catamaran pacific crossing

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Pacific Passage Planning

• By Alvah Simon
• Updated: July 29, 2019

The definitions and delineations of a sea versus an ocean are complex, contested and best left to the learned geographers to debate. From a sailor’s point of view, excluding landlocked bodies of water, the rest of the brine is a contiguous path to glorious global adventure. Having said that, we do have our favorites. While the dreadful grind of the ice pack in the Far North and the towering graybeards of the Southern Ocean have their devotees, most sailing fantasies turn toward the seductive strum of the ukulele, the swaying palms and the white-sand beaches of the exotic South Pacific .

Ferdinand Magellan may have been a bit optimistic when he named a body of water that encompasses nearly one-third of Earth Mar Pacifico (peaceful ocean), for, like all oceans, it depends. The very size of the Pacific presents unique challenges, but so too do its strong currents, powerful storms, hazardous coral outcrops and remote low-lying islands.

Voyage Planning for Sailing the South Pacific

A successful Pacific passage will rely on meticulous planning , based on current information tempered with flexibility, because, by nature, cruising has it vagaries. But before one gets into the minutia of details, they should first step back and consider the bigger picture of sailing across the Pacific.

Is the vessel truly stem-to-stern, keel-to-masthead ready? Remember, a day’s work at the dock is worth a week’s under way. Is the dream and determination shared equally, or will the plan unravel with the first gale? Does a westward passage commit one to a circumnavigation, or are there strategic exit points? Does the voyage rely on a financial structure subject to change? Are you most comfortable as part of a rally, with a “buddy boat” or as a lone wolf?

Next is the paper chase. Gone are the whimsical days of letting the winds blow you where they may. The modern cruiser must be prepared in advance to face a host of legal requirements. First, ensure that every crewmember’s passport is as current as possible. Many countries will not issue visas to passports within six months of expiry. Next, list every country that you may wish to stop in and those in peripheral waters. Check the visa requirements carefully because the devil is in the details, especially if you have a multinational crew. Many countries require no visas if your stay is relatively short, or issue visas upon arrival. But some, such as Australia, will hit you with a hefty fine for showing up without one. Albeit increasingly expensive, cruising permits are normally obtainable upon arrival, but check the cruising websites and forums for current and accurate information. Make very high-resolution photocopies of your passports and ship’s papers. Bureaucrats love the pomp and splendor of shiny paper, and your precious original boat documents can stay safely on the vessel. If departing directly from U.S. waters, be aware that U.S. Customs does not normally issue a zarpe, or outbound clearance papers, yet these are required for entry into nearly any other nation. Download CBP Form 1300 and insist on a government stamp, any stamp. Be sure to have clear doctors’ prescriptions for every drug in the ship’s medical kit. What might be an over-the-counter medication in one country can be highly prohibited in another. Increasingly, foreign marinas demand third-party liability insurance. If you hope to further insure for damage and loss, check carefully the caveats relating to seasons and areas. If you plan to rent cars for touring, it is best to obtain an international driver’s license before departure.

Familiarize yourself with the basic elements that will shape your course and schedule — the direction and timing of the prevailing winds, significant currents, cyclone seasons, the positioning of the intertropical convergence zone and the South Pacific convergence zone. Ascertain if the year of passage has been deemed an El Niño or La Niña year because these phenomena can affect the above.

West Coast sailors may depart from as far north as the Strait of Juan de Fuca, near Seattle, or dally south to Cabo San Lucas, Mexico, while awaiting the passage season. For European and East Coast sailors, the Pacific launching point is obviously the Panama Canal. The details of a canal transit are complex enough to warrant an article of their own, but relevant here is do not assume a quick passage, because during peak periods there can be several weeks of delay. Also, build in time to enjoy both the San Blas Islands, on the Atlantic side, and the Las Perlas Islands, on the Pacific side.

Pacific Sailing Routes

Although the official window for departures from Panama extends from February all the way to June, the trade winds tend to stabilize and strengthen as the year progresses. However, an early exit has many advantages. Leaving it until June allows only six months to transit up to 9,000 nautical miles before being forced to exit the cyclone belt at the western edge of the Pacific. This truncates the time to linger in favorite anchorages or tend to inevitable breakdowns and delays. Leaving as early as late January might technically put one out into the Pacific during the official cyclone season, but the statistical chances of a storm developing this far to the east are slim.

There are countless permutations of a westward passage, but the path dubbed the “Milk Run” is the most popular. Regardless of one’s plan for the western Pacific, this route passes by or through the Galápagos Islands , the Marquesas, Tuamotus and Society Islands (Tahiti).

The initial stage presents a challenge because the winds can be light and the currents contrary in the Gulf of Panama. It’s advisable to head slightly east of south when heading out of the Gulf; the western promontory is aptly named Punta Mala (Bad Point) due to its penchant for confused currents and squally weather.

Once well clear of the Gulf of Panama, fashion a southwestward course with a pronounced southern belly toward the Galápagos group. I once sailed a direct course for the Marquesas Islands that passed over the northern edge of the Galápagos. I paid for this foolishness by spinning in lazy circles for five excruciatingly long days. Given the early time of the year, I would have been better served by passing several degrees south of the island group. Because the intertropical convergence zone (better known as the doldrums) is widest in the eastern Pacific, it is best crossed at the least oblique angle reasonable.

On another Pacific passage, I chose to head south for Bahia de Caraquez in Ecuador. Not only was the cruise down the Ecuadorian coast fascinating, the passage to the Galápagos from Salinas provided steadier winds than had we departed directly from the canal.

The cost and conditions of a stay in the Galápagos are forever changing. As an admittedly stubborn form of protest, I sailed right by them on two different occasions. On the third, my wife, Diana, put her sea boots down and demanded we stop. Even with a limited stay and restricted access, we were treated to one of Earth’s most unique and fascinating natural habitats.

The 3,000-mile passage from the Galápagos to the Marquesas will probably be the longest of your sailing career. If you can focus on the journey instead of the destination, it might also be the most memorable. Many modern sailors tend to fill the Pacific void with a frenetic schedule of radio nets, emails and obsessive navigational updates. Others soak up the rare opportunity to commune deeply with nature, and experience a rare solitude and reaffirming self-reliance, which I believe to be the core virtues of bluewater sailing.

Counterintuitive to the landlubber but axiomatic to any old salt is that the rhumb line is often not the quickest route to a desired destination. Favorable winds mean speed, and the extra distance in search of them is usually well rewarded. When transiting from the Galápagos to the Marquesas, by first heading south-southwest down to 3 to 4 degrees south latitude, one should reach the upper limits of the southeast trade winds, albeit possibly sporadic at this point. But as you proceed west-southwest toward 6 degrees south latitude and 100 degrees west longitude, they should increase in both strength and consistency. As you straighten course toward your chosen port of entry in the Marquesas, you should begin experiencing your best noon-to-noon runs because you will still have a southerly component in the trades. This puts you on a broad reach, a point of sail most boats excel in. The farther west one heads, the more easterly the trades become until you are eventually running dead downwind. This tends to be a touch slower, with exacerbated rolling. Be sure to carry light-wind sails for the early portions of this journey, and equipment and sails suitable for downwind situations. That fortunate discrepancy you will notice between your speed on the log (i.e., through the water) versus the GPS speed (over the bottom) is compliments of the South Equatorial Current, which fortifies with the steadier trades.

There is only one shoal area along the route, which is well-charted (8 degrees 5 minutes N and 139 degrees 35 minutes W), and the islands are high and easily sighted from afar. Entrances to the main ports are open and well-marked, thus safely approached, a blessing for a fatigued crew. What the Marquesas Islands might lack in terms of white-sand beaches and aqua lagoons is more than made up for with a geography so dramatic as to be somewhat foreboding — towering rock spires, dense jungle and precipitous waterfalls. These islands have been protected from rampant development by a crushing remoteness and therefore arguably remain the cultural heart of Polynesia.

Passages between the islands are mostly clear and well-charted, but potentially windy. The anchorages tend to be open roadsteads, so anti-roll tactics and equipment come in handy. Yachts can clear in at Hiva Oa, Ua Pou or Nuku Hiva. Those first stopping in Fatu Hiva have met with mixed results, ranging from spot fines to official clearance. Yachts are no longer required to rush to Tahiti to extend their initial 30-day visa. Thus, with 90 days in pocket, you can divide your time between the Marquesas, Tuamotus and Societies more evenly than in years past.

Encompassing an area larger than Western Europe, the Tuamotus are the longest chain of atolls in the world. Historically, they were known as the “dangerous archipelago,” and rightfully so due to a baffling maze of poorly charted reefs, low-lying islands and diabolically unpredictable currents. Even with the best of modern navigational equipment and weather forecasting, they demand the mariner’s absolute vigilance regarding watchkeeping, entry and exit from atoll passes, and anchoring techniques.

