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Long-distance transport for a multihull: cargo ship or delivery

Article published on 23/03/2018

By Philippe Echelle

published in n°159 may / june

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For transport by cargo ship, by Mathieu Le Bihan  

Coming from the shipping world, Matthieu spent several years as an expatriate, between the Caribbean and South America. His role: to organize the merchant ships’ stopovers, on behalf of a French shipowner. In 2011, on returning to Brittany, he specialized in ocean racing logistics, and organized transport by freighter for the Transat AG2R, Mini Transat and Route du Rhum fleets. At the end of 2016, he joined the Sevenstar Yacht Transport group, the world leader in yacht transport.

Leisure sailing has entered directly into the plug-and-play era.For a good number of sailors, crossing an ocean is no longer a Grail in itself; it is even felt to be a time constraint and a not-inconsiderable risk factor (human and equipment). Maritime boat transport is logically in keeping with this search for immediate pleasure and cruising with no constraints. It allows fast, safe access to the ultramarine cruising areas that many leisure sailors only touch with their fingertips on the glossy pages of their specialized magazines. Few of them sail there. Thanks to transport by freighter, this dream becomes reality: the islands and lagoons are yours! Forget the dull winter weather, next season you will be cruising in the Adriatic, in Polynesia, or towards Phuket. The range of possibilities opens up to you; the only limit is your imagination!

Transport by freighter: The fast, reliable and accessible solution

Fast: Nowadays, in under 15 days, your catamaran, firmly secured to the deck of the freighter, will do the trip from La Rochelle to the West Indies or Florida, safely. After 35 days' transport, you will have the pleasure of dropping anchor at Papeete, Sydney, or Singapore. Allow 20 to 30 days extra for a crewed delivery, if there are no problems on the way…

Reliable and safe: transport by freighter frees you of the risks inherent in a crewed delivery trip: unfavorable winds, flat calm, and the ensuing delays. It also offers the undeniable advantage of protecting your multihull from the wear and tear of an ocean crossing: rig, sails, engines and structure will not be used during the voyage.

Accessible: contrary to received ideas, transport by cargo ship is not only reserved for superyacht owners. Today, the transport budget for a 40-foot catamaran to cross the Atlantic is around 15,000 euros, including all expenses – a cost comparable to that of a delivery by a professional crew, minus the sailing risks, the fuel consumed and the wear and tear on all the equipment.

In conclusion: for an equivalent budget, the scales weigh clearly in favor of transport by freighter. More and more owners want to protect their nautical assets and take full advantage of their leisure time, so they choose this solution. For those who have a taste for risk and prefer the unforeseen, the unknown…crewed delivery could be an option.

For delivery accompanied by a skipper, by Marc Peeters

Marc Peeters is a skipper with a ...

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Crewless cargo: the world’s first autonomous electric cargo ship 

The world’s first fully electric, completely autonomous cargo ship has successfully completed its maiden voyage.

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The world’s first fully electric, completely autonomous cargo ship has successfully completed its maiden voyage in Norway, but fear not, it’s a far cry from the dramatic movie depictions of ‘ghost ships’. Frankie Youd profiles the vessel and highlights the benefits of this new technology. 

The shipping industry has been pioneering new technology, ship design, and fuel types to set sail towards a greener future for shipping. Now, Norwegian chemical company Yara, has gone one step further by not only producing a zero-emission vessel, but one that is zero crew as well. 

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Giving us a sneak peek into the future of cleaner, greener, autonomous travel, the world’s first autonomous, fully-electric cargo ship – named Yara Birkeland – has set sail.  

The vessel, stretching 80m, with a deadweight of approximately 3,200 tonnes, contains sensors and computers that allow the vessel to operate autonomously or via remote control.  

The vessel is also doing its part for the environment , due to zero emissions being produced thanks to the electrical propulsion and battery system.  

How does it work? 

Departing for its maiden voyage on Thursday 18 November, the Yara Birkeland set sail on her first demo trip, sailing along the Norwegian coast from Horten to Oslo. Estimated to cut 1,000 tonnes of CO 2 and replace 40,000 trips carried out by diesel trucks per year, Yara is optimistic that commercial operations for the vessel will take place within the next few years. 

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The ship is powered by battery powered technology – provided by Swiss Lithium-ion cells and energy storage solutions company, LeClanchè – providing the ship with a capacity close to 7MWh. This is accompanied by sensor technology that provides the vessel with situational awareness.

The sensors come in the form of radar, infrared cameras, and automotive integrated solutions cameras. Combined, these give the ship the ability to discover obstacles in its path and avoid them. 

The vessel has also been fitted with automatic mooring arms from MacGregor to allow for unmanned docking and mooring at quays. 

Additionally, cloud solutions are also being used on the vessel and have been designed to provide the remote operation centre on the shore with data from the voyage and operation. 

Although the inclusion of this technology will allow the vessel to be remotely controlled from the shore, this is not the intention of its integration. The system has been designed so that the vessel is able to carry out the voyage itself without human intervention, with remote takeover only being needed should an event requiring human aid occur. 

Speaking on the creation of the vessel, Jostein Braaten, project lead of the Yara Birkeland says: “Yara is constantly seeking opportunities to improve not only the business but also safety and our environmental footprint. By introducing Yara Birkeland, Yara wants to show a dedication to improving the environmental impact from this transport of goods. 

“With the production plant in Porsgrunn, Norway, located by the sea and with close to 100% of the products to be exported by ship it seemed inconvenient to transport, what is delivered in containers, the first distance from the plant to the shipping port, by trucks. An opportunity to improve both the logistics and to reduce the traffic on local roads by establishing an electrically driven sea-going vessel seemed like an opportunity.”  

Further to the vessel carrying out its maiden voyage, the company has also undergone sea-trials that saw containers being delivered, loaded, and shipped via the ship.

The company has also tested the navigational capabilities, such as auto-docking and auto-crossing using the technology same technology in place on the Yara Birkeland on a double ended ferry in regular traffic crossing the Oslofjord.  

The company hopes that the regular operation of Yara Birkeland will begin in early Q2 this year, which will also start the test-period for the technology to become fully certified. With testing believed to take two years, the company has big goals between then and now.  

