allied seawind 30 sailboat

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Capable Cruiser: The Seawind II

Allied yachts seawind sequel is built bluewater tough for offshore life..

Allied Yachts secured its place in the boatbuilding pantheon with its original Seawind ketch, which was launched in 1962 and was the first fiberglass boat to circumnavigate, and the Luders 33, which was recognized as a classic design of the era preceding the fin-keel racer-cruiser. Unfortunately, while its products were heading for glory on the high seas, the company was headed for the boneyard, thanks to mediocre management, severe under-exposure, and the vagaries of the boat-buying public. But by the time Allied went out of business for the fifth and final time in 1981, they had developed a reputation for fashioning solidly built (if uninspiringly finished) boats, unabashedly oriented toward cruising.

In the last years of production, Allied attempted to overcome its dowdy image. While older Allied boats were heavy on woodgrain Formica, bland expanses of fiberglass, and mediocre woodwork, later models used large expanses of interior wood and quality hardware.

Photos courtesy of Howard Hering and Dave Robertson

The Seawind II

In 1975, Allied began building the foot-longer, foot-wider, Thomas Gillmer-designed Seawind MkII as a replacement for the original 30-foot, 6-inch Seawind. The extra foot of length and beam, 1 feet of waterline length, and 2,700 pounds of displacement added up to make the Seawind II a significantly larger boat than its predecessor-and it was also significantly more expensive. Handmade by American craftsmen on the shores of New Yorks Hudson River, both Seawind designs were produced until Allied closed its doors at the end of 1981. Allied produced 130 Seawind II boats. Of those, most were the standard ketch rig, but 11 were cutter rigs and five were sloop rigged.

The standard rig of the Seawind II is a masthead ketch. The mizzen and associated rigging add considerable weight and windage, without adding any upwind drive. The real purpose of a mizzen upwind is to balance the boat, and for this purpose, the smaller, more out-of-the-way mizzen of a yawl is equally useful.

Off the wind, the area of the mizzen, plus the added bonus of a mizzen staysail, do provide considerable drive. However, in a boat of this size, the mizzen mast clutters up the cockpit a bit, and its position, five feet forward of the helmsman, is guaranteed to make him cross-eyed, if he sits directly behind the wheel.

The sail area of the Seawind II is small enough that the oft-cited advantage of the ketch rig (smaller individual sails) seems rather unimportant. A mizzen is useful for heaving to, for anchoring and weighing anchor, and to enable the boat to weather-cock in a rolly anchorage. It is, however, an inefficient upwind rig, and pointing a few more degrees off the wind is typical. While that may equal a significant time cost when racing, it is compensated by better off-the-wind performance and more sail plan options (flying a staysail from the mizzen and a spinnaker downwind, for example) to cover a range of wind speeds and conditions-both of which are serious cruising advantages. According to some owners we interviewed, the Seawind IIs correctly sized mizzen makes for a very balanced sailplan; they claimed that when carrying modern full-battened sails, the ketch rig can keep up with any similar-sized sloop or cutter rig on any point of sail, but that it truly shines off the wind.

The Seawind IIs optional cutter and sloop rigs used the same mainmast as the ketch rig, but shifted it aft about a foot. On the cutter, the mainsail is longer on the foot, and the base of the foretriangle is a little longer than that of the ketch rig. The total sail area of the cutter rig works out to slightly less than that of the ketch rig, but the reduced windage and slightly increased stability probably make up for the loss of sail area. For tradewind passages, the double headstays on either rig allow for the use of twin downwind jibs. With a working sail area of over 500 square feet for a displacement of 14,900 pounds, the Seawind II is not under-canvassed, as are many cruising boats.

The Seawind IIs rudder is a large, heavy, barn-door style. The rudder, coupled with the weight of the boat, makes it hard for a wheel autopilot to do its job offshore. Changing it to a more modern Constellation-style rudder would slightly reduce wetted surface and perhaps give a little better performance with no loss of control.

The Seawind IIs standard propulsion was a lightweight, four-cylinder Westerbeke 27-horsepower diesel. This offered plenty of power for the Seawind IIs displacement, and many boats still have the original engine. Do not expect the Seawind II to maneuver like a modern fin-keeler under power. Despite her cutaway forefoot, there is enough lateral plane to require a little planning ahead in a tight situation under power. A welded aluminum fuel tank is located in the bilge; some owners have complained that it lacks an inspection port.

The standard propeller was a fixed, three-bladed bronze prop in an aperture. Rather than being burdened by the considerable drag of such a propeller, we would install a two-bladed prop that could be lined up behind the deadwood to reduce drag under sail. Alternatively, a two- or three-bladed feathering propeller could be installed. On a boat with the substantial wetted surface of the Seawind II, reducing drag becomes critical to performance in light air.

An unusual feature of the Seawind II is its lifeline stanchions and pulpits. They stand 30 inches off the deck, rather than the more common 24 inches. Coupled with a fairly high toerail, these give a real feeling of security to anyone working the foredeck. Unfortunately, they also require that a long tack pendant be installed if you want to get the foot of the jib above the lifelines. The cutter rig has an advantage here: A high-cut yankee jib will easily clear the lifelines.

