scow bow yacht

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Revolution 24 : A successful version of the aluminum scow bow cruiser

AFEP, a small shipyard based in La Rochelle, was the first to adopt scow hulls for the cruising yachtsman. For its third model, it has found an interesting balance between design, performance and choice of materials. Presentation.

3rd AFEP scow signed Raison

Launched with the Revolution 22 in 2012, the range of scow-bowed sailboats from the AFEP shipyard in La Rochelle continues to expand. Still backed by architect David Raison , renowned for his Mini 6.50s, the builder then developed the Revolution 29, and in 2021 will present the third, intermediate model, the Revolution 24, a 7.25-meter-long, 2.89-meter-wide yacht. The latter continues to benefit from hydrodynamic innovations, while taking advantage of a roof with a more elaborate design than the first born of the range, in line with the elegant 29-footer.

A simple deck and a robust boat

In addition to the aforementioned bow, it is the choice of materials that is striking when you first see the boat . AFEP remains faithful to its favorite material, aluminum. It gives the boat a rustic feel and is solid against impact, while remaining more easily recyclable than composite. The insulation and anti-skidding are made of visible sprayed cork. The resulting empty displacement of the boat is 2,248 kg. The mainsail with horn of 26 m² and the genoa of 17 m² should propel the boat at speeds more than reasonable.

With a tiller, a large cockpit, a fixed central footrest and a single piano winch on the roof, the Revolution 24 plays it simple. The roof cap effectively protects the electronics by avoiding reflections, while adding a touch of elegance. We can regret the tiller rail which does not facilitate access to the small bathing platform, but which secures the cockpit.

The front deck and its impressive surface are a strong argument for the boat at anchor . The cushions, attached to the roof by snaps, invite you to lie down. They also allow to hide the large plexiglass panels, avoiding the greenhouse effect inside the saloon.

Generous cabins and saloon

Going down the 3 slightly narrow steps, one discovers a galley along the port side. There is a sink and two gas cookers on gimbals, as well as a nice worktop and storage .

On the aft port side, a large double berth is located under the cockpit.

On the bow is the boat's most charming feature: its large saloon, surrounded by equipment and textile storage .

On the starboard side, separated from the axis by the sabre keel well, which allows to pass from 1.90 m to 0.60 m of draught, there is a sanitary space with toilets. A manhole gives access to a technical storage area under the cockpit.

If the choice of the sabre keel partly constrains the layout without allowing to take full advantage of the space, the Revolution 24 nevertheless benefits from a nice interior volume for its size.

The boat is proposed in its basic version at 89 500euros TTC, with an inboard engine of 13 horses.

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New Owen Clarke Class 40 scow in-build

Posted on 2nd november 2022.

New Owen Clarke Class 40 in-build at Evolution Marine

Sixteen years ago, Owen Clarke Design (OC) saw the baptism of its second Class40, #15 Bolands Mill.  Revolutionary design put that first boat on the podium in the 2006 Route du Rhum, the year where the emerging Class40 ended up dominating the entry list of the iconic ocean classic with 25 boats showing up on the starting line. 

Since those early days, OC has continued to be a leader in the class with eighteen boats delivered, all to private owners and still competing across the globe.  In a class with incredibly close racing, reliability and polyvalent design has proven to deliver an edge in race after race. 

Given our history with the class that stretches back to the very beginning, we are proud to announce that construction is well underway on a new, sixth generation design.  Commissioned by Michael Hennessy, American skipper of the legendary #54 Dragon, this new OC scow design is intended to take on the best of the Class40 fleet on both sides of the Atlantic.

Owen Clarke, working with Peter Hobson Design (PHD) and PURE Engineering have come up with the fastest, most versatile Class40 drawn to date.  Merf Owen, principal designer, explains: “after a close review of the existing scow bow fleet, we identified key design features that contribute to success and as importantly, those that do not.  In 2022 alone we subjected 86 different hulls to CFD analysis and VPP testing against computer models of our competitor’s designs, on the classic ocean racing courses using historical weather data. We are highly confident that the boat can reach the top of the podium across a wide range of courses and conditions”.

The design team also worked closely with Hennessy to focus on skipper ergonomics, designing a cabin, cockpit and deck that are meant to provide unparalleled protection for its crew and ensuring that they can sail at peak efficiency for transoceanic races.  Leaning on his own ocean racing experience, Merf reflected “a fast boat is better able to achieve its potential if the crew can perform at 100%.  Hennessy adds: “I strongly believe we’ve been able to ensure this new design supports a better ergonomic outcome than any other boat in the Class40.”

Evolution Marine in Cape Town has been engaged to build the new boat.  Their experienced team, led by Oliver Dawson, has already built the hull and deck tooling and is busy laminating structure.  She will be delivered from South Africa to France for final fit out by Marco Lefevre and his Class40 specialists at V1D2 in March of 2023, and will be raced in Europe next season against the best of the Class40 fleet. 

For more information about Owen Clarke’s new scow Class40, please contact [email protected]

Giancarlo Pedote rounded bow

Scow bows – more righting moment and better downwind speed

When the Mini Transat sent out a media release about some new designs for this year's race, we looked at the ugly scow bow in the picture and asked “why?”. Fortunatey, our readers include designers and naval architects, some of whom replied.

Dario Valenza is Australian Sailing + Yachting 's technical contributor and runs Carbonic Boats, which makes an interesting A Class and also produces other high-tech design elements. See more at  www.carbonicboats.com . Dario writes:

The short answer is more righting moment, both across the boat and longitudinally. For a given overall beam and keel weight, a scow bow gives more volume away from the centreline as well as more volume ahead of the centre of gravity.

Instead of only having outboard volume from the middle of the boat to the transom as on a pointy boat, with a scow you have it all the way along. This means that the centre of buoyancy moves outboard further when you heel, giving a higher metacentre, or more leverage for the keel and boat mass to exert righting moment.

If sail area is unrestricted, more righting moment means you can carry more sail for a given windspeed. Similarly, downwind you can press harder without burying the nose.

