trimaran 8 m

Yachting Monthly

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Wow, that was fast! Why trimarans are SO much fun to sail – and how to do it

• 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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The NEEL 43, surprising and innovative

The neel 43, lombard-designed, is even more innovative and impressive, and with a marked move towards the use of bio-sourced and recyclable materials, neel-trimarans has confirmed its determined commitment to respecting the environment., photos and videos, neel 43 sailing, the neel 43 is a trimaran that is both fast and safe, yet easily manoeuvrable by a small crew. its handling at sea, coupled with its performance and comfort levels are outstanding..

NEEL 43 Exterior

The helm station is especially ergonomic, offering a triple seat,it is accessible, from the cockpit or from the deck. the cockloon® effect can be appreciated thanks to the wide opening between the cockpit and the saloon..

NEEL 43 Interior

The distribution of volumes, flow of movement and luminosity make this new interior a truly unique living space. there are two double cabins, and the configuration of the saloon can be rearranged to sleeps up to 4 people.

NEEL 43 Life style

The neel 43, which can accommodate up to 10 people, is both fun at anchor and efficient at sea. life on board the neel 43 is definitely synonymous with pleasure and holidays with a a saloon and a cockpit which communicate easily and which form the famous cockloon®.

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Testimony – Crossing the Atlantic on a NEEL 43 ? A child’s play!

Last July, the SAIL AND SURF WITH THE PLANET family had just taken delivery of their NEEL 43 in La Rochelle. Audrey, Christophe and their 4 children had taken the...

Around the world with 4 children aboard a NEEL 43 : the testimony of the SAIL AND SURF family

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You have owned a NEEL 43 for a few months now. Why did you choose a NEEL trimaran and more precisely the NEEL 43 ?  I have known and visited...

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Gallery: Inside the largest trimaran in the world White Rabbit

White rabbit.

The 84 metre White Rabbit was launched in 2018, becoming the world's largest trimaran. The multihull superyacht is the fifth in a series of White Rabbits and follows two Feadship monohulls, a 36-metre catamaran built by Austal and a 61-metre trimaran built by North West Bay Ships. The owners loved their 61-metre White Rabbit but were looking for a serious upgrade. The result was the world's largest trimaran. BOAT takes a look inside...

Images courtesy of Neal Pritchard and Mark Stothard

More about this yacht

White Rabbit was built by Australian yard Echo Yachts to a design by Sam Sorgiovanni with One2Three developing the naval architecture. The numbers are impressive: she has three hulls, a 20 metre beam, and can accommodate up to 28 guests with a crew of 36.  White Rabbit  travels with a 51 metre support vessel, which carries most of the toys and tenders.

White Rabbit is powered by a diesel-electric engine so she's remarkably quiet. In the lower deck master cabin Echo Yachts recorded sound levels of just 40db at 13 knots. The owner even walked around with his own sound meter to put it to the test.  White Rabbit  has range of 5000 nautical miles, and the diesel-electric engines offer the added benefit of being able to travel further carrying less fuel.

The Port Lounge

White Rabbit 's main deck houses two lounges: the informal 'family lounge' to port and a more formal seating area to starboard for older generations (pictured). The saloons are not completely separated, because the owner didn’t want the generations split up. The carpet is by German company Oliver Treutlein and becomes mottled with foot traffic, adding layers to the design.

A spectacular central bar sits on the main deck, with an Alice in Wonderland scene in gold leaf in the ceiling and an eye-catching floor-to-ceiling light feature that doubles glassware storage. Sorgiovanni kept shiny surfaces to a minimum to make cleaning the yacht easier.

The Lower Deck Master Cabin

With an impressive 20 metre beam, White Rabbit can sleep up to 28 guests with accommodation for up to 36 crew. The owner requested two master cabins on board: one on the main deck and one on the lower deck of the centre hull for passages (pictured). The main deck master is the principal of the two, boasting a vast amount of space with a dedicated office and lounge and access to the deck forward and its spa pool.

Tasmanian oak in a chequer pattern has been used throughout the yacht, including in the sundeck games area, aft lounge on the main deck, and cinema. The sundeck cinema and games area is an informal area for younger generations to enjoy. The cinema seats vibrate depending on what’s happening on screen, while the whole area can be shut off for a true cinematic experience.