“We will spend the next years collecting and analysing data from the operation to learn and train the algorithm to perform as efficiently as possible,” Braaten says.  

“Simulator testing provides us with solid evidence of the system performance but getting live data from the actual voyages and operation area, such as currents, traffic, and behaviour of the surroundings is of great value to the further development towards autonomy.” 

No crew, no problem. 

One of the key elements that sets the Yara Birkeland apart from the rest is the full autonomy of the vessel – meaning that no crew is needed onboard. The full autonomous nature of the ship brings with it many benefits, such as reduced staffing costs, – although some will still be needed for the remote-control centre – as well as having more space for cargo on deck. 

Paired with this, autonomous shipping also improves safety for the overall voyage due to a large majority of maritime accidents occurring due to human error. The inclusion of computer systems on the vessel could prove to be significantly safer compared to crew navigating.

Braaten comments: “Generally for autonomous ships safety is improves as sea-men are not subjected to danger at sea, but also reduced incidents related to people-fatigue or other human error.” 

On the other hand, the autonomous tech can also result is some new challenges – such as the threat of cyberattacks, which if a vessel fell victim to, could see the loss of control and takeover of the vessel. Further to this, due to the technology being in its early stages of development, there are a limited number of regulations – meaning that at present these vessels are only capable of coastal and river routes instead of large ocean crossings.  

A crewless vessel brings with it many benefits to the maritime sector and with interest in this technology growing, it seems that they have a significant role to play for the future of the industry.  

“For selected purposes, autonomy can clearly provide improved economy, safety, regularity, and efficiency – for example, at harbour control. It can also improve the competitiveness for shipping compared to road transport in short-distance routes. Unmanned maritime operations can also be a great alternative to alleviate the situation with a shortage of truck drivers and congested cities.” Braaten says. 

“We see that autonomy in maritime has really picked up the pace after the news of Yara Birkeland were released. It is no longer a question of “if” autonomy is coming, it is a matter of “when”. Autonomy is an enabler and a potential catalyst for the green shift in maritime. We are delighted to be leading this shift and see that by realizing this concept – others are following.” Braaten concludes.   

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EDITORIAL | Safe, seaworthy catamaran cargo ferries

In my quest for solutions to the problems of ferry safety, particularly in developing countries, I have coincidentally studied some very interesting and well-proven concepts for smallish, safe catamaran cargo vessels.

While larger versions would be equally appropriate for trans-oceanic routes, these 25- to 80-metre LOA vessels have, to my mind, enormous potential in the riverine and archipelagic regions where so many of the world’s fatal cargo vessel and passenger ferry accidents occur on domestic routes.

A number of examples of varying sizes and capacities are already in existence but, apart from about twenty vessels in the Archipelago Ferry Corp “Fast Cat” fleet in the Philippines, none that I am aware of are operating in developing countries. That is a pity because the Fast Cats have already made a significant contribution to the recently much reduced ferry fatality rate in that country.

They can be built of steel or aluminium or a combination of the two. They do not have to be fast, 12 to 15 knots would be sufficient for most cargo services and to enable them to escape bad weather. That means they can be comparatively low powered and thus very economical to own and operate. They must, of course, be properly designed, constructed and maintained.

Two separate engine rooms and propulsion systems ensure reliability, manoeuvrability and redundancy, thus ensuring maximum safety. Safety, of course, is considerably enhanced by having two multi-compartmented hulls and by the stability afforded by the wide beam of catamarans. The cargo decks are completely and quickly self-draining. Their designs are a simple concept.

All cargo, both containerised and Ro-Ro, is carried on the main deck so the hulls remain essentially sealed for floatation purposes. No cargo need be carried in the hulls that are reserved for machinery, fuel, water and crew accommodation.

The hulls are divided into numerous watertight compartments. They can also, as for example do the Fast Cats, carry passengers. They are usually accommodated in a superstructure located to one side and above the open cargo deck. Container handling can be undertaken using mobile cranes ashore. Ro-Ro ramps are standard and longer ramps could be fitted to enable loading directly to or from a beach over the bow.

Most of the extant examples of these medium- to low-speed “cargo cats” (less than 20 knots) have been designed by the Australian-based Ballantyne family’s Sea Transport Solutions. A significant number of their designs are currently operating around the world mostly in Ro-Pax configurations.

A pure cargo version, Noord Nederland , has been operating in the Netherlands since 2002. In 2016 it was extended by Damen Shiprepair from 47 to 67 metres in length.

Others such as Sea Link Travel’s Bruny Island Ro-Pax ferries, which are about to be built by Tasmania’s Richardson Devine Marine to Incat Crowther designs, follow a similar design concept. The first will be 45 metres LOA and the second, somewhat larger.

It can only be hoped that this development of simple, safe and economical vessels will spread to the poorer, more dangerous parts of the world. They could significantly reduce the maritime death toll, as they are already doing in the Philippines. At the same time, they will offer reliable, economical transport for a wide range of containerised and Ro-Ro cargoes.

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Tags: Archipelago Philippine Ferries Corporation column Damen Shipyards Group Incat Crowther Noord Nederland Philippines Richardson Devine Marine Sea Transport Solutions SW column

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Yacht shipping: How to prepare your boat for a trip on a transporter ship

• February 24, 2020

Shipping your yacht may seem counter-intuitive, but putting wear on someone else’s hull can make more sense than you think, writes Will Bruton

Transocean yacht shipping is becoming increasingly popular. Photo: Sevenstar Yacht Transport

Bypassing seasonal weather restrictions and being able to relocate quickly are among the factors making yacht shipping more popular than ever.

Cargo ships cruise well in excess of the speeds of even the fastest racing yachts and are rarely delayed due to weather that would make a passage under sail untenable.

But while there is much less wear and tear on your yacht than a 3,000-mile ocean crossing will cause, there are still preparations you need to make sure your yacht is unloaded in good shape. We take a look at the process and how to prepare for it.

