corsair f 31 trimaran sailboat

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• Sailboat Reviews

Corsair F-31

Ian farrier's latest fold-up trimaran is bigger and fasterthan the popular f-27. construction is generally good, though there havebeen some problems, and the wiring could be neater..

Like the blips on a heart monitor, Corsair Marine has experienced several peaks and valleys since our review of the Corsair F-27 (September, 1990), including the sale of the company by its founder, and the introduction of two new boats, the F-24 and F-31. With that in mind, and considering the increasing interest of sailors in multihulls, we’ve taken another look at the company, its designs, construction methods, and its most recent entry in the marketplace.

The company was founded in 1983 by John Walton (of the Wal-Mart family), who recruited naval architect Ian Farrier to abandon a thriving practice in Australia and move to California to design boats and oversee production.

Farrier conceptualized the development of a foldable, trailerable, performance-cruising boat that would attract new sailors to the sport, and would appeal to those seeking a user-friendly yacht. By 1985, the F-27 trimaran was coming off the line at a steady pace; more than 450 F-27’s have been produced to date.

In 1991, Farrier designed the F-24, a scaled-down version of the 27, which went into production that year. Walton left his management role at Corsair to return to the family business. He also bought into TPI of Warren, Rhode Island, the plan being that at least some Corsairs would be built on the East Coast. Farrier and the new Corsair management disagreed about changes to his design, which ultimately led to his unplanned, though amicable, departure from the company. The conflict over design issues eventually resulted in his disavowing design responsibility for the boat, with the exception of the hull lines and beam structure.

After he left Corsair, Farrier designed the F-31, a stretch version of the F-27 with more headroom, and oversaw its initial production by OSTAC, Ltd., a boat building company in Australia. In 1992, the boat won the Multihull Offshore Championship, and was named Australian Sailboat of the Year.

In 1994, Corsair purchased American production rights to the new boat, then produced six of them under a construction agreement with TPI.

Farrier, however, says he was chagrined that the prototype weighed 5,600 pounds, compared to the 3,800-pound standard, and the next five produced also were heavyweights. In a somewhat surprising turn of events, Paul Koch, the managing director of OSTAC, purchased Walton’s interest in Corsair. He subsequently moved the F-31 molds to the company’s Chula Vista, California, production facility, where 50 F-31s have since been built and where a backlog of orders exists.

Farrier rejoined the firm in a part-time design consulting capacity in 1994.

Despite its internal turmoil, the company has produced more than 750 boats in its first 10 years, so we must conclude they are doing something right, especially considering that the F-series is priced at the high end of the new boat marketplace.

In his multihull designs, Farrier seeks to develop boats that are stable, sailed flat, and are comfortable, having lots of deck space and a shallow draft.

However, every conversation with the designer centers around the issue of sinkability.

“The ultimate point of stability for a monohull is sitting on its bottom, even if that is an ocean bottom,” he begins. “The F-31, by comparison, is unsinkable. It has nine watertight compartments so even if it pitchpoles or turtles, the crew can crawl inside the capsized hull and have air to breathe and protection from the elements while awaiting rescue of both crew and boat.” In a monohull, he says, the crew will more likely be adrift in a life raft. Though his argument provides interesting fireside chatter, it doesn’t end the debate. In a sense, it isn’t all that relevant, considering the small percentage of sailors who make ocean passages.

In any case, his designs meet the objectives set forth: the F-31 presents an aesthetically pleasing design with its fine entry; low, 27-inch freeboard; and fine lines. A flat aft section prevents the stern from burying when the bow rises in heavier breezes. Even when sailed on a broad reach with the windward ama out of the water, Farrier believes that his multis are more comfortable than a monohull sailed at a comparable angle of heel.

Owners agree that being able to launch from a beach, or sail into a shallow anchorage, adds to the boat’s overall utility and their enjoyment of the sport. These all are positions long put forth by multihull advocates.

The usual trimaran compromise is in the gbujnt of interior volume in the main hull, which serves as the boat’s only indoor living quarters. Though headroom is 6’ 1″, the beam of the boat is 8′ 6″ when folded. However, interior space in the main cabin is just 7 feet, narrow when compared to a typical 32- foot monohull.