The above only considers hydrostatics. When you look at the dynamic situation, the scow also gives more planing area. But this is secondary since ordinary Minis had no problem planing. Maybe a scow can plane a bit sooner.

Another secondary advantage is that you have more volume for water ballast.

I am not up to speed with the Mini rules, but if they have a static heel limit with ballast loaded, then a scow will get more righting moment from a similar water ballast arrangement to a conventional peer.

The clever thing about a scow is that it obtains the extra righting moment without big changes in trim with heel. You don't get the tendency that wedge-shaped boats have to trim bow-down when heeled. Though recent progress in chined hull design has helped deal pretty effectively with the warping of the waterplane with heel, scows don't have to deal with it at all.

Which brings us to the downsides. The single biggest handicap is additional wetted area when upright. Once powered up the waterline gets narrower, but at zero heel you have a canoe body with disproportionately wide and shallow sections.

A conventional boat can shift weight forward to unstick the transom. A scow is harder to trim and does not have the narrow forward sections of a conventional hull.

Also the blunt bow does give more resistance in some wave conditions and more windage when sailing upwind. Some consideration must also be given to the fact that the keel root is very close to the surface when heeled. Finally, a scow hull uses more material than a conventional one so it will be stiffer but heavier.

In the end the outcome is in great part rule-dependent. The Mini is a short light boat with unrestricted sail area, so adding righting moment usually pays because it allows you to carry more canvas. Some of the extra sail area offsets any drag penalty paid for the extra righting moment. The rest is a net gain.

Another consideration is that with good weather routing, most time on the course can be spent sailing downwind in breeze where the drawbacks of the scow are smaller.

You might be interested to know that RC 10 Raters went through a scow 'trend' in (I think) the 1970s. Possibly around the time the Moths did. http://www.radiosailing.org.au/our past/Frank Russell.pdf . Notably the 10 Rater rule allows you to trade waterline length for sail area.

Also interesting is that the 10 Raters could get away with very low freeboard like the lake scows, but for a different reason: The lake scows sail mainly in flat water but the 10 Raters had no crew to keep dry. 

– Dario Valenza 

Naval architect Andy Warner also sent us a succinct explanation of the positives for a scow bow:

With a displacement hull the angle that the water is parted with at the bow is an important contributor to resistance of the form along with Displacement, Length, Prismatic Coefficient, position of the Centre of Buoyancy. The bigger the angle the more resistance.

If the hull is not operating at displacement speeds but rather is planing the resistance of the form is governed by a different set of factors. Particularly Length and bow angle are much less of a contributor and beam plays a bigger role. Look at a picture of a powerboat on a plane with the narrower bow lifted clear of the water and a much blunter part just throwing water out to the side.

The boat you have a picture of for the mini transat clearly expects to be planing most of the time.

Likewise if the Sydney Hobart was a race with boats planing from start to finish Comanche would have won but when the wind went a bit lighter or on the nose the narrower Wild Oats had the advantage. Every boat design is a compromise and a balancing act. Extreme boats will always win if they get the right weather

– Andy Warner

And Hugh Spencer contributed these thoughts:

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Secrets of the new Jérémie Beyou’s IMOCA Charal 2 With Scow Bow Unveiled

The 46-year-old French skipper Jéremie Beyou is certainly nowhere near finished with the IMOCA Class and nor with the Vendée Globe, and gets out of bed every morning driven by the goal of finally winning a race that has so far eluded him. In a few days, he will launch his new IMOCA, Charal 2 – this time from the board of Sam Manuard with its signature scow bow – and the goal for this boat is crystal clear, as Beyou told the Class when asked what it was that is driving him on.

“Getting back to the Vendée Globe and winning it,”  said the man who won justified acclaim for the way he stuck to his guns when finishing 13th last time out, having started as one of the favourites.  “That’s what’s driving me and I think I have the ability to do it and the team to do it and I really have a really strong motivation, so that’s it.”

But could this be his last new IMOCA?  “That’s the big question,”  replied the three-time Figaro winner and Volvo Ocean Race winner, laughing as he considered his response.  “I can tell you I have all the focus for next time; for 2028 I am not sure. I will tell you after the next one. But I am still really passionate about what I am doing and I have a real chance. So every day I wake up and I come to the shipyard or to the design office and I realise the opportunity I have, so you never want it to stop.”

This new IMOCA is fascinating because Beyou and his team have again built early in the cycle, but have stepped away from VPLP who they used for Charal 1 – the first of the 2020 generation of new foilers – and chosen Manuard instead. This was a decision partly based on an assessment of Manuard’s first IMOCA project, originally launched as L’Occitane En Provence (now Bureau Vallée), which impressed Beyou with its outright speed. But also on the readiness of Manuard to work with the Charal design team.

Beyou is quite open about the fact that the relationship between Guillaume Verdier and the design group at MerConcept, who are producing a new boat for Charlie Dalin, Beyou’s main rival at the top of the Class, was an example he wanted to follow.  “I think that is one of the big strengths of APIVIA and MerConcept,”  he said.

“They have everything inside the team. They work with Guillaume Verdier , but I think Guillaume leaves the team do a lot of it. He supplies the ideas and then the design team at MerConcept, make it happen. That’s the way we are trying to work with Sam. He has a lot of experience and is convinced by some design ideas but, at some stage, it’s the team inside Charal 2 that makes things happen, so that is why we changed.”

Beyou makes the point that design teams at the sharp end of the IMOCA world do not just do their work every four years and then melt into the background; they should ideally be a core part of a sailing team in order to drive the continuous evolution of a boat throughout its early racing life. In the last cycle, the revisions and improvements on Charal 1 were relentless, with modifications to almost every aspect of the boat – hull shape, rudders, keel, foils, ballast, deck fittings and sails.  “Evolution is a continuous and permanent process,”  he said.  “That is a central point of the mindset of our sponsor, Charal, in their work in the meat products industry and they wanted to do something similar with us, so that’s the way we work too.”

