iom alternative yacht

• Classifieds
• Remember Me Forgot Password?
•   Boats Sailboats Build Log Alternative IOM Build

• Electric Flight
• Advertising
• Our Sponsors
• Review Policies
• Terms of Service
• Privacy Policy
• Site History
• Mark Forums Read
• Member Search
• Upcoming Articles
• Do Not Sell My Data
• Manage Consent
• Back to Top

• Remember me Not recommended on shared computers

Forgot your password?

Alternative build

By Richard98 March 9, 2018 in IOM

Recommended Posts

Decided to use up my old stock of cedar planks ( at least 3 boats worth) and build a modern One Metre. Thanks Brad, have gone for your "Alternative" design. Super efficient looking lines and looks a little tricky to plank up.

Picture of starting point. Note the string passing through the 2mm datum holes in each shadow, each one is aligned by shining a bright light from the end and sighting down the hull.

Link to comment

Share on other sites.

Please keep posting updates Richard

I am sailing an Alternative, v pleased excellent downwind in marginal conditions, good luck

Thanks for the comment Mike.

Thinking of a lowered deck aft of the mast to avoid a mast well. I know the current fashion is back to flat aft decks but It is easier, lighter and stiffer for a timber boat than a multi part well or inserting an Ikon or similar moulding.

Some more pics of progress. Rough trimmed and sanded hull.

Hi Richard,

Looks great, hope you are going to keep the updates coming as the build progresses.

Finished the easy bit last week; planking the hull. Epoxy coated and 50 gsm lined. Weight a constant factor. The peel ply on the inside removed 35 grams of surplus resin!

Fiddly bit now: setting up mast / fin box.

Good work the photos are very helpful. I'm about to start planking an Ellipsis and am a bit concerned about the process, I understand the planking but not sure about what epoxy to use etc etc. Please update as you move forward.

• 2 weeks later...

Stephen, sorry for delay in responding. Boat has been on "back burner" for last few weeks.

Everyone has their favourite adhesives. I use the following:

SP 106 for structural filleting etc.

XCR coating epoxy from Easy Composites for coating. It has built in UV protection.

Aliphatic resin from Deluxe adhesive for planking. Easy clean up so all excess can be removed with the usual eye to keep weight off. It sets waterproof.

Picture to date. Ready for deck.

Excellent job Richard and thanks for the information please publish more as you progress. Steve

Hull finished, just requires tidying up and a final thin coat of epoxy, which will be flatted back with 1200 wet and dry. Then setting the trim for ballasting the fin.

Note that I have straightened out the centre line of the fore deck. Brad's drawing shows a sharp curve towards the bow. The sheer retains the sharp upturn but the deck would have been tricky in wood and heavier to achieve; requiring intermediate deck frames. The drawing does show these however.

I've just finished building my Alternative and I am in the process of rigging it. I have used a planked balsa wood contruction sheathed both sides in fibre glass mat using light weight epoxy resin. Weight of painted hull with winch, servo,pot, battery and receiver is 855 gm's. I wanted a total weight under 4 Kg. In a test tank the boat floats perfectly on her waterline. I am having a problem fitting a mast ram at the moment, there isn't enough room between the bulkhead and the mast.

I have attached 3 photos but the resolution is greatly reduced in order to send them.

Hi Roger, looks stunning really beautiful finish.

I achieved practically the same weight. My bulkhead in front of the well gives me nearly 15mm to mast leading edge so I have plenty of room for ram. Picture attached. May be a bit of surgery to your deck for a recess to accept the ram screw. Let me know your solution.

My problem is the kicking strap fouling the winch lines emerging from the bulkhead. All as the drawing so I will have to devise a wire kicking strap with the tension screw inside the boom or something. All ready to sail apart from this hiccup !

James Edwards

Hi Richard, looking at your picture, one change you could make would be to lower the bulkhead exits so the lines come out below deck level. There is little friction added where the lines rub on the edge of the recess but it allows the kicker to swing free. Also use a kicker with a slim rigging screw.

Also from your picture I would say that your jib sheet deck eyes are a little too tall which will give you problems with sheets getting wrapped around them - an easy way to put unnecessary strain on the winch.

Thanks for your comments James, the solution was indeed easy. I have re positioned the fairleads right in the corner of the foredeck side deck transition.

Just wish I had checked before slavishly following the drawing. I already had the lines only 1mm higher than the deck. I have removed the knurled wheel from the Sails etc kicking strap and all is clear now. Point taken about the sheet eyes, probably look a little higher because of the picture angle, but could be lower I agree.

First sail, well balanced and goes like a train !

Using old rig from my Red Wine to get going.

You're more advanced with your Alternative than I am, I'm still fiddling around with the rigging. Regarding my mast ram problem of insufficient room between the mast and ram.The reason is because I positioned, by mistake, the fin/mast box 5 mm further forward than the plan so I hope this dosen't affect the balance too much.

I notice your ram takes up less space but doesn't provide lateral support, this may be my only option.

I also have the same problem as you with the kicker strut fouling the winch line. One reason is that the SAILSetc plastic compression strut has a very large knurled adjustment in line with the edge of the cockpit. Also initially I used the SAILSetc fixing point on the boom instead of Brad's position which is much closer to the mast so I shortened the wire and repositioned it, this gives more clearance however it didn't cure the problem completely so I have ordered a SAILSetc reverse strut which has the adjusting screw nearer the boom.

Can you tell me what the final total weight of your boat was before correctors were added and does the boat feel balanced? Also how much rake have you set?

As long as the finbox and mast are all 5mm further forward the balance should be similar; the rectangular rudder reduces the effect of the hull rocker on the lateral position so the main effect will be to change the trim a little. But do note that Brad has placed these components deliberately and not where I would have expected; which is what has made this build particularly interesting.

