catamaran for submarine

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Where Luxury Meets Innovation

Aquanaut, where luxury meets innovation.

Explore the vast depths of scientific innovation and exploration. At Worth Avenue Yachts, we are beyond excited to introduce NEMO. No, not the Disney character, the submarine. Designed by  Officina  Amare Design, the 60-foot catamaran AQUANAUT catamaran offers its very own miniature submarine.

The Submarine Onboard AQUANAUT

The luxury NEMO submarine was strategically built by renowned Dutch submersible manufacturer, U-Boat Worx. Inspired by the iconic Ford Bronco, the Aquanaut has “SUV like” stability and versatility. The boxy shape of the catamaran resembles that classic, rugged look of an SUV. Featuring a cutting-edge hydrodynamic design, the AQUANAUT is sure to provide a smooth and stable ride every time.  

Designing AQUANAUT

Once reserved for movies and TV shows, personal submarines have disrupted the luxury yacht market. The AQUANAUT catamaran provides the owner with a unique opportunity to be at the forefront of innovation. The 60’ (18.29m) open-style catamaran features a functional and intentional design. The advanced multihull luxury speeder combines modern luxury with cutting-edge innovation.

The AQUANAUT Deck Space

In terms of deck space, the Aquanaut is no exception. The ample deck space can be further expanded at anchor with bulwarks for hosting parties, family gatherings, and everything in-between. When it’s time for some relaxation, bask in the warmth and sunshine of the open-air jacuzzi.    

AQUANAUT Preformance

The innovative and sporty catamaran is equipped with dynamic inboard propulsion of 2×800 hp to offer an impressive speed potential of up to 45 knots and extreme stability at high speeds with the contribution of its Deep-V hydrodynamic design.

AQUANAUT Hydraulic Decks

The large platform on the back for the submarine is equipped with hydraulics that can lower down the underwater craft when launching is required. The same space can be used as a lounging / entertaining area when the submarine is in water and it can be lowered to water level and become the beach club as well. 

 The platform can go 0.75 m below the water level to launch the U-Boat Worx NEMO submersible. When it comes to the submarine capabilities, NEMO can dive to a depth of 330 feet and able to reach a top speed of three knots underwater. NEMO can operate for up to eight hours before returning to base.   

For the Adventure

With eight hours of exploration time, the possibilities are endless. The NEMO submarine is lightweight, compact, and versatile. Requiring less space than two jet-skis, the NEMO submarine can fit just about anywhere on your yacht, trailer, or garage. 

NEMO Submarine

The NEMO submarine has a single lifting point and can easily be placed on a flat surface without the need for a cradle or davit. NEMO is easily deployed onshore or from a ship. Recognized with a Red Dot award for its innovative design, the NEMO submarine is considered the “best of the best” in the category ‘Mobility and Transportation.’  

For More Information Contact our team at Inquiries@WorthAvenueYachts.com Or visit AQUANAUT’S specification page here . 

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Aquanaut - 18m Catamaran with Submarine // Officina Armare

The aquanaut is a 60 feet catamaran with a u-boat worx submarine as a tender..

The 60 feet AQUANAUT has a possible maximum speed of 45 knots twin configuration of 800 hp engines and transports a U-Boat Worx Nemo submarine on a platform aft. The submarine can dive 330 feet and operate for about eight hours. The platform can be lowered down to 0,75m below the water level. Moreover, AQUANAUT has storage for surfboards, Seabobs, and diving equipment.

The yacht can be built by a Turkish shipyard for a price of €2,590,500.

Main Specifications of the AQUANAUT

Sharing is caring - thank you, princess y85, azimut magellano 25 metri, my215 gladius // duelle yacht design, 38m modern classic by diana yacht design and hakvoort, h377 // stefano buiaroni, khalilah // palmer johnson supersport // 48m, the hybrid refit of royal huisman’s juliet.

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11 of the coolest submarine-carrying superyachts

If you haven't already heard, submarines are officially the coolest piece of kit to keep on board. With room for up to six guests and tailor-made to fit the weight and height restrictions of a superyacht tender garage, exploring the underwater world has never been easier for the superyacht set. Discover 11 of the best sub-carrying superyachts on the water...

Shinkai , meaning deep sea in Japanese, was purpose-built to accommodate a U-Boat Worx C-Researcher 3 submersible which the owner already had in build at the time of signing the contract with Feadship . Finished in racing red, the submarine sits flush with the aft deck and is the first to be fitted with an elevator to lower passengers into their seats. A heavy-duty crane with an eight-metre reach is fitted nearby to launch and recover the sub.

More about this yacht

The ice-classed La Datcha is an intrepid explorer built for adventures in the world’s wildest regions and is equipped with toys for every climate. A pair of helicopters - twin Airbus H125s – can whisk guests off for an afternoon of heli-skiing, while a three-person Triton submersible, made to match the mothership, is suited to cruising in warmer climes where the sea below is bustling with aquatic life. La Datcha is available for charter with Imperial.

Yachts for charter

Legend started life as a Soviet icebreaker and, after receiving the full superyacht treatment in 2016, now cruises as the ultimate luxury explorer. Legend ’s toy box is impressive – to say the least – but her submarine is by far the coolest toy in her collection. The U Boat Worx C Explorer 5 submersible can take up to four guests (plus a pilot) down to a depth of 200 metres. She is also capable of carrying up to 19 crew on board, plus an extra 10 expedition crew including a doctor, ice-pilot, and expedition leaders, for an adventure like no other. Legend is available for charter with Y.CO.

Nicknamed the ‘ world’s largest floating toy box ’, the 66 metre Hodor is the first of a new breed of shadow cats designed to make the storage, launch and recovery of toys and tenders as slick as possible. Her top deck alone carries a 7.3-metre Novurania catamaran RIB, nine-metre Metal Shark landing craft, and an insane 388 Skater race boat. Below, in the belly of the beast, she carries nine jet skis, four Yamaha ATVs, four Yamaha TW200 trail motorcycles, a hobie cat and two laser dinghies and a Seamagine Aurora-3 submersible. The submarine garage is housed in the centre of Hodor , and its launching system uses air casters to locate from the garage to the beam cranes.

Game Changer

The 72 metre Game Changer was built in 2017 based on the same patented Damen Sea Axe hull as Garcçon , but with a 2.04 metre stern extension for a helicopter hangar. Among the many toys and tenders stored on her aft deck is a Wajer 38 dayboat, a 10.5 metre military-style RIB and a three-person U-Boat Worx C Explorer submarine.

Stern (previously Cecilia ) stands out among this list of sub-carrying superyachts. Not only is she the smallest but, unlike most of her much larger counterparts, the submersible isn’t stored on deck. On Cecilia , a three-person U-Boat Worx SYS3 (complete with a Jules Verne-esque manipulator hand – which clutched a bottle of Bollinger during her Monaco Yacht Show debut) is actually stored in the beach club. It simply slides out on a sophisticated crane installed overhead.

Yachts for sale

Serial superyacht owner, adventurer, environmental warrior and treasure hunter, Carl Allen owns a seriously impressive fleet of toys, tenders and yachts, known collectively as the Allen Exploration fleet. His 50 Westport, Gigi , travels with a 55 metre Damen support vessel in tow, named Axis (previously Fast & Furious) , and is key to Allen’s primary mission to study plastic pollution and fish migration and secondary mission to hunt for treasures lost at sea. The fleet also includes an Icon A5 aircraft and a Triton 3300/3 MKII submarine, both stored on Axis ’s deck.