Jéremie Beyou has not lost the appetite for driving change on his new boat should it be required, but he is hoping they have got the hull shape more or less right.  “This time, with all the data we have and all the experience we have, I think we won’t have any more to do concerning the hull shape,”  he said.  “But we know that with ballast volume, bulb weight, sails and appendages and so on we will have changes to make.”

The new boat is based on extensive analysis of Charal 1 and L’Occitane en Provence with the goal of trying to produce a fast, stable and efficient hull shape that is manageable in strong conditions downwind, when the last generation of IMOCAs tended to crash into the waves and stall.  “For sure L’Occitane en Provence was much better for the Vendée Globe for going downwind in big seas,”  said Beyou.  “So yes, that was part of the design. We compared everything between the two boats…and Sam had the intelligence to say that while he was convinced of the type of hull we needed for the Vendée Globe, he was happy to consider a different hull shape too.

“So we studied both concepts,”  he continued,  “and at the end we knew that we needed something with a kind of scow bow, something with more righting moment than Charal 1, but we needed the whole package not to drag too much in the water. So the hull is not large – I think it is the least beamy IMOCA ever designed and the boat is quite like L’Occitane en Provence.”

The cockpit is based on the earlier Manuard IMOCA too, but has detailed changes to improve the life of a solo skipper.  “I had the opportunity to visit the boat of Armel Tripon (the former L’Occitane en Provence skipper),”  explained Beyou.  “The cockpit was really nice and you have great vision of everything happening on deck. The cockpit is generally the same, but we have new details on it too. We worked a lot on ways to be able to trim the sails more easily, so we have more winches on Charal 2 than Charal 1 and more hydraulics. And with the appendages, the idea was exactly the same as with the hull shape – to have a boat that goes straight and is stable – so we put every effort into that.”

The new boat will make its debut at the Défi Azimut-Lorient Agglomération in September and then take on its first big race at the Route du Rhum-Destination Guadeloupe in November. Among its rivals in that contest will be not just the old APIVIA, and Bureau Vallée in the hands of Louis Burton, but new boats like Kevin Escoffier’s PRB, Maxime Sorel’s V and B-Monbana-Mayenne, Boris Herrmann’s Malizia-Seaexplorer, Yannick Bestaven’s Maître CoQ, Sam Davies’s new sistership of L’Occitane en Provence, Initiatives-Coeur and Paul Meilhat’s Biotherm.

Beyou believes the next winner of the Vendée Globe in 2024-’25 will come from this latest generation of foilers, but he is not putting his house on it.  “I am certain but I was quite certain last time, so don’t put money on it please,”  he said.  “But that’s yacht racing and the weather is the deciding factor with everything, so it is difficult to say. We can see that older boats that are changing their foils are going really well, so it is more difficult to say. But I think the boat that will win it, and the skipper that will win it, will have done a big amount of work beforehand.”

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Published on October 11th, 2022 | by Editor

Scow bows rule the seas

Published on October 11th, 2022 by Editor -->

Class organizations such as the Mini 6.50, Class40, and IMOCA support offshore competition, and when courses are long enough, routing seeks out the benefits of offwind angles. Over time, designing to these class rules have developed hulls that may not go upwind too well but more than make up for it as the wind angles comes back.

Such as the scow bow.

Sam Manuard is a renowned architect in the scow world, and what began as a radical concept with the Mini Class, has seen its success trickle up to the Class40 and IMOCA which will be on full display in the 2022 Route du Rhum when it starts November 6.

These big bowed boats will be spanning the transatlantic from France to Guadeloupe, with the 3543nm course providing the latest test. Here are some comments from Manuard in boatsnews.com :

Regarding the state of design: Nowadays, everyone makes scows. There is no more debate on the subject. There are always nuances on the scow theme. Lombard with the Lift has made a very powerful boat, VPLP with the Clak40 which looks more versatile. It’s progressing well and the different designs are pretty close in performance. Everyone has raised their game.

Versatility versus all-around performance: We are interested in the statistical distribution of wind and speed for this type of race. We also look at races like the Fastnet, the Normandy Channel Race to have a boat that is efficient in light airs, that goes upwind well. Having a flat spectrum is quite interesting. In the design loop, the Mach5 (his latest design) has the Route du Rhum as its primary objective. But also the other races, not necessarily with the same level of priority. In any case, the choices made should be effective on all types of races.

But for an offwind race like the Route du Rhum… With an increasing number of scows, the classic (non-scow) boats no longer have a chance of winning.

Tags: boatsnews.com , Class40 , Route du Rhum , Sam Manuard

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How to make a better yacht bow

When asked most seafarers say that a bow’s job is to enable a vessel to pierce through waves, slides over waves, keep water off the foredeck, or even that it’s just a place to put the anchor and chain. But few realise that the bow shapes the waves that flow alongside the vessel. A badly designed bow will create unnecessary drag; while a good one will cut resistance and increase comfort.

Half-angle of entry

In most cases, the criteria for the design of the bow begins with the half-angle of entry. This is the naval architect’s term for the more commonly known ‘horizontal bow angle at the waterline’.

A yacht with a large half-angle of entry will slam into, or at least fight, waves often throwing a lot of spray and green water ahead of it. A vessel with a fine entry and narrow half-angle will slide right through a wave with little resistance.

As a yacht’s half-angle of entry increases, the bow becomes more prone to slamming into waves, which in turn, requires more power to keep the yacht moving steadily into the sea and tends to increase pitching.

The angle of entry at the bow is defined by the yacht’s speed and function. In a sailing yacht, the half-angle might be between 10 and 20 degrees, with 10 degrees being a fine entry and 20 degrees being more suited for a slower displacement yacht.

On a motor yacht a fine angle of entry, say 12 degrees, is suited to high-speed semi-displacement style yachts, whereas a normal half-angle is between 18 to 24 degrees.

A very fine half-angle – less than 10 degrees – is to be avoided. It makes the bow narrow and reduces the forward volume of the hull forcing lockers, gear and equipment aft. That said, a long, narrow vessel will have a finer angle of entry than a short, wide vessel, so a specific half-angle of entry should only be used as a comparison factor on vessels of similar length and beam.