Those in a hurry to reach Tahiti tend to pass through the wider channels at the northern end of the chain, perhaps visiting Ahe, Manihi and the main center of Rangiroa. Others, with more time, make landfall far to the south and make their way up the chain via Makemo and the beautiful Fakarava Lagoon, enjoying a better angle off the wind on the short sail to Tahiti.

The Society Islands are divided into two groups: the Windwards, including Tahiti and Moorea, and the Leewards, with Huahine, Raiatea, Taha’a and, perhaps the most beautiful of them all, Bora Bora. They are all lush, high and ringed by azure seas. If early in the season, all are worth visiting. If time is short, be sure to at least attend the amazing group-dance competitions held in the buzzing capital of Papeete, celebrating Bastille Day on July 14.

North or South?

In Tahiti, the Milk Run divides into myriad possibilities. There is the northern route, for those planning to cross through the Torres Strait or into the Northern Hemisphere for the coming cyclone season, and the southern route, for those dropping south of the danger into New Zealand.

Although the majority of the South Pacific islands would remain unexplored, Tahiti is the earliest cutout for those needing to return to North America because its easterly location allows for a viable starboard tack through the southeast and northeast trades to Hawaii. The long but logical route from there is wheeling over the top of the North Pacific summer high and back south into U.S. West Coast waters.

While the land mass of the Cook Islands is a mere 100 square miles, its economic exclusion zone covers nearly 700,000 square miles of Pacific Ocean. One can only hope to draw a thin line through this scattered nation. For those on the southern route, the four- to five-day passage to Aitutaki or Rarotonga offers a predictable beam-to-broad reach right on the rhumb line.

En route to Niue lies one of two opportunities to experience the eeriness of anchoring in the middle of a featureless ocean (the other being the Minerva Reefs between Tonga and New Zealand). Beveridge Reef is a sunken atoll with not a skerrick of land awash at low tide, yet it offers anchorable depths within.

Niue is a raised coral atoll and geographically rare in the South Pacific. As anchoring depths are prohibitive, deep moorings are available. Keep in mind that it is an open roadstead vulnerable to dangerous swells. If the wind even hints at going west, as it occasionally does, get out immediately.

To break up the 1,200-nautical-mile haul to American Samoa from the Society Islands, the northern fleet usually takes a break in the remote and uninhabited atoll of Suwarrow, also known as Suvorov. The pass is challenging, as is the anchoring. But those who dare will be treated to one of the wildest places left on this planet.

From this point west, both the northern and southern fleet enter into the South Pacific convergence zone, a dangling arm of the intertropical convergence zone that extends from the Solomon Islands in an east-southeast direction. The South Pacific convergence zone drifts with some seasonal predictability (more to the north from December to May and the south from June to November), but is also influenced by larger weather anomalies. It tends to shift to the northeast in El Niño years and southwest in the La Niña phase. Generally, it is an area of enhanced convection resulting in a frustrating mix of cloud cover, line squalls and calms.

The list of interesting stops from here west includes Tonga, Wallis and Futuna, Fiji, Vanuatu, New Caledonia, Tuvalu, Solomon Islands and Papua New Guinea. Nevertheless, those planning to sail directly through Torres Strait into the Indian Ocean cannot afford to dally. They should be through the Torres by late August or early September in order to cross the entire Indian Ocean into South Africa before the cyclone season begins sometime in late November. A popular alternative is to pass south to a good cyclone hole on the Australian coast, such as Cairns or Port Douglas, and backtrack up to the Torres Strait at the beginning of the next safe season.

Keep in mind that an east-to-west circumnavigation does not demand a route through the Torres. I once circumnavigated by passing north of Papua New Guinea, avoiding the Southern Hemisphere cyclone season, taking in Palau, the Philippines, and Borneo before dropping back into the Southern Hemisphere for the Indian Ocean passage to southern Africa. Any destination north of 10 degrees south latitude will keep you out of harm’s way, albeit without the steady assist of those lovely trade winds.

Those on the southern route can linger through Tonga or Fiji until well into November and still safely make New Zealand shores before any tropical depressions threaten. Most cruisers heading for New Zealand do not venture as far west as Vanuatu or New Caledonia on the assumption that they can easily fetch them on their way north the following season.

Unanimous acclaim for the beauty of the northern Tongan groups of Niua, Vava‘u and Ha‘apai makes some time here mandatory, which harks back to my original advice to head out of Panama as early as safely possible. The southern contingent usually drifts south toward Nuku‘alofa, the capital, until it likes the long-range forecast for the passage to New Zealand. Many plan to hole up in Minerva Reef, getting a head start on the 1,100 miles to New Zealand, and depart there with the absolute latest weather predictions.

The reputation of this leg has more bark than bite, but it cannot be denied that tropical weather events drifting down from the Coral Sea and cold fronts coming up from the Southern Ocean have dramatic potential. One can expect winds from nearly every direction, starting with southeast trades on departure and potentially deep lows with strong southwesterlies shifting to northwesterlies when approaching New Zealand. Thus, the usual advice is to fall off the southeast trades and make some westing in anticipation of that southwest-to-northwest change. Not to be a contrarian, but I have made this passage more than a half-dozen times and believe it is better to hold to the east as far as wind and waves allow because if that southwest change does not occur, you might find yourself on the wrong side of North Cape, New Zealand, with contrary winds and confused currents. Although Norfolk Island is not a fully protected anchorage, many vessels that find themselves west of the rhumb line with foul forecasts to the south will shelter here until conditions improve.

It’s possible, albeit tedious, to return to North America from New Zealand. Vessels head out to the east from as far south as Tauranga hoping to catch the northerly limits of the westerlies until they fetch the longitude of the Austral Islands, then turn north for Tahiti. From there, they follow the route as previously described. From the outset of their voyage, some have planned to sell their yacht in New Zealand or Australia rather than carry on with a circumnavigation or a very lengthy sail back to the United States, especially if they are East Coast residents. Import duties, brokerage costs and currency exchange rates must be factored into this strategy. Is it heresy to suggest that another option is to ship the vessel back home? The initial estimates might seem staggering, but once compared to the escalating marina and maintenance costs, and the many windward months and miles home, the horror subsides.

Whatever your plan from here, through a combination of wind and will, you have done it. You, your crew and your splendid craft have spanned the mightiest body of water on Earth. You have immersed yourself in millions of square miles of salty solitude and self-reliance. You have absorbed the exotic cultures of Central Americans, Polynesians, Micronesians and Melanesians. And now, as only a seasoned mariner can, you truly understand why they call it the Big Blue.

Contributing editor, Alvah Simon, and his wife, Diana, are presently sailing New Zealand waters on their cutter Roger Henry, with occasional voyages to the South Pacific islands.

South Pacific At A Glance

• Dry Season: May-October
• Wet Season: November-April
• Cyclone Season: November-April. Active
• Cyclone Area: south of 10° S; west of 140° W
• Distance: Panama to Australia — 8,000 nautical miles
• Cultural Areas: Polynesia, Micronesia, Melanesia, Australia/New Zealand

References:

• World Cruising Routes by Jimmy Cornell
• noonsite.com (Virtually everything you will need to know on a current basis will be found on this comprehensive website.)
• Atlas of Pilot Charts — South Pacific, DMA/NOAA
• The Pacific Crossing Guide by Kitty Van Hagen
• Charlie’s Charts of Polynesia by Charles and Margo Wood
• Landfalls of Paradise by Earl Hinz and Jim Howard
• South Pacific Cruising by David Thatcher
• South Pacific Anchorag es by Warwick Clay
• Rocket Guide to Vanuatu & New Caledonia
• Solomon Island Cruising Guide by Dirk Sieling
• New Zealand Coastal Cruising Handbook by Royal Akarana Yacht Club
• Lonely Planet South Pacific Travel Guide

Selected SSB/Ham WX Nets:

• Southbound Evening Net: 6516 kHz at 0100 UTC
• Panama Pacific Net: 8143 kHz at 1400 UTC
• Pacific Maritime Mobile: 21.412 MHz at
• 2100-2400 UTC
• Pacific Magellan: 8173 kHz at 1730 UTC
• Pacific Seafarers: 14300 kHz at 0300 UTC
• Namba/Sheila Net: 8101 kHz at UTC plus 11 hours
• Gulf Harbor Radio: 8116 kHz at 0715 local New Zealand time
• (There is a host of smaller and temporary VHF and SSB nets throughout the Pacific.)
• More: Affiliate , Destinations , How To , offshore , Pacific , passage making
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Pacific crossing: The basics

Crossing the Pacific Ocean is a huge undertaking that only the most confident and experienced sailors and motor yacht captains have accomplished.

It’s a 3,000 nautical mile journey across unpredictable waters. You can come across long periods of calms, high winds, and rough seas. Yet, every year a number of brave boaters cross this huge expanse of water. 

When was the Pacific ocean first crossed?