U Boat Navigator

U Boat Navigator is a 24 metre expedition yacht designed to provide the ultimate dive experience to all guests that step aboard. Well-equipped for a subaquatic adventure, U Boat Navigator is home to two Triton submersibles, including a custom three-person Triton 3300/3, the same model used to film the BBC’s award-winning Blue Planet II. Meanwhile, a second, slightly smaller sub acts as a support vessel. The yacht also runs a full dive centre set-up along with tri-mix facilities, a decompression chamber and a tender to whisk guests to the best dive spots. U Boat Navigator is available for charter with Fraser .

The 63.69 metre explorer SuRi has recently undertaken a two-year expedition to map the ocean floor as part of a wider mission, in partnership with Cookson Adventures, to create a complete map of the ocean floor by 2030 . The mission’s submersible of choice is a seven-seater U-Boat Worx Cruise Sub 7, capable of reaching depths of 300 metres and piloted by Ofer Ketter. Other toys include a Eurocopter AS350 helicopter, SeaRey seaplane, nine metre Stan-Craft Wooden Speedster and two BMW GS650 motorcycles – to name a few.

OceanXplorer

To call OceanXplorer a superyacht might be a stretch. You won’t find any sundeck swimming pools or two-storey master suites with sweeping views out across the foredeck. But that doesn’t mean she’s not “super”. The 87 metre expedition vessel started out life as a commercial surveying ship before she was converted into the ultimate research vessel by filmmaker Mark Dalio in partnership with non-profit organisation OceanX. The vessel is home to two twin Triton submarines that can dive to a depth of 1,000 metres, launched and recovered via an A-frame crane on the stern.

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ShadowCat & Triton Submarines Unveil Launch-and-Recovery Craft, ShadowLark, for Submersibles

ShadowCat and Triton Submarines have collaborated to develop and introduce a new Launch and Recovery Craft (LARC) dubbed ShadowLark.

Designed by Incat Crowther, ShadowLark is a package priced under USD$10m for delivery in less than 14 months, that includes a 24-m LARC designed to carry a Triton 3300/3 MKII submersible.  The submersible is designed to comfortably seats three people (pilot and two guests) and dive to depths as great as 1,000m (3,300 ft.) for up to 12 hours.

The ShadowLark has been developed as a scalable solution to the logistical challenges associated with launching, recovering, and supporting a submersible weighing up to 12,000 kg (26,400 lbs.), which requires a stable, protective and spacious at-sea platform. The efficient platform is proven to fulfil the requirements and is ideally suited to:

• Operate independently,
• Support an existing private, research-focused or chartered yacht fleet,
• Serve as a multi-function package for marine research institutes, documentary film-makers underwater archaeology and surveying missions or
• Add new underwater options to luxury resort excursion packages around the world.

In addition to an increasing volume of private enquiries, Triton reports a significant and growing demand from the non-profit and commercial sectors for submersible charter. With very few submersible charter opportunities available globally, ShadowLark is anticipated to gain considerable attention as a charter investment.

With an 8.5-metre beam, and a draft of 1.5 meters, ShadowLark includes a dive center, lounge, galley, bar and storage over three decks. In addition to a four-person crew capacity, it also offers stowage for a tender, and a pair of jet skis.

“Because all ShadowCat vessels are fully bespoke, this highly capable concept can be constructed as is or can serve as a starting point for a more customized option. For example, we can enlarge ShadowLark to house bigger submarines or to make room for additional leisure and entertainment areas,” said ShadowCat founder Robert Smith. “As evidenced by award-winning Hodor and recently delivered Wayfinder, ShadowCats are designed to carry the best toys in the world. We are keen to collaborate with submersible industry leader Triton Submarines on the development of this innovative new offering to meet the growing needs of this emerging market.”

“ShadowLark is a purpose-built craft specifically designed and engineered to safely, efficiently and effectively launch, recover and support a Triton submersible,” said Patrick J. Lahey, president and co-founder of Triton Submarines. “Our goal is to make it possible for more people to own, operate and enjoy exploring the ocean from the comfort and safety of a Triton submersible. By collaborating with ShadowCat, a company with a demonstrated track record of success in developing commercially-rated support yachts, we are assured of ShadowCat’s efficacy while staying true to the objective of creating an affordable, efficient, safe and entirely practical platform. Clients around the world can now enjoy the simplicity, elegance, excitement and safety of exploring the ocean in a Triton submersible supported by a craft that can be operated affordably, but with absolutely no compromises in terms of its capacity to do the job it was built for. Triton looks forward to working together with ShadowCat on the creation this remarkable and much-needed craft.”

About ShadowCat

The ShadowCat line of bespoke support yachts was developed and designed by renowned naval architect and catamaran design expert Incat Crowther, of Sydney, Australia and yacht industry authority YCTS, Ltd. Established in 2018, the working partnership has successfully completed two bespoke ShadowCat vessels, the award-winning 66-metre Hodor and 68-metre Wayfinder . The vessels are products of respected Spanish shipyard Astilleros Armón, with a third in the ShadowCat vessel in the series due for launch by summer 2022

About Triton Submarines, LLC

Triton Submarines of Sebastian, Florida, is the most experienced civil submarine producer in the world today – and the only contemporary manufacturer of acrylic and titanium pressure-hull-equipped personal submarines to deliver multiple classed and certified vessels with rated diving depths as shallow as 200 meters to depths as great as 11,000 meters. Triton Submarines’ senior staff have over 400 years of combined experience with more than 100 different submersibles, and their operations team members have together logged over 35,000 dives. Triton clients also enjoy superlative after-sales service and technical support from a company dedicated to their total satisfaction.

Triton Submarines, through its delivered 36000/2 model and contribution to the Five Deeps Expedition, engaged in record-breaking dives to the deepest point of the world’s five oceans with the first submersible ever certified for Full Ocean Depth operation.

About Incat Crowther

Incat Crowther is a diversified marine design business with offices in Sydney, Australia, Lafayette, Louisiana, USA and Romsey, United Kingdom. The company has a 40-year history with over 600 vessels in service to its designs. The company has a diverse product portfolio, including monohull, catamaran and trimaran hullforms with composite, aluminium and steel construction for a range of sectors, including commercial, recreational, military and passenger. For more information contact [email protected].

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Underwater Fun in New Submersibles

• By Kim Kavin
• September 21, 2022

If you’re feeling a bit disoriented, that’s perfectly normal. We haven’t quite reached the crossover point where Capt. Nemo’s sub Nautilus from 20,000 Leagues Under the Sea becomes reality in the world of submersibles, but it sure does feel like we’re starting to get close.

Recent months have seen two of the world’s premier builders of submersibles— Triton Submarines in Florida and U-Boat Worx in the Netherlands—unveil submersible designs that can go deeper, hold more people and include more features than ever before. The new models are expanding everyone’s ideas about what is possible for undersea research, entertainment and just plain having fun while exploring underneath the yacht. Some of the designs look more like underwater laboratories or cruise ships than what we’ve come to expect from submarine launches in the recent past. Others are being purpose-built by owners with specific ideas about how they want to interact with the undersea environment.

The most surprising design is the Under Water Entertainment Platform, which U-Boat Worx unveiled in May. The UWEP can hold as many as 120 people in a 1,600-square-foot space, operating at depths of more than 650 feet, running nonstop for 24 hours. The platform is big enough to, say, create an underwater gym, casino or restaurant.

