Multihull Structure Thoughts

Lock Crowther designed a series of pod racing cats starting with the X 10 series. At least 3 were built in Australia of which 2 were lengthened. One was lengthened to 40 foot by David Bishop and here is the second one, “Rumolicious”, that was lengthened to 42 foot. The hull lengthened versions were faster and less prone to nose diving when driven hard broad reaching and down wind. On the original X 10 the mast was 35% aft of the bow, the lengthened bow provided more buoyancy and allowed a bigger foretriangle.

“Rumolicious” is 42 x 23.6 foot with a displacement of 6,500 lbs (the original X 10 33 foot cat weighed 2900 lbs). The 50 foot rotating aluminium mast carries 680 square foot of sail area in the main and fore triangle. The X 10 length to beam was 15 to 1, but the lengthen “Rumolicious” length to beam is 19 to 1. The draft is 1 foot to 7 foot over the hull based daggerboards. The outboard is a long shaft 9.9 HP which can drive the cat to 9 knots. “Rumolicious” has a ALLiON 205Ah lithium battery with a small AGM starter battery. There is a solar panel with a 2500W inverter.

“Rumolicious” is classified as a racer, cruiser racer or a cruiser. The current owner has used the cat as a liveaboard. There is a single berth beside the cockpit, a galley and seating area in main saloon with a double berth forward. There is full headroom in the main saloon. A couple could cruise OK in this cat but it is not for a crowd.

The build is composite with foam glass and Kevlar hulls. The cross beams are box section foam carbon fibre structures. The pod is foam glass. The 2 crossbeam are strong as they carry all the torque loads of the boat which has allowed the hull extensions.

So, what is the result of the racer or cruiser. Its peak recorded measured top speed is 24.8 knots. I can believe this. My calculator says it can do 250 plus mile days or 11 knot plus averages. This sounds like a lot of fun when you want.

The jpegs give the idea. The final jpeg is of Windswept which is another X 10.

 

This is the fastKat 40 from Kelsall Design catalogue circa 2000

 

Hi. I am taking a few days off whilst we have Xmas with family. Have fun and be safe.

 

A short one. The Eric Hensval 28 foot tri is one of the most popular recent posts. For a similar plywood/wood trimaran structure the full plans for Lock Crowther's Buccaneer 28 are at the following Mediafire web site: https://www.mediafire.com/file/jtsyjt3l9y48wrj/Lock Crowthers B28 Plans and Instructions.pdf

The Mediafire wants you to contribute but look to the right hand side and just download the 10 meg of pdf's and instructions for the full plans. The overall dimensions are similar but the Eric Hensval tri has a more modern hull shape. The Buccaneer 28 is a high performance cruiser racer even by todays standards.

 

I could be wrong about "Rumolicious" - but pretty sure the "Raw Nerve/Windswept" concept with 2 beams - was part Brett Crowther, part Stuart Bloomfield. I think designed after Lock passed. Brett built a smaller version - "Surreal" I recall. They all suffered lack of buoyancy fwd, and had their bow's extended. I'm not sure about "Quicksteps" formerly "Warrior Princess" Wayne Turner's last race boat- she may bot have had bows lengthened, and has always been quick, though did experiment with foils that were based on helicopter blades, but found to be too high aspect. She may've had input from Lock and Wayne, but lines seem to suggest Bloomfield /Brett Crowther.

