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Selling Your Vessel – Professional Brokerage or For Sale by Owner?

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Selling Your Vessel – Professional Brokerage or For Sale by Owner?

 

Here are Five Things to Consider Before Selling Your Boat

By: Steve Varrow

The idea of selling your catamaran without the use of a professional and handling the transaction yourself can be a tempting one for sellers. However, there are a few things you should consider before going the for sale by owner route.

CONSIDERATION #1: LIMITED EXPOSURE
The market has become complex with many Multiple Listing Sites, social channels, online marketplaces, and thousands of competing listings. For this reason, it has become almost impossible for a single individual to get the same sort of exposure and marketing that you would when listing with a professional brokerage firm that real buyers have grown to know and trust as reputable.

Even if you use a “sell on your own” service to get your catamaran on a few FSBO websites, these sorts of websites get a fraction of the traffic that most professional yacht sales sites get on a daily basis and the less viewers who look at your catamaran, the less your chances are of selling.

CONSIDERATION #2: ATTRACTING DEALMAKERS
Along with having less traffic, the quality of those looking at your listing will be much lower and will naturally be hunting for a sub-market value deal. We’ve heard many stories from private sellers saying that buyers will instantly demand at minimum 10% off the asking price because private searching for sale by owner sites are keenly aware the the seller is not paying brokerage and therefore should sell the boat for a lower price than what she is likely worth on the open market. And so, in an attempt to save yourself money you will likely be continuously negotiated to sell the boat for less than what she is worth.

CONSIDERATION #3: TIME VS. MONEY
When you act as your own broker, be prepared to spend a lot of time trying to get your catamaran sold. There will be times when you spend whole days answering technical questions to parties who simply drop off the face of the earth once they have answers, or then present you with an offer that is well below fair market value on the boat. You may spend entire weekends showing your catamaran to not-so-serious or unqualified buyers who simply want to look at the model boat you have available. You should also be prepared to organize all communications and showings with other brokers and potential buyers and do all the necessary work required to sell your catamaran.

CONSIDERATION #4: INCORRECT PRICING
While you may be an expert at what you’d like to receive for your yacht most sellers are certainly not an expert on what she is worth in a given market. Selling a catamaran requires a different kind of expertise that requires concrete data on what boats of a similar size, vintage and/or Make or Model are currently selling for. Data which is not accessible to private buyers or private sellers, which can also result in a disconnect between what a private buyer and seller view as a fair price for their vessel.

Private sellers can also often have time looking at their boat through an unbiased lens and how a buyer may view and value her which can result in many for sale by owner yachts being overpriced and remain on the market for a long period of time.

CONSIDERATION #5: LEGAL EXPOSURE
When you are your own agent, you are legally responsible for everything you do and all decisions that you make. You will run the risk of exposing yourself to agreements that should never have been agreed to and do things that are well outside the bounds of a normal yacht sale. There is a possibility that you may fail to adhere to the current legislation. As well, if you don’t disclose certain facts about your catamaran, you could expose yourself to litigation after closing.

So why not just try FSBO and see what happens? You could always list with a broker if you do not get any sales?

1. Running cost, the longer your catamaran stays on market the greater your berthing costs, maintenance costs, insurance costs, etc. will continually add up.
2. Depreciation cost, the longer your catamaran stays on the market, the greater the depreciation costs will increase.
3. Market Perception cost, the longer your catamaran is on the market, the less desirable it will appear to the marketplace.

I hope this information is of some use to you when considering a strategy to market your catamaran, If you are on the fence right now and want to go into more detail I am very happy to give you a call to discuss.

Steve Varrow
steve@multihullcompany.com
Cel/WhatsApp/Signal/Telegram +1 786 246 0809

About Steve Varrow

Steve Varrow is a Professional Skipper and TMC broker in the Virgin Islands.  He lives aboard his classic gaff rigged yacht “Gwendolyn” sailing between the BVI, USVI and the Spanish Virgin Islands and is ready to help you in all aspects of buying or selling you next Catamaran.

Contact Steve

Conor Dugan Joins TMC in Fort Lauderdale, FL

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Conor Dugan Joins TMC in Fort Lauderdale, FL

The Multihull Company is pleased to announce the addition of Conor Dugan to our team in Fort Lauderdale, FL!

Conor was born and raised in a small beach town in New Jersey and began sailing Optimists competitively at a young age. He and his family relocated to Wilmington, North Carolina during his highschool years, where his interest in sailing bloomed into a lifelong passion. In the summer he transferred between schools, Conor’s family sent him on a month-long catamaran sailing excursion from Grenada to St. Lucia with Broadreach Excursions. When he returned, Conor was introduced to the youth sailing coach of Carolina Yacht Club and began sailing out of CYC. He moved through the ranks, from Optis to Lasers and 420s, sailing in regattas up and down the east coast. When his coach took a job at the newly formed Bald Head Island Sailing Club, Conor was asked to come on as an Opti and 420 instructor. 

A few years later, BHI Sailing acquired two J80s. These boats were perfect for learning about keelboat handling, and sailing them in the mouth of the notoriously challenging Cape Fear shaped Conor into a highly-skilled coastal sailor. At 18, Conor was invited on the maiden voyage of ‘Blue Whale’, a custom Cape Fear 60, sailing from Wilmington to St. Maarten, his first proper offshore voyage. 

