john shuttleworth yacht designs

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Through innovative design and engineering, our yachts are carefully crafted for comfort, safety and performance.

Shuttleworth Design is a multi-award winning design consultancy that has been working with an international client base at the forefront of yacht design, engineering, and naval architecture for more than 40 years.

Established in 1980, Shuttleworth Design was one of the first yacht design companies to develop the idea of "integrated design", a way of approaching the engineering and overall design as an integrated whole rather than a series of parts joined together. It has pioneered the use of computer aided design and always been actively involved in research and development, often conducting tank and radio controlled model tests. This innovative approach has resulted in boats that are lighter, stronger, safer and more efficient, and has firmly established the company as a leader in its field. Initially focused on the design of cruising and racing multihull sailing yachts, the company is now using this structural design technology and their fast aerodynamic hull shapes to design power, and sail assisted yachts, where significant savings in fuel consumption and increased range can be achieved.

John Shuttleworth

John Shuttleworth built his first boat when he was twelve. Since then his love of sailing has taken him all over the world, sailing thousands of miles on his cruising and racing designs. After his first major success with Brittany Ferries GB in the 1981 Twostar transatlantic race, John rapidly gained a reputation for designing fast, strong and safe boats. His meticulous attention to detail and careful engineering, and his interest in aerodynamic efficiency resulted in a new style of multihulls. These lightweight, streamlined yachts proved to have outstanding windward performance, and with their wide beam, have built up a fine record of fast and safe long distance cruising. Many of his designs are consistent race winners, and several have broken and still hold some of the toughest long distance ocean sailing records. John has written many articles on his design philosophy, and has often been an invited speaker at yachting symposiums and conferences.

Orion Shuttleworth

Orion Shuttleworth completed his first voyage aged one, and like his father, has had a passion for sailing ever since. His experience comes from a diverse range of projects as well as many miles spent at sea, both cruising and in competitive inshore and offshore yacht racing. After graduating in 2004 with a First Class BA (Hons) in Product Design from Nottingham Trent University, he went on to design production motor yachts for British company Princess Yachts under the direction of renowned yacht designer Bernard Olesinski. There he developed extensive skills in 3D CAD and gained a wealth of big boat design experience. In 2009 he began work with Shuttleworth Design on 'Adastra', the award winning 42.5m power trimaran and was responsible for a number of key aspects of the project, from design project management to detail design and overall aesthetics of the vessel. As Managing Director of Shuttleworth Design, Orion continues to play a key role in all aspects of the company.

A selection of some of the companies we work with.

2013 showboats design awards:.

For the Design of the 42.5m Adastra Trimaran

2013 World Superyacht Awards - Winner

'Most Innovative Design' for the 42.5m Adastra Trimaran

2012 China Shanghai Boat Show - Winner

'Most Innovative Company' for the Design of the 42.5m Adastra Trimaran

2012 Asia Pacific Boating Awards in Hong Kong - Winner

'Best Design' for the 42.5m Adastra Trimaran

Historic Race Results and Records

Brittany ferries g.b., great american, fleury michon vi, travacrest seaway, elle et vire, private dancer, + mark and suze hicks report on their experiences aboard their shuttle 31 catamaran. launched in 2011..

About the Shuttle 31. Read more...

As far as the boat goes there is actually nothing negative I can think of to say. We've had some problems with engine cavitation but the engine mount is my design and I wish I'd stuck to the plans as I can see the problem would be mitigated with your sled-type mount. If I can ever face laminating again I'll probably build your engine mount. I'm also planning to install a couple of hard-points to more effectively trim the jib off the wind as the track only really works close hauled.

On a positive note it's hard to know where to start. The boat handles well under power - against my expectations with a light cat and a single centrally mounted outboard - and we're yet to crash into anything, even in tight marinas. Under sail we seem to out-perform a surprising range of multi-hulls and mono's. Just last week we had an informal race with a 45 foot racy monohull. Off the wind there was no contest but I was surprised to also outpace them close-hauled - especially as during the upwind leg I was reeling in a tuna and Suze was reading a book on the nets whilst the crew of the other yacht trimmed sails and rail-dangled fruitlessly...

In heavier weather the boat rewards early reefing with a huge benefit to handling and a negligable speed penalty. The rule: 'as soon as you think about reefing - reef' is our golden rule.

We expected a wet boat - having watched the Fossailing video of the Heineken regatta! - but have found the contrary. The reserve bouyancy afforded by the flared hulls obviously does it's job. I've only managed to stuff the forward beam a handfull of times and green water has reached the cockpit only once at the end of a surf into the back of a Gib Straight breaker, just before we reduced to 3rd reef only...

Living aboard is great for two and perfectly doable with four or more aboard - even if they are are our messy friends. Visitors are always amazed by the space we have (a fellow sailor assumed we slept one-per-hull in coffin berths and was shocked by our queen-sized bed). In contrast to most other yachts - monohulls or multis - our boat is light and airy down in the hulls.

Here in warm climes the open bridgedeck is fantastic, we tend to rig up a tarp for shade on hot days and the lack of the 'wall' that other cats have forward of the cockpit means we enjoy a cooling breeze, several bridgedeck cabin cat owners have commented on this. Obviously there are lonely night watches and rainy days when a bridgedeck saloon would be a bonus but on balance, with a cat of this size, we think open bridgedecks edge it.

I'm glad we built the aft beam rectangular in section (similar to the Shuttlecat 32, Skye) and included an aft-deck. This has been great for easy storage of the deflated dinghy and the outboard, amongst other things - and for cleaning fish, somewhere else to sit etc.

It's interesting given your function-led design principles how much attention we get. Whenever we arrive at a new anchorage we have a stream of dinghies, kayaks and swimmers doing circuits of the boat, we've had other vessels apparently come well out of their way to check us out and the other day here in Ibiza a very shiny superyacht approached us so the skipper could shout down "Nice boat!" We're generally pretty bemused by all this but sometimes when we've been ashore and are heading back aboard we realise that amongst an anchorage full of all kinds of craft from little yachts to multi-million pound designer giants our Shuttleworth stands out as the prettiest by far.

Mark and Suze Hicks report after their transatlantic voyage on their Shuttle 31 in January 2014.

I thought I'd let you know that Suze and I (with a friend crewing) have made it across the Atlantic in Aleph. We had a pretty gruelling crossing... After a perfect 'trade-wind' day at the start where we covered over 190 miles in 24 hours we rarely saw less than 25 knots of wind and for several days had 30+ with squalls in the 40s. We also enjoyed large confused seas as the easterly windswell from the strong trades mixed unpredictably with a pretty hefty swell from the north generated by the huge lows that pounded the UK over Christmas and NY. On occasion the cross swells were very large and we had to keep the speed down to stay safe which was frustrating. The asymmetric spinnaker I bought for the trip stayed in it's bag and instead a tiny storm jib I hoped to never deploy stayed up for almost half of the passage. I didn't even do any fishing!

