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Alerion Express 38

• By Mark Pillsbury
• Updated: January 17, 2007

When the Alerion Express 28 made its debut, it created the genre of the modern, elegant daysailer, designed to be easily rigged, simple to sail, and a breeze to put away at day’s end. Well, now her big sister, the Alerion Express 38, is ready to steal a few hearts. The boat is built by Pearson Composites, in Warren, Rhode Island, and was designed by the late Carl Schumacher and the builder’s design group.

On an early fall day on the Chesapeake, the 38 skipped right along closehauled at 5.7 knots in 8 knots of breeze and pushed close to 6 knots cracked off on a reach. Under power with the 40-horsepower Yanmar diesel and saildrive, top speed was about 8 knots. And the boat was nimble, easily spinning circles in less than its own length.

As with the Express 28, a modern underbody is disguised by traditional lines topsides that include a low coachroof, a large cockpit, a deck free of lifelines, and bow and stern pulpits. A carbon-fiber mast is rigged with a big, high-aspect main, and a small, self-tending working jib is set on a roller furler and Hoyt Jib Boom, which keeps it working efficiently when off the wind. Both sails are 3DLs from North.

Belowdecks, there’s a V-berth, settees, a table, a head, and a galley under 5-foot-8-inch headroom. It’s tight for crewmembers of above-average height, but chances are they’ll want to be on deck enjoying the day and the sail this sloop serves up.

Alerion 38 Specs

LOA: 38′ 1″ LWL: 30′ 3″ Beam: 10′ 8″ Draft: 5′ 11″ Sail Area: 711 sq. ft. Displacement: 11,800 lb. Water: 45 gal. Fuel: 26 gal. Engine: 40-hp. Yanmar Designer: Carl Schumacher Price: $314,000 Newport R&D, (401) 683-9450 , www.alerionexp.com

• More: 2001 - 2010 , 31 - 40 ft , alerion , alerion express , Coastal Cruising , day sailing , keelboat , monohull , Sailboat Reviews , Sailboats
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Alerion Express 28

Alerion Express 28 is a 28 ′ 2 ″ / 8.6 m monohull sailboat designed by Carl Schumacher and built by TPI Composites, Alerion Yachts, and Holby Marine starting in 1990.

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)

The first boats (7) were built by Holby Marine. After 1991 the boats were built by TPI. Later boats have an updated keel w/bulb.

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Alerion Express Cat 19 and Marshall Sanderling 18

The new alerion, by garry hoyt, is faster and more easily handled, but the elder sanderling retains the catboat’s traditional appeal as well as a viable interior..

Catboats started out as workboats. According to marine historian Howard I. Chapelle, beamy, single-sailed centerboarders with half-decked hulls and barn door rudders began to appear in America around 1840, when, for the first time, there was sufficient demand to make fishing from small boats profitable. Sailed mostly in Lower New York Harbor and on Cape Cod Bay, cats fished, freighted, ferried, and packeted for decades. Their simplicity, stability, and shallow draft made them versatile, and their efficiency and ease of handling made them popular.

In the 1880s and ‘90s, catboat racing flourished, especially around New York. In that Gilded Age, unlimited “sandbaggers” with sky-scraping gaffs and gangs of crew pushed the type towards its speed (and safety) limits. Throughout the years, catboats have also made fine yachts.

Built in wood by local yards, small cats suitable for daysailing and overnighting eventually became available as production boats. In more recent years, cats have enjoyed a minor renaissance. Fleets numbering in the 40s can be found at New Jersey and New England yacht clubs. The second life of the traditional cat began in 1962 when Breck Marshall built the first one in fiberglass. He went into limited production with an 18-footer called the Sanderling, after the wave-skipping shore bird. His shop was in New Hampshire. He sold a few boats, but in addition to the problems of trying to sell the sailors of that day on “plastic boats,” he encountered resistance brought on by his location.

“People couldn’t imagine,” Marshall wrote, “a boat like that being built in New Hampshire. But when I moved the company to Padanaram, Massachusetts, down to the saltwater and the natural habitat of the catboat, things picked up and we sold all the boats we could build.”