I went for the simple ram and accept that there is no lateral support. I have tried extending the deck on other designs to form mast partners but the horrific snags on lines were not worth the bother.

The kicker problem: easily solved. I re positioned the fairleads as shown on the picture and filed off the Sails etc knurled top (using a drill and file) The lower plastic locking wheel just clears the fin bolt. I may reduce this also. The yellow tape provides grip to adjust. All clears now. I did consider the Sails etc reversed kicker however.

I set the mast vertical, by measurement and set the forestay accordingly. Then I drilled additional holes at the forestay attachment on the mast at 6mm intervals down. See Lester Gilbert's comments on mast building. This gives 1 degree of rake per hole. First sail experience was very encouraging. Perfect balance but a tad twitchy in gusts. This could be more to do with sail settings - must experiment more.

Total weight ready to sail is 3795grm so I have 110grms of lead in the bow. A shame to have to put it there but that trims the boat exactly as Brad has drawn. Not as light as my epoxy glass hulls but much much stiffer, which may count for something.

Any comments, advice or just critique, welcomed.

National championship race costs.xls

Tried to attach second picture, unsuccessfully.

So here it is.

Last pics for anyone still interested. All trimmed now and epoxy final finish applied; plus "ALTERNATIVE" logo from Brad.

Second picture here. Cannot download more than one at a time. Preview shows both but after submitting one is deleted.

Quote Second picture here. Cannot download more than one at a time. Preview shows both but after submitting one is deleted.

Richard i will look into this in the morning you should be able to post more than one picture (think limit is around 3 per post)

• 1 year later...

I’m relatively new to the hobby, having raced at club level with an Isis and now a Lintel for about 3 years. My next project is building an ‘Alternative’, so this thread is obviously of interest. I notice some use cedar and others balsa planking; what are the pros and cons for each? Do both need finishing with fibreglass and is there a generally preferred plank thickness and width? I have built planked balsa and ‘glass hulls for mtb’s etc in my scale modelling days - usually 6mm x 3mm planks.

Hello Howard.

I am not a scale modeller but I do know that the approach needs to be different. Weight and strength makes it much more of an engineering task.

For this reason I make all the planks full length with no "closing" planks just my way, but it means that each tensioned plank contributes to the stiffness. This will result in an odd looking plank line and not like a model.

I use cedar planks; 10 X 3mm. I precut only 3 different shaped planks  with a parallel in the centre tapering to the ends with the parallel part reducing in each of the batches of 3.

I have one of those little razor planes and it is perfect for tapering the planks a pair at a time.

Each plank only requires edge sanding to fit snugly to its neighbour. I usually do the layup 3 planks at a time on each side, leave for a few hours and do the next 3.  Really quick and I find the hull the quickest part of making a One Metre. 

Cedar versus Balsa !  I don't want to start a debate, since each builder has a preference. I prefer Cedar. It is much more tolerant to being pulled down hard whereas you cannot do this with balsa because it bends too easily and it difficult to avoid dips between the frames and you cannot tension balsa at all.  It is the tension locked up in the tortured cedar planks that results in considerable strength. The bare hull shell should "ring" like a violin. Glue is important here and you need a quick grab aliphatic resin. It is vital that any excess glue is wiped off immediately, it swiftly adds to unnecessary weight. I use Deluxe Aliphatic resin; available from model shops. Also about ten rolls of 10mm insulation tape. 

Balsa also hoovers up resin when coated. I coat the whole shell with SP106, light and very strong epoxy. The same I use for filleting and all bonding.

Although I do not always glass a hull, I did line the inside of Alternative because it is quite a tight shape. Only the inside though and I use very fine woven glass: about 50gsm.

That is what I do, Howard. I am sure that you will get a different approach from whoever you ask though. Each just as good for them.

Building a modern boat like Alternative is a huge saving on a purchased hull and I can assure you that this design, carefully built will see you at the front of the fleet.

Thank you very much Richard - there is some really helpful advice in your reply and I appreciate you taking the time to make it. I’d like to try cedar; other club members have used balsa also, and perhaps this is the best way to compare. I’m looking forward to the project!

• 3 weeks later...

Having received the plans last January I've finally managed to start on my winter project. I've decided on trying to complete this using the  foam / GRP option vice planking as my fibre glassing skills are probably a little better than my woodwork  ones . Now the decision is vertical split, hull/deck split, after making a mould or a one piece wrap on the plug

I'm sure there will be trials and tribulations along the way but hopefully another Alternative will be hitting the water eventually!

All advise gratefully received.

Loads of work for a one off!  I like composites also it is just that cedar planking a hull only takes 2 or 3 days and is really simple. Also possibly more accurate unless used to foam shaping and avoiding the usual pitfalls.

One piece wrap works;  assuming you will be using fine twill weave and epoxy. Still you will be surprised at the weight to add with the fairing filler at 30-40grm per coat. 

Don't forget to colour pigment  the coats ! I use U pol, by the way.

Add some pics as you go.

Disaster avert! Too little epoxy midships ended with the hull in 2 halves, liberal amount of epoxy for the second attempt only to find the mark one eyeball didn't quite have everything aligned as it should (oops!). A cut and shut operation followed with a new 6th section inserted.

Now for lots of filler to cover the dents in the foam, bit more sanding then hopefully it'll be ready for a nice coat of glass.

A slow burner of a project but I'll get there in the end (hopefully!)

Hi Shaun, I would just get some glass onto the foam before trying to fair with filler, it will give you a firm even surface to fill and fair.  By trying to fill and sand the foam you will only end up sanding more foam from around the patches of filler.  

• 2 years later...

