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The R550, a fusion ofpower, quality and design

Broadblue, re-emerging ambition!

England is part of a very close-knitclub of countries pioneering therediscovery of multihulls.

Pat Patterson (Heavenly Twins), Tom Lack(Catalac), the Prout brothers (Snow-goose), James Wharram then DerekKelsall and Nigel Irens have been thestandard-bearers for this adventure,which has cleared the way for many archi-tectural styles in both racing and cruising.By the late nineties this was starting tofizzle out a little, leading to a crisis: most

of these “English cats” were running outof steam in the commercial world.Despite this, their replacements werethere (Multimarine being one of the lea-ding ones), but were probably overshado-wed by the remarkable growth in Frenchproduction. Mark Jarvis launched Broadbluein the mid-2000s, drawing on his back-ground as a businessman, a sailor and amaritime professional. To begin with, theBroadblue 345 and 385 were built underlicense in China with technical assistancefrom Darren Newton, before productionbeing moved to Poland. Next came the

very successful and very capable Format400, (a semi-open catamaran shown atthe Multihull Boat Show and the LaRochelle Boat Show in 2009. See thetest report in Multihulls World 118). Toproperly create the portfolio, they neededto re-group the different models underone brand, and also add a big cruisingboat in the 50 foot range. And that’swhere we are today.

Rapier 550. An immediately obviousunique styleA rapier is an elaborately designed long,

For several months now we have been eagerly awaiting the arrival of theRapier 550. Broadblue entrusted the design to Darren Newton (and NickBailey) who also undertook the build, at the Multimarine yard. This fact, combined with a very advanced specification, has all the makings of an excep-tional project. We set off for Portsmouth (UK) for a two-day test, including the famous Round the Island Race (round the Isle of Wight), with more than1,500 boats on the startline.

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Text and photos: Philippe Echelle

Rapier 550Pioneering breakthroughs

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thin sword. A descrip-tion which fits well withthis catamaran whosesophisticated designhovers between asser-ting a bold image whileretaining clean lines.The pen of Nick Baileyand Darren Newtonflirts with an avant-garde style, but theaccuracy of the propor-tions gives the boat analmost classic persona-lity. The quality of theworkmanship and theblack and white dresscode join together togive a beautiful andsensual result.

A sharp and innovativemultihullThe R550 wants it all,and wants it right now!Even so, it is not borneof the dreams ofAntigone, but of ratio-nal and exactingthought, used to crea-ting designs for the tes-ting areas of northernwaters. Speed, com-fort in every possibleclimate and maneuve-rability remain greatlyopposing concepts.Broadblue’s approachraises the bar, is innova-tive in many areas anduses only reliable tech-

nical solutions! A challenge for which the bar is already raisedhigh! We need to have a look.

The objective: to remain light, even for offshore cruisingDarren and Nick’s response is radical: to build a 55 foot catama-ran whose operational weight doesn’t exceed 9.5 tonnes meanscarbon foam sandwich. The complete platform, except for thecoachroof, is built by infused epoxy resin in one go. Superb! Thislarge family catamaran sails at 12 tonnes in standard configura-tion (our test boat, fully loaded with food, water and fuel), withthe maximum being 15 tonnes.

The Broadblue solution for sailing short-handed on a 55 footer98m² of mainsail, 52m² of solent (event though it’s self-tacking),167m² of spinnaker are not necessarily that easy to handle, giventhat the budget required for the R550 is not aimed at young fitracer-types! The racing experience of the guys from Millbrook issignificant, and this has allowed them to incorporate a fairamount of new techniques; it also borrows ideas from a formeroriginal project which partially inspired the R550: the aptly named“Impossible Dream”!The “dream” was to design, develop and build a 60’ catamaranfor Mike Browne, a paraplegic sailor. Geoff Holt, a tetraplegic sai-lor subsequently chartered the boat, and following a significant

