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It’s been six years since Lagoon launched a range of sailing yachts (and its powercat variants). The SIXTY 5, with its 67’5” (20.55 m) overall length, now coexists with the SEVENTY 7, which is almost 10 feet (3 m) longer. At the same time, the historic range stopped at the 54’4” (16.56 m) Lagoon 55.
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Published 18/09/2023
By Emmanuel van Deth
Published: sept. / oct. 2023
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Issue #: 191
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It was therefore only logical for the world’s leading manufacturer of cruising catamarans - 7,000 examples built over the course of almost 40 years - to launch a larger model: the Lagoon 60 was announced at the Cannes Yachting Festival. Overall, this next model, for which production has just begun, has a silhouette relatively similar to that of the 55, except that the sail plan uses the overlapping genoa of the latest 51. The main innovation concerns the aft cockpit, literally transformed into a beach club by eliminating the traditional bench seat. This enormous surface area is further enlarged by an aft platform and fold-down bulwarks. As for relaxation space, the forward cockpit and huge flybridge, equipped with a full galley, are not to be outdone. The first Lagoon 60 is due to be presented at Bordeaux in March 2024. We’ll be there, of course! Builder: Lagoon Architect: VPLP Design Exterior design: Patrick le Quément Interior design: Nauta Design Length overall: 59’11” (18.27 m) Beam: 32’5” (9.87 m) Draft: 5’5” (1.65 m) Air draft: 98’5” (30 m) Light displacement (CE): 70,560 lbs (32 t) Upwind sail area: 2,572 sq ft (239 m²) Mainsail: 1,603 sq ft (149 m²) Genoa: 968 sq ft (90 m²) Motors: 2 x 150 HP Fuel: 343 US gal (1,300 l) Water: 254 US gal (960 l) Berths: 8 to 14 CE Category: A: 14 / B: 14 / C: 20 / D: 20
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ERA | 2022 Lagoon 42
ERA | Lagoon 42 42ft
€ 540,000.
Zvonimir Kalinic
Office: +1 215 508-2704 Mobile: +385 95 849 8009 [email protected]
BROKERS COMMENT: "THIS MUST BE THE NO.1 CHOICE IF ANYONE IS LOOKING FOR BETTER THAN NEW 42"
Overview : ERA, this 2022 Lagoon 42 Owner's Version is an exceptional opportunity for anyone looking to step into a well-maintained, fully equipped cruising catamaran. Never chartered and meticulously cared for by her Swiss owners, this vessel is presented in pristine condition and is ready for her next adventure. She was lightly used during the summers and has ONLY 450 working hours on her engines.
Boat comes factory debugged, she has been stored on dry every winter, meticulously serviced.
Key Features :
- Engine and Performance : Powered by twin upgraded 57HP Yanmar 4JH57 engines with folding props with ONLY around 450 working hours. Regularly serviced by Yanmar technicians according to the manufacturer's schedule.
- Solar Power : Custom-built solar arch with 2,540W solar capacity, combined with marine-grade LiFePO4 batteries (1,030Ah total) and a Victron power management system, providing uninterrupted 220V power for all onboard systems, including an induction cooktop and portable air conditioning unit.
- Water Maker : A 100 LPH 12V water maker, professionally installed
- Comfort and Safety : Features include a Highfield tender with a 20HP Honda outboard, B&G Halo 24 radar for superior navigation, and extensive safety equipment including an under-service life raft, multiple fire extinguishers, and CO2 detectors.
- Sail Inventory : Includes a custom-made 93m Code 0 sail with a UV cover, self-tacking jib, and an electric winch at the helm for easy sail handling.
- Interior : Three spacious cabins with double berths, two electric flush heads, and a fully equipped galley with a gas stove and oven, induction stove and plenty of storage. The owners suite features additional custom storage cabinets.
- Recent Upgrades: Fresh Nautix A88 anti-fouling paint applied in April 2024
- Batteries - Engine batteries standard, Service batteries Marine Grade LiFePO4 (1030Ah - SOG 12V LiFePO4 cells, 5x206Ah, located in the starboard engine compartment)
- Inverter Victron Multihplus II, 3000W, Multiplus II 12/3000W 220V, SmartShunt 500A, GX Touch 50, Cerbo GX
- Shore power cable and various adaptors
- Watermaker - SIMPLEWATER 12V, 100lph, serviced and pickled
- Washing machine, 220V 7kg
- Heater portable 220V
- Electronics full B&G package:
Log, Wind instruments, Chart plotter, Radar B&G Halo24, GPS, AIS
- Starlink RV (subscription can be transferred)
- Hot water capacity: 60l
- SAILS: Factory fully battened 3 reef Main sail and Furling self tacking jib from Incidence, original.