That fall, Conor enrolled in UNC Charlotte as a business student. He studied during the school year and sailed during his summers, building miles, eventually earning his Captain’s License. He graduated with Honors from UNC Charlotte in 2013 with a degree in International Studies, that year having served as Student Body President. He is most proud of having led an initiative to make the university’s new football stadium a zero-waste facility, diverting up to 84% of waste from landfills to compost or recycling.

After graduating, Conor moved to the Virgin Islands to pursue a career as a professional captain. He began by operating a 40’ dive boat, earning sea time to upgrade his USCG license, before becoming a full time captain of the then largest day charter catamaran in the Virgin Islands, a 57’ Gold Coast rated for 74 guests. After two years in that role, Conor and his fiance began running week-long term-charters to the BVI aboard a Lagoon 450. After another two years of experience, Conor was looking to continue building sea miles, so he began picking up yacht deliveries wherever he could. One of those deliveries put him on an Outremer 5x with sailing legend Jimmy Cornell. Jimmy was preparing his Elcano Voyage, a circumnavigation aboard a fully-electric Outremer 4x, and was looking for crew to join him. Conor and his fiance were fortunate enough to be selected, and, after spending a year exploring the Australian coastline in a camper van, they flew to France to begin preparations. 

Upon arrival in La Grande-Motte, France, Conor received in depth training on the functions and operation of the Oceanvolt electric propulsion and regeneration system, as well as all the features of the Outremer 4x. After weeks of preparation, the crew set off on the epic voyage. After several challenges, including an electrical discharge in Seville that damaged the starboard regeneration system, the crew arrived at Tenerife when Jimmy decided to cancel the voyage and modify the boat to better serve his interests. This change of plans brought Conor back to the States sooner than expected with a new found passion for renewable technologies. He is excited to be an active member of the Ft. Lauderdale sailing community, and is looking forward to seeing how sustainable technology and sailing continue to intersect.

Conor now joins TMC’s growing expert team of agents in South Florida to assist clients with their purchase or sale of their catamaran to fullfill their cruising dreams!

Contact Info

To Reach Conor Dugan:
OFFICE:+1 215-508-2704
CELL: +1-340-473-7469
FAX: 215-508-2706
Connor@Multihullcompany.com

TMC Opens New Office On Chesapeake Bay with Ingolf Kiland

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TMC Opens New Office On Chesapeake Bay with Ingolf Kiland

The Multihull Company is pleased to announce the addition of Ing Kiland in its new office on the Southern Chesapeake Bay!

Born in Coronado, California and raised in Virginia ,part of a Navy Family, Ing experienced a lot of opportunities to travel and meet many different people. He attended ChristChurch School on the Southern Chesapeake Bay then moved back West to attend college, ultimately receiving a B.A in Conflict Resolution and alternative dispute resolution methods. Acquiring this degree has proved to be an asset in negotiating offers/counter offers and in conflict resolution which can be useful for his clients when the survey report has been completed. He and his family moved back East where Ing had been a successful yacht broker with Annapolis Yacht Sales covering Virginia before joining The Multihull Company. He credits his love for boating from his days on Coronado, California sailing on Glorietta Bay and on the Potomac River in Northern Virginia.. Ing is eager to assist in purchasing your next yacht or as a buyer broker in the Mid-Atlantic region or in the San Diego area. Ing’s little secret is that he is a Tenor 2 classically trained singer and he has run the rim to rim to rim in the Grand Canyon in 1 day..

Ing now joins TMC’s growing expert team of expert agents to assist clients with their purchase or sale of their catamaran to fullfill their cruising dreams!

Contact Info

To Reach Ing Kiland:
OFFICE:+1 215-508-2704
CELL: +1-234-380-2296
FAX: 215-508-2706
Ing@Multihullcompany.com

Buying a Boat During Covid Times

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Buying a Boat During Covid Times

I just returned from an 8-week Caribbean cruise and wanted to share my observations on travel relative to buying a sailboat during a global pandemic.

Is it possible? Yes, with careful planning, patience, intelligence gathering and a can-do attitude.

Currently, you can still travel through certain parts of the Caribbean to view potential boats and there are certainly deals to be had by savvy shoppers.  Starting close to home with the US Virgin Islands, the island is in the safer at home status which means that non-essential businesses are open, restaurants are open for take-out only and of course facial coverings and social distancing are required, for more information check the Health department local website here https://www.covid19usvi.com/current-status

Business as usual but at a much slower pace, the charter industry is gearing up for a busy season and the signs are good for an economic recovery.  Marinas are opening up for traffic and people are thinking about preparing their boats for the Winter season.  Now is a great time to think about organizing a viewing or a pre-purchase survey before the boats that are in dry storage go into the water.

The exodus of private and charter boats from the BVI to the USVI is an amazing opportunity to find the right boat, because of the restrictive Covid protocols in the British Virgin Islands owners are moving their assets to other areas bringing a flood of boats into the US territory, so it is very easy to fly into the USVI and see a number of good quality catamarans that are seriously for sale.