The first transpacific crossing was recorded in 1521. Portuguese navigator Ferdinand Magellan discovered the Strait of Magellan in 1521, after exploring much of the Southern tip of South America. Finding the way across the strait took Magellan and his men 38 days. They then spent 99 days crossing the ocean westward and landed on the island of Guam. 

Can a motor yacht cross the pacific?

A big ocean-going motor yacht with massive fuel (gas) capacity can cross the Pacific Ocean. 

In 2017, a Nordhavn 120 was delivered from China to British Columbia . The trip covered 6,000 nautical miles and lasted 38 days. It was no small feat, which is why it ended up making the news. Most people sail across the Pacific on a sailboat, covering roughly a minimum of 3,000 nautical miles.

How long does it take to cross the pacific by boat?

It depends on the speed of your boat and the weather conditions, as well as which route you choose.

Most people cross from Mexico to the Marquesas, which is a little over 3,000 nautical miles. The Galapagos used to make for an excellent jumping off point, but the cost and conditions of a stay are ever-changing.

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What is the best time to cross the pacific?

It depends on where you start and finish your passage. You need to plan your route based around two tropical storm seasons. In the Eastern North Pacific, hurricane season runs from June to November. In the South Pacific, cyclone season occurs between November and May. You can sail in each area safely if you avoid the tropical storm seasons.

For example, if you're going from the US, Mexico, or Panama to the Marquesas, you'll need to cross between April and June. If instead you're crossing from Australia or New Zealand to Tahiti, plan your journey between May and July.

Pacific crossing routes?

There are many routes you can pick to cross the Pacific Ocean. Each traditional route is based around weather and wind patterns (the so-called trade winds).

If you start from the San Francisco area, you can head to Hawaii and then onto the Marquesas. Or you could sail south from there, towards Mexico, and leave Cabo San Lucas to sail directly to the Marquesas.

Alternatively, if you depart from Panama, you can stop at the Galapagos Islands and then continue on to the Marquesas or the Tuamotu Archipelago.

From the South Pacific, you can take shorter passages to get to New Zealand, Fiji , Australia, the Cook Islands, and more. 

Starting your voyage from Australia, you can cross to New Zealand and then stop at the Society Islands. From here, you’ll need to set your course north to Hawaii and then continue up towards Canada.

If you leave from Papua New Guinea, you can cross to Japan, rest and then take a route north towards Canada.

These are just some of the traditional route options you have, which are strictly based on the trade winds' patterns. More and more people are now crossing the Pacific at different times, setting their own course. Modern weather forecasting and satellite communication make the crossing a lot safer.

If you’d like to cross the Pacific one day, you’ll need to buy a highly-regarded guide book, such as World Cruising Routes by Jimmy Cornell. These guides contain essential information to help you pick your route and weather window. The best time of year to cross will depend on which route you take and where you plan to spend the cyclone season.

Don't forget to research ports of entry for each country, as you will need to check in before you can explore anywhere on land.

How safe is it to sail across the pacific?

If you cross on a solid and well-maintained boat, with an experienced and capable captain, it can be fairly safe. Of course, you need to take as many safety precautions as possible. Wear a tether and lifejacket on deck and in the cockpit, carry two satellite phones, have the life raft checked before you leave, carry extra food, and more. 

Like any big boat adventure, there are risks involved, but you can reduce them significantly by taking your safety seriously.

How big should my boat be to cross the pacific?

Size is important when it comes to an ocean crossing. The bigger the boat, the more comfortable the ride. However, sea-worthiness is crucial. A small boat may be better-built and safer than a big yacht. It all depends on how sturdy it is and what gear you install on board. That said, for a comfortable ride, you’ll want to cross on a boat around 40ft long. 

If you’d like to find out more about what makes a blue water sailboat, have a look at this article .

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A crossing of the Atlantic and then the Pacific aboard a catamaran

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From the Fountaine Pajot shipyard to Brisbane… A fantastic journey

Many  Fountaine Pajot Owners  choose to come to La Rochelle, where Fountaine Pajot catamarans are built, to collect their new boat and start their maiden voyage from France.

Gordon and Louise, Owners of the Elba 45 hull 1, set sail from Port Cogolin in the South of France bound for their home port of Brisbane, Australia. Fountaine Pajot and their Dealer has followed them along their journey.

From the Strait of Gibraltar to the Caribbean and onward to the Panama Canal and embarking on a  Pacific crossing through French Polynesia , relive the images of their best memories, advice and impressions aboard their  Elba 45 sailing catamaran .

A beautiful testimony to be discovered on video!

Atlantic and Pacific crossing aboard an Elba 45 / MyBoat&I #4

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Sailing The Pacific In A Catamaran – Tips!

Sailing the Pacific can be a dream to many. It can also be a wonderful experience to explore new routes, tackle varying weather conditions, and cherish moments for a lifetime. 

Sailing the Pacific in a catamaran of 30-50 feet is feasible, and it can take around eight weeks to sail it completely. Sailing offshore can be dangerous, so consider the West Coast route for a great experience. 

If you are still planning an itinerary to sail the entire Pacific Ocean, this article can offer extensive insights to help you plan better and make your trip more memorable.

Pacific Sailing Routes

There are two sailing routes across the Pacific – East to West and West to East. Taking the route from East to West via Panama and The Galapagos is ideal. 

Let’s look into these routes in more detail before you make your decision on which one to take.

Coconut Milk Run

Most sailors prefer taking the coconut milk run, which is the route from East to West, as the weather conditions are convenient and the route is comparatively shorter. 

The sailing begins from Panama and moves via French Polynesia. Perhaps, if you prefer a halt in the mid, you can visit the Galapagos Islands and rest for some time. It takes about 6-8 weeks to sail across the Pacific Ocean via this route. Perhaps, you can customize the stop points depending on the starting point. Some even go beyond the Pacific and sail the Caribbean for a unique experience. 

West to East

Most sailors don’t prefer taking the route from West to East due to the upwind that demands strong capability of the crew and other contingency preparations. The direct route is the fastest, but the winds are high. On the other hand, the Northern Route is filled with several small passages and can be the most favorite for adventure lovers. Do not attempt this route if you do not have a well-backed crew. Another route called the roaring forties takes about ten weeks and has several downwind spots. 

You could take a catamaran of 30 to 50 feet in length on both routes, but you may need additional helpers if you due to the demand of this trip length.

Do you have ample time to spend on your sail? In that case, you can set the United States as your starting route and go via Hawaii, Fiji, Polynesia, and New Zealand if you want a huge trip.

Can A Catamaran Cross The Pacific Ocean?

A catamaran of 30-50 feet in length can cross the Pacific Ocean smoothly. Remember to stock up with supplies if you are taking the West to East route due to its length. The East to West route is filled with scenic views and is the most favorable choice.

Catamarans are ideal for crossing oceans, including the Pacific due to their size and speed. Some experienced sailors choose monohulls to sail across the Pacific instead of catamarans, but the catamaran is safer and more comfortable to spend your vacation on. Everyone is entitled to their own opinion though.

Here are some more reasons to cross the Pacific Ocean with a catamaran over other sailboats. 

• Cruising catamarans are perfect for oceans due to the positive buoyancy material used. 
• Catamarans are also resistant to damage and can withstand wave crashes. Do not go with recreational cats when you sail across the ocean. 
• Cruising catamarans are ideal for rough weather conditions as these contain enclosed cockpit spaces that keep the sailors safer. 
• It is harder for a rogue wave to push a catamaran off course. Irrespective of the route you choose, you can go with a catamaran. 
• Crews have found it extremely comfortable to balance on a catamaran. 
• Knockdowns cannot hamper the catamaran because of the even weight allocation and the natural roll resistance in its design.  

Want to get a glimpse of the sailing experience across the Pacific? You should watch the video below:

As you can see from the video it can be rough at some times and safety is one thing you always need to consider before leaving port.

Dangers Of Sailing The South Pacific 

Sailing the South Pacific is the safest during the summer. Otherwise, it would be best if you had a balanced crew and a perfect itinerary to handle all situations. 

When you sail the Pacific along the United States and Canada, you are less likely to see upwind during summer. However, things can worsen during winter. 

Here’s a word of caution: Do not sail offshore if you do not have an expert team of sailors. 

Although fatalities are uncommon, it is better to take precautions as you travel on a catamaran. Typhoons are claimed to be the most dangerous hazard in the pacific and you need to be cautious when you sail across the Pacific. While these are always common, the speed and intensity can put everyone at high risk for injury or falling overboard. 

If you have inexperienced sailors, you must know that the Pacific is not simple sailing. Heavy weather is anticipated from November to April. You need several experienced sailors to tackle rough weather conditions and the seasickness of passengers can cause issues when sailing. 

There are other risks as well, including passengers overboard, rough weather, catamaran problems, and navigation errors. Sailing amidst rough weather conditions is common for sailors to get confused or lose access to navigation. In such cases, you need to make use of communication models like tracking devices and search and rescue services. 