The widest half-angles of entry – from 30 degrees to more than 40 degrees – are rarely found on yachts, but can be seen on scow-type barges that move at very slow speeds and throw a lot of water ahead of the bow. These cargo carrying vessels don’t have passengers and move slowly, so wave impacts and slamming can be accepted.

However, if the wave is very large and the yacht has a narrow half-angle, the wave might simply rise up and wash across the deck. To eliminate this designers often flare the upper bow so the rising wave crest is turned back into the ocean.

The most extreme example is what has become known as the ‘Carolina flare’ on convertible sportfishermen built on the Outer Banks

Types of bows

Designed originally to combat the waves off the Carolina inlets, the so-called Carolina flared bow is often attributed to sportfishing boats built by Buddy Davis and the others of The Outer Banks. The idea is that a fine angle of entry drives into the waves, but as wave size increases the flare rises up over them, throwing the water back into the ocean without getting the deck wet.

Typically, a flared bow will often have a chine or two low on the profile to 'break' the flow of water up the sides of the flare and help direct water away from the bow. In terms of propulsion, the gradual increase in buoyancy from a flared bow ensures that a wave does not impact the bow with a hard crash, but is gently turned aside while the bow lifts to the wave.

This type of bow usually has a chine or lifting strakes carried well forward which also helps throw water to one side and provides additional buoyancy as the bow dives into a wave. The force of the bounce increases with depth and flare angle.

The biggest drawback of this type of the Carolina Flared bow is that, as the yacht slams into a wave, the gradual immersion of the flare causes the bow to pitch upward (vertical acceleration), making the entire yacht pitch, plus the vessel slows down as it pitches requiring more power (read higher fuel consumption) as it drives ahead.

Another drawback is that should the bow submerge, it acts like a giant scoop to dig into the water and throw it across the deck. For this reason, some builders incorporate considerable camber to the foredeck.

When designing such a bow, the designer needs to have a pretty good idea of the height of the waves the vessel is likely to encounter.

Bulbous bows

Bulbous bows are generally only found on displacement hulled yachts – that is, yachts that will not exceed about 1.5 x √LWL, or the Froude number for that hull. Marlow yachts, which are semi-displacement, have an option for a small, delta-shaped bulb that is flat on top and V-shaped below to both break the water and offer some resistance to pitching when performing above displacement speeds. (Bulbous bows work best when the yacht is moving at .9 to 1.2 x √LWL.)

The idea of the bulbous bow is that the wave generated by the bulb reduces the size of the bow wave and hence lowers the resistance of the entire hull. The size of the bulb is most often determined by tank testing when the shape of the bow wave and the bulb’s cancelling effect can be clearly demonstrated, but in general terms, the larger the bulb is, the greater the reduction in resistance as long as the yacht is moving in a relatively flat sea. When the vessel is pitching, the bulb can actually increase hull resistance.

However, a designer needs to be aware of the interplay between the size of the bulb and the anchor handling gear. It would not do to bounce the anchor off the bulb every time the yacht is anchored.

Japanese researchers have found that a bulbous bow along with a slight reduction in the hull waterline beam just aft of the bow, will reduce hull resistance even farther, but at the cost of a reduction in cargo carrying ability and more complexity in the vessel’s construction.

Types of bows (continued)

The opposite of the flared bow is the Axe bow, such as the scimitar bow on the Amel 199. Here where instead of increasing the flare above the water, a very narrow half-angle of entry is maintained from hull bottom to the deck, but extra buoyancy is built in below the waterline with a deeper forefoot, and the sheerline forward is raised against green water on deck.

This type of hull has with lower resistance and creates less pitching in a seaway than a flared bow. Although this shape of bow cleaves waves, it is wet in a seaway.

Experiments in The Netherlands have shown that instead of increasing buoyancy by flaring the bow above the water surface, axe bows increases buoyancy by bringing the underwater bow profile downwards and raising the sheer at the bow.

Not only do these features lengthen the vessel considerably, but they also make it easier to drive into head seas, requiring less power. In addition, it has been suggested that up to 20 per cent lower fuel consumption in head seas can be achieved because the bow does not have the vertical accelerations of a flared bow.

A relatively new trend for larger craft is the scow bow. It has been a fixture on Great Lakes A and C class sailing scows for many years, but its potential was suddenly realised when a Mini-Transat boat with a scow bow handily won the race. Now, designers Reichel-Pugh have designed a 27.4m sailing yacht with a scow bow.

This type of bow carries beam well forward with the intent that the waterline length is increased as the boat heels. The major drawback of scow bows is they slam when upright and on a large yacht, that might be more than the owner is willing to accept.

Wave piercers

The totally opposite look to the Apple Cheek bow is the Wave Piercing bow as used by Craig Loomes Design of New Zealand and others on several superyacht and fast ferry designs.

The idea behind this bow is that the extended sponsons on each side of the catamaran or trimaran hull pierce the waves to reduce pitching in heavy seas. In this style of yacht, the main hulls have less buoyancy forward to allow it to slide through the wave rather than slam into it. By sliding through the waves, less engine power is required and the pitching of the yacht is lower.

The bow is an essential feature of any modern yacht. Elongated bows such as the wave-piercing bow, reverse or axe bow lengthen the waterline and make the angle of entry finer, decreasing the hull resistance of faster vessels and reducing pitching in a seaway. However, the longer waterline can make it harder for the vessel to turn. Meanwhile, bulbous bows decrease the size of the bow wave and consequently reduce hull resistance for vessels that operate at a set displacement speed and load.

A designer should pick the bow shape that is best suited for the desired speed, shape and pitching characteristics in a seaway.