 

Hey Oldmulti Sir,
I’m wondering if you could help me out, my partner and I have been looking at the used foldable market and have come to the conclusion that we can afford to purchase and more importantly use well and maintain the Farrier designed Tramp.
I’m sold on the fibreglass construction and other features but I’m having trouble discerning the differences between the Haines Tramp, the “Super” Tramp and the Ostac built boats.
Apparently there are differences in the mainsheet arrangement, mast heights, sail areas and displacement and probably more. The Ostac boats also seem to attract a premium price.
Usage, we will race the boat I’m sure and will certainly want to use spinnakers, asymmetric and/or symmetrical, I’m wondering how good a fit Tornado sails might be ?
But the boat will also be used cruising estuaries like Mandurah and Walpole, camp cruising Sharkbay etc.
I look forward to reading your comments.
Happy New Year to all.
RR

 

Redreuben. There were differences between the models. The original Haines Tramp were mainly solid glass and "overbuilt" (translation pretty solidly built) but the last run of the OSTAC versions had a lot more foam glass and were lighter. There was some variation of rigs. I will do some research but to go on with is a Haines Hunter Tramp User manual PDF which give the standard rig dimensions and the super tramp rig dimensions. More tomorrow.

 

If you want to race, you probably want to look for the later OSTAC version that isn’t solid fiberglass. This is partly why they bring a higher price.

A square top main and a screecher with the addition of running backstays will wake a standard HH boat up a bit.

If you can find a nice Super Tramp, that might be the way to go as they already have running backstays and you get a bit more sail area.

The HH boats are over engineered. The beams are incredibly stiff and wide and the boat sails as one hull without any deflection, so it can handle a hotter rig.

The problem is weight. Ian was never happy about how heavy the layup was. They were built by a power boat manufacturer, so…

Couple the weight with semi-submersible floats and low freeboard, and you can over do it. But as Ian explains in the owners guide, the boat is designed to spill the wind when over pressed, and I found that to be true. It is a very forgiving boat.

The flip side to their overbuilt-ness is they have held up quite well and there would probably be a whole lot less of them around if they hadn’t been overbuilt.

I personally prefer the layout of the original boats. There were changes to the cockpit and storage lockers with the versions that followed.

After 40 years, there are some things to look out for on the HH boats. Fixes for the main issues are well documented on the owners group forum.

I’ve said it before and I’ll say it again, I don’t think there’s a better, more simple, comfortable, or safer easy to sail trailerable folding Trimaran that does it all for the money whether it be day sailing, solo sailing, camping, racing, just motoring around without the rig, putting around with just the jib or screecher, etc..

I loved mine, and a lot of former owners of Tramps who moved up bigger more complicated capable boats that I’ve talked to speak very fondly of their time sailings theirs, often missing the simplicity, ease of rigging and the rather large and comfortable cockpit which you can see in this video of the last sail of mine before I sold it. There are others sailing videos of Trio on my channel as well.

Funny, I have been working off and on on writing up an OldMulti style feature of these boats to post here in this thread from a past owners perspective since there are so many still around and often for sale for a very reasonable price.



Second video added to show you how she behaves when pressed in mild ocean swell with trades:

 

SolGato,
Thank you so much for your perspective, greatly appreciated.
Biggest issue for me is my location, looks like a road trip is on the cards !

 

The Haines Hunter Tramp was built in Australia in 1980. It was the first production folding trimaran designed by Ian Farrier. The racing version features a taller mast and is also known as the SUPER TRAMP. A US built version by Pyramid International was marketed as the EAGLE. OSTAC later produced a TRAMP variant (re-design by Farrier) that featured a small cuddy cabin.

Now we will start with a reality check. The claimed weight of the Haines Hunter Tramp is 1420 lbs but the lightest real weight of a Haines Hunter Tramp measured by OMR people was 1905 lbs. So, we will start with the Haines Hunter Tramp measurements.

The HH Tramp is19.50 ft x14.75 ft with a displacement of 1905 lbs (claimed1,422 lbs). The mast was 24.5 foot carrying 137 square foot mainsail, 71 square foot jib and a 354 square foot spinnaker. The Super Tramp had the same basic dimensions but had a 29.5 foot mast with a 149 square foot mainsail, 84 square foot jib, 140 square foot genoa and a 420 square foot genos. The Super Tramp had a heavier mast (considered more difficult to rise) with runners for additional support upwind. The draft of the swing centreboard was 4 foot with a minimum draft of 1 foot.