Here are a few precautions to keep in mind before you begin sailing across the Pacific:

• Evaluate your crew’s stability and health – Check if you are prepared to handle sudden medical emergencies of your crew. 
• Make a note of contacts to search and rescue services – This will be helpful if you lose navigation or are stuck in the middle of the ocean. 
• Evaluate the strengths and weaknesses of your sailors – You do not necessarily need 10 highly skilled sailors. However, having a handful is sufficient to handle the issues that may come up.
• Monitor weather conditions and note contingency plans – It is recommended to plan your vacation during May-July. Otherwise, weather conditions can get rough and pose several emergencies. 

How Long Does It Take To Cross The Pacific By Catamaran?

It takes an average of 7-10 weeks to cross the Pacific by catamaran. The duration depends on the size of the vessel, the number of passengers, route, itinerary, and weather conditions.

Some prefer having several stopping points to relax and take a break before continuing the cruise. A rough estimate of the duration is feasible. However, identifying the accurate duration is difficult since several variables exist in the ocean. 

Here are some tips to obtain a better grip on the duration:

– Choose the perfect route. The East to West route is the shortest of all. 

– Keep modern technologies handy so you do not waste time finding solutions to your emergencies. I’d recommend installing radar systems to avoid collisions and plan your itinerary better.  

– Plan the itinerary before leaving port. Perhaps, you can make adjustments along the way, but that should not affect the duration on a large scale. 

– The size of the catamaran is also influenced by the number of passengers and other baggage. 

How Big Of A Sailboat Do I Need To Cross The Pacific?

A sailboat at a minimum of 30 feet is required to cross the Pacific and handle rough seas. However, if you have a sailboat of 40 ft in length, it is perfect for tackling weather, and storage needs, and also helps improve comfort. 

There is also the option to rent a sailboat to cross the Pacific. Ensure you have a complete understanding of how this boat works. You do not want to be caught out in the middle of rough weather not knowing how to correct a boat’s issue.  

Smaller sailboats do not support rough weather conditions. Further, your comfort is at stake when you choose smaller sizes. Even if you are traveling solo, the size of the vessel matters a lot. 

Tips For Better Pacific Sailing 

Sailing across the Pacific is likely to throw unexpected situations at travelers. Based on the experiences of various sailors, I have come up with some handy tips to improvise and get the best out of your sailing experience across the Pacific. 

• Maintain a crew of at least three experienced sailors. This crew needs to take shifts in sailing the catamaran and watching the route. Even when one of them falls sick, the other two are available. 
• Keep a navigation chart handy. It is better to have multiple copies and also share them with your passengers, so all are well-equipped and informed about the itinerary. 
• Perform an extensive evaluation of the catamaran. Do not randomly choose a catamaran. Remember to inspect the boat and rate its current health. Keep spare parts on board for certain situations. It is also equally important to have experienced sailors who can repair the boat and fix things when required. 
• Check with safety laws and ensure that your catamaran complies with all of them before you start your journey across the Pacific. 

These have always helped me sail better and more confidently.   

Final Thoughts

Sailing across the Pacific is a must-have experience in life, but it also comes with its drawbacks. Sailing at the right time (May – July) in a cruising catamaran of at least 30 feet in length with a proper plan will make the experience fruitful and interesting. 

Remember not to overload your catamaran with people or items. Likewise, choose the route that is convenient to you. Cruising on a catamaran is the perfect way to enjoy your journey! 

Boatlifehq owner and author/editor of this article.

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How Long Does It Take to Sail Across The Pacific?

Doing a pacific crossing on a monohull or catamaran is one experience you’ll cherish for years, but one that requires a ton of prior planning.

Crossing the Pacific – Sail Times

With more than 8,000 nautical miles to sail, it takes 2.5 to 4 weeks to make the longest leg of a Pacific crossing from Galapagos Islands to The Marquesas. However, most cruisers take 3 to 6 months, or even up to 12 months, to do the entire ‘Coconut Milk Run’ from Panama to Australia, by stopping into many atolls, islands and countries along the way.

Fortunately, this long crossing typically has favourable currents and strong tradewinds, allowing both a fast and comfortable passage with many cruisers referring this to being relatively easy sailing. Mild swell, predictable and clean winds and with next to no squalls, it’s a trip that’s well within your means, and yes, even if it’s your first large crossing.

That is – provided you do some strong planning, good provisioning and have more than 2 crew members. We certainly wouldn’t recommend an Atlantic crossing for a couple unless you’ve got some serious sea miles under your belt, otherwise, you’ll arrive into French Polynesia completely and utterly exhausted.

In this guide, we’ll help you better plan the trip so you can have a safe and comfortable voyage, and you’ll see why the South Pacific especially is one of the best cruising grounds out there.

West-Bound vs East-Bound

In many cases, it’s far better to head east-bound (towards Australia) as opposed to sailing towards the Panama Canal. This is because you’ll be sailing upwind with both tides and wind working against the boat.

Not only will the ride be more uncomfortable, but you’ll be putting more stress and strain on your boat at the same time. Many cruisers like us are out there to have fun and aren’t fond of an unpleasant crossing.

Length of Voyage

As we hinted at the start, you shouldn’t focus on the length of the crossing but plan for an entire year (or 3!) to do a Pacific crossing. This is because of the epic islands, unique cultures, incredible anchorages and stunning mounts (hello Marquesas!) that you’ll find along the way.

Unlike the Mediterranean, there are thousands of protected anchorages along the way paired with many available buoys (often times free) to protect the sensitive coral reefs. When you’re cruising, who’s in a rush? Especially when it’s the trip of a lifetime for many aspiring sailors.

Route Planning

A truly first-world problem is choosing which route you’d want to take on your first Pacific crossing, and there is no one-route-fits-all approach here. It really comes down to your boat type, crew numbers, vessel weight, time of year and current experience.

We would highly recommend stopping into the Galapagos Islands and stay for 2 to 3 weeks. Quarantine here is quite strict so you’ll have to consume or dispose of any food before entering port while ensuring you arrive on a spotless hull.

A drawback towards any Pacific crossing is experiencing the doldrums. This challenge is mostly felt after leaving the Galapagos Islands en route to French Polynesia, but then again…where else would you rather be?

For the following islands, their order is based on heading eastwards on a Pacific Crossing.

French Polynesia

If time permits, we would recommend 1 to 2 months in French Polynesia if you really want to experience the culture shock and the incredible hospitality. This country is the epitome of world cruising and ‘living the dream’ with the many atolls and empty beaches where few tourists ever visit.

For those of you rushing the trip, then you can’t leave without stopping into Taumotus and The Marquesas for their incredible mountains and lush rainforests. As an added bonus, the frequent rainfalls means that you’ll be able to get that salt off your deck too!

If you’re anything like us, Tahiti has been at the top of your bucket list for years. It sits almost smack-bang in the middle of Australia and the United States meaning it’s both difficult and expensive for every day tourists to explore. The benefit(s) of owning a sailing vessel after all, right?

Tahiti is a part of the Society Islands and is the most popular island for cruisers. It’s certainly worth a stopover to rest, recover and restock your boat with fresh provisions.

One of the most beautiful things about Tonga is the short hops between its 3 main anchorages. This makes for a welcome reprieve after the Pacific crossing, paired with incredible hospitality.

Unfortunately, this is also where you’ll start seeing commercial tourism at play given the daily flights between Tonga and Australia. So if you’re missing modern civilization, just remember “Things get normal again from Tonga onwards”

Things really start to get normal from Fiji onwards with resorts, hotels and restaurants never too far away from Suva. Fortunately, Fiji is a huge cruising ground and you could spend several months here without seeing the whole lot.

While snorkeling, fishing and diving can be found in many Pacific islands, Fiji is also where you’ll find some epic places to go surfing, kite boarding and even pick up some half-decent WIFI to catch up on social media back home. Like we said….you’re almost back to normality here.

Vanuatu isn’t as busy as Fiji (fortunately!) and makes for a great stopover before you do your final stretch of sailing across the pacific. We fell in love with the amazing scenery both above and below the waterline.

The local people are warm and friendly while the local festivals can’t to be missed. Some say it’s the happiest country in the world, and we certainly couldn’t disagree! It’s at this point that you’ll start to feel some angst as the end of your trip is looming.

Finishing a Pacific Crossing in Australia or New Zealand?

For many who are finishing off their Pacific crossing, it’s hard to know whether to make a bee-line for Australia and enter in Brisbane, Coffs Harbour or Sydney, or make a diversion to Auckland. This depends on what time of year you’re making the Pacific crossing.

In late autumn through to mid Summer, it’s a perfect time to check into Auckland and explore the incredible cruising grounds of New Zealand’s North Island. However, the region is very cold in the winter months paired with less predictable weather systems making a leap to Australia more challenging for a novice sailor.

So in short, aim for Auckland if you can make it, otherwise sail direct to Australia’s east coast. Sydney to Brisbane can be cruised year-round with no cyclone seasons making a perfect base in which to explore, and later head for Auckland as summer approaches once again.