4 years down the line now and Alternative continues to sail well. Have often been asked about the boat when sailing; seems to be a popular design for home building. 

The only mod I have made is the fitting of a small Hitec waterproof servo (HS5086 WP) right on the rudder stock. This employs a small moulding made by Dave Creed. See picture for installation. 

Very effective and, because it is lighter than a typical rudder servo, does not have a negative effect being right on the end of the boat.  Absolutely no play because there is no linkage. BUT the achievable angle is greater. Now this is useful when using the rudder as a brake; start line for example. Needs to be allowed for in normal sailing though.

Have used this servo completely in the open on Mini 40 trimaran, but lives under the aft deck patch on Alternative.

• 3 months later...

Finally got round to giving my Alternative a refit. Main job was to re coat the hull. Never having been too pleased with the original epoxy finish. Sanded all of with 120 and proceeded to apply 3 coats XCR epoxy, wet on wet. Finishing with 120 dry followed by 400/800/1200 wet to achieve a super slippery finish. The epoxy is extremely hard and also adds strength to the cedar planking. 

The technicalities of weight are detailed, since these are vital for any one building in wood.

Hull finish (epoxy) sanded of with 120.   -10grms

3 coats XCR epoxy wet on wet.   + 60grms.   (20grms / coat) applied with roller

Flat back as described above.  -30

I have added 20grm to the boat but have a much tougher coating and have been able to sharpen the chines more. Super, super smooth hull.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Already have an account? Sign in here.

• Existing user? Sign In
• All Activity
• View our Suppliers
• Purchase a Supplier Package
• MYA Website
• Leaderboard
• MYA Districts
• Create New...

Achieve Your Potential in Competition IOM Sailing

Vickers RC Sailing

Producer of the V11 Competition International One Metre Design by Ian Vickers.

Our workshop opened in 2014 with the V8 IOM. Since then we have produced hundreds of hand crafted IOM yachts in the Vickers design range. Yachts that have helped IOM competitors around the world achieve their potential and exceed expectations in competition.

We are currently offering the V11, the innovative design that finished 3rd at the 2019 World Championships in Port Alegre, Brazil.

When our clients return, they know they are tapping in to smart, competitive technology in IOM design and build. Stiff, Lightweight boats, that are Easily Assembled, Fast and Forgiving to sail. Join the fun!

Improve your results at the club and the regatta, with the fast and forgiving V11 from Vickers RC Sailing

Set Up and Sail

The V11 detailing is simple but effective. In conjunction with the V11 Set Up Guide, assembly is straight forward, and vital tuning information assists you to quickly understand and master your V11's potential

Vickers RC Sailing build processes are well refined and thought out.

Our boats are light, stiff and clever,  keeping to a simple and effective philosophy around detailing

The V11 design is a hull, foils and bulb package to compliment the full range of conditions experienced in RC Sailing. The hull design has full volume forward and features the familiar chines and tumblehome of the modern IOM for reduced weight and windage, as well as good tracking characteristics. The V11 features our peaked style foredeck for efficient water shedding when buried downwind and a geometrically strong shape for the forestay and mast ram areas.

Foils are slippery and strategically positioned with the rig to balance the yacht. The V11s forgiving balance through the wind range, allows the skipper to focus on the race at hand, and not rely on micro steering to maintain a consistent VMG.

The rig sits solid on its deck stepped mast step, complimented at deck level with an encapsulating mast gate arrangement over the mast ram. The rudder tube is rigidly supported inside the moulded servo tray. 

Hull construction is from E-Glass Fibreglass Cloth and High Grade Epoxy Resin.

The foils are Carbon Fibre Layup with High Grade Epoxy Resin.

Paint system is a 2 pot Urethane and the boat is thoroughly post cured before finishing.

The V11 Features-

Plastic main hatch access. 

Ready to accept RMG Winch and Standard sized Rudder Servo

Bow Bumper attached.

Hardware is Bantock including an adjustable mast ram, adjustable mainsheet post and tiller arm.

All necessary fittings attached for standing and running rigging.

The V11 comes out of our workshop in Beach Haven, Auckland New Zealand and is ready to accept rigs and electrics.

We also make sails that can be added to the order, or ordered separately.

So hit the enquiry button to discuss delivery times and options.

We are ready to help.

Essential to success in sailing comes down to the  Rig and how it is set up and tuned. The V11 comes with a Set Up Guide that covers all the expert information needed to set up like the guns. It specifies the hardware, construction and tuning information to get your rig and sails set up and sailing near optimum straight off the bat, so you can enjoy your racing and punch above your weight.

Include Sets of sails from Vickers RC Sailing and enhance the experience.

Vickers Rc Sailing is back taking orders again for the V11

We look forward to hearing from you 

Thanks for submitting!

International One Meter - the most global class of all.

Alternative

Black Ice V2

Butterfly 2

Celebration

Classic One

Cockatoo MK2

Fe Fe 2 MK2

Hoochie Koo

Ice Breaker

Little Fellow

Little Wing

Maniac MK II

Maximuss MK2

Metric Magick

Micro Brew 4

Moussaillon

Olympic Evo

Paper Clip Mk2

Race Ready 4

Race Ready II

Race Ready III

Sailplane Evo

Scharming MK14

Scharming Mk8

Sharming XV

Slim Chance

Southern Cross 3

Southern Cross 4

Superdocious

Sweet Sailing

Sweet Sailing 2

The Best IOM

Tornado 250

Triple Crown

• Scale Section Adverts SOLD

NOW SOLD: Brad Gibson “Alternative” IOM (from Colin Ching)

by Site Admin · Published July 24, 2017 · Updated February 28, 2020

Brad Gibson home build Alternative IOM – GBR 4124. Sound Boat with Class certificate. Built May 2016, Balsa planking, fibre glass inside and out very stiff light boat. New sail winch (very low consumption type), P.J.Sails (No 1 and No 2 rigs) and high quality carbon fin (cost £125). In regular use until now, requires T.L.C. Reason for sale: arrival of a new boat and require some room!