The boat performed brilliantly as always, refusing to bury the bows even during some .. steep .. surfs and shipping very little water.

Incidentally we also encountered an unforecast F9 gale off the coast of Morocco in November where I towed warps and chain to slow us down. We'd found ourselves surfing under bare poles but after deploying the warps the boat sat quietly, making 4-5 knots for the most part and happy under the tiller pilot.

Anyway we're very, very much enjoying the Caribbean now and don't plan any long passages any time soon! We plan to stay here until April and then return to the UK by air, leaving the boat in Antigua.

+ News From Francesco Chiarini and Sara Benassi aboard "Damiana".

also see Race Results

Francesco and Sara write:

I am writing to let you know that we are the new and proud owners of Damiana. We have added an aft aluminum tower with a wind generator and a radar, doubled the battery capacity to over 400 amps, added flexible solar panels siting on new trampolines, replaced the propane stove with an alcohol one, got a water maker and an Engel freezer, widened the central cabin berth to queen size with a Tempurpedic mattress, added a manual windlass, and achieved many other improvements to make Damiana our new home. Damiana spent last hurricane season in Rio Dluce (Guatemala), and soon will sail to Panama to cross the canal.

Having sailed Damiana up to 50kn. winds while seeing her just having fun, without showing any sign of instability, we want to thank you for this superb design. The only "problem" we have sometimes is to slow her down... in a few occasions we had to heve to in order not to make landfall before sunrise. We receive so many compliments for the beauty of this vessel, but you are the real recipient!

Thanks again and best regards,

Francesco Chiarini and Sara Benassi

+ News From Jeff van Peski aboard "Socia", a Tek 35

For more pictures of the Tek 35 and the Tektron 35 see Designs

Jeff writes:

Had an instance recently that I thought I would tell you about. We left Beaufort North Carolina on a forecast of 30 knot northerlies, gale warnings offshore. The wind was forecast to drop off pretty quickly in the next day or two and I wanted to make sure that we had enough wind to get where we were going, which was the Georgia/Florida border.

So off we go, and just before nightfall of course the wind starts building to its forecast strength, and by the time we are skating over frying pan shoals, a notoriously bad spot, it is blowing a solid 30, and we are carrying two reefs in the main. Finally we decided to slow down (we were hitting 16+ knots at times) and get a little rest around 11:30, and rather than just put in the third reef in the main, we just dropped it. With just the jib we were averaging around 8 or 9 and still surfing to 13, but I didn't feel like I had to be quite as on top of steering. The boat was great. I never once worried about the boat, even a few times! when we spun broadsides to a wave. I was hand steering mainly because our autopilot needs some work, and I had a lot of time to think about how glad I was to be sailing a Tek 35, and not any number of other multihulls. I think that in those winds, with the 10-12 foot waves, I would have been pretty scared in any other 35 foot cat.

We called the coast guard after seeing a flare fired behind us. They seemed worried about us and I had to explain that we were not in distress, and that we had come out knowing what the conditions would be and prepared to deal with them

+ Joe Rentz on the Tektron 35.

Joe Rentz commissioned one of the first Tektron 35 cats from Multimar in Brazil. He has recently sold the boat after 9 years of cruising off the East coast of South America.

Joe Writes...... When I had a cat built I was looking for a light, fast, comfortable and seaworthy boat. I got it all in the Shuttle 35! In light air, sailing at wind speed is easy. In heavy weather the boat gives such a sense of security that it's easy to forget a life jacket and harness! Going to windward with 35 knots wind and 12 to 15 foot seas really tortures a cat, but this boat is so rigid there is never a twist, a noise or telltale crack in the paint. After 9 years I believe the structure is as sound as the day it was launched. And she is such a beauty to behold! A local weekend tour boat changed their route to sail into my club mooring area to show the tourists "the American on his multimillion dollar catamaran"!

What would I have done different? Perhaps install inboard engines. The outboards gave a fare share of problems, mostly due to the poor local gasoline, and in Brazil the outboards lower resale value of the boat.

+ Ted Grossbart who owned the Tektron 35 "Rosebud" for several years

Yes Rosebud was the prototype of the Tek 35. She is a fantastic boat, one of the rare true performance cruisers. I'd be happy to talk with anyone who has a serious interest.

Someone asked if the hull flare on the Tektron 35 "Rosebud" was a performance killer like some of the bumps and bulges critiqued in the last Multihulls Mag. Short answer: No. The boat is very fast for a super roomy cruiser (5 doubles, 2 heads, huge galley, etc.) doing about 2/3 wind speed in most conditions. We saw 17-18 kts routinely with a top of 19-20 and I believe later boats have exceeded this. This shape maintains a sleek footprint with the room and safety of flares that you typically do not have to push through the water.

These are fantastic boats, John is a real genius.

+ Mel and Valerie Rowe-Clarke. Shuttleworth 63 "Bandaloop" sails around hurricane Luis.

Shuttleworth 63 "bandaloop" sails around hurricane luis..

After setting sail from Saint Maarten ahead of approaching hurricane Luis. Mel and Valerie Rowe-Clarke decided the safest option was to put to sea with their two children, and use the boats speed potential to sail around the hurricane in the southern quarter where the winds are usually lower.

Mel wrote after the hurricane had passed through....

"The picture shows Luis at 1400 on the Monday. We were just off the Isle Des Saints at that time, and surfing south at 16.8 knots. The sea was not yet huge. We got as far south as the bottom of Martinique before being forced back North by the Southerly winds. Then we sailed through the Dominica channel (rough) and up the East side of Dominica, Guadeloupe and Antigua. We anchored in St. John's on Wednesday evening, all safe and sound. Valerie and I got tired but the kids slept all night every night. St. Maarten lagoon is a disaster, 1000 + boats beached or sunk. Thank you for designing a boat that we could confidently take to sea".

+ First Comment from "Alex Durrant - Shuttle 40"

Replying to questions from Kenneth Heinrichs, Alex Durrant had this to say about the Shuttle 40 he built in Indonesia which is currently in the water awaiting its rig:

"First, the plans John provides to build from. Yes, compared to other plans that I have seen, John's are extremely complete and detailed. He does charge more than some of the Australian designers, but his boats are in much more limited production. And the purchase of the plans is not a good place to be trying to save money. He is very interested in his boats, and will answer any questions you might have while building."

"Now let's look at the performance of these Shuttleworth boats. Mine is not yet sailing, so I can only pass on to you things from others who have sailed them. The Shuttleworth design concept results in cruising boats which have performance like racers. They are close winded in the extreme, outpointing anything other than top racing boats. Before starting to build mine I commissioned a report from a sailor who delivered a 35ft boat almost identical Tektron 35 in design from Toronto to France, in 1992."

