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This New 148-Foot Hybrid Trimaran Concept Can Sail Silently and Emissions Free

Inspired by seagulls, the vessel has got two giant wings spanning 2,690 square feet each., rachel cormack.

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This new catamaran concept was designed to carry your bugatti across the high seas.

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VPLP ’s latest trimaran concept is ruffling feathers for all the right reasons.

The French studio’s disruptive new 148-footer, which goes by the name of Seaffinity , takes cues from “the world of seabirds” in terms of both propulsion and aesthetics.

Penned under the direction of noted yacht designer Patrick le Quément, the vessel’s monolithic shape was inspired by the lightness, fluidity and beauty of the seagull. There is almost a total fusion between the two hulls and the coachroof that results in a streamlined silhouette similar to a gull’s.

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The trimaran’s streamlined silhouette is inspired by a seagull.  VPLP

Seaffinity can also traverse the globe silently and sans emissions, just like our feathered friends above. It’s even equipped with a pair “Oceanwings,” or two sails spanning 2,690 square feet each, that harness the wind for clean and efficient cruising.

“We wanted to offer customers a new concept of a boat more in harmony with nature,” the studio said in a statement .

The sailing power is supplemented by a hybrid engine that runs on electricity produced by a hydrogen fuel cell. VPLP didn’t give any figures regarding speed or range, but did say the multihull would be partly autonomous.

Onboard, Seaffininty’s living quarters are suitably subdued. (Seagulls aren’t the most attention-grabbing birds, after all.) With a beam of 55 feet, the generous living area is characterized by a limited color palette and subtle furnishings that keep the focus on the exterior. To the aft, there is a sizable deck complete with sunbeds, a swim platform and diving facilities.

Seaffinity features two sails spanning 2,690 square feet each.  VPLP

“The ambiance is more important than the décor,” the studio adds. “Because what matters while sailing is the outdoors, to be able to marvel at the spectacle that unfolds before our eyes.”

Seaffininty joins a flock of new trimarans that have debuted in recent years. For example, McConaghy Boats unveiled the razor-bowed 153-footer Adastra in 2012, before following up with the 153-foot silver-bullet MC155 in 2017. And, that’s just one Aussie builder.

Although Seaffininty is just a concept at this stage, here’s hoping it eventually takes flight.

Check out more photos below:

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

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Seagull-inspired trimaran concept Seaffinity revealed

Related articles.

A 45m super streamlined trimaran concept named Seaffinity inspired by "the world of sea birds" has been revealed by French studio VPLP Design .

The aluminium yacht, which is described by the studio as a “yacht of the future”, features a hybrid engine powered by electricity produced by a hydrogen fuel cell. However, Seaffinity’s main source of propulsion will be the wind captured by two Oceanwing sails.

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The yacht’s exterior is described as “monolithic” by the studio. This, combined with the sustainable propulsion, ensures a voyage on board the yacht is “a communion with its environment”, the studio said.

Seaffinity is aimed at “new customers” who are not interested in the “polluting” consequences of traditional yacht offerings.

“In addition, we wanted to offer them our vision of a new concept of boat, more in harmony with nature and the environment,” the studio said.

The pared-back interior features “intentionally reduced colours” to focus the sailing experience on the outside. “The ambience counts more than the elements of the décor,” the studio said. “We did not want to create a work that stands out between the spectacle of the sea and us.”

Other details include a beam of 16.8 metres and a two-metre draught.

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VPLP ’s latest trimaran concept is ruffling feathers for all the right reasons.

The French studio’s disruptive new 148-footer, which goes by the name of  Seaffinity , takes cues from “the world of seabirds” in terms of both propulsion and aesthetics.

Penned under the direction of noted yacht designer Patrick le Quément, the vessel’s monolithic shape was inspired by the lightness, fluidity and beauty of the seagull. There is almost a total fusion between the two hulls and the coachroof that results in a streamlined silhouette similar to a gull’s.

The trimaran’s streamlined silhouette is inspired by a seagull. VPLP

Seaffinity can also traverse the globe silently and sans emissions, just like our feathered friends above. It’s even equipped with a pair “Oceanwings,” or two sails spanning 2,690 square feet each, that harness the wind for clean and efficient cruising.