The Guest Accommodation

There are no televisions in guest cabins, a deliberate choice by the owner that forces younger generations into communal areas. Also unusually, guest cabins are very little cupboard space as guests are expected to live out of their suitcases during weekend and overnight cruising.

The Coffee Lounge

Walking down to the lower deck of the centre hull feels like going underwater, with hull windows revealing the tunnel between the centre hull and the starboard outrigger. It’s an unusual view, but also quite an exciting one as water rushes between the hulls at 18 knots. Plus, all the underwater lights are deliberately placed in the centre hull so they shine under the outer hulls as well.

The Media Lounge

The upper deck saloon is tiny in comparison to the main deck lounges, and is used as a media lounge and karaoke hangout by the family, complete with baby grand piano.

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6 Best Trailerable Trimarans For Bluewater and Coastal Sailing

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Having a boat costs a lot of money, even when you are not using it, marina fees, etc. And once it is in the water most sailors never go very far from their “home marina” and sailing will be somewhat restricted. However, what if you could fold your trimaran and put it on a trailer, store it at your house, and go to a new sailing spot the next time?

Here are 6 of the best trailerable trimaran:

• The Dragonfly series
• Corsair Series
• Windrider 17

Choosing the best trailerable trimaran (a multi-hull with three “hulls”) will depend on crucial factors like speed, durability, design, and ease of transportation. This article is here to help you get started with your research and hopefully help you on the way towards your dream boat!

Table of Contents

Cruising Trimarans That Can Be Transported

Cruising boats are made for multiday sailing either on the coast of your favorite sailing area or full-out blue-water ocean crossings. Extended living should be a priority in these designs.

1. The Dragonfly 25 and 28 (Dragon Fly Series)

Dragonfly is in the business of making the “best foldable trimarans on the planet” many would agree with this statement. Dragonfly is known for its commitment to easy trailering and ease of use, shown in designs for the Dragonfly 25 and Dragonfly 28.

The “Swing Wing” system on the linchpins is one of the key features of the dragonfly series. The system’s application makes it possible for the trimaran to narrow its beam as much as 50%.

Attesting to its Scandinavian manufacturing, most parts of the trimaran are made in-house. This guarantees quality and ensures that all used parts are above standard.

You don’t need to look further than the Dragonfly 25. Its centerboard slightly offset to port. Extra space is created in the main hull’s interior with a trunk buried under a settee. Performance-wise, the low drag and narrow hull shape allow the boat to reach blistering speeds.

Dragonfly 28 In Numbers

• Length: 8.75m
• Beam folded: 2.54m
• Max crew: 5-7 people
• Max Speed: 22+knots

Dragonfly 25 In Numbers

• Length: 7.65m
• Beam folded: 2.30m
• Max crew: 4-6 people
• Max Speed: 21+knots

2. Farrier F-22

New Zealand enters the trimaran manufacturing race with this premium sea goer. The vessel comes in two different versions: a performance variation with more horsepower and a full cabin cruising version. 

Compared to the dragon series the F-22 has the biggest allowance for space.

The F-22 is known for being one of the easiest trimarans to fold and load.

The sports version of the F-22 has some really good performance to offer. It has an aggressive spirit: you can mount a sail while leaving plenty of space for the boat’s fine entry and flared forward sections. The build quality is also topnotch—a lasting memorial to a principle that Ian Farrier always worked by: excellence.

Farrier F-22 In Numbers

• Length: 7.0m
• Beam folded: 2.5m
• Max crew: 3-5 people
• Max Speed: 20+knots

3. Corsair Series

This boat series has an exciting history. Farrier created it to promote his trailerable tri concept. However, the series is now independent with a top-class vehicle to its name.

The Corsair 760 is listed as providing some of the best performance and safety benefits to sailors.

Building off the spirit of excellence of the founder, the Corsair 760 has created a boat with comfort and racing potential. The boat can be tricky to handle at first, but it will be a breeze once you get the hang of it.

It is also worth noting that the corsair 37 is the largest trailerable trimaran on the market today.

Daysail Trimarans That Can Be Transported

Boats that are made for dayssailing are usually smaller, cheaper and more easily handled. They are perfect for those looking to enjoy a full day on the water in calm weather, but are usually less suitable for multiday events or rough sea sailing.