Alex quotes from the report he commissioned:

"5.3 SEAWORTHINESS. Although it proved to be a wet boat in rough conditions (almost inevitable given the performance available), the T35 unquestionably proved its seaworthiness. In the extreme conditions of a force 12 storm near Bermuda, the exceptionable stability of the wide beam platform was a great comfort when we heaved to after running at over 15 knots under fully reefed jib in 60 knots of wind. One night in force 10 condition under bare poles, we were thrown around to the extent that we slid down waves forwards, sideways, and once even backwards. Waves broke over the decks, and we hit several 'stoppers'. That she endured this punishment totally undamaged is a tribute to John's design."

Alex Continues:

"All right, I am biased. But once you have read John's design philosophy, you will see why."

+ Gary Pearce answers questions about "Zazen", after his voyage from England to Australia

For more photos see "Biscay trip photos."

I'd also be curious to hear how you would rate Zazen's performance under sail to similar-sized cruisers you met on passage.

Gary Pearce answers....

Well that's a _really_ interesting question and hinges on how you define performance.

If I learned one thing on our little trip its that performance is a lot of different things apart from outright speed.

In terms of how fast Zazen went then we did not encounter anything I would consider faster, but we actually sailed far more within our limits than a lot of people. No spinnakers at night (except for a few amazing evenings), no spinnakers above 15 knots true (didn't need it anyway) and always stayed at least a reef ahead of the weather. And the boat still kept going quickly. Even under this regime we were doing 160-200 mile days.

Where we did really well was in the light stuff. That boat sails nicely down to 2-3 knots true (sluggish dead downwind in this) and in fact we probably used less than 200 litres of diesel in 16 months and 15000 NM. I still have a jug from the UK. That's important given that a lot of ocean crossing takes place in light conditions and one is limited by weight. Being able to sail in the very light stuff means less diesel to carry means less weight - its a virtuous circle.

We didn't go faster in the heavy stuff because mostly it was just Jane and I and 2 12 yr olds and we needed our sleep which was hard to get due to noise and motion and for an 18 day passage you need to _really_ look after the crew. Above 12 knots was too difficult for the crew.

In fact we hardly broke anything. Mashed a couple of Rutgerson blocks when the lines didn't pull fair, an undersized outhaul block fell to bits, the sheave box for the jib halyard fell to bits (must speak to Marstroms about that) , we stripped the case off the code 0 halyard (I'll never buy Liros again), and the leech of the code 0 suffered sun damage from being left up for 15 months.Outboard needed a new starter in Coffs Harbour at the end of the voyage due to salt ingress.

That's it for breakages. Just as well really as there were no spares available for anything anywhere.

There was zero damage to crew (although they were a bit stressed after the longer passages - 3hrs on 3 hrs off is tough). Access to the mast from the cockpit had a lot to do with that IMO.

Oh and in port performance was great. Our awning would catch 60 gallons in a couple of minutes - we were always the "party pontoon" which was nice, especially for the kids.

Oh top speed ? we often exceeded 20knots on a surf but you cant be pushing that hard in the middle of an ocean with your wife and kids unless you are a psychopath.

I hope that goes some way towards answering a very complex question.

Gary Pearce

Next question..

Gary pearce replies.

You are indeed a cruel man, the ARC was one of the lowpoints of my life but a (longish) tale worth telling. You can make your own assessment of performance at the end :-)

We started from Gran Canaria and I was told "don't go near all those boats" - but thats the start line "I don't care". OK so we started near the back, put up the code zero and were near the front by the South end of the Island when the few boats ahead were laid flat. Ahh that will be the front that they said would come nowhere near us in order that everyone would start and provide a nice spectacle. Sadly didn�t get the code zero away in time and shredded it.

That didn't matter much as it blew like stink all night but in the morning we looked around and could see the Kevlar sails of the big racing mono�s on various horizons. Then it went light - no light sail no longer.

I had been advised to go South. I took the rhumb line as I fancied something more on the beam than from dead behind. Wrong move big time. 2 days later and suddenly the seas were huge and during the afternoon radio schedule this guy about 45 miles North of us calls in to say his brother has gone off the back, is being dragged along and and its his brother who is the sailor. Zazen is surfing nicely down these huge waves hitting 20 knots at time but the autopilot it too hot to touch (no really, too hot to touch), the crew are all pretty shaken by news of the guys death and fear worse weather might be heading our way and suggest we might slow down and let it pass. So out with the drogue and the world is a different (though still eerie) place. We did a day and a half averaging about 2 knots with drogue and wingmast alone. Not good for the average but safe and comfortable. (Oh yes 2 drogues actually, we lost the first one when the rode parted and I had to make a second)

Then we have a few more light days with no light sails except this huge spinnaker which is a bit big to carry at night.

Then we get in the trades and discover that our 70 something crewman's cataracts are a bit worse than we thought and he cannot see the squalls coming, Good as we are getting 3 or 4 big ones a day. Decide it might be best to be a tad more conservative and be alive at the end.

We arrived around a day behind the TRT1200 Sister Skrit (there was _nothing_ inside that boat just a few nets on the bulkheads) crewed by 4 young Scandanavians so in the end I wasn�t unduly upset but was still pretty cross with myself. On the other hand we were fairly well rested for a crew of 3 (not counting the kids) after 18 days (I think it was). Oh and we did not use a drop of diesel. Oh and the only breakage was the code 0 from day 1.

Of course the nice ARC people unpolitely snipped off the overall placings of the multihulls with scissors so we never knew where we ended up overall and if that was their attitude could not be bothered anyway. I would probably not bother with the ARC a second time.

The correct thing to have done was forget the main, use wing and wing jibs of varying sizes according to conditions. We tried this later on and it was easy and fast. Not maximally fast but overall you do more miles as you can keep up a more optimal sailplan without fear. Brigand did this and went South and caught some _huge_ fish and still came in days ahead of us despite being on paper a "slower" boat.

It was a different story across the Pacific. It was lighter, we knew the boat better and had a plan, but there were few directly comparable "times"

Hope this shed a little light.

***************

Some more notes from Gary on sail combinations for long downwind legs across the ocean.

Just to be clear we can of course achieve a wing and wing setup with our rig .... provided you don't shred one of the jibs first day out.

This is also only useful for fairly dead downwind in conditions where the boat is not pulling the wind forward too much (e.g. 9-10 knots boat speed in 25 knots from dead behind) This just happened to be the conditions we experienced across the Atlantic. The Pacific was _very_ different as was Biscay.

I would not change a thing about the rig, the rotating wing mast, the self tacking jib, the big roach main, the code zero rolling on a spectra luff and hanked on jibs. Nope the combination was spot on.

*************

Another Question..

I don't have a problem with the self-tacking jib, the code zero on spectra, hanked on jibs. And I can REALLY respect a rotating mast. I love what they do for a mainsail. BUT have you had the rotating mast in a REAL BLOW, and particularly downwind. And have you had a fat-headed, roachy main in a real blow, even reefed, and particularly downwind.

Gary Pearce replies..

Depends on your definition of BIG. In the Atlantic we were running off in 30 + knots and big seas doing about 2-3 knots with the drogue. We had the mast locked central there for a while. The autopilot kept us sailing dead downwind (and downsea).

