aluminum sailing catamaran

F I R S T I N C A T A M A R A N S

1-360-457-5752

RecPro | Recreational
PaxCat | Passenger
LabCat | Survey
Landing Craft

move beyond ordinary with brix marine

LIMITED AVAILABILITY – BOOKING WINTER 2025 DELIVERIES NOW

join the legacy

4615-HTC LandingCat JACKPOT BAY

Nominated for workboat ‘s top significant boat 2024, featured boat, 4818-htc paxcat, 4wd of the sea.

Latest BRIX Videos

Safety. stability. speed., efficient. spacious. safe., stable. strong. ergonomic., first in catamarans, discover our boats.

RECREATIONAL

Walk-around or full width cabin

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.

TOUR, FERRY, DIVE

Customize For Diving, Whale Watching Or Luxury

BRIX Marine’s PaxCats deliver reliability and comfort for the most memorable excursions. Choose the sweetest ride on the water for up to 49 passengers and beyond.

SURVEY, RESEARCH

Workboat’s Top-10 Significant Boats Of 2019

BRIX provides the most capable boats under 50′ in the marine science industry. Outfit with equipment such as a knuckle boom crane, an A-frame, or the versatile BRIX HYPR-Arm.

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

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

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Explorer Sailing Yachts

Catmar Explorer 64-ML

A "one-off" design explorer catamaran in certified aluminium for circumnavigation. safe, strong, reliable, robust and fast sailing, made in our shipyard in holland..

Catmar Explorer 64

An individual seaworthy custom-made explorer catamaran for all oceans. 205 sqm living space, good sailing characteristics, made in our shipyard in holland.

NEW: Catmar Range Explorer 64

The new catmar® range explorer 64 aluminium sailing catamaran for worldwide ocean cruising. elegant, powerful design and a rig with 240 square metres of outstanding hydranet sail performance..

Catmar Explorer 64 Wheelchair

Wheelchair accessible explorer catamaran for worldwide blue water cruising, made in our shipyard in holland. wheelchair access to all decks and cabins, single-handed..

Catmar Explorer 71

Comfortable ocean explorer catamaran for circumnavigation, individual design, made of certified aluminium, good sailing performance, can be viewed currently under construction in holland., sturdy explorer sailing catamarans.

Individually planned sturdy "full-custom" Explorer sailing catamarans cannot be ordered or bought off the shelf of a series production manufacturer.

But one can have them built individually and custom-made:

Have the design and layout developed together with CATAMARIS® and its architects and have them built at one of the experienced Catamaris® shipyards in Holland, Germany and Europe.

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

ProBoat.com Archives

Stageplaatsen
Open Day 2024

Discover the new Hutting 46 Explorer

From miles away you recognize the renowned Hutting line from the water. Robust and solid, yet elegant with clearly defined classic lines. The Hutting 46 Explorer; the ideal long-distance cruiser exclusively built to your style.

Step Aboard

Step on board and discover the sailing yacht yourself. Contact us to schedule a viewing .

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.

We believe that to experience optimal freedom while sailing, you need maximum latitude in creating your dream sailing yacht—whether it involves an extensive refit or the realization of your ideal sailing yacht.

We guarantee the renowned ‘Hutting Quality’ in every detail, from our worldwide service to the highest safety standards inside and outside your yacht, all designed to ensure you experience the true feeling of freedom.

Aluminium Sailing Yachts

Exclusive aluminum sailing yachts. Crafted with high-quality standards and optimal safety in every detail. Ideal long-distance sailing yachts rooted in the core of design, fully customizable to your ideal preferences. A custom sailing yacht tailored to your own desires, sailing style, and travel destinations. Discover our newest sailing yacht: the Hutting 46, and the newest design of the Hutting 52 in cooperation with Hoek Design.

We provide comprehensive refit services from start to finish, with everything conveniently located on one yard—from the mast to the hull and interior. Our goal is to ensure your yacht sails away as new. Additionally, we have the expertise to transform your yacht into an electric or hybrid sailing yacht if desired. Note: we can execute refits for yachts up to 85 feet.