The bowsprit is a massive teak platform with an attached pulpit that is a comfortable and secure place to handle sails or groundtackle. Double bow rollers are located at the end of the sprit, but they are so far outboard that the anchor rode tends to chafe against the pulpit stanchion when the rollers are used. This prevents storing anchors securely in the roller as well. Some owners have had the bowsprit and rails redesigned for clear runs from the rollers.

The Seawind II is one of a few boats weve seen with properly sized bow cleats. There are two 12-inch foredeck cleats, with hawsepipes to the divided anchor-rode locker outside each cleat. An anchor windlass was optional and fit nicely between the cleats.

Because of the width of the cabin trunk, it is easier to get to the foredeck by walking over the cabintop than by squeezing inside the shrouds. On the cutter, the two, molded-in dorade boxes are located abreast of the mast, which means crew must straddle them awkwardly when hoisting the sails. This is less of a problem with the ketch rig as its mast is stepped farther forward.

A variety of mainsheet leads have been used on the Seawind II. The best of these consists of a traveler mounted on the bridgedeck, which reduces seating but gives much better sail control.

The standard steering on the boat was an Edson rack-and-pinion mounted directly on the head of the rudderstock. This is the only steering placement possible with the ketch rig, but other options are possible with cutter or sloop rigs; we know of some Seawind II sloops with Edson pedestal pull-pull cable steering connected to a solid bronze quadrant.

The large cockpit is somewhat crowded by the mizzen mast on the ketch, but it is reasonably comfortable and the mizzen serves as a handy foot brace. Without the mizzen, the cockpit is very spacious and offers several options for on-deck sleeping, even underway.

Large, underseat lockers on either side of the cockpit hold lots of gear, and are equipped with drop-in dividers to keep items from the depths of the very deep bilge. There is also a freshwater cockpit shower, whose spray head and hose are recessed into the side of the footwell.

The companionway is narrow, with almost parallel sides. While this may make it a little less convenient to get below, it is far more seaman-like than most companionways. Coupled with a molded-in seahood and a good bridgedeck, it provides well-designed access for people but not water.

On latter-day Seawind IIs, we were pleased to find the best finished interiors of any Allied boats wed seen. The layout is conventional, and as befits a serious cruising boat, there is tremendous storage throughout. Allied offered a number of customizable storage options, such as a bureau, extra drawers, and extra cabinets that allowed new owners to tailor the boat to their individual needs.

The forward cabin features a V-berth, a hanging locker, and a wash basin. Under the berth, there are drawers, bins, and a large, stainless-steel holding tank. A door from the forward cabin offers access to the head without entering the main saloon. The primary door between the main saloon and the forward cabin also shuts the head off from the main saloon.

The small head contains only the toilet and a shower. Its doors are extremely narrow, since their heavy framing also carries the compression load of the rig.

Because the settees in the main cabin are asymmetrical, it is not possible to accommodate more than four people at the fold-down dining table. But given the number of berths onboard, this should rarely be a problem. The space behind the settees is given over to storage, rather than attempting to cram more berths into the boat.

A number of galley stove options can be found on Seawind IIs, including surface-mounted kerosene and alcohol stoves, and gimballed LPG, kerosene, or alcohol stoves with ovens. The L-shaped galley has limited counterspace, so some owners have installed hinged, foldaway extensions.

The icebox was insulated with four inches of urethane foam, and has a tight fitting, well-gasketed top. While this was a highly efficient design, owners of older Seawind IIs have found it necessary to re-insulate the icebox or have opted to replace it with a fridge.

The large, deep sink is equipped with both pressure freshwater taps and a manual pump-an essential feature for cruisers looking to save amps.

Although there is no navigation station-not shocking on a boat of this size-there is a large dresser surface on the starboard side aft of the settee that can be used as a nav table.

Testers rated engine access as fair. The engine is tucked away under the cockpit, and it is necessary to remove both the companionway ladder and the bulkhead panel behind, in order to check the oil. This is not conducive to good engine maintenance. However, the opening is wide, and there is an oil pan under the engine, so spilled oil will not drain into the bilge sump. Neither the shower nor the icebox drain into the deep bilge either, a welcome feature.

With its wide cabin trunk, good headroom, and no attempt to sleep an army in tiny, uncomfortable berths, the Seawind II provides excellent accommodation for a couple or family with small kids, either living aboard or for extended cruising. That is what the Seawind II is all about.

Conclusions

Like its cousin, the Southern Cross 31, the Seawind II is a cruising sailors dream machine. Its construction is strong without being inordinately heavy. With twin running headsails, and sails built for speed as well as durability, the Seawind II should have good performance for a pure cruising boat.

While those who prioritize upwind performance would be well served with the cutter- or sloop- rig Seawind II, there are only a handful of them in existence, and even fewer up for sale.