4. The Astus Models (20ft, 22.5ft, and 24ft)

If you’re looking for something small but still capable of doing day sailing, this 22.5-foot trimaran is for you. Built for speed and maneuverability, the Astus 22.5 has optional foils to optimize speed.

The modern design, coupled with the spacious interior, can fit up to four beds. Accordingly, this trimaran is suited for family outings. 

The Astus brand specializes in transportable trimarans, worth noting is that some models need a specific trailer whilst the smaller boats use a standard trailer.

5. Weta 14.5

The 2019 Weta trimaran is a 14.5-foot (4.4-meter) trimaran featuring a carbon frame, centerboard, rudder foil, and rudder shock. The hull is made from fiberglass and foam. The Weta is built for strength and speed based on these lightweight materials. 

The 2019 Weta trimaran is easy to sail and is worth considering whether you want to take a quiet sail, race with your friends, or take kids to a sailing lesson. It has a simple design and is easy to set up independently.

The small size makes it more suitable for daysailing in good weather rather than multiday cruising, although more experienced sailors will of course push the limits of this boat.

6. WindRider 17

The 17.4-foot (5.3-meter) WindRider 17 is one of the more versatile trimarans in the market. It packs high performance for a low cost. This trimaran has a light rotating mast to boost performance, and a full-battened mainsail optimizes visibility. 

This sailboat is made from rotomolded polyethylene, which is more durable than fiberglass and demands less maintenance.

The WindRider 17 has a comfortable interior and can fit six adults. This is an ideal choice for social sailing for a couple or a family and friends. It’s easy to ride, and a shallow draft allows easy maneuverability. 

What’s the Largest Trailerable Trimaran?

The largest trailerable trimaran is the Corsair 37 , this multihull is built for single-handed cruising while still maintaining the ability to comfortably seat 6 people.

The Corsair 37 provides comfort, speed, and safety. It also contains just enough space to accommodate amenities like a propane stove, a sink, and other equipment.

The vessel is designed to be a performance cruiser. It features an aluminum rotating wing mast, carbon fiber bowsprit, and premium deck hardware. The corsair can still cut through the water with ease despite its size, putting the wind in your sails.

What Is a Catamaran?

A catamaran is a boat with two hulls (a trimaran has three) connected by a bridge deck. Catamarans usually offer more space than both monohulls and trimarans of the same length. The catamaran is usually somewhat slower than a trimaran but faster than a monohull. They are usually made of fiberglass or carbon fiber.

Catamarans come in all shapes and sizes. You can find straightforward sailing catamarans, perfect for those who are only starting their sailing journey. Larger sailing catamarans have become extremely popular for long-distance sailing.

There are also power catamarans, they have huge diesel-powered engines (sometimes electric) and no sails. Also called “power cats”, these boats can reach 30+kts.

Can a Trimaran Be Trailerable?

As discussed above, some trimarans are possible to put on a trailer and move to another sailing area or to be stored at home. This is usually not possible with catamarans but is sometimes possible with the trimarans that are fitted with foldable amas (the two outer “floats” or “hulls”).

Some trimarans can be trailerable, this is mainly due to the ability to drastically decrease the vessels beam, sometimes as much as 50%. This allows the trailer plus trimaran to be below the legal requirements of the road.

Final Thoughts

It has proven difficult to beat the trimaran in terms of speed. Through the ages, this type of vessel has proven to be immensely enjoyable in all kinds of sailing activities. These can range from sea adventures to waterborne relaxation in your free time.

Trimarans come in various types, foldable, for cruising or racing, etc. However, there is a common factor: many of the small ones are trailerable. This makes them easier to move than most other types of boats.

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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De loin, on croirait un monocoque auquel on aurait greffé deux flotteurs… Il n’en est bien sûr rien du côté des carènes, particulièrement fines. Ce plan signé André Allègre, très novateur à la fin des années 1970, reste un support attrayant pour la croisière.

