trimaran sodebo prix

Category: Racing Boats

Class: Racing Trimaran

The third iteration of the Irens designed solo record breaking round the world maxi trimarans; the 32m (105ft) SODEBO was built in carbon pre-preg at Boatspeed, Australia for Thomas Colville. The characteristic overhanging bow is 2.5m (8ft) longer than Joyon’s IDEC.

Colville has so far mounted four unsuccessful attempts on IDEC’s 57-day record. His first solo attempt in 2007 ended early after hitting a float object just after setting a new 24-hour solo record of 628.5 nautical miles. On his second in 2009 he encountered difficult conditions which forced him to sail 2000 nautical miles further missing the record by just two days.

BoatNews.com

Sodebo Ultim 3, the ultra innovative maxi-trimaran is finally unveiled!

This Saturday, March 2, 2019 came out of its Multiplast hangar in Vannes, Sodebo Ultim 3 after 18 months of ultra confidential work. 32 m long, 23 m wide, 34 m high, these are the dimensions of this new giant of the seas, designed to beat incredible challenges.

In Vannes, the Malbert quay was crowded on Saturday, March 2, 2019, in front of the Multiplast yard. After 18 months of work, it was time to discover Sodebo Ultim 3, in the presence of its skipper Thomas Coville and one of Sodebo's 3 presidents, Patricia Brochard. The latest addition to the Ultim 32/23 class has the area of 4 tennis courts and its mast will be the size of the Arc de Triomphe?!

An innovative cockpit

While it has so far met all the criteria of the giant trimaran class, it stands out for its innovative design. Starting with this cockpit located well in front of the mast, integrated in the front arm. Never before seen before and a design inspired by aeronautics, as Thomas Coville explains:

"Having the cockpit in front of the mast will considerably improve the boat's manoeuvrability. The cockpit is fully integrated and looks like an aircraft cockpit. It's not a small evolution and I'm quite proud."

The cabin, which represents 20% of the boat's weight, has been moved 7 metres forward compared to the previous Sodebo and the boat's centre of gravity by 1.20 metres.

"In all motor sports, weight centering is a basic fact of aerodynamics and hydrodynamics . In terms of vision, perception, balance and landmarks to adjust the sails and mainsail , I will be much closer to the bow and the spray. But when you travel in an aircraft, the closer you are to the centre of gravity, the less heckling and stress you are subjected to. We'll see from the first sailings, but the objective is to make it more comfortable" explains the skipper.

An instruction manual to be written

"It looks like the old one, but it's packed with electronics, hydraulics and fiber optics. With these important foils and all the technology on board, you'll have to write the instructions for use." explains Jean-Luc Nélias, Sodebo's router. The boat perched its foils will take off to exceed 40 knots.

A pooling of skills

To bring this boat into being - decided two days after Thomas Coville's 50-day world tour on December 25, 2017, it took 110?000 working hours and nearly 400 suppliers. But above all, the birth of a design team, with people with varied expertise and new working methods.

"Currently, the boats are too complex for there to be only one person who knows and therefore one architect," explains Thomas Coville . Thus, 11 people from Sodebo worked in collaboration with VPLP for the lively works of the central hull, the floats and the shape of the front arm, Banuls for the general architecture, the platform, the appendages and the VPP (Velocity Prediction Program), Martin Fisher for the design of the foils and many others.

A navigation program around the world

Designed and built for a round the world racing program, the next 4 years will be dedicated to 3 round the world races and 14 crewed and solo transatlantic races. An ambitious sporting program that will alternate solo, duo and much more.

The boat will be launched in 15 days and will begin a phase of static tests, before continuing with the first sailings and the search for performance.

Sodebo Ultim 3 in figures

18 months of construction 50,000 hours of study 110,000 hours of construction work 29,256 coffees - 32m long by 23m wide and 34m high, the surface of 4 tennis courts... - 65T of compression in the mast foot ball - 17T of tension in the mainsail sheet - nearly 700m² of sail area downwind - maximum speed envisaged: between 45 and 50 knots - More than 400 suppliers - Air draft: 36m - More than 16,000m2 of carbon - KM of ends: 2,5Km - Net surface area: 270m2 - Fiber optic film: 330m - KM of electrical cables: 4Km - Foils: 2,5m under hull. Total height of the foils: 4m - Painting area: 750m2

- Sail surfaces: GV: 277m2 -Ris1: 220m2 - Ris2: 165m2 - Ris3: 107m2 D0: 420m2 Day 1: 261m2 D-2: 170m2 D3: 92m2

• www.sodebo.com

Direction d'où provient le vent par rapport à un bateau à voile, ex : Près, travers, reaching, vent arrière...

Désigne le côté gauche d'un bateau lorsque l'on regarde vers l'avant de celui-ci

Elément de gréement long accroché perpendiculairement au mât et sur lequel sont fixés la base de la grande voile, les écoutes...

Désigne deux pièces transversales rattachées à la coque centrale qui soutiennent les flotteurs latéraux du trimaran. Pièces légères mais robustes car sont soumises à de fortes pressions, notamment lorsque les flotteurs sont secoués par les vagues.

Zone du bateau dédiée à la navigation où se trouve la barre (direction), les postes de réglages de voiles...

Structure qui supporte le cockpit*, le mât et les voiles hissées ainsi que les bras de liaison qui eux-mêmes portent les flotteurs latéraux. Abrite aussi la cellule la vie où notre skipper dort, mange et travaille sa stratégie en contact avec la terre via ordinateurs. Par sa position structurelle et sa taille imposante, une des pièces les plus longues à réaliser.

Pose de couches successives de matière (type fibres en rouleaux...) pour épouser la forme d'un moule

Enfoncer l'avant du bateau sous l'eau dans un mouvement de plongeon

Câble qui maintient le mât par l'avant

Partie avant du bateau

Désigne les deux pièces latérales qui assurent la stabilité du bateau et sur lesquels sont fixés des safrans*, les foils et les éléments qui portent le gréement (mât)... .

Unité de mesure de vitesse utilisée en navigation maritime. 1 nœud (ou nd) = 1,852 km/heure

Objet flottant non identifié

Surface parallèle à l'eau qui réduit la portance généralement imposé à la coque / aux flotteurs

Rail fixé sur le bateau et dans lequel coulisse le point d'accroche de la grand-voile qui permet de régler son ouverture en fonction de la provenance du vent

Réduction de la surface d’une voile grâce à des points d'accroche à différentes hauteurs qui permettent de la replier sur elle-même. S'utilise notamment lorsque les conditions de vent forcisse, pour garder la maîtrise de la vitesse du bateau.

Partie immergée pivotante qui permet de changer la direction du bateau en déviant les flux d'eau sous la coque

Titre d'une chanson de Céline Dion et Garou :-)... Dans le champs lexical maritime, s'utilise pour situer un objet qui se trouve du côté opposé à celui d'où souffle le vent par rapport à un autre référentiel. Par exemple, si le vent arrive sur tribord, on dit que le flotteur tribord est « au vent » et le flotteur bâbord « sous le vent » par rapport à la coque centrale du bateau.

Hauteur de la partie immergée du bateau qui varie en fonction de la charge transportée

Hauteur de la partie émergée allant de la flottaison jusqu'au point le plus élevé du bateau

Désigne le côté droit d'un bateau lorsque l'on regarde vers l'avant de celui-ci

Bateau à trois coques

Collectif définissant les règles de jauge des trimarans « Ultim », notamment la longueur (comprise entre 24 et 32 mètres) et la largeur (maximum de 23 mètres)

Vague formée à l'avant du bateau lorsque celui fend l'eau en avançant

Entreprise spécialisées dans la fabrication de voiles

Type de treuil permettant de contrôler la traction des cordages du bateau

Zone d'efforts subits par une structure entre des pièces rattachées en différents points et suite aux chocs reçus par ces pièces

• A-z lexique

S odebo Ultim 3

Bienvenue dans les coulisses du team Sodebo et de son trimaran géant! Partagez avec nous cette aventure humaine et technologique hors norme

La coque centrale

"La silhouette de Sodebo Ultim 3 est unique. Le skipper est vraiment au centre du bateau"

Les bras de liaison

"Avec la cellule de vie située sur l'avant du bateau, nous avons fait le choix d'une structure en H. Découvrez de quoi il s'agit"

Les flotteurs

"A la construction,nous avons utilisé les moules d'un Ultim déjà existant, mais les avons fait évoluer au fil des chantiers, et notamment raccourcis pour installer des safrans rétractables"

Les appendices

"Les appendices sont des pièces en constante évolution car ils peuvent vraiment faire la différence en terme de performance, ils peuvent toujours être optimisés"

Le mât & les voiles

"Les voiles sont le moteur du bateau : parce qu'elles doivent être adaptées à toutes les conditions de vent, nous en avons fait fabriquer cinq, de 92 à 420m2"

Longueur de la coque centrale

Depuis le 07 janvier Débâchage de la Coque Centrale Peintures faites Anti dérapant fait Panneau éléctronique mis en place Début de la pose des plexis

Depuis le 28 janvier Fermeture trappe pont de la coque centrale cette semaine Première presentation de la bâche aéro Montage définitif des winches, accastillage, hydraulique

Depuis le 20 février Retouches peinture terminées Montage accastillage plage avant (amures) Stickage en cours Antifooling réalisé

Superficie de la cellule de vie

Depuis le 07 janvier Peintures faites Anti dérapant fait Début montage accastillage

Depuis le 28 janvier Pose des hublots Réception des plans d'amménagement intérieur

Depuis le 20 février Retouches peinture terminées Montage des bailles à boots en cours Aménagement intérieur en cours Accastillage et hydrauloque en cours de finalisation

Largeur du bateau

Depuis le 07 janvier Support éolienne en cours Supports de feux en cours

Depuis le 28 janvier Support éolienne à poste Démontage du rail de traveler pour finition stickage

Depuis le 20 février Support de jon buoy en cours Supports de feux posés Montage final accastillage traveler en cours Montage définitif du système de barre

Depuis le 07 janvier Début renforcement

Depuis le 28 janvier Strat de fermeture des renfort Début des retouches peintures

Depuis le 20 février Jauge fibre optique posée Retouche peinture en cours Montage bâche aéro inférieure en cours

de hauteur totale

Depuis le 28 janvier Contrôle ultra son état 0 fait Présentation à blanc de la belt sur le foil OK

Depuis le 20 février Les deux foils sont en place dans leurs flotteurs respectifs Reste à poser les butées hautes et basses

Hauteur du mât

Depuis le 28 janvier Mât entré dans le hangar Réalisation des supports composite

Depuis le 20 février Fin du câblage éléc et électronique Montage du gréement courant Montage des supports aériens

en position haute

Depuis le 28 janvier Montage des boîtiers de lattes Mise en place des lattes

Voile la plus grande

Depuis le 28 janvier J2 terminé J1 en cours de déco J0 terminé

Bateaux.com

Sodebo Ultim 3, le maxi-trimaran ultra novateur de Thomas Coville se dévoile enfin !

