The respectful request done to the International Committee, a Non-Governmental Organism of the United Nations, of having a banner of Peace raising on board, was like an explosion of joy in the meeting which we had months ago in Merida Yucatan, after the delivery of the Banner of Peace to the Cultural Institution Alianz.
Indeed, the request was granted to the Trimarán Zamná immediately, although we had to wait for several months until the boat was completely finished in the Port of Alvarado.
Zamná plate with the Banner of Peace.
Today, August 27, 2009, the Zamná is already sailing to Miami and New York, and it will also travel to the following countries: Spain, Portugal, Tunisia, Italy, Egypt and Greece, and in its return to Dominican Republic.
Authorities receiving the Zamná boat with the Banner of Peace
In the Port of Cozumel, the boat was received by the people from the town holding little banners of peace. The main authorities of the State also attended the boat�s arrival: the Governor Felix González Canto; the Mayor of the Island, Juan Carlos González; and the Vice-admiral of the Navy.
Reception to the Zamná in Cozumel
Zamná
The warm welcome was in the Port and by air, where airplanes of the Mexican Navy greeted the Zamná.
The Banner of Peace and the Zamná Boat
The message of brotherhood and peace is already going by sea towards a large area of the world.
The Banner of Peace waving on the Zamná
As a love balsam the Zamná is sailing, taking a message of hope to our Planet which is nowadays so convulsed by the violence.
The Zamna’s crossing
More details of the project The child, the sea and the peace on the website.
PRE REGISTER FOR EARLY TICKET ACCESS NEXT TUESDAY, MAY 7 AT 11 AM ET VIA DICE.
zamna festival
After the undoubted success of the first edition back in 2023, Zamna Festival returns to the iconic Brooklyn Mirage in 2024 for a two-day journey on August 3rd & 4th.
The open-air sanctuary will be the perfect scenario for the return of Zamna Festival, landing in New York again at the imposing Brooklyn Mirage on August 3rd & 4th for a mystical journey through the sound. With a lineup soon to be revealed, the festival promises to be a total immersion into the musical vanguard.
Zamna has quickly established itself as one of the most thrilling electronic music experiences in the world. Since 2017, its annual showcase in Tulum has become a must-attend event for electronic music enthusiasts worldwide, gathering to celebrate the best of dance music in the Mexican Paradise.
Get ready to immerse yourself in top-notch musical performances, impeccable production with custom lighting, state-of-the-art sound design, and immersive visuals that will transport you to another dimension. See you soon in New York!
I expect there are some duckworksers that would be interested in this big trimaran I saw being built in Vera Cruz.
This boat is 33.33 metres long made from 9 different kinds of tropical hardwood including machich, pucte, dzalam, cuero, corazon azul and four others that I don't remember.
click images to enlarge
Most fotos are self evident, but some need a few words.
The key is lying across the hull planking (thickness) and the key measures 1-3/4" (4.5cm).
These two guys are planking the port side ama.
My wife is standing behind the prow.
The walkways aft have spaces between the planks to allow water easy access and egress.
The wavy wall is the forward wall of the main cabin...
... and the wall with the six sided pieces is the after wall of the main cabin.
The quart-litre cans of pasint are along the hull about midship.
The guys whose feet and legs you see are caulking.
The keel beam measures about 11" x 16" (28cm x 40cm) and the big knee is at the transome and is 11" wide by about 3'x3' (28cm x 1m x 1m).
Reviewing my pics shows that I´m obviously not a fotojournalist, there are so many pics missing, but I think you can get the idea.
The workshop for this boat (I wish I had taken a picture) is a tablesaw, a bandsaw, and a planer on the beach under a tarp with a small additional tarpped space for a lathe and a drill press, so those of you who are waiting for a fantastic workshop to be able to start your twelve footer, take notice!
I asked to see the sail-plan and the designer took the time to show me. What I drew is from memory and pretty accurate.
The foresail is triangular, set pretty much as I drew it. The main mast has a square sail and a staysail abaft, and there is something like the fisherman staysail that you see on Grand Banks Schooners between the main and mizzen. I didn´t go into the whys of this sailplan. I expect it has something to do with keeping the vintage look.
this workman was apparently making dead-eyes.
The boat will be in Alvarado, Veracruz, Mexico until the end of May. They plan to take it to Miami, Washington, D.C., and New York over the summer, and then to Greece and Egypt and other Mediterranean ports.
The boat has small amas close to the hull. If you look closely at this photo and the next one, you will pick them out.