Is it a good time to travel? We just flew into Grenada to look at a boat and from our experience the airports were virtually empty, there are no queues at border control, we flew down with 25 other people and the airplanes had very strict cleanliness protocols.  Hotels are empty as well and to top it off it was very cheap to fly – only $200 from St.Thomas-Miami- Grenada!

We did a 4-day quarantine in a Grenada guest house and you can find a nice selection of government approved hotels on the website https://www.puregrenada.com/travel-advisory/ we chose the Seabreeze hotel which was at the budget end of the scale at $89 per night for a double room with A/C, we were made to feel very welcome had use of the pool during the day as long as we adhered to social distancing protocols and there was absolutely no feeling that we were trapped there, there was a food delivery app that we used to order our meals and a great selection to choose from, at the end of the 4 days we took a PCR test and within 24 hours, received our negative test results and were then free to go about our business, we felt it was a great balance between keeping the residents of Grenada safe and keeping the tourism and sailing industry alive in the Islands.

If you are looking to purchase a catamaran please get in touch with me Steve@multihullcompany.com, I would be  happy to discuss my recent experience traveling extensively throughout the Caribbean and to come up with a plan for purchase during this unprecedented time.

About Steve Varrow

Steve Varrow is a Professional Skipper and TMC broker in the Virgin Islands.  He lives aboard his classic gaff rigged yacht “Gwendolyn” sailing between the BVI, USVI and the Spanish Virgin Islands and is ready to help you in all aspects of buying or selling you next Catamaran.

Contact Steve

10 Affordable Cruising Catamarans

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10 Affordable Cruising Catamarans

 

Looking for a used cruising cat for a sailing sabbatical? Check out this list of contenders.

So, you want to get a catamaran, sail off into the sunset, and capture some magic with your lover or family for a few years. You have no ambition to sail around the world or to live aboard forever, but think a one- or two-year sabbatical might be life-changing. You’d like to sail the US East Coast, the Bahamas, the Caribbean, perhaps the Med—or up and down the West Coast and on to Mexico and Central America. You have $300,000 or less to spend and want a catamaran you can sell at the end of the journey without consuming a bottle of Tylenol to blunt the pain.

The good news is that this is quite achievable. The bad news is that there is a vast wave of baby boomers who are all looking for the same thing—and for right around the same price. This makes finding a good deal on a great used catamaran a lot of work, even working with a broker. But, it’s possible. You just need to keep an open mind.

The other good news, which might seem surprising, is that an older catamaran, besides being more affordable, might sail just as well—or even better—than the same-size new cat that will cost considerably more. Yes, the older model might have less room inside and lack the latest condo-on-the-water styling, but it was designed and built before the current trend to supersize the newer generations of multihulls at the expense of sailing performance.

Here’s my advice to the cat hunter on a budget: Don’t get too hung up on the length of the boat. Instead, focus on the spatial and payload requirements you seek and which can be achieved within your budget. And best not get too focused on must-have features—what I jokingly call “surround-sound beds.” Catamaran designs and interiors have gone through massive changes in the past 10 to 20 years, and most older designs simply cannot compete with the new ones in terms of space and high-end amenities.

None of the cool cats I have in mind are over 47 feet. This is not because there aren’t bargain boats out there that are 47 feet and longer, but because any larger multihull that you can buy for $300,000 or less will most assuredly need a significant refit or is either very old or very odd. Buying a fixer-upper is, to my mind, the most dangerous thing a budget-minded consumer can do. It’s just too easy to underestimate the cost of yacht refits and repairs due to the extremely high prices charged in most boatyards. 

Nearly any cat you buy over 10 years old is fully depreciated. What we were selling a Lagoon 440 for eight or 10 years ago is nearly the same as what they sell for today. The difference between a good deal and a bad deal is tied solely to a yacht’s condition and refit history. As they joke in private-equity circles, “Any idiot can buy; you deserve congratulations only when you sell.”  

So, when your search gets underway, focus on ­condition—it is far more important than the year, brand or features you might crave. And when you find the cat of your dreams, the best way to remove financial-downside risk is to get a great survey and to choose the newest, smallest cat that will work for your agenda, not the oldest and biggest.

And a word of caution: Your problem will be knowing a good deal from a bad one after the survey is over if you are not well-schooled in pricing. Besides steering you toward potential boats to consider, this is where a broker, working on your behalf, can provide knowledgeable advice. It’s been my experience that this is the point when so many yacht sales come apart: a dispute over the value of a given yacht when the survey results come in. All too commonly we see buyers reject yachts they should have accepted and purchase cats they should have rejected. Remember, a used yacht is a used yacht—not a perfect yacht. A catamaran need not be perfect to remain a perfectly good deal. Here, then, are 10 cool cats to ­consider in the ­$300,000-or-less range:

1 – Fountaine pajot orana 44

Fountaine Pajot had the misfortune of tooling up this boat just before the global financial crisis, so not that many of them were built between 2007 and 2012. But these were the first of the larger-space charter cats in this size, but not yet so porky that they still could not sail decently. In the three-­cabin owner’s version, they designed the living space very nicely; even in the four-cabin version, the aft starboard bed was very well-done. 

