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The Complete List of Trimarans

There is no single trimaran that is best for everyone. Where some prefer luxury cruisers for long trips with family and friends, others might opt for a high performance racing tri for thrilling rides at breakneck speeds. With the recent spike in trimaran popularity, these days there is a perfect tri for every sailor. So to help prospective trimaran owners decide which boat is just right for them, we here at WindRider have put together a comprehensive list of the best trimarans on the market today! Read through for simple at-a-glance trimaran comparisons of boats both big and small, exhilarating and relaxing, and for all price points.

Jump to a specific sailing trimaran: Neel Weta Corsair WindRider Dragonfly Catri Astus Hobie Sea Pearl Farrier Sea Cart Multi 23 Triak SeaRail Warren Lightcraft Diam Radikal Challenger

Known for their award-winning luxury trimarans,   NEEL   is based in La Rochelle, the capital city of sailing in France. NEEL trimarans are built for fast cruising with an average cruising speed of about 10 knots, and are even configured to facilitate that sustained speed under motor propulsion. The NEEL 45 was notably named Cruising World’s Most Innovative Vessel in 2013, and by all accounts is an easy-to-sail, high performance boat that is just plain fun.

At a glance:

Models: NEEL 45, 65

Length: 45’ – 65’

Cost:   $$$$$

Use: Luxury cruiser

A fan favorite,   Weta trimarans   are fast, stable, and remarkably easy to rig. This single-sailor tri has a capacity of up to three, and the ease with which it can be transported and stored makes this a great, versatile boat for beginners. The Weta was named Sailing World’s 2010 Boat of the Year, and one ride is enough to know why: simply put, the Weta is an absolute ton of fun to sail regardless of skill level.

Models: Weta

Length: 14’5”

Cost:   $$ $$$

The high-end   Corsair trimaran   definitely holds its own in the categories of versatility, performance, and convenience. Boasting a rigging time of 30 minutes from trailer to sailor ,   the Corsair 42 – whose convenient folding amas makes trailering possible – is a simple option even for single sailors, though cabin space is suitable for two adults. These boats are wicked fast, capable of reaching speeds of 20+ knots, and were made for skilled sailors seeking solid construction and high performance vessels, not for beginners.

Models: Pulse 600, Sprint 750 MKII, Dash 750 MKII, Corsair 28, Cruze 970, Corsair 37, Corsair 42

Length: 19’8” – 37’

Cost:   $$$$ $

Use: Sports cruisers

Built for the sailor who wants to maximize the joys of sailing while minimizing any hassle, WindRider trimarans are notoriously fast, very safe, and a blast to sail from start to finish. With several models that can hold between 1 and 6 riders, including adaptive designs to allow participation from sailors of all levels of mobility, there’s something to suit every sailor’s needs. The WindRider 17, an exhilarating ride perfect for families or camper sailors, has been known to reach speeds of up to 20mph. This easy day sailor goes from trailer to sailing in under 30 minutes and is sure to fit in perfectly with whatever adventures you have planned.

Models: WR 16, 17, Tango, Rave V

Length: 10’11” – 18’3”

Cost:   $ $$$$

Use: Day sailor

The Danish-built   Dragonfly   trimarans come in a variety of models ranging from 25’ – 35’, all known for their spry performance, comfortable ride, and ease of use. Every model comes equipped with the unique “SwingWing” feature, a motorized system that can unfold the amas even while the boat is already underway – making it accessible to marinas and slips, and even makes trailering possible. Perfect for those who don’t want to sacrifice their comfort for high performance, the Dragonfly can breeze along at 13 knots while remaining one of the quietest compact cruisers out there.

Models: Dragonfly 25, 28, 32, 35, 1200

Length: 25’ – 39’

Designed for both safe cruising as well as for high speed racing,   Catri trimarans   will make your day. Especially noteworthy is the Catri 25, a stable yet wildly fast foiling trimaran with accommodations for up to 6 people. With profiles optimized for speeds of 25+ knots when foiling, this is no beginner’s sailboat. The special attention paid to stability in the foil design allows the Catri to be a single sailor vessel, even at foiling speed, with no special physical abilities. Whether you’re taking a small crew for longer rides at shuddering speeds or bringing the whole family along for a shorter, but still thrilling sail, the Catri is truly one of a kind.

Models: Catri 25

Length: 25’

Use: Cruiser/racer

A popular brand of trimaran in Europe,   Astus   has recently made its way to the US market to the delight of sailors on this side of the pond. Designed to offer maximum pleasure with minimum hassle, all models of Astus trimarans are fast to set up, quick on the water, inherently stable, and always a joy to sail. Their outriggers are mounted on telescopic tubes for easy stowage and towing, and can even be extended and retracted on the water for access to narrow passageways and monohull slips in marinas. With models in all sizes and price points, Astus trimarans are a great option for any sailor.

Models: Astus 16.5, 18.2, 20.2, 22, 24

Cabin: Some models

Length: 16’ – 24’

Use: Sport cruisers

HOBIE ADVENTURE ISLAND

Great for beginners and adventurers alike, the   Hobie Mirage Adventure Island   series is nothing if not just plain fun. With the option to use as a kayak or as a very basic trimaran, the Hobie is transportable, versatile, unintimidating, lightweight, and wonderfully affordable. The pedal system known as “Mirage Drive” allows a person to pedal the kayak using their legs for an extra kick of movement in slow winds. Amas tuck close to the main hull for docking or car-topping, adding serious ease and convenience to the exhilarating experience of the Hobie.

Models: Hobie Mirage Adventure Island, Mirage Tandem Island

Length: 16’7” – 18’6”

Use: Convertible kayak/trimarans

Best known for its use in camp cruising excursions, the   Sea Pearl   offers a roomy main hull and particular ability to sail in very shallow waters, making beaching and launching a breeze. The lightweight Sea Pearl trimaran is easy to tow, and the larger-than-expected cabin opens this vessel up for overnight adventures with plenty of storage space. The simple design makes the Sea Pearl notoriously low maintenance, and the ease it takes to rig and sail it add to the overall delight of owning this boat.

Models: Sea Pearl

Length: 21’

Use: Camper cruiser

Quick, lightweight, roomy, and trailerable,   Farrier trimarans   are made for versatility to fit every sailor’s needs. Different Farrier models are available in plan or kit boat form for those who appreciate building their boat themselves, but of course, also as the full production sail-away boat for the rest of us. Single-handed rigging and launching takes under 10 minutes from start to finish, minimizing hassle and getting you on the water fast. All non-racing Farrier designs use a minimum wind capsize speed of 30 knots or more to ensure safety for all those aboard. Add the roomy cabin and high speed capabilities to the equation and you’ve got a boat that is great fun for everyone.