- Custom made 93 square m Code 0 with furler
- Lazy bags and Lazy jacks
- ALL SAILS are inspected and stored
- Rigging was professionally inspected and tuned at the end of 2023
- Standard safety equipment including Epirb, first aid, Flares, fire extinguishers (2XCO2, 3X FOAM), fire blankets, first aid kit, CO2 detectors in all cabins and one central CO2 detector
- ANCHOR VIKING 20kg with 80 meters of chain and 20m rope (one of the best money can buy for this size of cat), spare anchor Delta 20kg, electric windlass (quick)
- Fresh water high pressure water pump in anchor locker
- Deck shower, hot and cold water at the starboard sugarscoops
- Winter cover, bimini cover
- 11 Fenders in various sizes
- Delongi Dinamica coffee automatic machine (fully automatic)
- Bread baking machine
- Weather station
- All beds have the optional planked ventilation flooring
- Fridge and Freezer (with digital thermostats)
- Shade covers for cockpit
- Large shade cover for trampoline
- 2 folding bikes with locks
- Various cushions in UV resistant materials
- Electrical vacuum cleaner
- Water cooker (Tefal)
- Galley equipment (utensils, cutlery..etc)
- DINGHY HIGHFIELD CL 340 with 20hp HONDA outboard
- Abundancy of 220V plugs around the boat
- Lagoon CARBON FIBER gangway
Additional Features :
- Starlink satellite internet installed, perfect for remote working or staying connected at sea.
- Extensive spares and tools included, along with two folding bikes, a paddleboard, and a full cockpit enclosure for colder weather.
Condition : This Lagoon 42 has been stored on the hard every winter, with all maintenance up to date. The yacht is in outstanding condition, with the light use of guest berths and careful attention to every detail.
Viewing : The yacht is currently located in Tivat, Montenegro, with closest international airports Tivat, Podgorica or Dubrovnik.
Dont miss this chance to own a beautifully maintained, ready-to-cruise Lagoon 42. Contact us today for more information or to arrange a viewing.
Specifications
- Length: 42ft
- Builder: CNB
- Beam: 25' 3"
- Draft: 4' 0"
- Hull: Fiberglass
- Status: Active
View More Specs
- Keel: Other
MEASUREMENTS
- Length Overall: 42 ft
- Max Draft: 4' 0"
- Bridge Clearance Measure: 67' 9"
- Beam Measure: 25' 3"
- Total Power: 114
- Engine Brand: Yanmar
- Engine Model: 4JH57
- Engine Type: Inboard
- Engine/Fuel Type: Diesel
- Engine Power: 57 hp
- Fresh Water Tanks: 1 (79 Gallons)
- Fuel Tanks: 1 (79 Gallons)
Accommodations
- Number of cabins: 3
- Number of heads: 3
Manufacturer Provided Description
A SLEEK, MODERN DESIGN. This new member of the Lagoon family has style and a strong personality. While keeping a family resemblance and retaining the main features of the latest generation of Lagoons, it shows us a new path: unhurried evolution, a new “organic” approach, in search of harmony between living space and man. An elegant silhouette, flowing curves which, by virtue of a noticeable acceleration of the lines in the bows and in the new coachroof design, emphasise the powerful and dynamic nature of this new model A VPLP design naturally, a guarantee of performance under sail!
A COSY COCKPIT, WITH SMOOTH, ELEGANT CURVES – a single level from the aft platform to the saloon: a structural “revolution”, – entirely new ergonomics that ensure excellent use of space and ease of circulation on board, – a large glazed door that occupies the entire width of the coachroof, and provides access to the unparalleled internal volumes. – The suspended steps at the transom provide a whole new perception of the boat: a continuous, wide and inviting platform, worthy of a large vessel.
AN INGENIOUS DECK LAYOUT The mast moved further aft and the self-tacking jib, a guarantee of performance under sail and ease of handling, provide the ability to bring all operations together in one place.
AN ERGONOMIC HELMING STATION At the coachroof bulkhead, offering many advantages:direct communication between the cockpit and saloon, improved circulation, forward and aft of the helming station, direct access to the coachroof for easier access to the boom, a composite bimini with a sliding panel to ensure a good view of the sails,a closure panel or helming station safety when under way.