Price: (now sold)

Contact: Colin Ching Phone: 01202 883614 Email:  [email protected]

Leave a Reply Cancel reply

You must be logged in to post a comment.

Recent Sailing Section Adverts

Crusader Yacht for Charity

May 14, 2023

IOM GBR 2741

January 20, 2023

You are at:

Frank Russell Design

R/c and model yacht design, plans, boats, sails..

Paperclip Mk3 IOM 2024 The hard chine version of the Ellipsis and Equinox IOM’s. It is intended to be built “Tape and Glue” from 1mm plywood sheets. The PDF and DXF drawings for theses hull and deck panels are included as are the sections if you would like to build the hull over frames.  The prototype built by Tony Goldsworthy seems to perform well.

The PDF Plan is on 7 A4 and 2 A3 sheets, The laser cut sheets are on 2 large sheets PDF and DXF.  The Plan is also available on  DXF, or DWG

New Equinox IOM   Plan : The Equinox is a variant of the Ellipsis… IOM.  The basic  design was produced initially as a 3D printed project that never eventuated for various reasons. Two prototypes were built including a 3D printed boat which was built by John Taylor in the UK.  The design incorporates several features of some of the newer IOM shapes including a fuller higher bow profile and wider stern. The design is well balanced and well behaved like the Ellipsis and also should be as easy to plank from wood.

Hulls an components for this design are now available. See IOM COMPONENTS  Page.

After payment is made. I will email you the pdf file.

Please ask If you require another format: DXF, or DWG, 2D or 3D or printed paper plan, postage extra.

Equinox IOM Basic Hull and Deck STL: This is suitable for turning into 3D drawings for 3D printing. Can also be used as is for CNC.

Builders should be aware that you also need to purchase the plan of the Equinox IOM to build the boat as the build licence is attached to the plan not to the STL.

Equinox IOM 20 section laser cut sections: less 3mm for planking with building base included.

You should be aware that you also need to purchase the plan of the Equinox IOM to build the boat as the licence is attached to the plan not to this drawing.

Ellipsis… 2017 IOM is the 2017 fresh approach to IOM shapes. The chine is gone, The tumble home is gone, but the volume distribution and excellent hull balance remain. This is a powerful low wetted area, narrow waterline shape. Two alternate deck designs are offered. 10 section Laser cut sections less 3mm for planking are included.

Hulls an components for this design are now available. See IOM YACHTS Page.

If you require another format: DXF, or DWG, or printed paper plan, postage extra.

Ellipsis IOM Basic Hull and Deck STL: This is suitable for turning into 3D drawings for 3D printing. Can also be used as is for CNC.

You should be aware that you also need to purchase the plan of the Ellipsis IOM to build the boat as the licence is attached to the plan not to this drawing.

Ellipsis IOM 20 section laser cut sections: less 3mm for planking with building base included. These drawings were done as an experiment and an option with the Ellipsis plan purchase.

Goth Mk4 IOM is the 2015 development of last year’s Goth XP Plan and incorporates ideas borrowed from the Goth XP RG RG65 design.

Deck design updated 2016.

If you require another format: DXF, or DWG, 2D or 3D or printed paper plan, postage extra.

Goth XP IOM A narrower 2014 development of the FREE Goth Plan

• Document Library
• Privacy Policy
• Terms of Use
• External Links

• Latest News
• IOM Constitution
• IOM Regulations
• World Council
• Executive Committee
• Technical Subcommittee
• Events Subcommittee
• Measurement Subcommittee
• InfoComms Subcommittee
• Meeting Minutes
• IOM Class Rules
• IOM Class Rule Interpretations
• IRSA Supplementary Class Rules
• IOM Measurement Forms
• IOM Questions and Answers (Q&A)
• IOM Class Rules History

Measurement

• Events Calendar
• Event Documents
• Hall of Fame
• IOMICA Forum
• - IOM Constitution
• - IOM Regulations
• - World Council
• - Executive Committee
• - Technical Subcommittee
• - Events Subcommittee
• - Measurement Subcommittee
• - InfoComms Subcommittee
• - Meeting Minutes
• - IOM Class Rules
• - IOM Class Rule Interpretations
• - IRSA Supplementary Class Rules
• - IOM Measurement Forms
• - IOM Questions and Answers (Q&A)
• - IOM Class Rules History
• - Events Calendar
• - Event Documents
• - Hall of Fame

Drone photo from IOM regatta

"Butterfly" downwind sailing

Trim and setup check before sailing

TO CHECK LATEST OFFICIAL ANNOUCEMENTS FROM IOMICA CLICK ON THE FOLLOWING BUTTON TO THE RIGHT:

What is IOM Sailing? * A Perfect Blend of Skill, Precision and Sailing Strategy. * The International One Metre (IOM) class represents the pinnacle of RC sailing in 38 countries worldwide, demanding precision, tactical skill, and technological expertise. Governed by the International One Metre International Class Association (IOMICA), this class adheres to strict specifications and "open box" rules, ensuring fair and competitive racing on the highest levels. IOMICA facilitates international competitions, fostering a global community where seasoned sailors challenge their skills and innovate in sailboat design and strategy to win most prestigious IOM events worldwide.

An Introduction to the IOM International Class Association

The IOM ICA has three major areas of responsibility, it covers: the class rules, international events, and class measurers. It exercises these responsibilities under the jurisdiction of World Sailing.

Read More About IOM ICA

World Championship 2024 (AUS) - UPCOMING!

