7m) beam remained suitable despite the boat being 20 ‘ (6.1m) longer than originally drawn. The chosen propulsion system comprises two MTU 10V 2000 M96, 1505-mhp diesels with ZF 3000 flange-mounted marine gears, providing an estimated top-speed range of 20–22 knots, cruising speeds of 12–15 knots, and 10–13 knots for long-range voyaging. Actual performance will be established during sea trials.

The recommended propeller specifications developed by HydroComp were for five-blade models with 36 “ dia­meters. HydroComp applied Prop­Elements, a wake-adapted propeller-analysis tool, to determine the advisability of installing a nozzle or shroud to restrict transmission of pressure pulses to the hull and to create a more uniform inflow. This would reduce interior noise but would increase appendage drag and power demand. Schmitt said he will wait to see if cavitation or prop noise is an issue before making a final decision.

He invested heavily in noise and vibration mitigation, knowing that an aluminum boat won’t provide the natural sound-dampening of a wood/epoxy structure like that of his first Hippocampus . Consulting with Soundown of Salem, Massachusetts, Schmitt wanted to replicate what worked well on his old boat, starting with the Evolution Marine Shaft System, in which the prop shaft runs in an oil-filled tube and uses roller and needle bearings instead of standard water-lubricated bearings. “You have a lot less shaft noise, but one of the primary benefits of an integral thrust bearing is that it transmits all the thrust directly into the hull, as opposed to pushing on the gearbox or the engine and gearbox combination,” said Sam Smullin, Soundown’s marketing and quality assurance manager. “It allows for a much softer engine mounting, so you reduce the noise from the shaft itself and get a much quieter engine installation, which reduces structure-borne noise.” Because of the relative weight sensitivity of catamarans, Smullin said, “it’s particularly important to do a really good job on the driveline.” His father, Joseph Smullin, president of Soundown and J&A Enterprises Inc., an engineering firm for noise and vibration control, estimated that this could reduce driveline noise levels by 5 dBA to 10 dBA compared to a conventional system.

Clemente Perez, one of Herrin’s build crew, works on the interior. The extensive sound and thermal insulation includes foam sprayed into the cavities.

Soundown also looked at the two 38-kW Northern Lights gensets, which have double-isolation mounts to reduce structure-borne noise. The firm also recommended structural changes to ensure that the mount foundations were as stiff as possible.

Energy from propulsion or generator engines invariably transmits to the boat structure and then resonates through big, flat panels like bulkheads, decks, ceilings, and liners, causing the familiar vibrating rattle. To dampen those vibrations, Herrin said he used Roxul, a lightweight, semi-rigid stone-wool insulation for fire resistance and sound control. His crew also sprayed cavities with Dow Froth-Pak, a quick-cure polyurethane foam for thermal insulation, and installed Sylomer (a microcellular PUR-elastomer) between the structural components and the floors, walls, and panels. “We glued the Sylomer, which is kind of a spongy foam, to the structure of the boat, and then the plywood of the subfloors and walls are glued to that,” Herrin explained, adding that this created a floating interior without any fasteners.

The plywood, called QuietCore, is a composite sandwich panel comprising marine plywood skins and an acoustic damping layer that converts acoustic energy into small amounts of heat that are dissipated. Soundown claims that an 18mm (0.7 “ ) QuietCore bulkhead can reduce noise transmission by up to 10 dBA, an audible reduction 50% greater than with regular marine plywood of equal thickness.

Electricity for a Small Town

Going off grid on H-2 does not mean anyone will suffer, as long as the electrical system keeps powering the boat’s myriad house loads—hydraulic Maxwell windlasses and thrusters; a Webasto air-conditioning system; two full-size stand-up freezers, two refrigerator freezers, and two under-counter refrigerators in the galley, all by Vitfrigo; Krüshr compactors for recyclables and garbage; Headhunter sewage-treatment system; Alfa Laval fuel-polishing system; two FCI watermakers; a complete set of Garmin navigation electronics with full redundancy; and a Böning vessel control and monitoring system.

Two Northern Lights 38-kW gensets are the heart of H-2’s AC system, which also includes a 37-kW Atlas inverter to connect to shore power in foreign ports.

Much of the AC side was designed and specified by Ward’s Marine Electric in Fort Lauderdale, Florida, in cooperation with OceanPlanet Energy of Woolwich, Maine, and principal Bruce Schwab, who helped design and integrate the DC components. “Today there’s a big trend in the industry to use shore-power converters as inverters and superlarge lithium-ion battery banks to provide power, at least temporary power, for major loads like air-conditioning, chiller plants, and things like that,” said Ward Eshleman, chairman of Ward’s Marine Electric. “So, rather than using only smaller inverters and synchronizing them and stacking to get additional kW, the trend for the larger vessels is to use shore-power converters as inverters. There is an inverter bus in the main switchboard.”

True to its go-anywhere mission, H-2 was fitted with an Atlas 37-kW inverter to connect to shore power in places that do not serve 60 Hz, 240V single-phase power. “We can take anything from 90V to 400V and pretty much anything from below 50 Hz to the 60 Hz and single- or three-phase,” Herrin explained.