“We wanted to offer customers a new concept of a boat more in harmony with nature,” the studio said in a  statement .

The sailing power is supplemented by a hybrid engine that runs on electricity produced by a hydrogen fuel cell. VPLP didn’t give any figures regarding speed or range, but did say the multihull would be partly autonomous.

Seaffinity features two sails spanning 2,690 square feet each. VPLP

“The ambiance is more important than the décor,” the studio adds. “Because what matters while sailing is the outdoors, to be able to marvel at the spectacle that unfolds before our eyes.”

Seaffininty joins a flock of new trimarans that have debuted in recent years. For example, McConaghy Boats unveiled the razor-bowed 153-footer  Adastra  in 2012, before following up with the 153-foot silver-bullet MC155 in 2017. And, that’s just one Aussie builder.

Although Seaffininty is just a concept at this stage, here’s hoping it eventually takes flight.

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This racy catamaran designed for fast blue water cruising was initially intended for series production by one of the well-known shipyards, but ultimately, the project has been taken on by Trimarine, based on the Tagus River near Lisbon, Portugal. 

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Published 14/02/2023

By Kim Wellington

Published: mar. / apr. 2023

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Issue #: 188

Published: March / April 2023

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The GP70, built with 80% carbon sandwich, manages to limit its displacement to 17.5 t. This large multihull was designed to offer a very high level of self-sufficiency thanks to low consumption of onboard equipment, a large surface area of solar panels (3 kWp), an efficient watermaker and two imposing 264 US-gallon (1,000 liter) fuel tanks. The concern for simplicity and reliability has also formed part of the development of the GP70, designed for the “very long range” with the choice of quality materials, easy access to safety equipment, redundant vital systems and efficient alarms. High-tech gear is present everywhere (vacuum insulation systems, intelligent energy generators, latest generation remote controls, maneuvering cameras, etc.), leading to high levels of comfort on board. Under sail, the GP 70 promises exceptional performance and the bridgedeck clearance guarantees excellent seakeeping behavior in big seas. The interior of the first example in this small high-tech series consists of an owner's hull with a double cabin and possibly two additional berths, two double guest cabins and a crew cabin in the other hull. The launch is scheduled for next spring.  Builder: Trimarine Naval Architect: VPLP Interior design: Jean Yves Carteret Material: Corecell epoxy and carbon sandwich Overall length: 68’11” (21 m) Beam: 32’ (9.75 m) Draft: 5’3” (1.6 m) Air draft: 90’ (27.45 m) Light displacement: 38,580 lbs (17.5 t) Laden displacement: 50,700 lbs (23 t) Upwind sail area: 2,380 sq ft (221 m²) Downwind sail area: 4,950 sq ft (460 m²) Engines: 2 x 80 kW Yanmar JH4 Fuel: 2 x 264 US gal (2 x 1 000 l) Water: 290 US gal (1,100 l)

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The ultimate foiling machine? Onboard SVR-Lazartigue

• December 15, 2021

SVR-Lazartigue is the newest Ultim trimaran, designed for current solo around the world record holder François Gabart. Gabart gave François Tregouet an exclusive tour of this extraordinary machine.

Launched in July after 150,000 hours of work, SVR-Lazartigue is the latest addition to the burgeoning Ultim 32/23 fleet. In addition to the complexity that’s inherent to these giant foilers , this rocketship design includes many unique innovations which are currently being extensively tested and fine-tuned. We were lucky enough to be able to explore some of them in detail with skipper François Gabart.

Having boarded the team’s support RIB as they headed out from the MerConcept pontoon at around croissant-time, we searched for the blue giant among the squalls. François Gabart and Tom Laperche, who was co-skipper in this autumn’s Transat Jacques Vabre , were returning to their base in Concarneau, Brittany, having just completed a 1,000-mile training loop in the company of three other Ultims: Sodebo , Banque Populaire and Gitana .

SVR-Lazartigue finally appeared as just a dot on the horizon. There was no need to throttle up to reach it though: it was closing in fast. When it drew level, even with one reef in the main and no headsail, our big outboard-powered RIB was struggling to keep up. The crew heading out on deck to lower the sails appear tiny, whereas in reality Tom Laperche must be over 6ft tall.

