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Nominated for workboat ‘s top significant boat 2024, featured boat, 4818-htc paxcat, 4wd of the sea.
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Join the BRIX legacy with a recreational cat built to professional standards. Be it for fishing or cruising, each custom RecPro is distinctly tailored for adventure.
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OUR LATEST LAUNCHES
BRIX Marine Announces Pre-Build of New Research Vessel for Year-Round Environmental Research off Connecticut’s Coast
“Our LabCat hulls have built a reputation for performing like much larger vessels. The 4416 [...]
BRIX Marine’s Jackpot Bay Nominated for WorkBoat’s Top Significant Boat of 2024
PORT ANGELES, WA – BRIX Marine is proud to announce that its custom-built 4615-HTC LandingCat, [...]
BRIX Marine Launches the 4818-HTC “Raven” for Allen Marine Tours
Port Angeles, WA – BRIX Marine proudly announces the launch of its latest whale watching [...]
BRIX Marine Launches the 5217-CTC “Quinn Starr”: A New Era in Whale Watching Adventures
About Alaska Whale Watching Alaska Whale Watching offers unforgettable wildlife viewing experiences from Auke Bay, [...]
BRIX Marine Launches the 4615-HTC “Jackpot Bay” LandingCat: Setting Sail to Alaska
PORT ANGELES, WA – BRIX Marine announces the successful launch of the 4615-HTC, which has [...]
BRIX Marine and Ashbreez Boatworks Launch “Just 1 More”: A Continued Partnership of Marine Excellence
Anchorage, Alaska – BRIX Marine and Ashbreez Boatworks proudly announce the continuation of their successful [...]
BRIX Marine Delivers the 3513-CTC “Sovereign One” to the Puyallup Tribe: Advancing Shellfish Monitoring Capabilities
PORT ANGELES, WA – BRIX Marine proudly announces the successful completion and delivery of the [...]
Behind the Scenes of the BRIX 4615-HTC: Advancing Maritime Operations with Purposeful Design
PORT ANGELES, WA – BRIX Marine is excited to announce the forthcoming launch of the [...]
ABOUT BRIX MARINE
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.
“Our luxury water taxi designs are raising the standards for passenger vessels as seen with the recent launch for Liberty National Golf Club. The research vessel Bob & Betty Beyster we delivered in 2019 earned a Workboat Magazine award as a Significant Boat of the Year. That design is reshaping our research vessel line-up,” commented Perry Knudson. “We have a lot of exciting things on the horizon. This new identity represents who we are and where we’re going.”
Your Vision. Our Expertise.
We believe solutions exist to unique vessel demands, and we provide solutions to our clients every day, giving them the best possible opportunity to succeed on the water.
Let’s build your boat.
Our Core Values
- Quality Craftsmanship
- Financial Responsibility
- Accountability
SOME OF OUR VALUED CLIENTS
Introducing the ODC48
Experience the Ultimate in Safe and High-Performance Cruising with the ODC 48: The Aluminum Catamaran That’s Taking the World by Storm! Chosen by Peter “Plukky” Lukursky from YouTube Channel Sailing into Freedom to complete the ElCano Challenge, this catamaran is fully electric and made of lightweight and durable aluminum, making it the eco-friendliest and safest option on the market. With low draft and kick-up rudders, you’ll be able to navigate even the shallowest of anchorages with ease. And with a sail plan designed to make the most of all conditions, you’ll be sailing more and motoring less, allowing you to venture further than you ever thought possible. Inside, the ODC 48 is sleek and comfortable, offering a choice of 3 or 4 cabin layouts and propulsion options from diesel, hybrid, to fully electric. Get ready to be blown away by the ultimate in safe, disruptive, and high-performance cruising – the ODC 48 is waiting for you!
Overall Length:
14.6m 47.9ft
Beam Overall:
7.6m 24.9ft
110.9m2 1194ft2
Draft (board up):
Light displacement:.
7970kgs 17571lbs
Markos Thiraos
Structural engineers:
Ship Investigations Co.
Markos Thiraios
14.6m/ 47.9ft
7.6m/ 24.9ft
110.9M2/ 1194ft2
0.59m/ 1.94ft
8,360kg/ 18430lbs
ShipInvestigation Co.
Performance
The ODC48 was specifically designed for high nautical mile days, featuring a light aluminum hull and a powerful sail plan. When sailing upwind, this vessel is able to point high with minimal leeway, thanks to its deep daggerboards. During reaching conditions, the ODC48 is capable of blasting along at impressive speeds ranging between 8 and 14 knots.
Velocity Performance Predictions (VPPs), also known as polars, are generated through advanced computer modeling at base boat weight and assume the vessel is in a flat sea state, with trimmed sails and a clean bottom. However, it is important to note that polars do not guarantee a specific performance as the vessel’s performance in real-world conditions can vary greatly due to factors such as sea state, hull condition, payload, and the skill of the helmsman.