The company initially produced two aft-cabin versions of the boat, then added an aft-cockpit model that became so popular that aft-cabin models were discontinued. A redesigned aft-cabin version with the same cabin area as the aft cockpit model is scheduled to resume production.

The main cabin is sort of a multi-purpose area that serves as sitting area, galley and sleeping quarters. Dimensions are 7′ 10″ wide at the hull-deck joint by 6′ 10″ long. On a cruise, it will feel tight. A 6′ 3″ settee to port converts to a double berth when a platform stored beneath the cockpit slides forward to create the second half of the berth. Alternately, the same platform rests on a mount and provides a dining or chart table.

To starboard, a 24″-wide settee aft of the galley provides a second berth for a slender 6-footer. The forepeak has similar dimensions: 6′ long, 4′ 7″ narrow. All cushions are covered with Sunbrella in patterns selected by owners. Interior surfaces are covered with Frontrunner fabric, as are chainplates and beam connectors, so the area is tidy. Fortunately, spaces are well lit and ventilated. Gray polycarbonate windows run the length of the cabin, and a 16″ square hatch is located in the forepeak, as are 8″ square hatches over the galley and in the head. Bomar and Lewmar hatches are factory specs, but the boat we tested was outfitted with a Weaver hatch manufactured in New Zealand.

The galley is a rather utilitarian affair, being equipped only with an Origo two-burner alcohol stove, small single stainless sink, and hand pump.

Stowage is beneath the forepeak and settees, behind the stove, and on narrow shelves situated along the hull. Additional stowage beneath the cockpit is wide open and not particularly well finished, and will best be utilized with the addition of bins and hanging nets.

The enclosed head is located to port. It is furnished with a small stainless sink and toilet, and handheld shower that drains into a sump equipped with a pump. The head is equipped with a 22-gallon holding tank and Y-valve for overboard disposal.

An electric panel is unobtrusively located in the companionway to starboard; it houses eight switches and a voltmeter and battery tester. Wiring runs from the mast aft are exposed along the overhead, a poor arrangement that could have been concealed, we think. Wiring for running lights runs along the hull and under the galley, so is accessible, but does not have drip loops. Wiring from the panel aft for a loran antenna was loosely installed. In general, we think the entire wiring scheme could stand improvement.

Deck Layout

Standard rigging for the F-31 is a 40-foot tall, fractionally rigged Sparcraft mast with sweptback double spreaders, 1 x 19 stainless steel standing rigging, three shrouds and two cap shrouds. In the absence of a permanent backstay, the cap shrouds are led outboard to the amas. However, except in heavy conditions, they will seldom be adjusted with the attached tackle. In this configuration, the boat carries 599 square feet of sail in a fully-battened, large-roach mainsail and jib. A racing rig is offered.

Running rigging includes a main halyard, two jib halyards, and a spinnaker halyard, all of which are internal and led aft through Harken turning blocks to Lewmar sheet stoppers. In our opinion, halyards exit the mast too close to the deck to facilitate easy hoisting of sails, especially in racing conditions.

Though a pricey option, we suspect that most owners will develop a fond appreciation for the Harken roller furler.

The cockpit is equipped with two Harken B40.2A winches for jib sheets, and a Harken B 32.2STA for the main halyard. The boat we tested had three additional winches in the cockpit for spinnaker handling—more than necessary and poorly located, we think. For more efficient spinnaker trimming, the deck layout would benefit from a careful analysis of winch location to facilitate more efficient cross sheeting when trimming from the weather ama.

Standard equipment includes a stern pulpit that intrudes into the cockpit, which will be adequate for casual sailors. However, the pulpit on the boat we tested had been shortened 24″, so the cockpit was less cluttered and with reduced opportunities to bang elbows.

The traveler system is a Harken.

Moving about the boat is easy once one adjusts to walking on the unstable mesh (or tramps) that fills spaces between the main hull and amas. The primary mesh amidships is sturdy; the mesh used forward of the beams will deflect spray but will not support the weight of an average sized crew person. Corsair says it is looking at alternative materials.