Ce samedi 2 mars 2019 sortait de son hangar de Multiplast à Vannes, Sodebo Ultim 3 après 18 mois de chantier ultra confidentiel. 32 m de long, 23 m de large, 34 m de haut, voici les dimensions de ce nouveau géant des mers, conçu pour battre d'incroyables défis.

À Vannes, le quai Malbert était noir de monde ce samedi 2 mars 2019, sur le parvis du chantier Multiplast . Après 18 mois de chantier, l'heure était à la découverte de Sodebo Ultim 3, en présence de son skipper Thomas Coville et d'une des 3 présidentes de Sodebo, Patricia Brochard. Le dernier-né de la classe Ultim 32/23 possède la superficie de 4 terrains de tennis et son mât aura la taille de l'Arc de Triomphe !

Un cockpit novateur

Si jusque-là il correspond en tout point aux critères de la classe des trimarans géants, il se distingue par son design novateur. À commencer par ce cockpit situé très en avant du mât, intégré dans le bras avant. Du jamais-vu auparavant et une conception inspirée de l'aéronautique, comme l'explique Thomas Coville :

"Le fait d'avoir le cockpit devant le mât va considérablement améliorer la manœuvrabilité du bateau. L'habitacle est complètement intégré et ressemble à un cockpit d'avion. Ce n'est pas une petite évolution et je suis assez fier."

L'habitacle qui représente 20 % de la masse du bateau a été avancé de 7 mètres par rapport au précédent Sodebo et le centre de gravité du bateau de 1,20 mètre.

"Dans tous les sports mécaniques, le centrage des masses est une donnée de base de l'aérodynamisme et de l'hydrodynamique. Au niveau vision, perception, équilibre et repères pour régler les voiles et la grand-voile, je vais être beaucoup plus proche de l'étrave et des embruns. Mais quand on circule dans un avion, plus on est proche du centre de gravité, moins on est chahuté et sollicité. On verra dès les premières navigations, mais l'objectif c'est que ce soit plus confortable" détaille le skipper.

Un mode d' emploi à écrire

"Il ressemble à l'ancien, mais il est bourré d'électronique, d'hydraulique et de fibre optique. Avec ces foils importants et toute la technologie présente à bord, il va falloir écrire le mode d'emploi" détaille à son tour Jean-Luc Nélias, routeur de Sodebo. Le bateau juché ses foils décollera pour dépasser les 40 nœuds.

Une mutualisation des compétences

Pour faire naitre ce bateau — décidé deux jours après l'arrivée du tour du monde en 50 jours de Thomas Coville le 25 décembre 2017, il aura fallu 110 000 heures de travail et près de 400 fournisseurs. Mais surtout la naissance d'un design team, avec des gens aux expertises variés et de nouvelles méthodes de travail.

"Actuellement, les bateaux sont trop complexes pour qu'il n'y ait qu'un seul sachant et donc un seul architecte" explique Thomas Coville . Ainsi, 11 personnes de chez Sodebo ont travaillé en collaboration avec VPLP pour les œuvres vives de la coque centrale, les flotteurs et la forme du bras avant, Banuls pour l'architecture générale, la plateforme, les appendices et le VPP (Velocity Prédiction Program), Martin Fisher pour le design des foils et bien d'autres encore.

Un programme de navigation autour du monde

Dessiné et conçu pour un programme de courses autour du monde, les 4 prochaines années seront dédiées à 3 tours du monde et 14 transatlantiques en en équipage et en solitaire. Un ambitieux programme sportif qui alternera les navigations en solo, en duo et à beaucoup plus.

Le bateau sera mis à l'eau dans 15 jours et débutera une phase de tests statiques, avant d'enchainer les premières navigations puis la recherche de performance.

Sodebo Ultim 3 en chiffres

18 mois de construction 50 000 heures d'étude 110 000 heures de chantier 29 256 cafés – 32m de long par 23m de large et 34m de hauteur de mât, soit la surface de 4 terrains de tennis… – 65T de compression dans la boule de pied de mât – 17T de tension dans l'écoute de grand-voile – près de 700m² de voilure au portant – vitesse max envisagée : entre 45 et 50 nœuds – Plus de de 400 fournisseurs – Tirant d'air: 36m – Plus de 16 000m2 de carbone – KM de bouts: 2,5Km – Surface filets: 270m2 – Métrage fibre optique: 330m – KM de câbles électriques: 4Km – Foils: 2,5m sous coque. Hauteur totale des foils: 4m – Surface de peinture: 750m2

– Surfaces des voiles : GV: 277m2 -Ris1: 220m2 – Ris2: 165m2 – Ris3: 107m2 J0: 420m2 J1: 261m2 J2: 170m2 J3: 92m2

Sodebo Ultim’

Sodebo Ultim’ then Ultim ActualLeader then Brest Ultim Sailing then Mieux. 

Thomas Coville came to VPLP with an exciting project to rebuild Geronimo with the aim of winning the 2014 Route du Rhum .The firm, having originally designed the trimaran for Olivier de Kersauson, more than rose to the challenge.

So what went into turning that grey trimaran, precursor of the Ultim class, into one of the most competitive maxi-trimarans in single-handed racing? First of all replacing the central hull with a new design which focused on single-handed sailing and, at 31 metres long, was 3 metres more than the previous one.

Next, the beams were reinforced so rudders and foils – which Geronimo had been lacking – could be added to the floats. The forward 9 metres of the latter were also rebuilt, adding powerful raked bows.

And with the addition of a new mast and changes to the original boom, Geronimo became Sodebo Ultim’ , weighing in 6 tonnes lighter!

After a difficult start in the 2014 Route du Rhum (collision with a freighter and retirement), Sodebo Ultim’ would go on to enjoy a magnificent career . Her achievements include the solo round the world record (49 days, 3 hours), the transatlantic record (4 days, 11 hours) and victory in the 2017 Transat Jacques Vabre – all in the space of twelve months.

Following a period under the sponsorship of Actual with Yves Le Blevec at the controls, she was bought by the company Brest Ultim Sailing in 2021. Under the name of the corporate collective MIEUX, Arthur le vaillant takes the helm of the Ultim for the Route du Rhum 2022.

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Thomas présente le futur trimaran Sodebo Ultim Le début d'une nouvelle aventure

Le 2 novembre à Saint-Malo, le départ de la 10e Route du Rhum-Destination Guadeloupe s’annonce bluffant. L’édition 2010 a marqué les esprits avec le retour des multicoques aux dimensions inouïes. Ces engins emprunts de liberté architecturale reflètent l’esprit pionnier toujours porté par les marins d’aujourd’hui et qui correspond si bien aux défis que relève l’entreprise Sodebo depuis 40 ans. Sur cette nouvelle édition, la montée en puissance promet un véritable choc de titans.

Pour sa 5e participation et sa 4e sous les couleurs de Sodebo, Thomas Coville mènera Sodebo Ultim’, un maxi-trimaran de 31 mètres, issu de la transformation de l’emblématique Geronimo d’Olivier de Kersauson. Après un an de chantier et avant la mise à l’eau programmée fin avril, le skipper fait le point sur cette nouvelle aventure !

La victoire de Franck Cammas dans la Route du Rhum 2010 à bord de Groupama 3 (trimaran de 31,50 mètres conçu pour l’équipage et adapté au solitaire) ouvre de nouvelles perspectives pour la catégorie des géants. Après sept ans à la barre du maxi-trimaran Sodebo, désormais en vente, Thomas se sent prêt à mener un bateau d’une puissance supérieure.

Sodebo Ultim’, plus large, plus puissant et une belle histoire “Nous avons écarté la possibilité de fabriquer un bateau neuf, trop long en délai et trop coûteux,” explique le skipper. “Nous nous sommes mis dans l’état d’esprit d’être des ‘assembleurs’ comme on assemble des machines en informatique avec une grande liberté de choix. Le point de départ était la largeur de la plateforme car c’est ce qui détermine la puissance. Plus un voilier est large, plus il est stable et capable de supporter de la toile. Nous avons imaginé plusieurs possibilités et, avec ses 21,20m d’envergure (près de cinq de plus que le Sodebo actuel), le bateau d’Olivier de Kersauson s’est imposé.’’ Premier maxi-trimaran de records océaniques en équipage, Geronimo est un précurseur et a battu le Trophée Jules Verne en 2004. ‘’Dix ans après, grâce à la confiance que m’accorde Sodebo et au travail de mon équipe, ce bateau de légende renaît, transformé pour le solitaire. Une belle histoire de transmission renforcée par le fait que Olivier m’a embarqué à ses côtés dans ma jeunesse et cru en moi. C’est désormais à mon tour de mener son bateau.”

Un assemblage colossal “Dès les premières études, nous savions qu’il y avait beaucoup de poids à gagner sur la coque centrale,” poursuit le marin. “Il y avait deux tables à cartes, deux cuisines et douze couchettes dans le Geronimo de l’époque ! Nous avons donc construit chez Multiplast à Vannes une nouvelle coque de 31 mètres, dessinée par le cabinet VPLP qui avait conçu le bateau et le connaissait par cœur. Nous avons gardé la bôme qui a été modifiée. Un nouveau mât de 35 mètres est en finition chez Lorima. Il a fallu renforcer les bras de liaison dans l’optique de mettre des foils dans les flotteurs, ce qui sollicite l’ensemble de la structure. Nous avons aussi remplacé neuf mètres de flotteurs à l’avant pour optimiser les entrées d’eau et ajouté des safrans qui n’existaient pas. Ce gigantesque puzzle nous impose d’être visionnaires, astucieux et précis car il faut un bateau le plus léger possible, avec une structure homogène et fiable.”

De l’America’s Cup à la course au large “Dans ce contre la montre, nous avons gagné du temps en frappant aux bonnes portes, notamment celle d’Oracle Racing (équipe américaine détentrice de l’America’s Cup),” détaille celui qui a préparé la ‘Cup’ en 1995 à San Diego. “Les architectes de VPLP avaient conçu des foils pour USA17 qui a gagné l’America’s Cup en 2010. Nous en avons racheté quatre ainsi qu’une dérive, deux safrans de flotteurs, des voiles et des pièces d’accastillage. L’ingénieur Yves Mignard qui était chez eux à San Francisco pour l’édition 2013, nous a ensuite rejoint pour épauler Elie Canivenc, le responsable technique du team Sodebo.’’ Un bateau manœuvrable par un seul homme Malgré les avancées techniques et la brillante victoire de Franck Cammas en 2010, il ne faut surtout pas banaliser l’exercice du solitaire sur des multicoques de cette taille. Moins volages que des unités plus légères, ils génèrent d’autres complexités. Leur taille comme la surface et le poids des voiles rendent les manœuvres démesurées. “Il y a sept ans, pour définir les proportions du précédent bateau, nous étions partis de la taille maximum de la plus grande voile d’avant (le gennaker) que je pouvais enrouler seul,” rappelle Thomas. “Aujourd’hui, les échelles ont évolué comme la concurrence. Nous partons d’un bateau plus large pour concevoir un jeu de voiles plus grand mais on ne change pas pour autant la taille du skipper ! Sodebo Ultim’ avec un ris, c’est autant de voilure que le maxi-trimaran Sodebo grand voile haute. Mon expérience me sert et j’ai plein d’astuces à bord. Une chose est sûre, je veux pouvoir manœuvrer Sodebo Ultim’ et il a été conçu pour être performant à toutes les allures, même au près. Avoir un bateau polyvalent pourra s’avérer un atout sur la Route du Rhum et d’autant plus encore sur une future course autour du monde.”