Off Portugal we hit some sort of white squall thing but had no functioning wind guage at the time. We dropped sail and were making 7-8 knots just slightly cracked off on just the mast. The sea conditions were relatively calm however.

Off Coffs we had just under 50 knots and ran off with just the mast and the heavy duty number 3 jib against the drogue. During the worst we reduced to just the mast and were happy with the result. Here we had large confused seas breaking over the boat.

I was always far more concerned by the sea state than the wind strength.

We never felt for a moment that we were or were likely to be overpowered by the wind on the mast. 28 foot beam on a 40 foot boat obviously helped. I guess we did not experience BIG enough winds.

Another Question about the wing mast.

I know that story ! The boat was sailing downwind with full sail (full main and genoa) in 40 knots of wind .... averaged 27 knots over 2 hours. Was doing fine until he reached Shipwreck point and the notorious standing waves. After 3 standing waves the boat found itself stationary with full sail and a full gale from dead aft and - not surprisingly pitchpoled. Nothing to do with the wingmast.

A further question on the wing mast

On a relatively heavy cruising cat that is much more likely NOT to scamper forward with the sudden gust, presenting a rotating mast of any sizable dimension sideways to a storm should be a real concern.

a) Even at around 6 tonnes fully loaded I would rate us as light so perhaps your comments do not apply. b) I cannot think of any reason to present the beam of a boat of any kind to a _real_ storm. If you are even remotely likely to experience those sort of conditions you should have both a good drogue and a good parachute IMO.

Just my opinions of course.

Question....

Gary replies.

Way back at the beginning of our adventure I was reminded that its easy to slow a fast boat down but difficult to speed a slow boat up.....

Having said that then in our experience it was sea conditions that dictated speed. In most conditions 12-14 knots was acceptable in terms of noise and motion. Zazen can do that sort of speed effortlessly in most conditions. That gives you 200 mile plus days without trying which is a pretty good _cruising_ speed. We were more conservative than this initially.

When it gets very light we could sail down to 2 or 3 knots true wind provided it wasn't from dead astern. This keeps you ahead of some fairly large lush boats and requires no diesel. Noone would argue that this is Bad Thing. This is more important in the Pacific than the Atlantic.

Apart from the noise and the motion I was uncomfortable allowing my relatively inexperienced wife or 12 yr old kids from cruising above 14 knots. We always reefed early and were rarely disappointed with our choices in this regard.

I would not regard the extra windage of a wing mast as unacceptable and if you have spectra sails neither is the weight.

I do not think we ever turned the autopilot off :-) We have a HUGE motor that links into the bevel drive of the Whitlock Mamba system and yes the harder it worked the more power it consumed. This was from between 20 - approx 60 amps per day. The worst was dead downwind with a big following sea (of course). It was too hot to touch most of the way across the Atlantic. You underspecify this at your peril. A couple we cruised with hand steered for 5 days and the result was not pretty.

We met a number of people cruising in heavy multihull caravans and they were fairly universally unhappy. We owned a Prout ourselves before Zazen and would not have been happy.

Bottom line is I doubt we would do anything much differently in this regard.

a) Its huge, we were always the "party pontoon". b) You do not have to climb anywhere to get to the base of the mast which makes control lines easier, esp for a rotating mast. c) When covered with an awning its a lovely place in the tropics and the awning catches huge amounts of water. d) We have plenty of shelter under the spray hoods on either side (although a bit bigger would be better) e) Excellent access to sheets and such.

Its bad because: a) Its a big area to fill with water -> need lots of drains b) Its cold in the UK in winter (but we have large warm areas elsewhere)

We had a bridgedeck saloon and now are undecided on what we would have next.

On balance we reckon its about even unless you to to very cold places but we have sworn off them :-)

• Safety at Sea

superyacht adastra by john shuttleworth yacht designs

‘adastra’ by john shuttleworth yacht designs

 all images courtesy orion shuttleworth

‘adastra’ is a 42.5m power trimaran which was conceived for a couple (anto and elaine marden) for long range cruising. the yacht uses a trimaran shape that allows it to have multiple hulls. this is the second largest of its kind and can be controlled from a distance with an iPad. the superyacht’s aerodynamics and hydrodynamics were carefully considered by john shuttleworth yacht designs who have drafted a streamlined exterior body whose three hulls are slender in form. their shape ensures smooth and faster travel, allowing the vessel to move comfortably over water at hi-speeds, as is evidenced by its performance–fuel consumption at 10.5 knots is as low as 17 litres per hour when carrying 10% fuel and water; at cruising load (20 tonnes fuel and water) she uses only 25 litres per hour so that on delivery trips;her range is 10,000 miles starting with 30,000 litres of fuel; at 17 knots she has a 4,000 mile range.

an intense structural analysis of all of the major components of ‘adastra’ were taken to achieve the lightest weight possible required  to establish its low-fuel consumption. structurally this has been realized through a deck and superstructure made from carbon fibre, with a nomex honey comb core. the hull is a sandwich composition of glass and kevlar foam, while the interior is oak framework with cabinetry completed by honeycomb panels. in addition, all aspects of the boat have been custom built accordingly to further reduce the overall volume as seen for example in the carbon fibre hatches. the luxury boat’s surface is a composition of seamless, unbroken surfaces, this outer skin forming part of the framework that absorbs torsional loads.

a 16m long beam results in an expansive main deck offering panoramic views with a lounge area, dining table and navigation station. a forward facing door through the saloon window allows for easy access to the sun bed located on the foredeck. the afterdeck has additional seating as well as a bar, and space for a 4.9 metre tender with a garage directly below which can house a 3.1 metre tender, and whose door has been designed to fold out and function as a large diving platform.

the deck is constructed with carbon fiber with a nomex honeycomb core and the huss is a kevlar/glass combination. the interior is a beautiful lightweight oak design mixed with honeycomb panels. all of this keeps the weight down so the yacht can travel faster and longer. the yacht launched in april 2012.

side viewimage courtesy of orion shuttleworth

the exterior skin forms a structure that absorbs torsional loadsimage courtesy of orion shuttleworth

rear viewimage courtesy of orion shuttleworth

specifications:

LOA: 42.5 m beam: 16 m hull draft: 1.12 m (1.6m to tip of rudder) main engine: 1x caterpillar c18 -1150 hp @ 2300 rpm outrigger engines: 2x yanmar 110hp @ 3200 rpm generators: 2 x 36 kw custom in the outriggers linked to 110 hp yanmar engines, and 1x 26 kw northern lights in main engine room owner and guest capacity: 9 crew: 5-6 tenders: 4.9m stored on the aft deck and a 3.1m stored in the garage freshwater capacity: 2x 800 gph fresh water makers – 2,700 litres water displacement light: fully equipped and full stores and crew, no fuel and no water – 52 tonnes displacement cruising max: (normal operational load) 15,000 litres fuel – 67.6 tonnes fuel capacity max: 30,000 litres fuel (only for occasional long ocean passages) speed max: 23.2 knots fuel consumption at 10.5 knots measured – 25 litres/hour with 20 tonnes fuel and water; measured 17 litres/hr with 3 tonnes fuel and water; range at 10.5 knots 10,000 miles fuel consumption at 13 knots measured – 60 litres/hour with 20 tonnes fuel and watermeasured 40 litres/hr with 3 tonnes fuel and water fuel consumption at 17 knots measured – 130 litres/hour with 20 tonnes fuel and water; measured 100 litres/hr with 3 tonnes fuel and water;range at 17 knots 4,000 miles. exterior styling: john shuttleworth yacht designs ltd. and orion shuttleworth design ltd. naval architecture: john shuttleworth yacht designs ltd. structural design: john shuttleworth yacht designs ltd. & applied structural analysis ltd. interior design: jepsen designs, hong kong builder: mcconaghy boats, zhuhai, china

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Article - Shuttle 31 by John Shuttleworth. Read more.