“The UWEP will shake up both the submarine and hospitality industry, and lead the way in bespoke underwater events,” U-Boat Worx CEO Bert Houtman says. “We will not only present a stellar experience for the most discerning clientele, but also a business opportunity that will benefit entrepreneurs and contribute to our understanding of the oceans.”

Contributing to our understanding of the oceans is also a driving force behind recent innovations at Triton Submarines, where the 7500/3 Aurelia began sea trials in May. It’s able to carry three passengers to depths of 7,500 feet and will be part of the research program aboard the 600-foot exploration vessel REV Ocean, joining that boat’s existing submersible, Aurora . Triton says that Aurelia is the world’s deepest-diving three-person acrylic submersible.

“With both Aurelia and Aurora now in service, we have the best tag team in the world for conducting cutting-edge ocean science, education and communications,” REV Ocean’s CEO Nina Jensen says.

Triton also announced in May that, following a pandemic delay, its DeepView 24 submersible is now open to the public ($60 per adult, $40 per child) for 30-minute dives in Vietnam, in what the company is calling the most significant commercial-tourism submersible launch of the past two decades. That sub can dive to more than 300 feet and will bring guests up close to shipwrecks, marine life and a “dive show.”

For yacht owners who might be thinking about adding similar experiences to their personal or charter programs, Triton also recently announced a partnership with Shadowcat to create a 78-foot catamaran support yacht that can carry a Triton 3330/3 submersible.

“Clients around the world can now enjoy the simplicity, elegance, excitement and safety of exploring the ocean in a Triton submersible supported by a craft that can be operated affordably, but with absolutely no compromises in terms of its capacity to do the job it was built for,” says Patrick J. Lahey, president of Triton Submarines.

At the same time, U-Boat Worx is pushing forward with its flagship Nexus series, which includes nine- and seven-person models. The Nexus can dive to more than 650 feet and, according to the company, has 25 percent more interior space than competing models. Lithium-ion batteries let the sub operate for as long as 18 hours, performing as many as 10 dives per day. For guest comfort during entry and exit, the Nexus has what U-Boat Worx says is the largest hatch ever incorporated into the design of a submersible this size.

“For passengers of all ages, the entire boarding process has been streamlined, in keeping with U-Boat Worx’s vision that everyone should be able to experience the oceans in a safe and comfortable manner,” the company stated when announcing the new model.

That’s quite an ambitious thought, given that it wasn’t until 2007 when the first submersible was carried aboard a yacht. It was a Triton 1000/2 aboard the 164-foot Trinity Mine Games , and it was heralded as a uniquely adventurous experience for anyone lucky enough to charter the yacht. Here we are, just 15 years later, talking about $60 rides for the general public and underwater promotional events for new products.

Will it really be that long before somebody decks out a sub similar to what Jules Verne described in 20,000 Leagues ? A common room that doubles as a museum can’t be too far off, filled with cases for the display of marine animals, shells and other finds.

Built for REV Ocean

The Triton 7500/3 was built for REV Ocean, a 600-foot vessel that’s used for research, exploration and charter. Aurelia , as this Triton 7500/3 is christened, is equipped with science sampling, storage, recording and filming equipment. It will be launched and recovered from the mothership with a 12-ton A-frame crane, which, in itself, is designed to be strong enough to lift the sub while its crew complement of three people is still on board.

A Sub By Any Other Name…

A public competition was held to decide the name of the new sub aboard REV Ocean. The winner was Ivar Ruijten of the Netherlands, who suggested Aurelia because it means gold or “the golden one” (from the Latin aurum ) and because Aurelia aurita is a common moon jellyfish that crew are likely to see through the sub’s glass.

• More: August 2022 , REV Ocean , Submarines , Submersible , Triton Submarines , U-boat Worx , Yachts
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• Subcat Catalonia – Hybrid Tourist Submarine Catamaran »

Subcat Catalonia- Hybrid Tourist Submarine Catamaran

INQUIRY FORM

The Subcat Catalonia stands as the world’s sole operating hybrid tourist submarine, having undergone an extensive refit that included the installation of new viewports, diesel engines, a significant portion of the electrical wiring, batteries, modern automation systems, high-pressure storage, and a complete internal sandblasting of the ballast tanks, which form the hull. By the end of 2021, it achieved compliance with the classifications set by the American Bureau of Shipping (ABS), Australian Maritime Safety, and the International Flag of Vanuatu.

Given its hybrid design, the Subcat Catalonia falls under the regulations of SOLAS concerning the safety of operations. It adheres to ISM Codes, holding a valid Safety Management Certificate (SMC) issued by the classification society on behalf of the flag state. Additionally, the company has secured a Document of Compliance (DOC) Certificate and is listed on the IMO Shipping Register.

However, the submarine’s innovative features and classification restrictions have led to exemptions from obtaining a Passenger Ship Safety Certificate, MARPOL Certificate, MLC Certificate, and International Ship Security Certificate. Despite these exemptions, it possesses all necessary documentation for international operation within its restrictions, pending local authority permits for diving sites.

The Subcat Catalonia’s hybrid design allows for flexible relocation, offering a comprehensive partnership package potentially under a Submarine Management Agreement. This arrangement would leverage the submarine’s capability, crew, and expertise, while the partner would manage local permits, customer relations, and shore-side services.

A key advantage of this submarine is its dual propulsion system (diesel/electric), enabling it to independently reach dive sites. Passengers benefit from easy access through a horizontal hatch and experience genuine submerging and resurfacing, facilitated by the Pressure Hull’s above-water position. This design simplifies viewport maintenance and extends the vessel’s lifespan. Unlike other vessels, it features a passenger deck for surface travel.

Originally certified for 28 passengers and 2 crew members, it now accommodates an additional staff member (Passenger Guide), bringing its capacity to 27 passengers. This adjustment is subject to regulations by Registration/Maritime Safety Authorities rather than the classification society.

The submarine is capable of carrying 27 passengers and 3 crew members, reaching depths of up to 30 meters. It operates underwater using electric power and employs two diesel engines for surface navigation.

Quick Details:

• Passengers: 30 (28 passengers + 2 crew)
• Operating Depth: 30 meters
• Dimensions: 19.5m (length) x 6m (width)
• Weight: 60 tons
• Viewports: 14
• Class: Certified by the American Bureau of Shipping (ABS)
• Support: Comprehensive start-up support provided

STATUS : This submarine is operational and in excellent condition, having been refitted to a like-new state.

Our history

SubCat is born, Twin Mini

To develop the idea of a submersible vessel with multipurpose navigation capabilities (surface/immersion), Borja Oriol (businessman and Commander of Civil Submarines), founded a company named Subibor, leading a group of naval engineers, businessmen and professionals in the sector such as Alfonso Romo Garza (businessman and engineer), Mariano Perez-Sobrino (Doctor of Naval Engineering), and Jorge Flores (Naval Engineer).

The luxury private submarine, Twin Luxury

Once the technology was proved and certified, Subibor developed a new prototype with better performances. The Twin 7.5 is a luxury submarine, that provides the comfort of a mini yacht with the exclusive advantages of a private submarine.

Launching of the first SubCat S-30- touristic submarine Conquistador Uno

With the idea of making up for the lack of autonomy of conventional submarines, Subibor developed a touristic submarine with capacity for 30 people. This touristic submarine avoids all the operational inconveniences of the traditional submarines for touristic purposes.