Le maxi-trimaran Sodebo officiellement en vente Le plan Irens-Cabaret de 31 mètres est désormais disponible. Ce multicoque, taillé pour le solo, absolument abouti et en parfait état, a notamment réalisé deux tours du monde non stop, plusieurs transatlantiques, battu une dizaine de records et terminé 3e de la Route du Rhum 2010, tout en progressant chaque année techniquement grâce au team Sodebo.

Nom : Sodebo Ultim’ Numéro : 73 (En référence à la création de Sodebo par Simone et Joseph Bougro en 1973) Architectes : cabinet VPLP Longueur : 31m Largeur : 21,20m Hauteur mât : 35m Corde mât : 1,20m Tirant d’air : 37m Surface GV : 283m2 Surface voiles max au près : 444m2 Surface voiles max au portant : 663m2 1 colonne et 6 winchs 400m2 de filets de dyneema Pilotes automatiques : électrique et hydraulique

Sodebo Ultim’ sera mis à l’eau fin avril, à Vannes, devant le chantier Multiplast. L’équipe de Thomas Coville devra ensuite mettre au point ce bateau en un temps record, un challenge de taille.

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Video: Sodebo Ultim smashes round-the-world solo sailing record

The 31 metre trimaran Sodebo _ Ultim_  has smashed the record for a single-handed circumnavigation with French sailor Thomas Coville at the helm.

Sodebo Ultim arrived into Brest on December 26 to complete the voyage in 49 days, 3 hours, 7 minutes and 38 seconds, shaving more than eight days off Francis Joyon’s record, which had stood for eight years.

This incredible achievement required Coville to sail across more than 28,000 nautical miles of open ocean on the bare minimum of sleep. Speaking after his arrival, the 48-year-old told Le Parisien : “Mentally I had my highs and my lows but I knew where I wanted to get to. Physically I could not have gone much further.”

Launched by Multiplast in 2001 as Geronimo , Sodebo Ultim  is a former Jules Verne record holder. She was refitted in 2013 in collaboration with VPLP Design and now sports a full set of 3DI and NPL sails by North, which gave Coville a wide range of options for dealing with the varied conditions that he faced on his solo circumnavigation.

Sail designer Gautier Sergent worked in collaboration with sail coordinator, Loic Le Mignon and North Sails expert, Quentin Ponroy to design this flexible set-up.

Coville had made five previous attempts before breaking the record, and his 49-day solo circumnavigation now ranks as the fifth fastest round-the-world voyage by any sailing boat.

“Sailing these boats is tough, they are unforgiving,” he added. “If you lose your concentration for two minutes, the boat will take over, and you risk breaking equipment in what quickly spirals into life-threatening situations. You can not back off and 49 days of intense sailing is a long time to maintain your mental focus and physical strength.”

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The Supreme Soloists of the Ultimes

• By James Boyd
• January 9, 2024

On January 7, ocean racing will take another evolutionary step with the mind-boggling feat of six brave Frenchmen who will set off from Brest in northwest France on board their giant 105-by-75-foot foiling trimarans—around the world, nonstop. Singlehanded. The new event is the Arkea Ultim Challenge-Brest, a sprint marathon that is expected to take 45 days or less at an ­average of 20 knots.

The present record for a solo lap of the planet stands at 42 days, 16 hours, 40 minutes, 35 seconds, but when this was set in 2018, skipper François Gabart had the luxury of departing with an optimal 10-day forecast (covering the first quarter of his voyage all the way down to the Southern Ocean). Competitors in the Arkea Ultim Challenge-Brest will have to leave on the designated start date and make the best of whatever Mother Nature offers them. However, while Gabart’s MACIF trimaran is going again (in new livery as Anthony Marchand’s Actual Ultim 3 ), it is now one of the older of the six trimarans that will set out. The newest Ultims, which harness the latest offshore foiling technology, are much, much faster.

Two of the biggest names in solo round-the-world ­record-breaking will be missing from the lineup; Gabart has passed over the helm of his Ultim to “the next generation” in Tom Laperche. Francis Joyon, who demolished the record for the solo lap on two occasions, bringing it down from 125 days to 72 days in 2005 and from 71 days to 57 days four years later, is now 67. While all six starting skippers are highly experienced, they range in age from 55-year-old Thomas Coville, skipper of Sodebo Ultim 3 , to 26-year-old Laperche.

Coville is the race titan. When it comes to racing large trimarans around the world singlehanded, his experience is unprecedented. He’s been attempting circumnavigation records on large trimarans since 1997 and as a skipper since 2008. On his fifth attempt in 2016, he finally set a new record only for it to be broken a year later by Gabart. He also has raced in the America’s Cup and the Volvo Ocean Race (winning it with Franck Cammas on Groupama in 2011-12) and was twice part of crews claiming the Jules Verne Trophy (fully crewed, nonstop around-the-world record). He has completed circumnavigations eight times—four times solo and six times on trimarans.

The most hotly tipped skippers, however, are Armel le Cléac’h, 46, on Maxi Banque Populaire XI, and Charles Caudrelier, 49, on Maxi Edmond de Rothschild . While Caudrelier is best known for being a two-time Volvo Ocean Race winner (with Groupama , then as skipper of Dongfeng Race Team in 2017-18), both cut their teeth solo racing in the French one-design Figaro circuit. But when it comes to solo offshore credentials, Le Cléac’h knocks it out of the park. He’s won La Solitaire three times, most recently in 2020, and crucially for the upcoming Arkea Ultim Challenge-Brest has also raced in three Vendée Globe races, finishing on the podium in all and winning in 2016-17.

Le Cléac’h’s trimaran was launched in 2021 as a replacement for his ­previous Banque Populaire-backed Ultim, which broke up terminally in the 2018 Route du Rhum. Maxi Edmond de Rothschild is unique in the race for being designed by Guillaume Verdier, while the rest are from VPLP (although in every case, the team itself offers substantial input). While Caudrelier has won most Ultim silverware in recent seasons, including the singlehanded Route du Rhum trans-Atlantic race in 2022, Le Cléac’h ended his run by winning this fall’s Transat Jacques Vabre race between Le Havre in northern France and the French Caribbean island of Martinique.

Tom Laperche has taken over as skipper of Francois Gabart’s SVR-Lazartigue for solo races. This is Gabart’s second Ultim trimaran and is considered the most advanced of the six. Laperche won La Solitaire du Figaro in 2022 and has raced with Gabart on the Ultim ever since the boat was launched. He gained his round-the-world experience on the IMOCA Holcim in The Ocean Race.

Also inheriting his Ultim campaign is Anthony Marchand, who took over the helm of Actual Ultim 3 from Yves le Blevec in January. Launched in 2015, Actual Ultim 3 is Gabart’s former MACIF ­trimaran, which is the present holder of the solo round-the-world record. Marchand, 38, sets off with vast experience on ORMA 60 trimarans, in the Figaro class, the Volvo Ocean Race (competing in 2015-16 on MAPFRE ) and in the IMOCA.

Fundamentally, the rule limits length to 32 meters and width to 23 meters, and the complex foil configuration on all six Ultims is fairly similar. 

Éric Péron, 42, is the race’s last-minute entry, and as a newcomer to the Ultim class, he will likely back marker. Péron has a strong background in the Figaro and Ocean 50 trimaran classes, and his trimaran Adagio was previously Sodebo Ultim , on which Coville set both his solo round-the-world and west-to-east trans-Atlantic records.

While there is an Ultim 32/23 rule, the design parameters of these incredible machines is a work in progress. Fundamentally, the rule limits length to 32 meters and width to 23 meters. The complex foil configuration on all six Ultims is fairly similar. Each of the boats has six appendages, including the giant, retracting rake-adjustable J-foils (of varying shapes) in the floats. The latest-generation foils have grown larger, enabling the trimarans to fly both downwind and upwind in less wind. Among the three front-runners, the most recent edition of the Transat Jacques Vabre demonstrated that SVR-Lazartigue has the lowest take-off speed, while Maxi Banque Populaire XI ’s foils work best in waves. Maxi Edmond de Rothschild lies somewhere between these two positions.

Unique to the Ultims is the T-foil pioneered by Caudrelier’s team on their MOD70 (now Giovanni Soldini’s Maserati ). Located in the center hull, this is effectively a daggerboard with a trim tab (to aid pointing ability upwind) and an elevator. This foil is used in a similar fashion to how AC50 catamaran crews negatively raked their windward rudder elevator to produce downforce, sucking the weather hull down. When a gust hits an Ultim, the crew can drop the traveler, but a more energy efficient response is to increase pitch on the T-foil’s elevator to create additional downforce. Then there are three rudders (one on each hull), each with an elevator. The rudders in the floats can be raised (typically the windward one) to reduce drag.

Aside from the significant developments to the foils, especially to reduce cavitation at high speed, teams have been focusing on improving aerodynamic efficiency. The Ultims now have low-drag vinyl fairings for the aft side of their crossbeams, and on some boats, the deck itself forms an endplate for the foot of sails. Living quarters have improved dramatically and, like modern IMOCAs, are becoming increasingly enclosed. The most extreme among them is Sodebo Ultim 3 , where the front of Coville’s “bridge” is forward of the mast step.

Autopilots have transcended beyond being able to steer to course, apparent wind angle or even true wind angle. Depending on the point of sail, the pilot will now automatically head up or bear away when a gust hits. 

The rigs are the same as those that have been fitted to French multihulls for the past 30 years—a rotating wing mast with each shroud terminating in a giant hydraulic ram, permitting the rig (and its center of effort) to be canted to weather. This reduces the downward force on the leeward bow, which can cause multihulls to pitchpole. Whether this is still required is a moot point because today’s foils effectively keep the leeward bow from immersing.

Due to the sheer physics of an Ultim, aided by the canting rig and the mast being stepped so far aft, the risk of capsize is almost ­nonexistent, Caudrelier says: “The Ultims are the safest multihulls because they fly, because they are big, but also because we have made huge improvements to the pilots with safety functions, and also we have a nice automatic ­system to ease the sails. It is quite safe. I don’t worry too much about capsizing, but I have in the back of my mind that it can happen.”