ACCOMODATIONS 3 or 4 double cabins and what cabins! Island double beds for the aft cabins and beds with side access for the forward cabins, the aft cabins benefit from a bathroom with a separate shower, very large windows in the cabins offer excellent illumination and magnificent views of the surroundings, the vertical glazing in the coachroof provides saloon illumination: a well-lit, comfortable environment that is perfectly balanced between the galley and saloon areas, the U-shaped galley, fully fitted with broad work surfaces and extensive storage space, is oriented towards the external cockpit. The attention devoted to detail and the use of the volumes make this new interior a unique and enjoyable living space.
Disclaimer The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.
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LAGOON CATAMARANS has been building boats since 1984. Today it is the world leader in cruising catamaran. The shipyard continues to develop novelties periodically to meet the expectations of users.
The current models are :
Lagoon 40 | 42 Millennium |
43 new | 46 , lagoon 51 | 55 | , lagoon sixty 5 | seventy 7, lagoon motor yachts.
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Motor yachts with enough autonomy to significantly broaden your sailing horizons and with exceptional comfort at sea.
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The universe of the NEEL-TRIMARANS.
NEEL-TRIMARANS are unique sailboats that brilliantly combine the comfort and convenience of life on board and excellent performance providing the inherent pleasure of sailing .
43 | 47 | 52 New |
Discover the Trimaran Expèrience.
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Visit the DB 43 Inboard version and the DB 43 Outboard version.
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Cannes Yachting Festival 2024
10 to 15 of september, lagoon 42 millenium, limited edition, special offer.
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…
Catamaran sailing skills: Mooring and anchoring a multihull
How do you make an average passage speed of 7 knots, fit in three double cabins and a huge saloon…
Monohull or multihull: which is best for blue water?
As former editor of Yachting World, David Glenn has plenty of experience of both monohull and multihull cruising. Here he…
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 Tri from Water World, Where is she?
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I was painfully thinking and then I wondered on the Tri that was the focal point in the movie "Water World". Does any one know of her were abouts? Or her history after the movie had been made?
Inspired by racing trimarans built by Jeanneau Advanced Technologies' multi-hull division Lagoon; a custom 60 foot (18 m) yacht was designed by Marc Van Peteghem & Vincent Lauriot-Prevost VPLP, and built in France by Lagoon. Two versions were built, 1) a relatively standard racing trimaran for distance shots, and 2) an effects-laden transforming trimaran for closeup shots, and the aforementioned transformation. The first trimaran was launched on 2 April 1994, and first surpassed 30 knots (56 km/h; 35 mph) in September of that year.[5] The transforming version was first seen in the film as a sort of raft with a three-bladed egg-beater windmill. When needed levers could be triggered that would flatten the windmill blades while raising a hidden mast to full racing height. This was followed by revealing a boom previously hidden in the hull, and automated unfurling of the two sails. Once the transformation was complete this version could actually sail, although not as well as the dedicated racer.[5] The first boat is stored in a lake at Universal Studios Florida, and the second is in private hands in San Diego, California. [5] Click to expand...
waterworld trimaran One of the waterworld trimarans lives in the marina just across the road from the san diego airport. think it's harbor island.
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Buying a catamaran or a trimaran: what are the differences?
June 2, 2023 By Pelagia Yachting No comments yet
Would you like to buy a sailing boat , but are hesitating between a catamaran and a trimaran? We’ll explain everything you need to make the perfect choice and sail to your heart’s content.
The trimaran in detail
The base: the trimaran is a three-hull yacht, with a central hull, the largest, surrounded by two thinner hulls made up of floats. These floats stabilize the boat. The floats are connected to the base by linking arms. These may be tubes, beams or caissons. The central hull includes the mast.
In the case of the anti-drift system, the daggerboards are installed directly on the floats. Lifting daggerboards can also be fitted to the central hull.
The catamaran in detail
The catamaran has two parallel hulls. They can be powered by either an engine or sails. Motorized models are generally used for transporting people. Sail-powered models are mainly used for learning. It is also possible to use a sailing catamaran for solo lake cruising.
Understand the differences between the two boats to help you make the right choice
First, let’s look at the similarities. Both boats are multihulls. Multihulls are faster than monohulls. This is achieved by the tapered profile of the hulls. Resistance in the water is significantly reduced.
Now let’s talk about safety. The trimaran is considered the safest boat on the market. The three hulls provide greater resistance and better balance, especially in rough seas and strong winds. As the wind increases, the leeward float will sink, braking the boat. This increases safety. Nevertheless, you should always bear in mind that capsizing is always a possibility, even with a trimaran.