Models:   F-22, 24, 25, 82, 27, 28, 31, 9A, 9AX, 9R, 32, 33, 33R, 33ST, 36, 39, 41, 44R

Length: 23’ – 39’4”

Cost:   $$$ $$

Use: Sport cruisers/racers

One of the biggest names in the game,   SeaCart   is internationally noted for its high performance trimarans that far exceed expectations for a production boat of its size. The SeaCart trimaran performs as brilliantly off the water as it does on with its super-light and efficient harbor folding system, making light work of trailering. Notoriously easy to manage and maintain, the SeaCart 26 One Design is the ultimate day racing trimaran, designed for both course and inshore/coastal distance racing. Absolutely worth the international buzz it has garnered, the SeaCart is a thrill from beginning to end.

Models:   SeaCart 26

Length: 26’

A high performance racer class, the   Multi 23   is a lightweight, powerful trimaran known for its wicked speed of up to 25 knots. Multi trimarans of both available configurations were designed to give beach cat thrills and speed without any of the stability or seaworthy concerns. Open ocean sailing is no issue for the Multi’s big bows, which do their job to keep her stable. Built for sailors with a need for speed, the Multi makes a perfect weekend boat for racers, especially those with a taste for boat camping.

Models:   Multi 23

Length: 23’

Another dual outrigger sailing kayak/canoe design,   the Triak trimaran   was designed to be effortless and fun, especially for beginners. Paddle the kayak with sails furled, use the foot pedals for an extra kick of momentum, or sail with just the mainsail – the only boat in its class to feature an asymmetrical spinnaker – for exhilarating speeds and a blast on the water. Car-top the Triak anywhere for a quick sail or plan for a week long expedition, but always count on having a great time on this easy little boat.

Models:   Triak

Length: 18’

Use: Convertible kayak/trimaran

SeaRail trimarans   are known for being affordable, light weight, trailerable trimarans that offer the perfect combination of exciting and relaxing experiences to a wide range of sailors. Whether it’s day sailing with your family, resort or camper sailing, SeaRail trimarans are ideal leisure vessels. Leave the hassle to the other boats – the SeaRail takes you from trailer to sailor in 15 minutes. But don’t let its reputation as a leisure tri fool you: if speed is what you want, rest assured that the SeaRail can deliver that as well.

Models:   SeaRail 19

WARREN LIGHTCRAFT

Warren Lightcraft trimarans , another example of a convertible kayak-to-sailboat option, are known for their aesthetically pleasing designs that are also, as the name implies, very light for simple transportation and ease of use. Convert the kayak into a fast, high performance sailboat in just minutes, fly around on the waves all day long, then simply car-top the 68lb Warren for a maximum enjoyment, low-hassle day on the water. Perfect for sailors and paddlers of all skill levels, the Warren Lightcraft is the best of both worlds and an absolute joy to sail.

Models:   Warren Lightcraft

Length: 15’6”

Built strictly with racing in mind,   the Diam 24   is a light, powerful one-design class trimaran and a notoriously exceptional performer. Boasting blistering speeds of up to 30 knots, Diam trimarans are not intended for beginners. For racers who crave the very best in terms of intense speeds, smooth handling and impeccable performance, the Diam is the red-hot one-design racing tri for you.

Models:   Diam 24

Length: 24’

For the sailor who prefers the finer things in life, the   Radikal 26   delivers. Perfect for bringing the whole family out for a day on the water, this high performance, trailerable sailing trimaran strikes the most luxurious balance between quicksilver speeds and a smooth, comfortable ride. The Radikal 26 trimaran is as convenient to transport and set up as it is pleasant to sail, with a folding system that minimizes rigging hassle and also makes this a trailerable tri. Built for a fast and comfortable sail rather than a hold-onto-your-seats thrill, one-the-water safety and overall pleasure makes the Radikal 26 what it is.

Models:   Radikal 26

Use: Sport cruiser

A solidly-built, single-handed trimaran, the Challenger also doubles as an adaptive design – meaning it is made to accommodate sailors of all levels of physical mobility. Best suited to lakes, the Challenger is a very safe, seaworthy boat for sailors of all ages and experience levels. Add to this the ease of owning, transporting and maintaining the Challenger trimaran and what you get is a simple, fun sailboat perfect both for beginners and those seeking a cheap thrill alike.

Models:   Challenger

At a glance comparison:

Did we miss one? Let us know. Tell us what you sail and what you like about each boat in the comments below.

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Yachting Monthly

• Digital edition

How to sail a trimaran: Expert advice for sailing with three hulls

• Theo Stocker
• February 13, 2024

For their size, trimarans can punch well above their weight in speed, cruising potential and fun. Monohull sailor Theo Stocker gets to grips with how to handle one

Humans tend to gravitate into tribes of like-minded enthusiasts, enjoying the encouragement, support and sense of identity, while often looking askance at others; sailors at motorboaters, cruising sailors at racers, monohull sailors at raft, I mean, multihull sailors, and everyone looks askance at jet-skiers.

Large cruising catamarans (40ft now counts as a small one) are a world apart from monohull sailing, but there’s a sub-tribe of sailors dedicated to life on three hulls and builders such as Dragonfly, Corsair, Farrier, and Astus give them plenty of choice.

I’ve been sailing a 22ft (7m) Astus 22.5 this season, with just enough space for a family of four and a minimum of creature comforts. Thanks to her VPLP-designed hulls and 650kg all-up weight, we can sail upwind at 7-plus knots and downwind at over 10 knots with ease, all on a roughly even keel, while the kids play Duplo down below. It can also be beached and is towable behind a car.

Having, it seems, caught the trimaran bug, I wanted to get better at sailing and handling the boat, but my monohull sailing experience and habits were proving something of a hindrance, so we sought advice from some existing trimaran owners, and well as the UK’s top multihull sailors.

Much of the advice will apply to all multihulls , whether two or three-hulled, while other parts are just for small trimarans. I also found that brushing-up some of my rusty dinghy sailing skills helped get my head around what we were trying to do.

To try out our expert tips we went out sailing to see what difference they made. On the day, we got a solid Force 4-5 southwesterly, averaging 16 knots, but fluctuating between 12 and 20 knots true.

Blasting about on a sporty trimaran is a whole world of fun, but is much calmer than it looks

Trimaran sail trim

One of the biggest differences between a cruising monohull and a multihull is how the mainsail is trimmed. Leech tension on a yacht is often largely controlled by the kicker and the backstay, while the mainsheet sheets the mainsail in and out, predominantly controlling the angle of the boom to the centreline, and there may be a short traveller.

On a mulithull, however, there’s more than enough space for a good, wide traveller. Those who sail on performance monohulls will also be used to this. The sail shape is mainly controlled by the mainsheet, and the traveller then moves the boom towards or away from the centreline.