Safety is our top priority, which is why the ODC48 is equipped with advanced features to ensure your peace of mind. These include fore and aft watertight bulkheads to prevent flooding in the event of a collision, kick-up rudders that reduce the risk of damage, and a reinforced keel and bow for added durability. With these features and more, you can sail with confidence and focus on enjoying your journey.
Our vessel’s hull design is optimized for outstanding performance, with every aspect crafted to deliver an unparalleled experience. The high bridgedeck is specifically engineered to avoid wave slamming, providing a smoother ride even in challenging conditions. Whether you’re pushing the limits of speed or simply cruising in comfort, you’ll appreciate the precision engineering and attention to detail that makes our ship a true standout
The ODC48 boasts a spacious cockpit, designed to comfortably accommodate up to eight passengers with ample storage space. In addition, the cockpit can be fully enclosed, providing shelter from inclement weather and ensuring a safe and comfortable journey. The helm position is thoughtfully optimized for extended cruising, reducing fatigue and providing improved visibility for the captain
Heat management in tropical climates has been meticulously addressed in the design of the ODC48. The yacht features exceptional ventilation throughout, ensuring a comfortable and cool environment for those navigating the warm tropical waters.
- 3 Cabin Interior Layout
- 4 Cabin Interior Layout
- Deck Exterior Layout
- Overall Length
- 14.6m / 47.9ft
- Waterline Length
- 14.60m / 47.9ft
- Beam Overall
- 7.60m / 24.93ft
- 81m2/ 827 ft2
- Working Self Tracking JIB
- 29m2/ 312ft2
- Sail Area 100% Foretriangle
- 110.9m2/ 1194.35
- Asymmetric Spinnaker
- 206 m2/ 2220ft2
- 143m2/ 1539ft2
- Draft Boards Down
- 1.59m / 5.22ft
- Draft Board Up
- 0.59m / 1.94ft
- Air Draft / Mast Clearence
- 21.7m/ 71.2ft
- Bridgedeck Clearence
- 0.88m / 2.89ft
- Light Displacement
- 8360 kgs / 18430 lbs
- Maximum Displacement
- 13,500 kgs / 29762 lbs
- 250 Kgs / 550 lbs per arm Max length tender 3.5m / 11'6" Max Weight Tender w/OB: 214 Kgs / 474 lbs
- Diesel, hybrid or fully electric options
- Fuel Capacity
- 2 x 200ltrs, 2 x 88 gals
- Fresh Water Capacity
- 2 x 200ltr, 2 x 88 gals
- Black Water Capacity
- 2 x 80ltr, 2x 21.14 gals
Copyright © 2023, ODISEA YACHTS. All Rights Reserved
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.
Yachting World
- Digital Edition
First look: Ovnicat 48 aluminium multihull
- Rupert Holmes
- April 26, 2022
The inevitable combination of both the trend for aluminium yachts and towards multihulls, the Ovnicat 48 is a new go anywhere catamaran, Rupert Holmes reports
It’s easy to assume that all rugged metal yachts are very heavy. While that was the case at one time for steel designs, it’s a different matter for aluminium which, before carbon fibre became feasible, was frequently used for competitive racing yachts and from which the Ovnicat 48 is built.
This means it was almost inevitable that two of the biggest trends in cruising yacht design – expedition yachts and multihulls – would merge at some stage. The Garcia Explocat 52 , launched late in 2020, wasn’t the company’s first aluminium catamaran, but it brought the concept to a bigger audience.
At the same time Ovni, which has built 1,500 shoal draught aluminium monohulls over the past 50 years, was also developing a multihull concept with a 48 design. The first two have already been sold, with one scheduled to launch in 2024.
We don’t yet have many details, but it looks like an enticing design by Mortain and Mavrikios, with more of an emphasis towards warm water sailing and temperate climates than the other yachts in this selection.
Despite the boat’s rugged nature, laden displacement is lower than that of most cruising catamarans of similar size, giving the promise of brisk and enjoyable sailing without the worries of a more fragile fibreglass construction.