Once the strops are in position the owner and crew disembark for lifting. Photo: Tor Johnson

The beat back across the north Atlantic to Europe via Bermuda and the Azores is, despite its course to windward, a rewarding trip to make. But there’s a good reason many shy away: it’s often hard on the yacht, as well as the crew. Some 3,000 miles of wear on sails, engine and rigging has a significant impact.

For those who have travelled further, maybe across the Pacific, the trip back to Europe also involves significant weather challenges and time demands. Jeremy Wyatt, director of the World Cruising Club, has noticed a steady increase in the number of WCC event participants using yacht shipping services.

“Many are time-poor and unable to take the long periods of time necessary off work to complete ocean crossings. Also, production yachts proportionally suffer greater stress and wear and tear on the north Atlantic route to Europe than traditional heavy displacement boats. So the cost/benefit of shipping over sailing the route swings more towards shipping.”

Article continues below…

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Preparations

Preparing a yacht to be shipped should be undertaken with a similar level of attention to detail as getting ready to complete an ocean passage, or riding out a storm season, in order to minimise the chance of damage.

“The best preparation to get your boat ready for shipping is to think of it as winterising it,” explains Sevenstar loadmaster Geert de Krom. “If you stop for a season at home, you’d take the sails off, make everything nice inside, empty your tanks.”

The other thing he advises is to bear in mind that the yacht may well be exposed to the elements. “The big ship is also moving. If it is blowing 25 knots and the ship has its own speed, it can be 40 knots or more over the deck for days.

The ship’s loading crew will control the yacht during the lifting process. Photo: Tor Johnson

“The best thing to do is try and get rid of all the sail covers; they’re best stored inside. If a sail cover or other wrapping is blowing off it can also damage their neighbours’ yacht.”

The loading process

Yachts need to have their fresh and grey water tanks emptied (before approaching the ship as there will be divers working in the area) but to make sure that there is a little fuel left on board for offloading at the arrival port.

Owners (or their representatives) are responsible for driving their yacht up to the ship. There are good reasons for doing it yourself if you are able. “I always prefer it if the owner is doing it himself,” explains de Krom, “because they know their yachts best.

“For example, you have to remove your backstay, because we have a spreader beam for the lift, and the backstay is always in the way. On some yachts that’s five minutes work, on other yachts where it hasn’t been removed for the past eight years it takes longer.

“But if it is your own yacht, you know where the tools are and it’s more easily done. In the Caribbean a lot of times the delivery skippers will bring the boat alongside, but they don’t always know where the right screwdriver is.

“Normally you have a contact a couple of days before loading, and you’ll be assigned a loadmaster like me. We agree a loading time, and tell them where to come alongside, which side to put the fenders on. We try to prepare all the clients so we don’t have to shout down from the big ship.

Sevenstar Yacht Transport loadmaster Geert de Krom

“They just come alongside and then we have a crew who climb down the ladder and prepare the yacht for lifting. The lift rig will be lowered down, and we have one or two divers – always on every yacht – to double-check where to put the belts.”

Then we start lifting. The divers can also give us some information on the level of the yacht, if she is too bow down or stern down,” de Krom explains. “When everything looks safe we disembark, and lift the yacht into position on deck.”

Once the yacht is in position on the ship, it will be secured on its stand with lashings, and the stands are welded onto decks. For some yachts the loadmaster will ask for advice on the best strong points to lash the boat from.

The yacht is lowered onto a cradle in position and secured with tie-down points. Photo: Tor Johnson

“We always ask owners to send us pictures or drawings of previous lifts. But we ship 2,500 yachts a year, so we have quite a good database of how we’ve lifted previous yachts.” Even though the yacht process is a very well oiled machine, de Krom says owners shouldn’t feel rushed at this stage.

“They have plenty of time to prepare the yacht for the voyage. They can close everything down, put fenders inside, lock everything up, take your time. If you are the first yacht and I still have 45 yachts to loads, you have three days! But even if you are the last yacht, I still always offer the owner time.”

Key things to remember before stepping off for the last time are to disconnect the batteries and turn off the AIS . The process for loading onto a semi-submersible ship is slightly different. “Owners should approach it like going into a big lock,” he advises.

“So you’re waiting for the lock with 20, 25 yachts, and you stand by on Ch21, and one by one the loadmasters will call the vessel’s name, and then we have a lot of crew on board to catch the lines and help the skipper moor.

“Once the yachts are on the ship we start deballasting, and we have between 12 and 22 divers in the water. They have underwater stands they put in place so the yachts will not tip over.

“Loading takes place on one day, so if all the yachts are on by 1000, by 1700 the decks will be dry. The clients can stay on board, do some paperwork – or leave when the yacht is ready.

To prepare for unloading, remove the backstay, put out fenders and long mooring lines, and double-check you have enough charge to start the engine. Photo: Drone Caraibes

“Then by the evening the deck is dry, and the crew put all the sea fastening stands on to prepare for the voyage, which are also welded to the deck.”

How the yacht is secured is crucial. The loss of the 40m superyacht My Song , which fell from a ship last year , is at the centre of a legal case. When yachts ride on deck, they are held in a cradle supplied by either the yacht shipping company or sometimes the yacht owner.

However, if you supply your own cradle you should check it has been designed for use on the deck of a ship as well as for static storage ashore.

The owner (or owner’s representative) is responsible for driving the yacht up to the ship. Photo: Tor Johnson

While seeing your yacht hoisted atop a giant ship is spectacular, de Krom pleads that owners bring only essential crew who are able to climb the ladders. “It’s not a family party. I’ve had babies onboard coming alongside.”

He also advises that anyone at loading or unloading wears a good pair of deck shoes – not flip-flops. “We will provide the safety vest and helmet. But at least wear decent shoes to protect yourself. We work on a big steel vessel and there are so many ways to hurt yourself.”

One of the chief complaints made by owners after yacht shipping is that of dirt from the ship’s exhaust system causing staining to the hull and mast, particularly for yachts positioned downwind of the exhaust.

For this reason, it’s a good idea to wax the hull as well as to take down all canvas and as many lines as possible. Some owners prefer to have the yacht shrink-wrapped for even greater protection.