However, a quick online search shows several Seawind II ketches for sale, priced from $28,000 to $60,000. The ketch rig would make a great liveaboard or extended cruising boat for couples and young families, especially those planning to sail the tradewinds or other downwind-dominant areas. Unless youre planning to race or have parties in your cockpit, the addition of a mizzen and its rigging are outweighed by superior off-wind performance, easier-to-handle sails, and more sail-combo options to optimize performance in a wide range of conditions.

Owner comments

Not counting the spinnaker common to all four rigging options, the greatest of [the ketchs] advantages is the natural division from two sails into three sails, or even five, when adding a staysail forward (as in the cutter, but with a flying forestay that is kept alongside the main mast side stays when not in use), and another of lighter material between the two masts. This enables cruisers to sail long stretches without modifying the sail arrangement when the wind varies around a given strength.- Bertrand de Frondeville, former owner of Pianissimo, Seawind II ketch, Rye, N.Y.

The solid lead keel saved our bacon a few times running aground. She is very forgiving; the only damage was some gelcoat pulling away from the lead…. We always feel safe on her at sea. She may be the last one to cross the finish line, but we like that it will be comfortable getting there! – Dave Robertson and Jessica Hahling, Kianda, Seawind II Hull #128 sloop, Kingston, Ontario

The added benefit of being able to fly a staysail from the mizzen and a spinnaker downwind makes the ketch unbeatable in my opinion. My mizzen is always the first sail up and the last sail down. … [Seawind IIs] are the best kept secret for bluewater cruising boats in the 30- to 35-foot category. The boat is a dream to sail. – Chic and Patti Fries, Estrellita, 1976 Seawind II Hull #37 ketch, Destin, Fla.

• Seaworthy and Solid Seawind II

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The Allied Seawind Sailboat

The Allied Seawind 30, a long-keeled ketch, was designed by Thomas Gilmer and built in the USA by the Allied Boat Company Inc.

Published Specification for the Allied Seawind

Underwater Profile:  Long keel with transom-hung rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  30'6" (9.3m)

Waterline Length:  24'0" (7.3m)

Beam:  9'3" (2.8m)

Draft:  4'3" (1.3m)

Rig Type:  Ketch (a cutter version was also produced with a club-footed staysail)

Displacement:  12,000lb (5,443kg)

Designer:  Thomas Gilmer

Builder:  Allied Boat Company Inc (US)

Year First Built:  1962

Year Last Built:  1982

Number Built:  161

Owners Association:  www. alliedseawind ii.org

Published Design Ratios for the Allied Seawind

1. Sail Area/Displacement Ratio:  15.4

• Less than 16 would be considered under-powered;
• 16 to 20 would indicate reasonably good performance;
• Over 20 suggests relatively high performance.

2. Ballast/Displacement Ratio:  34.0

• Under 40: less stiff, less powerful
• Over 40: stiffer, more powerful

3. Displacement/Length Ratio:  388

• Under 100: Ultralight
• 100 to 200: Light
• 200 to 275: Moderate
• 275 to 350: Heavy
• Over 350: Ultraheavy

4. Comfort Ratio:  36.9

• Under 20 indicates a lightweight racing boat
• 20 to 30 indicates a coastal cruiser
• 30 to 40 indicates a moderate offshore cruising boat
• 40 to 50 indicates a heavy offshore boat
• Over 50 indicates an extremely heavy offshore boat

5. Capsize Screening Formula:   1.6

• Under 2.0 (the lower the better): Better suited for ocean passages
• Over 2.0: Less suited for ocean passages

read more about these all-revealing numbers...

Summary Analysis of the Design Ratios for the  Allied Seawind

1. A Sail Area/Displacement Ratio of just 15.4 suggests that the Allied Seawind will need a stiff breeze to get her going. In light conditions, unless you've got plenty of time on your hands, motor-sailing may be the way to go.

2. A Ballast/Displacement Ratio of 34.0 means that a long-keel sailboat like the Allied Seawind is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 388, tells us the Allied Seawind is firmly in the ultra-heavy displacement category. Load her up as much as you like and her performance will be hardly affected, not that it was ever startling. Few if any sailboats are built to this displacement category these days - but they remain popular with some long-distance sailors.

4. Ted Brewer's Comfort Ratio of 36.9 suggests that crew comfort of a Allied Seawind in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.

5. The Capsize Screening Formula (CSF) of 1.6 tells us that a Allied Seawind would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Cruisers Questions

What is the small triangular sail set on the mizzen mast of an anchored ketch called, and what is its purpose?

It's called a 'riding' or 'steadying' sail and its purpose is to help keep the boat head to wind and reduce any tendency to swing at anchor.

What is the difference between a ketch and a yawl?

A ketch and a yawl are both types of sailboats with two masts, but they differ in the position and size of the mizzen mast (the shorter mast behind the main mast). On a ketch, the mizzen mast is in front of the rudder post (where the rudder attaches to the boat) and is usually taller than on a yawl. On a yawl, the mizzen mast is behind the rudder post and is usually smaller than on a ketch. The mizzen sail on a yawl is mainly used for balance and stability, while the mizzen sail on a ketch can provide more power and versatility.