During this period, Fountaine Pajot had problems with the resin it was using, which led to blistering on the hulls and undersides. Affected models therefore had new bottoms done at approved shipyards throughout the world. Make sure the one you are considering had this done or that it doesn’t show evidence of significant blistering. Honestly it is only cosmetic, but it will impact resale if not repaired. Many consumers think blisters are the end of the world; frankly, they are not.

2. Catana 431

Built in France by a long-­standing yard, the Catana 431 was always a very viable vessel because it is big enough to go anywhere, but not too large for a competent owner to handle. And because the 431 has good underwing clearance and daggerboards, it sails smartly to windward.

That said, there are a few things to watch for. The primary bulkheads on many of these boats were not tabbed on the outer ends, and over time tended to distort. Often this led, or will lead, to a costly replacement of some bulkheads. So be careful to survey these areas properly.

The 431′s furniture is all foam-cored and handmade, but the banding on the outer edges in some cases slowly starts to peel, which allows moisture to infect the wood veneer. This can create a somewhat unsightly appearance in the cabinets and drawers. It is only a cosmetic issue, but it can make the interior feel a bit worn out.

During the period when the 431 was being built, Catana used a distributive electrical card system, and the boats had several modules, each a zone, to which electricity was run. If one thing in a zone stops working, the only solution is to jury-rig a wire from that nonworking item back to the main breaker panel. Replacing the modules or getting them repaired can be done, but it is getting harder by the year. For this reason, the best 431 is a boat that someone else had rewired at some point along the way.

3. Lagoon 470

If you need a larger escape pod, the Lagoon 470 is one of our favorites. This model of older Lagoons was built at CNB’s yard in Bordeaux, France, and the build quality was high. The 470 was the first design to have the more-vertical windows that are a Lagoon signature, and ample saloon headroom. The 470s are also old enough that the hulls were not so supersize that it compromised sailing performance. They have decent underwing clearance, so they are not persistent pounders to windward. Many were built with a galley-down layout, some in galley-up style. You will always pay more for an owner version of this or any model.

The big thing you have to concern yourself with on Lagoons of this vintage is that the hulls and decks are made with a balsa core, so it is not uncommon to find moisture problems, especially around deck fittings or hatches. This can sometimes require rebedding or recoring areas, and this sort of repair, in North America, can be a costly undertaking. Make sure you get good moisture-meter readings near all deck fittings and, of course, on the hulls. Hulls, however, tend less often to have moisture issues because there are few fittings through which water can enter the core. Were that to happen below the waterline, it is a real mess that must be repaired immediately and properly.

4. Privilège 435

Back when the Privilège 435 was built, Privilège catamarans were constructed by Alliaura Marine in France, and they were truly the Mercedes of the multihull world at that time. While not a performance cat by any means, the 435 was a super-solid yacht, built with great care and the finest components. The 435 is large enough to go anywhere but small enough to handle easily.

The largest negative of this model—and many cats of this vintage—is that the saloon windows slope dramatically, so the interior gets very hot unless the windows are covered most of the time. When they legalize growing pot on catamarans, here’s the perfect greenhouse for it! Seriously, if you should buy a used 435, you really have to get strong sunblocking external UV covers, as well as interior blinds or shades to inhibit heat buildup.

Some of the 435s were laid out with the galley down in one hull, and these days most people want a galley-up arrangement, where cooking and food preparation are done in the saloon. A three-cabin galley-up owner version will be far more sought after and cost more than a four-cabin galley-down version.

5. leopard 46

This was the first of the Morrelli & Melvin collaborations with South African builder Robertson and Caine and the charter companies owned at the time by TUI Marine to create a catamaran that could be sold both into charter under the Moorings brand and also privately as a Leopard, so effort was made to design a boat with good sailing performance. Gino Morrelli did a good job creating a lot of underwing clearance, the 46 has a powerful rig, and yet its interior still offers spacious sleeping areas and nice flow from the cockpit to the saloon. These can be bought as ex-Moorings charter boats for less than $300,000 but are more costly in the sought-after Leopard owner version.

Because these are balsa-­cored boats, you must inspect deck fittings carefully for moisture incursion. Some of the earlier ones also experienced structural problems on the aft bulkhead and over-door-frame areas between saloon and cockpit. Also, during this period, the windows in the main saloon had a tendency to leak and, when they did, required rebedding or replacement. This was a costly job, so check this out carefully during survey.

6. st. francis 44/knysna 440

If you wish to spend under $250,000, the older Saint Francis 44 and Knysna 440 are worth a look.

Back in 1990, Duncan Lethbridge started St. Francis Catamarans in South Africa with the St. Francis 43. The boat was meant to be a fast, strong bluewater voyager—and it was. The 43 was made with foam core, keeping the structure light, and it was very strongly built, with a powerful rig. The 43 loved to sail. And so too did the St. Francis 44, an updated version of the original.