Are Catamarans Safe For Ocean Crossing?

‍ Catamarans aren't the most common ocean-crossing sailboats, but they're surprisingly safe and capable offshore.

Catamarans are safe for ocean crossings. In fact, catamarans are often much safer than similarly-sized monohulls offshore. Safety comes from increased motion comfort, great stability, speed, and excess buoyancy due to lack of ballast.

In this article, we’ll examine if catamarans are safe (or safer) than monohulls for offshore cruising and ocean passages. We’ll also examine the benefits of cruising catamaran design, along with how these vessels handle in different offshore conditions.

We gathered the information used in this article from offshore sailing guides and reputable catamaran experts. We also examined design guidelines for offshore cruising boats, including head-to-head tests done between catamarans and other vessels.

Table of contents

‍ Safety of Bluewater Catamarans

Cruising catamarans that are capable of bluewater sailing are some of the safest vessels on the water. In fact, they're often preferred for ocean crossing due to their miraculous speeds and excellent rough-water handling qualities.

Catamarans are uniquely equipped for safe and comfortable offshore sailing. They're not subject to the traditional limitations of hull speed, and they have a mild planing effect which reduces drag and the effects of rough seas.

Safest Catamaran Design for Crossing an Ocean

The safest ocean-crossing category is cruising catamarans, as these vessels include design elements and safety features that aren't found in recreational racing catamarans. An example of this is additional positive buoyancy material and watertight hatches.

Cruising catamarans have high-strength cockpit windows, which are designed to resist damage if a wave crashes on them. They also have redundant systems such as bilge pumps, navigation lights, and radios—which are all essential in an offshore voyage.

In fact, cruising cats are so safe that they're often recommended by expert sailors to more novice individuals. They aren't necessarily easier to sail, but they can handle rough weather safely and with better stability.

This keeps the crew dry and rational while the boat handles much of the ocean's beating all on its own.

Is it Safe to Sail a Catamaran During the Winter?

Catamarans can actually be safer to sail in winter weather conditions than monohulls. This is because cruising catboats almost always have enclosed cockpit spaces that are completely shielded from the elements. This is particularly helpful during the winter, but it's also a great feature in the tropical rainy season.

Catamaran crews can usually pilot their vessels from inside or behind these enclosed cockpits, keeping them warm and dry for as long as possible.

Additionally, given the premium nature of cruising catamarans, many of these vessels have automated winches and sails, allowing complete control from the interior cockpit.

How do Catamarans Handle Rough Weather?

Catamarans handle rough weather well, especially larger vessels with more displacement. But unlike monohull sailboats, draft and displacement aren't the most critical factors when evaluating foul-weather safety.

Catamarans are more difficult to swamp than monohulls. This is because they create a channel between their hulls that acts as a pressure relief valve, thus decreasing the likelihood of a rogue wave pushing the vessel under or knocking it over.

Catamarans are famous for their ability to weather high winds and chop. An equal-sized monohull may be just as strong and seaworthy, but the crew certainly wouldn't be praising its easy-riding qualities after a strong storm.

Catamaran captains are sometimes guilty of underestimating the danger or intensity of storms because a storm that beats the confidence out of a monohull crew may not even spill the coffee off the galley table in a catamaran.

Catamaran Buoyancy

Catamarans also have design elements that make them difficult—or nearly impossible—to sink. Or, to sink completely anyway. It's all about buoyancy, and catamarans have tons of it.

Monohull sailboats can handle well offshore, provided they have a low enough center of gravity and enough displacement to stay upright in violent gusts and large waves. Usually, monohull designers achieve this by working in an extremely heavy and deep ballasted keel.

In other words, offshore monohulls sit artificially low in the water due to added ballast for stability, both inside the cabin and deep in the keel. This is great until something starts to throw off-balance, like a bunch of water in the cabin.

Catamarans don't sit very low in the water because they're much more buoyant than monohulls and carry no large keels or ballast.

On their own, catamaran side hulls would probably roll over due to their lack of low ballast. But when strung together, they balance each other out and keep the hull far out of the water.

Catamarans don't often sink because they're simply too buoyant. They use their width and dual hulls to make up for the lack of ballast.

Plus, catamaran builders sometimes add additional positively buoyant material such as foam, to the point where sinking an intact vessel would be utterly impossible.

Are Catamarans Strong Enough for Ocean Sailing?

All production bluewater catamarans are extremely rigid and structurally sound. Catamarans make ocean journeys all the time and suffer tremendous stresses, which monohulls never experience. As a result, they're built using stronger materials and reinforced in all necessary areas.

Do Catamarans Break in Half?

It seems easy enough to believe—a catamaran hits a funny wave and breaks in half. After all, catamarans are only held together by a thin strip of fiberglass, right? Wrong—catamaran design is very robust, and all production catamarans are thoughtfully designed and strong.

Apart from the odd story in a sailing magazine, catamarans rarely just break in half. There have been some cases of it happening, but only due to extreme conditions, specific design flaws, or shoddy amateur construction.

Catamarans hulls break off far less often than regular monohulls sink—often in much less hazardous conditions than the few catamarans that did break in this way. So no, you don't have to worry about a production catamaran breaking in half while on the ocean.

Catamaran Comfort and Safety

Comfort can actually be a safety benefit on the open ocean, especially when sailing with a limited crew. Catamarans are known for their stability and increased motion comfort, which can improve the overall health and ability of the crew.

Think about it this way. A seasick and exhausted crew won't be able to deal with navigation or emergencies as efficiently and safely as a well-fed and well-rested crew. This is one of the indirect benefits that offshore catamarans have above most traditional monohull designs.

Catamaran Roll Safety

What happens if a catamaran suffers a knockdown? Usually, nothing good—catamarans can't self-right after a knockdown, unlike some monohulls with a low center of gravity. You're much more likely to have a knockdown or nail-biting roll on a monohull than a catamaran.

That said, catamarans don't suffer knockdowns nearly as easily as similarly-sized monohulls. This is because catamarans distribute their weight widely, and they have a much greater natural roll resistance.

Catamarans have great buoyancy in some parts of the hull and minimal buoyancy in others, which can actually increase roll resistance. For example, catamarans can slice through waves instead of riding over the crest and rolling violently.

It's not easy for the wind to push a catamaran down—quite the opposite. Catamarans actually rise out of the water slightly when sailed properly, even at angles perpendicular to the wind. Catamarans tend to increase in speed as wind speeds increase, directing more energy forward instead of to the side.

Monohulls have completely different high-wind handling characteristics. At some wind angles, high winds can push a monohull dangerously to one side. This is distinct from normal heeling, as the water can begin to rush over the deck and swamp the single-hull vessel.

Can Catamarans Survive Flooding?

Catamarans benefit from another safety feature that's not necessarily a design choice but a design element nonetheless. Catamarans are essentially compartmentalized, and they have a center cockpit high above the waterline.

These characteristics increase the amount of flooding necessary to seriously endanger the vessel. For example, a small leak in one hull needs to be fixed promptly—but it doesn't endanger the boat nearly as much as the same leak in your only hull.

Additionally, much of a catamaran's interior space is in the center console, which is above the waterline and thus can't be flooded from the hulls. Or at least not immediately. This is one of the reasons why catamarans rarely sink.

Catamaran Safety Equipment

Catamarans have a large amount of flat, open space between the hulls. These areas are useful for stowing equipment such as high-tech covered life rafts.

A small boat may have to make do with a small life raft and limited emergency supplies, yet a catamaran can store safety equipment for much larger vessels.

Catamaran Speed

Speed is an important and often overlooked aspect of safety, and we can use an example to demonstrate why. Picture two boats somewhere between Florida and the Bahamas. Dark clouds begin to form overhead, indicating a possible afternoon thunderstorm.

Boat A is a catamaran with good speed and sea keeping abilities. Boat B is a heavier monohull of the same length but greater displacement and technically better seaworthiness.

The catamaran, Boat A, deploys full sail and makes a speed of about 15 knots to outrun the forming storm. Boat B is a monohull and can't make more than 8 knots, even in the best conditions.

Boat A makes it back to port with time to spare, but Boat B is well out to see taking a beating from the storm. Speed means safety in many situations, even though it's never smart to try and beat the weather if you can stay in a safe location instead.

Related Articles

Are Catamarans More Stable?

Are Catamarans Good In Rough Water?

Are Catamarans Safer than Monohulls?

Daniel Wade

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

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The best catamarans for ocean sailing/crossing

Sep 25, 2020

less than a min

The best catamarans for ocean crossing have to embody a few key features in order to be safe for anyone on board, including guests and crew members. Most catamarans do perform quite well in open waters and are regarded as safe vessels to be offshore. This is especially true with large catamarans with big hulls.

In addition, many catamarans have sailed through horrific weather and have managed not to capsize due to their great roll inertia. What basically happens to a catamaran in a rough sea is the boat just surfs sideways when a big wave hits.

