elizabethan 30 sailboatdata

Elizabethan 30

The elizabethan 30 is a 29.5ft masthead sloop designed by david thomas and built in fiberglass by peter webster ltd. since 1968..

The Elizabethan 30 is a moderate weight sailboat which is a good performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser.

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Review of Elizabethan 30

Basic specs..

The Elizabethan 30 is equipped with a long keel. A long keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space.

The boat can enter most marinas as the draft is just about 1.52 - 1.62 meter (4.99 - 5.29 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Bukh diesel engine at 10.0 hp (7 kW), which gives a max speed about 4.3 knots.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Elizabethan 30 is 1.91, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.6 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Elizabethan 30 is about 138 kg/cm, alternatively 774 lbs/inch. Meaning: if you load 138 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 774 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 19.17

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 16m 2 (172 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Elizabethan 30 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

• Yachting Monthly
• Digital edition

Elizabethan 30

• August 5, 2009

Designer David Thomas’s fi rst commercial success was the most popular ‘Liz’ for good reason, and still sought-after today. She made her début in 1969 and production ended in the mid-1970s. She is a masthead cruiser-racer with a moderate fi n keel and skeg hung rudder. She has a high ballast ratio and feels very stiff. She has well balanced handling and good performance, particularly when the wind picks up. The accommodation offers six berths in two cabins with a reasonable heads compartment amidships and adequate cooking facilities. Headroom is unusually good, at over 6ft (1.8m). Build quality is good and Elizabethan 30s tend to hold their value. In the early days, a few Elizabethan 9-metres were built. These were tuned-up racing versions of the 30, with a deeper keel, rod rigging, a trim tab and a slightly taller rig.

LOA 9m (29ft 6in) LWL 7.3m (24ft) Beam 2.8m (9ft 3in) Draught 1.5m (5ft) Displacement 3,305kg (7,840lb)

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• Elizabethan 33

The Elizabethan 33 Sailboat Specs & Key Performance Indicators

The Elizabethan 33, a long-keeled heavy displacement sloop, was designed by David Thomas and built in the UK by Peter Webster Ltd.

Published Specification for the Elizabethan 33

Underwater Profile:  Long keel

Hull Material:  GRP (Fibreglass)

Length Overall:  33'0"  ( 10.1m)

Waterline Length:  25'0"  ( 7.6m)

Beam:  9'4"  ( 2.8m)

Draft:  4'7"  ( 1.4m)

Rig Type:  Masthead sloop *

Displacement:  12,320lb (5,588kg)

Designer:  David Thomas

Builder:  Peter Webster Ltd (UK)

Year First Built:  1973

* Also available as a ketch

Published Design Ratios for the Elizabethan 33

1. Sail Area/Displacement Ratio:  Not published

2. Ballast/Displacement Ratio:  42.4

3. Displacement/Length Ratio:  352

4. Comfort Ratio:  35.5

5. Capsize Screening Formula:   1.6

Read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the  Elizabethan 33

1. In the absence of any Sail Area/Displacement Ratio we are unable to make an assessment of this element of the Elizabethan 33's performance .

2. A Ballast/Displacement Ratio of 42.4 means that the Elizabethan 33 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 352, tells us the Elizabethan 33 creeps into 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 35.5 suggests that crew comfort of an Elizabethan 33 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 indicates that an Elizabethan 33 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

More about the Elizabethan 33 Sailboat...

The Elizabethan 33 has a traditional look with a low freeboard, a long overhang at the bow, and a canoe stern. The cockpit is spacious and well-protected by high coamings. The deck layout is simple and functional, with wide side decks, sturdy stanchions, and ample handrails.

The Elizabethan 33 is a seaworthy and stable boat that can handle rough weather and long passages. It has a good reputation for being well-built, strong, and reliable. Like most long keel boats it's not very fast or agile, but it can sail well upwind. It is also comfortable and spacious for its size, offering enough room for up to six people.