Twin cockpit bubbles adjacent to the mast

While the overall dimensions of SVR-Lazartigue are as breathtaking as the rest of the Ultim class trimarans , certain proportions of SVR-Lazartigue immediately stand out. First, the floats seem particularly narrow. There are two reasons for this: as the helm stations are no longer ‘on’ the deck but integrated into the central hull, the latter seems proportionally beefed-up, especially between the two connecting beams.

The other factor is that as the latest generation trimarans spend more time in foiling mode, so the volume of the floats is no longer as critical.

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The third dimension that stands out when viewing this monster vessel from the water is the length of the horizontal surface of the foil tip – it’s a full 4m (13ft) stretched under the net towards the central hull.

Onboard SVR-Lazartigue

Gabart is at the helm in the starboard cockpit. This is the trademark of his new baby: two sliding bubbles, flush with the deck, which call to mind a Spitfire aeroplane or fighter jet. The analogy is not accidental: these ultra high performance trimarans reach such high speeds that staying outside is not only uncomfortable, but almost unbearable, and certainly incompatible with achieving a high level of human performance.

Boat speeds of 40 knots have become the norm – below 30 knots the crew feels unusually slow!

Despite being exhausted, Gabart and his teammate are smiling broadly. They have just completed a 200-mile reaching leg at an average boat speed of 37 knots, racing side by side with Sodebo. But to have completed 1,000 miles in racing conditions without any major technical problems in such a new launch is clearly the main satisfaction. That’s a triumph for Gabart’s MerConcept technical team – just a week before, they had to abandon the Défi Azimut Ultim race following damage to a foil jack.

Hydraulics are a key component on these boats. With enormous forces involved there are 23 hydraulic cylinders onboard on SVR-Lazartigue. One of the particularities of the Ultim class is that everything on board must be controlled by human power; only so-called closed-loop circuits are allowed.

Above: electronics, regulators, electric engine and a small diesel generator are housed under the floor of the cockpit and living areas

So while the grinders are connected to the winches, they are also connected to hydraulic pumps. If, for example, the crew want to increase the rake on a foil by 3°, they set the control to 3°, open the valve and it goes up to 3°. But the hydraulic pressure to achieve that has to be generated by the two-man crew, and it is in no way automated or self-adjusting.

65 knots of apparent wind

Most of the cylinders are hidden – inside the boom, behind a foil arm, and down below – the aerodynamics are optimised as never before on an offshore boat.

The apparent wind created by the speeds reached is “mind-blowing”, says Gabart. “This is the most impressive thing about this boat. We have never had these apparent wind figures on other boats.

“Here, we regularly reach speeds of over 40 knots at less than 90° true wind angle (TWA). In certain conditions, such as 25 knots of wind on flat seas, at 65°-70° off the wind, you’re doing 40 knots. That’s 60-65 knots of apparent wind speed. The maximum AWS in our log is not far from 70 knots.

The low profile fighter pilot-style cockpit ‘pods’

“When you go outside, it’s violent. Compared to the previous generation, this is where the difference is the most significant, between 65° and 80° off the wind, where we see very strong apparent winds,” Gabart explains.

At these speeds air resistance takes on an unprecedented importance. The design team, including VPLP , has focussed heavily on creating an aerodynamically optimised shape with every element refined to offer the lowest possible drag. The upper part of the foredeck is non-structural – all the strength is underneath at the level of the anchoring points of the headsails.

“The interesting [point] is that we can stow the sails there, protected from the wind. In the long term it will be closed off by a canvas cover to reduce water ingress, even though there are drains on the sides. This is an area that still needs to be optimised. We can see that the technical team seems to have played with the jigsaw before this training session,” observes Gabart.

Fred Bérat, the boat captain, asks Tom Laperche for his feedback. “We’ll have to use foam or partition off the unused areas to reduce the volume likely to take on sea water,” Laperche comments. That will add weight, but aerodynamically, nothing protrudes, the furling drums are completely hidden and the sail is flush with the deck when unfurled.