A fuse system completes the trimaran’s safety. This will prevent any breakage problems.
The difference also lies in the uses to which the two boats are put.
The trimaran is generally used for pleasure boating. Some professionals also use them for small-scale cruising. It should also be added that the trimaran is wider and therefore takes up more space. This can be of considerable importance when it comes to storage.
Still on the subject of trimarans, this is a boat that is widely preferred for racing. The trimaran’s ability to evolve almost to measure, as well as its higher performance, make it the boat of choice for racing. In light to moderate winds, the trimaran responds better.
It’s easier to maneuver, even for beginners (provided they’ve had a few lessons!).
Catamarans are almost exclusively designed for pleasure sailing. To date, however, catamarans have been used by the military for specific projects.
Why buy a trimaran?
This type of sailboat goes faster than its counterpart. This means you’ll be able to sail farther. You’ll be able to cover more distance in the same time.
Another advantage of this type of craft is its stability. The trimaran is known for not listing. It will therefore be a friend to families or people who are not very sure of their sailing. It’s also ideal for those who suffer from seasickness. This problem disappears.
This boat is also more comfortable. The platform can be extended with trampolines from one float to the other, as required.
It’s also a very light sailboat. It can be launched by a single person. It can also be towed by almost any boat. It can also be transported anywhere, which is a significant advantage when accessing remote waters.
The trimaran is ideal for sailing close to the rocks. But it does require the ability to beach without difficulty. That’s why the central hull pivots. The same applies to the rudder blade.
We use the trimaran mainly for coastal cruising, but also in season for regattas. The trimaran is therefore versatile.
Before deciding on a trimaran, you’ll need to consider the various options available. You can also invest in a trailer, useful for getting around, an outboard motor or even a paddle or kayak, which will become an intelligent tender.
As with a catamaran, you’ll also need to think about insurance.
Why choose a catamaran?
It has been pointed out that the catamaran is a slower boat than its counterpart. However, it should be pointed out that it doesn’t stand still. It can outrun the elements without the slightest problem. It’s around 20% faster than a simple monohull.
Modern catamaran technology means you can cover between 200 and 250 miles a day. So you can have fun and discover new places without wasting time.
In addition to speed, catamarans have no ballast in the keels. So it relies solely on buoyancy for stability. Although the general rule is that the ratio between length and beam is 50%, today you can find many catamarans with a different profile. It’s possible to add a few meters to the beam for greater stability and less pitching. This enables them to cope with roll in the best possible conditions.
With a catamaran, sail changes and reefing are easier than with a monohull, for example. So the risk of going overboard is much lower.
Comfort is greater. This reduces fatigue.
The catamaran also offers greater stability at anchor. Even in windy conditions, the boat won’t move. Draughts are also lower with a catamaran. So you can sail closer to shore.
One of the catamaran’s major advantages over the trimaran is that the tender is very easy to install, thanks to the easily accessible davit. It may even be unnecessary.
Finally, the catamaran’s habitability is unrivalled. If you’re looking for a home on the water, look no further than a catamaran. You’ll be able to install electrical appliances, desalination equipment and air conditioning. You’ll also be able to invite more guests. And since there’s virtually no headroom, there’s no need for handrails, which saves even more space than, say, a conventional monohull.
There are, however, a few drawbacks to catamarans. The first is rattling. The low nacelle receives all the waves. In bad weather, this can be a nuisance. You should also be aware that a catamaran offers fewer sensations. Unless it’s a sporty model.
As a larger boat than a trimaran, the price of berths in harbors will also be higher. You need to think about this before choosing the perfect boat for you. It’s also important to bear in mind that a catamaran without a motor will be difficult to handle in harbors, for example.
As for the purchase price, a well-equipped model will be more expensive than a trimaran. This can also play an important role in your choice.
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From Wikipedia. Inspired by racing trimarans built by Jeanneau Advanced Technologies' multi-hull division Lagoon; a custom 60 foot (18 m) yacht was designed by Marc Van Peteghem & Vincent Lauriot-Prevost VPLP, and built in France by Lagoon. Two versions were built, 1) a relatively standard racing trimaran for distance shots, and 2) an effects ...
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The trimaran in detail The base: the trimaran is a three-hull yacht, with a central hull, the largest, surrounded by two thinner hulls made up of floats. These floats stabilize the boat. The floats are connected to the base by linking arms. These may be tubes, beams or caissons. The central hull includes the mast.
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