Article - An Abaco Cruise Made for Mom by Gladys Cook Schneider (cruising in the Bahamas aboard the Shuttle 31). Read more.

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Shuttleworth Design Ltd Gurnard Isle of Wight UK

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An Interview with Multihull Designer John Shuttleworth

I am pleased to present this recent interview with noted designer John Shuttleworth of the UK. John actually lives not far from where I was born and often works with the Southampton University and local Woolston model test tank, where I studied some 50 years ago. —Mike Waters, Dec 2008

Background: John Shuttleworth has been involved in sailing and designing multihulls since the 1970's. After getting his M.Sc. (majoring in Engineering) he also worked on computer analysis and tank test data to upgrade multihull design, as well as taking practical experience through some extensive cruising along the coasts of South Africa and South America, as well as an Atlantic crossing in a trimaran of his own design. Since starting his professional naval architectural business in 1976, John has designed over 50 multihulls including a number of highly successful ocean racers including among others, the 65' Brittany Ferries GB; 56' Fleury-Michon Vl (renamed Elle-et-Vire); 60' Great American and the 80' Novanet, that all broke records, some of which still stand today (2009). Mr Shuttleworth has often presented technical papers on multihull design and performance at international symposiums and was a member of the 'Distinguished Panel of Designers' at World Multihull symposiums in both 1984 and 1988. John has raced multihulls in Britain, France, and the USA, as well as in a Trans-Atlantic record attempt with Chay Blyth. John also joined a New Zealand Americas Cup challenge team, to oversee the computer performance prediction and data gathering methods, conducting an extensive tank test program, with probably the most advanced computer performance prediction work to date (2009) on multihulls. Of particular interest to smaller multihull enthusiasts, would be his high-performance 30' N'aia trimaran design and his cruiser-racer, Shuttleworth 31 catamarans.

For a more complete bio on John Shuttleworth, go to: www.john-shuttleworth.com/biog.html

MW: What has been your experience of working with test models and are your designs better because of them? JS: Very positive experience. With the help of materials like Plasticine that permit one to make rapid changes to models, just one full day at a test tank with some experienced help, can permit a designer to test 3 or 4 related but optional shapes and take home valuable data that can be examined at leisure. This is particularly valuable for the larger designs that will be costly to build and expensive to modify later.

MW: Do you know of other designers that use tank testing to predict and improve performance? JS: Well, although a few of the most recent ORMA 60 boats have been tested, there have not been many. Tests that were done have not been made public, though some tank testing was done on a few very early designs being prepared for record-breaking attempts, even prior to my own efforts in the early 90's.

MW: How does the performance of your smallest multihull (30') compare to others out there? JS: Well the 30' N'aia trimaran design was built to compete with 40 footers and as originally designed, could certainly outperform all other 30 footers of the day. But to get that sort of extreme performance requires an extreme rig with a very experienced sailing crew and generally, one has to tame down at least the rig to make it more versatile for general sailing and less specialized sailors.

MW: For a smaller trimaran, do you have any preferred folding system that you'd recommend? JS: Well the Farrier system is certainly one of the most effective and now that I understand the patent has expired, I would expect to see more variants of that concept and hopefully, at somewhat lower cost. The problem of fendering and hull-side fouling will still persist though, and that will always give a place for other solutions that keep the ama vertical.

MW: Is it possible that you'll soon be designing a smaller multihull that might interest our readers? JS: It's pretty unlikely in the near to mid-term future, as I'm heavily involved in larger craft that can better justify the design time and cost involved. In fact, I am presently working on a large power trimaran project (the spectacular Adastra ) and using both tank tests as well as radio-controlled models to test a variety of options in varying conditions to optimize the final boat.

MW: What particular aspects are you testing for this project? JS: Well for example, we are not only testing to find the preferred longitudinal position of the relative short amas but also experimenting with the effect of raising and lowering the amas relative to the main hull. This can be done on a model with RC control and we can then see the effect quite dynamically, through raising or lowering the amas in real time.

MW: Will you be reporting on any of this work later on? JS: Once the boat is completed, I hope to write up the results of our testing and make it available for future designers.

MW: Do you have any preferences for construction materials for smaller multihulls? JS: For ultimate performance, I presently prefer a Nomex* core with carbon-fibre skins. However, more than adequate performance can be achieved for most people using a less exotic foam-sandwich construction. I am not a great supporter of the very rigid foams—preferring the more flexible foams, such as Airex*, that have a certain spring-back that absorbs shock without delamination. However, newer foams such as Core-cell seem to be a good compromise and give a somewhat higher strength to the shell without being excessively rigid. These foam materials do however require consistently high build quality and in some circumstances, one would be better to stay with wood that is more familiar [ie: wood can be used without vacuum bagging etc]. Wood core like of cedar, still gives an excellent performance but is inevitably somewhat heavier and there are applications where plywood is still effective too.

*[Editor's footnote: Nomex, is a honeycomb core of phenolic coated Aramid paper, made using fibres of Kevlar rather than cellulose. Although it has high mechanical properties, low density and good long-term stability, it's significantly more expensive than most other core materials. It also requires high technical skills to get a good bond without resin filling the open cells. Airex (now from Alcan) is a relatively flexible PVC-polyurethane foam that though harder to delaminate, has lower mechanical properties.]

MW: Finally, what is your latest thinking on ama buoyancy? JS: It would depend on size and performance goals but I would personally favor a buoyancy of about 150% of the overall displacement. 125% would be ok but the 150% is to allow the weight to be increased without compromising stability and power to carry sail for a performance oriented boat.

MW: Thank you John for your time and interesting insights, and please stay in touch. JS: My pleasure… nice to chat with you and I'll be following your website with interest. I certainly agreed with your reply to the question, 'do trimarans plane?'