What are the benefits and advantages of a transom hung rudder over other types of rudder?

A transom hung rudder is a type of rudder that is attached to the stern of the boat, usually on a vertical or reverse transom. Some of the benefits and advantages of a transom hung rudder over other types of rudder are:

• It is easy to make a deep balanced rudder that reduces steering effort and drag.
• The fittings are easily mounted to a beefed up transom and the forces go straight into the hull and deck, no skeg to bend or damage.
• The boat will turn faster with the stern sliding sideways and the rudder being in the most effective place in terms of turning moment.
• The rudder is easy to clean and inspect, and can be removed with the boat afloat if needed.
• The rudder is easy to make strong enough using timber and glass or foam and glass or carbon or kevlar.

Some of the disadvantages of a transom hung rudder are:

• It adds extra length to the boat that may be charged for in marinas or affect stability.
• The trailing edge gets rubbed by ropes when rafted or damaged by obstacles.
• The gudgeons may be prone to clonking noise on mooring or anchorage with any swell.
• It gets in the way of boarding ladder, dinghy, etc.
• The surface piercing foil may be prone to cavitation at extreme speeds.

Other sailboats in the Allied range include:

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Seawind allied

The seawind allied is a 30.5ft masthead ketch designed by thomas gillmer and built in fiberglass by allied boat company inc. (usa) between 1962 and 1982., 161 units have been built..

The Seawind allied is a heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally very small. There is a very short water supply range.

Seawind allied for sale elsewhere on the web:

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Welcome to the Allied Seawind Owner's Association. This is the site for information about both the Seawind I and Seawind II boats. In the past it was aimed at the latter 32' model, so information on the 30 footers is a little scarce. But you'll find technical information about the boats, owner info, Seawind seafaring stories, and more.

Info about boats for sale is on the owner's page.

Follow the links for more information:

We do have an active mailing list; to subscribe send a blank email to [email protected] and respond to the confirmation emails.

Seawind Information

Seawind II original brochure

Seawind II Owner's Manual - The book that came with each boat. And here's another scan of the manual.

Manufacturer's description of the boat

Technical data like I, J, etc.

Line Drawings - Drawings of the Seawind II

The Molds - What happened to the molds after the company went bust (for the fifth and last time)?

Solution - The best owner description we have of a Seawind II

Voyages in Seawinds

So You Want To Sail Around The World - Alan Eddy's circumnavigation in a Seawind I, the first such ever in a fiberglass boat.

Bebinka's circumnavigation in 1971 in a Seawind I.

Do check out the owner's page . A lot of us have web sites and blogs about our voyages, which are listed there.

Articles About Seawinds

In the age of sail a gam was when two vessels encountered each other at sea. They'd stop and yarn for a while. We've had a few Seawind gams.

Spring 2002 gam in Rye NY Spring 2005 gam in St. Michael's Fall 2007 gam in Annapolis Fall 2007 gam in Long Island April 2008 gam in Tampa May 2009 first West Coast gam Spring 2016 May, 2016 gam in St. Michael's MD

Original Newsletters

In the olden days the Seawind Association actually produced printed and mailed newsletters. Those days are long gone, but here are those early newsletters.

One of our owners contemplated the age-old question - What is a Sailor?

Site started 1998 by Howard Hering

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Allied Seawind 30

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cockerline123

Yeah still interested in the Seawinds but.... I think I have seen every one on the east coast at this point. I am trying to spend 20k or less which pretty much thins it down to just a few, most of which are in really bad shape. There just aren't that many out there. Found one which I tried to buy and the seller decided to keep it last minute. Back to square one! These really are a solid boat though. I have learned a lot about them. Let me know if you come across any good ones! In the mean time I will probably buy a pearson vanguard and dream of a ketch rig with that great little bowsprit.  

Hi, yes it's true, $20K kind of limits your choice, but look you´´re a sailnet guy, so maybe I can offer you something attractive. I am going to offer mine at 29,000. She needs a new shaft seal, but if you want to take care of that I can let her go for near the price you are thinking of paying. She is a good clean boat. I can send you a full description and fotos if you e mail me. She is in Key Largo. cheers, Ian  