An optional 42′ tall rig increases working sail area by five percent, but increases the size of the bowsprit- mounted asymmetrical spinnaker from 1,004 to 1,112 square feet. In our experience, the additional rig height is unnecessary unless sailors find themselves sailing almost always in winds of less than 5 knots.

Compared to monohulls, the F-31 has a paucity of stowage above decks. Space for fenders and spare lines is available in the amas, though an excess of cargo may affect performance. Aside from that, there are two small stowage areas in the cockpit, one designated for a 5-gallon fuel tank, so cruisers must adjust to traveling light.

Construction

Corsair boasts of a low turnover rate among its production workers, which they feel contributes to a high quality product. For the most part, we agree, though the company has suffered from its share of gremlins.

Initially, Corsair was producing its own water tanks, but after experiencing leaks it now purchases roto-molded plastic tanks from Ronco Manufacturing. Some of the aka (connecting) beams of F-27 hull numbers 225-300 had oil-canning voids caused by foam failure; under the company’s five-year warranty program, many that cracked or fractured were replaced.

The F-31 has suffered from minor problems. For example, trailing edges on the rudder, which are purchased from Foss Foam, have required fairing because they were too wide.

The tiller is mounted in a pivot box in the cockpit. Because bearing failures have been experienced by several owners, and water spouts tend to appear in the cockpit at high speeds, the company is considering mounting the tiller on the transom.

At least one owner has experienced fore and aft movement of his daggerboard at speed, a problem of too much play in the trunk. Farrier agrees that the close tolerances required for a snug fit are not always achieved so individual fixes are occasionally required.

Most importantly, Farrier says, none of the owners have reported a failure of the folding system.

The aka beams are carbon fiber filled with foam, supported by aluminum struts with fiberglass-reinforced acetal bushings and stainless steel alloy pivot points.

All hull-deck joints use a method Farrier refers to as a “top hat,” rather than a conventional shoe box. Decks are precisely fitted to the main hull, and ama tops to bottoms, then bonded with a putty slurry that includes a combination of vinylester resins, chop fiber and Cabosil filler. The company reports no leaks, nor have the owners with whom we talked. However, some report that water enters amas through hatches or fittings following extended heavy air sailing at speeds in excess of 15 knots. Because the amas have a hatch and three inspection ports, examination of the areas is simplified, though wet gear in a storage area will present a problem.

Hulls are hand laid in a foam sandwich. We managed to secure a copy of the lay-up schedule and would conclude that the boats should be strong and seaworthy. The lamination schedule calls for a layer of NPG gelcoat, over which is laid a skin of .75-ounce chop strand mat bonded with vinylester resin to prevent blistering; the company warrants the hull against blisters for five years. Next, five to eight layers of uni- and bi-directional fiberglass with Kevlar reinforcement are laid in stress areas on the bottom, at the daggerboard trunk, and at bulkheads, all bonded with polyester isophthalic resin. Last are layers of .75-ounce chop strand mat and 18-ounce mat sandwiching a .75″ Divinycell foam core. Vacuum bagging is employed to assure a proper mix of resins and catalysts, eliminate residual chemicals, eliminate voids and to enhance the curing process.

Special foam inserts are glassed throughout the hull where shrouds, bulkheads and hardware are installed. Though winches and hardware are all backed with aluminum plates, we noticed deck movement under a jib winch under normal loads in15-knots of wind, so would recommend a double check of those areas.

The amas follow a similar construction scheme, though 5″ PVC tapered stringers run a distance of 11′ 6″ along both sides to add strength. Bulkheads inside the amas are constructed of marine plywood, and are tabbed to the hull in as many as seven places; in addition, there are gussets taped to stringers and bulkheads. The final product of the construction process is a smooth, nicely finished surface.

Performance

Having tested Corsairs since 1990, we believe that the F-31 measures up to earlier models in terms of performance, price, construction, accommodations and comfort, and is noticeably faster than smaller models.