Eight GTX24V315A-F24 lithium-ion batteries from Lithionics are split between a house bank that can run all DC loads for at least 24 hours, and an emergency bank to operate critical DC loads—display screens, radios, nav lights—for 24 hours. The boat is equipped with 10 Solara Ultra-S 160W panels paralleled in two groups of five each, connected to two Victron SmartSolar MPPT 100/50 solar controllers to charge the house bank. Given enough sunshine, solar and battery power should be “capable of running lights and refrigeration but not air-conditioning or heating,” Schmitt said. “Since we will likely spend most of our time in the tropics, we did not believe that solar power alone could do the job we needed.”

OceanPlanet Energy specified four Victron Buck-Boost DC-DC converters, two for each engine, to help charge the house bank from the starter batteries without having to modify the engines’ stock alternators, which would have voided the warranty. “The converters activate based on the input voltage from the starting batteries,” Schwab explained. “With lower rpm, the alternators would not produce enough current to feed both converters without the starting-battery voltage dropping, turning the converters off. Then the voltage will rise, the converters turn on again, drop the voltage, turn off…over and over. Staggering the input voltage cut-in, hopefully starting the converters one at a time, will more smoothly supply power to the house bank across the engine/alternator rpm range.”

OceanPlanet Energy specified the DC system including DC/DC converters and hefty battery banks to power house loads and critical electronics.

There are two 4,500-watt 240V split-phase engineroom-ventilation fans connected to two Victron Quattro 5-kW 24V inverter-chargers configured for 240V/120V split-phase AC loads. They can accept AC inputs from two sources (shore power or generators) and automatically connect to the available source. “In the event of a grid failure or power disconnect, they take over the supply to the connected AC loads by inverting from the Lithionics house-battery bank,” Schwab said.

“It’s more complicated than that,” according to Herrin. “Typically, we’re going to be operating with the A-bus and the B-bus tied together, so we can power everything with one generator. The B-bus actually passes current through the Victron inverter-chargers on its way to the load. We have the ability to split the A-bus and the B-bus and run the A-bus on one generator and the B-bus on the other in the few instances we’re exceeding the capacity of one of the generators. If we lose both generators, then the essential loads are still going to be carried,” meaning engine vents or water pumps.

Redundancy and emergency backups also figured largely in the deliberations of John McKay, manager of the Switchgear Systems Division at Ward’s Marine Electric and point man for this project.

One of his challenges was limiting the voltage drop in the estimated 53 ‘ (16.2m) cable run between engines, which in an emergency allows the starboard engine to be started from the port battery and vice versa. “For a starter group, you can allow a 20% voltage drop,” McKay said and noted that starting the engines requires 720 amps, while the gensets needed only 200 amps. “I was keeping the 720-amp current between 7% and 11% voltage drop, getting up to some pretty good-sized copper. Some sections of the run were 240mm2 [500MCM] cable.” Knowing that the boat is capable of going to high latitudes, McKay recalled his youth and the frigid winter mornings in Massachusetts, “where you can crank a diesel all day long at a low rpm, and it’ll never start. You just need to turn it over one or two times at a higher rpm, and it’ll be running. So, I was making certain that the starter was going to crank at the highest rpm possible and not lose it all to voltage drop.”

Protecting Assets and Finishing the Job

No matter how fast or how far H-2 will travel, corrosion caused by galvanic current between dissimilar metals, by stray currents or by electric fault, is an enemy that needs to be kept in check. That’s the calling of Ted Schwartz, who runs Electro-Guard (Mount Shasta, California). He’s one of the country’s foremost experts on cathodic protection, and also served on ABYC’s E2 Cathodic Protection Project Technical Committee.

“We designed the system and supplied all the equipment and steered them through the installation,” Schwartz said. It’s a 15-amp impressed-current-cathodic-protection (ICCP) system, model 715 A-2, with three anodes and two reference cells. Regarding the boat’s Evolution shaft system with driveshafts running inside an oil-filled tube, Schwartz said: “It was a real challenge because you can’t actually make contact with the propeller shaft on the inside of the boat.” He consulted with Soundown and found a solution. “At the coupling on the inboard end of the tube, a bit of the shaft stuck out through the seal,” Swartz said. “There’s this coupling that Soundown built that fastens to the shaft, and we asked them to provide a surface on that coupling where we could put our silver slip rings on [to provide an electrical connection] to protect props and shafts.”

Every anode can deliver up to 5 amps of current using its own current controller that receives a signal from the main controller, which determines exactly how much current each anode will put out. The entire system consists of three anodes, three current controllers, the main controller, and a separate monitoring station connected to the controller by signal cable. Later, Schmitt also ordered a backup system employing aluminum sacrificial anodes.

On catamarans, the company installs a reference cell aft near the prop of each hull, and an anode on the aft section of each hull, and one anode amidships on the inboard side on one hull.

Chromate, two layers of epoxy, copious amounts of fairing compound, and various primers rendered the surface fair and ready for a yacht-quality paint job.

At the time of this writing, the vessel had been shot with chromate and two layers of epoxy before approximately 500 gal (1,893 l) of fairing compound and 325 gal (1,230 l) of various primers rendered the surface fair and ready for a yacht-quality Alexseal paint job with 35 gal (132.5 l) light ivory, 24 gal (91 gal) stark white, and 2 gal (7.6 l) cordovan gold. Parallel to the exterior, construction was on the home stretch with installation of the crew quarters and the saloon overhead. On the systems side, pressure checks were performed for hydraulics and plumbing.