This is exaggerated on a multihull which has wide shrouds, swept well aft with no backstay, making space for a powerful square-top mainsail with full-length battens. There’s no backstay to bend the mast and flatten what is anyway a pretty rigid mainsail.

The mainsheet purchase creates enough power to control the leech of the square-top mainsail

Depowering a trimaran

Sailing on a monohull, heel and weatherhelm and eventually a broach give loads of warning that you’re pushing too hard. With straight hulls and little heel, those warning signs don’t really apply to multihulls.

In reality, however, there are a host of warning signals that it’s time to back-off; they’re just a bit different. Even then, there’s still a large safety margin before you get close to danger.

By way of reassurance, with the boat powered up on a beat, Hein, from Boats on Wheels, the boat’s owner, stood on the leeward hull and lent on the shrouds. Even as his feet got wet and the wind gusted at the top of Force 4, the boat didn’t bat an eyelid, thanks to the huge buoyancy of the floats.

Even with a person on the leeward float the boat was extremely stable

On the water – sail trim

My first inclination was to point the boat as high upwind as possible, pin the sails in and go for height. Doing that resulted in a not-terrible boat speed of 5-6 knots and a good pointing angle.

Free off by a handful of degrees however, and ease the sails just a smidge, and the speed leapt up to 8-9 knots – over 50% more; a huge increase. So, don’t pinch. If you had a decent chartplotter on board, you could find your optimum speed to angle using velocity made good (VMG).

I was also tempted to pinch in the gusts, but it’s better to hold your course and let the speed increase until the main needs easing.

On the wind, it’s time to get the boat fully powered up

If that’s the case, drop the main down the traveller an inch or two or ease some twist into the mainsail and it makes all the difference in the world, but not so far that the top battens fall away and invert – that really isn’t fast. Push too hard and the boat will slow down, largely from the drag of submerging the leeward float and crossbeams. If you’re still overpowered and the main is luffing, it’s time to reef. Downwind is different, but we’ll get onto that later.

After we put a reef in the main, our boat speeds upwind remained largely the same, and the boat was much happier. I came away feeling reassured that even a little trimaran like this would be pretty difficult to capsize, and there were always plenty of warning signs telling me to take my foot off the pedal a little.

Article continues below…

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Tacking and gybing a trimaran

Everyone knows that multihulls don’t tack as well as monohulls. Straight hulls and wide beam don’t lend themselves to turning, especially when coupled with the displacement and fixed keels of big cats. Trimarans are a little easier, with a single central daggerboard to act as a pivot, and one or other of the floats will generally be clear of the water. On the downside, light displacement means that there isn’t much momentum to keep you going through the turn and plenty of windage to stop you.

On a trimaran the central daggerboard helps the boat to turn by providing a central pivot point that catamarans lack

Speed is your friend. Build speed up before the tack to give you as much momentum as possible. The helm needs to steer positively into and through the turn, and if necessary, keep the jib backed on the new windward side to help the bow through the wind. Don’t worry about scrubbing speed off, but you don’t want to get stuck in irons.

When it comes to gybing, speed is again key. The turning bit isn’t going to be an issue as you’ll be scooting along, but the faster you’re going, the less load there will be on the sails. The more you slow down, the more the true wind will pile up.

Trimaran sailing skills

Tacks took a bit of practice. It felt plain wrong to jab the tiller across the boat, slamming a big break on in the water but I ended up putting us through the tacks far too slowly, losing a lot of speed. A more aggressive approach worked better. On the Astus, the traveller was between me and the tiller, so the tiller extension needed to be swung around the stern behind the mainsheet onto the new side.

Similarly, old habits of controlling a gybe needed to be modified. With the asymmetric set, we were planing at well over 10 knots, and the ideal is to stay on the plane. Heading dead downwind and centring the main lead to a more violent manoeuvre than flying into the gybe as fast as possible and, as the boom was never that far out thanks to the apparent wind angle, it didn’t need much extra controlling.

Coming up onto the wind after the gybe helped the asymmetric around the front of the jib and to fill on the new side. Stay too deep and it’ll get blanketed by the main. Once we had built up some apparent wind, we could bear away again.

You’ll be on a course deep downwind before you know it, hitting speeds in the double digits

Downwind in a trimaran

Upwind cruising may be fun in a multihull, but bearing away and going with the wind is what it’s all about. Easily-driven hulls, a generous sailplan and light weight mean you can be up and planing, leaving displacement boats wallowing in your wake.

The big difference comes from apparent wind. If you’re in a boat that can do 15 knots downwind in 20 knots of true wind, the resulting wind angles can really mess with your head.

To get going then, says Brian Thompson, ‘Use those leech tell-tales again when sailing downwind and reaching to set the correct twist through the mainsheet, and use the traveller to set the correct angle of the whole sail to the wind.’

As the wind and your speed builds, bear away and trim the main accordingly.

In theory, you shouldn’t need to ease the traveller at all, but you may need to if you want to sail deep downwind. As the gust fades, you’ll find the boat slows down, so you can come back up towards the wind a little to pick up some more breeze, and then bear away as you accelerate again.

Bear away as the boat accelerates. Your course will be something of a slalom as you look to keep a consistent wind angle

This results in something of a ‘slalom’ course, and will also be accentuated if you’re sailing down waves, but that’s all quite normal for apparent wind sailing. Ultimately, you’re looking for a consistent apparent wind angle, even if the resulting wake isn’t straight.

It’s worth remembering that apparent wind reduces the felt effect of the wind, so you need a sailplan to suit the true, not apparent wind speed.

I found that the boat was more sensitive to having a balanced sailplan and trim downwind than upwind, largely because you’ve got almost double the canvas up, with the bowsprit as an extra lever. When weather helm built, I needed to ease the mainsheet to increase twist to depower so that I could bear away. I must admit, getting the boat balanced, sailing fast and light on the helm at 15 knots was something I came away feeling I needed more practice at.

Reviewing the images, I suspect the asymmetric was sheeted in too hard, with too much twist in the main.

Getting a float fully submerged is when it’s time to back off

On the water

Unfurling the gennaker worked best on a beam reach, giving plenty of airflow over the sail to help it fully unfurl. This was also roughly the fastest point of sail, ideal for getting up some speed for apparent wind sailing. We mostly had the sails set for a close reach, even when we were beyond 120º off the true wind on a broad reach.

It was possible to soak deeper downwind, but lose the apparent wind benefit downwind and our speed dropped off dramatically, prompting us to point a bit higher to find some more speed.

As the boat powered up, it paid to hold a slightly higher angle than I would have done in a monohull for the boat to properly take off and get up into double digit speeds – topping out at 15 knots. Lymington to Cowes would have taken us just half an hour at that speed. It’s easy to give yourself a heck of a beat back!