Gabart, a passionate engineer, explaining how the foils work. Each weighs 400kg (882lb) and supports a trimaran that weighs 38 times that

The entire deck and structure is designed to favour laminar flow and reduce air disturbance. All the way aft, only the two small cockpit bubbles protrude from the deck. Even the Fleet communication antennas, although cylindrical, are streamlined at the rear.

Within each of the two cockpit bubbles, a small Formula 1-type steering wheel acts as a helm. For the time being, only one button is fitted, the emergency mainsail release button, but more controls will come in the long term, Gabart explains. “We imagine we’ll be able to put a lot of things on it, especially for safety. And possibly sail adjustments when there are people around to grind the winches and therefore power the hydraulics below deck.”

The pilot-style flight position is designed to help the sailors maintain focus and high levels of performance while helming for long periods of time.“While we thought we would have to wear a helmet or harness to avoid hitting our heads, it turns out we are very well supported at shoulder level, especially since we don’t have to steer at high angles. You can steer standing up or sitting down and footrests are due to be fitted soon.”

Gabart is confident he’ll be able to spend hours comfortably at the helm “just like in a car”.

Fingertip conrol on SVR-Lazartigue

Three rudders are mechanically connected at the back of the stern arm, while at the front, electronics are used. The two Madintech pilots have their cylinders permanently connected to the same central rudder shaft.

More fingertip controls are planned for the Formula 1-style steering wheel in future

Just above, on the outside, a conventional wheel is connected directly to it, which is more practical for port manoeuvres or race starts: “Because we can see what’s going on better and we’re more used to the feeling. In the long term I am confident that we will be able to have the same feeling and efficiency on our small steering wheels, from a distance, but there is still work to be done, especially because of the speed of reaction of the cylinders,” he says.

From the inside helm stations or watch stations, as well as the companionway access just aft, there’s good visibility, almost 360°, even under the boom. However, below deck, where manoeuvres, navigation and living space are organised, there is no direct view outside.

As on Alex Thomson ’s IMOCA Hugo Boss , cameras have been installed for an exterior view. But the two SVR-Lazartigue co-skippers admit they’re not yet always in the habit of automatically looking at the screens.

Chainplates and furling drums for the headsails are integrated under a false deck to help aerodynamics

At the stern, all sheets are tunnelled to two huge 43cm diameter Harken Air 900 winches: “We can put each of the eight sheets, which all arrive at the same place, crosswise on the two main winches, so we can do peels at any time between any sails: J0, J1, J2 and J3,” says Gabart. Up front are the so-called utility winches for halyards, furling lines, reefing lines, or barber-haulers.

Living zone

At the rear of the low-slung, white painted cockpit, a living area houses a navigation zone with a newly installed bucket seat facing a canting screen. There is a beanbag for sleeping on the floor, although berths will be installed on both sides for stowage. The only extra is a micro-galley.

Forward is another living area, this one in bare carbon, located along the centre of gravity of the boat. When the boat is being sailed in crewed mode, the space is big enough to sleep six people in a race or on a record attempt. “In terms of noise, we were quite uncertain about this central hull living area,” admits Gabart,

As well as nav and performance information the screens also display the positions and trim settings of the foils, rudders and centreboard

“I’m surprised, because intuitively I thought it would be quite different from the previous boat (Macif which became Actual) and in the end, here, in the closed cockpit, it’s quite similar. As soon as you put your head in the bubble, even when it’s closed, you hear and feel the wind, just like before.”

The central hull on SVR-Lazartigue is divided in two along its entire length, with a lower level under the cockpit and the living areas. In addition to the electric motor, the battery pack and a small diesel generator, there are a lot of electronics housed below. “Emilien Lavigne, the computer and electronics specialist is, after me, the one who has sailed the boat the most since she was launched,” points out the skipper, such is the importance of the hidden technology on board.

Meanwhile the most obvious examples of latest development technology are the incredible wings of this boat designed for flight. The shape of the SVR-Lazartigue foils is particularly complex, between the L-shaped lower section and and the S-shaped vertical a free ball joint gives a degree of freedom in the foil boxes to be able to raise and lower them. The upper section moves longitudinally, allowing the rake to be adjusted.