Since H-2 is a much larger and more complex vessel than the original Hippocampus , with a multitude of systems that need to be managed, monitored, and maintained, I was curious how many crew Schmitt was planning to hire to help run his new boat. He said he consulted with captains and headhunters, and “the consensus is three or possibly four at most. I just completed my 100-Ton Masters and will build time on the new boat as well. We won’t charter and are not accustomed to being cooked for or served or having our beds made and all that. So mostly I’m looking for a qualified captain and engineer to maintain the systems.”

Little surprise that a hands-on operator like Schmitt does not want to cede too much of the game he loves to play. But as big, bold, and broad-shouldered as H-2 will be when she finally emerges from the old Gunboat shed in Wanchese, the proud owner is quick to remind anyone that it’s still “a vehicle to get the toys wherever.”

H-2 : The Designer’s View

H-2 ’s owner, the adventurous Brian Schmitt, has dived into deep caves to see submerged caverns, hand-fed large sharks that would normally view him as food, and spent years in his off-time exploring Caribbean archipelagos in Hippocampus, his current 19-year-old 57 ‘ (17.4m) power catamaran. Nearing retirement age, he gave the order for his “ultimate” yacht.

The foldable hydraulic deck crane to launch and retrieve a two-man electric submarine or an all-terrain vehicle required cutting a slot in the helicopter deck for the lifting bridle.

The first talk about the new design was between the owner, the builder, and me. As we discussed the mission of the boat, it became clear that it would fall into the category of expedition vessel with more guest staterooms, more range, and more room for equipment than his old boat. Brian defined the function of the vessel as a carrier for a 26 ‘ (7.92m) twin-outboard catamaran, an outboard skiff, a small car, and a small helicopter, which needed a flight deck. This vessel was to be used with family and guests while also serving as an operations base for outbound travel by air, land, or sea.

Aside from commodious accommodations, a key requirement was comfortable motion on rough seas. This was to be a catamaran, like his current boat, which offers extensive real estate afloat in a seagoing vessel. The only restriction for the new design was a beam no greater than 35 ‘ (10.6m) to fit the largest Travelift.

The trade-off for overall beam width involves room versus roll motion. A wider catamaran responds more quickly to roll in seaways but with less amplitude, whereas a narrower beam rolls more slowly with slightly more amplitude. The slower roll is preferable as long as overall roll stability is maintained. Roll in catamarans is unlike roll in single-hulled vessels. Because the vessel is supported by two buoyancy chambers (hulls) with distance between them, motion has little to do with roll inertia, but rather with response of the hulls to the seaway. Each hull responds to a passing wave independently by heaving (up/down) and rolling, which is a circular motion around the center of gravity (CG) that translates to lateral motion when standing above the CG, especially high up on the bridge. Power catamarans, unlike sailing catamarans, do not require wide hull spacing to generate righting moment (to support a sail plan), so they can have closer hull spacing, which still preserves sufficient stability, slows wave-response roll characteristics, and takes up less space in port.

One of the expected routes for this vessel is the Northwest Passage over the top of North America. Boats venturing there can expect floating ice, so we added thicker hull plating at the waterline and an ice-separation chamber on the cooling water intakes. We also designed the hull to give the propeller protection by positioning it behind a deep canoe-stern afterbody with no exposed shaft. A rudder horn, below the propeller extending aft from the hull, adds support for the rudder and protection for the prop. This configuration is useful as a hedge against the possibility of grounding. In fact, this boat can be careened on the beach between tides if necessary for repairs. The hull includes a strong, deep, vertical keel structure that allows for blocking anywhere along its length.

Speed and range became the largest determinates of the design. A maximum range of 4,000 miles at 15 knots (enough to cross the Atlantic Ocean) was proposed. Catamarans are easily driven at modest speeds due to lack of significant wave resistance by narrow hulls. A preliminary speed prediction analysis showed that we would be in the ballpark with about 1,400 hp (1,050 kW) and 5,000 gal (18,925 l) of diesel per hull. The final installed fuel capacity is 12,500 gal (47,313 l).

The general arrangement plan shows crew quarters in the hulls, three guest cabins, office, saloon, and galley on the main deck and owner’s suite on the bridge deck level.

A totally new design normally goes through a lengthy proposal and critique cycle between designer and client, especially if the client is knowledgeable and involved. The vessel’s first iteration started at 90 ‘ (27.43m) LOA, but it became evident that it needed more length to relieve a number of ills. After adding 10 ‘ (3.05m) we saw improvements, but it wasn’t until the 110 ‘ (33.5m) length proposal that we felt all the requirements had been satisfied: more slender hull shape, more open interior space, and better placement of machinery and tankage. The flight deck for the helicopter became larger, and the forward superstructure fairings gave the boat a sleeker look. And at 110 ‘ we achieved an efficient length versus waterline beam ratio that reduced wave drag and fuel consumption at the target cruise speed.

