VELA Announces $43 Million Funding Round

trimaran elf aquitaine

NEW YORK–( BUSINESS WIRE )– VELA , a pioneering French company innovating in 100% wind-powered maritime transport, is proud to announce a significant funding round of €40 million ($43 million USD)—a round led by  Crédit Mutuel Impact ,  11th Hour Racing  &  BPI – French Public Investment Bank . 

“This major fundraising marks a key step in VELA’s development. We are proud to have brought together such a high-quality panel of Franco-American partners who share our ambition to make transport more sustainable, underlining the importance of our transatlantic vision,” said  Michael Fernandez-Ferri, Managing Director and Chairman of VELA.  “Together, we are entering a new era where capital serves the green revolution. This sailing cargo trimaran symbolizes our vision of a world combining innovation, sustainability, and humanity. We warmly thank our financial partners for their trust and support.”

This strategic financing will allow VELA to take a significant new step in its development by officially launching the building of its first vessel with the Australian shipyard,  Austal , and strengthening its sales and operations teams in France and the United States.

AN AMBITIOUS VISION ADDRESSING CLIMATE AND SOCIAL URGENCY

Since its launch in November 2022, VELA has been working to address the climate emergency by providing an innovative, sustainable, and socially responsible maritime transportation solution. VELA’s commitment goes beyond reducing CO2 emissions. With a desire to have a positive social impact, the company places seafarers at the heart of its project. With ships flying the French flag, VELA sailors will benefit from French social protection. VELA also stands out in the market with its comprehensive offer, providing shippers with a fast, reliable, and high-quality service.

A UNIQUE TRIMARAN FOR A FAST TRANSPORTATION OFFERING

With the launch of the building of the world’s largest sailing cargo trimaran, VELA is making a grand entrance into the world of maritime transport. Drawing inspiration from air freight, this unique vessel, nicknamed the “L’avion des Mers” – The Sea Plane – will offer unprecedented fast transit times. Benefiting from technology transfers from offshore racing, it will allow transatlantic crossings of less than 15 days (loading – crossing – unloading) 100% under sail while guaranteeing exceptional reliability of deadlines and high standards for transport quality. This is a unique alternative to transport valuable products such as industrial parts, healthcare equipment, cosmetics, or pharmaceuticals so they can avoid having inventory on the water for so long.

The trimaran’s holds will be maintained at a controlled temperature to meet the needs and constraints of the most demanding clients in fields such as pharmaceuticals, thus ensuring the safety and integrity of high-value-added transported goods.

Sabine Schimel, Managing Director at Crédit Mutuel Impact

“The financing of the blue economy, and more specifically of the decarbonization of the maritime sector, is a major priority of the Environmental and Solidarity Revolution Fund. We are very proud to back the cofounders of VELA in building this first sailing cargo trimaran and contributing to the emergence of such a French technology field of excellence.”

Jeremy Pochman, CEO and Co-Founder of 11th Hour Racing

“At 11th Hour Racing, we are deeply committed to advancing sustainable solutions that transform industries and protect our ocean. This investment in VELA as an innovative, sail-based shipping technology perfectly aligns with our mission of reducing carbon emissions and improving efficiency in global supply chains. We are proud to be joining forces with a solid founding team led by world-class sailor François Gabart. We believe that our collaboration and innovation can pave the way together for a more sustainable future for both the maritime sector and our planet.”

Jean-Marie Fougeray, Investment Director at Bpifrance

“With the shipbuilding of the largest sailing cargo trimaran in the world, VELA addresses the major challenge of decarbonizing the maritime sector while offering an innovative, sustainable, and high-quality transportation solution. We are very happy to hold VELA as our first investment for the maritime sector decarbonization fund. This project perfectly aligns with the ambitions of the Climate Plan of Bpifrance and with the thesis of this new fund: foster the decarbonization of maritime freight with complementary partners.”

VESSEL CHARACTERISTICS

  • Length: 220 feet
  • Height: 200 feet
  • Width: 82 feet
  • Hull material: Aluminum
  • Mast Material: Carbon
  • UMS: >1500
  • Renewable energies: Over 3,230 sq ft of photovoltaic panels and two hydro-generators
  • Sailing Propulsion Design: MerConcept
  • Naval Architect: VPLP

A GLOBALLY RECOGNIZED SHIPYARD

After an international tender in which more than thirty shipyards participated, VELA, assisted by BRS Shipbrokers, selected the Australian shipyard, Austal, known worldwide for its expertise in multihull and aluminum builds. The first VELA Trimaran will thus benefit from the most advanced skills and unparalleled experience in the field. Austal will also benefit from the expertise of the offshore racing team MerConcept in sailing systems. The vessel will be constructed by Austal Philippines in Balamban, Cebu, and is scheduled to be delivered in the second half of 2026. VELA is committed to ensuring ethical and fair labor practices throughout the construction process. To this end, a dedicated VELA representative will be on-site to monitor working conditions, supplementing the certifications already obtained by the shipyard Austal. In addition, the French companies will carry out 30% of the construction, including rigging, sails, and hydro-generators, thus fully supporting the excellence and know-how of the national sailing industry.

“Austal is excited to partner with VELA on this groundbreaking project. Our expertise in multihull design and aluminum shipbuilding, combined with VELA’s innovative vision, will create a revolutionary sailing cargo trimaran,”  said Austal Limited Chief Executive Officer Paddy Gregg . “This vessel will set new speed, reliability, and sustainability standards for transatlantic shipping. We’re proud to contribute to decarbonizing the maritime industry and look forward to transforming international cargo transportation for a greener future.”

THE FIRST EXPRESS MARITIME LINE BETWEEN FRANCE AND THE UNITED STATES

VELA is positioning itself on the first maritime line between France’s Atlantic coast and the East Coast of the United States. The line will begin operations in the second half of 2026 and offer a fast, reliable, secure, and decarbonized connection for high-value-added goods. Its clients come from various sectors, including fashion, wines and spirits, custom and artisanal products, food, medical supplies, and high technology.

With a growing demand for sustainable transport solutions, VELA also anticipates development towards more consumer products. Normandy and New Aquitaine, strategic territories for VELA, play a key role in this development, with departure ports in these regions reinforcing VELA’s commitment to offering decarbonized solutions closest to its customers.

VELA’s ambition doesn’t stop there. At least four additional ships are in preparation for arrival by 2027-2028, which will allow for increased departure frequency and reach a rhythm of one departure per week.

MORE ABOUT VELA & PARTNERS

About Vela & Investors

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Vela raises $43 million to build its first gigantic sailing cargo trimaran.

NEW YORK, September 24, 2024 --( BUSINESS WIRE )-- VELA , a pioneering French company innovating in 100% wind-powered maritime transport, is proud to announce a significant funding round of €40 million ($43 million USD)—a round led by Crédit Mutuel Impact , 11th Hour Racing & BPI - French Public Investment Bank .

"This major fundraising marks a key step in VELA's development. We are proud to have brought together such a high-quality panel of Franco-American partners who share our ambition to make transport more sustainable, underlining the importance of our transatlantic vision," said Michael Fernandez-Ferri, Managing Director and Chairman of VELA. "Together, we are entering a new era where capital serves the green revolution. This sailing cargo trimaran symbolizes our vision of a world combining innovation, sustainability, and humanity. We warmly thank our financial partners for their trust and support."

This strategic financing will allow VELA to take a significant new step in its development by officially launching the building of its first vessel with the Australian shipyard, Austal , and strengthening its sales and operations teams in France and the United States.

AN AMBITIOUS VISION ADDRESSING CLIMATE AND SOCIAL URGENCY

Since its launch in November 2022, VELA has been working to address the climate emergency by providing an innovative, sustainable, and socially responsible maritime transportation solution. VELA's commitment goes beyond reducing CO2 emissions. With a desire to have a positive social impact, the company places seafarers at the heart of its project. With ships flying the French flag, VELA sailors will benefit from French social protection. VELA also stands out in the market with its comprehensive offer, providing shippers with a fast, reliable, and high-quality service.

A UNIQUE TRIMARAN FOR A FAST TRANSPORTATION OFFERING

With the launch of the building of the world's largest sailing cargo trimaran, VELA is making a grand entrance into the world of maritime transport. Drawing inspiration from air freight, this unique vessel, nicknamed the "L’avion des Mers" - The Sea Plane - will offer unprecedented fast transit times. Benefiting from technology transfers from offshore racing, it will allow transatlantic crossings of less than 15 days (loading - crossing - unloading) 100% under sail while guaranteeing exceptional reliability of deadlines and high standards for transport quality. This is a unique alternative to transport valuable products such as industrial parts, healthcare equipment, cosmetics, or pharmaceuticals so they can avoid having inventory on the water for so long.

The trimaran's holds will be maintained at a controlled temperature to meet the needs and constraints of the most demanding clients in fields such as pharmaceuticals, thus ensuring the safety and integrity of high-value-added transported goods.