Andrea Lezzi organised the movement of the 82ft Southern Wind Feelin ’ Good from Thailand to Palma and, unusually, he also accompanied the yacht on the shipping stage of its voyage.

“No one wanted the yacht to go through the Gulf of Aden so it was decided shipping was the best option early on. The ship we were allocated was not a specialist yacht transport ship but a heavy lifting cargo ship that can carry almost anything with its own cranes on board.

“One early miscommunication meant that the loadmasters didn’t realise how big our fixed keel was, assuming it to be retractable.

“The guidance to remove all canvas, indeed anything you can, is worth heeding. On our passage we had 30 knots on the nose of the cargo ship and she moves at 20 knots; that’s 50 knots over the deck.

“So, shipping can still be quite harsh on the yacht in a different way. In total we used 43 lashings onto the deck and 23 inside the yacht for various furnishings.”

While the cradle is being welded onto the deck owners have some time to make final checks. Photo: Tor Johnson

Lezzi travelled as a passenger on the ship. “I was on board for 40 days in total. At first the shipping line wasn’t keen to accommodate me but we negotiated a rate for a cabin for the passage.

“I polished the yacht before we left – not to a shine, but to protect from dirt. But one big advantage of being on board is that I was able to rinse the yacht off every day with freshwater from the ship.”

Yacht shipping tips  

• Check your insurance for every stage of the operation in advance. Are you covered at every point in the process?
• Strip everything you can from the yacht. Canvas work should be removed and lines moused out.
• Is your yacht watertight? Yachts are exposed to the same weather as on passage and sometimes worse.
• Is your interior secure? Yacht shipping companies recommend using trucking straps to secure anything below that might move.
• Empty all water tanks. Fuel tanks should only carry the minimum of fuel necessary to get to and from the ship. Gas bottles should also be removed.
• Check your yacht shipping contract. Some do not guarantee a delivery date and weather delays do happen, even to big ships.
• Shop around. Prices for shipment vary significantly based upon many factors, including how full the ship is at the time of quotation. Check if there is a scheduled service as they are often cheaper.
• Think in terms of winterising your yacht – shipping via northern Europe can expose the yacht to cold. Will anything freeze?
• Leave the mast up. S pecialist yacht shipping companies will ship almost all yachts with the rig stepped.
• Leave a spare key. I f the ship pulls into another port, Customs may want to get on board your yacht

Insurance should be an early consideration. Robert Holbrook of Admiral Marine says: “We insure a lot of yachts which are shipped to Europe from places like the Caribbean.

“We have found over the years that the shipper often provides cargo cover which is well priced and so the normal practice is to cease cover on the yacht from the time that the yacht is loaded (usually when the slings are attached), and cover remains suspended until the yacht is safely offloaded onto the water or onto the quay at the destination.

“It is not possible to cover the yacht as cargo under a normal yacht policy. The cover offered while the yacht is being shipped is Institute Cargo Clauses (All Risks).”

If it’s not you loading and unloading, you should also be careful to check there are no blurred lines in liability with who you put in charge of the yacht.

First published in the February 2020 edition of Yachting World.

Innovative “Sail” Reduces Costs & Emissions for Cargo Ships

The 55,000 cargo ships and tankers that traverse the oceans daily burn fossil fuels with soaring costs both for the shipping companies’ bottom lines and ecologically for our planet Earth. Shipping across the oceans produces about 2.5% of global greenhouse gas emissions (a similar amount to airplanes). But, a French company, Airseas, founded by former Airbus engineers has an old but ingeniusly applied idea to harness the wind to reduce costs and sail towards saving the planet.

Yep, you read that right, cargo shipping will soon benefit from economical and ecological sails. The Airseas team designed a 10,000-square-foot parafoil kite system they named Seawing. The kite shape is similar to that used by NASA and SpaceX during landings.

How the airseas kite sail system works

The massive kite sail deploys at the touch of a button and helps propel large ships by pulling them across the sea under wind power. The entire system is computer-run from the bridge which makes Airseas much more innovative and viable for widespread commercial use than a predecessor product called SkySails that was tested in the 2012-2016 timeframe.

The revolutionary sail system won’t replace the ships’ engines but rather will reduce the thrust on the main propeller which will generate the cost and emissions savings.

Seawing could cut fuel expenses and carbon emissions by 20% or more.

airseas kite sail Pilot

And this is no future concept…the first cargo ship to use this sail system with automated flight control is crossing the Atlantic now in January 2022.

As a pilot program, a $30 million, 505-foot-long cargo ship, Ville de Bordeaux .

Ville de Bordeaux outfitted with the Seawing system left the French coast of Brittany on December 14, 2021.

Airbus has chartered the Louis Dreyfus-owned and operated ship to deliver aircraft components between Europe and North America for six months. Airbus was the first to purchase Seawing in September 2018. Once the product was fully developed, it required only 12 hours to install it on Ville de Bordeaux in late 2021.

Future of kite sails for large ships

Airseas has been piloting versions of the system since 2016. The current 5,400-square-foot kite is planned to shrink to half its size as the product develops. Plus, cargo ships are just the beginning as the system can be installed on any type of ship such as cruise liners. 

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Rederij Doeksen fits cargo catamaran with new engines

by Mariska Buitendijk | Feb 27, 2024 | Inland navigation , Marine engines , News , Ship conversion/refit

Rederij Doeksen has taken another step in greening its fleet. Since last week, cargo catamaran Noord-Nederland has been sailing with four new main engines and a new generator set. The ship now meets the Stage V emission standards for inland shipping.

The job was completed within seven weeks by partners Sandfirden Technics from Den Oever, HR Piping from Sumar and Piet Brouwer Elektrotechniek from Urk, together with the technical and nautical departments of Rederij Doeksen.

Maarten Schouwenaar, technical affairs manager: ‘Simply put, the newly installed selective catalytic reduction (SCR) system converts nitrogen oxide (NOx) into water vapour and nitrogen (without oxides, making it harmless). Specifically, that means a 95 per cent reduction in nitrogen oxide and 97-98 per cent in particulate matter compared to the old engines.’