The OSTAC Tramp is the same basic dimensions but weighted according to OMR actual weights is 1478 lbs. The rig is similar to the Super Tramp but with a slightly longer boom to allow a roller reefing boom. On “COCO” the mainsail is 158 square foot, the genoa is 97 square foot and a screecher is 317 square foot. Also, the OSTAC Tramp had a centre hull daggerboard (4 foot draft) and a different deck and cabin layout. As was mentioned the OSTAC version was a foam glass version but still maintained the very strong aluminium cross beam sections.

What does all this mean in terms of performance? According to OMR ratings a Haines Hunter (Eagle) “Rajah” rates at 0.635 OMR, the OSTAC Tramp “COCO” rates at 0.775, an F24 rates 0.788, an F24 mk 2 rates at 0.851 and an F 22 rates at 0.899. The higher the number, the faster the boat. I have sailed on a Haines Hunter Tramp and it sailed well on all points of sail but compared to the Buccaneer 24’s I normally sailed on the Tramp was left behind. Given a choice I would pay for an OSTAC version.

A Tornado rig is only 235 square foot which is the same area as the Super Tramp rig but I suspect a smaller lighter mast section. I think having a heavier mast section would last longer and be more suitable for the extra beam and stability of the Tramp.

Hope Red can find a good Tramp for fun. Also, Solgato experience is a valuable resource. The jpegs are mainly of the OSTAC Tramp.

Finally, the Tramps were popular but the last OSTAC Tramp builder finally cut up the molds as he lost money on each boat built. The only way he could stop the interest was destroy the molds. Och.

 

As I mentioned I have been putting a little write up together on the Tramp that I intended to share here someday. I figured I would finish it up and go ahead and post it now since there has been an inquiry about it and we are discussing it.

Some of it may be redundant, but hopefully these last few posts will be helpful to anyone seriously considering the purchase one of these boats:



I thought I would do an in depth feature on Ian Farriers Tramp trimaran.

As a past owner I have first hand knowledge of the design and still have a lot of photos and documentation, and I believe the Tramp played an important role in the history of trailerable trimarans which is sometimes forgotten or unknown.

A lot of people know Corsair, but before Corsair Ian Farrier designed and introduced one of the most popular best selling production built trailerable trimaran designs known as The Tramp.

The original Tramp was manufactured by Haines Hunter and featured Farrier’s patented folding system which was later incorporated into the first Corsair, the F27.

If one was to compare the F27 to the Shelby Cobra, then the Tramp was Farriers AC Cobra -smaller, less power, simple, but with the same basic formula and concept.

Borrowing from his earlier Trailer Tri design, the Tramp had all the same bells and whistles but was instead production built in fiberglass sharing many of the same features found in later Corsairs.

A trailerable day sailor, The Tramp concept was all about ease of use from trailering, to sailing. Light and compact enough to be towed by a car, but roomy enough for a whole family, the Tramp at only 19’6” features a spacious cockpit, kick up rudder and center board, built in storage lockers, and a lightweight beach cat style mast with internal running rigging exiting at the mast base inside the cockpit.

The Tramp was also available in a Super Tramp version which featured a taller mast and bigger sail plan with the addition of running backstays.

I have attached the specs and drawings for reference, and will instead focus on what I think are the Tramps strengths and weaknesses.

First, construction-wise The Tramp was overbuilt. Haines Hunter was/is known as a power boat manufacturer and the hull layup is very robust with a thick Gelcoat finish. Ian later admitted one of the main things he disliked about the final product was it being overweight, that and how expensive it was to produce the boat and how they didn’t really make any money.

Also being his first production built boat, and launched during a time when Multihull safety was a topic of argument, I suspect Ian errored on the side of caution and overbuilt the folding beam system which is comprised of thick wall foil shaped aluminum tubing.

Back to the weight issue, while light weight is important for speed and sail ability, the positive thing about the build quality of these boats is that they have held up very well after 44 years of use and abuse, thanks to the tried and true construction and quality materials used.