2002 - 2004

Launching of two more SubCat S-30 “Balea” and “Catalonia”

The company Subibor, jointly with the Spanish shipyard Nodosa, continued to build two more SubCat S-30 for touristic purposes. This time, the propulsion and autonomy were bettered. 

2003 - 2006

Santorini, Greece. Touristic Submarine operative with Catalonia

+80.000 passengers

The first touristic submarine operative was launched with Catalonia SubCat in Santorini by Subibor and local partners.

2002 - 2008

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Lanzarote, Canary Islands, Spain. Touristic Submarine operative with Conquistador Uno

+200.000 passengers

The operative was managed by the company Gran Azul Lanzarote, S.L. (previously Subibor) in Puerto del Carmen, where all the passengers were highly satisfied due to the comfort of SubCat design that offered the opportunity to enjoy the richness of the seabed near the island.

2004 - 2014

Fuerteventura, Canary Islands, Spain. Touristic Submarine operative with Balea

The operative was managed by Gran Azul Fuerteventura, S.L. a company founded by Borja Oriol, from Subibor, and local partners. The experience for tourists increased the interest in the Island. Balea is owned by local businessman and under repair.

2020 - 2022

Brisbane, Australia (now commencing in Cayman Islands). Touristic Submarine operative with Catalonia

Catalonia submarine was sold and now is commencing operation in Cayman Islands with new local owners.

North Sulawesi, Indonesia. Touristic Submarine operative with Conquistador Uno

Conquistador Uno submarine was sold to new owners and will be operative by October in the Eco Family Resort (Marriott) in North Sulawesi, Indonesia.

[email protected] +34 630 24 71 98

Tecnologías NavalSub, S.L. Avda. de la Victoria, 87, Piso1. 28023, Madrid, España CIF/VAT B35686526

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Aquanaut’s stern platform holds the Nemo like an open-air garage, hydraulically lowering it down to the water when it’s time to deploy. The Nemo can leave the Aquanaut high above, diving down to 330 feet (100 m) below the surface and traveling for up to eight hours.

Professional BoatBuilder Magazine

An aluminum expedition catamaran.

By Dieter Loibner , Apr 5, 2022

With 110′ LOA, a 35′ beam, and 45′ (33.5m, 10.6m, and 13.7m) of bridge clearance, the H-2 catamaran seeks to make a case for U.S. custom boatbuilding.

Hauling toys beyond the horizon is the raison d’être for a rugged go-anywhere catamaran designed and built in the U.S., a notable exception in the world of big yacht projects.

Gunboat might have left town, but there’s another big catamaran under construction in its old facility in Wanchese, North Carolina. It’s called H-2 , short for Hippocampus 2 , a stout 110-footer (33.5m) that liberally and intentionally quotes from the expedition/workboat vernacular. It’s built from aluminum and was conceived to go to the back of the beyond, where adventure beckons and Vessel Assist doesn’t operate. Aside from commodious and cushy accommodations, the boat offers grid autonomy, ocean-crossing range, and cargo capacity to match the mission of hauling a 26 ‘ (7.92m) tender, a 17 ‘ (5.8m) skiff, a two-person submarine, a four-seat ATV on the main deck, and a small helicopter on the flight deck aft.

The boat was commissioned by Brian Schmitt, 67, a real  estate executive in the Florida Keys, who pilots his own plane to commute to the Bahamas, where he keeps Hippocampus , his current 57 ‘ (17.37m) cold-molded wood/epoxy catamaran. I asked him about the jump from 57 ‘ to 110 ‘ . “I never thought I’d have the ability to do that in my own boat until probably the last few years,” he replied, adding that “it would be 120 ‘ [36.58m] if I had to do it today.”

Its predecessor, Hippocampus, built in wood/epoxy, was launched in 2003. At 57′ (17.37m), it is about half as long as H-2, but with 22,500 miles under its keels, it was a useful starting point for designing the new vessel.

Wearing shorts and a shirt with the new boat’s name and logo to our meeting, Schmitt talked openly about his project, which he manages as attentively as his real estate brokerage with 130 agents. Communication is his thing, responding to e-mail questions in near real time (in ALL CAPS) and talking to contractors directly. No project manager.

A passionate diver who habitually explores remote and exotic locales, Schmitt said he was happy with the first Hippocampus , which has three staterooms and cruises at 15 knots on twin 370-hp Yanmars. “It was the vehicle that got our 17 ‘ tender wherever we needed it.” But running the little boat 60 or 70 miles a day lost its charm. “One of the things I wanted was a twin-engine tender that would have more room for dive gear. That ended up being a 26 ‘ Calcutta, so I needed a bigger mother ship.”

With accelerating climate change, the carbon footprint of ships and large yachts is under scrutiny, but hydrocarbons still win when speed, range, and payloads are priorities. While H-2 doesn’t break the mold there, Schmitt pointed to the project’s virtues as a U.S. domestic build. “You can’t complain about global warming when you’re flying around in your G500 jet that’s contributing more CO2 emissions than anybody else in the world,” he said. “You can’t complain about all the boats being built in Germany, The Netherlands, and Italy, and then go buy a boat [there].” Schmidt wanted to build locally, keeping jobs and money in the U.S. Besides, he noted, this approach simplified communications and enabled him to personally check on progress during COVID. Perhaps most importantly, he could pick a team of trusted and compatible mates to turn his dream into a boat.

The vast build hall left vacant when Gunboat left Wanchese, North Carolina.

He selected John Marples, a fellow pilot, inventor, and multihull specialist for the design and Felix Herrin to build H-2 . Both men had worked for him on Hippocampus , and their familiarity helped when meeting today’s challenges, such as damaging trade tariffs that drove up aluminum prices, and a pandemic that killed millions, wreaked havoc on global supply chains, and caused labor shortages in industrial sectors. These factors have conspired to delay H-2 ’s launching by roughly two years and counting.

Advantage Aluminum

A key decision early on was to build in aluminum, which promised a robust structure but required extra steps to deal with corrosion and noise mitigation. “Construction was reduced to something simple—a V-bottom deadrise model, stretched out,” Marples explained. “There wasn’t any benefit to round bilges on an aluminum boat. You’d have to add internal structure to support the flat panels, and it drives the cost and difficulty of construction way up. We’re talking about a speed-to-length ratio of 2 or less, which is not a big deal. His current boat would do a speed/length of about 3, so the extra length means that you’re never really pushing the boat that hard, so shape was not a huge consideration.”

Marples and Herrin go back at least three decades to their mutual acquaintance with naval architect and boatbuilder Dave Dana, who assisted Marples with the hull design for Admiral Pete , a catamaran passenger ferry still serving Puget Sound. Herrin works with different construction materials, but having built crew boats for Petróleos de Venezuela (PDVSA) at Sea Force in Palmetto, Florida, he has spent considerable time with aluminum.

Taking a break during IBEX 2021 are builder Felix Herrin (left) and owner Brian Schmitt. H-2 is their second joint project with designer John Marples.