The boat did have a couple of negatives, however, the first being its sloped windows that built up interior heat. And the boat wasn’t a great fit for tall people, having less than 6-foot-2-inch headroom in the hulls. Also, the engines were installed amidships, which made the boat noisy inside under power. It also made the amidships areas of the hulls too narrow to have centrally located heads and showers, which in turn meant the only layout available was a four-­cabin, four-head design. In the forward cabins, the heads and showers had to be far forward; in the aft cabins, the heads and showers were located far aft.

St. Francis sold the tooling for the 44 to Knysna Yachts in 2004, and Knysna raised the headroom in the saloon and moved the engines aft to each stern. The hulls remained fundamentally the same, but the design was improved nicely.

The largest negative of both the Saint Francis 44 and the Knysna 440 is that they have very low underwing clearance. Things can get pretty noisy when pushing against ­washing-machine seas.

But you cannot have it all and still pay less than $250,000 in a midsize cat; compromises must be made. And these boats do sail quite smartly compared with many in their size range.

7. lagoon 440

This was the most popular catamaran ever made, and it started the catamaran flybridge craze, which helped to convert many powerboaters to sailors.

What I like about the 440 is that it is an infinitely better sailer than some of its peers, and has decent underwing clearance, vertical windows, and nice cabins for sleeping and living. While the aft cockpit is rather small, the saloon is quite large.

Flybridges are a bit of a love-hate thing. There is no question that in a cat of this size, the windward performance suffers a bit due to the boom positioned so high off the water. When piloting, the skipper is separated from those on the bridgedeck. Part of the reason flybridges are so popular in charter is that most of the parties take place up there while sailing and at anchor. In private ownership, however, it is seldom that everyone is hanging out on the flybridge during a long passage.

As always with Lagoons, these are balsa-cored boats, so a careful survey is in order. Pay attention also to bulkhead ­tabbing to make sure they have not separated from the hulls.

Because so many of the 440s were built to go into charter, there are a lot of four-cabin, four-head models for resale. These will sell for considerably less on the ­brokerage market than a ­coveted three-cabin, ­private-owner model.

8. leopard 40

When you get into the 40-foot size range, a four-cabin layout can become pretty cramped and claustrophobic below, but the three-cabin owner version of the Leopard 40 is a very nice pocket cruiser. A Morrelli & Melvin design, the 40 has good underwing clearance and nicely shaped hulls. Not a large cat, per se, and less-suited for significant distance sailing than others because its payload is limited, the 40 is still well-suited for a couple and a child or two for near-coastal and ­island-hopping action.

9. manta 42

If you are searching for a cat in the $200,000 range, the Manta 42s were well-built in Florida, and their electrical systems were very well-done compared with many other multihulls of that era. While many of the features on the boat are quite dated, these Mantas sail very well, and easily, and have been popular with coastal cruisers for two decades.

The largest negative of the Mantas is that people taller than 6 feet will find the saloon headroom right on the edge, and the berths are not especially large. Also, forward visibility from the saloon windows is not particularly panoramic, so the interiors are a bit darker inside than current-­generation catamarans.

10. lagoon 410

The Lagoon 410 was quite a popular cat in its prime, and for good reason. It offers lots of visibility thanks to its vertical windows, good headroom for a cat of its size, nice berths, and a workable, though smallish, galley-up design. The 410 has decent underwing clearance, can sail nicely over the waves, and its singlehanded operation is super easy. In the three-cabin owner’s configuration, it’s just a very cool little cat.

As always, a balsa-core boat must be surveyed carefully, especially on deck, for moisture incursion near fittings and hatches. It can be costly to repair rotted core and to rebed deck fittings. But find a dry one, and it should definitely be counted as a contender for a buyer with a limited budget.

Phil Berman is the president of the Multihull Company and the founder of Balance Catamarans. He has managed the sale of more than 900 catamarans.

About Phillip Berman

Phillip Berman is the president of The Multihull Company and a lifetime catamaran sailor and racer. He grew up racing Hobie Cats in California in the late 1960’s and published his first book on catamaran racing at the age of seventeen. Other Articles by Phillip Berman Include:

Cruising World, Magazine, Sailing, Cruising, Article

With Special Thanks to Cruising World Magazine

This article originally appeared in Cruising World Magazine and has been republished here with permission.  

See Original Article

Bringing a New Balance to Life

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Bringing a New Balance to Life

By Captain Andrew Hodgdon

What’s really involved in designing, engineering, tooling and building a new catamaran?

In early 2019, co-designers of the Balance 526 Phil Berman and Anton du Toit, were discussing the best way to build on the success of our award-winning catamaran.  Due to my growing role at Balance Catamarans, I was fortunate enough to be brought into the brainstorming process and excited to share my insights from the past decade as a professional multihull captain.  We started the conversation based on a trend that we had noticed in the feedback from many of our customers; they loved the design and build quality of Balance Catamarans but wanted a smaller option at a lower price point.  We were eager to enter this segment of the market but needed to be cautious. 

It should first be mentioned that no company will go through the process of creating a new catamaran model unless they are quite confident it will sell and have a strong market.  Creating a new design, engineering it, and building the tooling is very costly.  For that reason, many builders use the same tooling for a decade a more; simply making slight revisions to it after a few years in order to call it something new. I am amazed, as a yacht broker, how many one or two decade old designs are still being marketed and sold, often as brand new models.  This is due entirely to the high cost of designing and tooling up a new boat.  The good news for Balance was that we had very high demand for our 526 and 482.  We knew our concepts and designs were well vetted and therefore felt confident the market would respond favorably to an entirely new 44ft model that shared the DNA of her very popular larger sisters.