Thanks to teams working with such companies as B&G and Pixel sur Mer, Ultim autopilots have transcended beyond being able to steer to course, apparent wind angle or even true wind angle. Depending on the point of sail, the pilot (using what’s referred to as its “safety overlay”) will now automatically head up or bear away when a gust hits, which it can detect by the wind instruments or an inclinometer. In extreme circumstances, they have systems to dump the sheets, although these too seem to be near-redundant. 

An interesting point of dispute between the Ultim teams is how much automation should be permitted. Caudrelier’s team is pro automation, while other teams are less so. As a result, the autopilot can perform these functions but cannot, for example, adjust the boat’s flying mechanism, to automatically set ride height, pitch, etc.

If capsize is less of a concern, then the skipper’s biggest worries are technical failures on their giant boats, as well as collisions. They have tried to overcome the former through sheer time at sea, testing and failing to improve reliability. Le Cléac’h, for example, says that in the past year, he has sailed Maxi Banque Populaire XI some 20,000 miles, or half a circumnavigation. This has been solo and crewed, in a mix of races, private sea trials and the Ultim fleet training en masse. To avoid collisions, the Ultims have all available kit from radar to AIS alarms to the latest tech such as SEA.AI, which uses a masthead-mounted camera array to see objects—floating or semisubmerged—in the water ahead of the boat. These are compared in real time with the SEA.AI’s huge and ever-growing database of objects to identify them as threats.

In the recent Transat Jacques Vabre, Maxi Edmond de Rothschild suffered rudder issues soon after the start (later found to be a delaminating starboard rudder) and then damage to its port J-foil, but it still finished the race. It seems, therefore, very likely that this level of attrition can be expected in the Arkea Ultim Challenge-Brest. Caudrelier says that this proved to be a wake-up call for his team as well as valuable practice for how to deal with midrace technical issues. For example, the J-foil damage occurred after a small impact. “But while we were sailing, the damage increased,” he says. Perhaps it would have been faster in the long term to stop, fix the issue, and then continue, he muses. For bigger issues, race’s sailing instructions permit skippers to pitstop where their teams can join them to effect repairs, but in this case, they are obliged to spend a minimum of 24 hours in port as a penalty.

To help reduce risks, OC Sport Pen Duick, the race’s organizers, are ­imposing a movable virtual ice barrier as we have seen in other round-the-world races. Competitors must stay north of this, regardless of whether it drives them into high pressure or storms. Interestingly, they are also imposing exclusion zones around known breeding grounds for whales (yet to be defined at the time of writing).

The Arkea Ultim Challenge-Brest may be a solo race, but each campaign is genuinely a team affair. Ultim teams today are giant, some the scale of America’s Cup teams two or three decades ago, with their own in-house designers, engineers, hydro and aerodynamic specialists, and electronic and hydraulic experts. In the event of a technical issue during the race, skippers can now get immediate support using reliable satellite communications. The most consistent remote support each skipper gets is with their routing. In the Ultim class, shore-based routing is permitted. Le Cleac’h, for example, is using Dutch legend Marcel van Triest and French skipper/navigator Nicolas Lunven to provide round-the-clock routing assistance.

Ultims are fast—50 knots is very possible—but skippers are less interested in top speed and entirely focused on maintaining high averages of 30 to 35 knots. They don’t need much wind to achieve such a pace, however. An Ultim’s optimal conditions are broad-reaching in 20 to 25 knots. Any more wind than that, and the sea state gets too large to foil safely. Even in optimal wind conditions, skippers must back off if sea state and wave direction is not ideal. Understanding this is vital to the routing process.

The Ultims are potentially so fast that their routing team can go a long way in ensuring that they stay in optimal conditions. For example, in the Southern Ocean, if they can get into the optimal reaching conditions in flat water ahead of a front, they can potentially ride this for days. But the biggest limitation is the solo skipper. The Ultims typically carry a mainsail and four headsails, including two gennakers and a permanently hoisted J2, all set on furlers. Tacking and jibing requires the sails to be released and sheeted in, the mast to be canted and tacked, and foils and rudders to be raised and lowered. It’s a process that typically takes 20 to 30 minutes. Le Cleac’h says that the most time-consuming sail change is going from the J0 to the J1 because the sails are heavy (around 120 kg), and this can take up to an hour. Factoring all this into the routing is vital because the skipper on his own can do only so much.

“If reaching 95 percent of the boat’s potential requires making three jibes and four tacks and to change two sails, it will be difficult to do that if you are tired,” Le Cleac’h says. His routers offer him three options—from the one offering optimal performance to the easiest for him to achieve—which can be decided based on his energy level and capabilities.

One positive for the skippers is that the required endurance is comparably short compared with a Vendée Globe effort, but still, so much remains unknown as they embark on this extreme test of man and machine. 

“It is a bit like the first Vendée Globe,” Caudrelier says. “It is not quite the same because we know where we are going, but it is the first one, so it is a bit of an adventure. Usually you push to the maximum constantly, but for me, this is the first time I can’t do that. We will have to find the good balance between good performance and safety of the boat. That is an interesting exercise.”

• More: Arkea Ultim Challenge Brest , Print January 2024 , Racing , Sailboat Racing
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New trimaran Sodeb'O arrives in Sydney

Related Articles

Sodeb'O / Thomas Coville

Actual ultim'  / yves le blevec.

Caractéristiques :

Longueur : 31.00 m

Largeur : 16.55 m

Poids :  12 t puis 11.5 t

Hauteur du mât :   33 puis 30.5 m en 2017

Corde du mât :  m

Tirant d'eau : 2.50 m puis 3.00 m

Matériaux :  Carbone/Normex

Surface de voile au près : 379 m² puis 395 m²

Surface de voile au portant :  500 m²

Architectes : Irens/Cabaret

Appendices : Martin Fischer

Chantier :  BoatSpeed - Mât :  2017 Lorima - Voiles : Incidences

Mise à l'eau : juin 2007

Histoire et palmarès :

Sodebo est une entreprise de longue date investie dans le sponsoring voile. L'aventure a débuté en 1997, avec Raphael Dinelli et un IMOCA 60. Très rapidement après une transatlantique, Raphael Dinelli est remercié et c'est Thomas Coville qui prend le relais. S'en suivra un ORMA 60 (dont les bras sont ceux de Prince de Bretagne aujourd'hui), sans oublier un M34. 

A la fin de l'aventure des ORMA, il est décidé que Thomas Coville s'oriente vers les records en solitaire. Un maxi trimaran est donc mis en chantier à l'autre bout de la planète chez BoatSpeed en Australie. De ces plans signés Nigel Irens et Benoit Cabaret, sortiront deux sister ship ( IDEC et Majan Oman Air ). Après les premiers tests menés en Australie, le bateau revient en France par la mer et ce demi-tour du monde, permet à Thomas Coville de prendre en main son nouveau trimaran.

En décembre 2007, après un baptême par Ellen MacArthur, Thomas Coville s'élance sur le Tour du Monde, en janvier dans les glaces du grand Sud, il bat le record de la plus grande distance parcourue en solitaire avec 619.3 milles en 24 h, mais abandonne peu de temps après sa tentative suite à un flotteur endommagé à l'étrave. 

Le bateau rentre en chantier à Cap Town (Afrique du Sud), pour réparer l'avarie de crash box. Le bateau rejoint New-York pour une tentative de record de l'Atlantique Nord en solitaire. Un premier record au tableau de chasse.

Novembre 2008, nouveau départ pour le record du Tour du Monde, les conditions météo ne sont pas bonnes, le retard s'accumule et malgré deux records de distance en 24 h et une formidable fin de parcours le record restera la propriété d' IDEC et Francis Joyon.

Le bateau rentre en chantier et est remis à neuf et optimisé pendant l'hiver 2009. Un premier stand by pour la Route de la Découverte qui ne donnera rien à cause de la météo, tout comme celui du record de l'Atlantique Nord.

Au chantier de l'hiver suivant, le bateau est de nouveau optimisé, des foils sont ajoutés aux flotteurs et tout est mis en oeuvre pour remporter la Route du Rhum (3 transatlantiques aux programmes), avant un dernier chantier. Thomas Coville et Sodeb'O termineront 3ème de la Route du Rhum remportée par   Groupama 3.

2011 nouvelle tentative sur le Tour du Monde. Le tour est de nouveau bouclé, mais sans prendre le record. En 2012, divers records en Manche et Méditerranée. Idem en 2013, où une dernière tentative au Tour du Monde sera abandonnée après avoir plus de 1000 milles de retard sur le record.

Thomas Coville et Sodebo ont on ligne de mire la Route du Rhum 2014, depuis 2012. Ils essayent de racheter le dernier vainqueur Groupama 3 , finalement reprise par la Banque Populaire , alors que l'affaire était quasi faite ! Le budget et le temps n'étant pas suffisants pour lancer la construction d'un nouveau maxi, ils décident de rentrer en contact avec Olivier de Kersauson pour racheter Geronimo , depuis 6 ans à quai à Brest. L'accord est trouvé, après quelques difficultés pour débuter l'aventure Sodebo Ultim' . 

Pour Sodeb'O c'est le désarmement et le stockage sur le parking de Multiplast à Vannes. Deux  skippers, dont Yann Eliès, essaye de monter un projet pour la Route du Rhum 2014, sans succès.

Janvier et Mars 2015 le bateau est sur le terre plein chez Multiplast. Fin juin 2015 le bateau a été mis à blanc et le bruit court qu'Actual aurait racheté le trimaran pour Yves Le Blevec.

Le 9 Juillet, l'information est confirmée officiellement. Le bateau va subir un chantier et participera à la Jacques Vabre. Mi août, le bateau est toujours à Vannes, la déco a commencé à être posée. Le 10 septembre, le projet est présenté à la presse et le trimaran devrait être remis à l'eau vers le 25. C'est finalement le 23 septembre, que le trimaran touche l'eau, la prise en mains peut débuter.

Le 25 octobre, première course, la Transat Jacques Vabre, après près de 5 jours de course, et déjà à plus de 700 milles des deux leaders, Actual évite de justesse le démâtage et abandonne. Le trimaran est de retour à la Trinité 8 jours plus tard, les réparations sont effectuées et une première sortie d'entraînement a lieu le 10 novembre, puis une seconde le 24 novembre. Plusieurs autres sorties auront lieu et notament une avec des pilotes des 24 heures du Mans le 15 décembre. La veille, Yves Le Blévec Jean Le Cam, Alain Gautier et Thomas Coville étaient sur le circuit du Mans au volant de voitures de courses.