Also read: Doeksen’s LNG catamaran Willem Barentsz wins Shippax Technology and Design Award

Towards a zero-emission ferry service

Rederij Doeksen director Dirk Spoor: ‘We are in the process of greening our fleet. In 2020 and 2021, we made great strides with the introduction of the two LNG catamarans. That already meant substantially lower emissions of particulate matter, SOx and NOx (sulphur and nitrogen oxide). The new engines of the MV Noord-Nederland are another great step forward, on the way to a zero-emission ferry service.’

For the realisation of this project, about EUR 304,000 was granted by the Dutch government from the Inland Vessel Sustainability Subsidy Scheme (Subsidieregeling Verduurzaming Binnenvaartschepen). This amounted to about fifty per cent of the total investment.

Noord-Nederland

Cargo catamaran Noord-Nederland was built and commissioned for Rederij Doeksen in 2002. At the time, it was the first cargo catamaran in Europe. In 2017, the vessel was extended by 20 metres.

Picture by Arn Hagen (supplied by Rederij Doeksen).

Also read: Doeksen takes LNG ferries largely out of service due to fuel prices

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Catamaran Vs Monohull

Last Updated by

Daniel Wade

August 30, 2022

Monohulls and traditional sailboats, once ubiquitous, are giving way to modern catamarans. But how do these designs differ?

Monohulls have a single hull, and catamarans have two hulls side-by-side. Catamarans are faster than monohulls of the same length and displacement, but monohulls are stronger and more spacious. Monohulls are also cheaper and easier to build than multi-hulls.

In this article, we’ll cover the differences between catamarans and monohulls, along with the benefits and drawbacks of each design. We’ll also cover the sailing characteristics of each and why catamarans so easily outrun equivalently-sized monohulls.

We sourced the information used in this article from trusted sailboat design resources, along with manufacturer specifications and boat market analysis.

Table of contents

‍ What is a Catamaran?

Catamarans are a kind of multi-hull sailboat with two hulls joined together. They are often short and wide, resembling a square or rectangle from above.

Catamarans are colloquially distinct from outriggers, which are double-hulled vessels with one large primary hull and a small outboard stabilizing hull.

Catamarans usually have hulls that mirror each other, both in size and arrangement. Sometimes, the interior layouts are mirrored, too—but this varies between designs and manufacturers. Catamaran hulls are narrower and taller than most monohull designs of equal lengths.

Catamarans have limited commercial and military utility, as these applications favor space and ease-of-construction over handling characteristics. That said, there are some commercial uses for catamaran designs—most commonly passenger and car ferries.

What is a Monohull Sailboat?

A monohull is probably what you traditionally think of as a boat. Monohulls are longer than they are wide. It features a single hull—it’s that simple. Sailing monohull designs have evolved over the centuries into many distinct types, usually distinguished by keel type.

Monohulls come in many shapes and sizes . For example, sailing monohulls designed for offshore use have long keels that sometimes extend much further below the waterline than the freeboard and cabin extend above it.

Monohull sailboats are also designed for other purposes, such as inland sailing and racing. These vessels have more contemporary characteristics, such as rounded shallow ‘canoe’ bottoms, V-bottoms, and fin keels.

Monohulls aren’t just sailboats. Virtually every cargo and container ship, warship, and many passenger ships are monohulls due to their strength, ease of construction, and high cargo capacity.

Are Monohull Sailboats More Common?

Monohulls are more common in every application, though multi-hulls are becoming more common for ferries. Monohulls have numerous benefits over multi-hulls, and these benefits only increase with scale.

Monohulls are easy to construct. They’re also cheap. Large monohull ships, such as container ships, can be built with very little material and effort. This is because the vast majority of the length of a monohull is just a box, with a bow and stern welded onto the end.

Sailboat construction is more intricate, but the costs are still lower. Plus, monohull designs are robust, and cabin space is plentiful. There’s a lot more study in the field of monohull design, which was the universal truth until somewhat recently.

But all in all, the reason why monohull sailboats are more common is that they work just fine. Most sailboat owners aren’t interested in breaking speed records or hosting dozens of people aboard their boats. As a result, a standard, simple, and easy-to-control monohull are more than sufficient.

Are Catamarans Faster than Monohulls?

Catamarans are most certainly faster than monohulls. This is almost always the case. Even the fastest production monohulls can’t hold a candle to the average cruising catamaran.

But why is this the case? Aren’t catamarans restricted by the same hydrodynamic forces as monohulls? As it turns out, they aren’t. This has to do with the unusual way hull waves impact speed.

Hull Speed Limitations

Monohull speed is limited by something called hull speed. Hull speed is determined using a formula that calculates the maximum speed a displacement hull can travel under normal power and conditions.

When a displacement hull moves through the water, it kicks up a set of waves at the bow and stern. These waves travel along the side of the vessel and create drag, which slows down the boat. Normally, the power of the wind can overcome this drag—but only to a point.

At a certain speed, the waves kicked up by the bow will sync with the waves kicked up at the stern and begin ‘working together’ against the boat. The speed at which this occurs is the hull speed, which is calculated from the length of the boat.

Hull speed limitations for monohulls aren’t universally true all the time. Some vessels exceed it, and some don’t—but the number is a useful estimate of the limitations of monohull designs. Modern monohulls with clever hull shapes can defeat hull speed calculations.

Do Hull Speed Limitations Apply to Catamarans?

Surprisingly no—hull speed calculations don’t work for catamarans. This is because, for one, the hulls are shaped differently. Alone, catamaran hulls wouldn’t float correctly. But together, they create different hydrodynamic effects and cancel out the effects of hull speed.

This means that catamarans can easily exceed the speeds of even the fastest monohulls of equal length—and sometimes beat them by a margin of 50% or more. It’s not unheard of for 40-foot catamarans to exceed 20 knots, whereas 40-foot monohulls rarely get past 10.

Are Catamarans More Comfortable than Monohulls?

Catamarans can be much more comfortable than equivalently-sized monohulls—up to a point. This is because catamarans engage in ‘wave piercing’ and have a wider and more stable footprint on the water.