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The Trimaran Adastra Superyacht by John Shuttleworth [17 pics]

by twistedsifter

The Adastra is the result of more than five years of design and planning. The stunning 42.5 meter (139.4 ft) trimaran is currently being built in China for Hong Kong Clients, Anto and Elaine Marden. Designed and engineered by the world-renowned John Shuttleworth Yacht Designs, the Adastra is a beautiful machine and I can’t wait to see the finished product.

THE ADASTRA BY JOHN SHUTTLEWORTH YACHT DESIGNS

  “Adastra” is the result of more than 5 years of design and discussion with the owners, to build a yacht that meets the needs of a very experienced ocean voyaging couple and their family, and to provide the level of comfort and style that would be expected in a yacht of this class and size. No effort has been spared in the challenge to produce a beautiful yacht that will have low fuel consumption and yet provide excellent sea keeping qualities and luxurious accommodation.

“Adastra” takes the power trimaran concept further than has ever been attempted before, previous vessels like “Earthrace” and “Cable and Wireless” were stripped out record breaking machines. The challenge of turning this concept into a viable luxury yacht has led us to further research and to develop new thinking on stability and comfort at sea for this type of craft. Extensive tank testing and radio controlled model tests in waves have been carried out to analyze stability and performance. Outrigger height has been optimized for ease of motion at sea, and a new outrigger shape has been developed to increase stability in waves.

John Shuttleworth Yacht Designs has undertaken a state of the art structural analysis of all the major components in the yacht in order to achieve the light weight required for very low fuel consumption. All this has resulted in the exceptional vessel that is nearing completion in China.

A trimaran is a multihulled boat consisting of a main hull (vaka) and two smaller outrigger hulls (amas), attached to the main hull with lateral struts (akas). The design and names for the trimaran components are derived from the original proa constructed by native Pacific Islanders. [Source: Wikipedia ]

  Adastra’s 16 metre beam creates a spacious saloon area on the main deck which offers superb views through a panoramic window and accommodates a lounge area, dining table, and navigation station. A forward facing door through the saloon window gives easy access to a large sunbed on the foredeck. The aft deck has a sofa and bar area to port and a dining area to starboard, further aft of this there is space for a 4.9 metre tender and directly below is a garage which can store a 3.1 metre tender.

The garage door has been designed to fold out and create a large dive platform. Extra space has been created below deck by slightly flaring the central hull just above the waterline. This area has been split into two sections with a full-width master cabin located aft with access from the deck saloon, and two further guest cabins, accommodation for the crew, and the galley located forward of the engine compartment. Adastra offers comfortable accommodation for nine guests and up to six crew members. The main helm station, which has seating for two, is positioned in a raised pilot house situated between the aft deck and the saloon area and forms part of the cross beam structure.

THE ADASTRA Continued…

  The Superstructure is carbon fibre with Nomex honeycomb core, the hull is Glass/Kevlar foam sandwich and the interior is light weight oak cabinetry using honeycomb panels. To help reduce weight, virtually every aspect of the boat is custom built. This includes carbon fibre hatches, portlights, ladders and even hinges, which are all built specifically for the vessel.

A SiMON_ integrated ships monitoring system monitors fuel, security, pump sensors, electrical, lights, etc. The vessel has a fully automated fuel management system which includes an Alfa Laval system for cleaning the fuel.

The anchoring system is unique with 3 anchors all driven by carbon fibre drum winches run by hydraulics. The primary anchor is a custom 130kg Bruce style anchor that deploys out of the starboard wing. The second anchor is 80kg and deploys out of the bow with a carbon fibre arm. The third anchor is 60kg which deploys out of the port wing and will be used as a stern anchor.

  LOA – 42.5 m Beam – 16 m Hull Draft – 1.12 m (1.6m to tip of rudder) Main engine – 1x Caterpillar C18 -1150 hp @ 2300 rpm Outrigger engines – 2x Yanmar 110hp @ 3200 rpm Generators – 2 x 36 kw custom in the outriggers linked to 110 Hp Yanmar engines, and 1x 26 kw Northern lights in Main engine room Owner and Guests – 9 Crew – 5-6 Tenders – 4.9m stored on the aft deck and a 3.1m stored in the garage Freshwater Capacity – 2x 800 gph fresh water makers – 2700 litres water Displacement light – Fully equipped and full stores and crew, no fuel and no water – 49 tonnes Displacement cruising max – (normal operational load) 15000 litres fuel – 64.8 tonnes Displacement ocean passage max – (only for occasional long ocean passages) 32000 litres fuel – 77 tonnes Speed max – 22.5 knots Range at 17 knots – 4000 miles Fuel consumption at 13 knots – 90 litres per hour. Fuel consumption at 17 knots – 120 litres per hour Exterior Styling – John Shuttleworth Yacht Designs Ltd. Naval Architecture – John Shuttleworth Yacht Designs Ltd. Structural Design – John Shuttleworth Yacht Designs Ltd. & Applied Structural Analysis Ltd. Interior Design – Jepsen Designs, Hong Kong Builder – McConaghy Boats, Zhuhai, China

JOHN SHUTTLEWORTH YACHT DESIGNS

  John Shuttleworth Yacht Design, Ltd., is based in West Sussex, England and has gained a reputation for designing fast, strong, and safe boats. Their designs are consistent race winners, and several have broken and still hold some of the toughest long-distance ocean sailing records. Shuttleworth’s design team has developed the “Integrated Structure,” resulting in boats that are lighter, stiffer, and stronger than any previous multihull designs. They are now using this technology to design power multihulls, and sail-assisted power boats, where significant savings in fuel consumption and increased range can be achieved.

If you enjoyed this article, the Sifter highly recommends:

  Necker Belle: The Ultimate Catamaran Experience  

Categories: DESIGN Tags: · boats , opulence

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Motor yacht Adastra Feature – by John Shuttleworth Yacht Designs

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Written by Mike Smith

Motor yacht Adastra is a very interesting superyacht which is designed for ultra efficient long range cruising. The striking 42.5m Trimaran Adastra was designed by John Shuttleworth Yacht Designs and is currently being built in China for a Hong Kong yacht owners Anto and Elaine Marden.

Superyacht Adastra profile in silver a 42.5m Power Trimaran - Designed by John Shuttleworth Yacht Design

Yacht “Adastra” is the result of more than 5 years of design and discussion with the owners, to build a yacht that meets the needs of a very experienced ocean voyaging couple and their family, and to provide the level of comfort and style that would be expected in a yacht of this class and size. No effort has been spared in the challenge to produce a beautiful yacht that will have low fuel consumption and yet provide excellent sea keeping qualities and luxurious accommodation.

Superyacht Adastra a 42.5m Power Trimaran - Designed by John Shuttleworth Yacht Design

Yacht “Adastra” takes the power trimaran concept further than has ever been attempted before, previous vessels like “Earthrace” and “Cable and Wireless” were stripped out record breaking machines. The challenge of turning this concept into a viable luxury yacht has led us to further research and to develop new thinking on stability and comfort at sea for this type of craft.