Le 8 janvier 2016, le bateau fait l'aller retour à Lorient pour être démâté. S'en suit un chantier à flot, où toute l'électronique du bord est remplacée pour répondre aux dernières innovations, les vérins hydroliques du système de bascule du mât démontés (gain de poids - 150 kg), le mât sera fixe pour la saison 2016. Fin février, le trimaran prend la direction de Vannes et du chantier Multiplast où il est sorti de l'eau et mis sur le terre plein du chantier. Au programme, un peu de décoration, mais surtout la réparation d'une cloison à l'intérieur du flotteur tribord. Un chantier beaucoup plus important avec Benoit Cabaret est programmé pour l'hiver 2016/2017.

Le 2 avril, le bateau est remis à l'eau, le 5 il retrouve son mât à Lorient et le 7, le premier entraînement au large a enfin lieu.

Après la Transat Anglaise et quelques jours à New-York, l'équipe, sans Yves Le Blévec, reprend la mer pour un convoyage vers la Trinité sur Mer. Le bateau participe à quelques sorties RP ou d'entraînements au large de Quiberon, il s'impose sur les Voiles de la Baie et le record SNSM, avant de gagner Brest pour la grande parade de Brest 2016. Puis à la Drheam Cup et au Trophée Prince de Bretagne pour des RP. Le trimaran rejoint aussitôt le trophée terminé son port d'attache de la Trinité sur Mer. Direction fin août vers la Méditerranée pour des RP au large de Marseille. Le 20 septembre, le trimaran prend le chemin de l'Atlantique et le 27 en fin d'après midi, il est amarré de nouveau à son ponton à la Trinité sur Mer.

Durant le mois d'octobre, les voiles, dérive, foils, safrans, bôme sont démontés et le 27 octobre, le bateau est convoyé à la cale de St Philibert pour entrer en chantier. Au programme fiabilisation de la plate-frome, allègement, remise en place des vérins du mât, construction d'un nouveau mât plus petit et confection de novuelles voiles.

Le 11 avril, Actual retrouve l'eau, le lendemain direction Lorient au moteur pour récupérer le nouveau mât. Au retour de New-York en convoyage et sa 4ème place, Actual ne reste que 24 heures au ponton à la Trinité, avant de rejoindre Lorient pour y laisser son mât chez son constructeur. Les trois coques regagnent la Trinité sur Mer pour un chantier à flots.

Fin août, Actual retrouve son mât, les sorties d'entraînements débutent, les derniers détails sont réglés tout au long du mois. Début octobre le trimaran semble être fin prêt. A la mi octobre, le stand-by débute à la Trinité sur Mer pour le Tour du Monde à l'envers en solitaire et sans escale.

Après 19 jours de mer, Actual passe le Horn le 14 décembre à 1 h 24. à 4 h 20 dans la nuit en France, Yves Le Blévec déclenche ses balises de détresse pour signaler que le trimaran à un bras de cassé et qu'il a chaviré. Le skipper est sain et sauf et attend les secours à l'intérieur de son bateau.

Le skipper est hélitreuillé par la Marine Nationale Chillienne et déposé à Terre. Un temps, le team essaye de monter une opération pour récupérer l'épave, mais vu le lieu et le prix l'opération est très vite abandonnée.

Le bateau est perdu.

Sodeb'O - Thomas Coville

2007 : Tour du Monde en solitaire abandon crash box flotteur arraché

2007 : lors du T du M bat le record de la distance en 24 h avec 619.3 milles à 25.8 noeuds

2008 : Record de l'Atlantique Nord en solitaire en 5 j 19 h 29 min

2009 : Tour du Monde en solitaire en 59 j 20 h (pas de record)

2009 : lors du T du M bat le record de la distance en 24 h avec 628.50 m

2010 : 3ème de la Route du Rhum 10 j 3 h 

2011 : Tour du monde ne solitaire en 61 j 0 h 7 min (pas de record)

2012 : Tour de Belle Île Abandon

2012 : ArMen Race 5ème skipper : Karine Fauconnier

2012 : Record de la traversé de la Méditerranée en solitaire en 1 j 1 h 36m

2013 : Route de la Découverte en solitaire abandon blessure à la jambe

2013 : Tour de Belle Île 6ème

2013 : Record SNSM 2ème

2013 : Tour du Monde en solitaire abandon casse balcon avant

2014 : Tour du Monde en solitaire abandon 1000 milles de retard dans l'Atlantique Sud.

02/2015 : Le bateau est sur le terre plein de chez Multiplat à Vannes

Actual - Yves Le Blevec

10/2015 : Abandon sur la Transat Jacques Vabre

04/2016 : 2ème du warm-up The Transat

05/2016 : 3ème The Transat en 10 jours 12 h 15 min et 59 sec

06/2016 : 1er des Voiles de la Baie en 2 et 41 min

06/2016 : 1er du Record SNSM en 20 h et 1 min

07/2016 : 3ème de Round The Island Race

07/2016 : Participation à Brest 2016

Actual - Sandrine Bertho

08/2016 : 2ème du Prologue de la Drheam Cup en 2 h 42 et 1 sec

08/2016 : Abandon sur la Drheam Cup (équipière phalange doigt coupé)

Actual - Yves Le Blévec

08/2016 : Torphée Prince de Bretagne

05/2017 : 3ème de l'Armen Race Uship en 26 h 36 min

07/2017 : 4ème de The Bridge en 9 jours

12/2017 : Abandon sur la tentative de tour du Monde à l'envers suite à un chavirage au Horn

daft punk homework kaseta

Find anything you save across the site in your account

By Larry Fitzmaurice

December 2, 2018

Daft Punk ’s Homework is, in its pure existence, a study in contradictions. The debut album from Thomas Bangalter and Guy-Manuel de Homem-Christo arrived in 1997, right around the proliferation of big-beat and electronica—a twin-headed hydra of dance music fads embraced by the music industry following the commercialization of early ’90s rave culture—but when it came to presumptive contemporaries from those pseudo-movements, Homework shared Sam Goody rack space and not much else. Daft Punk’s introduction to the greater world also came at a time when French electronic music was gaining international recognition, from sturdy discotheque designs to jazzy, downtempo excursions—music that sounded miles away from Homework ’s rude, brutalist house music.

In the 21 years since Homework ’s release, Daft Punk have strayed far from its sound with globe-traversing electronic pop that, even while incorporating other elements of dance music subgenres, has more often than not kept house music’s building blocks at arms’ length. 2001’s Discovery was effectively electronic pop-as-Crayola box, with loads of chunky color and front-and-center vocals that carried massive mainstream appeal. Human After All from 2005 favored dirty guitars and repetitive, Teutonic sloganeering, while the pair took a nostalgia trip through the history of electronic pop itself for 2013’s Random Access Memories . Were it not for a few choice Homework tracks that pop up on 2007’s exhilarating live document Alive 2007 , one might assume that Homework has been lost in the narrative that’s formed since its release—that of Daft Punk as robot-helmeted superstar avatars, rather than as irreverent house savants.

But even as the straightforward and strident club fare on Homework remains singular within Daft Punk’s catalog, the record also set the stage for the duo’s career to this very day—a massively successful and still-going ascent to pop iconography, built on the magic trick-esque ability to twist the shapes of dance music’s past to resemble something seemingly futuristic. Whether you’re talking about Bangalter and Homem-Christo’s predilection for global-kitsch nostalgia, their canny and self-possessed sense of business savvy, or their willingness to wear their influences on their sleeve like ironed-on jean-jacket patches—it all began with Homework .

It couldn’t possibly make more sense that a pair of musicians whose most recent album sounds like a theme park ride through pop and electronic music’s past got their big break at Disneyland. It was 1993, and schoolboy friends Bangalter and Homem-Christo’s rock band with future Phoenix guitarist Laurent Brancowitz, Darlin’—named after a track from the 1967 Beach Boys album Wild Honey that the three shared an affinity for—had disbanded after a year of existence that included a few songs released on Stereolab ’s Duophonic label. (Melody Maker writer Dave Jennings notoriously referred to their songs as possessing “a daft punky thrash,” which led to the pair assuming the Daft Punk moniker.)

While attending a rave in Paris, Bangalter and Homem-Christo had a chance encounter with Glasgow DJ/producer Stuart McMillan, the co-founder of the Soma Recordings dance label; like any aspiring musicians would, they gave him a demo tape of early Daft Punk music. The following year Soma released Daft Punk’s debut single “The New Wave,” a booming and acid-tinged instrumental that would later evolve into Homework cut “Alive.”

A follow-up, “Da Funk” b/w “Rollin’ & Scratchin’,” hit shops in 1995; according to a Muzik profile two years later, its initial 2,000-platter pressing was “virtually ignored” until rave-electronica bridge-gap veterans the Chemical Brothers started airing out its A-side during DJ sets. A major-label bidding war ensued, with Virgin as the victor which re-released “Da Funk” as a proper single in 1996 with non- Homework track “Musique” as its B-side. During this time, Bangalter and Homem-Christo casually worked on the 16 tunes that would make up Homework in the former’s bedroom, utilizing what The Guardian ’s Ben Osborne referred to in 2001 as “ low technology equipment ”—two sequencers, a smattering of samplers, synths, drum machines, and effects, with an IOMEGA zip drive rounding out their setup.

Bangalter and Homem-Christo’s work ethic while assembling the bulk of Homework was of the type that makes sloths appear highly efficient by comparison: no more than eight hours a week, over the course of five months. “We have not spent much time on Homework ,” Bangalter casually bragged to POP . “The main thing is that it sounds good… We have no need to make music every day.” The songs were crafted with the intention of being released as singles (“We do not really want to make albums,” Bangalter claimed in the same interview), Homework ’s eventual sequencing a literal afterthought after the pair realized they had enough material to evenly fill four sides of two vinyl platters. “Balance,” the pair said in unison when asked about Homework ’s format-specific sequencing in Dance Music Authority following the album’s release. “It is done for balance.”

Indeed, Homework is practically built to be consumed in side-long chunks; taking the album in at a single 75-minute listen can feel like running a 5K right after eating an entire pizza. Its A-side kicks off with the patient build of “Daftendirekt”—itself a live-recording excerpt of introductory music used during a Daft Punk set at 1995’s I Love Techno festival in Ghent—and concludes with the euphoric uplift of “Phoenix”; the B-side opens with the literal oceanic washes of “Fresh” before stretching its legs with the loopy, Gershon Kingsley-interpolating “Around the World” and the screeching fist-pump anthem “Rollin’ & Scratchin’.” The third side keeps things light with the flashy, instructional “Teachers” before getting truly twisted on “Rock’n Roll,” and the fourth side takes a few rubbery detours before landing on the full-bodied “Alive”—the thicker and meaner final form of “The New Wave”—and, quixotically, a slight and rewound “Da Funk” return, aptly titled “Funk Ad.”