Now for some of the things that make the Tramp great.

First, its big roomy open cockpit with unobstructed views and a boom positioned high enough above for a bimini top below to keep you out of the elements and protected from the swinging boom.

Second, an internal halyard control line system which exits the mast inside the cockpit putting the majority of the lines in one spot making single handing a breeze without disturbing occupants.

And while on the topic of the mast, stepping it is a less hectic and scary affair as the base of the mast hooks on a pin mounted in the cockpit floor so the mast can be lifted and pushed forward until it meets a cove in the cockpit combing where a lock pin is then inserted.

Third, for such a small boat you still get things like an anchor locker and a large sail/storage locker in the bow. Some even convert the large locker into a head or single birth. There’s also a built in storage locker in the trunk, and it’s easy to add additional storage if needed.

Now, why I feel the Tramp played a significant role in the popularity of the modern Trimaran trailer sailor.

First, some 200 or so boats were said to have been made and they ended up all around the world, with a lot still being actively sailed today.

For a lot of people, the Tramp was probably the boat that started their love affair with Trimarans, with many later moving up to larger more capable and expensive Farrier designs.

Corsair is a well known brand with more production built folding Trimarans sold and sailing than any other I would imagine.

The Tramp was basically the production prototype for what would later come. Farrier learned from the manufacturing mistakes and continued to refine and improve his design creating bigger, faster, more capable trailerable Trimarans that borrow from the same basic design features of the Tramp.

And so the Tramp, as his first foray into mass production, played a most important role in the lineage of his design, as well as his earlier non production designs of course.

Now for the Tramps weaknesses.

I’ve already mentioned it coming in overweight. Now couple that with semi-submersible floats and low freeboard, and you have a boat that can be wet in chop/swell and sensitive to weight and its placement.

Construction-wise after 40+ years there are known issues with these boats.

The first issue is the top deck to hull joint. After many decades the glue becomes brittle and you can get leaking from rain and when submerging a float. Some people live with it, others have removed the rub rail and cut the lip of the joint flush and glassed it over smooth. I found success running a thick bead of neoprene caulk around the top and bottom of the rub rail where it meets the hull surface.

The second most common issue is daggerboard case leaks when sailing. There is a modification that can be done to fix this which is best done when servicing the daggerboard uphaul/downhaul system. It is documented on the owners group forum.

Third is the motor well on the Tramps as well as some later Corsairs is too tight and restrictive to allow the motor to be trimmed well clear of the water. I suspect when the boat was designed smaller cowled lighter weight 2-strokes were the popular motor, but today most people use 4-strokes which are a bit bulkier. The solution is to notch the rear section of transom along the back of the well along the bottom to allow the leg to tuck further up to clear the water.

Forth, if you buy a Tramp I highly recommend you remove the floats and clean, inspect and grease the bushings and bolts that comprise the folding system. These boats have been folded and unfolded numerous times over the decades, with water, dirt, salt, etc.. finding its way into cracks and crevices. It’s amazing how reliable and well Farriers folding design works, which is why it’s been the gold standard, but it’s a bit unfair to ask an articulating mechanical system made up of metal and plastic with such an important job to continue to perform flawlessly after decades of use on and off the water. So seriously consider preventively servicing the folding system before you experience a failure.

Lastly, due to the shape of the hull with the stern rising up to meet the transom, when you launch a Tramp, you must submerge the boat and trailer adequately to get enough volume in the water to lift the boat off the trailer. If you are launching in shallow water or at a launch with a mildly graded ramp, you might consider adding a tongue extension to the trailer. The original trailer had a tilting feature I suspect to aid in such situations, but I found an extension to work best.

Also while on the topic of trailering, be sure your rollers and supports are in good condition. The outer floats are designed to just touch the outer bunks when folded. If however you have broken rollers or collapsed supports, or one fails during transit, it may cause the floats to rest too heavily on their bunks which can cause damage to the outer float hull skins.