Marshall died in 1976, but shop foreman John Garfield bought the company from Marshall’s widow and kept filling orders. The 751st Sanderling was delivered at this fall’s U.S. Sailboat Show in Annapolis, Maryland. The Sanderling was the first “modern” catboat on the scene, but it has been joined over the years by a raft of reproductions, developments on traditional lines, and original designs, all built in fiberglass with aluminum spars. In addition to Marshall’s 15′ Sandpiper and the Marshall 22, the list includes the 21′ Atlantic City Cat (affording both inboard power and 6′ headroom); the popular Nowak & Williams-built, Halsey Herreshoff-designed Herreshoff America cats; One Design Marine’s Chappaquidick 25; the Wittholz-Hermann Cape Cod cat, (17-1/2′ overall); the Americat 22 (modeled after a Sweisguth design of the 1920s and built by Vintage Boat Co.), and a series of Menger cats (15, 19, and 23) from Menger Boatworks.

The most recent is the Alerion Express Cat. Garry Hoyt has always been a pioneer. In the 1970s he revived free-standing spars with his Freedom 40 and followed it with learn-to-sail boats like the Expo Solar Sailer and Escape, as well as a series of inventions that include the patented Hoyt Gun Mount and Hoyt Jib Boom.

In 1998 he designed and built the 19′ Alerion cat “to combine the proven virtues of the catboat with modern sailing performance.” From the outset, cats have been recognized for their shallow-water capabilities, sprightly acceleration, superior load-carrying and comforting stability. Hoyt’s new cat is close enough to the mold to provide all of the above. In addition, its free-standing carbon fiber spar, self-vanging boom, dagger rudder, and light displacement take advantage of developments that weren’t around in either 1840 or 1962. These features combine to make the Alerion quicker. Hoyt has sailed his creation against the best of the Sanderling racing fleets and has demonstrated a speed edge of almost a minute a mile in all but the lightest airs.

There is, however, much more than seconds per mile to set the Sanderling and Alerion apart. Simplicity is a virtue of each, but they manifest it in different ways. Where the Alerion demonstrates a speed and handling edge, the Sanderling offers space and creature comforts that aren’t found in the newer boat. Base price of the Sanderling is $22,900. The Alerion Express Cat has a base price of $25,095.

Sanderling 18 Design. The prototype for the Sanderling was an 18-footer designed by Pop Arnold in 1941. Marshall said he inherited some plans and a handful of station molds from his work with Bill Tripp at American Boatbuilding in East Greenwich, Rhode Island. But, he wrote, he had no plans of the boat that became the Sanderling. Marshall spent about three weeks modeling by eye before he built the plug for the first Sanderling. And the hull he ended up with was significantly different from the model.

Sanderling’s entry was a major departure from the past. Catboats have always been close-winded (due primarily to the aerodynamic cleanness of a single sail) in smooth water, but because of the bluff, full bow sections necessary to buoy up their heavy wooden masts, they have earned a bad name for going slowly upwind in waves. By using a lighter (less than 70 pounds) aluminum mast, Marshall was able to make the Sanderling’s entry considerably finer. Over the years, the boat that Marshall created has performed well enough upwind in waves to confirm the wisdom of that modification.

The Pop Arnold model, Marshall said, “was not a pretty boat. She had a flat sheer with a kind of tumblehome ram bow in her. She had a square house.” Marshall corrected these deficiencies by giving the Sanderling a swept sheer, crowned cabin, tapered house, and slightly angled stem. Many modern eyes have never seen an original catboat, but, old or new, the catboat Marshall modeled is among the handsomest of the breed.