Sabine Schimel, Managing Director at Crédit Mutuel Impact

"The financing of the blue economy, and more specifically of the decarbonization of the maritime sector, is a major priority of the Environmental and Solidarity Revolution Fund. We are very proud to back the cofounders of VELA in building this first sailing cargo trimaran and contributing to the emergence of such a French technology field of excellence."

Jeremy Pochman, CEO and Co-Founder of 11th Hour Racing

"At 11th Hour Racing, we are deeply committed to advancing sustainable solutions that transform industries and protect our ocean. This investment in VELA as an innovative, sail-based shipping technology perfectly aligns with our mission of reducing carbon emissions and improving efficiency in global supply chains. We are proud to be joining forces with a solid founding team led by world-class sailor François Gabart. We believe that our collaboration and innovation can pave the way together for a more sustainable future for both the maritime sector and our planet."

Jean-Marie Fougeray, Investment Director at Bpifrance

"With the shipbuilding of the largest sailing cargo trimaran in the world, VELA addresses the major challenge of decarbonizing the maritime sector while offering an innovative, sustainable, and high-quality transportation solution. We are very happy to hold VELA as our first investment for the maritime sector decarbonization fund. This project perfectly aligns with the ambitions of the Climate Plan of Bpifrance and with the thesis of this new fund: foster the decarbonization of maritime freight with complementary partners."

VESSEL CHARACTERISTICS

Length: 220 feet

Height: 200 feet

Width: 82 feet

Hull material: Aluminum

Mast Material: Carbon

UMS: >1500

Renewable energies: Over 3,230 sq ft of photovoltaic panels and two hydro-generators

Sailing Propulsion Design: MerConcept

Naval Architect: VPLP

A GLOBALLY RECOGNIZED SHIPYARD

After an international tender in which more than thirty shipyards participated, VELA, assisted by BRS Shipbrokers, selected the Australian shipyard, Austal, known worldwide for its expertise in multihull and aluminum builds. The first VELA Trimaran will thus benefit from the most advanced skills and unparalleled experience in the field. Austal will also benefit from the expertise of the offshore racing team MerConcept in sailing systems. The vessel will be constructed by Austal Philippines in Balamban, Cebu, and is scheduled to be delivered in the second half of 2026. VELA is committed to ensuring ethical and fair labor practices throughout the construction process. To this end, a dedicated VELA representative will be on-site to monitor working conditions, supplementing the certifications already obtained by the shipyard Austal. In addition, the French companies will carry out 30% of the construction, including rigging, sails, and hydro-generators, thus fully supporting the excellence and know-how of the national sailing industry.

"Austal is excited to partner with VELA on this groundbreaking project. Our expertise in multihull design and aluminum shipbuilding, combined with VELA's innovative vision, will create a revolutionary sailing cargo trimaran," said Austal Limited Chief Executive Officer Paddy Gregg . "This vessel will set new speed, reliability, and sustainability standards for transatlantic shipping. We're proud to contribute to decarbonizing the maritime industry and look forward to transforming international cargo transportation for a greener future."

THE FIRST EXPRESS MARITIME LINE BETWEEN FRANCE AND THE UNITED STATES

VELA is positioning itself on the first maritime line between France's Atlantic coast and the East Coast of the United States. The line will begin operations in the second half of 2026 and offer a fast, reliable, secure, and decarbonized connection for high-value-added goods. Its clients come from various sectors, including fashion, wines and spirits, custom and artisanal products, food, medical supplies, and high technology.

With a growing demand for sustainable transport solutions, VELA also anticipates development towards more consumer products. Normandy and New Aquitaine, strategic territories for VELA, play a key role in this development, with departure ports in these regions reinforcing VELA's commitment to offering decarbonized solutions closest to its customers.

VELA's ambition doesn't stop there. At least four additional ships are in preparation for arrival by 2027-2028, which will allow for increased departure frequency and reach a rhythm of one departure per week.

MORE ABOUT VELA & PARTNERS

About Vela & Investors

Pictures & Logo

Video of the boat

View source version on businesswire.com: https://www.businesswire.com/news/home/20240924011787/en/

D avid Eyler - [email protected]

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"On doit pouvoir transporter presque 500 tonnes par bateau" : une start-up et le navigateur François Gabart créent le premier trimaran-cargo

trimaran elf aquitaine

La start-up française Vela lance la construction de son premier trimaran-cargo. Parmi les cinq associés, le navigateur François Gabart. Invité de franceinfo mardi 24 septembre, il évoque l'importance de sa pratique lors des courses au large pour réfléchir à comment "mieux capter le vent et permettre grâce à cette énergie de transporter des marchandises" .

Le trimaran-cargo fera 67 m de long, 61 m de hauteur, avec trois voiles, une coque en aluminium et un mat en carbone. Il pourra transporter 600 palettes soit l'équivalent de 51 conteneurs. Le cahier des charges est différent de celui d'un bateau de course. "On fait du transport de marchandises, on doit transporter presque 500 tonnes de marchandises par bateau" , explique le skipper.

"On va se concentrer sur une ligne entre l'Europe et les États-Unis"

L'objectif de la start-up est d'être "efficace" et d' "avoir un bateau capable d'aller vite uniquement avec l'énergie du vent" . Le trimaran devrait pouvoir traverser l'Atlantique en moins de quinze jours. "On va se concentrer sur une ligne entre l'Europe et les Etats-Unis" , explique François Gabart. Pour le moment un bateau va être construit, mais quatre autres sont prévus par la suite "pour proposer à nos clients de la fréquence avec un départ hebdomadaire et du volume" . Sa fabrication est assurée par un constructeur australien aux Philippines. Le début du chantier est annoncé pour 2025 avec une première livraison en 2026.

Le petit dernier : #Vela par @VPLPYachtDesign 👀🤩 https://t.co/tGEuc4nPjf — Vela-sail for goods (@VelaTransport) May 16, 2023

Les prix des produits transportés sur ce trimaran seront "plus chers que du maritime conventionnel" mais "on sera aussi beaucoup moins cher que dans l'aérien" , évoque François Gabart . "On décarbone massivement, il faut se poser la question du prix de la décarbonation et on essaye d'optimiser ces deux facteurs pour avoir une très bonne qualité de services" , ajoute-t-il. Ce moyen de transport décarboné sera composé de 300 m 2 de panneaux photovoltaïques, de deux hydroliennes, de quoi réduire 96% de l'impact environnemental du navire par rapport à un porte-conteneur classique.

Le trimaran ira à la même vitesse moyenne qu'un cargo conventionnel mais "on espère optimiser le temps à terre, avant et après l'acheminement, car on est sur des plus petits volumes" , avance le navigateur. Pour le moment, le port d'attache de la start-up et du bateau est à Bayonne. "On est en train travailler avec les régions Normandie et Nouvelle-Aquitaine pour définir le bon lieu de chargement et déchargement" , explique-t-il avant de préciser que "le port d'Honfleur est intéressant pour nous, tout comme La Rochelle, Bordeaux, Bayonne. On veut trouver le lieu de chargement le plus adapté, rapide et moins impactant en terme de carbone" .

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François Gabart : « Le trimaran cargo Vela amène beaucoup de sens à mon métier de marin »

Bruno Salaun

Par Bruno Salaun

Le navigateur François Gabart est l’un des cinq associés de la société Vela Sail for goods, dont le premier trimaran cargo à voile devrait être livré à l’été 2026. Il sera construit aux Philippines.

Le premier trimaran cargo de Vela Sails for goods fera 67 m de long, 25 m de large, et sera équipé de deux mâts fabriqués chez Lorima à Lorient.

Quel est le calendrier de construction du premier trimaran cargo de Vela ?

Les premières tôles d’aluminium devraient être découpées, début janvier 2025, sur un site aux Philippines du chantier australien Austal. Une levée de fonds de 40 millions d’euros, réalisée, cet été, auprès d’investisseurs français et étrangers et de banques, nous permet de lancer la construction de ce trimaran cargo qui reste dans les grandes lignes dessinées depuis deux ans . On est sur la finalisation des dessins avec l’architecte VPLP et des systèmes avec MerConcept . Il fera 67 m de long, 25 m de large, avec deux mâts, et embarquera plus de 500 tonnes de marchandises en palettes.

Le skipper François Gabart : « Nous, marins, on se doit de développer des solutions les moins carbonées possible ».

Pourquoi avoir choisi un chantier australien plutôt que français voire européen ?

Vela a lancé un appel d’offres mondial. Une quarantaine de chantiers ont répondu. On n’a pas réussi à avoir de réponse satisfaisante de la part de chantiers français pour diverses raisons, souvent parce qu’ils avaient un plan de charge fourni et pas la capacité à produire dans notre fenêtre de temps. On est arrivé au chantier australien Austal. On s’en réjouit parce qu’il incarne une expertise en construction de bateaux en aluminium, avec plus de 300 références, majoritairement des multicoques. Et puis 30 % de la valeur de ce bateau d’environ 20 M€ seront conçus et fabriqués en France : les mâts, voiles, gréements, différents systèmes…

Quand est prévue sa livraison ?