It was imperative that we capture the same soul of the 526 and 482, only this time in a more compact package.  The resulting concept was christened the Balance 442.  The objective of the 442 was to create another fully modern, daggerboard equipped, world voyaging catamaran.  It must also be truly livable for a couple or family to sail anywhere in the world, along with the expected equipment they would need to carry. The task was made easier because the boat was a refinement and scaled down version of the 526 – a tested design, with tested features.

We knew several of those features absolutely must be transferred from our flagship model over to the new 442 design.  We had to include the innovative VersaHelm, we wanted to maintain the 6’8” headroom throughout the interior, and the design had to share the same balance of livability and performance that is our namesake.  Meeting at the office of Du Toit Yacht Design in Cape Town, we began the laborious process of bringing a new Balance model to life.

The process began with an overall design brief.  Phil, Anton and I wanted to sustain a real performance orientation in the new 442 without sacrificing her livability and payload capacity. We had to decide on the basic dimensions of the new boat and the list of necessary equipment she would need to have aboard.  All liveaboard catamarans need much of the same equipment – watermakers, solar panels, two engines, refrigerators, freezer, air conditioning, etc. The smaller you go in size, the more challenging it is to equip a catamaran properly and keep her light enough and narrow enough to achieve that ideal balance.  Base on those parameters, we then determined the materials we would use for her construction.  We also had to consider the size and layout of her sail plan and match it to her projected displacement to achieve our performance goals. 

We accelerated the design process by taking the specifics of the Balance 482 and simply shrinking them on a computer aided design program (CAD) to see where we would have to alter the 442.  Anton then began the brand-new design by drawing the hull and cabin top of the vessel using the measurements that we had already agreed upon.  Once we had a basic drawing, Phil and I gave our input about possible adjustments.  Let’s give the bows a slightly sharper rake.  I would prefer a rounded curve to the hardtop bimini.  Make sure the davits aren’t pushed back too far.  Eventually, spars and sails were added to the drawing. The trampoline and longeron dimensions became clear.  We decided on the perfect size and outline for the sugar scoops.  Slowly but surely, we started to see the new vessel taking shape on the screen.

Next, we moved the design focus to the interior.  We played around with different placements of cabinetry, lockers and heads striving to find the best fit for all the necessary equipment.  Tables moved from one side of the saloon to the other.  Companionway stairs shifted fore and aft to find the best placement in relation to the daggerboard trunks.  It became a game to see who could come up with the best idea for saving a few inches here or an extra centimeter there.  Believe it or not, we actually got out a tape measure.  We rearranged Anton’s office furniture so that we could simulate the space in a hallway or through a doorway.  We stood on a chair to determine the height of a shelf or locker.  We stacked books to see the clearance of a step.  We had to have a clear understanding of how people would live and move in these spaces, using every bit of space to the best application.  Always with the knowledge that Balance owners need to be comfortable in these spaces both at sea and at anchor.  No detail could be overlooked or disregarded.

A great design is the culmination of thousands of small decisions and subtleties that most people miss. It is always about attention to the smallest things which, if gotten right, add up to a superb finished product.  Can you sleep on her?  Lounge on her?  Is there good visibility from the helm – up or down?  Is she managed easily under power or sail?  Does she have enough cabinetry for long term storage?  Does she have enough payload to carry equipment – tenders, kayaks, etc?  Does she have enough headroom to avoid turning tall people away?  Will she perform upwind?  Will she ride over the seas or pound hard into them?  Every choice is a decision that is a balancing act between form and function.  Always striving to design a catamaran that is a marriage of beauty, functionality, and speed.

Once we were all happy with the overall design, we handed the project to Anton’s amazing design team to finalize.  They scoured the layout looking for imperfections.  Will this door open all the way?  Will this plumbing be obstructed? Can this angle be improved?  They put in hundreds of hours staring at every minute detail on the screen.  Finally, the revised drawings were sent to the builder, Mark Delany at Balance Catamarans Cape Town, who has the daunting job of taking the design and turning it into reality.  This inevitably leads to another round of revisions and adjustments as Mark dealt with the reality of taking a drawing and bringing it to life.  Not only did we have to design the boat well, but we had to design the boat to go together well. So it went, with all parties to the design process working together to make a great catamaran.  It is a collective belief at Balance that a total team approach to the design and build process improves our products. Disagreement, push back, and collective head scratching from as many knowledgeable parties as possible inevitably yields the best results.

It brings me great joy to play just one small part in the development of such amazing products.  I am only one person in a process that will eventually involve over two hundred others, who dedicate their professional lives to building incredible catamarans.  We are all very eager to see the new Balance 442 come to life over the next few months. Moving from a simple design on a computer screen to a floating work of art, carrying its new owners across oceans and creating memories they will cherish for a lifetime.