Says Garfield, “I think Marshall was influenced a lot by Bill Tripp. The waterplane of the Sanderling looks more like the underbody of a Tripp ocean racer of the time than it does the boxy traditional cats.” The Sanderling’s maximum beam of 8′ 6″ and length overall of 18′ 2″ approach the classic 1:2 proportions that distinguished the cats of old, but the waterline beam of less than 8′ makes it more modern under the water. So do the moderate deadrise (many cats are almost flat-bottomed) and tapered shape aft. It’s a marketing cliché today, but it seems to us that in the infancy of fiberglass boatbuilding Marshall combined traditional aesthetics with modern hydrodynamics. Catboats like the Nonsuch and certainly the Alerion Express Cat have continued the same theme of being old-fashioned to look at but up-to-date under the water.

Overnighting is a possibility on the Sanderling with two 6′ 6″ berths, a good amount of cubby stowage, and a built-in head.

Construction. The Pearson Triton, one of the earliest production fiberglass auxiliaries, was only four years old when Marshall built the first Sanderling in 1962. Coming from pioneering days, it was built to “more is more” scan’tlings. Building boats with glass and resin has come a long way since then, Located in South Dartmouth, Massachusetts, Marshall Marine still sells about 20 per year.

“We introduced the chopper gun back in 1972,” Garfield said, “and as gelcoat has improved we’ve taken advantage of the changes. We use all isophthalic gelcoat and resins now. The battens inside on the overhead used to be wood. Now they’re closed-cell foam. We added a collar molding around the mast hole, but from the rail down is sacred. We build them today the way Marshall did then.”

Marshall Marine uses polyester resin and alternating plies of mat and woven roving for a total of seven in the hull and adds four more to make a total of 11 plies along the centerline and in the way of the centerboard trunk. The mast step is molded separately and taped in place, as is the trunk. The interior is rough glass textured by the final layer of roving, but the mat/gelcoat exterior shows surprisingly little print-through.

The hull/deck joint is an overlapping deck flange. Sealed with compound and bolted on 12″ centers with 3/8″ diameter stainless steel bolts (through a mahogany rubrail), it has kept deck leaks to “an absolute minimum” Garfield reports.

The owner of hull #66 (built in 1964) confirmed that “deck leaks have never been a problem. We did, however, re-bed the ports two years ago because they were weeping. The only house leaks are through the bolt hole in the handrail where we popped out a wooden bung. We also encountered rot in the aft house bulkhead due to water seeping through cracked fiberglass tape, and a centerboard leak where the glass encapsulating the pivot bolt cracked. The plywood floor of the cockpit has had to be reglassed in places where the original fiberglass sheathing wore away.”

Performance. Many modern sailors have never sailed a gaff-rigged boat. When we first sailed the Sanderling we found Hoyt’s criticism of “confusing hoops, lifts, and jacks” apropos. And certainly, if the gaff was a viable rig, why did it die? We’ve grown to see, however, that while it does take getting used to, the gaff is not entirely outmoded. The flex in it is a good thing, similar to a modern flex-tipped (or carbon fiber a la the Alerion Express Cat) mast. It bends to leeward and loosens the leech in the puffs. The gaff is also less bulky than even a modern full-length spar, and for that reason the upper part of the mainsail benefits from cleaner airflow upwind. Draft control is surprisingly precise via adjustment of the peak (the halyard that lifts the middle of the gaff as opposed to the throat, which controls the inner end). Hoisting and dousing sail are more complicated operations, but then there’s only one sail to tend. There is no boom vang and the traveler isn’t adjustable.

The standard mainsheet trims from the end of the boom. This clears the cockpit for passengers. One owner said, “We bought a mainsheet cam cleat to mount by the after end of the centerboard trunk but we’ve never gotten around to it. It’s just simpler to wrap the sheet on the horn cleat aft.”

Sanderling’s big sail is good for ghosting. It has a relatively slippery shape and has the ability to reduce wetted surface a lot by heeling a little. “I’m amazed,” said one owner, “at how well she glides in breezes too light to see on the water. She may look clunky and complicated but she’s a joy to sail.”

Said another sailor, “we’ve made six- and eight-hour passages in her and averaged better than 5 knots under sail. For an 18-footer she can cover the ground. We’ve been pleased at how she took rough weather (25 knots under single reef), too.”

More than 200 Sanderlings are raced in one-design fleets said Garfield. “That’s one of the reasons that the boats haven’t changed much.”