While beam remained at 35 ‘ , lightship displacement increased significantly to 230,000 lbs (104,190 kg). Accommodations now include crew quarters for four persons in the bows; three double guest cabins and a ship’s office forward; a large saloon amidships with adjacent galley, and a dive and a storage locker aft on the main deck. The upper deck is arranged with a full-width-bridge steering station forward, protected by a Portuguese bridge, and a master stateroom with en suite bathroom aft. The flight deck extends aft of the master stateroom. Access to the upper deck is by either a staircase from the foredeck, an interior staircase adjacent to the ship’s office, or by stairs from the starboard side deck.

The largest variable weight on the boat is fuel, so the tankage is located amidships to minimize its influence on trim. Engine and machinery rooms aft of the tankage take up the remaining spaces all the way to the transoms. Other amenities include a utility area aft of the crew quarters port side with storage and washing machines, and a walkway through the tank spaces and enginerooms to the boarding decks at each transom. Another late addition is the flying bridge to aid with shallow-water operation by improving the vantage point to see coral heads and other obstructions. Its protective bimini serves as a mounting platform for lights and antennae.

—John R. Marples

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Inspired in Kodiak Tailored Professional Design Built in Alaska

Alaskan aluminum power catamarans, llc.

Specializing in building aluminum, hydrofoil assist, outboard powered catamarans

Alaskan Aluminum Power Catamarans specializes in the design and building of aluminum, hydrofoil assist, outboard powered catamarans; producing a welded aluminum boat specifically designed for operating in our rugged Alaskan environment. Each of our boats is influenced by a lifetime Alaskan resident who has spent most of his life both commercially fishing and sport fish guiding around Kodiak. They are designed by an accomplished naval architect specializing in hydrofoil assist catamarans, and each boat is built here in Alaska by a team well versed in fabricating within Alaska’s Commercial Fishing and Sport Boating industry.

The catamaran-style hull is well known for its stability, extra width, and fuel efficiency. However, the asymmetrical hulls on our boats recognize that the water inside a catamaran’s tunnel is different from the water displaced on the outboard sides of the boat when underway. This design helps to further improve on the catamaran idea; preparing for and mitigating chop entering the tunnel for a smoother ride at speed, as well as minimizing drag, increasing fuel efficiency, and range.

Our hydrofoil further improves that catamaran concept and acts like an airplane wing securely fixed between the hulls, providing several inches of lift to the entire boat on plane. Lifting the boat reduces the wetted surface, thereby reducing drag, increasing fuel efficiency, speed, and range. Lifting the boat also increases the distance between the water’s surface and tunnel, further softening and improving the ride in chop. Our hydrofoils are designed and placed to maximize lift at practical cruising speeds and anticipate a variety of load conditions.

Cabin and deck layout are easily customizable and easily tailored to suit your specific tastes and goals for your vessel. We are very happy to work with you and include our own personal experiences and suggestions as we help to create your ideal platform; whether you are a charter captain looking for a layout specific to your clients needs, a remote cabin owner interested in hauling material and supplies, or any normal Alaskan looking to take family and friends out for a day or week of fun. These decisions aren’t new to us and we enjoy helping tailor this technology to your application.

PO Box 888 Kodiak, AK 99615 Phone: (907) 891-8534 MyBoat@AlaskanCatamarans.com Facebook Instagram

Aluminium Strongall Specialist – Sailing and motor yachts

Located in Tarare since 1963, META is the manufacturer of Bernard Moitessier's historical JOSHUA. Thanks to the Strongall ® assembly process, patented by the shipyard in 1977, and its unique know-how the shipyard designs and builds sailboats, trawlers, speedboats and other floating buildings using the deck hull prestressed aluminum technique: our constructions are efficient, innovative, comfortable and very resistant.

The History of the Site

It is in Chauffailles, in Saône et Loire, that Jean Fricaud, an enlightened self-taught metallurgist, takes advantage of his workshops to build his first 11m steel motor-sailer: the SAINTE MARTHE. At the age of 13, Joseph, the eldest son, dreams of cars, drawing and mechanics... and of leaving school as soon as possible in order to start an apprenticeship-which he will do, with his father's blessing.

The workshops, in full effervescence, set up a construction line for hydraulic shovels, Joseph finished his apprenticeship as a mechanic in Lyon and left to enrich his technical knowledge in various regional boiler making workshops hoping, as soon as possible, to practice metallurgy on his own account.

Still in Chauffailles, Jean Fricaud is approached by Bernard Moitessier, for whom he agrees, as a good patron, to build the steel hull of JOSHUA. At the same time, Joseph set up under the name META and became a subcontractor for his father's excavator company.

Jean Fricaud, in Chauffailles, has exhausted all the possibilities for expanding his hydraulic excavator construction company and sets up an additional workshop in Tarare, on the RN7, near Lyon. META, still in Chauffailles, began to diversify and expanded its range of construction equipment.

Jean Fricaud seized the opportunity of a lifetime and sold his prosperous business to an industrial group: he had just built the motorboat NADINE and could finally devote himself to deep-sea fishing. But the buyer does not want to expand to Tarare, where the workshop has just been completed. Sensing "the emergence of a market", Jean proposed to his son to build steel boats there. Joseph obeyed and fate precipitated events: thanks to the publicity generated by Bernard Moitessier's exploits, META became a full-fledged shipyard in Tarare.