Every two years, the International One Metre (IOM) class of radio controlled yacht invite the best radio control sailors from around the globe to compete for World Championship glory. In October 2024, the eyes of the radio sailing community turn to Queensland, Australia as the harbour city of Gladstone prepares to host this prestigious international event.

IOM class YouTube channel

International One Metre class YouTube currently promotes all major events that are uploaded and free to share in our playlists, we suggest you open your videos publicly if you wish us to promote them to our IOM sailors worldwide.

Visit our YouTube channel

A welcome from the IOM ICA Executive Committee

It is my honour as one of the youngest IOMICA Executive members to address you on behalf of our newly elected Executive Committee. Like you, my passion and commitment for this brilliant global class have only strengthened with my growing participation. It is fitting having this address come from one of our youngest members, as more than 50% of our electorate is new to the Executive Board. So, to initiate this address, I would simply like to start by pausing to thank each and every one of you. Thank you for your support and participation in a radio sailing class that has origins dating back to 1958. What an accomplishment! This lengthy tradition  has produced some amazing sailboat designs and memorable events year after year. The shared passion for IOM has generated a  global camaraderie  that unites us all. Recognizing this, we would like to acknowledge some remarkable individuals for their stalwart commitment and personal sacrifice in promoting our IOM Class and the infrastructure behind it.

We must congratulate Mr. Fred Rocha for his eight years of service as the IOM ICA Chairman and acknowledge everything he accomplished. His perpetual enthusiasm   and  inclusivity  are traits that have greatly benefitted our class. He aspired to improve both our internal and external communication, promote the development of our class in new territories, and openly embrace new concepts and ideas. Fred was very generous with his time and support of all our organizational requirements, and worked tirelessly in this pursuit. Congratulations also need to be extended to our newly elected IOM ICA Chairman, Mr. Olivier Cohen. Additional changes in the Executive resulted in the position VC – Technical is going from Mr. Jeff Byerley to Mr. Robert Grubiša, VC – InfoComms passes from Mr. Pedro Egea to Josip Marasović, and the position of Treasurer formally transferring from Mr. David Turton to Mr. Sean Wallis. Pedro Egea deserves special recognition, as he’s tirelessly served our group with IT and “common sense” support for now eleven years — you are a genuine rockstar!! VC Measurement position is vacant, but we wanted also to congratulate Mr. Lawrie Neish, a true veteran who was helping us for around 11 years!! Gentlemen, you all deserve our heartfelt thanks for your service, and be assured we will raise a glass on your behalf.

As COVID continues to be a present challenge for all of us, I’d like to conclude this greeting with a note of  enthusiasm .  Always remember why the IOM Class is held in such high esteem in so many different countries,  surviving the test of time!  No matter how technologically advanced and exceptional IOM sailboats become in future, we will always rely on an overwhelming and continued desire to explore all facets and possibilities to improve performance and everyone’s experience in the end.  We need to continue to push our limits in all sectors of this class, and convey that information in an  open  and  democratic  fashion. This voice needs to be expressed beyond just our annual vote, but vocalized at every race, regatta, start, and buoy rounding, and literally every metre moving forward. Whether you are sailing at a top international regatta or having a twilight club race with friends, you are all part of this active global  IOM family . We are all facing challenges and uncertainty in our daily lives, but we do not have to question our passion and commitment to IOM. Through your individual activities and support, each of you is responsible for helping make this class what it is now and will ultimately become. Our growth and transformation evolve only when you  participate ,  experiment , and continue to  explore , so your engagement is crucial to our success in the future. We look forward to seeing you at future regattas, active in our forums and chats, social media and in photos. The year 2021 is at the very end, but we are just getting started, so let us all continue our story  together .

– Josip Marasović, new VC InfoComms

The IOMICA Technical Sub Committee is dedicated to maintaining the technical integrity of the International One Metre model yacht in the best interests of IOM class owners world-wide.

The IOMICA Events Sub Committee is a committed group of international IOM sailors, who are dedicated in bringing you the very best of IOM championships.

The IOMICA InfoComms Sub Committee takes care of the IOMICA website and the forum.

The IOMICA Measurement Sub Committee is responsible for the class measurement rules.

• Yekaterinburg
• Novosibirsk
• Vladivostok

• Tours to Russia
• Practicalities
• Russia in Lists

Rusmania • Deep into Russia

Out of the Centre

Savvino-storozhevsky monastery and museum.

Zvenigorod's most famous sight is the Savvino-Storozhevsky Monastery, which was founded in 1398 by the monk Savva from the Troitse-Sergieva Lavra, at the invitation and with the support of Prince Yury Dmitrievich of Zvenigorod. Savva was later canonised as St Sabbas (Savva) of Storozhev. The monastery late flourished under the reign of Tsar Alexis, who chose the monastery as his family church and often went on pilgrimage there and made lots of donations to it. Most of the monastery’s buildings date from this time. The monastery is heavily fortified with thick walls and six towers, the most impressive of which is the Krasny Tower which also serves as the eastern entrance. The monastery was closed in 1918 and only reopened in 1995. In 1998 Patriarch Alexius II took part in a service to return the relics of St Sabbas to the monastery. Today the monastery has the status of a stauropegic monastery, which is second in status to a lavra. In addition to being a working monastery, it also holds the Zvenigorod Historical, Architectural and Art Museum.

Belfry and Neighbouring Churches

Located near the main entrance is the monastery's belfry which is perhaps the calling card of the monastery due to its uniqueness. It was built in the 1650s and the St Sergius of Radonezh’s Church was opened on the middle tier in the mid-17th century, although it was originally dedicated to the Trinity. The belfry's 35-tonne Great Bladgovestny Bell fell in 1941 and was only restored and returned in 2003. Attached to the belfry is a large refectory and the Transfiguration Church, both of which were built on the orders of Tsar Alexis in the 1650s.  