This is anything but a speed boat. The hull shape is like one of Columbuses boats, or maybe a bit more modern, but not much.
I don´t know what the designer was thinking, but I like the boat alot.
Trimarán Zamná arribará a Progreso
agosto 6, 2009
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Building the Trimaran Zamna, one ship that will travel in all the seas of the world, sending a peace message. Creating a tribute to the ancients american civilizations.
Tethered Nomads
Best Pictures
Aug 8, 2017
Cozumel, one circle, three red dots.
The International Banner of Peace has three dots representing the past, present and future enclosed in a red circle representing infinity of time. Alexei Arkhipov , The Moscow Times, 25 March 1998
Roerich described the circle as representing the totality of culture, with the three dots being Art, Science, and Religion, three of the most embracing of human cultural activities. Circle of culture and thoughts.
The banner is a deep red or magenta color to symbolize the color of our one blood, which is the same for all peoples. The top circle represents spirituality and encompasses the truth of all religions, that we can all unite regardless of our distinct beliefs. The two circles on the bottom represent art and science. The circle that surrounds the three spheres represents culture, the unity of art, science, and spirituality.
The first sphere stands for the concept that kindness, respect and love of all people should reign. The second sphere represents our words, freed from destructive criticism, negativity, lies and aggression — which all generate physical and mental diseases. The third sphere is our actions. If ideas and words are pure, then actions will be harmonious and beautiful, thus all people will be blessed.
The shade of red used in this flag is slightly darker than usual. This is not a mistake. Every instance shows a darker shade of red. Mark of blood and truth. A.H. , 29 November 1999
Local archives
Trimarán Zamná to take the Banner of Peace around the World
Small historical proof.
Roerich Pact and Banner of Peace now an NGO of United Nations – A little More Information
Citing the island’s efforts at promoting peace and tolerance.
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Yachting Monthly
Digital edition
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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6 Best Trailerable Trimarans For Bluewater and Coastal Sailing
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Having a boat costs a lot of money, even when you are not using it, marina fees, etc. And once it is in the water most sailors never go very far from their “home marina” and sailing will be somewhat restricted. However, what if you could fold your trimaran and put it on a trailer, store it at your house, and go to a new sailing spot the next time?
Here are 6 of the best trailerable trimaran:
The Dragonfly series
Corsair Series
Windrider 17
Choosing the best trailerable trimaran (a multi-hull with three “hulls”) will depend on crucial factors like speed, durability, design, and ease of transportation. This article is here to help you get started with your research and hopefully help you on the way towards your dream boat!
Table of Contents
Cruising Trimarans That Can Be Transported
Cruising boats are made for multiday sailing either on the coast of your favorite sailing area or full-out blue-water ocean crossings. Extended living should be a priority in these designs.
1. The Dragonfly 25 and 28 (Dragon Fly Series)
Dragonfly is in the business of making the “best foldable trimarans on the planet” many would agree with this statement. Dragonfly is known for its commitment to easy trailering and ease of use, shown in designs for the Dragonfly 25 and Dragonfly 28.
The “Swing Wing” system on the linchpins is one of the key features of the dragonfly series. The system’s application makes it possible for the trimaran to narrow its beam as much as 50%.
Attesting to its Scandinavian manufacturing, most parts of the trimaran are made in-house. This guarantees quality and ensures that all used parts are above standard.
You don’t need to look further than the Dragonfly 25. Its centerboard slightly offset to port. Extra space is created in the main hull’s interior with a trunk buried under a settee. Performance-wise, the low drag and narrow hull shape allow the boat to reach blistering speeds.
Dragonfly 28 In Numbers
Length: 8.75m
Beam folded: 2.54m
Max crew: 5-7 people
Max Speed: 22+knots
Dragonfly 25 In Numbers
Length: 7.65m
Beam folded: 2.30m
Max crew: 4-6 people
Max Speed: 21+knots
2. Farrier F-22
New Zealand enters the trimaran manufacturing race with this premium sea goer. The vessel comes in two different versions: a performance variation with more horsepower and a full cabin cruising version.
Compared to the dragon series the F-22 has the biggest allowance for space.
The F-22 is known for being one of the easiest trimarans to fold and load.
The sports version of the F-22 has some really good performance to offer. It has an aggressive spirit: you can mount a sail while leaving plenty of space for the boat’s fine entry and flared forward sections. The build quality is also topnotch—a lasting memorial to a principle that Ian Farrier always worked by: excellence.