Motor yacht Adastra aft in silver a Power Trimaran - as Designed by John Shuttleworth Yacht Design

Extensive tank testing and radio controlled model tests in waves have been carried out to analyze stability and performance. Outrigger height has been optimized for ease of motion at sea, and a new outrigger shape has been developed to increase stability in waves. We have undertaken a state of the art structural analysis of all the major components in the yacht in order to achieve the light weight required for very low fuel consumption. All this has resulted in the exceptional vessel that is nearing completion in China.

Superyacht Adastra aft a Power Trimaran - as Designed by John Shuttleworth Yacht Design

Adastra’s 16 metre beam creates a spacious saloon area on the main deck which offers superb views through a panoramic window and accommodates a lounge area, dining table, and navigation station. A forward facing door through the saloon window gives easy access to a large sunbed on the foredeck. The aft deck has a sofa and bar area to port and a dining area to starboard, further aft of this there is space for a 4.9 metre tender and directly below is a garage which can store a 3.1 metre tender. The garage door has been designed to fold out and create a large dive platform.

Superyacht Adastra cockpit in silver a Power Trimaran - as Designed by John Shuttleworth Yacht Design

Extra space has been created below deck by slightly flaring the central hull just above the waterline. This area has been split into two sections with a full-width master cabin located aft with access from the deck saloon, and two further guest cabins, accommodation for the crew, and the galley located forward of the engine compartment. Adastra offers comfortable accommodation for nine guests and up to six crew members. The main helm station, which has seating for two, is positioned in a raised pilot house situated between the aft deck and the saloon area and forms part of the cross beam structure.

Superyacht Adastra cockpit a 42.5m Power Trimaran - Designed by John Shuttleworth Yacht Design

The Superstructure is carbon fibre with Nomex honeycomb core, the hull is Glass/Kevlar foam sandwich and the interior is light weight oak cabinetry using honeycomb panels. To help reduce weight, virtually every aspect of the boat is custom built. This includes carbon fibre hatches, portlights, ladders and even hinges, which are all built specifically for the vessel.

Superyacht Adastra a 42.5m Power Trimaran - Interior Saloon and dining © Jepsen Designs Hong Kong

A SiMON_ integrated ships monitoring system monitors fuel, security, pump sensors, electrical, lights, etc. The vessel has a fully automated fuel management system which includes an Alfa Laval system for cleaning the fuel.

Superyacht Adastra under construction in McConaghy yard Zhuhai China

The anchoring system is unique with 3 anchors all driven by carbon fibre drum winches run by hydraulics. The primary anchor is a custom 130kg Bruce style anchor that deploys out of the starboard wing. The second anchor is 80kg and deploys out of the bow with a carbon fibre arm. The third anchor is 60kg which deploys out of the port wing and will be used as a stern anchor.

Adastra profile a 42.5m Power Trimaran - Designed by John Shuttleworth Yacht Design

Specification of Motor yacht Adastra:

LOA – 42.5 m Beam – 16 m Hull Draft – 1.12 m (1.6m to tip of rudder) Main engine – 1x Caterpillar C18 -1150 hp @ 2300 rpm Outrigger engines – 2x Yanmar 110hp @ 3200 rpm Generators – 2 x 36 kw custom in the outriggers linked to 110 Hp Yanmar engines, and 1x 26 kw Northern lights in Main engine room Owner and Guests – 9 Crew – 5-6 Tenders – 4.9m stored on the aft deck and a 3.1m stored in the garage Freshwater Capacity – 2x 800 gph fresh water makers – 2700 litres water Displacement light – Fully equipped and full stores and crew, no fuel and no water – 49 tonnes Displacement cruising max – (normal operational load) 15000 litres fuel – 64.8 tonnes Displacement ocean passage max – (only for occasional long ocean passages) 32000 litres fuel – 77 tonnes Speed max – 22.5 knots Range at 17 knots – 4000 miles Fuel consumption at 13 knots – 90 litres per hour. Fuel consumption at 17 knots – 120 litres per hour Exterior Styling – John Shuttleworth Yacht Designs Ltd. Naval Architecture – John Shuttleworth Yacht Designs Ltd. Structural Design – John Shuttleworth Yacht Designs Ltd. & Applied Structural Analysis Ltd. Interior Design – Jepsen Designs, Hong Kong Builder – McConaghy Boats, Zhuhai, China

Please contact John Shuttleworth Yacht Designs Ltd for more:

Springhead Clay Lane Cootham West Sussex RH20 4HL ENGLAND

Tel +44 (0) 7880 796 862

Email John and Orion Shuttleworth: [email protected]

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Motor yacht Adastra Feature - by John Shuttleworth Yacht Designs ".

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Motor Yacht

Adastra is a custom motor yacht launched in 2012 by McConaghy Boats in Zhuhai, China.

50 years delivering complex composite projects to the world's most demanding customers. Our Mission is unequivocal: "Create the best composite shop on the planet and bring the overwhelming advantages of composites to a wide-range of applications with cost effectiveness, high quality, precision, and innovation in materials, design, prototyping, production runs, and custom work."

Adastra measures 42.50 feet in length, with a max draft of 1.59 feet and a beam of 16.00 feet.

Adastra has an aluminium hull with an aluminium superstructure.

Her interior design is by Jepsen Designs.

Adastra also features naval architecture by John Shuttleworth Yacht Designs Ltd..

Performance and Capabilities

Adastra has a top speed of 22.00 knots and a cruising speed of 17.00 knots. She is powered by a triple screw propulsion system.

Adastra has a fuel capacity of 32,000 litres, and a water capacity of 2,700 litres.

Accommodation

Adastra accommodates up to 9 guests in 4 cabins. She also houses room for up to 6 crew members.

• Yacht Builder McConaghy Boats View profile
• Naval Architect John Shuttleworth Yacht Designs Ltd. No profile available
• Exterior Designer John Shuttleworth Yacht Designs Ltd. No profile available
• Interior Designer Jepsen Designs No profile available

Yacht Specs

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Get in [ edit ]

By plane [ edit ]

• 51.716667 46.166667 1 Saratov Gagarin Airport ( GSV  IATA ), Saburovka village . New airport northeast of Saratov. It replaced Saratov Tsentralny Airport in August 2019.

By train [ edit ]

Otherwise the best way to get there is by Saratov Rail from Moscow's Pavletsky Station, which takes approximately 15-16 hr. The trains operate overnight, departing in the afternoon/evening, arriving in the morning.

Saratov is also accessible via rail from Samara to the north (train 10 hours, 400 km) and Volgograd and Astrakhan to the south. The St. Petersburg-Astrakhan' line passes through Saratov. It takes about 26 hours to travel from St. Petersburg to Saratov on train.

By bus [ edit ]

There are also buses between Saratov and many other cities, including Moscow. However, the comfort and value of the rail system over the vast distances involved makes the bus service a comparatively unattractive option.

Get around [ edit ]

Taxis [ edit ]

If you don't want to go through the trouble of finding the correct route number, taxis are a widely available option. Yandex Taxi or its many competitors are a reliable way to get around, as you can order a taxi via an app for a predefined price (also in English).