Bangalter explained to POP that the title of Homework carries a few meanings: “You always do homework in the bedroom,” he stated, referencing the album’s homespun origins before elaborating on the didactic exercise that creating the album represented: “We see it as a training for our upcoming discs. We would as well have been able to call it Lesson or Learning .” That instructional nature is reflexive when it comes to listeners’ presumptive relationship with the album, as Homework practically represents a how-to for understanding and listening to house music.

Nearly every track opens with a single sonic element—more often than not, that steady 4/4 rhythm inextricably tied to house music—adding every successive element of the track patiently, like a played-in-reverse YouTube video showcasing someone taking apart a gadget to see what’s inside. Such a pedagogic approach can have its pitfalls; there’s always a risk of coming across as too rigid, and Daft Punk arguably fell victim to such dull, fussy didacticism later in their careers. But they sidestep such follies on Homework by way of the purely pleasurable music they carefully assembled, piece-by-piece, for whoever was listening.

Under the umbrella of house music, Homework incorporates a variety of sounds snatched from various musical subgenres—G-funk’s pleasing whine, the cut-up vocal-sample style of proto-UK garage made popular by frequent Daft Punk collaborator Todd Edwards , disco’s delicious synths and glittery sweep—to craft a true musical travelogue that also hinted at the widescreen sonic scope they’d take later in their careers. Above all, the album represents a love letter to black American pop music that’s reverberated through Daft Punk’s career to date—from Janet Jackson ’s sample of “Daftendirekt” on her 2008 Discipline track “So Much Betta” to Will.i.am’s failed attempt to remix “Around the World” the year previous, as well as the duo’s continued collaborations with artists ranging from Pharrell to Kanye West and the Weeknd .

The spirit of house music’s Midwestern originators is also literally and musically invoked throughout. Over the winding house-party groove of “Teachers,” Daft Punk pay homage to their formative influences, ranging from George Clinton and Dr. Dre to Black house and techno pioneers like Lil Louis, DJ Slugo, and Parris Mitchell—and in a meta twist, the song’s structure itself is a literal homage to Mitchell’s 1995 Dance Mania! single “Ghetto Shout Out,” an interpolation clearly telegraphed in the middle of Daft Punk’s astounding contribution to BBC’s Essential Mix series in 1997 .

Alongside Daft Punk’s preoccupations with American popular music, Homework also carries a very specific and politically pointed evocation of their native Paris in “Revolution 909,” the fourth and final single released from Homework that doubled as a critique of anti-rave measures taken by the French government after Jacques Chirac assumed power in 1995. “I don’t think it’s the music they’re after—it’s the parties,” Homem-Christo told Dance Music Authority , with Bangalter adding, “They pretend [the issue is] drugs, but I don’t think it’s the only thing. There’s drugs everywhere, but they probably wouldn’t have a problem if the same thing was going on at a rock concert, because that’s what they understand. They don’t understand this music which is really violent and repetitive, which is house; they consider it dumb and stupid.”

“Revolution 909” opens with ambient club noise, followed by the intrusion of police sirens and intimidating megaphone’d orders to “stop the music and go home.” The accompanying Roman Coppola-helmed music video was even more explicit in depicting the frequent clash between ravers and law enforcement that marked dance music’s rise to the mainstream in the early-to-mid-’90s; amidst a kitschy instructional video on making tomato sauce, a pair of cops attempt to disperse a rave, a young woman escaping one of their grasps after he becomes distracted by a tomato sauce stain on his own lapel.

It’s been rumored, but never quite confirmed, that Bangalter himself appears in the video for “Revolution 909”—a slice of speculation gesturing towards the fact that Daft Punk’s Homework era was the time in which the duo began embracing anonymity. The now-iconic robot helmets wouldn’t be conceived of until the Discovery era, and the magazine stories that came during Daft Punk’s pre- Homework days were typically accompanied by a fresh-faced photo of the pair; during Homework ’s promotional cycle, however, they donned a variety of masks to obscure their visages, including frog and pig-themed disguises .

In conversation with Simon Reynolds for The New York Times in 2013, the pair cited Brian De Palma’s glam-rock masterpiece Phantom of the Paradise as artistic inspiration for their decision to retain visual anonymity, and Daft Punk’s press-shy tendencies (since Homework , the interviews they’ve chosen to take part in have been few and far between) are firmly situated in a long tradition of letting the music do the talking in dance culture—from the sci-fi evasiveness of Drexciya and Aphex Twin ’s relative reclusiveness to the preferred reticence of Burial and his contemporaries in the UK bass scene.

But refusing to turn themselves into rock stars upon Homework ’s release also afforded Daft Punk a crucial element that has undoubtedly aided their perpetual ascent to the present-day: control. Retaining a sense of anonymity was but one of the conditions that the pair struck with Virgin upon signing to the label before Homework ’s release; while the music they released under the label (before signing to Columbia in 2013) was licensed exclusively to Virgin, they owned it through their own Daft Trax production and management company.

But Homework proved influential in other, more explicitly musical ways. G-house, an emergent dance subgenre in the mid-2010s dominated by acts like French duo Amine Edge & Dance, borrows liberally from Daft Punk’s own musical mash of hip-hop’s tough sounds and house music’s pounding appeal; the dirty bloghouse bruisers of Parisian collective Ed Banger—founded by Pedro Winter aka Busy P, who acted as the group’s manager until 2008—would literally not exist were it not for Homework , and that goes double for the party-hardy bloghouse micro-movement of the mid-late 2000s, which Ed Banger’s artists practically dominated. Parisian duo Justice , in particular, owe practically the entirety of their 2007 landmark † to the scraping tension of “Rollin’ & Scratchin’.”

It’s tempting, too, to tie a connective thread between Homework and the brash sounds that proliferated during the peak heyday of the financial descriptor-cum-music genre known as EDM; close your eyes while listening to “Alive”’s big-tent sweep and try not to imagine the tune destroying a festival crowd. But for all of Homework ’s aggressive charms, it’s also retained a homespun intimacy in comparison to how positively widescreen Daft Punk’s music became afterwards. “We focus on the illusion because giving away how it’s done instantly shuts down the sense of excitement and innocence,” Bangalter told Pitchfork in 2013, and the fact that two Beach Boys fans fiddling around in their bedroom could conceive of something so generously in-your-face and playful as Homework might still stand as Daft Punk’s greatest illusion yet.

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Few records combine sonic innovation with veneration for what came before as succinctly as Daft Punk’s 1997 debut, Homework. The title itself implies this duality: It’s a reference to both the bedroom studio where musicians Thomas Bangalter and Guy-Manuel de Homem-Christo recorded their early house and techno productions, and a nod to the older artists the duo studied in preparation for their dance music breakthrough. Many of those musical ancestors are name-checked on the Homework track “Teachers,” on which Bangalter and Homem-Christo salute the (mostly) electronic music producers and DJs who inspired their work. That includes plenty of semi-obscure Chicago house music heroes and Detroit and UK techno champions, many of whom predated Daft Punk by a decade—but who were still active in the late-1990s rave scene. By tagging their peers, the members of Daft Punk were expressing solidarity with the many BIPOC artists whom they’d obsessed over for years. It was a declaration of belonging that could have come off as appropriation, had Homework not so fully elevated the genre. Bangalter and Homem-Christo might wear their influences on their sleeve, but their music transcends mere tribute; it’s some of the most unforgettable hook-laden house and techno ever put to wax. When it comes to the dance floor, if a record’s hot, that record is hot. And DJs across the globe pumped Homework’s 16 tracks, which included everything from playful filtered disco (“Revolution 909”) to throttling acid techno (“Rollin’ & Scratchin’”). Meanwhile, radio jocks and MTV programmers on the lookout for format-friendly versions of popular rave sounds swooned over Homework cuts like “Da Funk” and “Around the World,” which became breakout hits, thanks to inventive videos directed, respectively, by Spike Jonez and Michel Gondry. That near-impossible confluence of talent and timing allowed Homework to achieve its position atop every list of 1990s electronic music. As time went on, the members of Daft Punk would prove themselves worthy of every accolade Homework received as they continued to evolve from students to teachers to masters—elevating the state of electronic music every step of the way.

January 20, 1997 16 Songs, 1 hour, 14 minutes Distributed exclusively by Warner Music France / ADA France, ℗ 1997 Daft Life Ltd.

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Homework: How Daft Punk Schooled Us In The Future Of Dance Music

With their debut album, ‘Homework’, Daft Punk cemented their place in history, even while shaping what that history would become.

There are those who ride the waves of a scene, and there are those who create a new scene in the first place. Daft Punk have always been the latter, particularly in the formative years surrounding their debut album, Homework .

Listen to Homework here

Scrappy, raw and experimental.

Few musical acts have changed so much between albums as Daft Punk did in the four years between the release of Homework , on 20 January 1997, and its follow-up, Discovery . Reinvention is often the key to longevity in music, but it usually comes after years of exhausting the same tried and tested formula. For Daft Punk, however, their first two albums feel like the works of entirely different artists: meticulously detailed and polished, Discovery was stuffed with instant classics that aimed for the big leagues. Homework , however, represents everything that’s exciting about the best debut albums: scrappy, raw and experimental, it perfectly captured the spirit of Daft Punk’s live sets in their early years, with tracks mixing into each other perfectly, building and maintaining energy as if tooled for a club appearance.

Video footage from a live show in Wisconsin, in 1996, demonstrates this perfectly. Claiming to be the earliest evidence of Daft Punk on stage, there isn’t a mirror ball or robot mask in sight. Aesthetically, it could be any boiler-room gig – a small audience going wild as Thomas Bangalter and Guy-Manuel De Homem-Christo rip through their set with absolute conviction. Sonically, it’s a wild ride: the beat is the only constant; everything else can be thrown in and pulled away again in an instant. Tracks like Homework ’s Rock’n Roll, with its pulsating scratch loop, brought the excitement of these shows to listeners’ stereos.

Hints of the Daft Punk to come

However, Homework isn’t just a recorded version of an early gig. Across its 75 minutes, there are plenty of hints of the Daft Punk to come, particularly with the standout hits Alive, Da Funk and Around The World. The ambition alone of these early singles was enough to change the dance music scene at the time, pushing house back into the mainstream.

Recorded on the cheap at home (a process that gave the album its title), Homework wasn’t truly intended to be an album: the singles are placed between the more experimental tracks in an attempt to form something that felt more traditionally cohesive. Even so, it’s clear there were two very difference sides to Daft Punk, even in these early stages.

Few artists could produce their debut album at home while ensuring it sounded perfect wherever it was played, but, channelling huge amounts of energy and live experience for the recording, Bangalter and De Homem-Christo already knew what would work and what wouldn’t on their limited set-up. It’s this adaptability that made Daft Punk’s journey from club act to festival headliners a smooth one. But while it’s one thing to make an album at home, it’s an entirely other thing to have it cement your place in musical history.