Farrier F-22 In Numbers
Length: 7.0m
Beam folded: 2.5m
Max crew: 3-5 people
Max Speed: 20+knots
3. Corsair Series
This boat series has an exciting history. Farrier created it to promote his trailerable tri concept. However, the series is now independent with a top-class vehicle to its name.
The Corsair 760 is listed as providing some of the best performance and safety benefits to sailors.
Building off the spirit of excellence of the founder, the Corsair 760 has created a boat with comfort and racing potential. The boat can be tricky to handle at first, but it will be a breeze once you get the hang of it.
It is also worth noting that the corsair 37 is the largest trailerable trimaran on the market today.
Daysail Trimarans That Can Be Transported
Boats that are made for dayssailing are usually smaller, cheaper and more easily handled. They are perfect for those looking to enjoy a full day on the water in calm weather, but are usually less suitable for multiday events or rough sea sailing.
4. The Astus Models (20ft, 22.5ft, and 24ft)
If you’re looking for something small but still capable of doing day sailing, this 22.5-foot trimaran is for you. Built for speed and maneuverability, the Astus 22.5 has optional foils to optimize speed.
The modern design, coupled with the spacious interior, can fit up to four beds. Accordingly, this trimaran is suited for family outings.
The Astus brand specializes in transportable trimarans, worth noting is that some models need a specific trailer whilst the smaller boats use a standard trailer.
5. Weta 14.5
The 2019 Weta trimaran is a 14.5-foot (4.4-meter) trimaran featuring a carbon frame, centerboard, rudder foil, and rudder shock. The hull is made from fiberglass and foam. The Weta is built for strength and speed based on these lightweight materials.
The 2019 Weta trimaran is easy to sail and is worth considering whether you want to take a quiet sail, race with your friends, or take kids to a sailing lesson. It has a simple design and is easy to set up independently.
The small size makes it more suitable for daysailing in good weather rather than multiday cruising, although more experienced sailors will of course push the limits of this boat.
6. WindRider 17
The 17.4-foot (5.3-meter) WindRider 17 is one of the more versatile trimarans in the market. It packs high performance for a low cost. This trimaran has a light rotating mast to boost performance, and a full-battened mainsail optimizes visibility.
This sailboat is made from rotomolded polyethylene, which is more durable than fiberglass and demands less maintenance.
The WindRider 17 has a comfortable interior and can fit six adults. This is an ideal choice for social sailing for a couple or a family and friends. It’s easy to ride, and a shallow draft allows easy maneuverability.
What’s the Largest Trailerable Trimaran?
The largest trailerable trimaran is the Corsair 37 , this multihull is built for single-handed cruising while still maintaining the ability to comfortably seat 6 people.
The Corsair 37 provides comfort, speed, and safety. It also contains just enough space to accommodate amenities like a propane stove, a sink, and other equipment.
The vessel is designed to be a performance cruiser. It features an aluminum rotating wing mast, carbon fiber bowsprit, and premium deck hardware. The corsair can still cut through the water with ease despite its size, putting the wind in your sails.
What Is a Catamaran?
A catamaran is a boat with two hulls (a trimaran has three) connected by a bridge deck. Catamarans usually offer more space than both monohulls and trimarans of the same length. The catamaran is usually somewhat slower than a trimaran but faster than a monohull. They are usually made of fiberglass or carbon fiber.
Catamarans come in all shapes and sizes. You can find straightforward sailing catamarans, perfect for those who are only starting their sailing journey. Larger sailing catamarans have become extremely popular for long-distance sailing.
There are also power catamarans, they have huge diesel-powered engines (sometimes electric) and no sails. Also called “power cats”, these boats can reach 30+kts.
Can a Trimaran Be Trailerable?
As discussed above, some trimarans are possible to put on a trailer and move to another sailing area or to be stored at home. This is usually not possible with catamarans but is sometimes possible with the trimarans that are fitted with foldable amas (the two outer “floats” or “hulls”).
Some trimarans can be trailerable, this is mainly due to the ability to drastically decrease the vessels beam, sometimes as much as 50%. This allows the trailer plus trimaran to be below the legal requirements of the road.
Final Thoughts
It has proven difficult to beat the trimaran in terms of speed. Through the ages, this type of vessel has proven to be immensely enjoyable in all kinds of sailing activities. These can range from sea adventures to waterborne relaxation in your free time.