Elle est programmée à l’été 2026 pour que le bateau, basé à Bayonne, soit opérationnel à l’automne 2026 sur une route transatlantique France - États-Unis. On vise 12 à 14 nœuds de vitesse commerciale, un temps de traversée en 8 à 10 jours, 100 % à la voile pour décarboner 80 % en moyenne par rapport à un porte-conteneurs conventionnel , sur l’intégralité du cycle de la vie des matériaux utilisé sur une trentaine d’années.

Quatre autres trimarans cargos similaires restent-ils prévus à l’horizon 2028 ?

Absolument. L’idée, c’est de disposer d’une flotte de cinq bateaux qui nous permettra de tenir une fréquence d’un départ toutes les semaines entre la France, depuis la Nouvelle-Aquitaine ou la Normandie selon les besoins de nos clients, et le New Jersey et New York. Pour les construire, nous envisageons une deuxième levée de fonds.

Le premier bateau affiche-t-il complet ?

Oui. Nous avons signé des contrats fermes avec une vingtaine de clients qui souhaitent que l’on transporte des produits à haute valeur ajoutée, comme de la maroquinerie, des vêtements, des vins et spiritueux, de la bagagerie, des produits liés à la santé, etc. Nous travaillons sur les volumes de cinq navires.

Le trimaran cargo de Vela Sail for goods embarquera huit membres d’équipage.

Ce bateau permettra à Vela de toucher des ports secondaires, en marge des grands flux de fret. Un atout ?

Oui. On est en train d’affiner la route commerciale, mais notre vision de la décarbonation du transport maritime consiste aussi à réduire les distances et donc les transports sur route entre les ports et les lieux de production et de consommation.

Nous, marins, on se doit de développer des solutions les moins carbonées possible

Combien de membres d’équipage à bord ? En serez-vous ?

Huit à bord. J’aimerais bien en être pour une ou deux transatlantiques, mais je ne suis pas formé pour et je reste un marin de course au large.

Pourquoi vous impliquez-vous dans cette aventure Vela ?

Je trouve passionnant que tout ce qu’on arrive à développer sur nos bateaux de course, on puisse s’en servir au-delà de la performance sportive. Cela amène beaucoup de sens à mon métier de marin. La course au large, c’est un sport mécanique où il y a beaucoup d’énergie, d’argent, d’innovation : c’est intéressant de les amener ailleurs pour répondre à d’autres défis, comme vivre bien et mieux ensemble, la préservation de la planète. Il faut trouver des solutions pour se déplacer en questionnant toujours les mobilités humaines et de produits, les volumes transportés. Nous, marins, on se doit de développer des solutions les moins carbonées possible.

Dans la même rubrique

Abonnés à lorient, les pêcheurs attendent de fabrice loher qu’il les soutienne, abonnés fabrice loher : « concernant la pêche, j’aurai des arbitrages à faire », abonnés « on lui demande d’être un ministre à l’écoute » : ce que les pêcheurs lorientais attendent de fabrice loher, pour aller plus loin.

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trimaran elf aquitaine

elf aquitaine I / Marc Pajot

Région nord pas calais/ patrick troyon.

Caractéristiques :

Longueur : 18.00 puis 20.20  m   

  Largeur : 10.80 m

Poids :  7.60 t

Hauteur du mât :  23 m puis mât aile de 22 m pour 17 m²

Corde du mât :    m

Tirant d'eau : 0.45/2.30 m puis 3.00 m  

Matériaux :  Aluminium

Surface de voile au près :  175 puis 200 m²   

Surface de voile au portant :  435  m²

Architectes : Sylveste Langevin

Chantier :  Métallu St Brévin   - Mât : JPM 

Voiles :  Chéret et Hood 

Mise à l'eau : 1980

trimaran elf aquitaine

Histoire et palmarès :

Un peu à l'image de Pen-Duick IV pour les trimarans, elf aquitaine 1er du nom a été le précurseur des vrais catamarans de course. Marc Pajot après un très beau palmarès aux JO, et ancien équipier d'Eric Tabarly conçoit un maxi catamaran pour la course au large. Il s'appui sur l'architecte en vogue de l'époque, avec tout ce qui se fait de mieux question matériaux et technique de construction, sans parler d'ingénieurs de chez Dassault Aviation qui prendront part à la conception. Le bateau est un peu un grand Tornado. C'est en tout cas le principe de base. 

Marc Pajot apportera avec elf, le premier vrai Team de course professionnel dans le monde de la course au large. Les modifications seront nombreuses pour toujours optimiser le catamaran bleu, blanc et rouge. Et les victoires vont être très nombreuses aussi bien en équipage, qu'en solitaire.

Le catamaran est mis à l'eau quelques jours avant le départ de La Baule/Dakar et le résultat ne se fait pas attendre avec une victoire. Le palmarès va être exceptionnel pendant 3 saisons et Marc Pajot sera couronné Champion du monde de course au large pour la période 80/83.

Pour la TwoStar 81, Marc Pajot coupe 8 mètres d'étrave de son catamaran pour en construire de nouvelle avec des entrées d'eau plus fines, mais avec plus de volume et plus haute. Ceci afin de rehausser la poutre avant qui avait tendance à ralentir le bateau en tapant dans la mer. Le plan de voilure est entièrement revu, les dérives changer pour d'autre aux formes différentes. Enfin les safrans trop lourds sont reconstruits dans un nouvel alliage. Marc Pajot et Paul Ayasse terminent 2ème. Mais l'équipe va frapper un grand coup en battant le record d'Eric Tabarly et son Paul Ricard établit un an plutôt, de 19 heurs. Il faudra attendre quatre ans avant que le record d'elf aquitaine soit battu.

Durant l'hiver 1982, un gros travail d'optimisation est mené, le bateau est de nouveau allongé, cette fois par l'arrière, les poutres sont optimisées pour une meilleure pénétration dans l'eau et le catamaran reçoit un mât aile en carbone ! Le plan de voilure est donc entièrement revu de nouveau.

Dans la Transat en Double 1983 Marc Pajot abandonne sur démâtage, on revient à un mât classique. En parallèle les études et la construction d' elf aquitaine II sont lancées, celui-ci ne sera pas prêt pour La Baule /Dakar, c'est donc sur ce catamaran que l'équipe prendra le départ et se classe 5ème. Le bateau a pourtant été vendu à la Région Nord Pas Calais, avec pour skipper un ancien équipier de Marc Pajot, Patrick Troyon, avant le départ. Il démâte au large de la Loire Atlantique. Peu avant Québec St Malo, il faut l'acheminé par cargo pour le départ, sous ces nouvelles couleurs, à Québec. Patrick Troyon est remplacé par Alain Comyn et des marins de la région. 

Bien que dépassé techniquement, il continuera de bien figurer. En 1987 la Région Nord Pas Calais l'entrepose dans un hangar et passe au Formule 40.

En 1988, le bateau est vendu et transformé pour effectuer du day-charter aux Antilles. Il est drossé à la côte lors d'une tempête, mais les dégâts sont peu importants. Remis en état, il est de nouveau en vente aux Antilles en 1993.

1980 : 1er de La Baule/Dakar

1981 : 1er du Trophée des Multicoques

1981 : Twostar 2ème

1981 : 1er de la Transat New-York/Brest

1981 : Bat le record de l'Atlantique Nord en équipage en 9 j 10 h 6 min 34 s

1982 : 1er du Trophée des Multicoques

1982 : La Rochelle/La Nouvelle Orléans 2ème

1982 : Bat le record de distance parcouru en 24 heures avec 421 milles

1982 : 1er de la Multicup à la Baule

1982 : 1er de la Route du Rhum

1983 : Transat en Double abandon démâtage 5 h après le départ

1983 : Trophée des Multicoques 5ème

1983 : 1er de la Multicup à la Baule

1983 : La Baule/Dakar 5ème avec des problèmes techniques

1983 : Démâtage 

1983 : Champion du Monde de Course au Large pour la période 1980-1983

Patrick Troyon

1984 : Québec/Saint-Malo 11ème

1984 : Multicup La Baule 5ème

1984 : Route de la Découverte 6ème après un arrêt pour débarquer un équipier malade

Alain Comyn

1985 : Tour de l'Europe abandon à la 1ère étape sur démâtage

__19821982-elf-pajot_675.jpg

Elf Aquitaine (catamaran)

Elf Aquitaine was a 62-foot waterline length catamaran that was sailed across the Atlantic Ocean in 1981. [1]