Allegro fait évidemment penser à un tempo rapide, joyeux, vif et guilleret… C’est aussi un clin d’œil à son concepteur André Allègre, récemment décédé. Ce colosse, véritable défricheur du multicoque, fut tout de même l’architecte de Pen Duick IV, rebaptisé Manureva. Un grand monsieur ! Certes, l’ambitieux trimaran en aluminium a disparu avec son skipper Alain Colas lors de la première Route du Rhum en 1978… Mais auparavant, il a bouclé un tour du monde en solitaire par le Cap Horn et remporté la Transat en 1972. L’Allegro, lancé en 1976, est lui aussi particulièrement innovant : alors que les œuvres vives adoptent des carènes en U très fines à la flottaison, la coque centrale adopte un incroyable redan, encore élargi au pont par les carénages qui coiffent les bras de liaison. Sous l’eau, la finesse d’un multicoque, à l’intérieur et sur le pont, le volume et la surface d’un monocoque. Certes, les trimarans modernes adoptent aussi cette recette. Mais toujours pas aussi radicalement que l’a imaginé André Allègre il y a 35 ans ! Autre bonne idée, le bateau est démontable. Flotteurs, bras et carénage peuvent se désolidariser de la coque centrale. Une opération pas évidente, mais réali...

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Controversial floating beach unveiled off French Riviera

A controversial private floating beach anchored off the French Riviera has entered service despite opposition from local politicians and environmental groups, its backers said on Friday.

"Canua Island", a 1,750 square-meter (18,800 square feet) motorized platform boasting a restaurant, bar lounge and freshwater swimming pool, was inaugurated Thursday night off Mandelieu-La Napoule on the Cote d'Azur in southeastern France.

The luxurious two-story platform set on a trimaran and anchored 600 meters from the seafront can accommodate up to 350 people.

Opponents of the 16-million-euro project have denounced it as "an ecological aberration".

Environmental groups have long battled for increased protection for sea life and the coastline of the highly developed Cote d'Azur, long considered a playground for the rich and famous.

The owners were denied permits to operate last year, but they took the case to court and were granted authorization to launch the project.

The project had initial support from just one local commune, Mandelieu-La Napoule, but was contested by the head of the broader Provence-Alpes-Cote d'Azur region, Renaud Muselier, a member of President Emmanuel Macron's ruling party.

On Friday, around 20 mayors, including those of Nice and Toulon, signed a letter denouncing "this commercial exploitation of the marine environment".

But the owners stress that the project is safe, with the engines running on biofuel, a desalination system producing freshwater and all waste being recycled on land.

Due to the controversy, the floating beach will not be open to the public this season.

Based at La Seyne-sur-Mer, near Toulon, it will be available for private events such as weddings on the Cote d'Azur. The owners have already received around 30 booking requests.

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• Sailboat Guide

Trailertri 680

Trailertri 680 is a 22 ′ 3 ″ / 6.8 m trimaran sailboat designed by Ian Farrier and built by Plans or sold as kits starting in 1979.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Beam (folded): 2.44m / 8.0’ Mast height: 8m

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NWS: Heat advisory issued for Treasure Coast region through 8 p.m. Saturday

As today’s temperatures across Indian River, St. Lucie and Martin counties climb into the mid-90s, a heat advisory is in effect until 8 p.m. for the Treasure Coast, according to the National Weather Service in Melbourne.

A heat index value — a measure of how hot it really feels when relative humidity is factored in with the actual air temperature — of up to 110 today is expected, said meteorologist Kole Fehling of the National Weather Service.

Video: See hail from storm that passed through Vero Beach on Saturday afternoon

“We issue a heat advisory when the heat index values are expected to be 108 or higher,” he said.

“For this level of heat, it can affect anyone without proper hydration and adequate cooling,” he said. "So, remember to practice heat safety, staying hydrated and taking breaks if you’re spending extended periods outside, especially in direct sunlight.”

An upper-level high combined with drier-than-normal air with a southwest flow is making it harder for sea breezes to reach inland areas, Fehling said, which pushes the heat index up.

Temperatures in the low-to mid-90s are expected across the region through Sunday, but with a lower heat index than today, Fehling said.

Widely scattered storms are likely to develop this afternoon after 2 p.m. through 8 p.m., especially along coastal areas with wind gusts of 50 to 60 mph, possible. The chance for rain drops Sunday night as showers move offshore, Fehling said.

