Corinne and I drove to Stuart, FL, to review and test sail the first La Digue 370 imported into this country.   The La Digue is a 37-foot catamaran built by Voyage Yachts, Capetown, South Africa.   In the realm of cruising multihulls, it will compete with the Moorings 3800 and the Fountaine Pajot Athena 38.
    The La Digue is a new entry into the yacht business by Voyage Yachts.  Their other catamarans are the Norseman 430 and 470, and the Mayotte 50.   This first boat was built of epoxy strip plank composite since it is the plug boat for the mold and has paint rather than gelcoat.   Future boats will be built of fiberglass from the molds made of this prototype.
   Even though it may be slightly heavier than subsequent yachts, it sat nicely on its lines with transoms well above the waterline.

User friendly?
The first thing I do when I visit a new boat designed as a cruiser is to judge its user friendliness.   That means reasonably flat, accessible decks, lots of hand grips, good toe rails, sturdy rub rail, good visibility from the helm, safe and secure foredeck or a trampoline inside adequate lifelines and a host of other important items.   This boat will meet any reasonable expectations of user friendliness.   All decks are accessible, but there are limited handholds for entering the cockpit.   However, this problem will solve itself with the installation of a sturdy bimini top with its concomitant supports.

Exterior
The nonskid pattern was acceptable.   The multi-folding cabin entry doors were a little awkward, but my understanding is that this will be changed on future models.   The helm has a unique two-level step up.   Visibility was adequate for me at 5'9" but would be much better for someone taller.   The wheel was in a comfortable location and all instruments were easily visible.   There was full instrumentation and single lever controls for the twin engines.
    Trampolines and foredeck construction are definitely superior.   First, the foredeck has a center support strut, which is necessary to prevent the forward crossbeam from bending inward under headstay tension.   It also nicely divided the trampoline into two sections.   The trampoline itself is made from heavy duty belting, not some piece of fishnet.   While I am critical of using sail slides for attaching trampolines, at least these sail slides are black plastic with some sun block.
    Then there is the cross beam.   So many are cheaply put together with open ends and ragged corners.   This beam had many nice touches including sealing the ends.
    Between the transoms was a broad deck suitable for an outside activity or storing a dinghy.   There were no davits or arch installed as yet.   The transoms themselves had steps leading up to the deck.   There were no boarding ladders installed.   The aesthetics were quite pleasing even though the boat has not yet been "accessorized" with graphics.

Interior
This galley up model has a nice ergonomically laid out "U"-shaped galley with the stove at the center of the "U".   Corinne was quick to point out that it had but a single basin sink, and a round one at that.   Our preference would be a double sink, and square in shape may not be so stylish but gives considerably more room in the same basic dimensions.   I also suggest that since most marine stoves are diminutive, a two burner stove is usually adequate and has the additional advantage of being able to accommodate full size pots properly centered over the burners.
    The interior layout is not unfamiliar.   It is a typical "U"-shaped saloon with master table and surround bench seating.   The galley up arrangement helps somewhat, but I always marvel that all that beautiful saloon space is used so unimaginatively.   Comfortable chairs, recliners and a host of other options are available for such a luxurious craft.   This arrangement is a throwback to the charter days when all boats were designed for that purpose.   But for an owner who intends to take long cruises or live aboard, there are far more comfortable arrangements.
    There is a nice navigation station/computer area/radio room area facing aft just opposite the dinette.   Behind it is the main electrical panel and access to the steering and other operational systems.   It is both convenient and well done.
    I always suggest to people who are in a boat buying mode that they actually go into the head compartment, close the door, sit down, and simulate the functions you would normally do in that room.

The reason is simple.   Most heads are considerably smaller than home bathrooms, and you need to make sure that you can actually accomplish basic body movements in that area.   This compartment was very adequate for me at average stature.
    In the three-cabin arrangement in this prototype, one engine room is beautifully located on the port side behind the head with access through a panel.   In that engine room there is almost stand-up head room and lots of very accessible space to install and service accessories.
    The other engine is located under the starboard bunk.   Under-bunk installations bring several problems with them, including poor service access, latent heat, and noise.   In the two-cabin arrangement, both engine rooms are accessible through the twin heads.
    Engines are Yanmar sail drives turned backwards.   This is a clever way of getting space forward of the engine.   Nicely done, as in this boat, it does not add too much extra effort to service the front of the engine.   The standard engines are 18-horsepower Yanmars.

How does it sail?
We motored away from the dock and out a very narrow creek into the St. Lucie River, and from there into the Intracoastal Waterway.   Since this boat is brand new and everybody is new to it, it took longer than expected to raise the sails.   I handled the yacht during this period.
    With both engines just idling in forward, I was easily able to keep the boat arrow straight into the wind until the main was raised.   Once the main was raised, I shut the engines and sailed under main alone until the jib was raised.
    The boat handled like a good dinghy under main alone.   Sailing in that area of the ICW is very tricky.   Being just opposite St. Lucie Inlet, it is full of shoal water and strong cross currents.   At no time did I feel apprehensive about sailing this boat.
    The speedometer transducers were not in their scabbards so we did not have those instruments to use, but the GPS gave us readings over the bottom, plus or minus the current.   The boat sailed better than I expected but not faster than I expected.   We generally did half the wind speed, which was 8 to 12 knots.   Frankly, this is good performance for this class of yacht and about the same as most of the other yachts of similar design intention I have sailed.  Do not expect to sail cruising catamarans of this type at warp speed past all the monohulls.   You will be disappointed, at least in light air.   As the wind picks up, so does your speed advantage.
   The La Digue 370 has good bridgedeck clearance with no appendages hanging down in the tunnel.   Our test sail could not possibly test for under deck slamming since we sailed inshore.   The La Digue handles astonishingly well for a vessel with skeg rudders, just reinforcing my point that you do not have to have the disadvantages of spade rudders to achieve good handling.   Spade rudders are more prone to damage, especially if you want to beach your boat, and they are much more prone to snagging underwater lines from traps, nets, anchors, etc.
    The La Digue tacked just like a good dinghy, being positive and not needing to backwind the jib.   It tacked just as well under main alone.  Having a boat that will sail well under main alone is a distinct advantage.   Gibing posed no problems, but then again it was light air.   I would not expect to have any problems jibing as this vessel has a nicely laid out traveler.
    The basic configuration and equipage of the La Digue is rather straightforward and well-tested.   There are no radical departures or experimental installations on this boat, which gives a new boat buyer a comforting feeling.   My only concern is the enormous forward windows.    While the manufacturer assured me they were as strong or stronger than the hull itself, I still question the advisability since it will be difficult to install curtains, very expensive to repair or replace, and because of the differences in coefficients of expansion, possibly will create a chronic leaking problem, especially in the tropics.