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First look: SailScow 37 – ocean racing inspired cruiser

• Toby Hodges
• October 17, 2023

The new SailScow 37 has been developed alongside a Vendée Globe racer and looks to bring performance and volume to the cruising market

Product Overview

Much of the drive towards scow bow cruising yachts is driven by top level racing sailors. Armel Tripon, who raced the then radical Sam Manuard-designed IMOCA 60 L’Occitane en Provence in the 2020 Vendée Globe , has lent his name to the SailScow brand that’s working on a range of four designs from 28-42ft.

“The hull I was able to test racing around the globe delighted me,” says Tripon. “I can easily imagine myself cruising on a scow to take full advantage of the sailing performance, the ease of passage through the sea and the incredible comfort at anchor – I can’t wait to try it out.”

The first SailScow model is a 37ft cruiser designed by Gildas Plessis, a strong advocate of this hull shape. It’s primarily of marine ply and epoxy and offers a step change in internal space compared to other yachts of this length. Options include a four cabin layout, with two doubles forward, both with rectangular beds, while aft there’s a further double, plus a twin cabin with bunk beds. Alternatively there’s space for a giant owner’s cabin forward, plus one aft double port and a generous technical and stowage area to starboard.

As with other scow bow derived cruisers there’s a massive amount of space on deck – plenty of room for sun bathing and to stow a tender without deflating it.

The SailScow 40 offers significantly more accommodation space than the SailScow 37, yet light displacement is only 5,600kg. The SailScow 42 is intended as an expedition boat with a protected doghouse and spacious three cabin/three head interior.

All models are offered as either a turn-key finished boat in the Optimum range, or as the Explorer range of ready-to-assemble CNC-cut plywood kits.

SailScow 37 specifications

LOA: 10.80m 35 ft 5in Draught: 1.9m 6ft 3in Price: POA Builder: sailscow.com

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Revolution 29

A unique scow bow makes the revolution 29 spacious and fast.

We are going to have some fun this month—there is an interesting trio of boats to review. I don’t know if you have been following the MiniTransat class ocean racers but you should. These little pocket rockets are amazing boats, very extreme and capable of high speeds in the hands of skilled crew. The class is growing rapidly, especially in Europe. Minis use a box-type rule that limits LOA to 21 feet 4 inches, so designers have to look for innovative ways to gain sailing length and power. 

Enter the scow bow Minis. At first look I was inclined to think, “Oh God, please don’t make this fast.” But I knew that scow bows have a long and successful history so the chances were strong that this bow would work. It works on the many scow one-design classes and even the old, sedate, CCA rule had Hoot Mon, a scowlike yawl with a successful race record. 

It was inevitable that a builder would jump on the scow bow for a family cruising boat. Look at that beam and volume forward. Along came Afep Marine with designer David Raison. Together they have produced the aluminum Revolution 29, along with its 21-foot little sister. It’s funny looking; there’s just no way around that. The ends are snubbed off, there is zero spring to the sheer and the only attractive line I can find on the entire hull is the chine that runs around the bow.

I suspect that the heeled waterlines for this hull would look fairly normal with that chine making a somewhat V-shaped entry. Using 27 feet 2 inches for DWL gives a D/L of 232. This is not a light boat. L/B is 2.53 indicating plenty of beam, as if your eye had not already told you that. Draft with the board down is 5 feet 7 inches and the board-up draft is 2 feet 4 inches. There are twin rudders.

The accommodation plan is pretty amazing considering it is a 29-foot boat. The expansive capital-U-shaped berth has replaced the dreaded V-berth. The bad news is that the U-double berth is an extension of the main cabin settee, so there is no privacy forward. The good news is that it will be very convenient to have breakfast in bed. There is a double quarterberth aft, but it’s pretty tight with just enough standing room to pull on your pants.

The galley is big for this size boat. I don’t like stoves up against a bulkhead so I would move that stove forward to line up with the forward counter then put counter aft of the stove. I like to be able to put pots either side of the stove. But there is quite a bit of counter space as drawn. There is a forward-facing nav station to starboard and a small but adequate head aft.

I was out racing last weekend and studying the square-topped mainsails in the fleet. The more I looked, the more the shape made sense and the pointy-headed triangular mains began to look silly. Square-topped mainsails mean you can’t have a standing backstay but with enough spreader sweep that’s not a problem. Spreader sweep angle on the Revolution looks to be 28 degrees. The SA/D of the Revolution is 23.37 and that’s plenty of power for some exciting sailing. 

One thing for sure  is that working on the foredeck will be easy. The headstay is about 20 inches aft of the stem so there is lots of room to work around it. On deck, a retractable sprit can be mounted for the asymmetrical chute. Interestingly, the cap shrouds go to chainplates on the rail. The lower diagonals go to chainplates inboard near the edge of the cabintrunk. This will make it easy to get past the shrouds when you go forward.

I would hope this look provides the owner with blistering speed and sumptuous comfort. 

LOA 22’8”; Beam 11’6”; Draft 3’7” (board up), 8’6” (board down); Displ. 8,818 lbs.; Ballast 2,425 lbs.; Sail area 743 sq. ft.; Auxiliary 18-hp diesel; Fuel 11 gal.; Water 66 gal. 

Sailaway price: $145,000

Afep Marine

Plateau Nautique

50 Rue Senac de Meilhan 

17000 La Rochelle, France

+33 (0) 54 644 81 51

www.afep-marine.com

Also in Perry on Design

• Dragonfly 40
• Wallyrocket 51
• Clubswan 28
• Beneteau Oceanis 37.1
• M.A.T. 12.2

Also from Robert H. Perry

SCOW HULLS – PART 1 – THE PROS

by ttisson | Nov 25, 2019 | Hull Design | 0 comments

Gunnar Sommerlund Marine Engineer

Hello, this is my first time on this forum "i have been lurking around". <- (Bear with me) I haven't been able to find information regarding " differences " between scow and piercing bow types. I know that a sharp bow has a minimal wet surface, while scow i focused more about planning capabilities and is popular in lake sailing (in America). The reason i,m asking is because i have decided to spend next couple of years designing a sailboat in range of 25' to 30' foot. for sailing inshore waters of Denmark, and participating in local races now and then. The Scow seems to be gaining popularity (in mini transat) and i cant stop wondering why there arent more of them around. I have uploaded an example of arkemas mini transat and figaro 3 . I Absolutely love their designs. They are both made for open ocean right?  