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  • Orange II crew
  • Orange II Sailing
  • Race Day 12
  • Paris 2024 - Marina Ambiances
  • Paris 2024-49er
  • Paris 2024-49er FX
  • Paris 2024 - IQFOIL WOMEN
  • Paris 2024 - IQFOIL MEN
  • Paris 2024-ILCA 6
  • Paris 2024-ILCA 7
  • Paris 2024 - 470
  • Paris 2024 - NACRA 17
  • Paris 2024 - KITE MEN
  • Paris 2024 - KITE WOMEN
  • Présentation Equipe de France de voile olympique
  • Paris 2024 - Test Event 2023
  • Rio 2016 470 49er finals
  • Rio 2016: Laser, Radial, Finn, Nacra 17 finals
  • Rio 2016, RSX: Picon in Gold, Le Coq in Bronze
  • Rio 2016 - Last qualification day
  • Rio 2016, 49er Fx: Sarah Steyaert - Aude Compan
  • Rio 2016, 470, Bouvet-Mion in strong wind
  • Rio 2016, Laser, Jean-Baptiste Bernaz in strong wind
  • Rio 2016, 49er: d'Ortoli / Delpech
  • 2016 Hyeres Sailing World Cup
  • CIP Finals - Gold
  • CIP Finals - Silver
  • CIP Finals - Bronze
  • CIP Finals - Emeraude
  • CIP Finals - Benjamin Gold
  • CIP Finals - Benjamin Silver
  • CIP - Day 1,2,3 - Qualifications
  • 2015 Hyeres Sailing World Cup
  • 2015 YCPR Spring Cup 470
  • 2014 EuropaCup
  • 00 Paris Presentation
  • 01 OpeningClubFrance
  • 03 Opening Ceremony
  • 04 Ambiances
  • 2008 Champions Trophy
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  • 470 Lecointre-Mion - En route pour Marseille 2024
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  • Ecole de voile
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  • 2008 A. Caizergues
  • 2014 Salt and Speed
  • 1998-2005 First Versions
  • Plage Port Saint Louis
  • Port Saint Louis
  • Port Saint Louis Aero
  • Mise a l eau-1eres Navs
  • Trifoiler Hobie
  • Winter cruising
  • New in 2023: Explocat 52
  • New in 2023: Jeanneau Yacht 55
  • Oceanis Yacht 60
  • Jeanneau Yacht 65
  • Wauquiez PS 48 e
  • Beneteau First 44
  • Fountaine-Pajot Alegria 67
  • Fountaine-Pajot Savana 57
  • Beneteau Oceanis Yacht 54
  • Beneteau First Yacht 53
  • Fountaine-Pajot Elba 45
  • Jeanneau Sun Loft 47
  • Fountaine-Pajot Astrea 42
  • Beneteau Oceanis 51.1 "First Line"
  • Fountaine-Pajot Soana 47
  • Beneteau Oceanis 41.1
  • Beneteau Oceanis 38.1
  • Beneteau Sense 51
  • Fountaine-Pajot Art de Vivre
  • Jeanneau Yacht 51
  • Beneteau Sense 57
  • Wauquiez Pilot Saloon 58
  • Wauquiez PS48
  • Jeanneau Yacht 54
  • Heavy Weather
  • Monohulls at the mooring
  • Monohulls Sailing
  • Multis at the mooring
  • Multis sailng
  • Navigating-Manoeuvering
  • Meal-Aperitif
  • A bit of breeze for Voiles et Voiliers
  • Interior Design
  • Construction
  • Hulls-Appendages
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  • Beneteau Paris 2013
  • LaCiotat2003
  • Sails - Trimming
  • 12 m Worlds 2024 Porquerolles
  • 2023 Voiles de St Tropez
  • 2023 Maxi Yachts Rolex Cup - J Class
  • 2023 Porquerolle's Classic
  • VST 2022 - Jour 6
  • VST 2022 - Challenges day
  • Voiles de St Tropez 2022 - Jour 3
  • Voiles de St Tropez 2022 - jour 1
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  • 2014 Voiles Vieux Port
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  • 1994 Nioulargue 94
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  • French Kiss
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  • Y3K 2 - Nespresso Shooting 2009
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  • CarbonArrow
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  • 2021 Auckland Mastercard Superyacht Regatta
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  • The new MY44 by Fountaine-Pajot
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  • Three Arches
  • The Malvallons
  • Gorguelongue ravine
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  • Sormiou hamlet
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  • General views
  • Camargue-Nature
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  • Fruit trees fields
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  • Costieres de Nimes
  • Cote d Azur
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  • Provence water
  • Mimosas woods
  • Flower glycine
  • Verdon Gorges
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  • Higher Provence
  • Embiez Island
  • Lerins Islands
  • Grand Ribaud
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  • Little Camargue
  • Alpes Maritimes Coast
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  • Lure Mountain
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  • Pays d Aix-Sainte Victoire
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  • Valensole Plateau
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  • Sainte Baume-Garlaban
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  • Alpes de Haute Provence Misc.
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  • St Laurent du var
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  • Vauvenargues
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  • Fontvieille
  • Les Baux de Provence
  • Les Pennes Mirabeau
  • Les Saintes Maries de la Mer
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  • Fiesta des Suds
  • Ouverture MP 2013
  • VP Illumine 2013
  • Marseille-Frioul Islands
  • Marseille-Fishing and fishermen
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  • Marseille-Historical Port
  • Abbaye Saint Victor
  • Bâtiments anciens
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  • Château d'If
  • Châteaux - Bastides - Villas
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  • Hôtel du Departement
  • Monuments contemporains
  • Mucem - Villa Méditerranée
  • Musées divers
  • Cathédrale de la Major
  • Palais du Pharo
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  • Phares - Digue du Large
  • Porte d'Aix
  • Vieille Charité
  • Marseille-General Views
  • Corniche Kennedy
  • Periphery Misc.
  • Endoume - Roucas
  • Euromediterranean
  • La Pointe Rouge
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  • L Estaque - St Louis
  • Noailles - Belsunce
  • Beaches - Prado - Prophete - Catalans
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  • Miramas le Vieux
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  • Aigues Mortes
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  • gardonenque
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  • Caseneuve-2018
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  • Les Taillades
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  • St Martin de Castillon
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  • Abbaye St Hilaire
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  • Cote du Ventoux Misc.
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  • Villa St Louis
  • La Bastide de Marie
  • Hotel Les Bories
  • Ferme du Castelas
  • Domaine des Andeols
  • Swimming pool
  • Various Hotels
  • Domaine de la Baume
  • Mas de Peint
  • Cacharel 2013
  • Cacharel 2014
  • Provence Markets
  • Gardians cants
  • Crin Blanc - Les Stes Maries
  • Old Stones Misc.
  • La Serre - Les Baux de Provence
  • Mas de Camargue
  • Puech Haut - Montpellier
  • Vallon Raget 2021
  • Vansorgues - Luberon
  • Olive oil - Traditional hand made making
  • Olive confectionery
  • Manufacturing soap
  • Olive trees - Olive groves
  • Olives harvest
  • Local fishing & fishermen
  • A Summer full of Salt!
  • Glassware-Earthenware
  • Domaine de la Citadelle
  • Caveau Domaine de Marie
  • Domaine du Lac
  • Cote de Provence wine making
  • Harvests Nîmes 04
  • Aioli Maussane
  • Festo Vierginenco 2018
  • New Queen of Arles nomination
  • Fete du Costume Arles 2016
  • 2006-Book-Secrets of Arlesiennes
  • 2007 Calendar Queen
  • 2008 Two Queens
  • 2008 Costume Celebration
  • 2008 Costume Celebration GG
  • 2008 Gardians Celebration
  • 2009 The Queen Calendar
  • 2009 Gardians Celebration
  • 2010 Baroncelli Evocation
  • 2010 Costume Celebration
  • 2010 Mireille
  • 2011 Costume Celebration
  • 2012 Gardians Celebration
  • 2013 Gardians Celebration
  • 2013 Opening Marseille Provence
  • 2014 The Queen's jewels
  • 2014 Satin Race
  • 2014 Queen Election
  • 2014 Costume Celebration
  • 2015 Arles Gardians Fest
  • 2-3 Bourgeoises
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  • CoiffeBleue
  • DiversFroufrous
  • DomQuichotte
  • Marseillaise
  • VerteEnHiver
  • 2008 Costumes of Castles Exhibition
  • 2011 Sublime Indians Exhibition
  • 2012 Fashion Dresses Exhibition
  • 2013 Men's clothes Exhibition
  • Other Provencal Costume
  • Ancient Patchwork - Calvisson Museum
  • Ancient Patchwork Misc.
  • Provencal Clothes
  • Bouvine-Free Travel
  • Saint Tropez Bravade
  • Careto Ramado
  • Gardians à cheval
  • Water Jousting
  • Christmas Midnight Mass
  • Gipsies Gathering
  • Procession Saint-Pierre Marseille
  • 36th America's Cup - All the Videos
  • 2018 Voiles de Saint-Tropez
  • Voiles de Saint-Tropez
  • Other Events / Projects
  • SNIM - Marseille Sailing Week
  • Dinghies Marseille Week
  • Massilia Cup 2016
  • 2015 Maxi VOR 70 SFS II
  • 2015 470 Marseille Spring Cup
  • 2014 Voiles de Saint-Tropez
  • 2014 Laser Europa Cup
  • ONLINE SHOP: NEW 2024 COLLECTION
  • Carre Voiles St Tropez
  • Online shop - 2023 collection
  • Online shop: The 2022 collection
  • Online Shop: New Art Prints Collection
  • J Class, the black and white collection
  • Water Sports
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  • New book 2023! : "Voiliers Mythiques"
  • New book 2023! : "Veleros de Leyenda"
  • New Books: "Yachts Classiques" and "Voiliers de Rêve"
  • 2016-Les Bateaux qui volent
  • 2014-Vu en Mer
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  • 2014-Voile Spectaculaire
  • 2012-Plaisance d'exception
  • 2010-La saga des Pen Duick
  • 2010-Bateaux en bois
  • 2007-Quest for the Cup III
  • 2007-Mythiques Yachts Classiques
  • 2006-Quest for the Cup - II
  • 2006-Nioulargue
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  • 2002-La Route du Rhum 2002 - Héroiques solitaires
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  • 1998 -Yachts Classiques
  • 1998-Voiles et marins 98-99
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  • 1997-Voiles et Marins 97-98
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  • 1991-Rhum - Route océane
  • 2019-"Luberon, secret Provence"
  • 2017-La Carmejane - A magical World
  • 2017-Corse - Hymne à la beauté
  • 2015-Beautiful Marseille
  • 2015-Agenda Calanques
  • 2014- De Marseille en Provence-mini
  • 2014-Calanques - Edition mini
  • 2013-De Marseille en Provence
  • 2010-La maison inachevée
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  • 2008-Le Midi de Van Gogh
  • 2006-De garrigues en Costières
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ORMA Trimaran - Elf Aquitaine III