We were sailing on a pretty flat day, so didn’t have to contend with any waves to speak of. On the recent RTI this is what caused the capsizes of at least two multis, a sobering reminder that you need to sail much more conservatively in lumpier conditions.

The bows want to point downwind, so a stern-first approach works with rather than against the boat

Coming alongside

A 650kg boat with no draught and plenty of windage feels dreadfully skittish when manoeuvring in confined spaces. Straight hulls with no forgiving curves and fragile-looking sharp bows make berthing tricky. You’ve got a couple of advantages on your side, however. In the Astus, the floats are at pontoon height making stepping off easy.

Whether you have an engine in each hull of a cat, or one in the central hull of a tri, there’s also a lot more leverage to play with to turn the boat and drive her on or off the pontoon. A steerable outboard gives you even more options.

If the boat has a lifting keel or daggerboards, put them down if there’s enough depth to give you a pivot and to resist drifting. Think about getting corners onto the pontoon, rather than putting the boat alongside. On tris, you won’t be able to get to the bow to fend off as it’s too narrow. You can rig a fender up forwards on a line, and two fenders are enough on the flat sides.

Steering with the outboard towards the pontoon will drive the stern in more; steer away to drive the bow in more

Offshore wind

Coming onto the pontoon with wind blowing off, it worked well coming in stern first. If there’s a tide running, you’ll want to be heading into the tide, so find a spot down wind and down tide to start your approach so you come in at an angle.

On our first attempt we had a bit of tide under us to start with so we came in at a much steeper angle, almost 90º, although this worked out OK in the end.

The crew could then step ashore, taking a line from the stern quarter round a cleat.

Drive forwards against the line and the bow will obediently drive up towards the pontoon, bringing you flat alongside. Getting off was simple, releasing the bowline, and allowing the bow to swing out the before slipping the stern line.

Coming in astern and stopping upwind of the berth meant the bows blew towards the pontoon far to quickly

Onshore wind

Getting onto and off a pontoon with onshore wind proved rather trickier. On our first attempt we came in stern first. The issue was that once we were just upwind of our desired berth and stopped, we lost steerage and the bow immediately blew off with alarming speed towards the pontoon.

Going ahead would only increase the force of the impact, while going astern only increased the bow’s sideways drift. I managed to back out without smashing the bow, but only just, and ended up awkwardly stern to the wind with the bows pointing at the pontoon.

On our second attempt we came in bows first but having aimed at the berth, I had to motor the stern to leeward to stop the bow hitting, making for a rather forceful coming alongside.

On take three, I came in forwards and began ferry gliding towards the berth early, keeping the bows to windward of the stern. Being able to steer with the outboard meant I could go ahead to keep the bow up, and go astern with the engine pulling the stern down toward the pontoon. In this way, it was possible to come in pretty well controlled and parallel to the berth.

To get out, motoring astern against a bow line pulled the entire boat clear before slipping the line

Leaving was a different proposition all together, as I didn’t want to drag the bow along the pontoon, or to drive hard onto it to spring off. Instead, we rigged a slip-line from the forward cross beam. Going astern against this, and then turning the engine towards the wind, I could pull the stern, and the rest of the boat, out and away from the pontoon.

Keeping power on astern, once we’d reached a decent angle, we slipped the line and went astern, finding steerage way almost at once, with the bow following obediently in our wake with more control than I had anticipated.

Whether the wind is blowing onto, or off the pontoon, you want the engine to be driving or pulling the boat off the pontoon with a line on the corner you are going away from. That way you avoid point-loading fine ends where it’s hard to fender.

You’ll want a bridle to reduce swinging, but keep the pick up lines on the bow as backup

Anchoring and mooring a trimaran

While mooring a catamaran is complicated by the lack of a central bow, things should be simpler on a trimaran, and they are, mostly. Picking up a mooring buoy from the main hull bow with a low freeboard and dropping the pick-up line onto a cleat is easier even than a monohull.

The bow may be narrow, but for any lines that pass through a ring on the buoy, you still need to take it back to the same cleat to avoid chafe. That should be it, but windage from the two extra bows and the lack of keel mean the boat can dance merrily around the mooring buoy in a breeze.

Rig the bridle so the buoy sits to one side to stabilise the boat

In practice, we found that a trimaran benefits from a mooring bridle in the same way that a catamaran does. It can’t be rigged from the floats’ bows, as there are no mooring cleats, so a line passed around the outboard ends of the forward beams gave a pretty good angle, again with long lines passed through the mooring and back to the same side. The main pick-up lines stay as a safety backup.

The other trick is to rig the bridle asymmetrically so that the buoy sits to one side or the other, just enough to not be dead head to wind, making it much more stable in the wind.

On the plus side, the lack of draught or keel means that you’ll nearly always be lying head to wind, so the cockpit remains nice and sheltered whatever the tide’s doing.

We ran out of time on the day to try anchoring, but rigging a bridle, effectively a long snubber to a point on the anchor chain in a similar way wouldn’t be tricky.

If you needed not to swing, or to behave more like deeper boats nearby, hanging a bucket over the stern can help, or there’s always anchoring with a kedge, either out ahead in a V, or in line astern.

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Trimaran for sale (sail)

What is a Trimaran?

A multihull trimaran is a type of sailing vessel that typically features three hulls in a single boat. The three hulls support the boat's weight, creating a stable sailing platform and giving it better manoeuvrability. Additionally, the two outboard hulls provide greater stability and performance than a single-hull boat, allowing the boat to travel faster and remain upright even in choppy waters. Trimarans are generally more efficient than other types of sailing boat due to their relatively large surface area. With a greater sail area, they are able to generate more power with less effort, offering better fuel economy and overall performance.

Which manufacturers build trimaran sail boats?

Manufacturers that produce trimaran sail boats include Neel , Jeanneau , Dragonfly , Diam and Contour .

How much does a trimaran sail boat cost?

A used trimaran sail boat on TheYachtMarket.com ranges in price from £20,000 GBP to £2,130,000 GBP with an average price of £591,000 GBP . Factors including the condition, age, model and specification will affect the price of a trimaran.

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39 ft High-Performance Sailing Trimaran

2021 Cowes to St Malo RORC Race

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Launch and Sea Trials

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Technical Data

• Length Overall 11.95 m
• Draft 0.48 m (0.712 m to tip of rudder)
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Trimaran Seaworthiness Explained! Will it Flip?

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Trimarans are known for their speed and excellent performance. However, not every vessel performs well in the ocean’s rolling waves, which begs the question – are trimarans able to handle rough seas?  

Trimarans are seaworthy because their tri-hull construction makes them incredibly stable, even in the roughest sea conditions. They are lightweight, very buoyant, easy to handle, fast, and resistant to capsizing. Trimarans also have a shallow draft. 