amount of preparation, completed an amazing single-handedAtlantic crossing! The reward for succeeding in this amazingchallenge was the “Yachtsman of the Year” medal in 2010!Transposing part of this experience into the design of the 550,Darren Newton, Nick Bailey, Simon Baker and Miles Pinchin(Structural designer) designed the coachroof around a central car-bon arch and an I-beam in charcoal black designed to withstand45 tonnes of dynamic compression (25 tonnes static). Twenty“high-load” Spinlock clutches are fitted to this, which control allsail operations via three powerful, auto-reversing Lewmar elec-tric winches! The console unit, built in strongly walled uni-direc-tional carbon is a real work of art. It serves as an organizer, itholds the rope storage bins, and transfers the load to the bottomof the bridgedeck. In short, all sail-handling processes (yes, all:hoisting, lowering and adjustment!) are effected from this“winch station console”, sheeting in and easing out. The onlylines visible on deck are the spi (or gennaker) sheets.

A revolutionary helm station!Not content with the drastic changes to the deck layout, theMultimarine duo (in fact a trio, with Simon Baker, a MOCRAchampion) has completely turned the ergonomic aspects of acruising catamaran upside-down! The helm station of theBroadblue R550 is in effect inside the salon, and is designed likean aircraft cockpit. Comfortably installed in “real” Recaro multi-position leather seats, the helmsman of this nautical speedmachine is in complete control of all elements of navigation fromhis “dashboard” (instruments, engine controls, mastheadcamera, sport steering wheel, chartplotter) and the winchconsole (adjustment of the travelers, mainsheets and solentsheets)! A programmable “Up side Up” system (for releasingunder load) connected to the three principal sheets is there foruser safety.

A mastered techniqueA level of automation such as this legitimately leads to some

1/ Tube-type carbon mast without spreaders, with fiber rigging andanti-inversion lower shrouds; bowsprit coming out from the mast footand rod-rigging bridle with no forward beam. All simple, pertinent andradical solutions from Darren Newton and Nick Bailey.

2/The marked step below the inverted bows, the deck-edge highligh-ted by the front of the coachroof and the black and white dress code ischaracteristic of the fine machine that is the Rapier 550.

3/ The quality of the light from the coachroof is remarkable. All thewindows (in toughened glass) and a section of the roof are sliding. Thedesign of the carbon davits gives an idea of the level of requirements. 83

Mark Jarvis Design and productionDirectorThe Rapier series areintended to be fast andexciting to sail and so for

the 550, we chose Darren Newton andNick Bailey to lead the design team sothat we could achieve both high perfor-mance and a great looking boat. Thedesign brief for the Broadblue Rapier 550was to produce a performance sailingcatamaran at 55ft that can be used forlonger distance family cruising which formost skippers means single handed sailing with other people aboard. Theergonomics of the helm console, winchstation, internal layout and deck layouttogether with the use of reversingwinches, motorised mainsheet travellerand remote engine controls are all incor-porated to exactly meet this objective. Weare very pleased with the great result!

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questions, and the response from theMillbrook team is that all the solutionsused are reliable, readily available withinthe industry and have several safety netsin place. The explanation by PeterMiddleton, in-house electrical specialist,is eloquent, particularly following twodays of intensive use. Energy is producedby six large extra-flat solar panels, up-

rated 125 Ah alternators on the dieselmotors and a compact and discreet 6kVAPaguro generator. Power is stored in alarge bank of four 230Ah 12 volt batteries.Distribution calls on high-tech engineeringusing five Empire bus modules spreadabout the boat which communicate byNMEA2000, with the Murphy system (a7” screen which shows all the functionswhich are being supplied, in a simple andeasy-to-use manner). Each module hassixteen channels available, and has elec-tronically programmable fuses. This des-ign dramatically reduces the cabling requi-red. The units are interchangeable, andreplacing them is a quick job if you havethe part. This power system has been inintensive use since the boat was laun-ched (3 months ago) and we haven’t evennoticed the slightest deficiency during thethree days spent on board.