As with the F-24 and F-27, we were surprised at the ease with which the boat is trailered, rigged and sailed within its performance predictions, even by casual day sailors.

We sailed in steady 10-15 knot winds during a five-day regatta, so had an excellent opportunity to put the boat through its paces. We were impressed by its acceleration and overall speed, hitting 18 knots on a tight reach in only 12 knots of wind. Sailing is simplified by a Harken roller furling unit that allowed changes in sail size as we beat to weather. Changing from a jib to a ‘screacher’ (a 180-percent genoa) increased speeds on a tight reach by 30 percent.

With only a quick introduction to sail handling, we quickly launched the asymmetrical spinnaker and had it drawing. Jibing is a simple matter as long as the skipper and trimmer coordinate efforts, and the trimmer quickly releases the sheet and the grinder brings the sail across the boat

We raced in a fleet that started each race five minutes behind the J/35 fleet and typically rounded the first leeward mark in the middle of that fleet, so overcame the time we owed them under PHRF handicapping. Though we were unable to point as high to windward as the J-boats, Farrier says that with training the F-31 will point as high as a good monohull. In our situation, we footed off, took an extra tack, and still rounded the next mark ahead of the others.

Of equal importance is the fact that everyday sailors, who are more focused on having fun than on getting the last one-tenth knot of potential speed, are taking advantage of the ease with which the boat is sailed. Even the most casual Corsair owner, after learning how easy it is to get an extra knot, seems to have developed an affinity for speed.

Conclusions

Perhaps the greatest obstacle for many boat buyers will be the high entry price of the F-31—$97,500 base. That’s before sails, trailer and motor. The construction of a fold-up trimaran is extremely labor intensive, which drives up the cost. And, of course, there are many moldings that make up the akas and amas

From an investment standpoint, the flip side of that coin has been an equally high resale value, resulting in a moderate long-term cost. Compared to similar new multihulls, it is very competitive. (For the adventurous, Farrier offers a kit version of the boat, the F9A, which he estimates can save you 50 percent. Be warned, however, that the job can take a lot of time.)

As a consequence, a buyer must consider the boat within the context of Corsair and Farrier’s objectives: It is fast and easy to sail. The boat will reach its performance potential, even by sailors who concentrate on casual sailing rather than on technical sailing. At the launch ramp, rigging is easily achieved within 15 minutes by two moderately experienced persons.

Perhaps more importantly, the trailerability of the boat opens new horizons. After all, the F-27 caught on big on the West Coast, where ports are limited, because you could trailer it down to Baja.

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CORSAIR F-31 - It’s more than a safe bet, they’re mythical!

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With 300 units built over more than 20 years, the F-31 is undoubtedly one of the most remarkable 30-foot (9 m) trimarans on the market. For a long time seen as overpriced, this foldable and transportable little rocket is now much more accessible.

This is a trimaran that hasn’t aged: her design is still in tune with the times, with an elegant coachroof and fine, racy hulls. This model is an adaptation of the F-9, intended for amateur construction. “Home-building” small trimarans has always been very popular in Australia – and it still is today. Like many models that have enjoyed a long career, the F-31 is available in a variety of versions. The best known are the C for Cruising, and the R for Racing. Between the two, a difference in sail area provides extra horsepower in light airs. When Ian Farrier and Corsair went their separate ways, this model continued her career under the name of the Corsair 31. The C model became the CR and the R version adopted the name RS. A carbon rig was offered, then later there was a one-design series (1D or One Design). Corsair also developed a central cockpit with an aft cabin: the CC model.

For speed enthusiasts

As soon as the sails are hoisted and trimmed, it’ll only take you a moment to figure out the character of the F-31: this is indeed an excellent boat, above all built for performance. For the appendages, there ...