Now for some cool mods you can do to the Tramp.

First, there is ample room and structure in the cockpit to add additional storage and access hatches, and equipment like stereos, breaker panels, GPS, etc..

You can also easily modify the cockpit to transform the entire thing into a giant bed for camp cruising by adding support rails either side of the cockpit below the bench seats to rest bunk board atop. I made mine up of separate panels that would then stack and stow just in front of the mast under the cockpit combing.

I believe all standard Tramps came with the welded outboard eyes on the rear beams for use as anchor point for running backstays. Following Farriers drawings one can add tangs to the standard Tramp mast and attach runners for additional support when flying headsails.

There was an optional camping cockpit enclosure offered for the Tramp, however if you don’t have one you can use the bimini as a support for a soft dodger enclosure and a couple of hammock rain flys to create enough protection to keep from getting wet provided the boat stays pointed into the wind. Otherwise a tarp over the boom in A-frame orientation will do the trick.

With the additional of a boom extension slipped into the end of the boom, one can stretch and tie up a hammock so that it drapes from the mast to the boom end above the cockpit floor, under the bimini. Alternatively, one can also drape a hammock from the mast forward to the bow using the bowsprit vertically stopped agains the rail to support the opposite end, with the hammock draped over the forward deck.

Lastly the forward locker hatch has ample surface area to mount a small solar panel that will keep a 12V battery topped off for light load use like lights, stereo, bilge, USB charging, etc..

For those seriously considering the purchase of one of these boats, I highly recommend you read the Sailing Manual OldMulti posted a link to above. It will tell you everything you need to know about these boats, and it’s not often that one is provided with such a thorough resource.

After owning and sailing the crap out of mine, mostly in much more dynamic sea states than it was designed and intended to be sailed in, I will forever be a fan of this design and it’s robust build quality.

I can also honestly say that this original review of the boat, back when it was new on the scene, really captures the essence of the Tramp and sums up the Tramp experience quite well.

Dropbox https://www.dropbox.com/scl/fi/cnqsjlg8ou09khun8ntgx/Small-Boat-Journal.doc?rlkey=ctnxgc5flfrtpv3nsjs1o8wov&st=u17jo0su&dl=0

 

This is an update on the MOD 70’s racing trimarans. The initial design started in 2010 for a “safer more reliable” version of OMRA 60 racing trimarans. VPLP design experience was applied and they designed the MOD 70 of which 7 have been manufactured by several component companies including builder CDK Technologies, Multiplast, Décision SA (Suisse) and for some of the later lifting foils DNA.

The MOD 70 is 70 x 55 foot with a weight of 14,220 lbs. The 90 foot carbon fibre rotating and canting wing (4 degrees either side) mast carries 3200 square foot upwind and 4,300 square foot with a screecher. Spinnakers optional for the brave. The length to beam of the main hull is 17 to 1. The floats length to beam is 21 to 1. The draft ranges from 5.6 foot to 14.8 foot with the boards down. The engine is a 50 HP diesel.

The MOD 70’s with the same righting moment, longer floats and a shorter mast than the ORMA 60 trimarans, the MOD 70s are designed predominantly for ocean racing with a crew of six. The MOD 70 has 5% reduced sail area compared to the OMRA 60 for better safety, the MOD 70 has a main hull 10 feet longer for avoiding pitching over the bow (which was OMRA 60 main problem) and raised beams for better passage in the waves. The main rudder can be lifted to reduce wetted surface and a MOD 70 has curved foils in floats for better performance and safety. The mast can be canted up to 4 degrees on either side. Because all the MOD 70 come from the same moulds and are built within 110 lbs of each other and started as a one design class they cost about 3.5 million Euro’s. The OMRA 60 had to have a new design every 2 years at a cost of 5 to 8 million Euro’s per new design. OMRA 60’s were very carefully built (a more detailed and experimental built than MOD 70’s).