The structural components on H-2 are 5083-H32 alloy aluminum plate and extrusions of 6061-T6 alloy. Scantlings, materials, and weldment comply with the American Bureau of Shipping’s (ABS) 2016 design guidelines for pleasure motoryachts. Hulls and wing structures have transverse frames and bulkheads spaced on 36 “ (0.91m) centers. Those frames are supported by substantial centerline vertical keels (CVKs) welded atop twin 3 “ x 8 “ (76mm x 203mm) solid extruded-aluminum-bar keels. Intermediate subframes in the forward and aftermost hull compartments strengthen the hulls for operating in ice. Schmitt indicated he wants to traverse the Northwest Passage. For the same reason, there’s 3⁄8 “ (10mm) plate running the length of the boat above and below the waterline.

The topside and underwing plating is primarily ¼ “ (6mm), with areas of 5⁄16 “ (8mm) to strengthen slamming zones in the bow. The main deck plating is also 1/4 “ while the foredeck plate is specified at 5⁄16 “ . The bottom plating is 5⁄16 “ in the aft two-thirds of the hull and 3⁄8 “ forward. “We built all the frames and bulkheads first, then scarfed together the keel sections [and] lined those up on the bunks that we built on,” Herrin explained. “We welded the CVK on top of the keel, then started installing frames.”

Hulls and wing structure have transverse frames and bulkheads on 36″ (0.91m) centers. The hulls are supported by centerline vertical keels.

Herrin said he changed aluminum suppliers midway through the project, sourcing from Bayou Metal Supply , an ISO 9001:2015–certified distributor in Slidell, Louisiana. “We sourced the material from Greece and from domestic suppliers,” said Taylor Smith, who handles Bayou’s sales. Tariffs, he said, did not slow down business much, but the aluminum cost more. “Felix sent cut files. We had the material in inventory, we cut it, processed it on a router, and shipped it on time. Everything flowed well.”

Naval and structural engineering and detailing was contracted out to Van Gorkom Yacht Design in Portsmouth, Rhode Island. “My first responsibility was looking at structures,” Geoff Van Gorkom said. “Given that this is an aluminum yacht, we can do literally all the structures in 3D and have all the metalwork precut before it came into the yard. All the frames and longitudinals and all the primary structure were precut, which saved huge amounts of time.” Van Gorkom said he uses Rhino 3D and some of the numerous modules such as Orca 3D for hydrostatics and hydrodynamics, and 2D AutoCAD to produce construction details.

Helping save time and money, 3D-modeling allowed frames, longitudinals, and the primary structure to be cut before being sent to the building site.

Van Gorkom observed that H-2 is not a fussy high-performance vessel that needs minimum weight to achieve maximum speed. Besides ABS guidelines that address torsional loads in catamaran structures, he also consulted A.L. Dinsenbacher’s paper “A Method for Estimating Loads on Catamaran Cross-Structure” ( Marine Technology , Vol. 7, No. 4, October 1970) to estimate load conditions in beam and quartering seas. “This is going to be a very stiff boat. It’s going to be a very strong boat simply because it has to be, and that was one of the criteria that Brian put out there right from the very start of the project. The boat is sturdy and stout, a strong expedition yacht.”

Van Gorkom also engineered the setup for a folding deck crane housed under a flush hatch in the helideck on the port side to launch and retrieve the two-man submarine or the ATV. “It’s basically an enclosure that opens up, so the crane extends out,” he explained. “It comes up on a telescoping pipe to swing out and pick up something from the side of the boat.” It required support from beams on each side of the crane and cutting a slot in the helideck for the lifting bridle so the loads can move inboard or outboard. On the starboard side, the 5,500-lb (2,492-kg) Calcutta tender is an even heavier load moved by twin overhead beam cranes. The 17 ‘ Twin Vee is launched and retrieved from the foredeck with a 2,500-lb-capacity (1,153-kg) crane.

Catamarans are known to be weight-sensitive, so how will H-2 handle the weight of all the toys and high superstructure? The arch over the flybridge is 33 ‘ (10.05m) above waterline, Van Gorkom confirmed. “Add another 10 ‘ [3.05m] for the radar, mast, etc., so a comfortable bridge clearance would be around 45 ‘ [13.7m].” Marples conferred with Van Gorkom about the effect of the added weight on the center of gravity, which was deemed “almost imperceptible,” Marples remembered. A quick calculation suggests that a 5,500-lb deck load is equal to only 1.57% of a full-load displacement given as 350,000 lbs (158,550 kg).

High Power, Low Noise

Van Gorkom hired engineers at HydroComp to evaluate the design’s hydrodynamics and propulsion systems, including the influence of hull-shape parameters and demi-hull spacing on resistance. HydroComp also offered a speed-power prediction to aid with engine selection and recommended optimum shaft rpm and propeller parameters. Technical director Donald MacPherson, who prepared the report, outlined the process and findings: “Particularly interesting for this project was the use of its novel analytical distributed volume method [ADVM] for the vessel’s resistance modeling. This 2D technique (between parametric methods and CFD) uniquely allows for assessment of the influence of local sectional area curve regions (such as ‘shoulders’ or inflections) in wave-making drag. It also directly evaluates the effects of catamaran hull spacing.” HydroComp helped optimize the hulls by identifying the regions that contribute most to wave-making drag, and securing a 3% reduction in total drag at the design speed by making what MacPherson called “very minor changes to the immersed volume distribution.”

Rob Ayers works on the installation of the starboard engine’s Evolution Marine Shaft System that will be fitted with a 36″ (0.91m) five-blade propeller.

That simulation was mapped to benchmark performances of four similar catamarans, and the process was run for two design variants, followed by a propulsion simulation for partial-load conditions. The hull-spacing study concluded that the originally designed 35 ‘ (10.7m) beam remained suitable despite the boat being 20 ‘ (6.1m) longer than originally drawn. The chosen propulsion system comprises two MTU 10V 2000 M96, 1505-mhp diesels with ZF 3000 flange-mounted marine gears, providing an estimated top-speed range of 20–22 knots, cruising speeds of 12–15 knots, and 10–13 knots for long-range voyaging. Actual performance will be established during sea trials.

The recommended propeller specifications developed by HydroComp were for five-blade models with 36 “ dia­meters. HydroComp applied Prop­Elements, a wake-adapted propeller-analysis tool, to determine the advisability of installing a nozzle or shroud to restrict transmission of pressure pulses to the hull and to create a more uniform inflow. This would reduce interior noise but would increase appendage drag and power demand. Schmitt said he will wait to see if cavitation or prop noise is an issue before making a final decision.

He invested heavily in noise and vibration mitigation, knowing that an aluminum boat won’t provide the natural sound-dampening of a wood/epoxy structure like that of his first Hippocampus . Consulting with Soundown of Salem, Massachusetts, Schmitt wanted to replicate what worked well on his old boat, starting with the Evolution Marine Shaft System, in which the prop shaft runs in an oil-filled tube and uses roller and needle bearings instead of standard water-lubricated bearings. “You have a lot less shaft noise, but one of the primary benefits of an integral thrust bearing is that it transmits all the thrust directly into the hull, as opposed to pushing on the gearbox or the engine and gearbox combination,” said Sam Smullin, Soundown’s marketing and quality assurance manager. “It allows for a much softer engine mounting, so you reduce the noise from the shaft itself and get a much quieter engine installation, which reduces structure-borne noise.” Because of the relative weight sensitivity of catamarans, Smullin said, “it’s particularly important to do a really good job on the driveline.” His father, Joseph Smullin, president of Soundown and J&A Enterprises Inc., an engineering firm for noise and vibration control, estimated that this could reduce driveline noise levels by 5 dBA to 10 dBA compared to a conventional system.