After having built more than 70 JOSHUAS, more than 30 DAMIENS II, and many other steel hulls, Joseph launches a big paving stone in the pond and abandons steel in favor of STRONGALL® aluminum, which he has just patented. His pre-stressed aluminum construction technique makes it possible to create extremely resistant deck hulls. The young subsidiary PROMETA, directed by François Fevre, also abandons steel for STRONGALL®.

Patrice Passinge is 17 years old when he joins META as a metal worker, under the supervision of André Ravatier, the company's workshop manager. Joseph carefully follows Patrice's efforts, and despite his young age, he soon proves to be an outstanding journeyman.

Patrice Passinge became workshop manager when, after his excellent career at META, André Ravatier took his legitimate retirement. At the end of the 90's, aware that Joseph was getting older, various buyers came forward with the objective of expanding the company. But Joseph wanted to preserve the family spirit of the company and decided to pass on META to Patrice, who had a solid background and an excellent culture of the business.

Joseph definitively transfers the META Chantier Naval Spécialiste du STRONGALL® brand and all its activities to Patrice Passinge.

Construction and launch of FLEUR AUSTRALE, the magnificent custom sailing boat designed for and by Philippe Poupon. This large expedition ketch travels in all the waters of the world in complete safety, from the Arctic to the Antarctic via the Pacific Ocean.

Design and construction of the Ecotroll 39 in partnership with Jean-Pierre Brouns and the Olbia shipyard. The smallest troller approved for ocean navigation, it sailed from Lyon to Greenland through canals and oceans before returning to Lyon via the Canal du Midi in spring 2011.

50 years of META Shipyard on the island of Frioul opposite Marseille. Great meeting with many clients and personalities owning META yachts.

META is diversifying by proposing hulls for various floating projects, such as the development of a floating restaurant (entre deux ô) visible on Roanne.

Based on our floating projects, Dominique Renouf called on META to build Solar Carriage. Real floating habitats with electric propulsion, the Solar Carriage are powered by photovoltaic panels and can navigate on canals and rivers in an ecological way, an important value of our company. In parallel, META is working on its first production boat, the META 36.

Thursday March 12, a few hours before the first presidential address concerning the containment due to COVID-19, Philippe Brabetz signs the takeover of META Chantier Naval Specialist of the STRONGALL®. Patrice Passinge will launch a carpentry workshop dedicated to the interior fittings of the META 36, at the Tarare location.

The takeover is final and the shipyard, renamed META Yachts—Architect Shipyard—Strongall® Specialist, resists to the COVID wave and follows its course. Philippe conceides his TurboKeels® patent to the company and initiates a range of innovative designs for modern, attractive and highly performing sailboats, new motorboats. META Yachts confirms the desire to invest in environmentally clean projects such as electro-solar housing barge carried by Dominique Renouf, and gorgeous Noé boat, carried by Nicolas Lallemand.

Inauguration de META Yachts Services, à Port Saint Louis du Rhône, sur la côte méditerranéenne, cofondée par Philippe Brabetz et Fréderic Switala, pour l'entretien, le gardiennage et la vente de bateaux META Yachts d'occasion.

Technical Legacy

Bernard moitessier, writer of great talent, exceptional sailor and philosopher recognized well beyond our borders, bernard moitessier (1925 – 1994) has become a legend..

He has given rise to strong vocations by communicating his precious philosophy to all those who, in love with freedom, have “taken the plunge” and are blossoming far from our agitated lands. Everything or almost everything… has been said and written about Bernard, a very unusual character. “I am weighing these words because I fear that his formidable genius of simplicity has escaped some people and has disappeared into the oblivion of history, which would be unjust and regrettable. More than any other sailor, Bernard was haunted not only by the obligation of robustness of the boat, but also by maintenance, hence maximum simplicity. In this perfect sailor’s logic, the deck of JOSHUA – by its very studied simplicity – has always constituted, in my eyes, an essential work reference. Today, every builder (amateur or professional) should be inspired by the best of this masterpiece of practical common sense, on aluminum as on steel.

Drastically simple, but with minimum solutions that have been carefully thought through… On the JOSHUA bridge, nothing should catch, nothing should hurt, nothing should jam: no rails or screwed parts, but welding of sturdy rings instead (to make it easier to surf with the brush, to keep everything clean, and to do away with protective adhesives! Moreover, the most economical solutions were the order of the day, because Bernard was really not rich when Jean, my father, built for him in 1961, the hull number 1 of JOSHUA in CHAUFFAILLES. Among the original features of this deck plan – of a monarchal rigor – the famous “Chinese hood” for example, is worth the detour: 100% watertight thanks to its judicious volumes of depression in spite of the absence of flexible joint, inviolable, reducing thermal bridges, it divides by 3 the times of painting on its perimeter while maintaining the aspect of the new: who does better?

I was very young in the trade when my small team of journeymen started the construction of the JOSHUAS in TARARE, and Bernard’s sponsorship was a great help to me!

More than forty years separate us today from the launching of Bernard’s hull in LYON, and the spirit of the master is still deeply rooted in our reflexes – everything that could be tried differently often turned out to be less convincing, so thank you Bernard for your intelligent contribution to the design of the metal decks of our sailing ships.

Joseph FRICAUD

, Founder of META Chantier Naval

Our Strongall ® construction technique

There is no such thing as the a universal or perfect material, and here is why we have chosen aluminum to replace steel:.