Here are some of the standout tracks that make Homework a lesson in the evolution of dance music…

Homework : the tracks you need to hear

Revolution 909.

There’s a drum sound so industrial it could have been recorded in a factory, landing with such a satisfying clang that it’s hard to focus on anything else. Revolution 909 sits perfectly as one of Homework ’s opening tracks, setting the energy for the rest of the album and leading flawlessly into Da Funk…

… Which is not only a highlight on Homework , it’s a highlight of Daft Punk’s entire career. When a band discovers a truly great riff, they strip down everything else and squeeze every last drop out of it. Da Funk is one of those: instant, direct, and memorable – everything you want from a house track. Also, shout-out to the music video by the masterful Spike Jonze, in which a dog with its leg in a cast gets treated with complete indifference by a load of strangers.

Nothing sums up the early Daft Punk sound quite like Phoenix. Though subtler than some of the Homework ’s later tracks, it’s fully earned its place amongst the group’s bigger hitters.

Around The World

What more is there to say that hasn’t already been said? Around The World remains a juggernaut in dance music. Every part has been tightened to perfection, making it the perfect instrumental for the duo to introduce their trademark robot voice on.

With a twitching bassline that props up an ever-growing beat, Burnin’ is surrounded by all kinds of pops, scratches, slides and squeaks. If Homework builds in intensity as a live set would, this is the peak of that experience.

One of the original singles dropped ahead of Homework’s release, Alive still sounds as huge as ever. There’s a reason they name their tours after this song…

Check out the best Daft Punk song of all time to discover how they got harder, better, faster, stronger.

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Homework is the debut studio album by the French electronic music duo Daft Punk, released on 20 January 1997 by Virgin Records and Soma Quality Recordings. The duo produced the tracks without plans to release an album. After working on projects that were intended to be separate singles over five months, they considered the material good enough for an album.

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Trains Moscow to Elektrostal: Times, Prices and Tickets

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Moscow to Elektrostal by train

The journey from Moscow to Elektrostal by train is 32.44 mi and takes 2 hr 7 min. There are 71 connections per day, with the first departure at 12:15 AM and the last at 11:46 PM. It is possible to travel from Moscow to Elektrostal by train for as little as or as much as . The best price for this journey is .

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How long does it take to get from Moscow to Elektrostal by train?

The journey between Moscow and Elektrostal by train is approximately 32.44 mi. It will take you more or less 2 hr 7 min to complete this journey. This average figure does not take into account any delays that might arise on your route in exceptional circumstances. If you are planning to make a connection or operating on a tight schedule, give yourself plenty of time. The distance between Moscow and Elektrostal is around 32.44 mi. Depending on the exact route and provider you travel with, your journey time can vary. On average, this journey will take approximately 2 hr 7 min. However, the fastest routes between Moscow and Elektrostal take 1 hr 3 min. If a fast journey is a priority for you when traveling, look out for express services that may get you there faster. Some flexibility may be necessary when booking. Often, these services only leave at particular times of day - or even on certain days of the week. You may also find a faster journey by taking an indirect route and connecting in another station along the way.

How many journeys from Moscow to Elektrostal are there every day?

On average, there are 71 daily departures from Moscow to Elektrostal. However, there may be more or less on different days. Providers' timetables can change on certain days of the week or public holidays, and many also vary at particular times of year. Some providers change their schedules during the summer season, for example. At very busy times, there may be up to departures each day. The providers that travel along this route include , and each operates according to their own specific schedules. As a traveler, you may prefer a direct journey, or you may not mind making changes and connections. If you have heavy suitcases, a direct journey could be best; otherwise, you might be able to save money and enjoy more flexibility by making a change along the way. Every day, there are an average of 18 departures from Moscow which travel directly to Elektrostal. There are 53 journeys with one change or more. Unfortunately, no connection was found for your trip from Moscow to Elektrostal. Selecting a new departure or arrival city, without dramatically changing your itinerary could help you find connections.

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Best time to book cheap train tickets from Moscow to Elektrostal

The cheapest Moscow - Elektrostal train tickets can be found for as low as $35.01 if you’re lucky, or $54.00 on average. The most expensive ticket can cost as much as $77.49.

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When travelling to Elektrostal by train, if you want to avoid crowds you can check how frequently our customers are travelling in the next 30-days using the graph below. On average, the peak hours to travel are between 6:30am and 9am in the morning, or between 4pm and 7pm in the evening. Please keep this in mind when travelling to your point of departure as you may need some extra time to arrive, particularly in big cities!

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Best Catamarans Over 50 Feet

All kinds of high-end luxury sailing you could ever imagine can be experienced on Catamarans Over 50 Feet. It just depends on the boat at hand. Why spend your holiday cruising or liveaboard on a monohull when comfortable catamarans exist?

A catamaran is quite different from a regular monohull. Catamarans are typically designed with two equal-sized hulls and derive their stability from their wide beam; unlike a one-hulled boat deriving stability from a loaded undersurface.

The average catamaran is 38-47 feet in size. Usually, they are equipped with four large cabins with double or queen-sized beds, each cabin having an in-suite head. These vessels, originally designed for fishing, have, over the years, evolved and have become very popular in recent years. Lately, many boatbuilders are focusing more and more on building large catamarans over 50 feet as more and more people are starting to liveaboard and put more emphasis on comfort and luxury than their sailing performance.

In 2011, the biggest catamaran ever was built by Pendennis Shipyard in the UK, at 145 feet in length! It is equipped with a trampoline, a jacuzzi and can accommodate 12 guests in 5 cabins. This boat is designed to accommodate all the luxuries and adornments that can be found on a watercraft.

Here are the best sailing catamarans over 50 feet, in no particular order.

Length: 50 Feet

Price: From $500k to $1.5 Million USD On the Used Market

Back in 2019, the Lagoon 50 was awarded the best multihull of Sail Magazine. A product of the world’s largest boat manufacturer Lagoon, established in 1984, is majorly famous for the design and construction of cruising catamarans, which infuse top-notch designs, upscale comfort, and great sailing performances to one’s boating experience. Every detail is carefully thought out to establish novel and spacious architecture with a homely ambiance.

It’s a perfect balance between the model Lagoon 450 and the lofty 52. The Lagoon 50 has an encompassing view, generous volumes with a self-tacking jib, and a shorter mast for easily simplified maneuvers. It has two cockpits, one large one facing the sea and the other for seating at foredeck or on a deck chair. The hulls being large enough to contain more than 2 cabins, you can have up to six cabins. Italian agency Nauto Design Studio set a standard for their innovative interior designs every time. This vessel boasts of a unique brand signature, providing increased performance and a detailed wood finish to be fitted for the owner. Unconventional lines are linked with luxury, versatility, and a layout of technical options to cater to everyone’s needs.

>>Also Read: Jeanneau 64 Review

Length: 52 Feet

Looking for something contemporary and luxurious? Lagoon 52 takes the cake in that way. This boat signified a new stage in the design of cruising catamarans. The Lagoon 52 is a product of the prolonged conversations between Lagoon’s customary VPLP, Nauto design agency, and the Lagoon design department. It comes in two versions: The Lagoon 52 FlyBridge, known as Lagoon 52F, and Lagoon 52 SporTop.

The combination of onboard comfort with its sailing performance is perfect and in sync. The wide side decks allow easy movement onboard. The cockpit and saloon also offer spacious living areas. The vertical bows of the boat have a diamond-shaped appearance with diagonal shaped hull and a lifting deck house.

The boat is easily accessible and safe thanks to the open rear skirts. Most of the features in this luxurious watercraft can be found in the aforementioned Lagoon 50. It has a perfect blend for its easy use, a comfy, elegant interior, amazing space, and lighting. You’re sure to get your money’s worth with the LAGOON 52.

Privilege Series 5

Price: Around $1-1.5 Million USD

At 50 feet, this boat is quite marvelous and a privilege to spend your time in as a cruiser or owner. The Privilège Series 5 is the world’s first 50 feet sailing catamaran. This vessel was built by Privilège Marine, a French company based in Les Sables-d’Olonne, France. They are famous for building premium luxury catamarans and designed by French Naval Architect Marc Lombard. The Privilège Series 5 is equipped with three or four double and a full-sized owner’s cabin located in the yacht’s center. It’s a lightweight boat at 48500 pounds and could go up to 52900 depending on the size.

It has great customization options, and it can be designed to suit the boat owner’s taste. The attention to detail on the boat is nothing short of perfection as the interior design, woodwork, safety measurements laid out by the boat’s design, aesthetics, ventilation, etc., was thought out good. The vessel’s finishing is really phenomenal as everything has a high level of craftsmanship.

Leopard 50L

Length: 50 Ft 6 In

Price: Around $1 Million USD

The Leopard 48, which was launched in 2012, was one of the most popular cruising cats ever designed. But the design was beginning to become dated, even as new orders kept coming in. So, Robertson & Caine, who build the Leopard cats, set out to improve on what was already great. The new 50 was their answer and comes with many innovations that will make owners happy. We test sailed the 50L last winter in Florida. The L version has the optional lounge on top of the hardtop over the cockpit. Unlike some cats with flying bridges and lounges up high, the 50L doesn’t feel like a layer wedding cake.

The steering station is a traditional raised helm to starboard, and the lounge is just up a few stairs from there. The helmsman is in contact with those in the main cockpit and those in the lounge. Out sailing, we got the 50L up to 10 knots in a good breeze, so the boat is fast. It is also commodious and will make a very comfortable home for a family or a charter party.

>>Also Read: 10 Best Catamaran Brands

Length: 58 Feet

Price: From $450k To $1.5 Million on the Used Market

Leopard 58 is a superb layout from Leopard, skilfully modeled by award-winning designers Robertson & Caine. This extravagant catamaran is suited to the prolific and innovative catamarans that have made Leopard famous while still giving out fresh features and various design options.

This expansive FlyBridge takes space to a whole new dimension as it is larger than its siblings with their award-winning aspects. A Flybridge is basically a version of catamarans that affords you the luxury of outdoor space, come rain or shine. Leopard 58 is more about space, bragging about 750 square feet in just the saloon alone. It gives you amazing comfort and is naturally luminous. With an open plan layout, the galley available means the meal making and interaction will be easy. Highly recommended for a family outdoor gathering.

Price: Around $1 Million USD New ; Not many options on the used market since its a newer model

Popularly called the Seawind 52 because of its 52 feet size. The Seawind 52′ 1600 is designed by world-renowned architects Reichel Pugh. Like the Lagoon 52, it’s a perfect balance for onboard comfort and performance sailing and sea safety. Perfect for sailors or boat lovers who are looking for a little extra.

This catamaran sets a standard for offshore sailing because of its simple sailing methods, large open cockpit space, and twin protected helms. Equipped with a three or four-cabin design that affords the owner’s cabin expansive living space, great storage, high aspect riders, daggerboards, an elegant fit/finish, and infused carbon-reinforced construction.