Accommodation The Elizabethan 33 has a traditional layout with two separate cabins: a forecabin with a V-berth and storage lockers, and an aft cabin with a quarter berth on the starboard side and a navigation station on the port side. The saloon has two settees that can be converted into berths, one of which can be raised to form a double berth. The saloon also has a folding table that drops to berth level, a smooth moulded GRP headlining, and teak and holly floorboards.

The galley is located on the port side of the companionway and has a two-burner stove with oven, a sink with manual water pump, and plenty of storage space. The head is opposite the galley on the starboard side and has a marine toilet, a washbasin, and a hanging locker. The boat has plenty of natural light and ventilation from several portholes, hatches, and dorade vents.

The accommodation is cozy and practical, with good headroom (6 feet) throughout the boat. The berths are all 6 feet 3 inches long, except for the quarter berth which is shorter (5 feet 3 inches) and more suitable for children. The boat has ample storage space for cruising gear and provisions, as well as some nice touches such as brass lamps, curtains, cushions, and woodwork.

Hull and Deck The hull of the Elizabethan 33 is made of solid GRP using woven rovings, which makes it very strong and durable. The hull is also well-insulated from heat and noise by foam or cork sheets between the inner moulding and the outer skin. The hull shape is round-bilged with a fine entry at the bow and a full run aft. The hull has no chines or hard spots that could cause slamming or pounding in rough seas.

The deck of the Elizabethan 33 is also made of GRP with balsa or plywood cores in horizontal areas, replaced by solid GRP in stress areas for fitting hardware. The deck has an anti-slip surface that provides good grip and traction. The deck fittings are mostly stainless steel or bronze, such as cleats, winches, fairleads, chainplates, etc. The deck hardware is well-placed and easy to access.

The cockpit is spacious and well-protected by high coamings. It has a tiller steering, a compass, and a sprayhood. The cockpit also has a locker for storage and access to the engine. The cockpit is comfortable and functional for sailing and relaxing.

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

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Moscow's High Rise Bohemia: The International Business District With No Business

• Written by Dario Goodwin
• Published on March 17, 2015

The Moscow International Business Center (Also known as Moskva-City ) was meant to be Russia ’s ticket into the Western world. First conceived in 1992, the district at the edge of Moscow’s city center is intended to contain up to 300,000 inhabitants, employees and visitors at any given moment and, when completed, will house over 4 million square meters of prime retail, hotel and office space to create what the Russian government desired most from this project: an enormous financial district that could dwarf London’s Canary Wharf and challenge Manhattan . Twenty three years later though, Moscow-based real estate company Blackwood estimates that as much as 45% of this new space is entirely vacant and rents have plummeted far below the average for the rest of Moscow. The only press Moskva-City is attracting is for tenants like the High Level Hostel , a hostel catering to backpackers and other asset-poor tourists on the 43rd floor of the Imperia Tower , with prices starting at $25.50 for a bed in a six-person room. This is not the glittering world of western high finance that was envisioned back in the post-Soviet 90s; but what has it become instead?

As one might expect from a project of this sheer ambition, Moskva-City has a troubled past. The economic crash in 2008 hit Russia hard enough to evict the previous Mayor of Moscow , Yuri Luzhkov, who had been a cheerleader for the district, and replace him with the considerably more austere Sergei Sobyanin, who famously declared that the whole idea was an “urban planning mistake.” But as recently as 2013, the Wall Street Journal was triumphantly claiming that Moskva-City had risen from the dead, citing 80% occupancy rates and glowing quotes from industry insiders claiming that Moskva-City was the "place to be." Driven by record highs in oil prices, Moscow looked poised to become the next Dubai .

Instead, Moscow is now in the grip of an economic winter prompted by western sanctions and drops in the price of oil. The large financial groupings that Moskva-City was meant to shelter have been warned off by their inability to issue credit to international markets, for example - but Moskva-City isn’t just an Empire State Building left empty by the Great Depression.