A convertible salon/galley for all climatesTradition-defying right to the end, theR550 skillfully blends the sailing aspectswith those of living on board, even as faras to amalgamate them. Next to thenavstation are two sofas for the watchcrew (so they are in permanent contactwith the onboard nerve-center) or for thenon-sailing guests to be able to accom-pany the skipper without being exposedto the outside elements. The galley isseparated into two islands situated in themiddle of the boat, between the salon,dining area and the navstation. Theappliances are perfect (two fridges, alarge Smeg oven, three-bowl sink); theneat hob is integrated into a recess to

cope with any possible spillages. Thework surfaces are magnificent, having theappearance of Corian (which would be tooheavy), but are built in composite! Thedeck salon design is modular, the slidingside and rear windows open up wide, andpart of the roof retracts electrically.Access to the aft end is totally clear. Allthe coachroof panels are made of a spe-cial toughened glass, capable of withstan-ding 300kg so as to not deform and toguarantee longevity)!

An owner’s suite and just two doublecabinsThe overall insulation of the catamaran isabsolutely remarkable, as is the quality oftwo-tone beige headlining, the furnitureand the deck coverings (teak in the decksalon, fitted carpet in the cabins). TheR550 offers an owner’s suite in one hull,and two double cabins in the other. Themattresses are recessed into the bunks,for ease of access for getting into bed. It’sthings such as this and the clean sharpluxury which help create a very agreeablefeng-shui atmosphere. Electric heads inthe three bathrooms, passive and activeventilation throughout, high quality tapsand plumbing fittings, hidden pumps andautomatic shower drains… Everythingseems to have been done to make life onboard simple and comfortable. A crewcabin is even available forward to star-board

100 miles on board the R550Arriving on board the day before thefamous race around the Isle of Wight, theday of Friday June 20th was given over to

Darren NewtonThe R550 is designedas a blue water crui-sing boat driven by theowner rather than askipper boat with aprofessional crew. Thedesign brief required ahigh degree of perfor-mance combined with

very comfortable accommodation forlong distance passage making and livingon board. The boat had to be very easyto sail single handed or fully crewedwith full protection on board from thesun and weather. We used advancedcomposite materials and processes;including the latest resin infusion tech-niques where the hull is made in oneshot. Our main design principle was toreduce the overall weight of the boat bydesign simplification. The overall displa-cement was set at 15 tonnes fully loa-ded so a target weight of 9.5 tonnes wasset for the bare boat and 12 tonnes withall fluids as well as air-conditioning,generator and water maker etc. Thisleaves 3 tonnes for crew and provisionson a fully optioned boat. We needed ahull that would average high speeds.Averaging 10 to 12 knots means speedsof 16 knots would be needed peaking at25 knots. Overall design was in part ins-pired by the latest technology availablenow in both racing and cruising boats.This includes the use of rewindingwinches allowing you to set up both themain and jib sheets and control themfrom any position on the boat eitherusing the fixed switching or remote. Themain traveller uses an Antal line driverto complement this. The beauty of thissystem is in its simplicity and it can beused manually as well if you desire.

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discovering the 550, the technology and the comfort of course,but also sailing, to try out the all-new 168m² asymmetric spi. Thephoto and video session allowed me to see the cat from the out-side, and moving from all angles, to feel the machine in action,sometimes very close-up! We always have to begin like that!Going beyond a specification which seems a bit complicated,using the Rapier is logical. The excellent choice of equipmentand the rigorousness of its installation help generate this per-ception. To set off under power, you have the choice of two helmstations, whether the main one inside (the helmsman remains indirect contact with the outside via the opening roof), or themobile remote control for the motors, which can be carried upon to the top of the coachroof, or taken to the passerelle, aft.This way you can maneuver via the wire, yet maintain freedomto move about the deck. The logically set up 40hp Yanmars (propshafts, not saildrives) are carefully insulated. Linked to three-bla-ded folding propellers, and protected by remarkable in-houseanti-siphon devices, they are connected to galvanic protection by