Doug Lord Flight Ready

The scow shape for Mini's began with David Raisons boat a few years ago and has proven to be very fast. The newest versions like Arkema and SeAir have taken another major leap in technology utilizing lifting foils to completely fly the boat. And two years ago Hugh Welbourn and Quant boats introduced the worlds first foiling keelboat scow the Quant 23.Very exciting times! The Quant 23 takes off in a 5 knot breeze and foils upwind in 7-8knots of wind. It uses a unique foil system that doesn't require constant adjustment and that drastically increases the righting moment of the boat. According to those that have sailed it ,it is very easy to learn to fly: SeAir Mini with Welbourn foil system:  

Doug Lord said: ↑ The scow shape for Mini's began with David Raisons boat a few years ago and has proven to be very fast. The newest versions like Arkema and SeAir have taken another major leap in technology utilizing lifting foils to completely fly the boat. And two years ago Hugh Welbourn and Quant boats introduced the worlds first foiling keelboat scow the Quant 23.Very exciting times! The Quant 23 takes off in a 5 knot breeze and foils upwind in 7-8knots of wind. It uses a unique foil system that doesn't require constant adjustment and that drastically increases the righting moment of the boat. According to those that have sailed it ,it is very easy to learn to fly: View attachment 134445 SeAir Mini with Welbourn foil system: View attachment 134446 Click to expand...

Gunnar, I haven't sailed a Mini but while I think the new scows are amazing I think they are not pretty in the traditional sense. I guess it depends on what you want to do. I would consider using foil assist if not full flying. Good Luck!  

gonzo Senior Member

The Mini Transat has developed boats specialized in downwind sailing. If that is what you are considering, the blunt bow and shape conducive to surfing is great. For an all around boat, it is not the best.  

SamSam Senior Member

Here's an article in a "Yazi" magazine about bow types. On page 3 they discuss (a little bit) about the 2 types you're interested in. How to make a better yacht bow http://www.boatinternational.com/yachts/yacht-design/how-to-make-a-better-yacht-bow--799 You might try 'searching' in the various forums here. Also, usually at the bottom of the page of whatever you are looking at is a list of 'similar threads' which is an automatic search feature. Welcome.  

gonzo said: ↑ The Mini Transat has developed boats specialized in downwind sailing. If that is what you are considering, the blunt bow and shape conducive to surfing is great. For an all around boat, it is not the best. Click to expand...

Search Results for Query: piercing bows | Boat Design Net https://www.boatdesign.net/content-search/92268/?q=piercing+bows&t=post&o=date Search Results for Query: scow bows | Boat Design Net https://www.boatdesign.net/content-search/92270/?q=scow+bows&t=post&o=date  

Gunnar Sommerlund said: ↑ That is good to know. Becouse i,m looking for a design that preforms well inshore. Coastal cruising no more then 20 miles from shore. Click to expand...

Thank you guys for the links. I will lurk arround and post what crazy ideas i come up with =)  

CT249 Senior Member

One issue is that one of the big benefits of the scow is that they increase righting moment, but often at the expense of extra wetted surface and wave drag as I understand it. The extra righting moment is more of a plus if you have a big rig, and the extra drag is less of a problem if you have a big rig and a significant problem if you have a small one. So you tend to see scow bows on boats with big rigs. In some ways, something like a 25 foot scow is often simply a 28 foot boat with the bow chopped off; in fact in some small boat classes where there was a length restriction and big rigs, designers just used to design a longer boat and then effectively chop the bow off at the desired length. So you had 14 foot "snub bow" boats that were effectively 16 footers with the front cut off. It may just underline how designing a boat to a set overall length is actually quite artificial in some ways. A 22' scow would often become a better boat for minimal extra cost if you added with 3' of pointy nose onto it. Which leaves one to wonder where the advantage is, if one is not limited by LOA.  

Scows, like the inland lake scows in the US and even the Mini scows are designed to sail at an angle of heel that reduces wetted surface and changes how the bow interacts with waves. You can see how much the wetted surface is reduced with the right angle of heel in the pictures below:  

PAR Yacht Designer/Builder

The advantage of a scow hull form is the heeled waterline symmetricity, compaired to a more conventional canoe body. A a scow heels and as Doug points out, the typical canoe body's WL's tend to become very asymmetric with a strong rounding moment, yet the scow's WL's are less so and move dramatically to leeward, increasing the couple, but also decreasing resistance. Comparing a fine bow canoe body, particularly if fat butted for downwind efforts, to a scow just isn't a fair comparison. They're using different principles and hydrodynamic tricks to get their performance envelop. For inshore cruising and occasional racing, the more common triangular canoe body would be the reasonable choice. The scow is a fairly specialized hull form and you'll get dinged pretty hard, if you show up at the local 'round the buoys event, with a scow against a bunch of canoe sloops. Lastly, the scow hull form isn't the best choice for a cruiser, IMO, just no internal volume, which is high on the priority list in a cruiser.  

Paul, when you compare a "Mini" scow hull with another 21-22 footer the Mini has a ton of internal volume but the 28' E scow sure doesn't-like you said.  

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PAR said: ↑ The advantage of a scow hull form is the heeled waterline symmetricity, compaired to a more conventional canoe body. A a scow heels and as Dog points out, the typical canoe body's WL's tend to become very asymmetric with a strong rounding moment, yet the scow's WL's are less so and move dramatically to leeward, increasing the couple, but also decreasing resistance. Comparing a fine bow canoe body, particularly if fat butted for downwind efforts, to a scow just isn't a fair comparison. They're using different principles and hydrodynamic tricks to get their performance envelop. For inshore cruising and occasional racing the more common triangular canoe body would be the reasonable choice. The scow is a fairly specialized hull form and you'll get dinged pretty hard, if you show up at the local 'round the buoys event, with a scow against a bunch of canoe sloops. Lastly, the scow hull form isn't the best choice for a cruise, IMO, just no internal volume, which is high on the priority list in a cruiser. Click to expand...