Sure send me some pictures. My email is daniel.cockerline - at - gmail.com  

The amount of obvious confusion in this thread regarding Seawinds is surprising. Number #1....If you can find a Seawind for $10,000 that is not an absolute basket-case...snap it up!!! Seawinds are worth far more than that. I really had to laugh at the one commenter that suggested you'll never get your money and intimated that it would be an upside-down investment. NEVER, EVER buy a boat as a financial investment. That is ludicrous. You don't buy and equip a boat for offshore use with an eye to what you'd get for it if you ever sell it any more than you'd raise a child with an eye to what his/her net material worth would be in 30 years. I find that type of thinking myopic and almost offensive. When the surveyor (a very knowledgable, experienced blue-water boat specialist) looked over my 1963 Seawind ketch, he gave it a replacement value of $145,000. Granted that is not "market-value", but instead, the amount it would cost to build a boat of similar quality and workmanship today...he also stated that was a very conservative amount, noting the sales prices of inferior vessels such as Catalinas and Hunters. Seawinds are extremely robustly made....I've tested out that robustness many times now. To compare it with what 30 foot clorox-bottles are going for is merely specious and shows a lack of consideration as to the build quality of the hull, deck and house. Many boats built in the sixties were built with end-grain balsa deck core. As stuff like Air-X and keflex(sp), and other high-end closed-cell foam core didn't exist at that time, end-grain balsa was the best you could get back then. But anytime you have balsa-core, you have to properly re-bed all deck fittings religiously....do that, and balsa will last a LONG time. Don't do that and the balsa will soak. Note that there is a difference in interior layout between a small 30 foot or less offshore boat and a 30 foot coastal cruiser...as looking at any Catalina 30 would show you - they are HUGE down below. But huge down below is NOT a good thing in 20 foot seas. For reasons I cannot fathom, Allied Seawinds have always had ridiculously LOW used market prices. Far too low for their quality and type of UN-modified full-keel offshore hull with beautiful sailing characteristics. I think they remain low beacuse people now expect sailboats to be more like Catalina, Hunter, Benetau floating Winnebagos, albeit fairly fast, with big wide interiors and swivel seats down below. Sad. Thomas Gillmer designed the Seawind as an offshore boat that would and could take you anywhere in the world. That is the Seawind's primary directive. Too compare them to a clorox-boat just because they share the same set of build-years is like I said...specious and shortsighted. One thing....Seawinds were essentially a product of the sixties and seventies...and as such they have one drawback: Formica!!!!!! Get rid of that horrible Formica counter-top and table-top and you'll be good to go! I replaced the Formica countertops on mine with cobalt blue tile and replaced the table formica with an antique world chart under about 20 coats of clear epoxy...and put in maple and ash veneer in the fore-cabin and chain-locker access hatch, and put copper sheeting for the galley surrounds. Interior looks really nice now...like the cabin on an old pilot schooner. The point is Seawinds are worth FAR more than their market-value, as long as they are well maintained with forethought. I would put them in the same build-quality and ruggedness category as Cape George, or Ingrid or Bristol Channel Cutter (without the custom cabin-roof, though)...and so as far as current selling prices, they present an awfully good deal for one wanting a small ketch to comfortably cross oceans, and one that also sails the bay like a dream.  

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Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

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Shooter Files by f.d. walker

Street Photography Tips, Interaction, Travel, Guides

Apr 24 2017

City Street Guides by f.d. walker: A Street Photography Guide to Moscow, Russia

*A series of guides on shooting Street Photography in cities around the world. Find the best spots to shoot, things to capture, street walks, street tips, safety concerns, and more for cities around the world. I have personally researched, explored and shot Street Photography in every city that I create a guide for. So you can be ready to capture the streets as soon as you step outside with your camera!

At over 12 million people, Moscow is the largest city in Russia and second largest in Europe by population ( Istanbul is #1). An urban, cosmopolitan metropolis with more than enough glitz and glam to cater to the elite, but without losing its fair share of Soviet era roughness around the edges. It can be fast paced, brash, busy, and trendy like other big cities, but it has its blend of West meets Russia atmosphere and beauty that provides plenty of unique interest. The Red Square is as famous as it gets, but there’s so much more to this city, including the most beautiful subway system you’ve ever seen. It would take years to capture all of Moscow, but that means you have an endless amount of areas to discover.

So here’s a Street Photography guide so you can be ready to capture all that Moscow has to offer before you even arrive!

• Patriarch’s Pond
• Old Arbat Street
• Maroseyka Street
• Tverskoy Boulevard

Top 5 Street Spots:

1. red square.

The Red Square is the most famous square in not just Russia, but all of Eastern Europe. The name actually doesn’t come from the color of the bricks or communism, but from the name in Russian, Krásnaya, once meaning “beautiful” before its meaning changed to “red.” This large plaza is what you see on the cover of guide books and magazines for Moscow, with St. Basil’s Cathedral being the center piece next to Lenin’s Mausoleum surrounded by the Kremlin Wall. Of course, the Red Square attracts hordes of tourist due to the main attractions, but all that activity around an interesting atmosphere does provide street photo opportunities. It’s also the central square connecting to the city’s major streets, providing a good starting point to explore outward.

You’ll also find the popular pedestrian only Nikolskaya Street connecting the Red Square to Lubyanka Square. This line of expensive shops includes plenty of activity, while also leading you to another popular square. Filled with history rivaling any city, the Red Square and surrounding areas are the heart and soul of Russia.

2. Patriarch’s Ponds

Patriarch’s Ponds is one of the most exclusive neighborhoods in Moscow. Despite the name being plural, there’s only one large pond, but it’s worth a visit with your camera. It’s a popular spot for locals and expats to come relax or take a stroll around the pond. You get an interesting mix of young and old too, from young love to “babushkas” feeding pigeons. It’s a very peaceful park atmosphere in one of the nicer areas within the city center, while bringing enough activity for street photography. 