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Vitruvius Yachts

Seahorse – elf aquitaine 2.

At a time when there is so much speculation about the new AC72 winged catamarans, we find it interesting to reflect upon one of our earliest designs.

trimaran elf aquitaine

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ELF AQUITAINE 3

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SUPERBE PLAN DE GILLES OLLIER/CONSTRUCTION MULTIPLAST. TRIMARAN PARFAITEMENT FONCTIONNEL (MOTEUR, GRÉMENT, VOILURE ET CHÂSSIS EN BON ÉTAT Chantier: Multiplast. Architecte: Gilles Ollier. Année de construction: 1988. Longueur: 18m26. Largeur: 14m50. Hauteur du mât: 28m50 Poids: 6 tonnes Surface des voiles: - Grand Voile: 200 m2. - Solent: 110 m2. - Inter: 83 m2. - trinquette: 63m2. - Genacker: 250m2. Matériaux: Coque centrale et flotteurs: sandwich Airex / carbone / époxy. Poutres de liaison: carbone monolithique. Mât: carbone nid d'abeilles. bôme: carbone monolithique. Moteur: Marque: Lombardini. Type: In board diesel. Puissance: 39 cv. Carburant: gasoil. Année: 2010. Transmission: Sail Drive année 2012. Francisation: 22102/4060 Immatriculation: SM731335 Coques et ponts: Les coques (centrale et flotteurs) sont en sandwich de carbone époxy sur mousse Airex. La coque centrale et les flotteurs sont renforcés de cloisons sandwich au niveau des fixations de bras. Les bras circulaires en carbone monolithique sont reliés à la coque par un boulonnage. Les ponts sont en sandwich carbone époxy, ils sont stratifiés au bordé de coque intérieurement et extérieurement. 1/ Les oeuvres vives: Les carènes ne présentent pas de traces de choc. L'ensemble est en parfait état. 2/ Les oeuvres mortes: Une peinture de coque a été effectuée lors du dernier chantier du bateau, en juin 2012. Le travail réalisé permet une bonne présentation de la coque. Les coques sont en très bon état sans défaut. 3/ Les ponts: Les peintures de pont ont été refaites lors du dernier chantier en juin 2012. Les deux barres franches sont en carbone. L'accastillage est complet, il s'agit d'un materiel de qualité en bon état. Les cadènes ont été changées récemment et leur tenue paraît correcte. La casquette de cockpit a été changée lors du chantier en juin 2008. Les plexis sont en bon état. 4/ Structure: Les structures internes sont de forte dimension. La Les cloisons de la coque centrale sont en état, elles ne présentent pas de défauts apparents. Dans la partie centrale de la coque, le puits de dérive est raidi par des panneaux sandwich carbone et des cloisons de même fabrication. L'ensemble est correctement réalisé. Nous ne notons pas de défauts majeurs. La structure de ce navire est dans un état satisfaisant. 5/ Electricité: La totalité du circuit électrique a été refait lors du chantier de juin 2010. Les travaux ont été réalisés dans les règle de l'art. Les batteries ont été également changées en 2010. 6/ Electronique: Lors du chantier de juin 2008, les installations électroniques ont étées révisées et remises à neuf à hauteur de 80%. ? Radar: Furuno 1623 2008. ? Mini M: année 2006. ? Mini C: année 2006. ? Gestionnaire de batteries: année 2012. ? GPS fixe table à carte: Garmin, année 2006. ? VHF fixe table à carte: Icom M411, année 2008. ? AIS émétteur récepteur: Simrad AI50, année 2008. ? Balise Sarsat: Mc Murdo changement de la pile en juin 2008. ? Centrale de navigation Furuno FI50, année 2008 comprenant: une girouette anémomètre, 3 répétiteurs vents, 1 loch sondeur, 3 multis, 1 display. ? 2 VHF portables: Icom M33, année 2008. ? 1 GPS fixe lecteur de cartes cockpit, Géonav 7, année 2008 avec cartes Europe + Amérique. ? 1 ordinateur fixe: unité centrale table à carte, avec un écran plat 17 pouces encastré, année 2010, logiciel Windows + logiciel Maxsea avec sa licence. ? Système de pilotage automatique: 2 pilotes complets indépendant reconditionnés à neuf en 2010. Pilot principal Furuno2010, pilot de secours B&G reconditionné en 2010, 2 verins hydroliques Lecombe et schmitt année 2010 révisé en 2012. L'ensemble de l'électronique est bien pensé et couvre tous les besoins de ce type de bateau. 7/ Moteur: Lombardini 39cv, année 2010. Le moteur diesel a été changé en 2010, ainsi que l'hélice France hélice Bipale "bec de canard". L'inverseur a été changé en 2012. 8/ Gréement: Le mât est un "mât aile" de 28m50 en carbone nit d'abeille. La rotule de pied de mât est de 2008. Les galhaubans sont neufs (2010), ils sont en kevlar Navtec 25 tonnes. L'étai de solent est neuf (2010), en keyvlar Navtec 30 tonnes. L'ensemble du gréement est en très bon état, les organes principaux de sécurité étant neufs. Le gréement courant est en spectra et kevlar. L'ensemble est en état. 9/ Voilure: 1 grand voile en kevlar bon état. 1 génois kevlar bon état sur stockeur Facnor (2010). 1 trinquette keyvlar bon état sur enmagasineur Profurl (2012). 1 orc en cubens bon état sur enmagasineur Karver (2010). 1 genacker kevlar surt enmagasineur facnor en bon état. La voilure est complète et en bon état de fonctionnement. 10/ Sécurité: Armement hauturier complet. Palmares du bateau: Elf Aquitaine 3 1988: 1er Québec / Saint Malo 1989: 1er Lorient-Saint Barth 1er Tour de l'Europe 1er trophée des multicoques La trinité sur mer 1990: 1er Transat Twostar (Jean Maurel, Michel desjoyaux) 1er trophée des multicoques de Marseille. Route du Rhum 1991: 2ème grand prix de méditérannée Allianz Via 1992: Transat Québec / Saint-Malo Laiterie de Saint-Malo 1997: Transat jacques Vabre 1998: Route du Rhum. Gitana 9 2000: Transat Québec/ Saint-Malo 2001: Transat jacques Vabre Madinina 2006: Route du Rhum Défi Cancale 2010: 6 ème Route du Rhum Défi Saint Malo Agglo 2012: 2ème Transat Québec Saint Malo.

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Elf Aquitaine 3 pour la Route du Rhum 90-91 - © Philip Plisson / Plisson La Trinité / AA04064 - Photo Galleries - Search result

Title: Elf Aquitaine 3 pour la Route du Rhum 90-91

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TWOSTAR History

The history of the  two-handed transatlantic race.