So, let’s get into the details and discuss why trimarans are an excellent choice for seafaring. I’ll tell you more about the features that make them safe and ideal for traversing the oceans. So, let’s get into it. 

Table of Contents

What Makes A Trimaran Seaworthy? 

A trimaran is seaworthy because of its wide base giving it capsize resistance, its high speeds allowing for outrunning storms, and good maneuverability, making transiting stormy areas with precision, safer.

I’ll describe these factors in more detail below: 

Buoyant Construction

One of the most important factors making trimarans seaworthy is their buoyant construction. 

Modern trimarans are made from two lightweight fiberglass layers with a foam core, giving them exceptional buoyancy. 

This should be seen in comparison to their lead keel counterpart, the monohull.

Trimarans also consist of various sealed parts, allowing them to remain afloat if one or more parts become damaged in a collision. If the worst came to the worst and the ocean obliterated the entire trimaran, there would still be buoyant pieces to act as rafts for the crewmembers to hold onto. 

Many trimarans also have watertight crossbeams between the hulls, further increasing their buoyancy. 

If the trimaran were to become filled with water, any of its hulls would be able to keep it afloat. 

Catamarans are known for their excellent stability, and if they heel (lean over with wind-filled sails), they can right themselves up to a 12° angle before flipping over. 

To understand when a catamaran or trimaran will capsize, I suggest you read this article: Why Catamarans Capsize .

On the other hand, Trimarans are well-known for their righting torque (the ability of a vessel to right itself before flipping over). These vessels can reach a 27° angle before they flip over, but the trimaran will likely remain floating even if this happens. 

So, although they heel more than cats, and studies suggest they would capsize “more easily”, they are very stable.  

This stability and ability of trimarans to keep themselves upright are due to their wise base. Just like when someone pushes you, you take a step to widen your base, so do the trimarans amas (the floats to either of the side of the center hull).

This means that the wind’s force can push harder on the sails before it flips, harder than if it had a narrow base (monohull or cat).  

With its tri-hull design, a trimaran’s weight is distributed primarily on the middle hull. This mid-central balance provides a lot of vertical stability for the vessel, but the two outrigger hulls (a.k.a. amas, connected via lateral beams) give added sideway stability. Its multi-directional strength allows a trimaran to remain stable even in the roughest seas. 

While monohulls are heavy and tend to go through the waves, trimarans are light and go over. This means higher speeds but also a different more bumpy ride, at least while going into the wind. 

A trimaran’s three hulls will contact the wave at different points. However, because their hulls are slimmer than a monohulls, they can slice through waves more easily but will lack the kinetic energy to drive through.

Shallow Draft

A boat’s draft refers to the distance between the bottom of the boat and the waterline. Trimarans have a very shallow draft due to their lightweight construction, hull design, and buoyancy. 

A trimaran’s shallow draft means that it will be able to sail in waters that monohulls can’t. This allows for more shallow water harboring options, something that can be very useful when a storm is approaching.

Maneuverability

Lightweight and responsive steering means not only that a trimaran is fun to sail, but it also allows for more precise maneuvering. This is not only useful in marinas when navigating tight quarters, but it is also essential when transiting large waves at the right angle. 

Capsizing Resistance

A trimaran’s design makes it very unlikely to capsize as it has a fast-draining deck, open-weave wing nets, and a wide base. 

The fast-draining deck and cockpit have drainage holes to help prevent waterlogging in extreme conditions.

Trimarans also have open-weave wing nets to help decrease windage and reduce the amas susceptibility to digging into the water when waves crash over it.

As noted above, the trimarans main feature, the wide stance, allows for more power to the sail before there is a need to reef. This means higher speeds!

Speed is not a primary factor contributing to seaworthiness, but speed can improve a boat’s safety in storms. 

If the trimaran encounters a dangerous storm, its high-speed capability allows it to move out of the stormy area faster, decreasing the chances of an accident. 

Safe Cockpit

Trimarans usually have sealed or partially sealed cockpits with windshields, allowing the captain and crew members to navigate the vessel comfortably, even in extreme weather conditions. 

A trimaran’s protected cockpit also helps keep the vessel’s essential navigational equipment safe during stormy conditions, contributing to its seaworthiness. 

Final Thoughts

So are trimarans safe in rough seas.

Are you in the market for a new boat and considering a trimaran? If so, you may wonder how safe they are on rough seas. 

Trimarans are safe in rough seas because they have high righting torques, and conditions have to be extreme before they flip over. They have excellent vertical and lateral stability due to their tri-hull design, and their buoyant construction helps keep them afloat. 

Trimarans are some of the speediest vessels out there, and in rough seas, they can move out of the stormy area and into safety. They are also easy to handle and have protected cockpits, making them safer to use on rough seas. 

Trimarans are seaworthy because they have three hulls, giving the vessel excellent stability, even in extremely rough seas. They consist of lightweight and buoyant foam-core material with multiple sealed sections to allow them to float if one or more parts become damaged. 

Trimarans can quickly move to shallow harbors in storms with their shallow drafts and high-speed ability. 

Trimarans are easy to handle, and their sheltered cockpits make it easy for the crew to navigate them expertly through the sea. The cockpit or deck is unlikely to become waterlogged because of the drainage. 

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Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

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Trimaran - 10 Things You Should Know About the Trimaran

• The launch by Austal of the longest multi-hull vessel ever is physical proof that a shipyard has finally found a way to tap the huge potential of a vessel type that was actually invented many centuries ago by the Hawaiians: namely the 'trimaran' or stabilised monohull. We can at last design a vessel for speed and comfort without one (design goal) compromising the other.  
• Austal can make the main (centre) hull long and slender to gain higher speeds with today's engines AND at the same time design the side hulls, which are necessary to make this long hull stable, in a way that means that the roll action of the vessel can be "tuned" for comfort.  
• But the design is complex: of all the shipyards in the world it is only Austal that has proven it has the skills and experience to carry out the development. So many aspects must be taken into account in optimising the design: the number of combinations is almost unlimited.  
• Today catamarans dominate the high speed vessel market around the world: their wide decks, ability to load bow and stern, and their efficiency through the water have meant this very versatile platform accounts for over 70% of all high speed ferries being delivered. Their versatility and economy will mean that catamarans will remain a major part of the market going forward too. But in many cases where a catamaran today plies a route through difficult sea conditions the trimaran will provide a premium service for the discerning operator.  
• The enhanced sea-keeping of the trimaran will help operators offer better service on existing routes plus also begin operations on new routes where, until today, sea conditions had made them too challenging.  