Spring football: Martin County starts 'fresh' new group with win over Pahokee

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Melissa E. Holsman is the legal affairs reporter for TCPalm and Treasure Coast Newspapers and is writer and co-host of " Uncertain Terms ," a true-crime podcast. Reach her at   [email protected] . If you are a subscriber, thank you. If not, become a subscriber to get the latest local news on the Treasure Coast.

CORSAIR 760

The 24' corsair has been an enormous success across more than 3 decades of production. however this newest model has received a radical redesign by our partners at perus yacht design, making her the best 24' corsair yet., complete control & comfort, in such a performance machine.

“ Some of the best sailing I’ve done in my entire life and I’m very new to trimaran racing or multihull racing. It’s a blast, I cannot think of anything better than sailing a Corsair trimaran”

– Donovan Brennan – USA

SLIDING POPTOP

Comfortable cruising trimaran.

The 760 offers a comfortable cruising interior with compact galley and pop top to add headroom. This compact cruising trimaran has been designed to comfortably sleep couples for a weekend getaways.   With the addition of an optional collapsible dining table, it will sleep up to 4 making the 760 a performance cruiser the whole family can enjoy.

COMPACT GALLEY

More comfort and safety than any other trimaran of this size, and the greatest 24’ Corsair yet.  This is a beautiful new Corsair offers a comfortable new cruising interior to sleep a couple on a weekend getaway with a galley sink and stove to keep you refreshed.

The 760 offers a comfortable cruising interior with compact galley and pop top. This compact cruising trimaran has been designed to comfortably sleep couples for weekend getaways and with the addition of an optional collapsible dining table will sleep up to 4 making the 760 a performance cruiser the whole family can enjoy.

FOLDABLE PERFOMANCE CRUISER

FOLDABLE PERFOMANCE CRUISER Being able to easily fold and quickly trailer is an important feature for all Corsair trimarans and is a feature that makes the 760 a great choice for people looking to get out on the water and have fun with minimal effort.

FOLDABLE PERFOMANCE CRUISER Folding and unfolding a Corsair takes only a minute. With just 4 bolts to remove, it is easily managed by one person, and is normally done while afloat.

FOLDABLE PERFOMANCE CRUISER The 760 offers a comfortable cruising interior with compact galley and pop top. This compact cruising trimaran has been designed to comfortably sleep couples for weekend getaways and with the addition of an optional collapsible dining table will sleep up to 4 making the 760 a performance cruiser the whole family can enjoy.

FOLDABLE PERFOMANCE CRUISER The 760 offers sailors more comfort, performance and safety than any other trimaran range in this size. This has been achieved by cleverly designing high volume, wave piercing floats. Offering additional buoyancy and significantly increasing the vessels righting moments and safety margins.

Ideal boat for a Solo Adventure:

Sailing the corsair 760.

We go on a SOLO adventure onboard the thrilling Corsair 760 to remote national parks to see all design features of this ultra versatile boat and discover that you don't always need a crew or a big boat to enjoy cruising.

SPECIFICATIONS

Overall length, 24' 3" / 7.39 m, 17' 11" / 5.46 m, beam folded, 8' 2" / 2.5 m, upwind sail area, draft d/b up, draft d/b down, 5' 3" / 1.6 m, mast length, 34' 5" / 10.5 m, unladen weight, 2,094 lbs / 950 kg, 34' 5" / 10.5 m carbon, 1,795 lbs / 816 kg, recommended options.

Dash760-OPT006

Anchor, chain & fenders.

The option will include:

• Anchor & rode.
• 3 x high quality fenders.
• 2 x mooring lines.

Dash760-OPT003

Sunrise yachting high-quality reinforced bow nets increase the safety and comfort of your boat.

DASH760-OPT001

Floats locker.

Upgrading this option allows you to easily access and utilise the space inside the floats – often for storage of fenders, ropes, hooks, and more… This option also will change the standard 6′ hatchs to 2 high quality tempered glass covers.

PERFORMANCE PACKAGE

This option will enhance your fine control over the performance of the boat. The option includes:

• Ronstan Battle stick
• Windex 15 wind indicator
• 2 Harken & 2 Ronstan blocks

SCREACHER CONTROL KIT

Screacher control kit for Corsair Dash 760 and 760R. This is a required option if you would like to include a screacher sail with your boat, or would like to add such a sail in the future.