Hybrid Yachts

Together with Stok-electric, we offer completely custom-made solutions for converting sailing yachts into electric or hybrid sailing yachts. We have a suitable, custom-made solution for almost every sailing yacht: from 10kW to 200kW. Prepare your sailing yacht for the future by combining a refit with the installation of an electric or hybrid system.

Discover your dream sailing yacht in our selection of luxurious, seaworthy sailboats within a range of 35 – 65 ft. We are here to assist you in your search by leveraging our knowledge, expertise, and international network.

“Keep up the good work on improving the finest dream a man can make in a lifetime”

Y. lafontaine – owner h40.

Latest news

Publicatie Hutting 46 Spiegel der Zeilvaart

Read the publication about the Hutting 46 in Spiegel der Zeilvaart.

1st & 2nd prize for Hutting during CAM-Race

Hutting 40 Brandaen and Hutting 45 Tanmateix take prizes at the 2024 Colin Archer Memorial Race. Rea

Hutting 46 at Yacht TV

Check this episode of the German Yacht TV, journalist Alexander Worms performs an independent test

Sign up for our newsletter

Stay informed:

Explorer 50
Explorer 54
Interior joinery
Aluminum construction
Composite work


Explorer 54 Aluminum centerboarder sailing around Jersey...		Futuna 70 Pictures of the Futuna 70 under sail...


Why aluminium ? An aluminium hull makes a whole lot of sense for an ocean going sail yacht		Lauch of Futuna 70 New Futuna 70 aluminum composite sail yacht was launched in Normandy...

ABOUT US...

Our designs are semi-custom and we deal with our clients directly.
Please contact us at the address below either via e-mail or with a phone call
for any further information, or arrange for a visit.
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

CHE 35m sailing catamaran

https://api.arconyachts.com/storage/media/33565/conversions/942_7718625324-optimize.webp

Description

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.

Specifications

Yacht virtual tour.

Further yacht management

Fascinated 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 offers

CAN'T FIND THE PERFECT YACHT?

Submit a request, and we'll tailor a yacht selection just for you..

The Mother of All Maritime Links

John's nautical links list, page 31 of 47.

New or Changed Links

Multihulls:

2Hulls Inc. (Catamaran, power catamaran & trimaran broker dealers, Fort Lauderdale, Florida)
Building the Aluminum Catamarans Osram VII and Osram VIII
Advanced Multihull Designs (AMD, high speed passenger and vehicle ferries)
African Cats (Builder of cruising sail and power catamarans, Amstelveen, the Netherlands)
All American Marine (Aluminum Teknicraft catamaran work, passenger and pleasure motorboats, Bellingham, Washington)
Alwoplast (Builder of large sail/power multihulls, repairs, Valdivia, Chile)
AmeraCat Custom Catamarans (Builder of commercial or recreational offshore fishing catamarans, Ft. Pierce, Florida)
American Proas, 1898-1998
American Sail (Builder of Aqua Cat catamarans, Charleston, South Carolina)
Aquidneck Custom Boat Builders (Construction, repair and refit of multihulls to 30' beam, composite or other materials, fabrication of composite components, Bristol, Rhode Island)
The Arctic Ant Aeroboat (Amphibious tetramaran airboat for Arctic conditions, "Don't let the Arctic conditions stop you from doing what the Titanic couldn't, there are no weather conditions unaccessible for the Arctic Ant ," Larsmo, Finland)
Aspen Power Catamarans (28-40', Burlington, Washington)
Austal Group (Builder of aluminium vessels including fast ferries, patrol boats, cruise and live-aboard vessels and private motor yachts, Henderson, Western Australia)
The Austin Outrigger Canoe Club (Lady Bird Lake, Texas)
Aventure Catamarans (Power and sailing catamarans, Monaco)
Bailey Custom Boats (Wooden pontoon boats, Statesboro, Georgia)
Bell Composites, Inc. (Builder of Offshore Catamarans, Powercat motor catamarans, outrigger canoes, Jupiter, Florida)
Bennington Pontoon Boats
BoatSmith (Builder of cruising catamarans, West Palm Beach, Florida)
The British A Class Catamaran Association
The British Columbia Multihull Society (BCMS)
Build a Catamaran (Catamaran building logs)
Building a Woods design Pixie Catamaran in Uruguay (Jeremy Bernal builds a beach cat)
The Canadian Dart Association (18' catamaran)
The Canadian Sea Spray Association
The Catamaran Company (New and used catamarans, sailing vacations, and catamaran services, Fort Lauderdale, Florida)
Catamaran Cruisers (Fiberglass catamaran houseboats, Columbia, Tennessee)
The Catamaran Racing Association of Michigan (CRAM)
Catamaran Sailor Magazine ( ("A NEWSpaper that covers any and all news concerning beach cats")
The Catapult Inflatable Catamaran Class Association
C-Dory (Builder of TomCat � power catamarans, Auburn, Washington)
Choy Designs (Multihull luxury yachts)
Chris White Designs (Cruising multihulls)
Coast Catamarans (Developer of the Coast 50 akuminum cruising catamaran, Marseille)
Corsair Marine, Inc. (Ian Farrier-designed folding, trailerable trimarans, Ho Chi Minh City, Vietnam)
Custom Fiberglass International (CFI, builder Isotope and Cheshire sailing catamarans, Durham, North Carolina)
Cypress Cay Pontoons (Custom, luxury and fishing pontoon boats, Fort Wayne, Indiana)
Dick Newick (Trimaran, catamaran & proa designs)
The Dick Newick Proa Cheers (Third in the 1968 Transat)
Dragonfly Sailboats (Folding trimarans 6-12 meters, Fredericia, Denmark)
ElectraCraft (Builder of electric powered launches and pontoon boats, Westlake Village, California)
Endeavour Catamaran Corporation (Cruising catamarans, Clearwater, Florida)
Eric Henseval Yacht Design (Sailing multihulls, France)
Far East Boats (Manufacturer of sailing multihulls, Jiangsu, China)
The Farrier/Corsair Trimaran Discussion Group (Discussion of the multihull sailboats designed by Ian Farrier)
Farrier Marine Inc. (Ian Farrier multihull designs)
FishCraft (Builder of inflatable drift catamarans, Sisters, Oregon)
Flaquita (Tacking proa for homebuilders designed by Joe Henry)
Flats � Cat (Rough water-shallow water power catamaran)
The Flying Proa (Article by William Alden from Harper's New Monthly Magazine , 1877?)
Fritz Koschmann's Bolger Double Eagle (Building a catamaran eco-tour boat)
Fulcrum Speedworks (Builder of UFO foiling sailing catamarans, East Providence, Rhode island.)
Fusion Catamarans (Kits for 40' composite sail and power catamarans, Australia & Thailand)
Gary Dierking's Outrigger Sailing Canoes Blog (Photos, drawings, and descriptions of outrigger canoes around the world, Gary's outrigger sailing canoe plans)
The Gemini Catamaran Owners Association
Gemini Catamarans (Cruising catamarans, Annapolis, Maryland)
Godfrey Pontoon Boats
Grabner (Maker of Happy Cat inflatable sailing catamarans, Haag, Austria)
Grainger Designs (Raku sailing catamarans, Sensori power catamarans, custom and racing designs)