Clemente Perez, one of Herrin’s build crew, works on the interior. The extensive sound and thermal insulation includes foam sprayed into the cavities.

Soundown also looked at the two 38-kW Northern Lights gensets, which have double-isolation mounts to reduce structure-borne noise. The firm also recommended structural changes to ensure that the mount foundations were as stiff as possible.

Energy from propulsion or generator engines invariably transmits to the boat structure and then resonates through big, flat panels like bulkheads, decks, ceilings, and liners, causing the familiar vibrating rattle. To dampen those vibrations, Herrin said he used Roxul, a lightweight, semi-rigid stone-wool insulation for fire resistance and sound control. His crew also sprayed cavities with Dow Froth-Pak, a quick-cure polyurethane foam for thermal insulation, and installed Sylomer (a microcellular PUR-elastomer) between the structural components and the floors, walls, and panels. “We glued the Sylomer, which is kind of a spongy foam, to the structure of the boat, and then the plywood of the subfloors and walls are glued to that,” Herrin explained, adding that this created a floating interior without any fasteners.

The plywood, called QuietCore, is a composite sandwich panel comprising marine plywood skins and an acoustic damping layer that converts acoustic energy into small amounts of heat that are dissipated. Soundown claims that an 18mm (0.7 “ ) QuietCore bulkhead can reduce noise transmission by up to 10 dBA, an audible reduction 50% greater than with regular marine plywood of equal thickness.

Electricity for a Small Town

Going off grid on H-2 does not mean anyone will suffer, as long as the electrical system keeps powering the boat’s myriad house loads—hydraulic Maxwell windlasses and thrusters; a Webasto air-conditioning system; two full-size stand-up freezers, two refrigerator freezers, and two under-counter refrigerators in the galley, all by Vitfrigo; Krüshr compactors for recyclables and garbage; Headhunter sewage-treatment system; Alfa Laval fuel-polishing system; two FCI watermakers; a complete set of Garmin navigation electronics with full redundancy; and a Böning vessel control and monitoring system.

Two Northern Lights 38-kW gensets are the heart of H-2’s AC system, which also includes a 37-kW Atlas inverter to connect to shore power in foreign ports.

Much of the AC side was designed and specified by Ward’s Marine Electric in Fort Lauderdale, Florida, in cooperation with OceanPlanet Energy of Woolwich, Maine, and principal Bruce Schwab, who helped design and integrate the DC components. “Today there’s a big trend in the industry to use shore-power converters as inverters and superlarge lithium-ion battery banks to provide power, at least temporary power, for major loads like air-conditioning, chiller plants, and things like that,” said Ward Eshleman, chairman of Ward’s Marine Electric. “So, rather than using only smaller inverters and synchronizing them and stacking to get additional kW, the trend for the larger vessels is to use shore-power converters as inverters. There is an inverter bus in the main switchboard.”

True to its go-anywhere mission, H-2 was fitted with an Atlas 37-kW inverter to connect to shore power in places that do not serve 60 Hz, 240V single-phase power. “We can take anything from 90V to 400V and pretty much anything from below 50 Hz to the 60 Hz and single- or three-phase,” Herrin explained.

Eight GTX24V315A-F24 lithium-ion batteries from Lithionics are split between a house bank that can run all DC loads for at least 24 hours, and an emergency bank to operate critical DC loads—display screens, radios, nav lights—for 24 hours. The boat is equipped with 10 Solara Ultra-S 160W panels paralleled in two groups of five each, connected to two Victron SmartSolar MPPT 100/50 solar controllers to charge the house bank. Given enough sunshine, solar and battery power should be “capable of running lights and refrigeration but not air-conditioning or heating,” Schmitt said. “Since we will likely spend most of our time in the tropics, we did not believe that solar power alone could do the job we needed.”

OceanPlanet Energy specified four Victron Buck-Boost DC-DC converters, two for each engine, to help charge the house bank from the starter batteries without having to modify the engines’ stock alternators, which would have voided the warranty. “The converters activate based on the input voltage from the starting batteries,” Schwab explained. “With lower rpm, the alternators would not produce enough current to feed both converters without the starting-battery voltage dropping, turning the converters off. Then the voltage will rise, the converters turn on again, drop the voltage, turn off…over and over. Staggering the input voltage cut-in, hopefully starting the converters one at a time, will more smoothly supply power to the house bank across the engine/alternator rpm range.”

OceanPlanet Energy specified the DC system including DC/DC converters and hefty battery banks to power house loads and critical electronics.

There are two 4,500-watt 240V split-phase engineroom-ventilation fans connected to two Victron Quattro 5-kW 24V inverter-chargers configured for 240V/120V split-phase AC loads. They can accept AC inputs from two sources (shore power or generators) and automatically connect to the available source. “In the event of a grid failure or power disconnect, they take over the supply to the connected AC loads by inverting from the Lithionics house-battery bank,” Schwab said.

“It’s more complicated than that,” according to Herrin. “Typically, we’re going to be operating with the A-bus and the B-bus tied together, so we can power everything with one generator. The B-bus actually passes current through the Victron inverter-chargers on its way to the load. We have the ability to split the A-bus and the B-bus and run the A-bus on one generator and the B-bus on the other in the few instances we’re exceeding the capacity of one of the generators. If we lose both generators, then the essential loads are still going to be carried,” meaning engine vents or water pumps.

Redundancy and emergency backups also figured largely in the deliberations of John McKay, manager of the Switchgear Systems Division at Ward’s Marine Electric and point man for this project.

One of his challenges was limiting the voltage drop in the estimated 53 ‘ (16.2m) cable run between engines, which in an emergency allows the starboard engine to be started from the port battery and vice versa. “For a starter group, you can allow a 20% voltage drop,” McKay said and noted that starting the engines requires 720 amps, while the gensets needed only 200 amps. “I was keeping the 720-amp current between 7% and 11% voltage drop, getting up to some pretty good-sized copper. Some sections of the run were 240mm2 [500MCM] cable.” Knowing that the boat is capable of going to high latitudes, McKay recalled his youth and the frigid winter mornings in Massachusetts, “where you can crank a diesel all day long at a low rpm, and it’ll never start. You just need to turn it over one or two times at a higher rpm, and it’ll be running. So, I was making certain that the starter was going to crank at the highest rpm possible and not lose it all to voltage drop.”

Protecting Assets and Finishing the Job

No matter how fast or how far H-2 will travel, corrosion caused by galvanic current between dissimilar metals, by stray currents or by electric fault, is an enemy that needs to be kept in check. That’s the calling of Ted Schwartz, who runs Electro-Guard (Mount Shasta, California). He’s one of the country’s foremost experts on cathodic protection, and also served on ABYC’s E2 Cathodic Protection Project Technical Committee.

“We designed the system and supplied all the equipment and steered them through the installation,” Schwartz said. It’s a 15-amp impressed-current-cathodic-protection (ICCP) system, model 715 A-2, with three anodes and two reference cells. Regarding the boat’s Evolution shaft system with driveshafts running inside an oil-filled tube, Schwartz said: “It was a real challenge because you can’t actually make contact with the propeller shaft on the inside of the boat.” He consulted with Soundown and found a solution. “At the coupling on the inboard end of the tube, a bit of the shaft stuck out through the seal,” Swartz said. “There’s this coupling that Soundown built that fastens to the shaft, and we asked them to provide a surface on that coupling where we could put our silver slip rings on [to provide an electrical connection] to protect props and shafts.”