About the Author

Captain Andrew Hodgdon grew up sailing his fathers Hobie Cat and transitioned that into a long career as a USCG licensed captain in the yachting industry.  Working his way up from his college years as a sailing instructor to a position as a private yacht captain aboard a Gunboat 57.  

Now, he has settled down in North Carolina and seeks to share his passion for catamaran sailing and the cruising life with others. As a broker with The Multihull Company and Technical Director of Balance Catamarans, Andrew hopes to help pair sailors of all types and skill levels with the perfect boat for their needs.

TMC Opens Office in Panama

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TMC Opens Office in Panama

The Multihull Company is pleased to announce the opening of its new offices at Red Frog Marina in Panama with Associate Broker Charles Badoian.

At 12 years old Charles told his mom he wanted to live on a boat and that dream became a reality at 35 when he moved onboard a baby trimaran full time. Growing up in Greece and moving back to the USA for highschool and college, Charles has never veered far from the water. After a decade in the Florida Keys and the Bahamas, Charles is now based in Bocas del Toro Panama, living on his Shuttleworth catamaran. Charles has a deep understanding of ship systems and has been living off grid for over a decade, with a significant amount of shorthanded performance sailing. “There are few things I appreciate more than watching the eyes of a new owner light up when taking the helm of their new boat for the first time, or seeing a well-loved boat going to a great new home, and knowing I helped make that a reality”

Now, Charles joins the growing team at TMC at its new offices at Red Frog Marina in Panama. Just north of the Panama Canal, Red Frog Marina is a superb location to slip your catamaran before a crossing in the canal or hauling out at the renowned Shelter Bay Marina. For assistance with any work or logistics you might need help with in Panama, be sure to contact Charles!

Contact Info

To Reach Charles Badoian:
OFFICE:+1 215-508-2704
CELL: +1 305-735-1661
FAX: 215-508-2706
Charles@Multihullcompany.com

What To Expect On Survey Day

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What To Expect On Survey Day


By Captain Andrew Hodgdon

One of the most frequent questions I get from first time boat buyers is “What should I expect during the survey?” This is a very good question that addresses one of the most important steps of the boat purchase process. The survey is your opportunity to perform due diligence to determine the current condition of the vessel, find any damage or deficiencies, and get a sense of the scope of possible repairs or updates the boat may need.

The preparation for survey begins after you have found a specific catamaran that meets your criteria and negotiated a price with the seller. Once the buyer and the seller have both signed a Purchase and Sale Agreement, and a deposit has been received into escrow, then the boat is officially “under contract”. The deposit, usually 10% of the purchase price, is fully refundable until the boat is accepted following this due diligence period.

Arranging the survey and sea trial is the most important aspect of due diligence and can often be logistically complicated. There are several parties that will want to attend the survey including the buyer, buyer’s broker, the seller, the seller’s broker, the surveyor, and possibly the seller’s hired captain to operate the vessel. These parties must all coordinate to be available on a day in which the local boatyard has availability to haul the vessel out of the water. The planning can sometimes turn into a juggling act but your broker will handle most of the logistics and scheduling.

As the buyer, it is your responsibility to choose a credible surveyor that has experience with the type of vessel you intend to survey. Not every surveyor is qualified to survey a catamaran. Your Broker should provide you with a list of qualified surveyors in the location of purchase. It is then up to you to vet those various surveyors and determine which one will be available and will meet your needs. The broker cannot hire or choose the surveyor for you due to possible conflicts of interest, but a good broker will have worked with many surveyors over the years and can make recommendations on who they feel might be the best fit for the specific boat you wish to survey.

Survey day will usually start fairly early in the morning. The surveyor will go straight to work on the in-water inspections of the vessel. He will lift floorboards, open cabinets, crawl through bilges, and look at every nook and cranny of the vessel. He will check the functionality of all systems onboard and determine their condition. He will moisture test the entire deck and cockpit looking for evidence of water intrusion or soft spots. A thorough surveyor may even go up the rig. During this time, you are encouraged to follow the surveyor on his inspection and ask any questions you might have. They will usually be giving you a running commentary about what they are doing and sharing with you some of their findings. It can be a very enlightening experience for you to learn not only about the specific condition of your potential purchase, but also about boat construction and design in general.

Following the in-water inspection, it is time to leave the dock and commence the sea trial. The surveyor will take this opportunity to do an in-depth engine inspection. He will look for leaks, check operating temperature, check throttle and transmission function, etc. One especially important check they will perform is to run the engines through their entire RPM range and look for abnormalities. What speed is the boat making at max efficiency? What about at full RPM? Is there smoke or vibration? The engines can represent a costly aspect of potential deficiencies so your surveyor will spend an appropriate amount of time checking them. They will also take the opportunity during the sea trial to raise the sails. Usually the sea trial will include a short sail, just tacking a couple times and performing a couple reaches if the wind is cooperating. The point is to make sure all the running rigging, winches, furlers, etc are functioning as they should. Unless you are buying a performance vessel and the sale is dependent on the vessel proving its sailing qualities, don’t expect an extended sailing experience. You’re not out there for a booze cruise after all! Finally, the surveyor will check all the instruments and systems that can only function properly while the boat is underway.