Great Lakes Watercraft (Maker of MiniCat inflatable sailing catamarans, Takacat inflatable catamarans, Detroit, Michigan and Windsor, Ontario)
Green Dream Boats (Builder of Solliner solar catamarans, Gdynia, Poland)
Gunboat Multihulls (Manufacturer of large sailing catamarans, Wareham, Massachusetts)
Harris FloteBote Pontoon Boats (Fort Wayne, Indiana)
Harryproa (Plans, kits & professionally built Harry, Harrigami & Visionarry cruising proas designed by Rob Denney, Australia)
Hartley Multihull Designs (Sailing catamaran and trimaran plans for amateur builders, New Plymouth, New Zealand)
Harvey Golden's Thamakau Project (A skin-on-frame Fijian sailing proa)
The Hawaiian Sailing Canoe Association (HSCA, information and education on the culture of the Hawaiian sailing canoe)
Henny van Oortmarssen Homebuilding the F-39 Trimaran Fram in the Netherlands
Hobie (Manufacturer of sailing catamarans and trimarans)
Hoewa�a Dallas Outrigger Canoe Club (Texas)
Holopuni Canoes (Maker of paddling and sailing Hawaiian outrigger canoes, Tahoe City, California)
How to Build a Timber Outrigger Canoe (FAO online pamphlet)
Hydro Bikes (Pedal powered catamarans)
l'Hydropt�re (Speed record setting hydrofoil trimaran)
Incat Australia (Builder of wave piercing and conventional catamaran ferries)
The International A Division Catamaran Association
The International Small Catamaran Handicap Rating System (SCHRS)
The International Tornado Association
The James Dory Page (Building a Kurt Hughes 30' Cruising Catamaran)
James Wharram Designs
The Jarcat Catamarans Discussion Group
John Shuttleworth Yacht Designs Ltd. (Multihulls, power and sail)
Jutson Marine Design (Power catamarans, multihull sailboats, Vancouver, British Columbia)
K-designs (Bernd Kohler's wing in ground effect and multihull vessels)
Kelsall Catamarans (Designs 18-75')
The Kent Island Outrigger Canoe Club
Kevlacat Power Catamarans (Buddina, Queensland)
Kha Shing Enterprise (KSE, builder of Montefino catamaran motor yachts, Kaohsiung City, Taiwan)
Kiribati Canoes (Proas)
The Koehler Multihulls Discussion Group
Kurt Hughes Sailing Designs (Catamarans and trimarans)
Lagoon (Builder of luxury sailing catamarans, Bordeaux Cedex, France)
LeisureCat & AussieCat (LeisureCat power catamarans, marketed in America as AussieCats, Bibra Lake, Western Australia)
Maine Cat Catamarans (Builder of cruising sail catamarans, Bremen, Maine)
Manitou Boats (Aluminum trimaran pontoon boats, Lansing, Michigan)
Mehrrumpfboote (A German catamaran, trimaran & proa site)
Metz Boats (Small multihull designs and kits by Klaus Metz, Munich, Bavaria)
Michael Kabua's Riwuit (Toy sailing proa that won the Marshall Islands Independence Day race in 2000)
The Microship Project (A trailerable cruising trimaran)
Mike Waller Yacht Design (Stock and custom multihull designs, Australia)
Mr. Smith's Amazing Sailboats (The high-speed hydrofoil and multihull designs of Bernard Smith: Aerohydrofoils, Monomarans, Fliptackers and Sailloons)
The Multihull Association of South Florida (MASF)
The Multihull Boatbuilder Page (A free exchange of building and design information for simple, efficient, economic homebuilt multihulls)
The Multihull Centre (Multihull building and repairs, Millbrook, Cornwall)
The Multihull.com Forums (Discusions on everything multihulls plus sailing meetings devoted to multihulls)
Multihulls Magazine
Multihull World ("Australasia's multihull magazine")
MultiMarine (Used multihulls, multihull designs by Michael Leneman, Venice, California)
Multi Winds International (Maker of the �lan � trailerable trimaran and Extreme � catamarans)
M. u. H. von der Linden GmbH (Kits for Grainger and Schionning sailing catamarans, Schionning power catamarans, Wesel, Germany)
The National Mosquito Catamaran Council (Australia)
The New England Multihull Association (NEMA)
Newick Nautical Designs (Dick Newick, stock and custom multihull designs, Sebastopol, California)
New Wave Boat Company, Inc. (Maker of the Hydro Bike Explorer pedal catamaran)
Nichols Brothers Boat Builders (Large power passenger catamarans, Freeland, Washington)
Nichols Diversified Industries (Custom aluminum and steel power passenger catamarans and trimarans to 65', Freeland, Washington)
Nickels Boat Works (Manufacturer of WindRider & Astus trimarans, Burton, Michigan)
Noosa Cat (Power catamarans, Australia)
The Northwest Multihull Association (NWMA)
The Northwest Multihull Association Discussion Group (NWMA)
The Norwegian Multihull Association (Norsk Flerskrog Seilklubb, the national class organisation for multihull sailors, including Hobie Cat)