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The F-31R: It’s Not All About Speed

• By John Burnham
• Updated: June 9, 2005

Thirteen years ago on San Diego harbor, my wife and I tried out the breakthrough F-27 trimaran, designed by Ian Farrier and built by Corsair Marine. Its well-engineered folding mechanism and other trailering systems seemed remarkable then, and the boat’s performance in light air was smooth and quick. Fast forward to the summer of 2000: my wife, three daughters, and I are sailing a 31-foot version of that original in an 18-knot westerly on Buzzards Bay. We’ve left behind a quiet afternoon spent three boatlengths off an island beach, and now our sunning platform is rocketing upwind at 12 knots. I’m sitting out on the ama holding a 10-foot carbon tiller extension and clearing every wavetop with a big grin on my face. Rachel and the two older girls are in the cockpit. I peek down the hatch at one point, with the boat blasting through the waves, and catch the unforgettable sight of my youngest, Sophie, perched on the weather settee with her feet lightly braced against the carpeted daggerboard trunk-reading a book. It’s hard not to dwell on the extraordinary performance of the F-31 we sailed during a five-day cruise. From the foam-cored, vacuum-bagged hulls to the hardware and rotating aluminum spar, the boat seemed well built and rigged for speed. But the truth is we had only one high-speed day and never sailed the boat to its potential. Nonetheless, we discovered other benefits to sailing a quick boat. We left Wareham, Mass., on our first afternoon in a 7-knot breeze and jibed dead downwind for 14 miles under screecher (an overlapping, roller-furling reacher set on a sprit), then unrolled the jib to tack through the channel at Woods Hole; this took less than three hours. On our final day, with an even lighter wind, we sailed the 25 miles from Cuttyhunk Island to Wareham in less than four hours. The challenge is to utilize the 31’s horsepower in higher winds. I felt the boat could handle as much power as I wanted to use, but with a family crew, I quickly recognized that a certain responsibility comes with power and speed, and there was a learning curve to work up. The standard Corsair approach of equipping the boat with roller-furling devices gave me a good start. Except for the asymmetric spinnaker, which we didn’t use, all of the F-31’s sails roller-furled-even the mainsail, which rolls around the boom. The easiest way to sail shorthanded was to leave the main rolled up, which we did one day tacking out of Vineyard Haven under jib alone in a northeasterly. Without the stabilizing effect of the mainsail, the rotating mast slopped around, so I’m not sure this strategy would’ve been good in rough seas. But we soon bore off to the west, first reaching and then running, and the ride became relaxed. I realized I could use extra horsepower, so I unrolled the screecher and rolled up the jib. As we turned dead downwind, I unrolled the jib again and sailed wing and wing, chuckling to myself. It was a lousy, rainy day, and we were proceeding under good control, but I was still having a good time. Another day, we sailed under a deeply reefed main alone. This was a better sailing configuration, but to complete a tack in 20 knots and waves required close reaching at 10 knots, then throwing the tiller hard over. Also, getting the roller-furling main up and down required that Rachel learn to steer into the eye of the wind under outboard power. My 12-year-old, Isabel, handled the boom crank on the front of the mast (it links to the boom through the gooseneck) while I hauled up the halyard, using the winch for the last 10 feet. This was a lot easier in a quiet lee than when rolling and bouncing in an open seaway. Another lesson came as a squall approached us as we sailed up Vineyard Sound. Giving Rachel the helm, I blew the mainsheet, went forward and alternately eased the halyard and rolled up the main, but due to the wind pressure on the full-battened sail, I could go no farther than a deep reef. After the modest squall had passed, I realized that rather than continuing to sail under the jib, I should’ve dropped the outboard, rolled up the jib, and powered into the wind to drop themain. I also would’ve been happier if I’d started the whole process earlier. In terms of cruising accommodations, the