• For Sale!

    Trimaran Tres

    Full featured 54 ft Cruising Trimaran
    A conversion of the oceanracer "Côte Basque F-164",
    For travel or racing,
    Suited and fitted out for world cruising and living aboard,
    Lying in the Netherlands..

Let op! Deze informatie in het Nederlands? Nederlandse versie

Trimaran Tres in actie!

FOR SALE : 16.5m Trimaran Tres !

  • Registration: 5827 ZG 1991
  • VAT: fully paid
 
  • Length o.a.: 16,50 m
  • Beam: 9,96 m
  • min. draught: 0,80 m
  • Waterdisplacement: 7,5 Tons
  • Motor: Perkins Prima 50 Hp
  • Hydraulical system: Volvo
  • Sails: 11 sails
  • Built as Epoxy composit: 1991
 

Price

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History of the conversion of "Côte Basque F-164"

E
specially built for Singlehanded Transatlantic Races, Côte Basque (skipper: Didier Munduteguy) competed in many, and won many second places, but never a first: a much lighter sistership always stole her honours. Côte Basque's sturdy construction and big floats were the main reason for Tres' present owner for his acquisition in 1988, to be the basis for his plans to have her rebuilt as a cruiser-racer. Côte Basque was sailed from Bayonne to Holland in the spring of 1988 and after two years of use in her original form she was put ashore and dismantled at the yard of Mono- and Multihull Boatbuilders at Drachten Holland in September 1989. Originally planned as a conversion, the project gradually increased to building a new boat.
  • Launched: 1982
    Designer: GRAAL Yachtdesign, Parijs
    Builder: Fountaine/Pajot, Aigrefeuille, Frankrijk

    Length: 13,85 m (45 ft)
    Beam: 9,96 m
    Min. draught: 1,50 m (deep spaderudder)
    Waterdisplacement: 4,5 Tons
    Composite: glass rovings, glass mat, E-glass on Airex foam core
    Orginal data Côte Basque F-164

Re-used were:

  • The floats; gelcoat taken off, new outer skin in epoxy, bows and sterns strengthened with 3-D glass, E-glass and Kevlar.
  • The beams; new strongbacks for coupling with main hull and floats, galvanised-steel construction for coupling was replaced by S/S-constructions.
  • Mast, boom and most of the rigging; mast lengthened by 1.50 m, boom by 1.20 m.
  • Most of the sails.
  • Some of the electronic gadgets; most proved to be outdated.
  • All winches, deckblocks etc.
  • The main hull; was scrapped above the waterline.

The outer glass of the original underwaterbody and polyester skins were stripped off outside and inside and replaced by skins of E-glass, 3-D glass, rovings and Kevlar cloth, all packed in epoxy resin. All beams and stringers were beefed up with Carbon, Kevlar and epoxy, the bows were packed in Kevlar against collision damage. The after half of the underwaterbody was widened and flattened to have more load-bearing capacity, and was lengthened by 2,65 m. On top of this very strong, but sleek, underwaterbody a new hull was built, all using the same materials, even for bulkheads, floors, berths, bunks, tables, cupboards, etc., which are all structural parts of the hull. Bulkheads, decks and other large parts were manufactured under vacuüm, for a strong and light construction. The result was a very roomy interior, with a deckbeam of 4 m maximum instead of the 2 m beam of the original hull, integrated beams, a large deckhouse and everywhere ample standing headroom.

Technical specifications

Tres, PC 2978

  • Registration: 5827 ZG 1991
  • Length o.a.: 16,50 m (54 ft)
  • Beam: 9,96 m
  • Min. draught: 0,80 m
  • Waterdisplacement: 7,5 ton

VAT

  • Fully paid in Holland when "Côte Basque" was imported
  • VAT-bills of rebuilding in Holland fully paid.

Spars & Rigging

  • Mast and boom Marechal, France; 1984,
  • Mast lengthened; 1991,
  • Boom; 1997,
  • Rigging; 1984,
  • Stainless Steel 10 mm and 12 mm; 1991

Winches & Deckgear

  • 2x Barbarossa 57 ST
  • 3x Barbarossa 51 ST
  • 2x Barbarossa 48 ST
  • 2x Barlow ST
  • Rails and deckgear: Barbarossa, all 1984
  • Power Handle: Winchmaster 12 V, 1994
  • Boomvang: Proctor, 1991
  • Mastrail and rollercars: Harken, 1997

Sails

SailTypeSizeYear
Mainsail3-layers composite sail with Dacron look60 m21997
Genua Light (Dacron, Kevlar, Mylar) 80 m2 1984
Genua Normal (Dacron) 75 m2 1987
Genua Heavy (Double Dacron) 60 m2 1983
Staysail Normal (Dacron) 35 m2 1982
Staysail Heavy (Dacron) 25 m2 1982
Staysail Heavy wind jib (Dacron) 15 m2 1984
Spinaker Light 240 m2 1982
Spinaker Heavy 170 m2 1983
Spinaker Asymmetrical 170 m2 1984
Spinaker Genaker 140 m2 1982
2 spinaker socks

More info

  • Mainsail fully battened with full-length nylon battens
  • Harken hardware on rollercars
  • Genuaroller: Plastimo 1986, type 1416
  • All foresails by Delta Voile, Montpellier and Profil Voile, Lorient.
  • After conversion of Côte Basque to Tres, only the mainsail had to be renewed.
  • All other sails were overhauled in Holland. Some seemed to have had little use.