The Oahu Hawaiian Canoe Racing Association (OHCRA)
The Offshore Multihull Association (OMA, promoting offshore multihull classes at racing events around the world)
On The Wire Back Issues Online (Ezine for Hobie sailors)
Pacific Proa Company (Flying proas, Sausalito, California)
Pantawee Marine (Builder of composite multihulls, both power and sail, up to 18 meters, Thailand)
The Paper Tiger Catamaran International Association
Paritet Boats (Manufacturer of high speed aluminum power catamarans, Moscow, Russia)
Pedigree Cats Inc. (Custom multihulls 46-136', Raymond, Washington)
The Polynesian Catamaran Association (Wharram catamaran admirers club)
The Polynesian Voyaging Society
Princecraft Boats (Manufacturer of aluminum pontoon boats, Princeville, Qu�bec)
ProaBoat ("The web site for proa boat owners, builders, and designers")
The Proa FAQ
Proa File (Michael Schacht's online journal "focused on the multihull sailing canoes of the Pacific Islands as object lessons in sustainable design")
Proa Web Sites (Linklist at Pacific Proa Company)
ProPhish (Manufacturers of the WaterSkipper inflatable catamaran pedal boat)
The Queensland Multihull Yacht Club (Brisbane)
Q-West Boat Builders (Builder of catamaran passenger ferries up to 40m, Wanganui, New Zealand)
Ranger Boats (Builder of pontoon boats, Flippin, Arkansas)
Running Tide Yachts, Ltd. (Monohull and multihull designs with a mast-aft sailing rig and a 65' gamefishing sailing catamaran)
The Sailrocket World Record Speed Sailing Attempt (A British hydrofoil proa)
The San Francisco Outrigger Canoe Club (SFOCC, Hawaiian outrigger canoeing)
Scott Brown Mutihulls (Broker specializing in used Wharram catamarans and other multihull sailboats, Landrake, Cornwall)
SeaCycle (Pedal powered catamarans, Adrian, Michigan)
The Searunner Design Parnership (John Marples and Jim Brown, cats and tris, sail and power)
The Searunner Home Page (Fan page for Jim Brown's classic cruising trimarans)
The Searunner Trimarans Owners' Association
Sea Speed Aluminium Catamaran Design (Power catamarans, Brisbane, Australia)
Schionning Designs (Sailing and power mulithull plans and kits, Tea Gardens, New South Wales)
The Shearwater Catamaran Class Association
Skinny Hull Magazine (Sailing canoes and kayaks, proas and similar style boats)
SLO Sail and Canvas (Trampolines for production catamarans, San Luis Obispo, California)
Small Trimarans (A sailing community for small trimaran enthusiasts)
Solar Boats (Importer and distributor Solliner solar catamarans, Perth Western Australia)
South Bay Pontoon Boats (Middlebury, Indiana)
Starcraft Marine (Manufacturer of pontoon boats, New Paris, Indiana)
The Stiletto Catamaran Network
Stiletto Catamarans (Builder of small cruising catamarans, Columbia, North Carolina)
Still Water Design, Inc. (Ultralight motor catamarans for low wake environments, Chelsea, Massachusetts)
Sylvan Marine (Maker of aluminum pontoon boats, New Paris, Indiana)
Taipan America (Taipan and Boyer A-Class catamaran dealer)
The Taipan Catamaran Association Of Australia
Taylor Pacific Proa - An Experiment in Variable Geometry (Designs by Douglas Taylor)
Team Scarab Multihulls (Sailing trimaran plans by Ray Kendrick, Australia)
Technicomposit (Builder of high perfpormance composite multhulls, Antibes, France)
The Texas Outrigger Canoe Club (Surfside Beach, Texas)
Tiny Dancer (21' windsurfer rigged proa by Ted Warren)
TomCat Boats (Daysailing and sport cruising catamarans, Newmarket, Ontario)
Tony Bigras' Cruising Catamaran Page
The Toronto Multihull Cruising Club
The Traverse Bay Outrigger Canoe Club (Traverse City, Michigan)
U-Fab Pontoon Boat Kits (Pontoon boats, houseboats and floating docks, Ottawa, Ontario)
The Unicorn Catamaran Class Association
The US A-Class Catamaran Association
The US Formula 18 Class Association
Warren Multihull Designs (Ted Warren)
WaveWalk, Inc. (Builder of paddled catamarans, Sharon, Massachusetts)
The West River Catamaran Racing Association (WRCRA, weekly catamaran racing in Galesville, Maryland and on the Chesapeake)
Weta Marine (Builder of sailing trimarans, North Shore City, New Zealand)
Wharram Builders and Friends (A photo & discussion forum for Wharram design enthusiasts)
Whitacre Catamarans (Semi-custom performance cruising sailing catamarans, Anacortes, Washington)
The Windrider Trimaran Forum
Woods Designs (Sailing catamaran plans for home and professional builders by Richard Woods)
WorldCat (Builder of WorldCat, Glacier Bay Edition and Livingston power catamarans, Tarboro, North Carolina)