Not to worry however as in most cases, weather forecasts will determine whether a catamaran can go offshore on that specific day or not. In addition, the highest risks are when catamarans sail on a north- south axis between seasons. That said, there are a few catamarans that do perform better when crossing oceans than others.

Typically, cruising catamarans are divided into two categories:

• Charter Catamarans
• High-Performance Cruising Catamarans

Charter catamarans have fixed keels, shorter bows, forward masts, heavier displacement, high-windage flybridges, and low-aspect rudders. These boats are mainly chartered to guests and are not designed for ocean crossing rather than sailing close to shore and enjoying views in a touristic way.

High-performance cruising catamarans , on the other hand, have deeper rudders, less displacement, efficient daggerboards, a small weight and large sail plans. They are able to go at a 50-degree TWA to windward in all weather conditions, and can even outsail keelboats. In addition, when a storm hits, all that is needed is for the catamaran to sail at a higher speed and maintain balance and lower loads.

These features make them some of the best catamarans for ocean sailing.

Which is the best catamaran for ocean sailing

After getting a quick glance of what makes a multihull a good fit for offshore sailing, let’s get to the good part: which one is the best catamaran for ocean cruising ?

Technically, there are thousands of options to choose from when it comes to catamarans. So today we are going to present our choice based on the criteria mentioned above.

One of the best catamarans for ocean sailing in 2020 is The Privilege 435 . This is a long-distance, light weight cruiser produced in the Gold Coast area of La Rochelle. The Privilege 435 is a heavy-displacement multihull that has been around for almost 30 years. This is a luxurious well-built yacht with a decent proportion that allows it to cross oceans safely. It has a 23ft 2in beam, 43ft 1in LOA, as well as good proportion with a low-slung superstructure which is perfect for low wind resistance. In addition, the Privilege 435 is equipped with 4 cabins and 4 showers and costs about $300,000 to $350,000. The ample interior makes for a comfortable vessel to withstand long- distance trips.

While this catamaran sits on the high-end of the spectrum when it comes to yachts, there are many other more affordable options to choose from, if you are looking to sail offshore on a long-distance trip. Use TheBoatDB with a free account to compare other catamarans to the Privilege435 and figure out which one is the best fit for you to ocean cruise. You can even browse through TheBoatDB database to get some more options on the table. Last but not least, make sure to take into account the route and predicted weather conditions before embarking on your adventure.

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9 Best Power Catamarans For Rough Seas and Coastal!

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Power catamarans are gaining popularity in the cruising world thanks to their enhanced stability and ease of operation. They’re ideal for coastal cruising but can also be used for ocean crossing thanks to their stability and speed.

Here are some of the best power catamarans on the market:

• Fountaine Pajot MY6
• Nautitech 47 Power
• Horizon PC74
• Lagoon Seventy 8
• ArrowCat 420
• Sunreef Supreme 68

In this article, I’ll review some of the best power catamarans out there. I’ll also go over the main features of different power cats and if they can handle rough weather. 

But before we dive in, let’s get a better understanding of what power cats are.

Table of Contents

What Is a Power Cat?

A power catamaran (power cat) is a motor-powered boat that, unlike traditional boats, has two hulls connected by a bridge deck. These vessels are more stable than monohulls because of their wide base.  

Power cats also don’t have a leaded keel to weigh them down, so they’re pretty lightweight and fast. The lack of a keel also means that power cats are more suitable for shallow waters.

They feature large engines designed to handle their bigger bodies and weights, and serve different purposes, like fishing, cruising, or crossing rough seas. In addition, each hull has a separate engine which makes them more maneuverable, especially at turns and tight spaces.

Power catamarans don’t have sails or masts and get all of their power from the combustion engine (or electric motor), unlike their sailing cousins. In addition, these vehicles are much easier to steer because of their increased stability.

Power catamarans have more interior and exterior space thanks to their multihull design, making them perfect for cruising and liveaboard . They also have ample space for storing everything you need on a cruise without worrying about weighing it down. Catamarans offer increased privacy as well because each hull houses one sleeping area, separated by the living area between them.

Are Power Cats Good in Rough Water?

Power catamarans are good in rough waters particularly because of their multi-hull design. Their wide base makes them stable, and their high speed allows for outrunning bad weather.

Power cats that feature a high bridge clearance, will handle rough waters effortlessly. With the added height, you won’t experience pounding and slamming even in heavy waves, allowing the crew to easily control the vessel in challenging situations.

These boats are also faster than their sailing counterparts, which means they can get you out of rough waters quickly.

In addition, since catamarans are large and tall, maneuvering is easier because you have a better view of the surroundings. Additionally, you can steer from the interior cockpit (on certain models), making it easier to control the vessel in bad weather.

Finally, although a power cat doesn’t have a keel to help it right itself in case of capsizing, it will still float easily because of its positive buoyancy.

Are Power Catamarans More Efficient?

Power catamarans are more fuel-efficient than monohulls because they don’t have leaded keels. While keels are designed to offer stability by weighing down the vessel, they increase the wetted surface and thereby add drag.

Due to the catamarans’ narrow bow entry, there’s lower resistance, leading to smoother acceleration and greater fuel economy in catamarans. In addition, power cats show fewer spikes in fuel consumption in a single power band, especially because of their smooth acceleration and fuel consumption.

The figures reported by cat owners or manufacturers show that power cats have the best power-consumption-to-speed ratios.

That being said, you can improve fuel efficiency by maintaining lower speeds; studies have shown that speed can be the most important factor in fuel efficiency, regardless of the number of engines or hull types. 

Now that you have a better understanding of power catamarans, let’s take a look at the ten best models on the market.

1. Leopard 53

This 53ft (16.19m) power cat is the fourth generation of the widely popular Leopard catamarans, and brings with it all the great features from her predecessor, the 51. 

Although the 51 was the company’s best-selling cat, they added these features to the 53 along with new ones to repeat its success. For example, they have built an enormous saloon, flybridge, and galley by removing the foredeck cockpit in the 51 PC, making it 30 percent larger than the previous model.

This model comes with three or four stateroom layouts, with the 3-stateroom version featuring an owner’s stateroom, two sinks, a loveseat, and lots of storage space.

With two Yanmar 370 hp engines, a maximum speed of 22 knots, and a cruising speed of 17.5, you can enjoy a magnificent ride, whether it’s long-distance cruising or a fun night out with friends.

2. Fountaine Pajot MY6

This luxury power cat is 44ft (13.40m) long, making it super spacious and suitable for families and big parties. With its spacious flybridge, sunbathing lounge, and enormous galley, it’s nothing short of a second home on the water. 

You can steer the cat from the saloon or the 21sqm (68 sq ft) flybridge which features a sunbathing lounge, a pool, and a galley.

This motor yacht continues to delight with its luxurious combination of privacy and pleasure, with views of the sea in almost every interior space. With three cabins, two bathrooms, six cabin beds, ample storage, and a kitchen that opens into the cockpit, you can enjoy practicality and luxury in one place.

The MY6 is exceptionally seaworthy and stable thanks to its wave-piercing hulls and Volvo IPS engines.

Like all power cats, it has straightforward steering, enabling you to control this beast even in the roughest circumstances.

3. Nautitech 47 Power

Powered by dual Volvo Penta D4 engines, this model can output 225-300hp, reaching a maximum of 22 knots and a cruising speed of 18-20 knots . This 46′ 8″ (14.23m) long power cat comes in three or four cabin versions, depending on the customer’s preference.

No matter which layout you choose, you’ll get a spacious, luxurious, and comfortable catamaran with panoramic views from the cabin. The sleek, streamlined exterior design ensures elegant sailing and seaworthiness.

It’s easy for passengers to navigate the deck thanks to its seamless design that connects the saloon to the cockpit and the rear deck. The stern features a big swimming platform that can also accommodate a tender. The cockpit is usable in different weather conditions thanks to the clear covers wrapping the whole area.

This efficient catamaran promises long cruising for big families and groups with two 300L water tanks and a pair of 645L fuel tanks.  

4. Horizon PC74

The Horizon PC 74 is another luxury power cat that can give you the comfort of your home on water. This 73′ 9” (22.48m) long power cat with a 2,000gal (7570L) fuel tank is an enormous vessel that can accommodate more than 14 people.

The enormous hardtop on the three-piece windshield, the teak dining table, the U-shaped bar, the sun pad, and the swing-out stools all guarantee that you’ll have the luxury cruising experience of a lifetime.

This vast and wide catamaran allows you to access the aft deck from the flybridge via a curving staircase. The vast aft deck has a ten-person dining table, a wet bar, and storage space. You can separate the interior and exterior spaces through sliding glass doors and make the space appear bigger by opening them.

Reaching a top speed of 23 knots and a cruising speed of 19 knots, this enormous catamaran was built for efficiency and practicality.