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15 men brought to military enlistment office after mass brawl in Moscow Oblast

Local security forces brought 15 men to a military enlistment office after a mass brawl at a warehouse of the Russian Wildberries company in Elektrostal, Moscow Oblast on Feb. 8, Russian Telegram channel Shot reported .

29 people were also taken to police stations. Among the arrested were citizens of Kyrgyzstan.

A mass brawl involving over 100 employees and security personnel broke out at the Wildberries warehouse in Elektrostal on Dec. 8.

Read also: Moscow recruits ‘construction brigades’ from Russian students, Ukraine says

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Read the original article on The New Voice of Ukraine

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Friday 11 April 2014

Moscow metro - spirit of a city (e.p).

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40 facts about elektrostal.

Written by Lanette Mayes

Modified & Updated: 02 Mar 2024

Reviewed by Jessica Corbett

Elektrostal is a vibrant city located in the Moscow Oblast region of Russia. With a rich history, stunning architecture, and a thriving community, Elektrostal is a city that has much to offer. Whether you are a history buff, nature enthusiast, or simply curious about different cultures, Elektrostal is sure to captivate you.

This article will provide you with 40 fascinating facts about Elektrostal, giving you a better understanding of why this city is worth exploring. From its origins as an industrial hub to its modern-day charm, we will delve into the various aspects that make Elektrostal a unique and must-visit destination.

So, join us as we uncover the hidden treasures of Elektrostal and discover what makes this city a true gem in the heart of Russia.

Key Takeaways:

• Elektrostal, known as the “Motor City of Russia,” is a vibrant and growing city with a rich industrial history, offering diverse cultural experiences and a strong commitment to environmental sustainability.
• With its convenient location near Moscow, Elektrostal provides a picturesque landscape, vibrant nightlife, and a range of recreational activities, making it an ideal destination for residents and visitors alike.

Known as the “Motor City of Russia.”

Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname “Motor City” due to its significant involvement in the automotive industry.

Home to the Elektrostal Metallurgical Plant.

Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Boasts a rich industrial heritage.

Elektrostal has a long history of industrial development, contributing to the growth and progress of the region.

Founded in 1916.

The city of Elektrostal was founded in 1916 as a result of the construction of the Elektrostal Metallurgical Plant.

Located approximately 50 kilometers east of Moscow.

Elektrostal is situated in close proximity to the Russian capital, making it easily accessible for both residents and visitors.

Known for its vibrant cultural scene.

Elektrostal is home to several cultural institutions, including museums, theaters, and art galleries that showcase the city’s rich artistic heritage.

A popular destination for nature lovers.

Surrounded by picturesque landscapes and forests, Elektrostal offers ample opportunities for outdoor activities such as hiking, camping, and birdwatching.

Hosts the annual Elektrostal City Day celebrations.

Every year, Elektrostal organizes festive events and activities to celebrate its founding, bringing together residents and visitors in a spirit of unity and joy.

Has a population of approximately 160,000 people.

Elektrostal is home to a diverse and vibrant community of around 160,000 residents, contributing to its dynamic atmosphere.

Boasts excellent education facilities.

The city is known for its well-established educational institutions, providing quality education to students of all ages.

A center for scientific research and innovation.

Elektrostal serves as an important hub for scientific research, particularly in the fields of metallurgy, materials science, and engineering.

Surrounded by picturesque lakes.

The city is blessed with numerous beautiful lakes, offering scenic views and recreational opportunities for locals and visitors alike.

Well-connected transportation system.

Elektrostal benefits from an efficient transportation network, including highways, railways, and public transportation options, ensuring convenient travel within and beyond the city.

Famous for its traditional Russian cuisine.

Food enthusiasts can indulge in authentic Russian dishes at numerous restaurants and cafes scattered throughout Elektrostal.

Home to notable architectural landmarks.

Elektrostal boasts impressive architecture, including the Church of the Transfiguration of the Lord and the Elektrostal Palace of Culture.

Offers a wide range of recreational facilities.

Residents and visitors can enjoy various recreational activities, such as sports complexes, swimming pools, and fitness centers, enhancing the overall quality of life.

Provides a high standard of healthcare.

Elektrostal is equipped with modern medical facilities, ensuring residents have access to quality healthcare services.

Home to the Elektrostal History Museum.

The Elektrostal History Museum showcases the city’s fascinating past through exhibitions and displays.

A hub for sports enthusiasts.

Elektrostal is passionate about sports, with numerous stadiums, arenas, and sports clubs offering opportunities for athletes and spectators.

Celebrates diverse cultural festivals.

Throughout the year, Elektrostal hosts a variety of cultural festivals, celebrating different ethnicities, traditions, and art forms.

Electric power played a significant role in its early development.

Elektrostal owes its name and initial growth to the establishment of electric power stations and the utilization of electricity in the industrial sector.

Boasts a thriving economy.

The city’s strong industrial base, coupled with its strategic location near Moscow, has contributed to Elektrostal’s prosperous economic status.

Houses the Elektrostal Drama Theater.

The Elektrostal Drama Theater is a cultural centerpiece, attracting theater enthusiasts from far and wide.

Popular destination for winter sports.

Elektrostal’s proximity to ski resorts and winter sport facilities makes it a favorite destination for skiing, snowboarding, and other winter activities.

Promotes environmental sustainability.

Elektrostal prioritizes environmental protection and sustainability, implementing initiatives to reduce pollution and preserve natural resources.

Home to renowned educational institutions.

Elektrostal is known for its prestigious schools and universities, offering a wide range of academic programs to students.

Committed to cultural preservation.

The city values its cultural heritage and takes active steps to preserve and promote traditional customs, crafts, and arts.

Hosts an annual International Film Festival.

The Elektrostal International Film Festival attracts filmmakers and cinema enthusiasts from around the world, showcasing a diverse range of films.

Encourages entrepreneurship and innovation.