The pond is shallow and in the winter becomes a popular spot for ice-skating too. The area is also well-known for the location in the famous Russian novel, The Master and Margarita. 

3. Old Arbat (Stary Arbat)

Old Arbat is the most famous pedestrian street in Moscow, and dating back to the 15th century, also one of its oldest. Originally, it was an area of trade, but soon became the most prestigious residential area in Moscow. During the 18th century, Arbat started attracting the city’s scholars and artists, including Alexander Pushkin. Cafes lined the streets and impressive homes filled the neighborhood. Since then, New Arbat street was created as a highway in the area, while Old Arbat was paved for a 1km pedestrian only walkway.

Due to the historic buildings, famous artists that lived here, and the bohemian atmosphere, Old Arbat has become a big attraction for tourists today. Now, there’s a mix of cafes, restaurants, souvenir shops, street performers, street merchants and other attractions for visitors, and some locals, to come enjoy. It can get really busy here and there’s usually something interesting going on so it’s a good street to come walk with your camera for guaranteed life.

4. Gorky Park

One of the most famous places in Moscow is Gorky Park. The official name is Maxim Gorky’s Central Park of Culture & Leisure, which gives you an idea of what goes on here. When built, it was the first of its kind in the Soviet Union. Divided into two parts, it stretches along Moscow River. One end contains fair rides, foods stands, tennis courts, a sports club, a lake for boat rides, and more. This end brings more active life due to its number of attractions, while the other end is more relaxed, where you’ll find gardens, trees, older buildings, and an outdoor amphitheater.

Gorky Park attracts mostly locals so it’s a good spot to capture the non-tourist side of Moscow life. Muscovites come here to escape the city and unwind in a picturesque setting. The park remains alive outside of the warmer months too, especially when the lake turns into the city’s largest outdoor skating rink. I’d recommend taking the metro out here to spend at least half a day exploring the massive park’s life with your camera.

5. Maroseyka Street

Maroseyka Street is a popular area not too far from the Red Square. The long, winding street turns into Pokrovka and is lined with restaurants, cafes, bars and places to stay. It’s actually where I like to stay when I’m in Moscow due to its location and solid street photography opportunities itself. You have Kitay-gorod station near and if you keep walking southwest, you’ll get to the Red Square. But if you walk northwest, as it changes to Pokrovka, you can find a long street of activity for photography with its own interesting atmosphere.

6. Tverskoy Boulevard

Tverskoy Boulevard is the oldest and longest boulevard in Moscow, beginning at the end of Nikitsky Boulevard, and finishing at Pushkin Square, a spot to come for activity itself. The boulevard is made up of two avenues, with pedestrian walkways in-between. You’ll find grass, shrubbery, trees, benches and more walking it’s almost kilometer length. Many people come here to enjoy some relaxation, walk their dog, or just to use it to walk wherever they’re going. Its center location also provides a nice place to walk with your camera near plenty of other spots you’ll want to check out anyway.

Sample Street Walk:

For a full day of Street Photography, covering some of the best spots, you can follow this sample street walk for Moscow:

• Start your morning walking around the Red Square (1), while exploring the surrounding area, including Nikolskaya Street
• Then walk northwest to Patriarch’s Ponds (2) and slowly walk the pond and surrounding area with your camera
• Next, walk east to the Pushkin Monument and stroll down Tverskoy Boulevard (6)
• Once Tverskoy Boulevard (6) ends, it will turn into Nikitsky Boulevard. Follow this down until you get to the start of Old Arbat Street (3), across from Arbatskaya station
• After you’re done walking down Old Arbat Street (3) for more street photography, spend some time checking out Moscow’s beautiful metro stations
• To finish off the day with more street photography, get off the metro near Red Square (1) again, Maroseyka Street (5) or wherever you’re staying for the night.

3 Things I’ll Remember about Shooting in Moscow:

1. museum metro.

The Moscow metro system was the first underground railway system in the Soviet Union and today includes 203 stations across 340km of routes. The elaborate system has some of the deepest stations in the world too, with escalators that seem to go on forever. None of this is what makes it so special, though. Many of its stations feel like stepping inside a museum, making it without a doubt the most interesting and beautiful metro system I’ve been in.

When built, Stalin wanted to make the metro stations “palaces for the people” with marble, chandeliers, and grand architecture. The best part is the variety of architecture and styles used, making many of the stations a completely different experience visually. You could easily spend a whole day traveling the stations and there are even tours available for people who wish to do just that. My advice, though, would be just to buy a ticket and hop on and off at different stations, while exploring different lines. The museum-like surrounding mixed with the crowds of characters can make for a great photography experience.

Since there are so many stations, here are some of my favorites to check out:

• Novoslobodskaya
• Mayakovskaya
• Elektrozavodskaya
• Komsomolskaya
• Ploschad Revolyutsii
• Dostoyevskaya
• Prospekt Mira

2. Moscow is Big

It’s no secret that Moscow is a big city, but it can feel even bigger with how spread out much of it is. This is especially true if you compare it to cities outside of Asia. If I compared it to cities in Europe, I’d probably say only Istanbul would warrant more time to really discover the depths of this city. Most only explore around the Red Square and surrounding area, but that is such a small part of the city. Although, that central area does give you plenty to see on its own.