Alerion Express Cat Design. Garry Hoyt is best-known for promotion and innovation in the area of free-standing rigs and sail handling systems. Currently he heads Newport R & D. With builder TPI, he has evolved the Alerion line of traditionally styled/performance-oriented cruising boats. The first of the line is the Nathaniel G. Herreshoff icon “Alerion,” redesigned by Carl Schumacher to produce the Alerion Express 28. While styled to resemble that classic, the 28 has less wetted surface, modern foils, lighter displacement, and simplified sail systems. As the ad copy proclaims, she’s a “classic beauty that will blow by most everything in the harbor.” The same formula of blending time-honored looks with up-to-the-instant performance has yielded the daysailer/overnighter Alerion Express 20 and the Alerion Express 38 cruising yawl. Always interested in ways to make sailing easier, it seems only natural that Hoyt next turned his attention to the catboat.

A Sunfish world champion and veteran campaigner in Finns and Lasers, Hoyt is well-acquainted with single-sail boats. A designer who has long focused on simplifying sailing, he has come up with a multitude of innovations geared to streamlining handling and boosting performance. Most noticeable of those on the Alerion Express Cat is the patented Hoyt Free Standing Self Vanging Boom. It’s the same idea as the Jib Boom used on other Alerion headsails and is similar in concept to Dave Bierig’s Camberspar‰ used to tension the vestigial jibs seen on Freedom sloops. On a catboat, it permits a loose-footed mainsail.

The Alerion’s sleeved mainsail rolls around a free-standing mast on “special Harken bearings.” A green “go” line and a red “stop” line for shortening sail further simplify the system. Thirty seconds of pulling on control lines and it’s deployed. Friction in the system is minimal. The Jib Boom is the least-traditional element in the Alerion’s looks, but it facilitates precise and variable shape control as well as roller furling ease of sail deployment.

The most-radical of Hoyt’s innovations is the rudder. Starting with the planform of the traditional shallow draft, low-aspect ratio “barn door,” Hoyt cut the rudder away below the waterline. The forward third of the rudder is a high-aspect ratio, foil-shaped pivoting blade. When drawn up it fills the cutout and the rudder looks and works like a barn door. When deployed it gives deep draft control and high-lift efficiency. The configuration also helps address the legendary weather helm that has always been the catboat’s Achilles Heel. “Tiller load,” said Hoyt, “is the real culprit. Reduce tiller load and you attack that problem.” During our test sail off Newport, Rhode Island, he demonstrated traditional weather helm on a beam reach in 10 knots of air with the blade up, and, in the same conditions, virtually no tug on the tiller with the blade down. Combining a conventional kick-up rudder with the barn door seems to work very well.

Less successful, we felt, is the effect this combination of modern elements has on the “timeless” catboat aesthetic. Carbon fiber spar and self-vanging boom catapult the boat out of the familiar into the futuristic. Sheer, hull proportions, and management of freeboard are aesthetic building blocks that we feel are somewhat jumbled with the Alerion. Though Hoyt’s design and the Sanderling undoubtedly come from the same cat family, the new boat is not the prettiest of the litter.

Hoyt describes the Alerion’s interior as a “huddling spot.” The entry is cubby-style beneath the foredeck rather than via a standard sliding companionway. Sleeping is athwartships on a pieced-together platform. There is space for a porta-potty.

Construction. TPI’s patented SCRIMP system is a proven technique for producing strong, lightweight hulls. It’s used on all J-Boats. By infusing the resin into the laminate in a single shot, TPI is able to count on a finished product with a high glass/resin ratio and a minimum of voids. The Alerion cat weighs just 1,750 lbs., and its moderately light displacement comes almost entirely from the weight saved by employing the resin infusion process in conjunction with a laminate schedule engineered to make the most of modern fabrics. The process bonds all plies simultaneously rather than depending, as does traditional layer-by-layer construction, upon a series of what amounts to secondary bonds. Air chambers aft and in the way of the mast provide positive flotation. A raised sole makes the cockpit self-bailing.