Every anode can deliver up to 5 amps of current using its own current controller that receives a signal from the main controller, which determines exactly how much current each anode will put out. The entire system consists of three anodes, three current controllers, the main controller, and a separate monitoring station connected to the controller by signal cable. Later, Schmitt also ordered a backup system employing aluminum sacrificial anodes.

On catamarans, the company installs a reference cell aft near the prop of each hull, and an anode on the aft section of each hull, and one anode amidships on the inboard side on one hull.

Chromate, two layers of epoxy, copious amounts of fairing compound, and various primers rendered the surface fair and ready for a yacht-quality paint job.

At the time of this writing, the vessel had been shot with chromate and two layers of epoxy before approximately 500 gal (1,893 l) of fairing compound and 325 gal (1,230 l) of various primers rendered the surface fair and ready for a yacht-quality Alexseal paint job with 35 gal (132.5 l) light ivory, 24 gal (91 gal) stark white, and 2 gal (7.6 l) cordovan gold. Parallel to the exterior, construction was on the home stretch with installation of the crew quarters and the saloon overhead. On the systems side, pressure checks were performed for hydraulics and plumbing.

Since H-2 is a much larger and more complex vessel than the original Hippocampus , with a multitude of systems that need to be managed, monitored, and maintained, I was curious how many crew Schmitt was planning to hire to help run his new boat. He said he consulted with captains and headhunters, and “the consensus is three or possibly four at most. I just completed my 100-Ton Masters and will build time on the new boat as well. We won’t charter and are not accustomed to being cooked for or served or having our beds made and all that. So mostly I’m looking for a qualified captain and engineer to maintain the systems.”

Little surprise that a hands-on operator like Schmitt does not want to cede too much of the game he loves to play. But as big, bold, and broad-shouldered as H-2 will be when she finally emerges from the old Gunboat shed in Wanchese, the proud owner is quick to remind anyone that it’s still “a vehicle to get the toys wherever.”

H-2 : The Designer’s View

H-2 ’s owner, the adventurous Brian Schmitt, has dived into deep caves to see submerged caverns, hand-fed large sharks that would normally view him as food, and spent years in his off-time exploring Caribbean archipelagos in Hippocampus, his current 19-year-old 57 ‘ (17.4m) power catamaran. Nearing retirement age, he gave the order for his “ultimate” yacht.

The foldable hydraulic deck crane to launch and retrieve a two-man electric submarine or an all-terrain vehicle required cutting a slot in the helicopter deck for the lifting bridle.

The first talk about the new design was between the owner, the builder, and me. As we discussed the mission of the boat, it became clear that it would fall into the category of expedition vessel with more guest staterooms, more range, and more room for equipment than his old boat. Brian defined the function of the vessel as a carrier for a 26 ‘ (7.92m) twin-outboard catamaran, an outboard skiff, a small car, and a small helicopter, which needed a flight deck. This vessel was to be used with family and guests while also serving as an operations base for outbound travel by air, land, or sea.

Aside from commodious accommodations, a key requirement was comfortable motion on rough seas. This was to be a catamaran, like his current boat, which offers extensive real estate afloat in a seagoing vessel. The only restriction for the new design was a beam no greater than 35 ‘ (10.6m) to fit the largest Travelift.

The trade-off for overall beam width involves room versus roll motion. A wider catamaran responds more quickly to roll in seaways but with less amplitude, whereas a narrower beam rolls more slowly with slightly more amplitude. The slower roll is preferable as long as overall roll stability is maintained. Roll in catamarans is unlike roll in single-hulled vessels. Because the vessel is supported by two buoyancy chambers (hulls) with distance between them, motion has little to do with roll inertia, but rather with response of the hulls to the seaway. Each hull responds to a passing wave independently by heaving (up/down) and rolling, which is a circular motion around the center of gravity (CG) that translates to lateral motion when standing above the CG, especially high up on the bridge. Power catamarans, unlike sailing catamarans, do not require wide hull spacing to generate righting moment (to support a sail plan), so they can have closer hull spacing, which still preserves sufficient stability, slows wave-response roll characteristics, and takes up less space in port.

One of the expected routes for this vessel is the Northwest Passage over the top of North America. Boats venturing there can expect floating ice, so we added thicker hull plating at the waterline and an ice-separation chamber on the cooling water intakes. We also designed the hull to give the propeller protection by positioning it behind a deep canoe-stern afterbody with no exposed shaft. A rudder horn, below the propeller extending aft from the hull, adds support for the rudder and protection for the prop. This configuration is useful as a hedge against the possibility of grounding. In fact, this boat can be careened on the beach between tides if necessary for repairs. The hull includes a strong, deep, vertical keel structure that allows for blocking anywhere along its length.

Speed and range became the largest determinates of the design. A maximum range of 4,000 miles at 15 knots (enough to cross the Atlantic Ocean) was proposed. Catamarans are easily driven at modest speeds due to lack of significant wave resistance by narrow hulls. A preliminary speed prediction analysis showed that we would be in the ballpark with about 1,400 hp (1,050 kW) and 5,000 gal (18,925 l) of diesel per hull. The final installed fuel capacity is 12,500 gal (47,313 l).

The general arrangement plan shows crew quarters in the hulls, three guest cabins, office, saloon, and galley on the main deck and owner’s suite on the bridge deck level.

A totally new design normally goes through a lengthy proposal and critique cycle between designer and client, especially if the client is knowledgeable and involved. The vessel’s first iteration started at 90 ‘ (27.43m) LOA, but it became evident that it needed more length to relieve a number of ills. After adding 10 ‘ (3.05m) we saw improvements, but it wasn’t until the 110 ‘ (33.5m) length proposal that we felt all the requirements had been satisfied: more slender hull shape, more open interior space, and better placement of machinery and tankage. The flight deck for the helicopter became larger, and the forward superstructure fairings gave the boat a sleeker look. And at 110 ‘ we achieved an efficient length versus waterline beam ratio that reduced wave drag and fuel consumption at the target cruise speed.

While beam remained at 35 ‘ , lightship displacement increased significantly to 230,000 lbs (104,190 kg). Accommodations now include crew quarters for four persons in the bows; three double guest cabins and a ship’s office forward; a large saloon amidships with adjacent galley, and a dive and a storage locker aft on the main deck. The upper deck is arranged with a full-width-bridge steering station forward, protected by a Portuguese bridge, and a master stateroom with en suite bathroom aft. The flight deck extends aft of the master stateroom. Access to the upper deck is by either a staircase from the foredeck, an interior staircase adjacent to the ship’s office, or by stairs from the starboard side deck.

The largest variable weight on the boat is fuel, so the tankage is located amidships to minimize its influence on trim. Engine and machinery rooms aft of the tankage take up the remaining spaces all the way to the transoms. Other amenities include a utility area aft of the crew quarters port side with storage and washing machines, and a walkway through the tank spaces and enginerooms to the boarding decks at each transom. Another late addition is the flying bridge to aid with shallow-water operation by improving the vantage point to see coral heads and other obstructions. Its protective bimini serves as a mounting platform for lights and antennae.

—John R. Marples

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Taiwan commissions 2 new navy ships as safeguards against rising threat from China

T AIPEI, Taiwan (AP) — Taiwan has commissioned two new navy ships as a safeguard against the rising threat from China, which has been ratcheting up its naval and air force missions around the island that it claims as its own territory to be annexed by force if necessary.