F-31 has plenty to offer, but it’s not like staying at the Marriott. Then again, you won’t find a business convention-or many other boats-in the shallow spots we snuck into. In fact, more than anything, the boat’s shoal-draft ability was the defining feature of our cruise. The F-31’s rudder kicks up, and it has a daggerboard, which typically goes up and down without winch power. If you’re in extremely shallow water, you can pull both up and steer with the outboard alone, which draws only 2 feet. We enjoyed two nights in a quiet Martha’s Vineyard harbor called Lake Tashmoo with a shallow entrance. We spent one morning anchored with our stern to the beach in Vineyard Haven and waded ashore for breakfast. The next day we motored up an extremely shallow channel into beautiful Menemsha Pond at the west end of the Vineyard. After sailing over to the beach on Nashawena Island, we anchored in 3 feet of water for an afternoon of swimming and sun. And on our last night, we swung on our anchor in a part of crowded Cuttyhunk harbor where no other boats lay. Unlike a cruising catamaran, you live in the main hull on a trimaran such as the F-31. The hull’s narrow, but flares above the waterline providing room for settee berths and a V-berth forward along with 6’2″ standing headroom in the main cabin. The F-31 model we sailed had an “aft cabin” like the original F-27-a wide double berth you drop directly onto through a hatch behind the cockpit. The head is forward, under the aft part of the V-berth. (Other models have enclosed heads.) Our boat had a two-burner stove and plastic cooler under the step for the main hatch. Navigation was done with a ChartKit, and our electronics were handheld-VHF, cell phone, and GPS. The latter, in a holder belowdecks to starboard of the main hatch, could be swung into view to show our course and speed. We found lots of extra storage space outboard of the main hull. We carried an inflatable dinghy, lashed to the forward main beam, with its outboard and fuel jug lashed atop it. The oars lashed to the netting along the main cabin, and in the amas we stowed the anchors, rodes, boom tent, and other gear. In summary, the F-31’s biggest challenge for my relatively unschooled family crew was mastering the teamwork to raise and lower the roller-furling main. By week’s end the teamwork was coming together, and other details were becoming automatic for me-how to handle the steering lines rigged to the outboard, when to raise and lower the daggerboard, always making sure the rudder tie-down was securely cleated, etc. As I said earlier, in a breeze it seemed important to be a little conservative for the sake of the crew because the boat has a quick motion. At the same time, I’ll remind those readers who don’t sail multihulls regularly that even when full-power sailing, the boat hardly heels. It’s amazing to go below after a rigorous sail and find the kids’ boom box and Beanie Babies still perched on a shelf that has no restraining fiddle. What’s it like aboard an F-31 when you don’t have to coddle the crew? I raced aboard the boat one day last fall, crewing for one of the best Corsair sailors, Bob Gleason, owner of The Multihull Source dealership in Wareham. Unfortunately, we never saw more than 8 knots of wind, but I learned that in a knot or two of breeze you can sail faster than the windspeed. Flying the asymmetric with a racing crew of four was fun, too, and it turns out that finding the right tradeoff downwind between sailing hot and sailing deep applies just as it does in keelboats. The difference is, if you get it right in a keelboat you gain a few boatlengths over the course of a couple miles. In the F-31R, you gain a couple hundred yards. Still, fun’s a relative thing, and for the crew of multihull sailors I joined, this was pretty dull compared to their blazing spinnaker reach to the finish the previous day. Recalling that day I was cruising back on Buzzards Bay, I couldn’t help but agree. After sailing upwind until nearly past our destination, I’d pulled on the tiller, eased the main a few inches and the boat leaped to near 15 knots. The sun was warm, the spray peeling off the leeward hull, and I thought, “I wonder how much better 18 would feel?” Corsair F-31R LOA 30′ 10″ Beam 22′ 5″/8′ 2″ Draft 5′ 6″/1′ 4″ DPSL 3,400 lbs. Outboard 9.9 hp Corsair Marine 619-585-3005 www.corsairmarine.com