To the left of the belfry is another, smaller, refectory which is attached to the Trinity Gate-Church, which was also constructed in the 1650s on the orders of Tsar Alexis who made it his own family church. The church is elaborately decorated with colourful trims and underneath the archway is a beautiful 19th century fresco.

Nativity of Virgin Mary Cathedral

The Nativity of Virgin Mary Cathedral is the oldest building in the monastery and among the oldest buildings in the Moscow Region. It was built between 1404 and 1405 during the lifetime of St Sabbas and using the funds of Prince Yury of Zvenigorod. The white-stone cathedral is a standard four-pillar design with a single golden dome. After the death of St Sabbas he was interred in the cathedral and a new altar dedicated to him was added.

Under the reign of Tsar Alexis the cathedral was decorated with frescoes by Stepan Ryazanets, some of which remain today. Tsar Alexis also presented the cathedral with a five-tier iconostasis, the top row of icons have been preserved.

Tsaritsa's Chambers

The Nativity of Virgin Mary Cathedral is located between the Tsaritsa's Chambers of the left and the Palace of Tsar Alexis on the right. The Tsaritsa's Chambers were built in the mid-17th century for the wife of Tsar Alexey - Tsaritsa Maria Ilinichna Miloskavskaya. The design of the building is influenced by the ancient Russian architectural style. Is prettier than the Tsar's chambers opposite, being red in colour with elaborately decorated window frames and entrance.

At present the Tsaritsa's Chambers houses the Zvenigorod Historical, Architectural and Art Museum. Among its displays is an accurate recreation of the interior of a noble lady's chambers including furniture, decorations and a decorated tiled oven, and an exhibition on the history of Zvenigorod and the monastery.

Palace of Tsar Alexis

The Palace of Tsar Alexis was built in the 1650s and is now one of the best surviving examples of non-religious architecture of that era. It was built especially for Tsar Alexis who often visited the monastery on religious pilgrimages. Its most striking feature is its pretty row of nine chimney spouts which resemble towers.

Plan your next trip to Russia

Ready-to-book tours.

Your holiday in Russia starts here. Choose and book your tour to Russia.

REQUEST A CUSTOMISED TRIP

Looking for something unique? Create the trip of your dreams with the help of our experts.

Follow Puck Worlds online:

• Follow Puck Worlds on Twitter

Site search

Filed under:

• Kontinental Hockey League

Gagarin Cup Preview: Atlant vs. Salavat Yulaev

Share this story.

• Share this on Facebook
• Share this on Twitter
• Share this on Reddit
• Share All sharing options

Share All sharing options for: Gagarin Cup Preview: Atlant vs. Salavat Yulaev

Gagarin cup (khl) finals:  atlant moscow oblast vs. salavat yulaev ufa.

Much like the Elitserien Finals, we have a bit of an offense vs. defense match-up in this league Final.  While Ufa let their star top line of Alexander Radulov, Patrick Thoresen and Igor Grigorenko loose on the KHL's Western Conference, Mytischi played a more conservative style, relying on veterans such as former NHLers Jan Bulis, Oleg Petrov, and Jaroslav Obsut.  Just reaching the Finals is a testament to Atlant's disciplined style of play, as they had to knock off much more high profile teams from Yaroslavl and St. Petersburg to do so.  But while they did finish 8th in the league in points, they haven't seen the likes of Ufa, who finished 2nd. 

This series will be a challenge for the underdog, because unlike some of the other KHL teams, Ufa's top players are generally younger and in their prime.  Only Proshkin amongst regular blueliners is over 30, with the work being shared by Kirill Koltsov (28), Andrei Kuteikin (26), Miroslav Blatak (28), Maxim Kondratiev (28) and Dmitri Kalinin (30).  Oleg Tverdovsky hasn't played a lot in the playoffs to date.  Up front, while led by a fairly young top line (24-27), Ufa does have a lot of veterans in support roles:  Vyacheslav Kozlov , Viktor Kozlov , Vladimir Antipov, Sergei Zinovyev and Petr Schastlivy are all over 30.  In fact, the names of all their forwards are familiar to international and NHL fans:  Robert Nilsson , Alexander Svitov, Oleg Saprykin and Jakub Klepis round out the group, all former NHL players.

For Atlant, their veteran roster, with only one of their top six D under the age of 30 (and no top forwards under 30, either), this might be their one shot at a championship.  The team has never won either a Russian Superleague title or the Gagarin Cup, and for players like former NHLer Oleg Petrov, this is probably the last shot at the KHL's top prize.  The team got three extra days rest by winning their Conference Final in six games, and they probably needed to use it.  Atlant does have younger regulars on their roster, but they generally only play a few shifts per game, if that. 

The low event style of game for Atlant probably suits them well, but I don't know how they can manage to keep up against Ufa's speed, skill, and depth.  There is no advantage to be seen in goal, with Erik Ersberg and Konstantin Barulin posting almost identical numbers, and even in terms of recent playoff experience Ufa has them beat.  Luckily for Atlant, Ufa isn't that far away from the Moscow region, so travel shouldn't play a major role. 

I'm predicting that Ufa, winners of the last Superleague title back in 2008, will become the second team to win the Gagarin Cup, and will prevail in five games.  They have a seriously well built team that would honestly compete in the NHL.  They represent the potential of the league, while Atlant represents closer to the reality, as a team full of players who played themselves out of the NHL. 

