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So there they find themselves sailing a large offshore yacht on the Chesapeake for 10 years. Sure, they may make it to Maine or the Bahamas from time to time, but the big offshore multihull is essentially underutilized on most weekend sailing excursions. A smaller and less seaworthy multihull would probably do the job just as well for a lot less expense.
At sailboat shows the catamarans sit peacefully at protected docks with fresh flowers on the saloon table, designer duvets on the beds and candles scenting the air. It is all about features, esthetics and price at the boat show.
Forgotten is the fact that this 15, to 40,pound object has to be pushed through the water�preferably by the wind.
So think very, very carefully about your sailing agenda. Many lower cost, spacious catamarans are fabulous for sitting at anchor or puttering up and down the Caribbean or ICW, but there are likely much better choices for the voyager who intends to cross oceans or cover 1, or more miles a year. A two-hour demo sail on the Chesapeake Bay is a bad way to determine how your dream cat will sail when the barometer starts to plummet and you are too far from shore to run for cover.
Yet most people buy sailboats�multihulls or otherwise�without sailing the boat in a stiff breeze or real seas. Yet until you sail a boat in a breeze and large waves you cannot adequately measure the quality of its reefing systems, rig and sails, or the way she handles under sail or power, etc. In large catamarans it is especially important to sail upwind for an hour or so in a stiff headwind to see how well she points�and how hard she pounds.
Low bridge deck clearance or too much weight or too little beam can make sailing a catamaran upwind unpleasant. In some instances, if you are buying a well-known brand of multihull, you can learn the truth about her sailing characteristics from knowledgeable sailors or brokers.
But I still highly recommend a heavy air sea trial. Heavy air never lies. Sometimes you can take a test charter on the catamaran brand you are considering in the Caribbean or South Pacific.
If this is possible, it is a great way to learn exactly how the boat sails in varying conditions. After sailing and racing multihulls for over 30 years I can say with absolute confidence that�all things being equal�trimarans and monohulls are quicker upwind than catamarans. They generally sail a good five to seven degrees higher. I can also say with equal confidence that a daggerboarded catamaran sails considerably faster and makes far less leeway upwind than a catamaran with keels.
In fact, daggerboarded cats point nearly as high as most monohulls and sail much faster upwind. For many sailors up-wind performance is not a significant consideration. This is certainly so for those who place a catamaran in charter. In fact, catamarans with keels make better charter cats because you never have to worry about broken daggerboards. Keels also offer a good deal of protection for the rudders�another huge plus when your boat is regularly being sailed by novices. If you happen to cruise off the California coast, however, where Mexican waters are frequented, upwind performance is crucial.
Sailing up the Baja shore-line is a long and arduous upwind slog. Similarly, if you are sailing on an extended cruise, excellent upwind sailing performance is beneficial for safety as well as personal comfort. Off wind speeds will also be higher on a daggerboarded cat due to reduced drag, steering will be more responsive and lively, and you will be able to reach shallower anchorages.
The largest negative to daggerboards is that they are very costly to add to a catamaran and therefore few builders offer them, particularly the larger production builders who must sell more than half of their production into charter programs. When a naval architect sets out to design a catamaran one of his chief goals is to design the narrowest possible hulls required to carry the intended load.
If the hulls are wider than necessary, the boat will be slower than necessary. If the hulls are too narrow, the design will suffer dramatically in performance when the boat is overloaded because narrower, flat-sided hulls respond negatively to excess load. In short, if you feel the need for televisions, microwaves, computers and scuba gear, be sure to get a multihull designed to handle this extra weight. If you want good sailing performance, however, you will most certainly need to spend more to purchase either a very light, high-tech catamaran, or a longer, narrower design to displace the greater loads you intend to carry.
If performance is of no concern you can purchase a shorter, heavier, fatter-hulled cat at far less expense. As always, you must think very carefully about how you will be using your boat before you can make an intelligent decision. There are many excellent catamaran owner charter programs on the market. Yet none of them make financial sense unless you have the time to use your boat at least four to five weeks a year.
If you really can break away this often some charter programs are highly attractive. I often get calls from men�it is almost always men�who are not satisfied with the range of choices from production builders in the catamaran market. Generally, these men are dear to my heart because they are passionate sailors who crave a level of sailing performance not offered by most builders.
Yet I always caution such buyers that custom boats tend to create custom problems and generally end up costing far more time and money than the buyer ever anticipated. Sadly, when it comes time for them to sell their dream, the custom catamaran is often sold at a significant loss because the boat is unbranded and unusual�she was, after all, custom built because no builder felt there was a market large enough to place such a design in production.