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Corsair 31 F31

The corsair 31 f31 is a 30.84ft frac. sloop (rotating spar) designed by ian farrier and built in fiberglass by corsair marine between 1991 and 2012., 303 units have been built..

The Corsair 31 F31 is an ultralight sailboat which is a very high performer.

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CORSAIR 31/F-31 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of CORSAIR 31/F-31. Built by Corsair Marine and designed by Ian Farrier, the boat was first built in 1991. It has a hull type of Trimaran Dbrd. and LOA is 9.4. Its sail area/displacement ratio 37.42. Its auxiliary power tank, manufactured by undefined, runs on undefined.

CORSAIR 31/F-31 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about CORSAIR 31/F-31 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, rig and sail specs, contributions, who designed the corsair 31/f-31.

CORSAIR 31/F-31 was designed by Ian Farrier.

Who builds CORSAIR 31/F-31?

CORSAIR 31/F-31 is built by Corsair Marine.

When was CORSAIR 31/F-31 first built?

CORSAIR 31/F-31 was first built in 1991.

How long is CORSAIR 31/F-31?

CORSAIR 31/F-31 is 9.14 m in length.

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Corsair F31 center cockpit

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• Last update: 1st April 2020

Corsair F31's main features

Corsair f31's main dimensions, corsair f31's rig and sails, corsair f31's performances, corsair f31's auxiliary engine, corsair f31's accommodations and layout, corsair f31's saloon, corsair f31's fore cabin, corsair f31's aft cabin.

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• Sailboat Guide

F-31 Sport Cruiser

F-31 Sport Cruiser is a 30 ′ 10 ″ / 9.4 m trimaran sailboat designed by Ian Farrier and built by Corsair Marine starting in 1992.

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)

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Folding System

Legendary ability, unbeatable reliability.

Folding and unfolding a Corsair trimaran takes only a minute. With just 4 bolts to remove, it is easily managed by one person, and is normally done while afloat. Simply raise (to fold) or press down (to unfold) the inboard end of one cross beam. It can be done from the safety of the cockpit and only a little force is needed due to the folding system’s carefully balanced geometry, and the movement of the floats being mostly horizontal.

The solid aluminium folding struts have absolute control over the folding motion and prevent flexing or racking. A stainless steel bolt on the inboard end of each beam secures the floats for sailing. Crucially, wingnets remain attached during the folding process – their frictionless fixing allows them to tension themselves appropriately through the folding process. The system is so simple and balanced that Corsair trimarans can even be folded while motoring.

TRAILERING ACROSS CONTINENTS

Corsair Marine trimarans are especially weight-conscious, and sit low on their trailers meaning they have excellent trailering characteristics. They are equally easy to launch, giving you more time on the water, and the ability to expore many more remote cruising grounds or participate in regattas far from home. Some Corsair trimaran models go from trailer to water in 25 minutes, and with practice even the largest boat models can be done in 40 minutes.

Corsair 880 Trimaran | 2022 Boat Review by Multihulls World

Corsair 880 – Drive Out, Fold Out, Thrill Out, Chill Out

Australian Debut of the Corsair 880 at the Sydney International Boat Show

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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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Gold: City Tour / Novodevichy Cemetery Imperial, Platinum:  City tour / Lunch in a Moscow City Skyscraper / Novodevichy Cemetery / Sparrow Hills

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Gold:  Moscow Kremlin / Armory Museum / Red Square / GUM Department Store

Platinum:  Moscow Kremlin / Armory Museum / Red Square / St. Basil’s Cathedral / GUM Department Store / Park Zaryadye

Gold:  Tretyakov Gallery / Moscow Metro Tour.

Platinum:  Leo Tolstoy House-Museum in Hamovniki / Tretyakov Gallery / Moscow Metro Tour.

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Gold, Platinum:  Town of Uglich / Church of St. Dmitri-on-the-Blood

Volga dream experience: Costumed Russian Tea Ceremony & Russian Cooking Class

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Platinum:  Ferapontov Monastery

Meals: Breakfast, Lunch, Russian Dinner with Vodka Tasting

Gold, Platinum: Kizhi Island / Lake Onega

Volga dream experience: Piano Concert – Compositions by Tchaikovsky and Rakhmaninov

Gold, Platinum:  Svirstroy village / Local resident’s home / Local primary school

Volga dream experience: Farewell Dinner, Captain’s cocktail

Gold:  City Tour / Peter and Paul Fortress

Platinum:  City Tour / St. Isaac’s Cathedral / Canal boat / Yusupov Palace

Gold:  The State Hermitage Museum / Peterhof: Park and a historic Cottage

Platinum:  The State Hermitage Museum (Early Entrance!) / Gold Room / Peterhof: Park and a historic Cottage

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Platinum:  Faberge Museum / Catherine’s Palace / Amber Room

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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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