Vento - finishing TWOSTAR 2012

The Creation of the TWOSTAR

The Two-handed Transatlantic Race was created in response to the overwhelming success of the Singlehanded OSTAR. The Club had come under pressure around 1976 from “the authorities” to reduce the boat size and the number of boats in the OSTAR fleet.

However it was soon clear that the 1980 OSTAR would massively oversubscribed and that competitors were unhappy about the new boat length restrictions.

So in 1978 the decision was made to accommodate the overflow by running a second race in 1981. Because it was to be for boats sailed by a crew of two it could have more generous limits – 150 entries (100 for 1980 OSTAR) and boat lengths up to 85ft (56ft).

The event, which soon became known as the TwoSTAR, proved popular and it too was oversubscribed.

TWOSTAR Records & Results

1981 – the first twostar.

103 boats came to the start of the first Twohanded Transatlantic Race and British hopes lay with Robin Knox-Johnston / Billy King-Harman, in  Sea Falcon  (a 70 foot catamaran) ,  and Chay Blyth / Rob James in  Brittany Ferries GB  (a 65 foot tri). They faced a strong challenge from the French, who included Eric Tabarly with his foiler trimaran  Paul Ricard,  Marc Pajot in  Elf Aquitaine,  Loic Caradec in  Royale  and Oliver de Kersauson in  Jacques Ribourel  at 78 feet the biggest boat in the race, and the Canadians Mike Birch and Walter Greene in  Tele-7-Jours .

The race started in strong (30kt) winds and there were several incidents. The trimaran  D’Aucy  (Alain Labbe) and the proa  Sudinox  (Guy Delage) were in collision and retired with  D’Aucy dismasted and  Sudinox  holed. Marc Pajot in  Elf Aquitaine  was in collision with Martin Minter-Kemp in  Exchange Travel,  which left  Elf  with a leak which required regular pumping and  Exchange Travel  put in to Fowey for repairs.  Royale  was dismasted soon after the start.

Gales continued for several days and more competitors suffered in what many experienced skippers said was as bad as, or worse than, anything they had encountered.  Eric and Patrick Tabarly retired when  Paul Ricard  suffered structural damage, Philip Steggall and Thomas Wiggins were rescued from their upturned trimaran  Bonifacio , and  Gordano Goose  retired to the Scillies with damaged rudder.

The proa  Eterna Royal Quartz  was dismasted and then abandoned when further damaged while sailing to Spain under jury rig.  The failure of proas and their involvement in collisions saw their exclusion from future races.

Many boats thrived in the conditions. Chay Blyth and Rob James brought  Brittany Ferries GB  into Newport in a new record time of 14 days 13 hours and 54 minutes, 140 miles ahead of their nearest rival, Marc Pajot, in  Elf Aquitaine.  Eric Loiseau in  Gauloise IV  was third and Robin Knox-Johnston and Billy King-Harman fourth in  Sea Falcon.  Next came the first monohull, Bruno Bacilieri and Marc Vallin in  Faram Serenissima  just 2½ hours ahead of Florence Arthaud and Francois Boucher, in  Monsieur Meuble . No less than 13 boats managed to beat Phil Weld’s single-handed record of the year before.

There were many close finishes with  Black Jack  and  Poppy II  eight minutes apart,  F. Magazine and  Festival de Lorient  separated by just two minutes, and  Coathalem, Sherpa Bill  and  Assassin  finished within eight minutes after 25 days’ sailing.

Many smaller boats turned in remarkable performances and last to finish was 25ft  Yang  sailed by Jean Lacombe, veteran of the first OSTAR, this time accompanied by Tony Austin.

1981 TwoSTAR Entries

1981 twostar winner, 1986 – the second twostar, the french dominate as tragedy strikes.

After the success of the first two-handed transatlantic race in 1981, it was assumed that the second race in the series would attract even more entries than its predecessor. But the 1986 race suffered from a lack of an early sponsor and alternative events elsewhere.  Carlsberg Lager sponsored the race but there was insufficient funds to equip the competitors with Argos trackers and only 49 boats actually started.

Apricot  (Tony Bullimore, Walter Greene) was a favourite after the Round Britain win in the previous year and there was the expectation that two people could handle a 60 footer more efficiently than a larger 80 footer. However the performance of the Class II multihulls would depend as always on the weather.

With the absence of several Class I and II boats the smaller competitors felt there would be more interest in their section of the race.  23 of the 36 monohulls were in Classes III and IV (35 to 45ft).  Amongst these was  Sony Handicam  ( Ntombifuti ) ,  sailed by Kitty Hampton and Mary Falk.  Ntombifuti  carried water ballast for which owner Ian Radford had obtained approval from the committee despite it then being prohibited in conventional racing.

Paul Elvstrom fired the starting gun on the 8th June and the usual failures occurred.  Regular competitors Philip and Frances Walwyn retired and sailed home to St Kitts when their 75ft cat  Spirit of St Kitts  developed leaks. Peter Phillips sailing 80ft  Novanet  blew out the main after 4 days and returned to Plymouth. Pete Goss and Chris Johnson sailed the Royal Marines’ 34ft  Sarie Marais  to second in class despite having to bail a leak caused by a loose keel. Laurel Holland and Joan Greene broke the forestay on their 45ft cat  Sebago , and retired to St. Johns. Fourteen of the starters failed to finish or finished over the time limit.

The two remaining Class 1 multihulls took the first two places with Loic Caradec and Olivier Despagne in their 85ft cat  Royale  finishing in 13 days and 6 ½ hours ahead of Mike Birch and Olivier Moussy in  Formule Tag .

Tony Bullimore and Walter Greene finished third in the 60ft trimaran  Apricot  winning Class II almost exactly two days behind  Royale .

The first monohull to arrive was the 60ft Tuna Marine Voortrekker, sailed by South Africans John Martin and Rob Sharp, finishing sixth in 17 days 13 hours. Harry Harkimo and Michaela Koskull, from Finland, sailing 50ft Belmont,  finished in 22 days 1 hour to win Class III. Gerry Hannaford and Michael Moody,  Hetaera  45ft, finished in just over 22 days to win Class IV, and beat all Class III except  Belmont.  The Bulgarians, Tenev Svetlozar and Vasil Poov brought their 38ft  Bulcan Star  in 22 days 9 hours to win Class V and achieve 13th place overall. That 7 different nationalities finished in the first 13 places illustrated the international appeal of the race.

The event was marred by the loss of  Berlucchi , the Italian 60 footer sailed by Beppe Panada and Roberto Kramar, which disappeared with no distress call from their self activating EPIRB. Some months later  Berlucchi  was found floating upside down with no keel and unfortunately the crew were never found.

1986 TwoSTAR Entries

1986 twostar winner, 1990 – the third twostar, storms and records.

Only 37 started the third TwoSTAR in 1990. The numbers reflected to conflict with the Globe Challenge and the BOC singlehanded round-the-world races (both organised after the TwoSTAR) in an increasingly crowded short-handed oceanic race calendar. The race still attracted several 60’ Class I  entrants including multihulls of Florence Arthaud ( Pierre 1er ), Jean Maurel ( Elf Aquitaine ), Loïck Peyron ( Lada Poch ), and monohulls of Warren Luhrs ( Hunter’s Child ), and John Martin ( Allied Bank ).

Britain’s main hope was Tony Bullimore ( Spirit of Apricot ) who had not recovered from a back injury and withdrew.

Another non-starter was  Non Smoking Days  which was impounded by Customs and Excise.

‘Boots’ Parker and BJ Watkins were the only all-female crew finishing third in their class. The oldest competitor was 65 year-old Norwegian Arne Lie skipper of  Tresbelle  (37ft) and the youngest was Stephen Moon (20) on  Minitech  which at 30ft was the smallest boat. The largest was 65’  Olivetti,  skippered by Loïck’s brother Bruno Peyron, which being over the 60’ size limit was allowed to sail with the fleet but not to record a place. However  Olivetti  along with  Minitech  and  Tresbelle  suffered damage and retired,  Tresbelle  losing its mast 300 miles off Newfoundland. Another failure was Sprint whose crew was rescued by RAF helicopter some 200 miles off Ireland.

Records were set in this race  –  Jean Maurel and Michel Desjoyeaux ( Elf Aquitaine ) finished in 10 days 23 hrs 15 min, beating the previous record by 2 days 6hr 55min, and Mike Birch and Didier Munduteguy ( Fujicolor ) finished just 4hr behind.

John and Ian Martin ( Allied Bank ) were the first monohull home in 15 days 13 hr 25 min beating the previous record by 11hr 25min but were penalised 2 hr 15min for failing to report their positions by radio.

1990 TwoSTAR Entries

1990 twostar winner, 1994 – the fourth twostar.

In 1994 eighteen yachts went to the line, but nine did not finish. The fleet was led home by Laurent Bourgnon and Cam Lewis in the 60 foot trimaran  Primagaz  in a time of 9 days 08 hours and 58 minutes for a new race and multihull race record.  Cherbourg Technologies skippered by Halvard Mabrine and Christine Guillou came 4th in a time of 15 days 00 hours and 31 minutes for the monohull race record.