Seawind 1600

Price: Around $1 Million USD New

The new Seawind 1600 has been in the works for a while and has finally arrived on the market. The Reichel Pugh design is a departure from the more conservative looks of the other Seawinds and embraces a very Euro-style with plumb bows, hard chines, a swept-back cabin, and a large open cockpit with helm stations on both sides. The boat is a pure performance cruiser that was conceived as a blue water voyaging boat for a family. At 52 feet, it falls within the size range that an experienced couple can handle, so it would make a great platform for a couple to explore the world. The 1600 like all of the Seawinds and Corsairs, are built in Vietnam.

Nautitech 542

Length: 54 Feet

Price: Around $1.2 Million USD New

Nautitech 542 is the typical example of offshore meeting first class. This boat has ideally tweaked fittings for smooth sailing under any circumstances. Furnished with a single wheel on its roof for perfect views of the boat and a comfy 2-person seat. The idea of this boat is mostly based on performance and quality. Asides from the positions of the helm, Nautitech 541 and 542 are very similar. Nautitech 542 is large and luxurious. The sail controls at the helm stations for easy sailing maneuvers and perfect for all weather conditions. The interior was designed by French designer Franck Darnet. Equipped with state of the art furniture and cabin experience, a sleek experience is assured.

>>Also Read: Best Sailboats Under 100k

Xquisite X5

Length: 51 Feet

Price: Around $1.5 Million USD

Once you have met your first Xquisite X5, you will never forget its absolute distinctive looks and almost space-traveling styling. The whole look of the boat, with its large reverse curving arches and cat’s eye windows, says right out loud that you need to pay attention. The boat itself is a very modern design with a classic and comfortable interior. It sails better than most of its peers in the 50-foot range and is set up cleverly so one watchstander can hand, reef, and steer all from the protected comfort of the raised steering station. Tomas and Sara, who build the boats in South Africa, are veteran cruisers and owned hull number one of the X5 line before taking over the company. Their attention to detail and the innovations they have incorporated into the boats all stem from their time living aboard and blue water sailing.

Privilege 615

Length: 61 Feet

Price: From $800k to $1.3 Million USD on the Used Market

When it comes to onboard luxury, Marc Lombard, who designed this catamaran, is an expert in that field. This lovely boat is in touch with the latest style, sporting a flybridge complete with two wheels and a broad sunbed suitable for the crew to relax the day away. The 615 is a combination of simplistic and superior design with an outstanding crew, results in the ultimate luxury Caribbean cruising experience. The impeccable elegance of the interior with a lavish owner’s suite and the boat’s perfect wood quality are two great reasons to make you get the boat. The freedom to choose a four or five-double cabin is another, depending on the size of the family.

Followed closely by its outstanding exterior, you’re sure to fall in love with it on sight, from the cockpit to the foredeck. With an impressive platform and lustrous profile, the Privilède 615 contradicts the volume and versatility of its interior. One wonders how they fit into the other, gives it a great ambiance.

>>Also Read: Best Catamarans Under 200k

Balance 526

Length: 52ft 6in

Price: From $1.3 to $1.6 Million USD New

Multihull impresario, dealer, and broker Phil Berman (The Multihull Company) has sold more multihulls over the last 30 years than just about anyone. His latest project has been the development of the Balance line of performance cruising cats. The queen of the line is the Balance 526 that was introduced a few years ago and has proven to be a very successful player in the 50-foot plus segment of the cat market. Built in South Africa by noted composite experts, the 526 offers a well-conceived combination of great sailing performance and luxury living in a boat that can be handled by an experienced couple.

The boat has plenty of innovations, among them a helm that can be tilted up so you can steer from the raised helm station or tilted down so you can steer from the protection of the cockpit. Very cool. The design does not take any particular element to the “extreme.” Instead, Berman and his crew have sought to provide a boat that is truly well balanced in all aspects. And, they’ve done it.

>>Also Read: How Long Do Sailboats Last?

Length: 62 Feet

Price: From $700k to $1.7 Million USD on the Used Market

Manufactured in 2014, this luxury catamaran is ideal for those who enjoy watersports and healthy activities. It was designed by world-renowned designer Van Peteghem-Lauriot Prvost (VPLP) and built to top-notch quality with a focus on stability, performance, luxury, and spaciousness. The maximum capacity of this boat is 12 guests in 4-double and 2-twin cabins. The Sunreef 620 is the very first to feature a newly developed rig. From the large cabins, saloon, galley, and sail performance, the 620 is one boat you’d get a memorable experience on. As you can understand, this is a great catamaran over 50 feet to use as a liveaboard.

Outremer 5X

Length: 69 Feet

Price: From $1.3 to $1.8 Million USD on the Used Market

The Outremer 5X is unlike any other in the yacht market as it is fast, sturdy, but luxurious all at the same time. Also, it possesses finely finished cabinetwork, spacious accommodations, and an excellent payload carrying ability. Modeled great agility to make even a single person handle any maneuver, its retractable high aspect ratio daggerboards assure a shallower drift giving access to the most remote of harbors.

When it comes to the interior, every Outremer model is trying to outdo the last in elegance, neatness, and modernity. She offers an unrestricted view and functional comfort. The port hull suite includes a king-sized bed, superb sea view portlight, an office, and a separate private entrance from the rear. It’s a semi-custom interior designed by VPLP in conjunction with Patrick le Quement. It won the ‘European Yacht of the Year’ and Cruising World’s ‘Boat of the Year’ in 2013 and 2014. This catamaran is as affordable as a luxury catamaran over 50 feet can get. Beautiful isn’t she?

Length: 51 Feet

Price: From $450k to $550k On the Used Market

Aimed at Blue-water sailors looking to sail fast and far, Switch 51 has proved itself and regarded in this day as a remarkable ocean cruising catamaran. This classic high-performance voyage was designed by VPLP and is said to combine a level of comfort, performance, and safety. It was built by Sud Composites in France with high tech materials. Sud initially built about 18 of these classic catamarans from 2001 to 2007.

Switch 51 hulls are built with vinyl ester sandwiched with a Klegecelle PVC foam core, thereby creating a hull light enough to be real quick and heavy enough to handle the ocean waves and swells. The saloon and galley are huge, with the cockpit spacious. The layout and accommodation are perfect for a small family with classic amenities aimed at making your stay on board a memorable one. This also a pretty affordable option in this category with prices on the used market as low as 450k.

>>Also Read: Best Sailboats to Live On

Final Thoughts

If you are looking for a large catamaran to either spend your summer vacation with your family or to liveaboard, this list of the best catamarans over 50 feet will point you in the right direction. Obviously, there are many options on the used market, but you should pick the one that you like best and fits your budget.

While the prices vary with their manufactured year, options, location, etc., buying any of the above-mentioned catamarans will certainly offer you state of the art onboard luxury and comfort. Why not try one of them out on your next boat cruise to see for yourself before you buy?

Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.

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Used Motor Yachts for Sale from 50 to 60 Feet

Listed below are used motor yachts for sale between 50 - 60 feet. Motor yachts vary greatly in their hull design, interior accommodations, engine packages, and performance capabilities. They often feature multiple staterooms for owners and guests as well as bathrooms, showers, full galleys and a wide range of other amenities to make life on board very comfortable and luxurious. SYS Yacht Sales offers new and used motor yachts for sale worldwide, including a range of Flybrige yachts, Aft Cabin Yachts, Pilothouse Yachts, Convertibles, Trawlers, Sportfish, Express Cruisers and much more. Don't see the vessel you're looking for here? Contact our experienced yacht brokers for assistance, we look forward to helping you find the yacht that's right for you.

Azimut 60 Flybridge

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Strange Glow Over Moscow Skies Triggers Panic as Explosions Reported

B right flashes lit up the night sky in southern Moscow in the early hours of Thursday morning, new footage appears to show, following reports of an explosion at an electrical substation on the outskirts of the city.

Video snippets circulating on Russian-language Telegram channels show a series of flashes on the horizon of a cloudy night sky, momentarily turning the sky a number of different colors. In a clip shared by Russian outlet MSK1.ru, smoke can be seen rising from a building during the flashes lighting up the scene.

Newsweek was unable to independently verify the details of the video clips, including when and where it was filmed. The Russian Ministry of Emergency situations has been contacted via email.

Several Russian Telegram accounts said early on Thursday that residents of southern Moscow reported an explosion and a fire breaking out at an electrical substation in the Leninsky district, southeast of central Moscow.

Local authorities in the Leninsky district told Russian outlet RBC that the explosion had happened in the village of Molokovo. "All vital facilities are operating as normal," Leninsky district officials told the outlet.

The incident at the substation in Molokovo took place just before 2 a.m. local time, MSK1.ru reported.

Messages published by the ASTRA Telegram account, run by independent Russian journalists, appear to show residents close to the substation panicking as they question the bright flashes in the sky. One local resident describes seeing the bright light before losing access to electricity, with another calling the incident a "nightmare."

More than 10 villages and towns in the southeast of Moscow lost access to electricity, the ASTRA Telegram account also reported. The town of Lytkarino to the southeast of Moscow, lost electricity, wrote the eastern European-based independent outlet, Meduza.

Outages were reported in the southern Domodedovo area of the city, according to another Russian outlet, as well as power failures in western Moscow. Electricity was then restored to the areas, the Strana.ua outlet reported.

The cause of the reported explosion is not known. A Telegram account aggregating news for the Lytkarino area described the incident as "an ordinary accident at a substation."

The MSK1.ru outlet quoted a local resident who speculated that a drone may have been responsible for the explosion, but no other Russian source reported this as a possible cause.

Ukraine has repeatedly targeted Moscow with long-range aerial drones in recent months, including a dramatic wave of strikes in late May.

On Sunday, Moscow Mayor Sergei Sobyanin said the region's air defense systems had intercepted an aerial drone over the city of Elektrostal, to the east of Moscow. No damage or casualties were reported, he said.

The previous day, Russian air defenses detected and shot down another drone flying over the Bogorodsky district, northeast of central Moscow, Sobyanin said.

There is currently no evidence that an aerial drone was responsible for the reported overnight explosion at the electrical substation in southern Moscow.

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Elektrostal

Elektrostal Localisation : Country Russia , Oblast Moscow Oblast . Available Information : Geographical coordinates , Population, Area, Altitude, Weather and Hotel . Nearby cities and villages : Noginsk , Pavlovsky Posad and Staraya Kupavna .

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Elektrostal Demography

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Elektrostal Geographical coordinates: Latitude: 55.8, Longitude: 38.45 55° 48′ 0″ North, 38° 27′ 0″ East Elektrostal Area: 4,951 hectares 49.51 km² (19.12 sq mi): Elektrostal Altitude: 164 m (538 ft) Elektrostal Climate: Humid continental climate (Köppen climate classification: Dfb)

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