Ovnicat 48 specifications
LOA: 14.50m / 47ft 6in Beam: 7.75m / 25ft 6in Draught: 1.35m / 4ft 5in Base price: €1,200,000 ex VAT Builder: alubat.com
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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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CHE 35m sailing catamaranDescriptionCHE is unique fully custom built aluminium sailing catamaran, having the length of 35m - she is the second largest catamaran in the world. She really sails and has limitless range, she boasts graceful exterior lines and spacious guest areas inside and outside. SpecificationsYacht virtual tour. Further yacht managementFascinated by this yacht, submit an enquiry to get detailed information on this yacht and discuss her purchase with one of our brokers., more sunreef yachts. Yacht offersCAN'T FIND THE PERFECT YACHT?Submit a request, and we'll tailor a yacht selection just for you.. The Mother of All Maritime LinksJohn's nautical links list, page 31 of 47. New or Changed Links Multihulls:
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2022 Custom 50 Feet Aluminium Catamaran. US$879,918. ↓ Price Drop. US $6,685/mo. Bach Yachting International | Dalmatia, Croatia. Request Info. Find Sail Catamaran Aluminum boats for sale in your area & across the world on YachtWorld. Offering the best selection of boats to choose from.
The Nahoa 55, designed by Ben and Ashley, is the ultimate expedition sailboat. Crafted for reliability and low maintenance, this aluminum catamaran combines seaworthiness, safety, and comfort. It features six watertight bulkheads, skegged rudders, 3 kW solar capacity, and hybrid propulsion. Ideal for long-range cruising, it supports 200+ mile ...
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Draught: 1.50m 4ft 11in. Light displacement: 18,900kg 41,260lb. Fuel capacity: 1,100lt 242gal. Water capacity: 660lt 145gal. Design: Pierre Delion/www.garciayachts.com. The new go-anywhere Garcia ...
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The inevitable combination of both the trend for aluminium yachts and towards multihulls, the Ovnicat 48 is a new go anywhere catamaran. ... Catamaran sailing; Bluewater sailing techniques;
Garcia Explocat 52, the ultimate aluminium exploration catamaran, offers a new way to explore the world, previously reserved for monohulls. Explocat 52 A two-hulled version of the "Exploration" concept, the Explocat 52 combines all the benefits of multihulls for an unequalled result: space, safety, comfort, autonomy and performance.
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Find Power Catamaran Aluminum boats for sale in your area & across the world on YachtWorld. Offering the best selection of boats to choose from. ... Boat Lagoon Yachting | Jiangmen, China. Request Info; New Arrival; 2026 Circa Marine 24M. Request price. Ocean Vault | Auckland, New Zealand. Request Info; In-Stock; 2008 Alubat 24. US$1,388,318.
The catamarans of the Garcia Yachts shipyard are made of aluminum so that you can explore the world with confidence while enjoying the comfort of the catamaran. Catamaran Destined to sail off the beaten track, the Explocat 52 considerably broadens the field of possibilities in catamaran sailing: she offers a new way to explore the world ...
Garcia Yachts is a French shipyard building high-end blue water cruising aluminum sailing boats, monohulls or catamaran, from 45 to 60 feet.
We make catamarans for people that love sailing, but are looking for more space and comfort. Vaan combines the sailing sensation of a monohull with the luxury space and comfort of a catamaran. It makes trips fun for everyone on board: sailors, family and friends. Better yet, we build every Vaan of sustainable circular materials. Because enjoying the planet should not waste it. More space, more ...
Built by a wide variety of yacht building companies, YachtWorld presently offers a selection of 1,974 catamaran yachts for sale. Among them, 492 are newly built vessels available for purchase, while the remaining 1,482 comprise used and custom yachts listed for sale. These vessels are all listed by professional brokerages and new boat dealers ...
There's a new cat in town. Today, Vaan introduces its first model: the Vaan R4. This luxury catamaran is made of circular materials, including recycled aluminium, cork, and plant-based alternatives for leather. Innovative choices in its design make the R4 a premium yacht that optimally combines comfort with a spectacular sailing experience.
An Aluminum Expedition Catamaran. 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 ...
Welcome to Hutting Yachts. Since 1975 Hutting Yachts has stood for quality, craftsmanship and performance that has come from a passion for sailing and yacht building. Start to find your exclusive aluminum sailing yacht, meticulously crafted according to your preferences within our semi-custom range, with sizes up to 55 feet.
Our boats are put in the water in the beautiful Brittany coast centrally positioned in Europe, only three hours from Paris by train and barely more by car. Renan LECLERC. Our aluminum sail yachts, sailboats, and boats are built in aluminum alloy for strength and composite including carbon spars for blue water ocean cruising and sailing.
CHE is unique fully custom built aluminium sailing catamaran, having the length of 35m - she is the second largest catamaran in the world. She really sails and has limitless range, she boasts graceful exterior lines and spacious guest areas inside and outside. The yacht broker Arcon Yachts offers to buy a motor yacht CHE 35m sailing catamaran.
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Aluminum boat plans / catamarans; aluminum catamarans. specmar aluminum catamaran hulls are either symmetrical or asymmetrical in design. a symmetrical hull consists of two basic v-bottom hull structures. asymmetrical hulls are basically a monohaul craft split down the middle and spread apart. a foil assisted cat has a lifting foil between the. ...