Marine grade aluminum Sheet

HDM offers 3000 , 5000 , and 6000 series marine aluminum sheets for your all marine-custom projects.
A quality marine aluminum sheet supplier for you, certified LR, ABS, DNV, ClassNk.
Efficient customer-support services with a global reach around your requirements.

Marine-grade Aluminum Alloys

3003 Aluminum Sheet

3004 Aluminum Sheet

5052 Aluminum Sheet

5083 Aluminum Plate

5754 aluminum sheet.

6061 Aluminum Plate

5086 aluminum sheet, 5454 aluminum sheet, 5456 aluminum sheet, 6063 aluminum sheet, 6082 aluminum plate, marine-grade aluminum certifications.

Applications Of Marine Grade Aluminum Sheet

Shipbuilding

Marine structures, offshore drilling platforms, maritime superstructures.

Storage Tanks

Marine equipment, benefits of marine-grade aluminum, enhanced corrosion resistance, lightweight and high strength-to-weight ratio, economic viability, environmental sustainability, compatibility and practical availability, why choose hdm’s marine-grade aluminum sheet.

Fast Shipping: 200 – 500 tons aluminum sheet of inventory for common sizes can be swiftly dispatched to the departure port within 7 days of order placement.
Customer-Centric Approach : At HDM, serving customers like you is our top priority. Our expert team ensures to respond within 24 hours and help you solve any Aluminum products questions you may have.
Quality Assurance : We can supply certifications and documentation for marine-grade aluminum materials. Our quality specialists oversee production at the factory in real-time, ensuring the quality of your goods without any concerns.
Reasonable Price & Payment terms : We can offer you flexible business conditions, supported by our robust supply chain and extensive export business experience.

DISCOVER FURTHER MORE WITH HDM

Supply chain partnership, faq in marine-grade aluminum, what difference between marine grade aluminium vs aluminium, what are the common alloys used in marine grade aluminum sheets, what makes 5083 marine-grade aluminum ideal for hostile environments, what’s the difference between 6061 and 5052 aluminum, what’s the difference between 6061 and 6063 marine aluminum.

Get in Touch

planing hull boats

Aluminum power catamaran boat plans.

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. Fast cruising aluminum catamaran boat plans & full size patterns - package includes latest sail boat plans, sailboat building plan updates & revisions, plus direct contact with the designer. this catamaran was designed for personal use or charter work and the accommodation was laid out with that in mind.. Home / boat plans & kits catalog / aluminum construction: designs for aluminum construction all designs for aluminum construction are included here. for further study, we have books available in the books, dvd's and audio section of our store at your left. power catamaran : 26' coronado al- fly bridge cruiser : 26'-29' fred murphy.

Support mike for maintaining the index.paypal: indexes now updated by mike i've volunteered to maintain this index. feedback, report bad links or send comments to mike: [email protected] - about me. Power / sailer catamaran boat plans catamaran 39 power / sailer f.g. or aluminum catamaran 46 power / sailer catamaran boat plans catamaran 60 power / sailer catamaran boat plans catamaran 65 ms motor sailing catamaran boat plans new catamaran ps 675 power / sailer catamaran boat plans new cat 785 catamaran cutting files etc. ferrys and people. The mother of all maritime links john's nautical links list page 31 of 47. paritet boats (manufacturer of high speed aluminum power catamarans, moscow, russia) pdq yachts (sailing catamaran plans for home and professional builders by richard woods) worldcat.