• Aluminum boats are solid: constructions are homogeneous, without joints between welded elements and without weaknesses caused by composite associations of various materials
• Aluminum boats have a great longevity, are a good investment when budgets are under control and if they’ve been well designed and especially well built, they maintain a good rating when resold
• Aluminum grades 5083 and 5086 require little maintenance

Why Strongall ® ?

This aluminum construction method was developed and patented by META Chantier Naval in 1977. The concept is that of a self-supporting aluminum deck hull, based on the use of thick sheets: the transverse structure is then reduced to a minimum (integrated tanks, engine cradle, mast belt, crash-box or watertight bulkhead) depending on the size of the boat. This type of construction is synonymous to robustness and longevity, warrants of the significant investment a boat represents over the years.

The Advantages of Strongall ® :

• Stronger than equal weight steel construction
• About 30% lighter than the same steel shell with comparable strength
• The use of thick sheets allows a greater intensity in welding thus eliminating the risk of “sticking”, and guarantees a better fusion of the metal
• Little or no deformation of the plating sheets
• The thickness of the sheets increases the resistance to corrosion and significantly reduces the risk of metal fatigue (repeated cycles of torsion-bending of the planks where the hull is a hollow beam moving on complex waves and swell phenomena)
• The hull is treated with inorganic Zinc Silicate
• The painting of the dead works and the bridge is only necessary for cosmetic reasons, they can remain raw without consequence for the material.
• A significant advantage for the shipowner, the absence of internal restrictive structures makes the design of the fittings more flexible.

Architectural constraint:

The hulls require developable hull surfaces and lively chine(s)—easily integrated in elegant and efficient designs!

Over 300 sailboats, motorboats and trollers have been built in Tarare since 1977, their extreme robustness secures navigation in particularly difficult areas: Arctic, Northwest Passage, Antarctica… COME MEET US IN TARARE, AND GET A FEELING OF WHAT WE REALLY DO!

TurboKeels®

A solution for ballasting lead from one side to the other….

To displace the center of gravity without relying on complex tilting keels, Philippe Brabetz, new owner of the Meta shipyard, has come up with an ingenious solution: TurboKeels®, or how to ballast lead from one keel to another!

Already used on tilting keel sailboats such as IMOCAs, the system literally involves shifting the center of gravity of the boat—but a tilting keel requires a large draft and a complex, expensive and above all fragile mechanism not suitable for cruising yachts.

With TurboKeels®, Philippe Brabetz applies the above basic premise to twin keel boats. The 2 keels are then used as reservoirs to accommodate the ballast which travels from one keel to the other as needed, and following a closed circuit mechanism activated by a simple pump.

The advantages of Turbokeels are:

• Enhances power
• Diminishes heel angle
• Allows for shallow draft
• Simple, reliable and economical

Stronglite®

—The Stronglite ® technique is undergoing scrutiny by our R&D team—

you can stay tuned and follow our social media networks

Philippe Brabetz

Owner & CEO

Nathalie Simon

Administration & Sales

Marin Ducoux

Design Office Manager

Serge Calka

Export & Communication

Johan Tardif

Naval architect, Engineer

Dockyard Technical advisor

Aluminum Ship Builder

Naval Engineer

Philippe Brabetz has an architecture degree from the Paris-La-Villette School of Architecture. While studying to become a building specialist, he attends Dominique Presle’s naval architecture courses and becomes passionate about the subject.

He graduates shortly after the first Gulf War, when jobs were hard to come round, and nevertheless manages to join the Guignols’ team at Canal+, working at the design and production of TV sets and special effects as of 1995. Ten years later, still passionate about shipbuilding, he joins the Nantes Naval Architecture DPEA which he tops by an internship for the construction of America’s Cup Areva Challenge monohull. During his collaboration with shipyards and naval architecture firms in France, Spain and Morocco, he invents TurboKeels: a twin-keel system whose lest is ballasted from side to side. The invention patented, taking over META Shipyard seemed like the next best thing to do.

His mission is to consolidate the achievements of the legendary shipyard, but also to add the creative touch that will allow META to navigate today’s challenging waters and thus continue its fantastic adventure.

Born in the same valley as META and with a name familiar to windserfers worldwide, her career was mapped out: since 2008, Nathalie has been assisting the shypyard’s management from an administrative, commercial and accounting point of view.

An Executive Assistant by training, she favors positions which allow for the widest diversity of tasks, within human scale structures. It is an interactive and stimulating format that she appreciates and that participates to the great complementarity between her very “maritime” professional activity and very terrestrial personal interests: running, cycling, hiking are all activities which fill her up with the energy and enthusiasm we much appreciate.

Nathalie is a valued collaborator, who faithfully has and does contribute to the welfare of the company .

A naval architecture engineer with a degree from ENSTA Bretagne, Marin’s work at META combines his passion for sailing and his experience of ocean cruising with the technical skills acquired through his training.

As an admirer of Gérard Janichon (Damien) and Bernard Moitessier (Joshua), he says he’s proud to be able to contribute to the development of META and its new series of ocean-going yachts, with modern lines and a spirit of adventure still intact.

Lover of nature, water sports, and concerned about the environment, Victor tackles his new adventure : his meaningful collaboration as a fully-fledged member of the META team.