For example, an operator investigating a new route discovers that for sea keeping (passenger comfort) a 100 metre long catamaran is required. This platform has the capacity for 1000 passengers and 250 cars by nature of the large box-style garage deck and superstructure of the catamaran design. The cost of this vessel is proportionate to the volume and power required to operate at high speed (40 knots). Unfortunately the operator does not have the capacity to fill such a vessel so he cannot afford to purchase or operate the 100 metre catamaran. A smaller catamaran i.e. 60-70 metres with the appropriate passenger and car carrying ability will be unable to handle the sea conditions and so will likely lead to the demise of the business through passenger dissatisfaction and cancelled sailings.

With the trimaran design it is now possible to build a 100 metre vessel with the same or better sea keeping as the 100 metre catamaran but without the correspondingly large box-style garage deck and superstructure. The trimaran can effectively be a long slender monohull only with side supports. The car carrying and passenger volume is located only above the centre hull and can be adjusted to equate to that of a 40 to a 100 metre catamaran.

The cost of the vessel therefore becomes proportionate to the desired capacity rather than overall length as the flexible nature of the trimaran design allows construction volume and powering requirements to more closely follow capacity requirements.

The trimaran enables the operator in this example to achieve both the capital investment and sea keeping suited to his particular route.

• Endorsement of the trimaran design has come from the highest possible levels. In the commercial market Fred. Olsen, S.A. is a world leader in developing high speed vessel technologies. It was due to the foresight and determination of Fred. Olsen, S.A. that we see the first (and world's largest) trimaran launched by Austal on September 25, 2004. The 127m long, 30m wide "Benchijigua Express" is a trail-blazing and revolutionary craft.  
• The other major endorsement of the trimaran concept has come from the US Navy who has chosen the Austal trimaran (the team is led by giant US defence contractor, General Dynamics) as one of two vessel types that will go through final design this year and move into production during 2005. The project is the Littoral Combat Ship (LCS) and ultimately the US Navy sees a need for up to 60 of these vessels.  
• The trimaran has already become the basis of a large high speed vehicle ferry and a surface combatant project. Other applications that are already emerging include passenger-only ferries, patrol vessels and supply vessels. In some of these applications the benefits of the trimaran comfort at zero/low speed will also be utilised. The trimaran also has a very low wake-wash and this is a vital characteristic that can be exploited on ferry services close to communities.  
• May 2005 is a big month in the history of high speed transport. Following the delivery from Austal via the Cape of Good Hope the full promise of this technology is shortly to be realised in service.

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Catamaran vs Trimaran: Choosing the Perfect Multihull Vessel

26th mar 2023 by toi williams.

The debate over whether catamarans or trimarans are better boats has been going on for a long time without resolution, but the reason is understandable. The truth is that despite their many similarities, catamarans and trimarans have distinct characteristics that set them apart from each other, so each type of vessel offers a distinct boating experience. The catamaran vs. trimaran debate largely boils down to personal preference and how you intend to use the boat. Here are some of the things you need to consider when choosing between a catamaran and a trimaran. 

What Is a Catamaran?

A catamaran is a multi-hulled boat that has two twin hulls connected by a structure supported by a wide beam. Catamarans come in a wide variety of sizes, ranging from small rowing boats to large boats that are big enough to be used as car ferries. The structure connecting the two hulls can be anything from a simple frame with webbing to a superstructure that includes cabin and/or cargo space. Most of the recreational catamarans for sale are designed to hold two to 20 passengers. 

What Is a Trimaran?

A trimaran is also a multi-hulled boat, but it has three hulls instead of two like the catamaran. The middle (main) hull is larger than the two small outer hulls attached to it. These hulls are connected by a lateral beam, wing, or some other form of superstructure, depending on the model. These types of boats also come in a wide variety of sizes, ranging from recreational yachts to ferries. 

Advantages of Catamaran vs. Trimaran

The advantages of catamarans vs. trimarans are mainly based on comfort. Catamarans are spacious boats, known for their large living quarters with plenty of room on board for hosting gatherings and parties. Their popularity has enticed many boat builders to create increasingly luxurious designs on larger and larger boats. The catamaran also has a more classic style that appeals to those who want a boat with a simple, sleek shape. Catamarans are best suited for boating in calm seas, lagoons, and shallow waters.

Advantages of Trimaran vs. Catamaran

The advantages of trimarans vs. catamarans mainly come down to speed. Trimarans are among the speediest boats available, offering lightning-fast speeds on open waters. Many recent winners of notable boating competitions have been won by boaters piloting trimarans. These boats also perform well when heading upwind and are remarkably stable with their three-hulled design. The anchoring gear is installed on the main hull and is easy to deploy. 

Trimaran vs. Catamaran Speed

In the trimaran vs. catamaran speed debate, the trimaran is the clear winner. For long offshore races, trimarans have become the preferred vessels, and boaters piloting trimarans have won the Jules Verne Trophy in every race held since 2010. This is because of their unique design, which has speed and safety qualities that provide significant benefits for boaters. 

The trimaran's third hull makes the boat considerably faster than any other hull form due to the correlation between the boat’s waterline length and its speed. Having more hull distance in the water lets the boat reach higher speeds. Trimarans can also be pushed harder and are more forgiving than other boat styles in racing environments.

That doesn't mean that catamarans are slow. Some styles of catamarans are capable of breaking world records when the boating conditions are right. On downwind runs, a racing catamaran may be quicker than a trimaran, but for overall speed in various conditions, the trimaran comes out on top. 

Catamaran vs. Trimaran Performance

In the catamaran vs. trimaran performance debate, both sides have their advantages. A catamaran is easier to handle and maneuver with the boater having to handle the lines and halyards less often. However, this ease comes at the expense of speed, with cruising catamarans generally traveling slower than comparable trimarans. 

Trimarans are more versatile in their performance, and they perform better than a catamaran when traveling against the current or the wind. Trimarans can be used in nearly all weather conditions, are less vulnerable to drifting, and have less roll motion than a catamaran. However, handling a trimaran requires more work than handling a catamaran, which can be exhausting over long periods of sailing. 

Trimaran vs. Catamaran Efficiency

When comparing trimaran vs. catamaran efficiency, the differences are minimal. Multi-hulled boats are more fuel-efficient than comparable mono-hulled boats due to their hull forms and their lighter weights. Multi-hulled boats also tend to have smaller displacement and shallower drafts than other boat styles. 

The biggest difference in trimaran vs. catamaran efficiency is that catamarans nearly always have twin engines while trimarans generally run with one engine. A trimaran also has less hydrodynamic resistance than a catamaran because it spreads out the displacement across three hulls instead of two. This allows each hull to be narrower and more streamlined.

Catamaran vs. Trimaran Stability

The stability of multi-hulled boats is one of their biggest advantages over mono-hulled vessels. Multi-hulled boats benefit greatly from their wider stance on the water, and their wide beams and floats offer higher stability than a ballasted keel. Multi-hulled boats are also more buoyant because their floats help prevent immersion. When comparing catamaran vs. trimaran stability, the better boat will depend on the conditions on the water.