5. Lagoon Seventy 8

This 78’1″ (23.80m) power cat with two 494 HP engines and a 2246gal (8500L) fuel capacity is one of the largest power cats on the market, offering both comfort and reliability. The enormous flybridge can feature a jacuzzi, a sunbathing area, a large foldable dining table, and a hardtop with a moveable roof. However, you can customize the flybridge based on your preferences.

The designers have compromised nothing in terms of elegance and high-quality materials with top-of-the-line finishes and interior paneling to create the kind of luxury you want.

The saloon is huge, well-ventilated, and separated from the exterior by glass doors and panoramic windows.

But what sets Lagoon Seventy 8 apart from other power cats, in addition to its enormous size, is the wide choice of layouts. You can choose between five different versions, all offering the same amount of storage space, living and sleeping area, and privacy.

Additionally, some versions are fully customizable, allowing you to pick every detail to your liking.

6. ArrowCat 420

This 41′ (12.73m) long express cruiser is a semi-custom catamaran with two-stateroom and three-stateroom layouts. The ArrowCat 420 is designed and built with comfort and strength in mind, and capable of handling rough waters safely.

The two Suzuki 350 hp engines give this model a maximum speed of 40 knots and a cruising speed of 20 knots.

The streamlined design and the angled hulls ensure the vessel cuts through the waves effortlessly, making it easy to maneuver.

The fully-equipped head features an electric toilet, a shower, sink, and mirrors, coupled with a dining table, floor storage locker, and teak-finished floors. This cat is built to combine luxury and comfort for both onshore and offshore cruising.

7. Bali 4.3

This 43′ (13.1m) power cat is made for ocean crossing in mind. With five different layouts featuring different combinations of cabins and heads, the company ensures you’ll get the kind of setup you want. Regardless of the layout, this cat offers a spacious master suite with a large double bed and other private sleeping quarters.

You can quickly add to the overall space by removing the adjustable glass doors to merge the cockpit with the saloon.

A feature that sets the 4.1 apart from its predecessor is the fixed aft deck between the hulls, which provides a passageway and eliminates the need to go from one hull to the other without entering the cockpit.

8. Sunreef Supreme 68

According to its designers, this model was built with a radical concept in mind while staying true to the company’s promise of building the most comfortable and spacious power cats in the world.

One of the greatest features of the Supreme 68 is its aft garage that houses a 5m (16 ft) tender and two jet skis in addition to other water toys.

You can also transform the aft to a large platform for water sports by lowering the garage door.

The four-stateroom layout features ample storage, ensuite guest cabins, queen-sized beds, and TVs to create a memorable stay. The white and beige furniture with chrome details and floor-to-ceiling glazing create a soothing atmosphere that blends with the practicality of the well-equipped galley. 

However, if you’re looking for something different, you can opt for a customized model from three different layouts.

9. Hudson 48

The sleek, diamond-cut design of this 46.46’ (14.16m) long power cat is usually the first thing to catch your eye.

It’s a light displacement cat that ensures fast cruising with a top speed of 24 knots and cruising speed of 8 knots thanks to the two 370hp Yanmar V8 engines.

The three-cabin layout features a master stateroom with a spacious and well-ventilated design made possible via the three overhead windows and opening deck hatches.

The saloon’s enormous helm station allows for comfortable and safe accommodation, making it great for rough waters and bad weather conditions.

This model also offers a few entertainment options with its large TV systems and mood lighting. The storage areas and the full-sized walk-in wardrobe give this model a comfortable, homely setting.

Here are Some of My Favorite Catamaran Cruising Resources

Thank you for reading this article. I hope you found it helpful as you hopefully start your sailing adventures. Here are some resources that I use as a sailor that I hope you’ll also find helpful. These are affiliate links, so if you do decide to use any of them, I’ll earn a commission. But in all honesty, these are the exact things that I use and recommend to everyone, even my own family. Sailboats: If you’re looking for the best boat to suit your needs, I would recommend a catamaran. If you’re interested, I can show you the differences between catamarans and other types of sailboats .

Books:  For getting started, I really like  Cruising catamarans made easy . It is actually a textbook from the American sailing association; it is used to get a cruising catamaran certification. There are some other great books, and I have compiled a list of books about cruising catamarans that you will find useful.

Communication:  Being out on adventures, whether it be sailing or climbing mountains, good communications are essential to being safe. I recommend two things Google fi (incredibly simple cellular data all over the world) and Garmin inreach mini (for text and voice in remote areas without cell coverage)

Sailing courses: Online sailing courses are great for beginners starting out their sailing career; it’s an efficient way of learning the basics of navigation, throttle controls, and maritime safety. I suggest starting with two free courses from NauticEd .

To see all my most up-to-date recommendations,  check out this resource  that I made for you!

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

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The magnificent eight and … Kolchak. Travelers on catamarans reach Arctic island

MOSCOW, December 22. /TASS Correspondent Yulia Bochkareva/. The journey of eight brave people to the Bennett Island in the East Siberian Sea resembles plots by Jules Verne or Jack London: the icy Arctic sea, brave men facing the nature, and thousands of kilometers to the goal. We have discussed with the expedition's leader, Russia's well-known polar explorer Nikolay Nakhodkin, how the Russian Geographical Society's expedition on inflatable catamarans had reached one of the northernmost points in Yakutia.

A mysterious island

The Bennett Island is among less studied and hard to reach islands. It is a part of the De Long Islands in the East Siberian Sea. Due to a lack of studies, these places are wrapped in beautiful legends and mysteries. They have always attracted researchers. Some of the researchers have never returned, and this fact adds to the mystery.

The island was named after James Gordon Bennett Jr., a sponsor of the polar expedition led by American navigator George W. De Long. In 1881, the sailor left the Jeannette ship, crushed in ice. When the crew was trying to get to the mainland, the sailor discovered the island. Three months later, De Long died in the Lena River area.

The Bennett Island repeated the Land of Sannikov story - an "oasis" among the ice, a "ghost island" in the Arctic Ocean, which some researchers as-if saw to the north of the New Siberian Islands. The mythical island was named after Russian merchant and explorer Yakov Sannikov, who in 1810 was the first to announce a new continent with good climate, to where birds migrate in the spring, and from where they return with offspring in the autumn.

Baron Eduard von Toll did not doubt the Acrtida existed. It was the name of the northern polar continent. Toll's expedition, which disappeared on the way to the Bennett Island, was the plot of Vladimir Obruchev's novel - Sannikov Land.

Bennett Island

In 1903, a rescue expedition to search for Toll's group was led by Lieutenant Alexander Kolchak, a future admiral and a leader of the White Movement. Kolchak reached the island, found the last station, the expedition documents, collections, geodetic instruments and notes. No doubt, Toll and his team were dead. Kolchak named one of the capes on the Bennett Island's southeastern part after his fiancee Sofia Omirova.

The island was discovered a century and a half ago, but it has been studied only little. A group of scientists, led by Nikolay Nakhodkin, a member of the Russian Geographical Society (RGS), decided several years ago that it was necessary to study the island and adjacent waters.

The expedition took place in 2021. "In recent years, after studying space images, the island has attracted our attention because smoke is coming from there from time to time. The smoke or gas plume is so big that sometimes it reaches Canada and Alaska. We suppose, there may be a volcano on the island. Our goal was to begin systematic research of that island," the scientist said.

The route itself was also very interesting: traveling in Kolchak's footsteps could show what climate changes had occurred in the Arctic over more than 100 years. Noteworthy, Kolchak described the trip very thoroughly in his scientific reports.

Trip to Earth's North

The initiative was supported by RGO as well as by the Russian Union of Rescuers and Yakutia's authorities. The region's industrial and transport companies said they would sponsor the expedition. The team's most participants work for Yakutia's rescue service - rescuers, experienced hunters and fishermen.

Many expeditions are known for using weird transport means: Norwegian explorer Thor Heyerdahl sailed the Pacific Ocean on the Kon-Tiki raft, and Fyodor Konyukhov made the first ever circumnavigation trip on a rowing boat. This year's expedition has chosen an inflatable catamaran and a PVC trimaran.

"We've assembled them with ropes and logs. Inflatable vessels were not the purpose, we had to transport building materials to build on the island a Yakut 'balagan' (a wooden structure, where the Yakuts live in winter) to be used as a scientific station, as well as a 'serge' (a pole for tying horses). The Yakuts say that a 'serge' demonstrates that this land has an owner: it was symbolic to erect it in the year of Yakutia's 100th anniversary," Nikolay Nakhodkin said. "We had to bring in everything to the last nail, since there are no trees on the island. We lined the deck with building materials."

The team also wanted to note the climate changes in the Arctic - areas of many kilometers from the coast are free of ice. Kolchak used to write a lot about the ice. Nowadays, travelers could cross those areas on an inflatable catamaran. "We could see ice only in one area in the Blagoveshchensk Strait. The remaining hundreds of kilometers were free of ice," the traveler said.