Profil Linkedin

Specialised Masters in Naval and Offshore Architecture/Engineering Offshore engineering, ENSTA Brest

Fluid Dynamics and Energy in Physics, Université Paris-Saclay

Fundamental Physics, Paris-Saclay University

Lionel has learned and confectioned his skill at aluminum ship building at META, where he’s been a faithful member of the team since 2004. He has become the metalworkers’ go-to person for all questions related to Strongall ® boat building techniques.

Not only is he an experienced boilermaker, he’s got a secret skill up his sleeve: he grows grapes which participate in the making of one of the local Rhone wines.

We’re looking forward to the META vintage 😉

Etudiant-ingénieur en architecture navale à l’ENSTA Bretagne, Marin allie en travaillant chez META sa passion pour la voile et ses expériences de croisières hauturières avec les acquis techniques de sa formation.

Admirateur de Gérard Janichon (Damien) et de Bernard Moitessier (Joshua), il se dit fier de pouvoir contribuer au développement de META et de sa nouvelle série de voiliers hauturiers aux lignes modernes et à l’esprit d’aventure toujours intact.

Le chantier est donc très heureux de pouvoir compter parmi ses équipes ce Marin très compétent—mais aussi parfaitement polyvalent, avec un très bel esprit d’équipe et un sourire communicatif.

Anticorrosion

Your anti-corrosion solution for 50 years.

This zinc-based product is the best protection against hull corrosion so far. We are its historical retailer and use it for all of our boats.

Whether used as antifouling or covered by a regular antifouling, METAGRIP ® welds perfectly to the steel or aluminum hull thanks to the absorption phenomenon.

It does not deteriorate and therefore fully respects the underwater environment.

Do you live in metropolitan France ? Order online

You are not in metropolitan France? Ask for an estimate

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• KM Yachtbuilders
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• - Visit the Shipyard
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New build yachts

We are specialized in the building and finishing of aluminum custom built sailing yachts and have over 30 years experience.

Is your yacht in need of maintenance, repairs or a large refit? We’re happy to help you with it. We not only work on aluminium yachts but also on steel, polyester or even wooden yachts.

Designed by one of the world’s most legendary sailors as his private yacht. Brought to you by KM Yachtbuilders, the leading builder of aluminium expedition yachts up to 100ft.

We are KM Yachtbuilders

We build aluminium yachts. Starting out with three people and about as many yachts. A few decades later we are a team of 45 with more than 100 builds under our belt and our yachts are sailing the seven seas from pole to pole.

BOOT Düsseldorf

Get ready to experience the world’s largest indoor water sports show and explore the latest in boat technology, equipment and accessories. From sailboats to motor yachts, stand-up paddling […]

Choose your destination, comfortably go wherever you want to go.

Fleet highlights, german frers 105 bolero, allures 39.9 imagine, bestevaer 41 josephine 2, altena 53 happy hours, ovni 400 a plus, bestevaer 63 m/y, bestevaer 36 bv3, hoek 65 weatherly, bestevaer 73 christopher, bestevaer 53 xaos, ovni 43 sanderling, pelagic 77 #2, bestevaer 54 canada, bestevaer 56 panta rhei, bestevaer 53 m/y #3, bestevaer 62 luskentyre, bestevaer 53 my still, bestevaer 45 lionne, bestevaer 53 m/y bryndis, bestevaer 72 symbiose, custom my river tender, bestevaer 45 lene, bestevaer 45 alias, bestevaer 45 godewind, km custom yachts.

A custom built yacht is a journey in itself. Every customer comes with their own set of demands that depend on the purpose of the boat. Decades of experience, teamwork and a profound love of our craft help us to always come up with solutions for the most challenging demands.

Bestevaer yachts

Bestevaer s/y, bestevaer m/y, custom bestevaer 1/1, the world's finest explorer yachts., become part of the km family.

Our team is always ready to assist our yacht owners with advice and assistance in the event of contingencies.

Explore Bestevaer yachts

Designed by one of the world’s most legendary sailors as his private yacht. Brought to you by KM Yachtbuilders.

Find anything, super fast.

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Motor Yacht

Anna is a custom motor yacht launched in 2018 by Feadship in Makkum, Netherlands.

Based in the Netherlands and with roots dating back to 1849, Feadship is recognised as the world leader in the field of pure custom superyachts.

Anna measures 110.00 metres in length, with a max draft of 4.25 feet and a beam of 18.5 feet. She has a gross tonnage of 4,693 tonnes. She has a deck material of teak.

Anna has a steel hull with an aluminium superstructure.

Anna also features naval architecture by De Voogt Naval Architects.

Performance and Capabilities

Anna has a fuel capacity of 442,000 litres, and a water capacity of 97,000 litres.

Accommodation

Anna accommodates up to 18 guests in 9 cabins. She also houses room for up to 30 crew members.

Other Specifications

Anna has a hull NB of 1007.

Anna is a LR class yacht.

• Yacht Builder Feadship View profile
• Naval Architect De Voogt Naval Architects No profile available
• Exterior Designer Michael Leach Design No profile available
• Interior Designer Michael Leach Design No profile available

Yacht Specs

Other feadship yachts, related news.