• Atlant @ Ufa, Friday Apr 8 (3:00 PM CET/10:00 PM EST)
• Atlant @ Ufa, Sunday Apr 10 (1:00 PM CET/8:00 AM EST)
• Ufa @ Atlant, Tuesday Apr 12 (5:30 PM CET/12:30 PM EST)
• Ufa @ Atlant, Thursday Apr 14 (5:30 PM CET/12:30 PM EST)

Games 5-7 are as yet unscheduled, but every second day is the KHL standard, so expect Game 5 to be on Saturday, like an early start. 

Loading comments...

Occasional ruminations, experimentations, and observations on the art and nonsense of building wooden radio control sailboats. Thanks for visiting!

Search This Blog

Iom hull design - alternate bows.

Post a Comment

Popular posts from this blog, iom sailboat stand, iom rig box (iom sail box) plans, a wooden "alternative" iom rc sailboat, iom alignment and measuring jig (updated).

• Share full article

Advertisement

Supported by

In London, a Houseboat Used to Be the Affordable Option. Not Anymore.

With land-based home prices increasingly out of reach, more Londoners are taking to the water. But as the canals fill up, even this affordable living option is becoming less attainable.

By Ben West

When you walk along the towpaths lining London’s 100-mile network of canals, a life on the water can appear idyllic. The boats dotting the winding banks look impossibly charming, romantic, colorful. Even better, they’re cheap to acquire compared with buying a conventional land-based house or apartment in the city.

“It’s so peaceful here,” said David Ros, a freelance sound designer who has been living on the London waterways for 15 years. “I wake up in the morning and open the side door looking out over the river, and the ducks are waiting for me to feed them. It’s just a really nice way to live.”

Mr. Ros, 62, took to the water all those years ago after his marriage broke up and his mother fell ill with cancer. “At the end of that, I didn’t really have much money as I hadn’t been able to work for quite a while,” he said. “I just had enough to buy a boat, so I got one.”

As he spoke, a kingfisher flew by and the sun cascaded through the windows of his 43-foot-long Dutch barge. He bought his current houseboat about six years ago for £30,000 ($38,000). It was a “complete wreck,” he said, so he did extensive renovations. Dating from 1940, the barge has an open kitchen/saloon in the bow, a bathroom with a shower and toilet, and a double bedroom in the stern. It’s a nice setup, if a bit cramped. “The headroom is one of the main disadvantages,” he said.

Mr. Ros says he’ll never live on dry land again, as he prefers being “surrounded by nature.” But the reality is, he probably couldn’t afford a place he wanted, anyway. Home prices remain out of reach for many in London, with an average sale price of about 508,000 British pounds ($636,000), a 50 percent increase over the past 10 years. Meanwhile, a two-bedroom Dutch barge houseboat in the area will now run you around £190,000 ($238,000).

The option is almost too appealing — a new wave of residential boaters is stretching London’s canal support system past its limits. “It’s changed dramatically in the last few years,” Mr. Ros said. “There’s probably three times the number of boats, four times the number of boats than there were 10 years ago. And the demographic has changed; there are a lot more young people.”

Boaters have been living on Britain’s canals since the industrial revolution. But according to the Canal & River Trust, which looks after the nation’s waterways system, the number of residential boats in London has ballooned by 86 percent over the past decade, to more than 4,000. Boats without home moorings — that is, a legal place to stay put — have more than tripled.

“I think it is fair to say that the large increase in people living on boats in the capital is driven by the housing crisis and cost of living in London,” said Jonathan Ludford, the national communications manager for the Canal & River Trust.

With all the new boats on the water, even this affordable living option is becoming less attainable. Mr. Ros’s winter coal supply costs £22 ($29) per bag, and he needs at least 20 bags for the season. Prices for diesel and gas are also up about 50 percent, and the basic price of a boat license is rising.

Even so, the Canal & River Trust is not taking action to limit the number of boats, said Fran Read, the organization’s national press officer. “There is plenty of room, even in hot spots like London, where boat numbers are more concentrated,” Ms. Read said. “But there is a finite amount of canal, with some places very busy already. So if a boater doesn’t have a permanent mooring, they may not be able to find a mooring space just where they’d like.”

Residential boaters in London have two options: One is a permanent mooring, maybe in a marina or along the towpath, with an electric hookup for everyday functions. In inner London, permanent moorings are just about at capacity. The other option, more affordable but less stable, is to “continuously cruise,” whereby the boat has to move into what is essentially a parking spot at least every 14 days.

To ease congestion, the Trust is cracking down on rogue mariners. “If you don’t have a mooring, they move you on, just like a parking attendant,” said Mr. Ros, who has a permanent mooring for around £7,000 ($8,800) a year — a lot less than the typical amount in the area. “They have these people on bicycles controlling each area, logging how long each boat is there. You get fined £25 a day if you overstay.”

Ms. Read confirmed that boat living in London can be “considerably cheaper” than living on land, though it comes with unique challenges and isn’t for everyone. “We support any boater who is struggling wherever possible,” she said, “including directing them toward benefits that are often available for those living afloat on low incomes.”

Boaters on residential moorings can claim housing benefits the same as land-based residents. And the Canal & River Trust lobbied for boaters without home moorings to be included in the government’s Energy Support Scheme last year.

Mark Knightley, 41, and his partner, Tessa Roberts, 37, bought their first London houseboat about eight years ago after realizing that it was their best chance of living together.

“We were renting two separate places, living miles apart,” Mr. Knightley said. “And I’m an actor, while Tessa is a researcher, so we don’t have a lot of money. And the cheapest way of living together was to buy a boat.”

For five years, the couple lived on the 36-foot-long narrow boat in Hackney, east London, which they bought for about £35,000 ($45,000). “It had a bed that would fold out every night, and the floor space was about two square feet,” Mr. Knightley said. “But it was on a beautiful marina on the River Lea.”