Mechanical Info

Motor

  • Perkins Prima M50 50hp Diesel-engine
  • Sole SMI Gearbox 2.1:1
  • Volvo V1 Hydraulic pump on Scatra/Aquadrive coupling for bowpropellor & anchorwinch
  • Aquadrive 140000 coupling to sterngear
  • Sole 3-bladed folding propellor in bronze/SS, 30 mm shaft, 19 inch propellor. Propellor is hydraulically shifted from 0-90 degrees, to be used feathered or variable shift-propellor (like Hundestedt).
  • Enginehours: Approx. 750

Anchorwinch

  • Winch hydraulic, Anchor Mate (NZ)
  • Anchor 60 lbs. Delta (SL)
  • Anchorchain 10 mm galv. 70 m
  • Spare anchor 45 lbs. Danforth, chain 10 mm 10 m + 100 m braided line

Centreboard

  • Length 5 m
  • Composite construction in foam-glass-Kevlar-epoxy with central ribs against distortion.
  • Vertcally hauled (up & down) by sheetwinch.

Steering

  • Alloy semi balanced.
  • 70 cm deep, on composite skeg.
  • Skeg and rudder reinforced by massive SS-strongback.
  • 1m rudderblade composites can be lowered when sailing into steep waves.
  • Servorudder in composites.
  • Tiller steering.
  • Selfsteering, stowe AP-60 on servo rudder or on tiller.
  • Backup selfsteering by Autohelm on tiller.
  • Windvane steering on servo rudder (owner's design)

Accommodation

(bow to stern) (SB = Starboard, P = Port)
  • Stowage in bows
  • Bowpropellor / anchorwinch / chainlocker
  • Heads Lavac, 300 L grey watertank
  • Basin, showerhead, wet lockers
  • Big double bunk behind CB-case (SB)
  • Small double bunk (P)
  • Salloon; 2 settees (Oxblood leather), 2 pilot-berths
  • Chart-table with electrics & navigational equipment (P)
  • Galley (SB)
  • Deckhouse, with full-length settees/bunks, fully opened by sliding hatches
  • Large cockpit
  • Small swimmingplatform around rudder

Deck gear

  • 6x opening ports, Goïot
  • 4x hatches in deck, Goïot / Lewmar
  • Trampolines between mainhull & floats
  • Windows, hatches, hatchboards deckhouse are smoked glass polycarbonate (as in bulletproof shields)
  • 2x sunawning above cockpit & maindeck. Can remain up when sailing (watercatchers).
  • S/S pulpit + stanchions 70 cm high, 3x coated S/S wire gaurdrails
  • Lokata 406 Epirb, automatic release, 1989
  • 2x lifebuoys, 1984
  • 6 person liferaft, 1984

Year of fabrication: 1991

  • Unless stated otherwise above, all mechanical, electrical, navigational, domestic and other gear was bought and installed late 1990/early 1991.

Bowpropellor

  • Hydraulic Bowmaster/Vikers BT-200 18hp
  • 2-speed
  • bronze
  • in epoxy glass tube

Electrical installation

  • 1 x 90 Ah starting battery Vetus
  • 4 x 110 Ah dom. batteries Vetus, divided in 2 groups
  • Generator on engine; 70 Amp, with TWC regulator
  • Generator on prop.shaft; 30 Amp, handregulated
  • 4 x 36 Watt Helios VR Solarpanels with own regulators
  • Renault battery conditionmeter to control all this

Tankage

  • Diesel, 4x 90 L Vetus plastic tanks
  • Gas, 2x domestic-size bottles in gaslocker
  • Water, 300 L epoxy tank
  • Water, 120 L Vetus plastic tank
  • 2x basin galley
  • 1x basin forepeak (showerhead)

Navigational equipment

  • Radar, Furuno 1820, large scanner
  • VHF, Icom, Atis, 1993
  • GPS, AP Mk 6
  • Decca, AP, 1984
  • Loran-C, Furuno, 1984
  • Weatherfax, Furuno 108, 1984
  • RT, Europe One, 1982
  • Depth-meter, Stowe Dataline
  • Speed-meter, Stowe Dataline
  • Log, Stowe Dataline
  • Wind-meter, Stowe Dataline
  • Compass, 2x Plastimo
  • Navtex, Nasa
  • SW/MW/LW receiver, Kenwood TS-440-S
  • Windinstruments & HF/antenna are fitted in masthead.
  • All other antennas are fitted on structure above stern.