The performance of these designs is spectacular. Maserati did the 605 mile Fastnet course in 23 hours, 51 minutes and 16 seconds at an average speed of 24.94kts. Powerplay’s owner said “My top speed at the helm is 38.9kts, I want to hit 40 knots and I can’t sell Powerplay until I do”. And these speeds were achieved prior to several of these designs were upgraded for more performance. Powerplays skipper Ned Collier-Wakefield. ‘These boats are bulletproof. We can push them hard and they just lap it up. You can set out on a record attempt and smash it across the Atlantic and you tie the boat up at the dock at the end of the day, wash it down and it's pretty much done.”

After modifications (6 foot added to the mast and T foil rudders with lifting C foils on floats) Jason Carroll’s MOD70 Argo (USA) on January 13 2024 took Multihull Line Honors in the 10th edition of the RORC Transatlantic Race. Starting from Lanzarote, Canary Islands, Argo completed the 3,000 mile course to Port Louis Marina, Grenada in 6 days, 10 hours, 34 mins and 30 secs. A 19.2 knot average across the Atlantic with peaks of over 35 knots.

The construction of MOD 70’s is basically carbon fibre with all panels where there is a chance of slamming have a foam core, while the rest is Nomex cores. As an example, the floats outboard sides are in foam, while the inboard side have Nomex cores. Also, the type and density of the foam and Nomex varies according to the location, flexing and slamming loads that may affect that panel. The carbon fibre is high strength and mainly pre preg with epoxy resins. The builds are post cured to ensure strength and consistency. The design of the MOD 70’s works with safety factors 2.4 to 1 versus OMRA 60 which worked with safety factors of 2 to 1. A designer of home built boats use safety factors of 5 or more in their designs. High quality designs and builder boats can outsail an average amateur built design because the quality design/built boat is generally lighter and stiffer.

The jpegs give an idea of the design and some of the build. Behance, Race for Water was the first build, Argo has the latest upgrades which moves it away from the MOD 70 one design. There are many jpegs of the MOD 70’s on the web.

 

The following has been done before but I found a few more diagrams of the design. The “Resort” is a trimaran that is a floating hotel aimed at the charter market but could be a very effective floating house capable of some ocean travel. The sailing rig and engines could drive the vessel at EG 10 knots under the right conditions in reasonable comfort due to its size and configuration. Upwind would be more about the available power but reaching or running could be sail alone.

The resort is 85 x 42 foot with a weight of 112,000 lbs and a displacement of 145,500 lbs. The two 75 foot masts carry a total sail area of sail area 2500 and 3000 square foot depending on the use of 3 lower sails or 4 including the flying upper stay sail. All the sails would be roller furling and be controlled by electric winches. The length to beam over the main hull is 7.8 to 1 and the float length to beam is 9 to 1. The draft over the fixed fin keels on the floats is 5 foot. There are 2 engines which are 110 kW electric and 2 x 28 kW thermal generators. No mention of the batteries etc.

As a commercial charter vessel, the accommodation includes 6 fairly large VIP cabins (of 12 sqm) with ensuite bathrooms, and additional pullman (up to 18 passengers). This is the equivalence of 4 star hotel rooms with crew providing equal service and quality. There are large private open spaces inside and out. There are separate crew quarters with a crew mess for the up to 6 crew. Helming and sail control is on the forward edge the flybridge.

The construction is composite foam glass. The build would feature a lot of flat panels due to the simple shapes and I suspect an aluminium deck house superstructure to simplify the window instillation and handle the large open spans. This build would require an excellent electrician and plumber to a design the layouts and install to equipment. I hope they had an equivalent on board engineer to maintain this gear whilst sailing. Big boats have big maintenance requirements.

The performance limitations of this tri are the wide hulls that are required for accommodation. The tunnels between the hulls are low and narrow which is OK for a power cat or tri with unlimited horse power but causes a lot of drag for a sailing craft.

If you want a floating home this could be a good idea but if tou want performance under sail look elsewhere. The jpegs give the idea.