The pair of Tuo Chiang class corvettes completes the first order of six of the domestically produced catamarans with stealth capabilities. The ships are relatively small, capable of carrying just 41 sailors and officers, but are fast and highly maneuverable and carry a range of missiles and deck guns aimed at countering larger Chinese vessels and rocketry.

Outgoing President Tsai Ing-wen oversaw the commissioning on Tuesday at the northern port of Suao, emphasizing her push to revitalize Taiwan’s defense industries, alongside extensive arms purchases and support from key ally the United States .

Tsai has also fast-tracked the production of trainer jets and the island's first homebuilt submarines, sometimes pushing budgets for such purchases through the legislature against resistance from representatives of the opposition Nationalist Party, which favors eventual unification with China.

Ma Ying-jeou, the last president from the Nationalists, also known as the KMT, is reportedly planning a visit to China next month that could include a meeting with Communist Party leader Xi Jinping.

Taiwan was colonized by China in the 1600s but later taken over by Japan, before reverting to the Republic of China at the end of World War II. The sides then split again amid the Chinese Civil War in 1949. Xi has been building his military with an eye to consolidating China's territorial claims throughout the Pacific, the South China Sea and along the contested high-mountain border with India.

China boasts the world's largest standing military and biggest navy — with three aircraft carriers — but has not fought in a major conflict since its brief 1979 invasion of Vietnam. Since then, its military budget has ballooned to the world's second largest behind the U.S., alongside a huge expansion of its economy, which is now showing signs of losing steam.

Most recently, frictions between patrol vessels from the sides near Taiwan-controlled islands just off the Chinese coast have renewed concerns about a conflict that could draw in the U.S., which is legally bound to ensure Taiwan can defend itself and considers all threats to the island as matters of “grave concern.”

While vastly outgunned, Taiwan's military has been bolstered by new weaponry and an extension of the universal period of national service for men from four months to one year. Its air force, navy and missile corps also respond to near-daily incursions by Chinese ships and planes .

Taiwan's Defense Ministry says it is on alert for a Chinese sneak attack, possibly targeting Tsai or Vice President William Lai, who will take over the top office in May . Both are despised as separatists by Beijing. Recent Taiwanese media reports have shown satellite photos of Chinese People's Liberation Army training grounds including mock-ups of the neighborhood surrounding Taipei's Presidential Office Building.

Taiwan's Defense Ministry said it detected nine Chinese planes and six ships operating around the island between Tuesday afternoon and Wednesday morning.

In Beijing on Wednesday, a spokesperson for the Cabinet's Taiwan Affairs Office criticized live-firing exercises by the Taiwanese military planned for next month near the Taiwan-held island group of Kinmen just off the Chinese coast.

“Any provocative move Taiwan's military takes is doomed to fail,” Chen Binhua said at a biweekly news conference.

Catamaran with submarine vision

Catamaran trip with submarine vision to explore seabed and underwater landscapes. The Royal Delfin offers you a trip along the South West coast of the island to observe dolphins and whales.

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• This New 131-Foot Catamaran Comes With See-Through Hulls

Tecnomar has followed up one polarizing multihull with another.

Rachel cormack.

Digital Editor

Rachel Cormack's Most Recent Stories

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Tecnomar just unveiled the spiritual successor to the feather-ruffling 143-foot catamaran This Is It .

Related Stories

• This New 131-Foot Aluminum Catamaran Concept Can Take on a Transoceanic Expedition
• This New 89-Foot Custom Catamaran Has Its Own Nap Station on the Flybridge
• Rafael Nadal's Favorite Catamaran Builder Is Opening a New Yard in the UAE

Another highlight of Cat 133 is the stern: Two hulls, two internal wings, and two foldable side doors come together to create a swimming platform that is about 52 feet wide when fully opened. This Is It , on the other hand, has more of an enclosed aft deck and two fixed swim platforms.

The interior details of Cat 133 have not yet been shared, but the vessel will be able to accommodate up to 10 guests and 11 crew. This Is It sleeps a total of 12 guests and 12 crew in a bright asymmetric interior with skylights and floor-to-ceiling windows aplenty. As for amenities, This Is It features an indoor cinema, a curved cocktail bar, a spa, a playroom, and a two-level vertical garden. Hopefully, Cat 133 is also blessed with some of those glitzy features. (The renders show it has a small infinity pool on the aft of the upper deck, at least.)

Regarding power, the newcomer is equipped with twin MAN V-12 engines and two 50 kW electric bow thrusters that enable a maximum speed of 17 knots and a cruising speed of 15 knots. This Is It is a hair quicker, with the ability to hit 21.5 knots at full tilt or cruise at 20 knots.

Something Cat 133 has that This Is It does not is the ability to generate clean, green power: Roughly 750 square feet of solar panels are integrated into the cat’s superstructure arches and hardtop. Cat 133 is certainly smaller than This Is It , but it may be more sustainable.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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Green Island Reef Catamaran Cruise with Semi-Submarine

• Mobile ticket

Discover colorful coral reefs, diverse marine life and even sea turtles from the inside of a semi-submarine on Green Island!

• Enjoy a full-day tour of Green Island, located on The Great Barrier Reef.
• Set sail on a modern catamaran and cruise towards the island.
• Once you reach, go on a semi-submarine ride in the clear waters.
• The thrill of seeing the wonderful and varied coral and marine life will blow you away.
• If you've chosen it as an option, you can end your tour with a delicious buffet lunch.
• Cruise to Green Island by catamaran
• Full-day cruise
• Snorkeling demonstration and reef presentation en route to Green Island
• Use of Big Cat vessel during time at island as an air-conditioned base
• Island rainforest boardwalks
• Semi-sub tour
• Free choice of snorkeling gear or glass-bottom boat
• Buffet lunch (if selected)

Cancellation policy

You can cancel these tickets up to 24 hours before the experience begins and get a full refund.

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Your experience.

Get whisked away from Cairns to the dreamy islet of Green Island for a full-day tour that promises romance and adventure! Located on The Great Barrier Reef - one of the seven natural wonders of the world, this tropical paradise is where rainforest meets the reefs.

Once you get onto the air-conditioned catamaran “Big Cat,” you will cruise your way to the idyllic part of the Great Barrier Reef. Enjoy a semi-submarine ride in the clear waters - spot turtles, reef sharks, and tropical fish, apart from the vibrant corals. If you've chosen it as an option, you can end your tour with a delicious buffet lunch.

Know before you go

What to bring.

• Bring a towel, hat, sunscreen, sunglasses, and swimwear.

Accessibility

• Electric wheelchairs cannot be accommodated on any of the vessels or coaches.

Additional information

• Children aged under 16 years need to be accompanied by an adult.
• Your voucher will be emailed to you shortly
• Please display your mobile voucher along with a valid photo ID at the ticket redemption point
• If you have purchased reduced-price tickets, please carry your valid photo ID proof for verification
• Kindly ensure that you arrive 10-15 minutes before the start time of your tour to avoid any delays

Ticket Redemption Point

• Redeem your ticket at Big Cat Green Island Reef Cruises, Reef Fleet Terminal
• Address: 1 Spence St, Cairns City QLD 4870, Australia
• To locate this point on Google Maps, simply search for - Reef Fleet Terminal Get Directions to the Ticket Redemption Point

This ticket is valid for the date and time selected during check out

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