Trimarans come in various types, foldable, for cruising or racing, etc. However, there is a common factor: many of the small ones are trailerable. This makes them easier to move than most other types of boats.
Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!
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COMMENTS
Enarbolando la bandera de la paz, el Trimarán "Zamná" zarpó de este puerto yucateco rumbo a Cozumel, Quintana Roo, desde donde comenzará su travesía de casi ...
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The Zamna's crossing . More details of the project The child, the sea and the peace on the website. www.zamnamensajerodepaz.org . translated to English by Angelica Diaz Gonzalez. Articles. Treaty Roerich Alianz Comunidad Estudiantil 70-th anniversary of the Banner of Peace in Saint Petersburg, Russia Alicia Rodríguez Answers Our Questions
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Enarbolando la bandera de la paz, el trimarán "Zamná" zarpó de este puerto yucateco rumbo a Cozumel, Quintana Roo, desde donde comenzará su travesía de casi 16 mil millas náuticas hasta llegar a Grecia.
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A message of peace to the world left Cozumel on its 4½ month sea voyage to Greece and back, via 15 ports in North America, Europe and Africa, at the end of last month. The magnificent wooden trimaran, Zamná, set sail from Cozumel and made its first stop in Miami. Florida's sunshine city met the vessel with roaring fanfare as part of the Festival México-Miami, which marks the anniversaries ...
The Trimaran Zamna will then leave the Americas for Europe on a trip that is expected to last 4 and a half months, before reaching its final haven, the Port of Pireus in Greece. In its route, the ship will stop in 15 countries including Spain , Portugal , Italy , Tunisia and Egypt on its way to the final destination in Piaro , Greece .
El navío dedicado a Zamná, dios maya, hizo su aparición esta mañana en costas yucatecas como parte de su recorrido por todo el mundo...
Cozumel's "Ship of Peace" Set to Arrive in New York City
El trimarán Zamná descansará a 35 metros bajo el mar. PROGRESO.-. El empresario yucateco Manuel Díaz Rubio anunció ayer que la tarde de este martes será hundido frente a Chicxulub Puerto su barco de madera "Zamná", con el fin de crear en la zona un "cementerio" de barcos con fines turísticos. De acuerdo con una entrevista que ...
Zamna. By Luis Grauer - Merida, Mexico. I expect there are some duckworksers that would be interested in this big trimaran I saw being built in Vera Cruz. This boat is 33.33 metres long made from 9 different kinds of tropical hardwood including machich, pucte, dzalam, cuero, corazon azul and four others that I don't remember. ...
Procedente de Veracruz llegará la embarcación que lleva un mensaje de paz por el mundo. Se espera en el puerto de Progreso entre el 12 y 15 de agosto.
Nos dimos una vuelta a Alvarado, Veracruz para ser testigos de esta gran obra hecha por manos veracruzanas..una obra de arte.
Building the Trimaran Zamna, one ship that will travel in all the seas of the world, sending a peace message. Creating a tribute to the ancients american civilizations.
Alexei Arkhipov, The Moscow Times, 25 March 1998. Roerich described the circle as representing the totality of culture, with the three dots being Art, Science, and Religion, three of the most embracing of human cultural activities. Circle of culture and thoughts. The banner is a deep red or magenta color to symbolize the color of our one blood ...
The Cantabrian navigator Vital Alsar, aboard the Trimaran Zamná - God of the arts and the knowledge- is in the heat of transatlantic passage that left from the island of Cozumel, in the Mexican Caribbean, and will finalize in the Port of Pireo in Greece. They will be 15,000 nautical miles (28,000 km) those that it will confront, to its 75 ...
The Trimaran Zamna will remain anchored at the Marina for five days. During its stay. different events will be held at the ship: • Sunday, August 30th: The vessel will be open to the public from 10 a.m. to 6 p.m., in order to allow the local residents to visit the ship and get familiarized with the project. • Sunday, August 30`h: The Sister ...
About Press Copyright Contact us Creators Advertise Developers Terms Privacy Press Copyright Contact us Creators Advertise Developers Terms Privacy
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.
About Press Copyright Contact us Creators Advertise Developers Terms Privacy Policy & Safety Press Copyright Contact us Creators Advertise Developers Terms Privacy ...
Here are 6 of the best trailerable trimaran: The Dragonfly series. F-22. Corsair Series. Astus. Weta 14.5. Windrider 17. Choosing the best trailerable trimaran (a multi-hull with three "hulls") will depend on crucial factors like speed, durability, design, and ease of transportation.