Performance. Under sail is where the advances incorporated in Hoyt’s design pay off. “It’s not that we walk away from Sanderlings, but on every point of sail we’re just a little bit faster.” Hoyt said. Whenever new cat has met old that’s been the case. The Alerion is significantly lighter than competing cats, has a foil-shaped centerboard, a dagger rudder, a larger sail, and a computer-optimized hull design. In very light breezes, the traditionally boomed Sanderlings seem, said Hoyt, to hold their sails better than the Alerion’s loose-footed main, but once the wind tops 3 knots the Alerion has proven faster.

Reducing weather helm is a significant achievement that gives the Alerion much-improved sailing “manners,” especially on a reach in a breeze. Hoyt gave his cat 300 pounds of internal ballast, 150 pounds in the weighted board, and that weight contributes righting moment as the board is lowered to its 4′ 4″ maximum draft. Also, it significantly reduces the braking effect of an over-taxed barn door rudder. The Sanderling has 500 pounds of ballast.

The catboat’s weatherliness was convincingly demonstrated when we sailed the Alerion off Newport. We hooked up with a J/22 (admittedly sailed by students) and more than held our own over 3 miles of upwind work in 12 knots of breeze and chop. Ancient as the cat rig may be, it was clear to us that this one is no dog.

Comfort and sailing ease are big parts of catboat appeal. The Alerion’s easy-handling sail systems, combined with the high coamings and maximum elbow room of the archetypal catboat cockpit, make the Alerion shine in these areas. The standard cockpit table on the Alerion is convenient and suitably placed for optimal bracing, but it takes up a fair amount of room and the clearance between it and the tiller is minimal. Sailing up to a dock or mooring is simplified because you can get rid of part or all of the sail at a moment’s notice.

A lightweight spar plus custom-built gin-pole simplify rigging and suit the new cat for trailering.

Conclusions Catboats have proven virtues. Both the Sanderling and the Alerion Cat are nimble sailboats. (But both are a challenge to jibe in heavy air.) Both can carry more people in comfort than your average 19-footer. Both have superior initial stability but a centerboarder’s vulnerability to capsizing.

Marshall moved cats into fiberglass and used the materials and concepts of his day to improve the breed. Generations have embraced his design and the Marshall cat has become a mini-classic. Hoyt’s Alerion furthers the process. It is a clear step forward in performance and handling ease. The Alerion’s comfort under sail is superior, but by making the interior something of an afterthought we feel Hoyt reduced its overall versatility and creature-friendliness.

Contact- Alerion Express Cat 19, Newport R&D, 1 Maritime Dr., Portsmouth, RI 02871; 401/683-9450. Sanderling, Marshall Marine Corp., Box P-266, South Dartmouth, MA 02748; 508/994-0414.

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Elektrostal , Moscow Oblast, Russia

Timeless Beauty

The Alerion 30 is the first Alerion offered with the option of a carbon-fiber bowsprit for the asymmetric gennaker. Combined with a full-roach mainsail and swept-spreader carbon-fiber mast, the A30 is a true thoroughbred.

A30’s elegant cockpit has plenty of seating for a full complement of friends. Maximized headroom and interior volume below deck, provide a comfortable experience for all.

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For the first time Rosatom Fuel Division supplied fresh nuclear fuel to the world’s only floating nuclear cogeneration plant in the Arctic

The fuel was supplied to the northernmost town of Russia along the Northern Sea Route.

The first in the history of the power plant refueling, that is, the replacement of spent nuclear fuel with fresh one, is planned to begin before 2024. The manufacturer of nuclear fuel for all Russian nuclear icebreakers, as well as the Akademik Lomonosov FNPP, is Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC), a company of Rosatom Fuel Company TVEL that is based in Elektrostal, Moscow Region.

The FNPP includes two KLT-40S reactors of the icebreaking type. Unlike convenient ground-based large reactors (that require partial replacement of fuel rods once every 12-18 months), in the case of these reactors, the refueling takes place once every few years and includes unloading of the entire reactor core and loading of fresh fuel into the reactor.