A catamaran's geometrically stabilized design reduces both heeling and wave-induced motion, providing a stable platform underway and at anchor. However, the catamaran's design is not as suitable for navigating heavy seas as the trimaran's build. The trimaran's three hulls provide excellent stability even in rough waves, but this can also make a trimaran less comfortable than a catamaran when the water is calm.

Catamaran vs. Trimaran Safety

Both catamarans and trimarans are considered to be safer on the water than mono-hulled boats. A catamaran has superior resilience and roll inertia that makes capsizing extremely unlikely. Its speed, steadiness, and ease of motion due to a lack of ballast also contribute to increased safety.

Trimarans are considered the safest multi-hulled boats because their three-hulled design makes them almost unsinkable. Many also have a core made of high buoyancy foam, helping them stay afloat even in the most brutal storms. Weight centering and a complete anti-drift scheme also make the boat safer for everyone aboard.

Trimaran vs. Catamaran Maintenance

Comparing trimaran vs. catamaran maintenance costs shows that many of the costs will be very similar for both types of boats. These costs include yearly boat service and repairs, annual haul-outs, and insurance coverage but exclude major upgrades. You will also have to budget for dockage, winterization, and storage for each year if you don't intend to use the boat year-round. 

Boaters are advised to budget between 5% and 10% of the boat's value for annual maintenance costs if their boat is less than five years old and a little more if the boat is older than that. Different maintenance jobs can be charged in different ways. Sometimes, the charges are based on the length of the boat while other charges are based on the number of hours worked.

Catamaran vs. Trimaran Cost

If you are looking for an affordable seafaring vessel, catamarans and trimaran are both good choices. There are many reasonably priced catamarans and trimarans suited for families as well as other models that provide more luxury for an additional cost. The materials that the manufacturer used to build the boat and the electronics included will also impact the price of the boat.

With so many different factors impacting the cost of different boats, you should choose the best vessel for you based on the features you want as well as your budget. Doing some research using the information on Rightboat's listings will help you find the right combination of quality and affordability you are looking for. Because we offer both new and used boats, nearly any boater will be able to find a boat in our listings that fits their needs. 

Choosing between a catamaran and a trimaran may seem simple at first, but the different sizes, styles, and amenities offered can make the choice much more complicated than you would think. If you prefer comfort and ample space while cruising, a catamaran may be the better choice. However, if you like speeding across the water and enjoy the thrill of racing, then a trimaran may be your best option.

Whichever boat you decide to purchase should fit your specific circumstances and requirements. Start the decision-making process by deciding what the primary use for your new boat will be. Will it be used more for family cruising or sport fishing? What bodies of water will you be boating in? Are you planning on staying close to shore or taking the boat into deeper waters? All these factors will impact whether you should choose a catamaran or a trimaran. 

With Rightboat's listings, you can learn about the features of the latest catamaran and trimaran models and see what you can expect to pay for the boats you are considering. You can sort through our listings by price, age of the boat, length of the boat, or listing date and then narrow down the results of a search using the rest of our filtering tools. If you are interested in buying a new or used catamaran or trimaran, take a look at our listings, and see what we have to offer today!

Related article: Ketch vs Yawl

Written By: Toi Williams

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NEW NEEL 52

With a racy, modern silhouette, elaborately designed hull and sleek lines, the NEEL 52 exudes power, speed, safety and elegance.

About the construction

The NEEL 52’s construction mirrors that of the other models in the range, using the techniques and materials:  Vacuum-infused composite sandwich with triaxial fibre reinforcements.

It is worth noting that NEEL-TRIMARANS uses PVC and PET foams in the sandwich core – unlike other multihull manufacturers who use Balsa, which, though certainly cheaper, alters the quality of the sandwich core as it is more sensitive to water infiltration.

Resins and gelcoats have also been improved with a view to limiting styrene emissions.

NEEL-TRIMARANS once again entrusts the design of the NEEL 52 to Lombard , following on from NEEL 47 and the NEEL 43 .

Basing their design on the NEEL 47 and NEEL 43’s sailing experiences, the Lombard firm has consolidated the positive attributes, the hull’s voluminous floats and high freeboard.

The hulls of NEEL trimarans combine a central ‘rockered’ hull, which facilitates tacking and manoeuvring when in port, with streamlined floats that provide stability and prevent pitching.

The design of the hulls for the NEEL 52 also had to consider the load on long distance voyages. The load capacity of the NEEL 52 is 19.5 tons.

Cruising programs, finesse of the helm and rigging

The NEEL 52 is a beautifully-sized, fast, and voluminous trimaran. It therefore offers a vast range of sailing possibilities. Everything’s possible, from peaceful cruising to long-distance travel and rally racing.

The various configurations of the NEEL 52 (4, 5, 6 double cabins), with 0,1,2 crew positions are suited to individual owners or charter companies.

NEEL trimarans are renowned for their unrivalled steering . This stems from the unique rudder design, manoeuvred by textile steering lines on ball bearing blocks. The rudder stock is mounted on self-aligning bearings.

The sail plan comprises a mainsail (with 3 reefs) and a staysail on a rolling furler (on a structural wire inside the sail).

The asymmetrical spinnaker makes it easier to comfortably sail downwind.

There are 2 rigging options to choose from:

• Conventional rigging : the mast and boom are made of aluminium while the standing rigging is made of stainless-steel wires.
• High-performance rigging: the mast is made of carbon with an aluminium boom and the standing rigging is made of textiles (except for the forestay which remains a wire) (70cm difference in height between the two mast versions). 

All manoeuvres lead back to the helmsman who enjoys an unobstructed 360° view at the helm.

Life on board

The NEEL 52 features the renowned Cockloon® , an impressive interior/exterior living space made possible by the wide opening between the cockpit and the saloon. It also incorporates the Full Beam Cockpit®, an extra-wide cockpit with multiple seating configurations that can be rearranged to take full advantage of the different vistas

The helm station is particularly ergonomic and has a triple seat.  Its access, from the cockpit via side steps or from the deck, ensures seamless communication between the skipper and the crew. 

The roof is reached by side steps leading up from the cockpit and on the helm side, rendering the mast, boom, sun-deck, and sun-lounging area easily accessible.  Around this area, a secure handrail has been incorporated for safe movement aboard.  The wide, well-protected stern skirts make it easier to access the sea and manoeuvre the dinghy.

In addition, the system for lifting and handling the dinghy has been greatly simplified.

There are various different versions of the NEEL 52 available, with 4,5,6 cabins, an owner cabin on one level or a huge saloon, 1 or 2 crew positions, so that you can set up your boat according to your preferences and requirements. 