Walking [ edit ]

Saratov is not exactly a small city, but its main pedestrian area along Prospekt Stolypina and onwards to the Volga is definitely walkable. There are plenty of well-marked pedestrian crossings and drivers do stop (because they get very serious fines if they don't).

Buy [ edit ]

The usual Russian souvenirs such as matryoshkas are available in Saratov, although if travelling through Moscow it is probably best to wait to get them there as they will be cheaper.

The markets in Saratov are useful spots to pick up winter clothes if necessary, including coats, boots, leather gloves and of course hats. Haggling is indulged.

Prospekt Kirova is the most upmarket shopping area in the city, with fancy boutiques selling expensive shoes, bags and jewellery. There are branches for Mango, Nike, Reebok, Adidas, United Colors of Benetton, and L'Occitane among others. Also on Prospekt Kirova is an excellent tobacconist, selling all kinds of pipes and tobacco including hookah pipes, as well as a speciality tea shop.

Barrikada, on Ulitsa Gorkogo, is an excellent alternative music store that sells legitimate (i.e. non-pirate) albums and music DVDs at prices much cheaper than in Western Europe, and stocks a diversity of artists unparalleled by even Moscow's gargantuan Gorbushka market.

Electronics can be purchased from one of the city's branches of El Dorado (one particularly large one is on the embankment near the river station).

Dom Knigi, the book shop on the corner of Ulitsa Volskaya and Prospekt Kirova, has an English language section and is also a good spot to pick up postcards, maps and souvenirs such as books of old postcard views of Saratov. Noviy Knizhniy, on the fourth floor of the Aurora Shopping Center (Chapaeva and Sovetskaya), also features an English language section. Grab a coffee at the nearby cafe, bring your laptop, and enjoy the free wireless on the fourth floor.

Despite its name, Detsky Mir ('Children's World') at the top of Prospekt Kirova near McDonalds, stocks all kinds of everything (clothes, accessories, stationery, hipflasks, penknives...) in cabinets, behind counters, and at individually manned stalls. TsUM (Tsentralniy Universalniy Magazin, 'Central Universal Store') across the way is a similar sort of operation.

Credit cards are widely accepted in Saratov, even in small businesses like coffee spots and market stands. However, note that foreign VISA/MasterCard credit cards are not accepted as of 2022. If you have a Russian bank account, Russia's QR code-based quick payment system SBP is accepted nearly everywhere. Otherwise it is a good idea to bring cash in RUB (or EUR/USD and exchange in a bank). During the Christmas period banks have a very limited schedule of hours. Western Union transfers are very difficult if they are made to a foreigner since rules require not just a passport but that the passport be notarized by a Russian notary. There is a translation service on Bolshaia Kazakshia near the junction with Astrakhan street on the right when facing back towards the town centre.

While there are money exchanges at both the Saratov airport and train station, the hours of operation are limited. Usually there are men in the train station who will exchange US dollars but at bad rates and with the risk of getting counterfeited rubles. Euros are probably easier to work with in Saratov. ATMs give good rates but the payouts are limited. Never take travellers cheques. Only Sberbank and only the main branch will deal with them and it takes 6-8 hr to go through the process.

Eat [ edit ]

Cafe Fortuna, above an internet cafe on Prospekt Kirova, is reliable for good Russian food like blini, borshch and solyanka, as well as omelettes and chips and the like.

Papa's Irish Bar, also on the Prospekt, serves a decent menu including a fry and Irish stew, as well as other slightly Russified Western pub food.

There is a Tinkoff Restaurant and Bar in Saratov. Tinkoff hosts live groups, as it does in its other locations in Russia. Decor inside is clean and swanky, with dimmed lights and lounge-style tables. The food is overpriced and uninspiring. Expect to go through security by stocky bouncers if you arrive to see a concert.

There are a number of passable sushi restaurants around, while street food like shwarma and hot pirogi are readily available.

There is also an ice-cream parlour called Pingvin on the Prospekt and a Baskin Robbins by the multi-coloured church off the end of the Prospekt.

Near the circus there is perhaps Russia's only branch of Papa John's Pizza. Like many American fast-food imports, Russian Papa John's appears to be a decent, sit-down restaurant. The restaurant provides free wireless to its guests.

Saratov is also home to a locally-owned chain of overpriced coffee shops called Vostok-Zapad ('East-West'), where no two cappuccinos are ever the same (or, indeed, ever much like a cappuccino). They are, however, a pleasant place to hang out and the coffee is decent enough, if not exactly what you may have in mind but the quality is consistently better than the used dishwater served in most US and UK branded coffee chains. Another café is Café et Chocolat which, as the name suggests, is a French-style establishment, serving crepes and pastries. They have several branches.

Drink [ edit ]

Bars along the main pedestrian street, Prospekt Kirova, include Pivnoy Zavod (Beer Factory, a microbrewery); Papa's Irish Pub; Pivnoy Bul'var (with American pool tables as well as Russian billiards); and Grand Michel (with bowling).

There are also numerous wine bars around the city where wine can be sampled by the cup.

Saratov's main nightclubs include Jumanji and Ars. Both operate rigorous security checks (metal detectors and body searches are par for the course) and face control policies (nonwhite ethnic minorities may be refused point blank).

In summer, barges along the naberezhnaya (embankment) become floating bars and clubs.

Cope [ edit ]

Considering that Saratov is a city where it snows for the better part of the year, you'd think the city's authorities would have learned to deal with the snow and ice – and you'd be wrong. Compacted snow covers practically all roads and sidewalks throughout the winter; it is cleared away really only on the main pedestrian street (Prospekt Stolypina) and in front of government buildings. Be super careful when walking near roofs and balconies – icicles can fall down without notice and have even killed people. Also pay attention to snow sliding down from the roof. If you see (printed or handwritten) signs with many exclamation points and/or fingers pointing upwards on the side of a building, don't walk under it!

If you drive yourself, note that most major streets are one-way streets. Road markings are often not visible (especially in winter, when roads are completely covered in snow). The road quality varies a lot, but do expect potholes (and people swerving to avoid them) and not-so-level level crossings across tram and railroad tracks.

There are stray dogs and they might have rabies. If you spot a dog without owner, it's best to make a large detour around it. This is especially true if there are multiple dogs.

Go next [ edit ]

Just opposite Saratov, on the other side of the Volga, is the smaller town of Engels , accessible via a quick bus journey across the bridge. Catch the bus on Ulitsa Moskovskaya or take a taxi (walking across the bridge is not recommended).

Other towns in the Saratov Oblast , accessible via marshrutka, include Marks, Balakovo, Atkarsk, and Volsk.

There are shared minibuses that drive across the Russian- Kazakh border to Uralsk , usually leaving very early in the morning.

You can take a train to the neighboring regions, such as Volgograd , Tambov , Penza , Samara , and Voronezh .

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