The cores of KLT-40 reactors of the Akademik Lomonosov floating power unit have a number of advantages compared to the reference ones: a cassette core was used for the first time in the history of the unit, which made it possible to increase the fuel energy resource to 3-3.5 years between refuelings, and also reduce the fuel component of the electricity cost by one and a half times. The FNPP operating experience formed the basis for the designs of reactors for nuclear icebreakers of the newest series 22220. Three such icebreakers have been launched by now.

For the first time the power units of the Akademik Lomonosov floating nuclear power plant were connected to the grid in December 2019, and put into commercial operation in May 2020. The supply of nuclear fuel from Elektrostal to Pevek and its loading into the second reactor is planned for 2024. The total power of the Akademik Lomonosov FNPP, supplied to the coastal grid of Pevek without thermal energy consumption on shore, is about 76 MW, being about 44 MW in the maximum thermal power supply mode. The FNPP generated 194 million kWh according to the results of 2023. The population of Pevek is just a little more than 4 thousand, while the FNPP has a potential for supplying electricity to a city with a population of up to 100 thousand people. After the FNPP commissioning two goals were achieved. These include first of all the replacement of the retiring capacities of the Bilibino NPP, which has been operating since 1974, as well as the Chaunskaya TPP, which has already been operating for more than 70 years. Secondly, energy is supplied to the main mining companies in western Chukotka in the Chaun-Bilibino energy hub a large ore and metal cluster, including gold mining companies and projects related to the development of the Baimsk ore zone. In September 2023, a 110 kilovolt power transmission line with a length of 490 kilometers was put into operation, connecting the towns of Pevek and Bilibino. The line increased the reliability of energy supply from the FNPP to both Bilibino consumers and mining companies, the largest of which is the Baimsky GOK. The comprehensive development of the Russian Arctic is a national strategic priority. To increase the NSR traffic is of paramount importance for accomplishment of the tasks set in the field of cargo shipping. This logistics corridor is being developed due regular freight voyages, construction of new nuclear-powered icebreakers and modernization of the relevant infrastructure. Rosatom companies are actively involved in this work. Rosatom Fuel Company TVEL (Rosatom Fuel Division) includes companies fabricating nuclear fuel, converting and enriching uranium, manufacturing gas centrifuges, conducting researches and producing designs. As the only nuclear fuel supplier to Russian NPPs, TVEL supplies fuel for a total of 75 power reactors in 15 countries, for research reactors in nine countries, as well as for propulsion reactors of the Russian nuclear fleet. Every sixth power reactor in the world runs on TVEL fuel. Rosatom Fuel Division is the world’s largest producer of enriched uranium and the leader on the global stable isotope market. The Fuel Division is actively developing new businesses in chemistry, metallurgy, energy storage technologies, 3D printing, digital products, and decommissioning of nuclear facilities. TVEL also includes Rosatom integrators for additive technologies and electricity storage systems. Rosenergoatom, Joint-Stock Company is part of Rosatom Electric Power Division and one of the largest companies in the industry acting as an operator of nuclear power plants. It includes, as its branches, 11 operating NPPs, including the FNPP, the Scientific and Technical Center for Emergency Operations at NPPs, Design and Engineering as well as Technological companies. In total, 37 power units with a total installed capacity of over 29.5 GW are in operation at 11 nuclear power plants in Russia. Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC, Elektrostal) is one of the world’s largest manufacturers of fuel for nuclear power plants. The company produces fuel assemblies for VVER-440, VVER-1000, RBMK-1000, BN-600,800, VK-50, EGP-6; powders and fuel pellets intended for supply to foreign customers. It also produces nuclear fuel for research reactors. The plant belongs to the TVEL Fuel Company of Rosatom.

Rosatom obtained a license for the first land-based SMR in Russia

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ROSATOM and FEDC agree to cooperate in the construction of Russia's first onshore SNPP

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Rosatom develops nuclear fuel for modernized floating power units

Rosatom has completed the development of nuclear fuel for the RITM-200S small modular reactor designed for the upgraded floating power units.

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