external earthing plates. A proper workshop is located in the portengine room.The mainsail is easily hoisted by means of the powerful electricLewmar 60. When single-handing, a remote control allows youto prevent everything at the foot of the mast from turning tochaos (lazy bag, reefing lines, vang). Coming back to the interior,push-button sailing can begin, with unfurling the solent. Sportssteering wheel in hand (connected via an electro-hydraulic servomotor). The helmsman can adjust his sails by means of four prin-cipal actions, the controls for which (rocker switches on thismodel, but will be a joystick on later models) are centered byyour right hand on the central control console. The track for theself-tacking solent is very wide, reaching far enough that there isno need to short-sheet or set up a barberhauler. Handling themainsail is equally as convenient, the fantastic Antal self-tailingwinch being more efficient and quicker-reacting than any crew-member. Putting twist in the sail using the sheet is also control-led from the navstation. While the view of the hulls is good fromthe coachroof, a camera at the masthead refines this (really use-ful as well when maneuvering in port!) The well-thought outinsulation and ventilation of the coachroof makes helming frominside both comfortable and efficient. In cooler weather, forcedair heating and ventilation of the windshield prevents condensa-tion from forming, and the wipers keep the screen clear. To fami-liarize myself with the nice set of Banks Spectra sails et thesuperb carbon mast by Future Fibers (a very refined design byTorbjörn Linderson , formerly of Marström, without spreaders,and with the lowers forwards to avoid the main getting invertedwhen reefed), I spent several hours trimming, with the help ofthe exterior controls aft. Tacks and gybes executed perfectly,with trimming effected with fingertip control in line with varia-tions in the breeze, the user-friendliness is inviting. The directleads of the lines, without going through multiple angles, combi-ned with the exceptional quality of the deck fittings smoothesthe maneuvers and considerably reduces the effort required.During our tour of the Isle of Wight (50 miles direct, withoutcounting the tacks), we were going to have a lot of upwind workwith a range of wind between 3 and 8 knots true, a few periodsof light to moderate conditions, and a long downwind leg underspinnaker, then an eight mile reach under spi, before the last tenmiles or so to the finish, into the wind. Such a course proved tes-ting for most of the cruising boats (700 abandoned) in an areawith many strong currents, coastal effects and shallows. Thiswas perfect to demonstrate the agility of the R550 in theseconditions and show just how well it maneuvered. Upwind per-formance was fairly formidable (we rarely gave more than 5° tothe sharp monohulls, of which there were hundreds in this race)and it was hard to believe that this catamaran only has skegkeels set aft and no daggerboards! In the light to medium winds(5 to 9 knots true) boat speed matched wind speed, and when

Model: GUNBOAT 55 S2C55 CATANA 53 MC2 53 ALIBI 54

Yard: GUNBOAT SWISS CAT CATANA MC2 CATAMARANS ALIBIUpwind sail area in m2: 165 155 174 145 155

Weight in tonnes: 9 16,5 14 7,5 9Price in € (ex-tax): N/A 1 350 000 1 119 000 1 380 000 950 000

T H E C O M P E T I T I O N

4/ The sliding door aft and the opening side panels transform the R550 into a semi-convertible pioneer of a new generation of cruising catamarans. 5/ The bowsprit incor-porates the anchor locker, the bow roller and also the furling line, the spi or gennakerdownhaul and the forestay chainplate! The absence of a forward beam is an importantfactor in reducing pitching. - 6/ The R550 in “Targa” mode, moored in the River Medinaat Cowes.- 7/ This boat revolutionizes the traditional interior catamaran layout, but farfrom being a question of styling, it makes the liveaboard quality exceptional. - 8/ Thehelm station turns the traditional idea of a deck layout upside down. Adjustable Recaroseats, push-button console and auto-reversing winches allow you to sheet in and ease off to your heart’s content… all under the control of the programmable Up side Upsystem. - 9/ The design of the “passerelle” is a combination of a GT car’s dashboard,the helmsman controls all the sail and motor functions from this well insulated and ventilated cockpit.

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the wind picked up a little (10 - 14 knots),10 knots on the GPS (measured with aGarmin Quatix watch) was reached andgenerally exceeded under spi. You reallycan feel these Newton-Bailey hulls slip-ping through the water, and with thegood bridgedeck clearance, and the verysmooth attachments to the elegant,stepped hull allow the boat to bowlalong between 15 and 20 knots withoutbeing thrown around by the sea (perfor-mances already achieved, and in linewith predicted speeds, to a maximum of25 knots). There is very little pitchingdue to a lot of work being put into cen-tering the weight. The absence of atransverse forward beam is an exampleof this rigorous approach. The hydraulichelm is fairly direct and efficient, thoughthe feel is more intellectual than physicalwith the small wheel. I was disappoin-ted that the tillers on this model were

only emergency tillers. I can picture arti-culating wing-seats at the aft end of thehulls and tillers with extensions, linkedby de-clutchable fiber lines to the mainsystem. Multimarine and Broadblue areconsidering this for future models.