Elektrostal supports aspiring entrepreneurs and fosters a culture of innovation, providing opportunities for startups and business development.

Offers a range of housing options.

Elektrostal provides diverse housing options, including apartments, houses, and residential complexes, catering to different lifestyles and budgets.

Home to notable sports teams.

Elektrostal is proud of its sports legacy, with several successful sports teams competing at regional and national levels.

Boasts a vibrant nightlife scene.

Residents and visitors can enjoy a lively nightlife in Elektrostal, with numerous bars, clubs, and entertainment venues.

Promotes cultural exchange and international relations.

Elektrostal actively engages in international partnerships, cultural exchanges, and diplomatic collaborations to foster global connections.

Surrounded by beautiful nature reserves.

Nearby nature reserves, such as the Barybino Forest and Luchinskoye Lake, offer opportunities for nature enthusiasts to explore and appreciate the region’s biodiversity.

Commemorates historical events.

The city pays tribute to significant historical events through memorials, monuments, and exhibitions, ensuring the preservation of collective memory.

Promotes sports and youth development.

Elektrostal invests in sports infrastructure and programs to encourage youth participation, health, and physical fitness.

Hosts annual cultural and artistic festivals.

Throughout the year, Elektrostal celebrates its cultural diversity through festivals dedicated to music, dance, art, and theater.

Provides a picturesque landscape for photography enthusiasts.

The city’s scenic beauty, architectural landmarks, and natural surroundings make it a paradise for photographers.

Connects to Moscow via a direct train line.

The convenient train connection between Elektrostal and Moscow makes commuting between the two cities effortless.

A city with a bright future.

Elektrostal continues to grow and develop, aiming to become a model city in terms of infrastructure, sustainability, and quality of life for its residents.

In conclusion, Elektrostal is a fascinating city with a rich history and a vibrant present. From its origins as a center of steel production to its modern-day status as a hub for education and industry, Elektrostal has plenty to offer both residents and visitors. With its beautiful parks, cultural attractions, and proximity to Moscow, there is no shortage of things to see and do in this dynamic city. Whether you’re interested in exploring its historical landmarks, enjoying outdoor activities, or immersing yourself in the local culture, Elektrostal has something for everyone. So, next time you find yourself in the Moscow region, don’t miss the opportunity to discover the hidden gems of Elektrostal.

Q: What is the population of Elektrostal?

A: As of the latest data, the population of Elektrostal is approximately XXXX.

Q: How far is Elektrostal from Moscow?

A: Elektrostal is located approximately XX kilometers away from Moscow.

Q: Are there any famous landmarks in Elektrostal?

A: Yes, Elektrostal is home to several notable landmarks, including XXXX and XXXX.

Q: What industries are prominent in Elektrostal?

A: Elektrostal is known for its steel production industry and is also a center for engineering and manufacturing.

Q: Are there any universities or educational institutions in Elektrostal?

A: Yes, Elektrostal is home to XXXX University and several other educational institutions.

Q: What are some popular outdoor activities in Elektrostal?

A: Elektrostal offers several outdoor activities, such as hiking, cycling, and picnicking in its beautiful parks.

Q: Is Elektrostal well-connected in terms of transportation?

A: Yes, Elektrostal has good transportation links, including trains and buses, making it easily accessible from nearby cities.

Q: Are there any annual events or festivals in Elektrostal?

A: Yes, Elektrostal hosts various events and festivals throughout the year, including XXXX and XXXX.

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Strange Glow Over Moscow Skies Triggers Panic as Explosions Reported

B right flashes lit up the night sky in southern Moscow in the early hours of Thursday morning, new footage appears to show, following reports of an explosion at an electrical substation on the outskirts of the city.

Video snippets circulating on Russian-language Telegram channels show a series of flashes on the horizon of a cloudy night sky, momentarily turning the sky a number of different colors. In a clip shared by Russian outlet MSK1.ru, smoke can be seen rising from a building during the flashes lighting up the scene.

Newsweek was unable to independently verify the details of the video clips, including when and where it was filmed. The Russian Ministry of Emergency situations has been contacted via email.

Several Russian Telegram accounts said early on Thursday that residents of southern Moscow reported an explosion and a fire breaking out at an electrical substation in the Leninsky district, southeast of central Moscow.

Local authorities in the Leninsky district told Russian outlet RBC that the explosion had happened in the village of Molokovo. "All vital facilities are operating as normal," Leninsky district officials told the outlet.

The incident at the substation in Molokovo took place just before 2 a.m. local time, MSK1.ru reported.

Messages published by the ASTRA Telegram account, run by independent Russian journalists, appear to show residents close to the substation panicking as they question the bright flashes in the sky. One local resident describes seeing the bright light before losing access to electricity, with another calling the incident a "nightmare."

More than 10 villages and towns in the southeast of Moscow lost access to electricity, the ASTRA Telegram account also reported. The town of Lytkarino to the southeast of Moscow, lost electricity, wrote the eastern European-based independent outlet, Meduza.

Outages were reported in the southern Domodedovo area of the city, according to another Russian outlet, as well as power failures in western Moscow. Electricity was then restored to the areas, the Strana.ua outlet reported.

The cause of the reported explosion is not known. A Telegram account aggregating news for the Lytkarino area described the incident as "an ordinary accident at a substation."

The MSK1.ru outlet quoted a local resident who speculated that a drone may have been responsible for the explosion, but no other Russian source reported this as a possible cause.

Ukraine has repeatedly targeted Moscow with long-range aerial drones in recent months, including a dramatic wave of strikes in late May.

On Sunday, Moscow Mayor Sergei Sobyanin said the region's air defense systems had intercepted an aerial drone over the city of Elektrostal, to the east of Moscow. No damage or casualties were reported, he said.

The previous day, Russian air defenses detected and shot down another drone flying over the Bogorodsky district, northeast of central Moscow, Sobyanin said.

There is currently no evidence that an aerial drone was responsible for the reported overnight explosion at the electrical substation in southern Moscow.

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