Three years ago, shortly before their daughter was born, the couple upgraded to a 70-foot-long Dutch barge with a permanent mooring at South Dock Marina, by the Thames in Rotherhithe, southeast London, for around £200,000.

Mr. Knightley glowed about the community around them — “like nothing that we’d find anywhere else in London,” he said. “There’s a lot of creative people, and loads of history with the dock and the boats that are here.”

Still, it’s a schlep to the supermarket, and ordering food gets complicated when delivery drivers don’t understand your address. And of course, raising a child on a barge comes with its own challenges. In the winter, power outages are a problem, “which can be scary for a young child when she’s in the bath and we’re suddenly plunged into pitch-black darkness,” Mr. Knightley said.

“People assume we must be terrified about her safety all the time because of the water,” Ms. Roberts said. “But I think it’s the same as living near a road: You teach them to be careful around it and you don’t leave them unsupervised outside.”

But the couple’s biggest challenge recently has been the spike in costs. Boat license fees rose by 4 percent beginning in April 2022, and the Canal & River Trust has also phased in additional pricing bands for boats wider than 7-foot-1. Fees for boats more than 10-foot-7 wide are subject to an additional 5 percent.

Houseboats in the River Trust’s jurisdiction require a Boat Safety Scheme certificate, which must be renewed every four years. And for boaters with a permanent mooring, there are mooring fees, paid monthly or annually to the marina owners; the fee that Ms. Roberts and Mr. Knightley pay rose by 11 percent this year, to £10,000 ($12,500).

“The maintenance costs are large when the size of the boat goes up,” Mr. Knightley said. “For our barge it cost £13,000, although the work done to make it legally safe will probably last 10 years. The last time this boat came out of the water, they had to extensively replace the steel, and it cost £40,000. You should also do an engine service every five years or so.”

In their area of London, higher fees are part of a plan by the Southwark borough council to redevelop the marina, at a cost of £6 million. The goal is to address health and safety issues on the water and on the docks, create new wash facilities and a cafe, and replace old workshops that are currently in shipping containers with new purpose-built ones.

The plan, said Catherine Rose, a Southwark Council member for neighborhoods, leisure and parks, “will address urgent health and safety issues to help maintain a working marina and enhance the boat yard environment.”

To help ease the transition, she said, the council is offering a discount for boat-repair shops and staggering the rent increase over a three-year period for all existing boatyard businesses.

But boaters like Mr. Knightley and Ms. Roberts see the move as a way to replace lower-income boaters with more commercial interests. “There’s a lot of concern at the moment with the community here about how the council are essentially trying to force people out,” Mr. Knightley said. “The housing situation in London is horrendous anyway; they’re just making it even worse.”

The boaters tend to agree, though, that safety and security are urgent matters. The Metropolitan Police Service does not keep separate data on water crimes, but boaters say that crime at marinas, and even on boats, has long been a problem.

“I’d never live on a boat again,” said Janusz Konarski, 56, who did just that in London’s Little Venice from 1983 to 1995, before returning to land. “I didn’t ever feel secure. There was a bloke trying to steal my bike. Then we had a glue sniffer undoing the moorings because he was mentally ill. He pulled a knife on me, although the police got him.”

These days, Mr. Ros said, “it feels like there’s a lot of crime around. There’s a lot more breaking in, there’s a lot more general thievery going on. It’s desperate times here, and boats are an easy target.”

And earlier version of this article misidentified a London waterway. It is the River Lea, not Lee.

How we handle corrections

The Unique Burial of a Child of Early Scythian Time at the Cemetery of Saryg-Bulun (Tuva)

<< Previous page

Pages:  379-406

In 1988, the Tuvan Archaeological Expedition (led by M. E. Kilunovskaya and V. A. Semenov) discovered a unique burial of the early Iron Age at Saryg-Bulun in Central Tuva. There are two burial mounds of the Aldy-Bel culture dated by 7th century BC. Within the barrows, which adjoined one another, forming a figure-of-eight, there were discovered 7 burials, from which a representative collection of artifacts was recovered. Burial 5 was the most unique, it was found in a coffin made of a larch trunk, with a tightly closed lid. Due to the preservative properties of larch and lack of air access, the coffin contained a well-preserved mummy of a child with an accompanying set of grave goods. The interred individual retained the skin on his face and had a leather headdress painted with red pigment and a coat, sewn from jerboa fur. The coat was belted with a leather belt with bronze ornaments and buckles. Besides that, a leather quiver with arrows with the shafts decorated with painted ornaments, fully preserved battle pick and a bow were buried in the coffin. Unexpectedly, the full-genomic analysis, showed that the individual was female. This fact opens a new aspect in the study of the social history of the Scythian society and perhaps brings us back to the myth of the Amazons, discussed by Herodotus. Of course, this discovery is unique in its preservation for the Scythian culture of Tuva and requires careful study and conservation.

Keywords: Tuva, Early Iron Age, early Scythian period, Aldy-Bel culture, barrow, burial in the coffin, mummy, full genome sequencing, aDNA

Information about authors: Marina Kilunovskaya (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Vladimir Semenov (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Varvara Busova  (Moscow, Russian Federation).  (Saint Petersburg, Russian Federation). Institute for the History of Material Culture of the Russian Academy of Sciences.  Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail:  [email protected] Kharis Mustafin  (Moscow, Russian Federation). Candidate of Technical Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Irina Alborova  (Moscow, Russian Federation). Candidate of Biological Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Alina Matzvai  (Moscow, Russian Federation). Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected]

Shopping Cart Items: 0 Cart Total: 0,00 € place your order

Price pdf version

student - 2,75 € individual - 3,00 € institutional - 7,00 €

Copyright В© 1999-2022. Stratum Publishing House