Conclusion :

These 100 miles in the Solent allowed me todiscover an exceptional voyaging catama-ran, in the company of its passionate designers. The ambitious specification putsthe imagination to work. A cruising multihullwhich is so innovative could have becomeunnerving, but on the contrary, the R550gives nothing but confidence. The requiredbudget is above average, but the exactingnature of the build, the abundant equipmentand the pertinent choices would hit the markfor the wealthy and enlightened enthusiast.

◆ Chainplates for the lowers not in line◆ No tiller independent of the hydraulic steering◆ Handles for opening deck hatches not very practical

◆ Exceptional build quality◆ Numerous pertinent innovations◆ Aesthetics and performance

SPECIFICATIONS

Architects: Darren Newton and Nick BaileyDeveloper: Mark JarvisBuilder: MultimarineLength: 16.72 metersBeam: 8.04 metersDraft: 1.32 metersLight displacement: 9.5 tonnesOperational displacement: 12 tonnesMaximum displacement: 15 tonnesMotors: 2x40hp YanmarTransmission: Shaft drivenMainsail area: 98m2Solent: 52m2Reacher: 97m2Asymmetric spinnaker: 167m2Construction: Carbon foam sandwich / glass epoxyin a one-shot vacuum-bagged infusionKeel type: SkegsFresh water capacity: 550 litersFuel: 300 litersOptions fitted on the boat we tested:Air conditioning, water-maker, carbon mast, fiberrigging, full electronics packagePrice of the boat tested: £1,580,000 GBP

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10/ One of the two galley modules with the salon sofa transformed into a futon for use at the folding (carbon) table. - 11/ A high-tech carbon structure doesn’t prohibit an attractive interior design, here the owner’s suite to port. - 12/ A hint of Feng-Shui, the recessed mattresses are moreaccessible, the two-tone headlinings in a leather style and light woodwork all combine to make a luxurious yet not ostentatious atmosphere which is pleasantly relaxing - 13/ The center console is a piece of artwork in uni-directional composite cloth, designed to withstand 45 tonnes of compression load. It’s also a splendid rope organizer, and the main part of the carbon support in this groundbreaking “deck layout”. - 14/ Headscompartment of the owner’s cabin. - 15/ The engine room which is directly accessible from the deck is a great success, with neatly installed cabling and fittings, a carefully designed engine installation (custom-made exhaust gooseneck, enhanced insulation, propeller shafts…) and a properworkshop for the independent DIY-er.

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The tillers are fitted directlyto the rudder posts.

They would need to be disconnected from

the hydraulic steering to enjoy helming outside

The Future Fibers large-section tube mast with no

spreaders is aerodynamicallyvery fluid, but it does

not rotate.

The fantastic fiber rigging is comprised of a pair ofcapshrouds and two lowers which are slightly

forward-swept to avoid the mainsail inverting againstthem when reefed. The windshield is made of

toughened glass to prevent itfrom distorting as happensover time with plexiglass,while guaranteeing greatlight. Windshield wipersallow you to maintain goodvisibility in spite of anyspray.

The helm and maneuvering station is behind this windshield! A single-hander could sail this boat entirely

from the one navstation.

The pronounced step iselegant, and where it

joins to the interior of thenacelle has been carefully

designed from a hydro-dynamic point of view, to

reduce slamming underthe bridgedeck.

The inverted bows lead to greathydro-dynamic finesse for acruising boat and really help

combat pitching.

The large self-tacking solent has avery wide track, avoiding the need

for a barberhauler. The traveler andthe sheet are both adjustable from

the navstation.

The bowsprit extendsfrom the carbon pod,

and a structural bridlein stainless rod replaces

the forward beam andthe martingale/A frame.

I’ll wager that thisstarts a trend.

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