Skipper for scale! The two main Harken Air 900 winches on which all the headsail sheets are mounted

Unlike a conventional racing yacht, the VPPs (velocity prediction programmes) provided by the architects VPLP are much more than simple polars with the speed targets. The charts, displayed in the cockpit, also recommend theoretical settings for foil depth, rake and flaps.

“It’s amazing how good the fit is, on a windy sea, in out-of-the-ordinary conditions like a reaching leg in 40 knots, 50m from the beach without a single wave. Or the opposite, like now, where there’s only 10 knots of wind, but the sea remains rough following the passage of a front,” says Gabart.

As for the sensation of foiling at high speeds, Gabart is effusive about the behaviour of his blue rocket: “The more foil surface you have, the more damping there is in the waves. When you fly, there are few shocks, just quite violent movements due to the high speed. When the boat jumps a wave, the foil never really comes out of the water, even if it stalls, it absorbs a lot. Even when you’re not flying, at the same speed, it’s much more comfortable than an IMOCA. Even though, sometimes we go twice as fast…”

SVR-Lazartigue specifications

Length: 32m / 105ft 0in Beam: 23m / 75ft 5in Displacement (approx): 15,000kg / 33,000lb Weight of one foil: 400kg / 880lb Draught: 4.5m / 14ft 9in Air draught: 37m / 121ft 5in Mast length: 33m / 108ft 3in Sail area upwind: 425m² / 4,574ft Sail area downwind: 645m² / 6,942ft

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VELA Unveils Unique 100% Wind Powered Sailing Cargo Trimaran

VELA, committed to the decarbonization of the maritime freight industry, has proudly unveiled the design of its first-of-its-kind trimaran cargo ship that will allow the company to transport goods across the Atlantic Ocean using 100% wind power. The visionary team of François Gabart (renowned solo navigator and world-class ocean racer), Michael Fernandez-Ferri, Pierre-Arnaud Vallon, Thibault Charles and Pascal Galacteros unveiled the design, which had been in development since September 2022 and for which production is set to start early 2024.

Departing from the conventional single-hulled approach, and inspired by the modern technologies used for ocean racing, VELA’s sailing cargo vessel will have three hulls and is anticipated to be launched in 2025.

Reducing the environmental footprint of Maritime Transport

By adopting the innovative trimaran concept for its cargo ship, VELA meets several criteria for reducing the environmental impact of maritime transport, which currently accounts for 3% of global greenhouse gas emissions (a figure projected to rise to 17% by 2050 if no action is taken). Extensive analysis by the VELA team led to the impressive claim of a 99% reduction in greenhouse gas emissions in propulsion compared to conventional container ships .

The choice of a trimaran design also enhances stability and ensures the safety of the cargo, while providing a comfortable experience for the sailors on board. Additionally, by harnessing the abundant wind resources of the ocean and not having to take fuel costs into account, VELA is able to provide high transportation capacity at a fixed and fair price, accommodating up to 450 U.S. pallets (equivalent to 51 TEU containers or 560 EU pallets).

Beyond the elimination of greenhouse gasses during the voyage, VELA also has a lesser environmental impact than other cargo ships by being built with recycled aluminum with interiors made from bio-sourced and geo-sourced materials. All components of the ship have also been designed to be dismantled for reuse on other VELA ships or for other purposes.

Fleet ambitions: 30 boats by 2035

The first VELA trimaran cargo vessel is expected to make its maiden voyage mid-2025, sailing the transatlantic route between Europe and the United States. VELA guarantees fast, reliable and secure transportation, with a warehouse-to-warehouse timeframe of 10-15 days, including loading, transit and unloading, which places it in between conventional air and sea freight. Furthermore, VELA’s efficient routing system ensures that the most optimized route is selected based on weather conditions, with an estimated time of arrival by the hour provided up to four days in advance.

While the choice of propulsion plays a critical role in decarbonizing maritime transport, VELA recognizes that sustainability also depends on pre- and post-transport logistics. The exceptional maneuverability of the VELA Trimaran Cargo vessel allows access to secondary ports, facilitating closer proximity to customers’ factories and warehouses.

“Choosing the France-USA seaway was a no-brainer. The United States is the second largest export destination for French luxury products. Moreover, the wind is plentiful and predictable in the North Atlantic. We are very happy to be able to continue facilitating American and French culture exchange, but in a way that prioritizes the decarbonization of Franco-American trade as well,” said Michael Fernandez-Ferri, Cofounder of VELA.