Catamaran hulls, when properly designed, can slice through parts of a wave instead of riding over every peak and trough. This effectively reduces the height of the weight, which reduces the amount the boat rolls.

Additionally, the wide footprint of a catamaran allows some waves to simply pass right under it, keeping the boat level for longer durations. Catamarans also don’t heel under sail—instead, they plane slightly, raising the bows out of the water and reducing bumps.

Monohull Benefits

Monohulls are proven in all conditions. A well-designed displacement monohull sailboat can ride out the strongest storms, and monohull workboats can support enormous loads and move them efficiently. They can be fast, comfortable, and also easy to sail (even for beginners).

Monohulls are cheap to build and forgiving, as precision doesn’t have to be microscopic to get them to sail right. They’re robust and strong, featuring a naturally stress-resistant hull shape. They’re also easy to modify and aren’t required to meet as strict of dimensional ratios to operate.

With a monohull sailboat, you have a lot of interior room to work with. This means that monohulls are available in numerous cabin layouts and are just as easy to modify as they are to build. Monohulls often have a center of gravity at or below the waterline, which enhances stability at steep heel angles.

On the water, displacement monohulls can weather extreme conditions with ease. They lack the initial stability of multi-hulls, but they can recover from knockdowns on their own, and they’re very difficult to push past their rollover point.

Why do Catamarans Cost More than Monohulls?

Catamarans cost more than monohulls because they’re more expensive to build, more complex to engineer, and require more material. This isn’t always the case, but the design of catamarans requires much more careful engineering and strength-of-materials analysis than comparatively simple monohulls.

There are several critical structural points on catamarans that monohulls lack. In fact, the very shape of a monohull is physically strong—so it has inherent durability. Catamaran hulls must be joined in the middle, and the mast must have a strong point far from the inherently sturdy hulls.

This requires stronger materials and more care during design or construction. This is why catamarans remain a premium part of the sailboat market and why they still aren’t the most popular sailboats despite their numerous performance and comfort benefits.

Catamaran Cabin Layout

Catamaran cabins are split between the two hulls, and there’s usually a large pilothouse in the center. Pilothouse catamarans can be quite spacious, primarily due to the large space between the hulls.

The pilothouse is usually where kitchen and sitting areas are located, along with cockpit access and the controls of the sailboat. The mast is also located in this area.

Catamaran cabins sometimes mirror each other. For example, each hull may contain two identical bedroom/bathroom combos, while the center console area contains the kitchen and living spaces.

The two identical hulls sometimes make for unusual design decisions (such as small catamarans with four master bedrooms), but owners say this gives their passengers a much better experience than a monohull cabin.

Monohull Cabin Layout

Monohull cabins, with the exception of split-cabin sailboats with a center cockpit, have only one large interior space to work with. It’s usually much wider than catamarans of equal length.

Monohull cabins are usually accessible from the bow (via a flush deck hatch) and the stern via a traditional companionway. They run the span of the hull between the bow and the cockpit and sometimes include spare berths under the cockpit seats.

These spare berths are often used as convenient sea cabins, as they offer quick access to controls in case of an emergency. Catamarans often have convertible berths in the center console for the same reason.

Monohull cabins are traditional and include everything that catamaran cabins do—albeit with slightly less room overall. That said, individual spaces are often much wider, and facilities are more appropriate.

Related Articles

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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Cargo Ships, Catamarans, & More: 10 Unique Alternatives To Regular Cruising

T here are plenty of amazing ways to explore the water bodies of the world. While the majority of travelers go with the more popular cruising options, it is exciting to try something new occasionally. These cool alternatives to cruising are super exciting, and even the most adventurous of travelers will fall in love with one of them. Without further ado, here are some epic cruising alternatives to try on one's next adventure.

Submarine Dives

Navy personnel are not the only people that get to enjoy submarine cruises. Travelers can too, and the experience is memorable. Submarine dives offer amazing opportunities to explore parts of the water that ships and divers cannot go to, which can sometimes be up to a thousand feet below sea level.

This adventure is sure to make one feel like a Navy SEAL embarking on a dangerous mission.

Submarine trips in the US aren't super common. However, they do exist. Travelers will have the ultimate experience if they book the best submarine tours in the US .

Whitewater Rafting

Although it does not come with the luxurious amenities of regular cruises, whitewater rafting adventures generate thrills that cruises do not offer. Rafters get a ton of exercise as their muscles battle rapids, and they get splashed with water - rather than just lazying about on a luxury cruise.

There are many destinations around the world where one can spend an entire vacation whitewater rafting. One such place is Costa Rica, where there are plenty of epic whitewater rafting destinations with different classes of rapids. Other places with the best whitewater rafting in the world include the Colorado River in the United States, the Zambezi River in Zimbabwe, and the Mitta River in Australia.

Whitewater rafting may seem similar to kayaking (albeit much more strenuous and exhilarating), but the latter is much different. Kayaking, unlike whitewater rafting, is generally a calmer and more relaxing way to explore the earth’s waterbodies. Although some brave souls use kayaks over vast water bodies, it is generally safer to kayak in smaller waterbodies where there are fewer waves.

Kayaking is a great alternative to cruise ships because it gets people so close to the water and its surroundings. Plus, kayakers can go to places that ships cannot go to. Canoes are very similar to kayaks, so this also applies to them.

Related: Kayaking For Beginners: What To Know & What To Pack

Catamaran Trips

Catamaran boats are double-hull boats, so they are perfect for those who want more space while on their cruise. On catamarans, there is more living space, which makes cruising on these vessels great for families with kids.

Besides the extra space, Catamaran boats are more balanced on the water; hence cruising on these vessels feels more relaxing, even in unstable waters. Due to the reduced rock and roll effects that the sea waves have on catamarans, those onboard will be less likely to suffer from seasickness, too.

Amazon River Cruises

As the name suggests, these are cruises that take passengers through the mighty Amazon River . These cruises are exciting as they offer opportunities to explore the incredible plant and animal life of the largest rainforest in the world.

The Amazon River cruise is arguably the greatest wildlife expedition in the world because there is no place on earth as biodiverse as the forest it goes through. Those onboard these riverboats will feel like some of the greatest explorers in history while on the trips.