On most surveys, you will use the sea trial as an opportunity to make your way over the boatyard for haul out. Once the boat is lifted out of the water, the surveyor will do a thorough inspection of the hull, running gear, and rudders. He will bring out the moisture meter again and look carefully for signs of osmosis. He will check clearances and look for play in the props and rudders. He will also look for evidence of grounding in the daggerboards or keels. The saildrives and thu-hulls will all be carefully inspected. This part of the survey usually only takes an hour or two but it can be the time that major problems reveal themselves. It is therefore one of the most important parts of a comprehensive survey, and one that we would certainly recommend completing. Once the out-of-water inspection is complete, the boat is then splashed and returned to the marina where the day began.

Upon return to the marina, the surveyor may tie up a couple loose ends. They’ll make sure they have photographed all the relevant equipment and reviewed all the necessary registration documents. Once the inspection is complete, most surveyors will offer to sit down with the buyer and their broker to discuss an overview of their findings. This will be your opportunity to ask any final questions and address any concerns. Leaving the survey, you will have a very good understanding of the overall condition of the vessel and what to expect on the written survey report.

It usually takes 2 or 3 days before you receive the survey report. If deficiencies were found during the survey, this is the opportunity to potentially negotiate further concessions from the seller. There are of course considerations that you will want to keep in mind when approaching these negotiations. Did you contract the boat for top market value or did the seller agree to sub-market value sales price on a more “as-is” approach to the sale? If you have contracted the boat for top value, you will want to be a little tougher during post survey negotiations. If you are getting a “deal” on the sales price, you may want to be a little more forgiving post-survey. Generally, we can find a way to meet in the middle where both parties are satisfied and can compromise on a solution. Often this means knocking a certain amount of money off the contract price or the seller agreeing to remedy the issues before closing of the deal is complete. It is rare that a deficiency is found during the survey that ruins the deal but, if there is a major structural issue that jeopardizes the value or seaworthiness of the vessel, you cannot be afraid to walk away. The key is knowing which issues are “deal breakers”, which require concessions, and which are not worth arguing over. Your broker should advise you on the things that should be concerning and the issues that are basically superficial or inexpensive to remedy.

Finally, you accept the vessel and we move on to the process of closing the sale. At this point you will feel very confident that you have an understanding of the condition of your new catamaran. You may have also gained some valuable insight into the operation of your new boat and its systems. Our goal at The Multihull Company is to ensure all our clients have a painless and very informative purchase process of their new catamaran. We pride ourselves on sharing our substantial knowledge of catamarans and we will remain a resource for you throughout the ownership of your vessel.

About the Author

Captain Andrew Hodgdon grew up sailing his fathers Hobie Cat and transitioned that into a long career as a USCG licensed captain in the yachting industry.  Working his way up from his college years as a sailing instructor to a position as a private yacht captain aboard a Gunboat 57.  

Now, he has settled down in North Carolina and seeks to share his passion for catamaran sailing and the cruising life with others. As a broker with The Multihull Company and Technical Director of Balance Catamarans, Andrew hopes to help pair sailors of all types and skill levels with the perfect boat for their needs.

Now Offering Private Virtual Tours

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Now Offering Private Virtual Tours

The Multihull Company has always been at the forefront of offering our clients a video tour of the vessels that we offer for sale. In keeping with this tradition, TMC is now proudly offering PRIVATE VIRTUAL TOURS of the vessels that we offer for sale when possible.

To arange your private virtual tour, contact us by filling out the form below, or by contacting the listing agent of the vessel of interest directly by phone or email.

Schedule Your Tour

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Recent Vessel Walkthroughs

TMC Opens Office in Carriacou

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TMC Opens Office in Carriacou

The Multihull Company is pleased to announce the opening of its new offices on the island of Carriacou with its new agent Gwen Robic

Being a seafarer runs in the Robic family. Born in Brittany along the West coast of France, Gwen Robic’s introduction to boats began at an early age from the time she remembers sailing on monohulls in the Med when she was a teen. Gwen studied Marine and Environmental science and obtained a Bachelor’s Degree in Sports Management in France, before traveling to Australia to improve her English skills.  Gwen is now bilingual in English and French.

In Europe, she was a sailing instructor for a well-known travel firm in the Med and in the Caribbean. She furthered her marine industry experience by working for a major sailboat manufacturer in France followed by a yacht charter company in Saint-Martin.

In 2012, Gwen joined The Moorings as Yacht Broker specializing in ex-charter fleet sailboats and in Leopard catamaran brand.

In 2019, she decided to move with her family from the Leeward to the Windward Islands. She now lives in Carriacou, a sister isle of Grenada, and joins The Multihull Company brokerage team.

Owner of a traditional wooden small cargo vessel, Gwen often sails from The Grenadines Islands to Saint-Lucia and Martinique with her husband, a professional captain, sharing together their passion for sailing.

With Gwen’s vast yachting knowledge from manufacturing, charter and brokerage side, she will add unparalleled value to The Multihull Company brokerage team and any deal with her customer dedication and product knowledge.  

Contact Info

To Reach Gwen Robic:
OFFICE:+1 473 423 68 50
CELL: +590 690 84 25 00
FAX: 215-508-2706
Gwen@multihullcompany.com

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