The expedition began in 2020. In late July, its participants started from Yakutsk along the Lena River. That year, they traveled from Yakutsk to the Tiksi town, and then crossed the Laptev Sea and reached the Bolshoy Lyakhovsky Island of the Novosibirsk Archipelago, which is at the junction of the East Siberian Sea and the Laptev Sea.

The expedition had to wait for permissions to begin the sea traveling part - the team's route crossed the state border several times, and every crossing required certain formalities. When sailing across the Etherican Strait, which runs between the Maly Lyakhovsky and the Bolshoy Lyakhovsky Islands, the expedition faced strong oncoming storms with snow. For three times the polar explorers attempted crossing the strait, but the waves kept throwing them back.

The decision was to leave the brought building materials at the Kigiliah weather station on the Bolshoy Lyakhovsky Island and to continue the project the following year. Once again they crossed the Laptev Sea and reached the village of Nizhneyansk in Yakutia's Ust-Yansky District. Over 2020, the expedition managed to cover about 2,400 kilometers.

The voyage continued only two years later. In August 2022, the travelers left Nevyansk. "We crossed the Laptev Sea, the East Siberian Sea, the Dmitry Laptev Strait, the Etherican, the Sannikov and Blagoveshchensk Straits. We were the first in the world to reach on inflatable vessels the Bolshoy Lyakhovsky, the Maly Lyakhovsky Islands and the Anjou Islands (the Bunge Land, the Fadeevsky Island, the New Siberia - TASS)," the expedition leader said proudly.

In the open sea, the crew could rely only on themselves and on the vessels stability, since the route lay far from shipping lanes. "We could not see the shore for days. The waves were high. We did not manage to avoid all storms. We couldn't rely on any help, but everyone stood firm," he added.

Base for sciences

On August 22, the expedition members landed on the cherished Bennett Island. They managed to do everything they had planned: they built a Yakut 'balagan' and erected a 'serge'. In memory of the Arctic pioneers, they installed an Orthodox Cross of Worship.

The support base on the island may be used for scientific research or as a shelter from bad weather or from predators, the traveler said. "Now, scientists may go there: biologists, volcanologists and seismologists. We have laid the foundation for studies. The island is far away, and the only option to get there quickly is by a helicopter. Thus, bringing a lot of equipment is impossible," he added.

The team also conducted ecological studies on the island. They for the first time collected plant samples, took hydro-biological samples of water from reservoirs and a glacier near the island. "Since the time of Eduard von Toll, there have been no reindeer on the island, and we have found traces of reindeer and tuguts (calves up to one year old) there. The island seems to have come out of a fairy tale: the water is transparent, and the virgin nature. On the route, we saw countless shoals of fish. The animals were not afraid of us at all," he continued. "One day, a polar bear swims to the island, gets ashore. We didn't notice it until it snorted." Fortunately, everything went well - we did not have to scare off the beast, and it did threaten the researchers.

During the expedition, the scientists proved it important to study seismic activities in the Arctic Ocean and to have a tsunami warning system: there are huge expanses of open water and high seismic activity in the Arctic.

The expedition tested catamarans and other rescue technologies. "We have tested a swimming suit. According to statistics, in Yakutia in the cold months, about 50 people die every year from hypothermia in the water. The suit that we have tested can save the life of its owner for a couple of hours if, for example, a person slips off the deck or falls into icy water. In such a suit, the person will remain on the surface and thus will have a chance to survive in icy water. Through the collar and sleeves, water, of course, will get inside. It's unpleasant, though not fatal. Such a suit may be useful for rescuers and for people living in the North," he said.

A documentary film will be devoted to the expedition. There are enough materials for it, the scientist said. During the expedition, the participants made hours of video. The team hopes the film will be ready by the middle of winter.

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Starlink at sea: all change for cruisers 

• May 13, 2023

Starlink has shaken up its offering for cruising sailors with a crack down on service term violations and new data plans

Starlink, Elon Musk’s low orbit satellite network which delivers low cost high speed internet via a portable dish, has shaken up its offering for cruising sailors and other broadband users at sea.

Starlink has been hailed as a game-changer by many adopters. Since its launch just two and a half years ago, its coverage has expanded rapidly and many cruisers crossing the Atlantic last season reported full service mid-ocean. Even cruisers in remote Pacific regions have been reporting excellent connectivity while at sea.

In March this year, four American sailors were rescued after their yacht Raindancer sank mid-Pacific in what may well be the first Starlink-enabled rescue. While the conventional rescue communication protocols worked effectively, their rescue was accelerated by the fact that several other yachts on the route were made aware of their plight from browsing Facebook while online, and a Whatsapp group was set up to help coordinate their rescue among boats with fast connectivity (see June issue of Yachting World for the full story).

However, most recreational sailors have been using Starlink Roam, previously known as Starlink RV (‘recreational vehicle’) – a plan designed for those in touring vehicles, off grid cabins etc, who needed connectivity whilst stationary – and, critically, on land. The original dedicated Maritime version was designed for commerical use, with subscription initially costing around £5,000 per month.

Starlink dish fitted to a bimini structure on a cruising yacht. Photo: Phil Johnson/SV Sonder

Numerous Facebook groups sprang up, populated with instructions on how to ‘hack’ the standard Starlink dish to improve its connectivity on a moving yacht, though Starlink contracts always made clear that using a modified stardard dish and Roam connection whilst sailing was in breach of its warranty and terms of service.

However, over the past couple of week cruisers have been receiving emails from Starlink notifying them that the company is cracking down on this usage:

“Your Starlink has been used in areas that violate the terms and conditions of your service plan: your plan does not include service on the ocean. Starting as early as May 9th, 2023 you will be unable to connect to the internet on the ocean except to access your Starlink account where you can make updates to your account.”

The message then went on to recommend users change their service plan to one of their new, more expensive, ‘Mobile Priority’ plans (though considerably less than the previous Maritime plan).

It’s important to note that this crack down is not a change to Starlink’s usage permissions, the company is only enforcing its existing terms and conditions.

The notifications prompted a flurry of discusssion on the many Starlink user groups, with some joking that it ‘felt like Y2K all over again’, and concerns that connectivity would be cut off instantly at 0000hrs on May 9 (that wasn’t the case, although some customers have received repeated emails and connectivity warnings).

Starlink at sea

Starlink maps service areas into 15 mile cells, shown on its service maps as blue and black hexagons, determining whether that area is ‘land’ or ‘ocean’, marked in ‘blue’ and ‘black’ respectively. If the satellite technology detects that the dish is being used in a black hexagon it will consider you to be on the ocean. There are, unsurprisingly, a few anomalies – islands and promontories etc which have not been recognised as land etc.

‘Land’ and ‘Ocean’ areas as shown around the Canary Islands on the Starlink map. Source: Starlink.com

Starlink advised Roam users instead move to one of their Mobile Priority plans. However, in a pattern that will be familiar to anyone who’s followed Musk’s rapid-fire changes at Twitter, those policy options went through a series of updates and different pricing plans over the past week.

One possible solution for cruising users may be to subscribe to a Priority data plan which can be ‘toggled’ on and off as they move between land and ocean areas – although some users report that even after toggling ‘off’ they were still using data from the more expensive Priority plan.

Whilst many RV/Roam users have successfully used Starlink’s standard dish whilst in motion, Starlink now offers a dedicated ‘in motion’ option using a higher performance dish. The website currently shows Starlink Martime and Starlink Mobility packages from £247 per month with a hardware cost of £2410, though there are some hefty discounts currently being promoted to existing standard dish owners on new hardware costs

Will a securely anchored yacht running Starlink be viewed as ‘in motion’? Photo: Phil Johnson/SV Sonder

What’s not yet clear is whether the geo-locating technology considers being on anchor or in a marina as stationary or in motion. One email shared on a user group, apparently from Starlink customer service, says:

“You do not need the high performance dish to use in-motion service. However, using the regular dish in-motion voids the warranty, as it wasn’t deigned or built for in motion use. In motion means moving…. A boat at anchor is considered in motion. The bobbing motion will trigger the motion sensors in the dish.

“The non high perforamnce antennas may be used in motion now, and in the forseeable future. We do not anticipate removing this capability. A reminder however that they weill be out of warranty if used in motion.”

However, confusing, Starlink’s own FAQ page , under “Can I use Starlink in motion?”, advises:

“Flat High Performance Starlink is only available to be purchased in certain regions. If your account country is outside these regions, you can use your current Starlink hardware paired with the Mobile Priority data to access prioritized service globally on land and in the ocean while stationary.” [our underline]

User groups advise contacting Starlink direct if, for example, you want to use non-priority data while in port and only occasional in-motion priority data for an ocean passage. Options and restrictions also depend on which region cruisers purchased their dish in, and which address their data plan is registered to. 

The other consensus among user groups seems to be that, unless you need seamless high speed connectivity because you are running a business whilst cruising or similar, not to rush to replace hardware or sign up for new data plans as they are rapidly evolving.