Navigational lights

  • 2x anchor lights
  • 1x 3-colour lights
  • steaming lights
  • decklights

Domestic equipment

  • Dickinson Antarctic diesel stove
  • Taylor 2-burner gascooker & grill & hotplate
  • Eno Marine Oven (on gas)
  • Kissman refrigerator with separate compressor
  • PL- and Halogen interior lighting
  • Fresh and saltwater with footpumps
  • Radio & CD-player with 2 speakers
  • Power Survivor Watermaker (3.5 l/h)

The tiller

Safety

More than other seagoing vessels (as they all should be), multihulls are being eyed critically for reasons of safety. When designing and building Tres, the following was taken into consideration:

Capsizing

Originially, Côte Basque was designed with 300% floats. Which means that each float could carry 3 times the weight of the whole boat. Designed weight was 4 Tons. That means that each float (helped by the box-like beams) can easily hold the whole of Tres above water. On old Côte Basque you could sometimes sail the main hull through the wavetops. On heavier Tres, we have never managed to do that. Higher displacement sometimes has it's merits.

Grounding

When all comes to the worst, it is of course preferable to take the ground in a 0.80 m draught boat than in a 2.10 m drawing monohull, even when on a lee-shore.
Of course, it is better to take the ground on purpose. Tres has a region in her bottom, the deepest part of her mainhull, which is reinforced against evils of the sands like stones, old bicycles, remains of wrecks or fishing nets etc.. The method of sandwich-building gives structurally very strong hulls, but they are not safe against these dangers.
That is why in the construction of the bottom of Tres two safety-measures were taken:

  • the area around the CB-case and abaft that, which is the region most of the weight is resting on when drying out, is not sandwich-constructed but of massive glass-Kevlar-epoxy composite (some 30 mm of that)
  • the skeg and rudder, which get excessive punishment when grounding accidentally, are reinforced by a S/S strongback that is stronger than everything else on the boat.
In the end it is much nicer to dry out on purpose and to take a walk on the drying sands. For that occasion, Tres has legs which can pivot out under the floats, so you can sleep in a horizontal berth after you have taken your walk.

The odd wave

Taking all into consideration, this trimaran is a much dryer sailor than a comparable monohull. Only occasionally you have to put on your oilskins, when you cannot cope your dogwatch from the deckhouse and have to handsteer in the cockpit, looking out for shipping etc.. That is when you get wet and when water can enter the boat. For those occasions, the deckhouse has floor and bunks fitted with self-drainage, while the cockpitfloor slopes to the stern to lose all water. Otherwise, waves do not have much effect on this boat: the maindeck is nicely rounded, the rest is merely netting and the foredeck, though protecting the crew, looses water easily.

Pitchpoling

Côte Basque had larger floats, with more displacement in the bows, than her contemporaries. This seemed to withstand all tendency to "bury the bows" which many multihulls had and still have. With her high and heavily flared bows, Tres tends to go into a surf when falling down a steep wave instead of trying to bury her bows. Apart from the bowpropellor and the heavy groundtackle, all other new and heavy gear and machinery (engine, further hydraulics, tanks, batteries, stowage) were placed in the after-end of the new boat: pitchpoling should not be one of your sailors-yarns.

Collision

Bows and sterns of mainhull and floats are heavily reinforced by Kevlar against impact. The floats, which are not designed to have any other function (stowage of sails etc.) can thus not be left open by mistake. They are divided in several watertight compartments, which can be pumped dry individually. All this does not help much when being run over by a container ship, but that applies to all other small vessels, so let's rest all that. A real problem for fast seagoing boats (not only multihulls, but for them too) are: flotsam, floating containers and (yes!) whales. Against these were taken the following measures:

  • Dividing the floats into compartments.
  • Reinforcing of bows by Kevlar.
  • Having a "collision-box" in the bows of the main hull.
  • A lot of (hand)pumps: 3 x in the mainhull, which is divided into 3 compartments.
  • A "crash-box" in the CB-case: the centreboard is not fixed in its case, but in a dedicated alloy structure, which is isolated from the CB-case by foam-cushions. This construction was already installed in Côte Basque and was refined in Tres. This makes for sure that the centreboard can never slice open the hull when sailing into flotsam, a container or a whale.
  • In the end, this trimaran will allways stay afloat, which can not be said for her monohull-sisters. Even when all compartments are flooded, the foam-core will not let her sink.