River Cruises

While the Amazon River Cruise focuses on one particular river, it is important to note that there are other rivers around the world where one can enjoy exciting cruises.

Although it may seem familiar, river cruises are quite different from the more popular sea cruises because one will be able to see a lot of greenery, wildlife, and cities on the way instead of just being in a massive ship in the middle of a vast sea.

Sailboat Cruises

As more people turn to environmentally friendly modes of traveling , sailboats have become increasingly popular -and they are also exciting. One does not have to be Greta or an avid environmentalist to enjoy sailing. It’s a peaceful and unique experience to cruise on these vessels, especially those with luxury amenities.

Sailboat cruising brings one closer to the water and makes one feel like humans of old who used these vessels to explore the world.

Cargo Ship Travel

Traveling by cargo ship is one of the most unique adventures in the world . It is an opportunity to truly enjoy the serenity of the sea. While they may not come with loads of amenities like cruise ships, the lack thereof is kind of what makes cargo ships so peaceful. This means that even though there may be no Wi-Fi or nightclubs, one will not have to deal with crowded swimming pools and noisy bars.

It is instead a slow and peaceful ride to the next port with plenty of opportunities to get involved in the everyday running of the ship.

Related: 5 Reasons To Consider Cargo Ship Travel (5 Why Not)

Jet Boat Rides

Jetboats are small and fast, and this makes them thrilling ways to explore the waters of the earth. While their small size enables them to reach places regular ships can’t go, their powerful engines make them move with incredible speed.

The excitement that those few minutes riding on these vehicles can bring is arguably more than what hours of regular ship cruises can offer.

Houseboat Rental

Houseboats are on water what RVs are on land. They are homes that are not permanently positioned in a single location but can move to wherever the owner wants. Instead of housing hundreds and even thousands of people at once, as cruise ships do, these houseboats make the experience more personal by only accommodating a few people.

Whether people are spending the vacation with family, friends, or business partners, a houseboat is the perfect way to do it away from land and cruise ships.

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Crewboat and Fast Supply

Browse projects, 33m monohull crewboat.

Three new Incat Crowther 33 crew boats that will serve as wellhead maintenance vessels for QatarEnergy in the Middle East

35m Catamaran CTV

A pair of environmentally friendly CTVs under construction for operation in the Hornsea Project 2 wind farm.

59m Fast Crew Supply Vessel

A fleet of 59m hard working rugged Fast Supply Vessels to operate in USA.

20m Catamaran Crew Transfer Vessel

A small catamaran crew transfer vessel with proven speed, robustness and seakeeping capabilities beyond its size.

25m Monohull Crewboat

This monohull crewboat provides transport for personnel and light cargo to and from a floating storage regasification unit (FSRU).

40m Monohull Crewboat

A 40m version of Incat Crowther's successful monohull crewboat series.

57m Catamaran Workboat

The latest in Seacor Marine's highly successful CrewZer Class of offshore vessel, offering exceptional efficiency, comfort and operational flexibility.

20m Catamaran Passenger Ferry

A fleet of vessels serving a natural gas plant in Nigeria, offering a combination of efficient hulls, rugged construction and simple layout.

57m Catamaran Crewboat

A fast, efficient crew transfer vessel that acts as cost efficient alternative to aviation transport.  Recently deployed to Caspian Sea under the name Gara Garayev.

63m Monohull Crew Supply Vessel

Superior speed and performance in delivering crew and supplies to the offshore industry.

70m Catamaran Fast Crewboat

The Muslim Magomayev fast crew boat (FCB) is the world's biggest high-speed crew catamaran vessel, built primarily to carry crew to multiple offshore installations.

48m Monohull FSV

A fleet of hard working rugged Fast Supply Vessels to operate in Brazil.

20m Monohull Crewboat

A monohull crewboat with versatile forward cargo deck and bulletproof pilot house.

45m Monohull Crewboat

A 45m fast crewboat for oil field crew transfers.

36m Monohull Crewboat

The first of this type of vessel built by Cheoy Lee, Swissco Cheetah is the latest in a long line of collaborative efforts between builder and designer, including a large number of successful aluminium and composite passenger vessels.

30m Monohull Crewboat

A simple and robust fast crewboat for oil field crew transfers.

28m Wave Piercing Catamaran Crewboat

A new interpretation of the Wave Piercer concept for use in offshore energy installations. Highly functional, stable, safe and efficient platform.

60m Monohull Crewboat

Three new ABS-Classed monohull fast support intervention vessels offering efficient and safe transport of cargo, heavy maintenance equipment and personnel.

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The beginning of the ‘catamaran-tug’

In 1975 the first voyage of a ‘catamaran-tug’ was completed.

FreightWaves Classics is sponsored by Old Dominion Freight Line – Helping the World Keep Promises®. Learn more  here .

FreightWaves explores the archives of American Shipper’s nearly 70-year-old collection of shipping and maritime publications to showcase interesting freight stories of long ago.

In this week’s edition, from the April 1975 issue of American Shipper, FreightWaves looks back at the launch of a new type of ship.

The chrome yellow hull of “Seabulk Challenger” and her integrated barge unit cut a brilliant path through the bright blue waters of the Florida Straits March 6 as the world’s first Catug (Catamaran-Tug) units made their way toward their home at Port Everglades after a maiden voyage from the Gulf.

Though it was built in Texas, the Catug system was conceived and developed in Florida and the tug section bears the home port designation of Port Everglades on her port stern.

Built at a cost of approximately $17,000,000, the integrated tug and barge units have been chartered to Shell Oil Company for a period of 10 years with an option to extend for 25 years. They will serve ports along the Eastern Seaboard principally.

The pilots who maneuvered her into Port Everglades on the afternoon of March 6 reported the Catug units handled smoothly. A bow thruster was used for docking.

On her maiden voyage into the Port the units reached a maximum speed of 19 knots coming around the Florida Keys. This speed over the bottom was obtained with the help of the Gulf Stream. However, the Catug’s normal cruising speed is 14 knots.