On the flip side, for those buying a used catamaran, custom catamarans and trimarans can be a fantastic bargain on the brokerage market. The majority of those I counsel woefully underestimate how much it costs to sustain, slip and repair a foot plus catamaran. Gone are the submarine-like claustrophobic cabins typical of most traditional yachts.
Wave-piercing or reverse bows are considered cutting-edge naval architecture and one of the latest popular catamaran design trends. These bows are trumpeted as state-of-the-art in cruising cat design, but some have their doubts. Variations of reverse bows are in many new performance cruising designs by reputable performance cat builders like Catana, Alpha and Gunboat but the design is not quite as popular for regular cruising catamarans. Traditionally, the most popular helm position was bulkhead steering.
While that is still the Catamaran Building Materials 4th most sensible and popular trend, the French twin stern steering positions offer greater visibility of the sails and give one a better feeling for sailing conditions. The benefits of the twin stern position are most appealing for day sailing or racing and not very popular for extended cruising because of the lack of protection.
Owners of Catana and Nautitech who have done extended cruising, swear by the twin stern helm position, but based on consumer feedback, manufacturers like Outremer Catamaran have reverted back to bulkhead steering. Gunboat went a step further by designing a forward cockpit with doors opening at the base of the mast from which to control the sails, a safe work area.
This cockpit is by no means protected, but because the Gunboat is a performance boat, the cockpit does not take on as much water over the bow as a regular cruising catamaran like a Leopard Catamaran. The Gunboat has substantial buoyancy forward with the bows proportionally much longer than conventional cruising cats and is therefore less prone to dive into the waves rather than over the waves. However, Gunboat moved the cockpit back under cover in its latest designs, just as Leopard introduced a forward cockpit with opening doors into the leisure-focused salon in their Leopard 44 and 48 models.
The team at Catamaran Guru questions the suitability of this design feature for blue water catamarans that will encounter large seas, but nonetheless, it is a popular trend especially for the yacht charter market.
Ultimately for a cruising catamaran, our preference is a safe, protected helm station with good visibility and all the control lines leading back to the helm to create a static control station. Push-button controlled winches and windlass as well as the instruments and autopilot should be prominently located and protected within the cockpit.
The flybridge was enthusiastically received when Lagoon first featured it in the Lagoon The design offers great visibility, more entertainment space and comfort and access for everyone on board to enjoy the sailing area. As with any design, this concept has its pitfalls, especially on boats smaller than 50ft. Protection from the elements is a real issue on a blue water cruising boat as most of these designs offer very little protection, if at all.
Some flybridge owners have added enclosures for protection, but the flybridge and therefore the helm, are cut off from the rest of the boat making it difficult to communicate with crew.
Getting from the cockpit up to the flybridge and back down in bad weather can prove unsafe. To accommodate the flybridge, the goose neck and boom must be very high making stowing the main problematic. This is possibly one of the most exciting trends in catamaran design in a long while. The Catana 59 was fitted with these curved daggerboards that look like foils. This design lifts the boat slightly when it reaches higher speeds, making it feel lighter and faster.
Because of design innovations like curved daggerboards and the hydrofoils, performance on cruising catamarans has improved tremendously but catamaran speed is relative. The most important benefit of speed of a multihull is the ability to outrun bad weather. Being able to average knots faster on a catamaran than on a monohull, can help avoid bad weather. It makes no sense to buy a catamaran that will not sail at least nm per day when making passage.
Galley up or galley down? We are asked this question more often than most other about catamaran cruising life. With sailing becoming more accessible to more people and to families, galleys have become increasingly important spaces in a yacht.
The most important feature for any galley is its functionality when at sea. It should be safe, well-ventilated, and functional whether located up on the bridgedeck or down in the hull. In modern catamarans, the most popular trend currently is galley up, making it a focal point of the main living and entertainment areas. When at sea, every meal comes from the galley, so live-aboards spend a lot of time in the galley and many cruising couples and families find that the separation of galley down in a hull is not ideal.
When at sea, hauling hot food up and down the stairs is a safety hazard. Having the galley on the same level as the serving area and cockpit is less tiring and safer. Also, ventilation is better on the bridgedeck than down in the hulls, which makes cooking more comfortable, especially if you are prone to seasickness. Some manufacturers like the St Francis 50 and Antares 44 still trust in the galley down design.
Galley down is often preferred for charter boats because it provides a private, self-contained cooking area with dedicated prep areas and utilizes space in the hull that might otherwise be less efficiently used.
However, the most popular trend is galley up and it makes sense to most sailors, especially cruising couples and families. More on our take for galleys up or down. As we said before, a trend makes sense for your boat when it fits your sailing purposes but most importantly, it is the ability for sailors to stay dry, warm, and as comfortable as possible when at sea.
Paramount to safety is being able to handle the boat and sails in the safest, easiest environment possible.
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