Thirty-eight men and two women from 6 countries entered 20 yachts in the fourth edition of the TwoSTAR.  The race offered the prospect of being the fastest to date with a fleet ranging from nine super-fast 60ft multihulls and monohulls to a tiny 26ft catamaran.

In the event 18 yachts came to the start in blustery winds for what turned out to be an exciting race.  Problems occurred from the start when  PRB Vendee , one of the 60ft multis, lost way round the first mark in Plymouth Sound and drifted down onto  BM Charles , at 30ft one of the smallest yachts, skippered by Michel Kleinjans and broke their mast above the spreader.   Fujicolor , one of the fancied 60ft trimarans co-skippered by Loïck Peyron and Frank Proffitt, broke a spinnaker halyard and lost 20 minutes to the leader. The second to retire, later that night, was Haute Normandie following the appearance of stress cracks in the starboard hull.   Lakota  retired to Plymouth suffering problems with their sail and  Mollymawk returned with sail track failure.  In Flight  returned when the crew became unwell, then restarted but eventually retired to the Azores.

Jean Louis Miquel, skipper of  Lege Cap Ferret Aquitaine , injured his hand when the 60ft trimaran was dismasted.  The Irish coastguard recovered him by helicopter and co-skipper Jean Louis Roucayrol returned to France under engine power.  Sixth to retire was French tri  Twinsea  with a broken shroud while lying third.

By day 5 race leaders,  Primagaz  and  Fujicolor , were well ahead of the fleet and separated by only two miles but prospects of record breaking times appeared to have disappeared with contrary winds. Four days later the leaders were still battling it out only a few miles apart with 130 miles to go.  Problems continued with  Primagaz  hitting a shark and both leaders hindered by fog.

The two French trimarans continued swapping place to the finish where  Primagaz , skippered by Laurent Bourgnon and American Cam Lewis, crossed the line in 9 days 8 hours and 58 minutes  smashing the previous record by 39 hours!   Fujicolor  (Loïck Peyron and Frank Proffitt) followed only 1 hour 20 minutes behind the leader also comfortably breaking the 1990 record.

Meanwhile Maarten Dirkswager and Patric Mazuay were rescued by a merchant ship after  Hubris 3  capsized.

Third place went to  Dupon Duran , skippered by Pascal Harold and Lionel Pean, the first catamaran to finish beating the previous record by two hours. Their autopilot failed on the first day so they crossed taking 12 hr shifts on the wheel.

The next record was set by the 60ft French monohull  Cherbourg Technologies  finishing in fourth place beating the old time by over 15 hours. Their time was remarkable since they had to stop mid-Atlantic to repair a mainsail and co-skipper Christine Guillon suffered a broken toe.

The remaining yachts finished with the exception of  British Tiger  skippered by Brian and Wendy Rimmer assisted by their dog Lucy who retired when becalmed near the race deadline.

Nine of the eighteen starters finished in a fast race that saw the previous tri, cat, and mono records well beaten.

1994 TwoSTAR Entries

1994 twostar winner, 2012 – the fifth twostar, the race returns with favourable winds.

Following the 2009 OSTAR it was proposed that the Twohanded race be revived.  There was much interest from regular competitors in the RWYC’s oceanic events and from the French multihullers who would race across in the TwoSTAR and return in the Quebec-St Malo.

So the fifth edition of the Twohanded Transatlantic Race was announced, with a start on 3 June 2012.  The race was open to mono- and multi-hulls between 27 and 60 feet in length sailing on handicap, and an Open 40 class.

Unfortunately many potential competitors dropped out due to conflicts in schedule and sponsorship, and in the event only nine monohulls made it to the start line.  However the starters all had a strong background in oceanic races. Andrea Mura, in his Open 50, had a class win in the Route du Rhum, Michel Kleinjans, in  Roaring Forty II , had class wins in his three RB&Is and three OSTARs, and the other entries had raced several RB&Is and OSTARs.

Following a clean start the larger boats headed out into the Channel while the lighter displacements boats hugged the shore before heading out into the Atlantic.  Ruffian  (Pete McIntyre, Emma Nutt) suffered engine failure and were unable to generate electricity. They retired in Falmouth when they were unable to fix the problem quickly.   Roaring Forty  (Hans Plath and Thibault Reinhart) lost radar and AIS when a spinnaker pole got loose and caused damage on deck; they were concerned that their boat (with little metal on board) would not show in the fogs to be expected on the Grand Banks and so retired home.  Quid Non  had alternator problems and put in to Kinsale for repairs but were on their way after 24 hours. On day 5  Change of Course  (Keith Gibbs and Janet Sainsbury) experienced a forestay roller reefing failure that forced them to turn back and retire.

The Race brought one surprise – the reduction of the usual headwinds.  With the leaders able to seek out favourable winds thoughts turned to the record.  The monohull record, 15 days and 31 minutes, had been set by Halvard Mabire and Christine Guillou in the Open 60  Cherbourg Technologies  in 1994.

Not all had it easy; fast moving lows brought their usual excitement, then David Perkins and Alistair Auckland ( Suomi Kudu ) were caught in the Azores high, decided they had no hope of finishing in time, and retired to Horta.

Andrea Mura and Riccardo Apolloni sailed  Vento Di Sardegna  across the finish line at Newport RI at 23:47: GMT on 16th June 2012 completing the transatlantic crossing from Plymouth in a record 13 days 12 hours and 47 minutes at an average velocity made good of 8.6 knots.

2012 TwoSTAR Entries

2012 twostar winner, 2017 – the sixth twostar, the “perfect storm”.

The sixth edition of the Twohanded Transatlantic Race, the TWOSTAR, was unique in several respects. For the first time the Royal Western Yacht Club ran both its transatlantic races in the same year, with the singlehanded OSTAR and the doublehanded TWOSTAR starting together. Then both fleets were hit by one of the worst storms experienced in the long history of the RWYC’s shorthanded oceanic racing – their ”Perfect Storm”. From a combined start of twenty one boats ten retired, four were abandoned and only seven finished the race.

Even before the storm there were problems. The trimaran PiR2 (Etienne Hochede and Françoise Hanss) suffered masthead damage losing their anemometer and returned to Plymouth. Berk Plathner and Werner Stolz suffered damage and retired their 28ft trimaran Hikari, the smallest boat in the race, heading for Portugal. This retirement saw both multihulls out of the race.

Then, in the early hours of Friday 9th June, 60 knot winds and 15 metre seas were experienced by competitors, caused by a very low depression (967mb – 15mb lower than the terrible Fastnet storm). Happy (Wytse Bouma and Jaap Barendregt) was pitchpoled and dismasted and the Dutch crew were rescued by a Dutch tug headed for the Bahamas. Bulgarians Mihail Kopanov and Dian Zaykov sailing Furia struck a floating object causing severe flooding and leaving it sinking. They took to their liferaft and were rescued by the survey vessel Thor Magna headed to Halifax. Adélie Parat and Mederic Thiout in Midnight Summer Dream reported that they had mainsail damage but were attempting repairs and were confident they would not have to retire. Uwe Röttgering and Asia Pajkowska, both experienced OSTAR sailors, managed to maintain their lead in Rote 66.

Eventually, on 19 June, Rote 66 (Uwe Röttgering and Asia Pajkowska) crossed the Castle Hill finish line in Newport, Rhode Island, at 6:43 local time to take line honours in the 2017 TWOSTAR with an elapsed time of 20d 22h 43m. Adélie Parat and Mederic Thiout in Midnight Summer Dream finished seven days later still suffering from the sail damage caused in the storm.

The 2017 TWOSTAR was sailed in what was probably the worst weather experienced in the races. Six boats started, two finished, two retired and two were lost with their skippers rescued under the control of the Canadian joint rescue services.

2017 TwoSTAR Entries

2017 twostar winner.

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Balestron or Aerorigs

Several people have asked me about fitting the Aerorig to their catamaran. The Aerorig is a trademark name for a unstayed mast where the jib and mainsail are attached to the same very long boom.  The Aerorig is not patented as its been used for years by model boat enthusiasts. It was also used on the 70' Elf Aquitaine in the 1984 OSTAR. It has also been used on several of my designs, most notably the Savannah 26. In October 2000 I sailed this boat 1500 miles singlehanded up and down the eastern seaboard of the USA from Savannah to Annapolis. So I now have a pretty good understanding of how it works. As with all things there are advantages and disadvantages.

To my mind the advantages are: Easy sailing: The sails are always working correctly, whatever point of sail. Maybe it would be better to say the rig works to 95% efficiency all the time. A conventional rig may work to 100% if you're an expert, but less if you're not. A conventional rig needs extra downwind sails, ie spinnakers. The Aerorig doesn't. There are only light loads on the mainsheet (but not as light as claimed), and once unrolled there is never a need to adjust the jib sheet. Self tacking, but of course that is only an advantage during the manouever itself.