A Russian sub took 'catastrophic' damage from a Ukrainian missile strike despite attempts to downplay it, UK intel says

• A key Russian submarine suffered "catastrophic" damage in a recent Ukrainian attack, UK intel said.
• The loss is significant, the MOD said, as it's one of four cruise-missile-capable subs in Russia's Black Sea Fleet.
• It could take "many years" before the submarine can return to service, the UK MOD said.

A major Ukrainian strike on a Crimean naval base has likely inflicted so much damage to a key Russian submarine that it could take years to return it to service, according to UK intelligence.

Ukrainian forces launched an attack on Wednesday on Russia's Black Sea Fleet base at Sevastopol, striking a submarine and a landing ship, per the UK's Ministry of Defence.

In its latest intelligence update published on Friday , the UK MOD said the two vessels — identified as the landing ship Minsk and the Kilo 636.3 class submarine Rostov-on-Don — were hit while undergoing repairs in dry docks at the Sevmorzadov shipyard.

The degree of the damage is such that "any effort to return the submarine to service is likely to take many years and cost hundreds of millions of dollars," the MOD said.

Damage to the Minsk appeared to be even worse.

"Despite the Russian Ministry of Defence downplaying the damage to the vessels, open-source evidence indicates the Minsk has almost certainly been functionally destroyed, while the Rostov has likely suffered catastrophic damage," the MOD said.

The prominent X account OSINTtechnical suggested on Wednesday that the blasts hit a dry dock containing the submarine and landing craft, based on satellite imagery.

In the hours following the attack, Russia's Defense Ministry sought to downplay the extent of the damage to the vessels.

The loss of the submarine is significant, the UK intelligence update said, as it removes one of the Black Sea Fleet's four cruise-missile capable submarines "which have played a major role in striking Ukraine and projecting Russian power across the Black Sea and Eastern Mediterranean."

The UK MOD added that "the complex task of removing the wreckage from the dry docks" will also place the facility out of use for many months.

Ukraine's latest attack on Crimea is part of a long-term effort to isolate the Russian-occupied peninsula and make it "untenable" for Russian forces to remain there, a retired US Army general previously told Insider .

"This is all orchestrated as part of a sophisticated, multi-domain counteroffensive," Ben Hodges, a retired lieutenant general and former commander of US Army Europe, said.

Mykhailo Podolyak, an advisor to Ukrainian President Volodymyr Zelenskyy, called the attack a "professional and meaningful 'statement'" in a post on X . 

"The demilitarization of the Russian Black Sea fleet is a real long-term guarantee of security for regional trade routes and the "grain corridor," he added.

• Photographers

Urban Soundtracks: Rostov-on-Don According to Motorama

For reasons unknown to me, Russian music has never broken into the Western consciousness, beyond that brief t.A T.u phase in the 2000’s. Americans just never caught on to the wonder that is Philipp Kirkorov, I suppose. Nonetheless,  Motorama has carved out a small niche for themselves as an underground hit. Maybe this is down to their lyrics being in English, or perhaps it’s the fact that they have a near-perfect capacity to summarize our twisted emotional landscape with their own brand of Post Punk.

Hailing from Rostov, Russia, they were formed outside the Moscow and Saint Petersburg cultural centers, which produce the bulk of the nation’s cultural exports. Known for being a far more rough city, Rostov appears to be the ideal backdrop for Motorama’s amazing capacity to engender emotions, like disappointment and anxiety. However, little writing is produced about the city and it attracts few tourists from outside Russia. As such, we spoke to  Vladislav Parshin from the band, and he kindly put together a bit of a mix to understand the place a bit more.

For most people anything outside of Russia, the country is a complete mystery. How did being from Rostov shape your musical tastes and you guys as artists?

For me the main influence was my father who showed me tons of great music from the Soviet Union and abroad and all these songs formed my tastes. Rostov-on-Don is also an important part of shaping the taste, as I knew personally the members of the New Wave/Post-Punk 90’s bands like Elen  and Matrosskaya Tishina , they influenced me in the beginning of the 2000’s.

It is interesting looking at musical scenes that are outside the centers of arts like Manchester, Seattle, and Louisville. It is as if being removed from the mainstream conversation allows you to produce something completely unique and personal. To a certain degree, do you think that your band was almost blessed to be outside the major cities of mainstream culture?

I won’t say that it was a blessing, but it was fine for us as a band. I think that living outside the big cultural spots is a good chance for creating something by yourself, you have more free time, instead of visiting never ending exhibitions, concerts and parties. But at the same time it’s harder to meet people who share the same ideas and who can help you in what you are doing. In general I feel comfortable living in Rostov-on-Don, we are flying to Moscow and St. Petersburg from time to time only because of the concerts.

The mix is fantastic. It is very Post Punk/synth-inspired. However, it is hardly the most ‘sunshine and rainbows’ mix. You’ve said in other interviews that there is nothing exciting about your home city of Rostov. Does that contribute to the sound of the mix?

I like such music and I think it suits our city.

In many articles, your work has been compared to British post-punk bands but I think it is fair to say that you’re part of a broader Soviet/post-Soviet tradition of bands like Kino. What is it about this darker style of music that continues to attract people across different generations in the former USSR?

I think that there’s a specific side in Russian character that is connected with such dark or sorrowful music. For example, lots of traditional folk songs from different parts of Russia are based on metaphysical stories connected with faith and death. All these existential problems are reflected in different art genres here, not only with music, but also literature.