 

This tri is designed and built as a cruiser racer with the emphasis on the cruiser part. Designed by Nigel Irens/Benoit Cabaret and built by Marsaudon Composites, Paradox was launched in 2010. The overall concept was derived from the ORMA 60 ocean-racing trimarans., but the owner, Peter Aschenbrenner, wanted a multihull that was safer and that could be sailed short-handed with non-professional crew.

Paradox is 63 x 46 foot with a displacement of 19,700 lbs. The 78 foot carbon fibre rotating wing mast (has a 1.8 foot chord and 144 square foot area) carries 1,927 square foot of sail area upwind and 2,433 square foot of sail downwind. The length to beam on the main hull is about 16 to 1 and the length to beam on the floats is 18 to 1. Draft over the rudders is 5.5 foot and over the daggerboard when fully down is 13.5 foot. The engine is a Volvo 75 hp turbo diesel.

Compare this to an OMRA 60 which is 60 x 60 foot displaces around 12,000 lbs carries a 98 foot carbon fire wing mast with over 2500 square foot upwind and 3500 square foot down wind. The draft over the daggerboard can be 15 foot with foils on the floats. The power to weight and stability of OMRA 60’s made them very fast boats.

So, Paradox is a cruiser how does it sail? Compared to a true ORMA 60, Paradox has a smaller rig – her mast is some 18ft shorter and she flies her gennaker from the bow rather than a long bowsprit. With 3 tons of extra weight due to her full interior and less sail area she is a far more comfortable boat to sail than her ORMA cousins, but Paradox is still capable of cruising at well over 20 knots and reaching 30 knots at full tilt. In the RORC Caribbean 600 Paradox averaged 15 knots for 40 hours in the 600 mile race around 11 Caribbean islands.

The accommodation is limited but very practical and comfortable with plenty of space and headroom. Totally reliable with solar power, a watermaker, refrigerator and plenty of storage space for food equipment etc.

The build is constructed from epoxy resin infused carbon fibre rather than pre-preg over foam and Nomex cores, Paradox has exceptional torsional stiffness and a much higher load tolerance. Nigel Irens really understood what structure was required to produce this cruiser which has allowed it to be driven hard over the years. Paradox’s carbon fibre wing mast rotates up to 45 degrees to each side. Her heavier weight provides similar righting moment to an OMRA 60 but Paradox has a smaller rig which allows her to be driven hard in heavier airs.

This is an excellent example of what a fast cruiser can be, pity I am not a mega millionaire to have one. The jpegs give the idea.

 

Sebastion Campos in about 2011 to 2013 did a conceptual design for a charter power cat for Indonesia. I cannot find evidence of the cat/tri being built but it is an unusual shape has several other features which interested me.

The “Utova” cat/trimaran is 50.2 x 30.2 foot with a displacement of 66,000 lbs. The length to beam on her planning hulls is about 7 to 1. The draft over the hulls is 3 foot (the cat has jet drives). The two 2,311 HP engines drive through HM571 Hamilton Jets. The two 1,200 litre fuel tanks provide up to 600 mile range. The cruising speed is 16 knots and up to a projected 40 knot peak speed.

Now the fun begins. Does a 50 foot (appears to be a) charter boat need 4600 HP to produce 40 knots? Next question came when I look at the accommodation in the hulls. You go down a flight of stairs walk past 2 single berths to get toilets then you move into forward private double berth cabins in the bows of the cat. The double bunks are wide at the shoulders but are narrow at the feet. The main saloon is dominated by the dual helming station up front followed by a table for 7 with the galley at the aft end of the main saloon. There are cockpits aft and forward which could be fun during a high speed run.

Unsurprisingly, image and sweeping design concepts are important in this cat/trimaran. Sebastion Compos has other boat designs are also visually different but still have underlying practicality.

There is no indication of the construction but my guess would be foam fiberglass.

The jpegs are very limited and partially about advertising.