The living space on one level is highly ergonomic and entirely open plan, offering exceptional luminosity. The kitchen and the chart table face forwards. The panoramic view from this huge saloon is breathtaking.

Both elegant and simple, the decoration ( high-end upholstery , top-quality carpentry , solid wood , bolon and corian) lends the NEEL 52 a look of timeless distinction and gives the ample living space a calming atmosphere.  Flow of movement on board is smooth, and the cabins are accessed via private stairs.

Launching of the NEEL 52 : September 2023

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Yacht designer Ron Holland

Yacht designer Ron Holland celebrated two milestones in 2008 – his 60th birthday and 33 years in his chosen profession. Since these events always stir up reflection, it is a good time to get his insight on the growth of the industry and how he sees his role in its development, past and future.

‘Some key things happened,’ he says. ‘When I finished school I went to work for a builder of wooden boats, and that became a sort of foundation in the way I approached design in my career. I was in my 20s, just starting out, and my approach was more practical than theoretical or academic.

‘It was the 60s and the superyacht almost didn’t exist. There were a handful, maybe, of big yachts but nothing really under construction. It has been amazing to see the whole industry undergo a dramatic change.’

Holland began with designing and sailing successful racing yachts in international regattas: the Admiral’s Cup and the Fastnet Race. Performance was a big part of the achievements of Ron Holland Design.

The studio moved on to designing the Maxi race yachts Kialoa and Condor , which, at 24.4m, were the largest racing yachts being built at the time. For Holland these were the stepping stone to the new generation of big sailing yachts.

We could never have imagined what was to follow in the next 20 to 25 years. It has been extraordinary

Ron Holland, Ron Holland Design

‘We did two projects, both sort of influenced by racing success. One was in Europe, called Whirlwind XII , and it was the first 30.5m that I designed and the first built by Royal Huisman shipyard. Both of our organisations were at the leading edge of those first steps into 30m-plus private yachts,’ recalls Holland.

‘The second boat we did, in parallel almost, is now called_ Avalon_, built in New Zealand – the first over 30.5m to be built in that country. These two boats were defining moments for my organisation. I thought that’s it, this is the ultimate, it’s never going to be bigger or better. We could never have imagined what was to follow in the next 20 to 25 years. It has been extraordinary.’

The two boats had an impact on the luxury market because they showed that it was possible to have a level of comfort beyond what traditional, classic sailboats could offer, even large boats. They were more stable, heeled over less and had more volume, and their interiors were reminiscent of motor yachts.

At the same time a revolution was going on in equipment. Mast riggers, sail makers and hardware manufacturers were bringing out new products that enabled large yachts to be sailed by small crews.

The increase in the motor yacht market is one of the most dramatic trends of the last 10 years.

‘I think it has to do with the spread of wealth,’ says Holland. ‘It has enabled people who traditionally would not consider owning a yacht, who haven’t a background in boating like most sail yacht owners but have made a lot of money, to enter the market as a passion or pastime. The automatic response is to get a powerboat. It is simpler and more logical.’

However, although up to 400 boats of over 30m are being built at the moment around the world, only a small percentage of the people who can afford a private yacht have actually bought one, which leads him to believe that superyachts will continue to be an important growth industry: ‘I don’t think we are anywhere near the limit.’

Holland believes it is right, while bearing safety in mind, to fulfil his clients’ dreams and goals.

‘I had to face this when we did Mirabella V . Previously we had the tallest mast on Felicitá West , a Perini 210 ketch. We thought, ah, it’s the master of the world. Then Joe Vittoria came along for Mirabella V and said he wanted a sloop,’ Holland explains.

‘ Mirabella ’s mast is easily 30m higher than anything around. I did say to myself, can we do this, is it reasonable? From an engineering point of view, yes, we certainly can, and if that is what the client is asking for, we can fulfil it.

‘People need to remember that with projects like _Mirabella V _and the 120m motor yachts being built, a great thing is happening and that is the distribution of wealth. This is a hell of a good way for wealthy people to feed money back to a wide variety of craftsmen. Building a complex yacht touches more aspects of engineering and services than any other single industry.’

Probing further into the subject of Mirabella V , how was the experience?

‘It really was a once-in-a-lifetime project. Every time I walked into the shed when they were building it, it was breathtaking to see how big and magnificent the thing was. I can’t say it was something I dreamed about because when we were doing Whirlwind and Avalon we could never imagine 76m sailboats. It was just that a courageous client gave us the opportunity to put our experience and knowledge into fulfilling his dream and it was a wonderful chance to be involved.’

Beauty is paramount in Holland’s designs, even though he is focused on fulfilling the client’s dream.

‘I don’t want to sacrifice the aesthetic solution around what the client is trying to do,’ he says. ‘I put that ahead of everything else. When the boat is launched or anchored in a bay and you look back from the beach, it has to look great.’

Today, ecological issues and spiralling costs enter any discussion with a yacht designer about the future of the industry.

‘I mean, $100 a barrel for oil must be an influence, even if it is not apparent at the moment. Certainly there is awareness, ecological or even just efficiency awareness, among designers, builders and equipment manufacturers. For the first time we are seriously looking at how to be more efficient in the use of materials.’

The company has designed a 45.72m motor yacht, Marco Polo , a single screw explorer that has a fuel efficient advance of 34 litres an hour, a huge advantage over conventional twin screw motor yachts. Even commercial ships are using one large diameter propeller rather than multiple propellers because the efficiency gain is huge.

Ron Holland Design is focusing on designing motor yachts with hull shapes that are very low resistant and sea-kindly

‘Still, we have seen a lot of resistance to the concept because of the psychological thing of one engine versus two, despite the fact that we can offer almost a 30 per cent reduction in fuel – a big cost saving over an ocean-going yacht’s lifespan. Clients feel that having two of everything is safer.’ Ron Holland Design is focusing on designing motor yachts with hull shapes that are very low resistant and sea-kindly, have a nice motion in rough water, and are designed with the same sophistication as racing boats.

‘I don’t see any pioneering stuff going on – I think there is a refinement of the things we have already done. I really don’t have any desire to do something really wild.’

He is, however, working on a project for a super-trimaran, close to 91m, with a very low resistant hull form, for fuel efficiency, and a ‘gigantic’ living space.

Holland has enough motivation to keep designing yachts for years to come. ‘I think my motivation goes back to when I was a kid, about eight or 10 years old,’ says Holland. ‘I had my little sailing dinghy and I imagined that I was Captain Cook exploring New Zealand. The motivation was the exploration, the sailing across the ocean with a wind-driven ship, and it is amazing how that is still as solid today. My whole life has been about sailing, from a little kid to now, that’s me. Sailboats are something I will do until the day I die, hopefully.’

Originally published: Boat International Jubilee Special 2008.

Ron Holland Design

Andrew Bradley

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