Fortunately, I had a good friend living in the city to show me around, but it opened up my eyes even more to how much there is to discover in Moscow. It’s a big city with a variety of atmosphere that can take you from “east” to “west” and trendy to rugged depending on where you go. I’d imagine you’d have to live here a while to really know the city.

3. Cosmopolitan Mix of East meets West

Modern skyscrapers mixed with amazing architecture, a world-class metro system with museum-like beauty, trendy fashion and chic clubs, Moscow is a rich mix of Russian culture and history in a more western cosmopolitan package. There is a push to keep the Russian culture, while also pushing forward with a modern metropolis the whole world will envy. This comes with an impressive skyline, that continues to grow, and endless modernities, but with soviet nostalgia and atmosphere mixed in for good measure.

Mixed in with this grand western cosmopolitan atmosphere, is a strong national pride in Russia. This includes their famous leader, Vladimir Putin. Maybe no other place will you see a country’s leader more often. All over, from the pricey tourist shops to the underground walkway stalls, you’ll find goods with Putin’s likeness covering them. From t-shirts to magnets to Matryoshka dolls. There’s a strong national pride that can be seen around the city, which also extends to their leader. Moscow is many things. It’s East meets West, modernizations meets Soviet era, and a whole lot more.

What To Do For a Street Photography Break?:

Eat at a stolovaya.

Stolovayas are Russian cafeterias that became popular in the Soviet days. You grab a tray and walk down the line of freshly prepared local dishes, and select whatever you want from the chefs. They’re usually inexpensive and a much better value than restaurants, while giving you the opportunity to try from a wide selection of everyday Russian food. They’re also very tasty. I always include some borsch on my tray and go from there. The places themselves are all over Moscow and usually come with Soviet-era aesthetics to complete the experience.

Street Safety Score: 7

*As always, no place is completely safe! So when I talk about safety, I’m speaking in general comparison to other places. Always take precaution, be smart, observe your surroundings and trust your instincts anywhere you go!

Being the 2nd largest city in Europe with over 12 million people, you’re going to have your dangerous areas, but for the most part, it feels safe walking around. Russia is statistically higher in crime compared to most of Europe, but this generally doesn’t apply to tourists and visitors. Around the Red Square and surrounding city center, you should feel completely safe walking around. Pick pocketing can happen, but no more than other touristic places. I always explore Moscow freely without coming across too much to worry about. It’s a spread out city, though, so of course it matters where you are. Just use basic street smarts, know where you are and Moscow shouldn’t give you a problem. 

People’s Reaction Score: 7

Moscow is fast paced, big city life, which usually means people aren’t too concerned with you, or your camera. I don’t find people notice or pay much attention to me when I’m out taking photos in Moscow. For the most part, people just go about their day. You shouldn’t get too many looks or concern. But it can depend on the area you are in. The more you stick out, the more you might get noticed with suspicions. I’ve never had any problems in Moscow, or Russia, but just be careful who you’re taking a photo of if you get out of the city center. Other than that, it’s about average for reactions. 

Street Tips:

Learn the alphabet .

Much of Moscow, including the metro system, doesn’t use english. The Russian alphabet uses letters from the Cyrillic script, which if you aren’t familiar with it and don’t know the sounds, can be hard to decipher the words. This is most important for street names and metro stops when trying to get around. It can save confusion and make it easier getting around if you learn the basic alphabet. At the very least then, you can sound out the words to see which are similar in the english conversion, which can help matching them to maps. When out shooting street photography, getting around is as important as anything. So save yourself some time and frustration by learning the Russian Alphabet.

Use the metro

While Saint-Petersburg feels very walkable for a city its size, Moscow can feel very spread out, even for its bigger size. Outside of the Red Square area, you can have plenty of walking before getting anywhere very interesting, so you’ll need to take the metro a lot if you really want to explore the city. Maps are deceiving here too, it will always be further than it looks.

Another reason it’s less walkable than Saint-Petersburg is its completely different set-up. Moscow’s streets are mostly contstructed in rings with narrow, winding streets in-between. This is common with medieval city cities that used to be confined by walls, but you usually don’t have it in a city this massive. Saint-Petersburg has a more grid-like pattern that also uses the canals to help you know your way around. When it comes to navigating on foot in Moscow, it can be more difficult, so bring a map and take the metro when needed. It’s why Moscow’s metro carries more passengers per day than the London and Paris subways combined.

Explore other areas if you have time

Moscow is really big. While most people stay around the Red Square within the Boulevard Ring, there’s so much more to the city. I covered some other spots outside of this circle, but if you really want to see the city, you’ll need time. If you do have time, some other areas I’d check out first are Zamoskvarechye, along some of the south and western Moscow.

Inspiration:

For some more inspiration, you can look through the Street Photography of Moscow photographer Artem Zhitenev  and check out 33 of my photos taken in Moscow .