A fundamental problem that is holding Moskva back compared to the rest of Moscow is the simple fact that currently, getting to Moskva-City is nigh-on impossible at peak hours. Moscow has long been plagued with transport problems, ever since the government failed to match the dramatic expansion of the city with a dramatic expansion of the transport system after the Second World War. Despite being only 2.5 miles from the Kremlin , Moskva-City is only just inside the ring road that bounds the city center and which acts as the only real transport link to it (and as a result, is clogged by construction vehicles.) A railway and metro hub has been finished, but so far only runs a one-stop shuttle service to the closest Metro station that is actually integrated with the rest of Moscow Metro. The isolation of the outer districts is a large, negative part of the Moscow psyche, and it’s not surprising that this is driving away the globetrotting financial elite this project was meant to attract.

The project is managed by architectural practice No.6, which is a constituent part of the large Moscow based practice Mosproject-2 , which is itself a public corporation headed up by Mikhail Vasilyevich Posokhin, who is apparently the “People’s Architect of Russia.” Despite all this state involvement, the project has still managed to become bogged down in bureaucratic infighting - each lot is managed and developed individually, which has led to developers competing for occupants by slashing rates.

Much has been written about the way modern financial districts and towers that inhabit them can be unwelcoming, forbidding or even hostile by design, but the skyscrapers of Moskva-City seem even less friendly than usual. The site - a former stone quarry, chosen out of necessity as the only place in the city center where a new district could be plausibly constructed - is isolated both physically and visually, leaving the cluster a stark anomaly on the city skyline. Even the names seem more imposing than optimistic now: Imperia, City of Capitals , Steel Peak.

The Mercury City Tower , so far the tallest completed building on the site, is officially “a strong reference to Russian constructivism, [which] gives the tower a strong vertical thrust similar to the one found in New York's Chrysler building .” It would be easy to criticize the Mercury City Tower for picking ‘inspirations’ that are so totally opposed to each other - The Chrysler building the defining emblem of American pre-crash confidence and Constructivism created with the express purpose (especially architecturally) of extending the Bolshevik revolution into a social revolution - but the way they smash those two inspirations together is almost beautifully ironic.

Even though the High Level Hostel is less an asset to a financial district than it is a PR problem, it’s been a huge success since opening in September, already ranked 27th out of 766 hostels in Moscow by TripAdvisor. According to the management agency for Moskva-City , 58% of the new occupant signings this year have been non-financial, including a number of small to medium size businesses. Other areas of office space have been occupied by a restaurant and a culinary school, while another space has been redeveloped into a 6,000 seat theater.

While Moskva-City is failing to be a financial district that could take on the world, it’s inadvertently becoming a humanized space catering to the very groups that the Russian economic miracle left behind. Taking advantage of rents lower than the rest of Moscow , the world class facilities and the sheer desperation of the developers, the humanization of Moskva-City could well create the world’s first high-rise bohemia.

Of course, these are not spaces designed for a community, or even for people: these are spaces designed for money, and there’s little scope for changing something that seems so baked into the design of Moskva-City . The High Level Hostel is trading off of the irony of being a hostel in a banking tower, but it’s perfectly possible that at some point people will no longer find this joke funny (especially in a building that seems hostile to the very idea of humor). The isolation of Moskva, even though it allowed this community to spring up in the first place, is just as detrimental to a humanized district as it is to a financial one: even bohemians need to move around the city, or the district risks becoming a black-spot instead of a hot-spot.

Moskva-City’s isolation won’t last forever. The end of construction will open the roads up to traffic, and plans to properly integrate the spur lines of the Metro in this area into the wider system are well under way. The integration of the district will inevitably push up rents, and the Russian economy will eventually boom once again. When that happens, Moskva-City is prime territory to be reconquered by the giants of international finance, and it seems unlikely that the municipal or national governments would want to step in to protect this accidental district. For now, though, the towers capture perfectly this moment of Russia ’s schizophrenic understanding of its place in the world.

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