The disadvantages are: The rig is very heavy, leading to more pitching and less load carrying. You probably need to modify the cabin. The minimum "immersion" of mast into cabin is about 1 in 7 ie a 35' high mast needs 5' of bury. Also the cabin has to be wide enough to spread the load. Its usually OK with a conventional bridgedeck cabin (although you may need to add a nacelle). Impossible to fit on an open boat and a bit awkward on a boat with a cuddy like the Savannah.

A smaller sail area, especially in light winds and certainly when sailing downwind. That's because the jib is very small (only 20% of the total area) to maintain the correct balance. You can't motorsail safely to windward with both sails unfurled. It is possible to sail an Aerorigged boat backwards. A nice party trick but about as useful as reverse on a motorbike. But I discovered the hard way that the boat could sail backwards in a strong wind when I thought I was motoring forward. After a narrow shave when going under a bridge I always rolled up the jib before motoring. When reefing the jib must be furled first or the rig unbalances

It's a very expensive rig. With the case of the Carbospars/Forespar rigs a lack of attention to detail and unfortunately a lack of customer aftersales service. I could recommend the concept to those cruisers who wouldn't dream of using a spinnaker, but unfortunately I can't recommend products made by either Forespar or Carbospars.

NOTE: This information is now largely academic as Carbospars have ceased trading, hence Aerorigs are no longer available.

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British Trimaran Leads Ocean Race to Newport

  • June 14, 1981

British Trimaran Leads Ocean Race to Newport

Chay Blyth and Rob James of Britain were reported to be nearly 100 miles ahead of their nearest rivals in the Observer trans-Atlantic yacht race today.

Blyth and James, sailing the 65-foot trimaran Brittany Ferries GB, were reported 1,475 miles from the finish at Newport, R.I. Canada's Mike Birch was second in Tele-7-Jours, 1,570 miles out.

The French trimaran Elf Aquitaine was reported third with the Italian trimaran Starpoint in fourth position. Another leading British challenger, Robin Knox Johnston, has slipped to fifth place in his catamaran Sea Falcon. The race started with 103 yachts from Plymouth last Saturday, but only 83 still are racing.

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  1. VELA Announces $43 Million Funding Round

    The trimaran's holds will be maintained at a controlled temperature to meet the needs and constraints of the most demanding clients in fields such as pharmaceuticals, thus ensuring the safety and integrity of high-value-added transported goods. ... Normandy and New Aquitaine, strategic territories for VELA, play a key role in this development ...

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  4. elf aquitaine 2

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    Le trimaran-cargo fera 67 m de long, 61 m de hauteur, avec trois voiles, une coque en aluminium et un mat en carbone. Il pourra transporter 600 palettes soit l'équivalent de 51 conteneurs.

  6. François Gabart : « Le trimaran cargo Vela amène ...

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  7. Royale 2

    Il démâte en fin d'année et reçoit un mât aile signé Neuveu sur le modèle d' elf Aquitaine II. Lors de la Route de la Découverte 84, il démâte de nouveau à 30 milles de la ligne d'arrivée. Un nouveau mât aile, encore plus monstrueux, signé Hurel-Dubois construit selon les techniques aviations, sera installé boostant ...

  8. elf aquitaine 1

    Mise à l'eau : 1980. 17. Histoire et palmarès : Un peu à l'image de Pen-Duick IV pour les trimarans, elf aquitaine 1er du nom a été le précurseur des vrais catamarans de course. Marc Pajot après un très beau palmarès aux JO, et ancien équipier d'Eric Tabarly conçoit un maxi catamaran pour la course au large. Il s'appui sur l ...

  9. Elf Aquitaine (catamaran)

    Elf Aquitaine was a 62-foot waterline length catamaran that was sailed across the Atlantic Ocean in 1981. [1] See also. List of multihulls; Related Research Articles. A magnetic sail is a proposed method of spacecraft propulsion where an onboard magnetic field source interacts with a plasma wind to form an artificial magnetosphere that acts as ...

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  11. Seahorse

    Seahorse - Elf Aquitaine 2. At a time when there is so much speculation about the new AC72 winged catamarans, we find it interesting to reflect upon one of our earliest designs. Download pdf. Seahorse - Elf Aquitaine 2 - Yacht Architect - Designer - Philippe Briand.

  12. THE LEGEND

    Great multihulls made their appearance with Eugène Riguidel's 27-metre William Saurin or Elf Aquitaine sailed by Marc Pajot. Three boats measured more than 20 metres. ... The Orma trimaran podium : Michel Desjoyeaux (13 days, 7 hours, 53 minutes) Marc Guillemot; Lalou Roucayrol; The IMOCA monohull podium :

  13. Transatlantic sailing record

    Paul Ricard (trimaran) Éric Tabarly: Éric Bourhis, Georges Calvé, Dominique Pipat 1980 12.15 knots (22.50 km/h) 9d 10h 06m 34s Elf Aquitaine: Marc Pajot: 1981 13.18 knots (24.41 km/h) 08d 16h 36m Jet Services 2: Patrick Morvan: Jean Le Cam, Marc Guillemot, (Serge Madec) 1984 14.29 knots (26.47 km/h) 07d 21h 05m 42s Royale 2: Loïc Caradec: 1985

  14. The Royal Western Yacht Club of England

    The trimaran D'Aucy (Alain Labbe) and the proa Sudinox (Guy Delage) were in collision and retired with D'Aucy dismasted and Sudinox holed. Marc Pajot in Elf Aquitaine was in collision with Martin Minter-Kemp in Exchange Travel, which left Elf with a leak which required regular pumping and Exchange Travel put in to Fowey for repairs. Royale ...

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  16. Elf Aquitaine 3 pour la Route du Rhum 90-91

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  17. Elf Aquitaine (catamaran)

    Elf Aquitaine was a 62-foot waterline length catamaran that was sailed across the Atlantic Ocean in 1981. See also. List of multihulls; References This page was last edited on 28 April 2024, at 14:37 (UTC). Text is available under the Creative Commons Attribution-ShareAlike License 4.0 ...

  18. The Royal Western Yacht Club of England

    103 boats came to the start of the first Twohanded Transatlantic Race and British hopes lay with Robin Knox-Johnston / Billy King-Harman, in Sea Falcon (a 70 foot catamaran), and Chay Blyth / Rob James in Brittany Ferries GB (a 65 foot tri).They faced a strong challenge from the French, who included Eric Tabarly with his foiler trimaran Paul Ricard, Marc Pajot in Elf Aquitaine, Loic Caradec in ...

  19. Solo Atlantic Sailor Sets Race Record

    Finishing 21 minutes after Poupon was another Frenchman, Marc Pajot, in the radically designed trimaran Elf Aquitaine 2. After his finish, Poupon, standing up and obviously exhausted, said, ''I ...

  20. Elf Aquitaine

    Elf Aquitaine lost over US$150 million in the 1979 Great Oil Sniffer Hoax to develop a new "gravity wave-based oil detection system", which was later revealed to be a scam.. In 1981, Elf Aquitaine bought Texasgulf for $3 billion, despite a request by the US government to postpone the merger for time to study the implications. At the time, Texasgulf was the largest producer of sulphur in the ...

  21. Banshee Racing in France 1988

    Lado Poch, who had been trimmed down to size for the CStar was also there competing against the new trimaran Elf Aquitaine and the futuristic We, recently renamed Sebago. With such an array of talented skippers and beautiful boats it was hardly surprising that these dominated proceedings. Class 2 was also divided into two groups, Chaffoteaux Et ...

  22. elf aquitaine catamaran

    Vitruvius Yachts. Seahorse - elf aquitaine 2. At a time when there is so much speculation about the new AC72 winged catamarans, we find it interesting to reflect upon one of our

  23. Sailing Catamarans

    The Aerorig is a trademark name for a unstayed mast where the jib and mainsail are attached to the same very long boom. The Aerorig is not patented as its been used for years by model boat enthusiasts. It was also used on the 70' Elf Aquitaine in the 1984 OSTAR. It has also been used on several of my designs, most notably the Savannah 26.

  24. British Trimaran Leads Ocean Race to Newport

    British Trimaran Leads Ocean Race to Newport. Share full article. AP. June 14, 1981; Credit... The New York Times Archives. See the article in its original context from June 14, 1981, Section 5 ...

  25. Acapella (trimaran)

    Acapella is an historic trimaran sailboat, designed and built by Walter Greene in 1978 and later renamed Olympus Photo. [1]Walter and his wife Joan raced in the 1978 Round Britain race, coming in 1st in class and 4th overall. Later that year, Canadian Mike Birch sailed Acapella (renamed Olympus Photo) to a first-place win in the first Route du Rhum trans-Atlantic race, establishing Walter's ...