Conclusion:

Moscow’s name brings a certain mystique, but once you’re there it might bring a different atmosphere than you expect. It’s big and sprawling, but beautiful in many ways. It can feel like a European capital on a grand scale, but you can definitely find its Russian side in there.

The urban sprawl of Moscow can be intimidating, but give it enough time and you’ll be rewarded with plenty to discover. All with the world’s best metro system to take you around.

I hope this guide can help you start to experience some of what Moscow contains. So grab your camera and capture all that Moscow has to offer for Street Photography!

If you still have any questions about shooting in Moscow, feel free to comment below or email me!

(I want to make these guides as valuable as possible for all of you so add any ideas on improvements, including addition requests, in the comment section!)

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VESSEL REVIEW | Sinichka – Electric commuter boats designed for Russia’s Moskva River

A series of three new electric monohull commuter ferries have already begun operational sailings on the Moskva River in the Russian capital Moscow.

Built by Russian shipyard Emperium, sister vessels Sinichka , Filka , and Presnya – all named after rivers in Moscow – are being operated by the Moscow Department of Transport and Road Infrastructure Development (Moscow Deptrans). They are the first units of a planned fleet of 20 vessels that will serve the capital city and other nearby communities. The new ferry system will be the water transport system to be operated on the Moskva River in 16 years.

Each vessel has a welded aluminium hull, an LOA of 21 metres, a beam of 6.2 metres, a draught of only 1.4 metres, a displacement of 40 tonnes, and capacity for 80 passengers plus two crewmembers. Seating is available for 42 passengers on each ferry, and the main cabins are also fitted with USB charging ports, wifi connectivity, tables, toilets, and space for bicycles and scooters. The cabin layout can be rearranged to allow the operator to adjust the distances between the seats and to install armrests of varying widths.

An open upper deck is also accessible to passengers and is the only area on each ferry where smoking is allowed.

The ferries are all of modular construction with each ferry’s wheelhouse, main cabin, and other structural elements being built as complete, separate components. This enables the ferries to be easily dismantled for transport to anywhere in Russia by rail and then quickly re-assembled within seven days.

The ferries are also ice-capable. Recently completed operational trials on the Moskva showed that the vessels can also easily navigate under mild winter conditions with broken surface ice, though year-round operations are planned for the entire fleet.

The ferries are each fitted with 500kWh lithium iron phosphate battery packs that supply power to two 134kW motors. This configuration can deliver a maximum speed of 11.8 knots, a cruising speed of just under 10 knots, and a range of 150 kilometres.

Emperium said the transfer of rotation of electric motors to the propeller is carried out by direct drive. As a propulsion installation, a pulling rotary propeller-steering column with double screws is used. The installation of double pulling screws, with similar power, allows an operator to increase the efficiency of the propulsion system to deliver a slightly higher speed or to reduce energy consumption. This arrangement also provides the ferries with enhanced manoeuvrability necessary for navigating in close quarters.

The batteries themselves have projected service lives of 10 to 12 years and are fitted with safety features such as built-in fire extinguishers and gas vents. Quick-disconnect features allow the batteries to be easily removed for replacement or maintenance.

Some of our readers have expressed disquiet at our publication of reviews and articles describing new vessels from Russia. We at Baird Maritime can understand and sympathise with those views. However, despite the behaviour of the country’s leaders, we believe that the maritime world needs to learn of the latest developments in vessel design and construction there.

Click here to read other news stories, features, opinion articles, and vessel reviews as part of this month’s Passenger Vessel Week.

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Tags: Emperium Filka Moscow Moscow Department of Transport and Road Infrastructure Development Moskva River Presnya Russia Sinichka WBW newbuild

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1963 Allied Seawind

• Description

Seller's Description

1963 allied seawind ketch 30 in good condition with all equipment operable. V berth, head with holding tank, main salon with table and folding leaf, galley with hand pump and 2 burner propane stove. Single tank propane locker at base of mizzen mast. Volvo Penta 28 hp with yearly oil / filter changes. 1 gps in salon, 1 mounted on mizzen mast w/depth. Main and mizzen sails in good shape, roller furling Genoa in good to fair. Older set of spare sails. Custom mahogany interior—-Ill have to get more photos of interior Survey from 2016 available. video. https://youtu.be/Bxl6JpXPZ6k

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Originally designed for Kaiser Gale Force Yachts which sold the molds to Allied Boat Co. After changing the cabin top and port arrangement, the first boat appeared in 1962. Early builders under contract were Lunn Laminates of Port Washington, NY and F.L. Tripp & Sons, Westport, MA. (Allied eventually had it’s own large plant in the Catskills, NY.) The SEAWIND was the first, as well as one of the last, boats built by Allied Boat Company. In 1978 it was brought back into production and actually built simultaneously with the newer SEAWIND II. Also offered with a sloop rig. (with mast stepped farther aft.) I: 35.58’/10.84m J: 13.16’/4.01m P: 31.83’/9.70m E: 14.25’/4.34m

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