SPINNAKER CONTROL KIT

• Double braid ropes
• Winch pocket & winch handle
• 2 Single 57mm carbo block
• Folding Corsair Trimarans: Legendary Ability, Unbeatable Reliability
• 5 Reasons Why The Corsair 760 Trimaran Won Multihull Of The Year
• Corsair Range Brochure
• Corsair Community
• Find A Dealer

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Classifications Giro d'Italia 2024: Thomas overtakes Martínez after time trial, Arensman makes significant leap

F or 21 days straight, this article from In de Leiderstrui gives you daily updates on the different classifications in the Giro d'Italia 2024. That covers the fight for the pink, purple, blue and white jerseys, along with the team rankings.

Pink jersey: General classification Giro d'Italia 2024

1. Tadej Pogacar

2. Geraint Thomas + 3.41

3. Daniel Felipe Martinez + 3.56

4. Ben O'Connor + 4.35

5. Antonio Tiberi + 5.17

6. Thymen Arensman + 6.30

7. Filippo Zana + 7.26

8. Romain Bardet + 7.52

9. Lorenzo Fortunato + 8.40

10. Alex Baudin + 8.56

`11. Einer Rubio + 9.05

12. Michael Storer + 9.11

13. Jan Hirt + 9.41

14. Domenico Pozzovivo + 12.11

15. Esteban Chaves + 14.04

16. Davide Piganzoli + 14.11

17. Simon Geschke + 17.35

18. Aurélien Paret-Peintre + 18.15

19. Giovanni Aleotti + 19.07

20. Juan Pedro Lopez + 20.01

Purple jersey: Points classification Giro d'Italia 2024

1. Jonathan Milan - 284 points

2. Kaden Groves - 174

3. Tim Merlier - 93

4. Filippo Fiorelli - 86

5. Andrea Pietrobon - 86

6. Julian Alaphilippe - 74

7. Tadej Pogacar - 69

8. Jhonatan Narváez - 63

9. Benjamin Thomas - 57

10. Juan Sebastian Molano - 54

Blue jersey: mountain classification Giro d'Italia 2024

1. Tadej Pogacar - 104 points

2. Simon Geschke - 59

3. Valentin Paret-Peintre - 55

4. Daniel Felipe Martinez - 52

5. Lilian Calmejane - 32

6. Romain Bardet - 26

7. Geraint Thomas - 22

8. Andrea Piccolo - 18

9. Filippo Fiorelli - 18

10. Ben O'Connor - 17

White jersey: Youth classification Giro d'Italia 2024

1. Antonio Tiberi

2. Thymen Arensman + 1.13

3. Filippo Zana + 2.09

4. Alex Baudin + 3.39

5. Davide Piganzoli + 8.54

6. Giovanni Aleotti + 13.50

7. Valentin Paret-Peintre + 28.10

8. Mauri Vansevenant + 38.45

9. Edoardo Zambanini + 41.01

10. Magnus Sheffield + 41.49

Team classification Giro d'Italia 2024

1. INEOS Grenadiers

2. Decathlon AG2R + 2.09

3. BORA-hansgrohe + 22.21

RBC Bearings: Fiscal Q4 Earnings Snapshot

OXFORD, Conn. — OXFORD, Conn. — RBC Bearings Inc. (RBC) on Friday reported fiscal fourth-quarter net income of $61.7 million.

The Oxford, Connecticut-based company said it had profit of $1.91 per share. Earnings, adjusted for one-time gains and costs, came to $2.47 per share.

The results surpassed Wall Street expectations. The average estimate of three analysts surveyed by Zacks Investment Research was for earnings of $2.32 per share.

The maker of bearings and components posted revenue of $413.7 million in the period.

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For the year, the company reported profit of $209.9 million, or $6.41 per share. Revenue was reported as $1.56 billion.

For the current quarter ending in June, RBC Bearings said it expects revenue in the range of $415 million to $420 million.

This story was generated by Automated Insights (http://automatedinsights.com/ap) using data from Zacks Investment Research. Access a Zacks stock report on RBC at https://www.zacks.com/ap/RBC