The Catug barge segment is rated at 42,009 dwt, adequate to transport more than 5.6 million gallons of gasoline per voyage. Someone computed that this amount of gasoline would fill the tanks of 375,000 automobiles.

The Catug differs from other integrated tug and barge systems in that the tug is designed with a catamaran type hull and locks onto the barge with a tongue-and-groove fit, which gives the outward appearance of a single hull and assures maximum strength.

The concept was developed by officials of Seabulk Corporation at Port Everglades in conjunction with J. B. Hargrave Naval Architects, Inc., of West Palm Beach. Both sections of the first Catug units were built at Kelso Shipbuilding in Galveston, Texas.

On hand to welcome Seabulk Challenger and its barge to Port Everglades after the maiden voyage were Hans J. Hvide, president, and J. Eric Hvide, vice president of Seabulk Corporation, and Fred J. Stevens, chairman of the Port Everglades Authority.

“The 42,009-ton Catug combines a catamaran tug and tongued barge through a patented, solid but quickly-separable connection system that allows great maneuverability,” Eric Hvide said. “It maintains the dependability, efficiency and performance of regular ships and the inherent advantages and economies of tug and barge operations.”

“Its benefits include reduced construction and operating costs, high propulsion efficiency, increased cargo capacity, and better crew safety and environment,” he added.

FreightWaves Classics articles look at various aspects of the transportation industry’s history.  Click here to subscribe to our newsletter !

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Catamarans for Sale

Go 0374 - passenger catamaran - 40m.

Pax/Catamaran, hull aluminium, blt 1989, Norway, loa 40.2m, beam 9.4m, pax 286, m/e 2 x MTU 2652bhp each, speed abt 30kn

Go 0427 - Passenger Catamaran - 22m

Pax/Catamaran, hull aluminium, blt 1994, Germany, loa 22.67m, beam 7.43m, pax 114, m/e 2 x MAN 1050bhp, Speed abt 22kn

Go 0439 - Passenger Catamaran - 23m

Glass Bottom Catamaran, hull steel, with glass bottom, blt 2008, Greece, loa 23.7m, beam 8.6m, pax 196, m/e 2x300bhp, speed 9kn

Go 0522 - Passenger Catamaran - 34m

High Speed Pax Catamaran, hull aluminium, blt 1992, Sweden, loa 34.0m, beam 9.4m, pax 297, m/e 2x2557bhp, speed 30kn

Go 0563 - Passenger Catamaran - 14m

Pax/Catamaran, hull aluminium, built to order, loa 14.2m, beam 4.4m, pax 50, electric drive 50kw @ 1200rpm

Go 0722 - Passenger Catamaran - 36m

High Speed Pax Catamaran, hull GRP 'Sandwich', blt 1990, Norway, loa 36.3m, beam 11.3m, pax 330, m/e 2x2145bhp, speed 30kn

Go 1014 - Catamaran RoPax Ferry - 74m

Ro/Pax Catamaran, hull aluminium, blt 1993, Australia, loa 74.3m, beam 26.0m, pax 572, cars 84, m/e 4x5430bhp, Speed abt 30kn

Go 1133 - Passenger Catamaran - 41m

Pax/Catamaran, hull light alloy, blt 1986, Japan, loa 41.0m, beam 10.8m, pax 387, m/e 2x1800bhp, speed 22kn

Go 1147 - Passenger Catamaran - 30m

Pax/Catamaran, hull GRP, blt 2019, Spain, loa 30.4m, beam 9.0m, pax 300, m/e 2x3000bhp, service speed 30kn

Go 1148 - Passenger Catamaran - 56m

Pax/Catamaran, hull aluminium, blt 2001, UK, loa 56.4m, beam 13.0m, pax 440, m/e 4x3111bhp, service speed 38kn

Go 1201 - Passenger Catamaran - 36m

Pax/Catamaran, hull FRP, blt/rblt 1990, Norway, loa 36.5m, beam 11.0m, pax 325, m/e 2x2144bhp, service speed 20kn

Go 1240 - Passenger Catamaran - 39m

Pax/Catamaran, hull aluminium, blt 2015, Australia, loa 39.0m, beam 11.0m, pax 522, m/e 2x2500bhp, service speed 27kn

Go 1266 - Passenger Catamaran - 32m

Pax/Catamaran, hull marine grade aluminium, blt 1998, UK, loa 32.9m, beam 8.3m, pax 173, m/e 2x2011bhp, max speed 36kn

Go 1366 - Passenger Catamaran - 29m

Pax/Catamaran, hull aluminium, blt 1982, Norway, loa 29m, beam 9.0m, pax 110, m/e 2x1800bhp, speed 29kn

Go 1370 - Passenger Catamaran - 34m

Pax/Catamaran, hull steel, blt 2005, Argentina, loa 34.5m, beam 10.5m, pax 373, m/e 2x1000bhp, service speed 10kn

Go 1415 - Passenger Catamaran - 20m

Pax/Catamaran, Day Cruiser, hull GRP, blt 2020, Bulgaria, loa 20.8m, beam 6.2m, pax 80, m/e 2x660bhp, service speed 15kn

Go 1509 - Catamaran RoPax Ferry - 88m

Ro/Pax Catamaran, hull aluminium, blt 2008, Austal, loa 88.0m, beam 24.0m, pax abt 1200, cars 135 or 15 x 12m trucks + 120 cars, m/e 4 x MTU 9655bhp each, service speed abt 34kn

Go 1532 - Passenger Catamaran - 28m

Pax/Catamaran, DSC code, hull aluminium, blt 1990, Norway, loa 28.7m, beam 8.0m, pax 200, m/e 2 x MWM Deutz 1689bhp, speed 25kn

Go 1553- Passenger Catamaran - 47m

HSC Pax catamaran, hull aluminium, blt 2009, Austal, loa 47.5m, beam 12.0m, pax 413, m/e 4 x MTU 3111bhp each, speed abt 35kn

Go 1554 - Passenger Catamaran - 35m

HSC Pax catamaran, hull GPR, blt 2011, Norway, loa 35.3m, beam 10.5m, pax 250, m/e 2 x MTU 1450bhp each, speed abt 30kn

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