Looking ahead, VELA aims to have a departure from France to the USA and vice versa every nine days by 2028, further solidifying its commitment to sustainable and efficient shipping practices.

Press Release

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Austal to build wind-powered cargo trimaran for Vela Transport

Austal Limited has announced a contract to design and construct a 66.8-metre wind-powered cargo trimaran for Vela Transport of Bayonne, France.

The new vessel, priced between A$40–$45 million, will be built at Austal Philippines in Balamban, Cebu, and is slated for delivery by mid-2026.

The trimaran, based on a concept by VPLP of Paris and equipped with a sailing system from MerConcept, represents a significant advancement in sustainable maritime technology. Paddy Gregg, CEO of Austal Limited, highlighted the company’s role in this pioneering project. ‘Austal is delighted to be partnering with Vela to deliver this unique, sailing cargo trimaran – a striking looking vessel that will transport high-value goods across the Atlantic Ocean using 100% wind power,’ Gregg said.

The vessel promises numerous advantages over traditional cargo ships. According to designers the trimaran design ensures ample cargo space and superior seakeeping abilities, while its shallow draft allows access to secondary ports, facilitating direct routes to factories and warehouses. ‘Austal’s proven experience in trimaran design offers Vela a large cargo space and greater flexibility while delivering superior seakeeping, efficiency, and performance,’ Gregg added.

A key feature of the trimaran is its reliance on wind for propulsion, expected to reduce greenhouse gas emissions by 99% compared to conventional container ships. This environmental benefit aligns with the increasing push for sustainability in maritime transport. ‘The use of sails for main propulsion, rather than conventional diesel-powered engines, is also expected to deliver a 99% reduction in greenhouse gas emissions, compared with conventional container ships,’ Gregg noted.

Vela Transport’s CEO, Pierre-Arnaud Vallon, said: ‘We are not just constructing a ship with Austal, we are helping to shape the future of international maritime transport. With our strategic shipbuilding partner Austal, we are pioneering the way for an era where ships harness clean and inexhaustible energy. This sailing cargo trimaran, the first and largest of its kind, symbolizes our vision of a world where sustainability and innovation go hand in hand.’

The project’s complexity was underscored by Vela Transport’s COO, Pascal Galacteros, who commented: ‘The construction of this unique vessel represents an unprecedented technical challenge. We are tackling it with pride and determination, relying on Austal’s globally recognised expertise in multi-hulls and aluminium shipbuilding, and integrating the wind sailing expertise from our partners, VPLP and MerConcept,’ Galacteros stated.

Austal was chosen for the project following a comprehensive nine-month global tender process. ‘The trust that emerged from our interactions with the Austal teams in Australia and Philippines convinced us that we had the best strategic shipbuilding partner for our project,’ Galacteros added.

Austal has a history of delivering large trimarans for commercial and defense operators since 2007, which means the company is well-prepared to take on the project. Both Austal and Vela hope that their collaboration will set a new standard in sustainable shipping and demonstrate the potential of wind power in modern maritime transport.

Image: Austal

Tom Barlow-Brown

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After Florence Arthaud’s victory in the 1994 Route du Rhum on the trimaran Pierre 1er , VPLP was commissioned by Universal to design and build the boat used by the main character played by Kevin Costner in the film Waterworld . 

In fact there were two versions of the boat. One was fully operational and used for the sailing sequences at sea. It had a maximum speed of about 15 knots. The other version was used for filming above and below deck, in particular for shots requiring special effects, and it was fitted with numerous gadgets including a telescopic mast for taking 360° views.

Both versions were 60 feet long and laid up in the moulds of Pierre 1er at the Jeanneau Techniques Avancées yar under the direction of Bruno Belmont who would go on to be Lagoon marketing director. The boats were shipped to Hawaii by cargo plane. The working trimaran was subsequently sold to American sailor H. L. Enloe who would later skipper her in numerous races and regattas. Waterworld was evidently a unique experience for the firm, adding Hollywood movie star Kevin Costner to the long line of famous mariners who have skippered boats designed by VPLP.

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