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November 30, 1999 by Sail1Design Editor Leave a Comment

Because of its strict one design rule, older boats are equally competitive with new boats. It races with the “class jib,” a non-overlapping jib, a mainsail, and a large spinnaker. The boat is capable of planing on reaches and runs.

According to its builder, “Since its introduction in 1983, the J/22 has blossomed into an International class now with 1,600+ boats sailing in 65 fleets in 18 countries. Over 130 boats sailed in the 2004 World Championship. On the merits of its sailing characteristics, widespread popularity and small crew number (3-4), J/22 continues to be the boat of choice and is selected again for the 2005 Rolex International Women’s Keelboat Championship in Annapolis, MD.”

loa 22’     beam 8’ sail area ft² spinnaker area 480 ft² hull weight 1790 lbs. crew 3-4 # of boats built 1600 active US fleets NJ, PA, MD, FL, CA, MA, CT, RI, VA, NY, TX, LA

Class website: http://www.j22.org/

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J22 Charter

New england sailing center.

J22 Description

The J22 is available to our Basic Keelboat graduates and qualified sailors for day charters. Charter one of these boats for an enjoyable day sail or to practice your sailing techniques.

The J22 is designed and built in New England. They offer strength, stability and speed unmatched in keelboats of their size. The J22 is tiller driven to enhance the boat’s reaction time and the large rudder provides a light feel, translating into a forgiving and precise helmsmanship. The lead keel balances the sail plan and keeps the boat upright giving the boat its ultimate stability. The J22 also has a sail plan that gives the boat speed in light to medium wind but that can easily be reefed if the winds increase. The deck is completely surrounded by double lifelines and bow and stern pulpits, and all control lines are within reach of the cockpit.

Please visit our detailed yacht charter information page for more information on the J22 pricing.

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• J/22 World Championship

Glenn Darden’s Baby Doll Earns J/22 Midwinter Championship

Thrilling middle day of j/22 midwinter championship, j/22 midwinter championship launches in the big easy, seago wins california dreamin’ j/22 match race act iii, bob johnstone awarded us sailing’s herreshoff trophy, 2024 women’s winter invitational in j/22s.

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The J22 Forum is the place to discuss ideas, issues and concerns regarding the J22 Class Association. The current version is a beta trial that we will continue to tweak and improve in the coming days and weeks. If you’ve got thoughts or suggestions how we can improve or better use this forum. Please contact the Class Office.

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J22 Speed Guide

North Sails expert Mike Marshall answers your J22 speed and boat handling questions. 

Who sails the J22?

The J22 class is simultaneously both international and “grassroots.” Make no mistake. The top J22 sailors are extremely talented, but at the same time, the class has a culture that’s quite approachable and down to earth. In addition to the United States and Canada, fleets are active in France, Germany, the Netherlands, South Africa, the Cayman Islands, and Jamaica.

Sailing a J22 upwind in a good breeze, hiking hard and sailing flat is fast.

J22 sailors are friendly and want to help each other sail better. On the water, people are definitely competitive, but if you ask someone on the dock what they were doing to perform so well in a certain situation, they’ll tell you. And quite a few of the people you may be asking, especially at North American regattas, have won world championships.

What’s also special about the J22 is that getting to regattas and out on the racecourse can be easier compared with many other keelboats. You only need a couple buddies to sail with you; the boat is simple to trail; and the cost of getting into the class is relatively low. Your big decision each year is which one or two new sails to buy. Put all these things together and you have a class of very friendly and likeable people enjoying an affordable game with their friends, and that creates a special vibe.

What kind of sailors do best in the J22 class?

The boats are often called “a dinghy with a piece of lead hanging off the bottom.” You need to roll tack them, and boat handling is critical to sailing fast, so dinghy sailors naturally do well. The class encourages young dinghy sailor participation with a grant program that loans a boat each season to a youth team, and these teams always do well. Of course, you still have all the technical aspects of a keelboat, so teams also need to develop the skills required to tune the rig and make sure the sail shape is right.

What is the ideal J22 crew size?

You can sail with three people or four. The weight limit is 605 pounds, and it pays to be right on the limit. Ideally, you’ll sail with your biggest person in the middle.

How physical is the crew work?

While the crew work involved in taking a J22 through maneuvers is only moderately physical, racing this boat competitively is a workout. As my friend Jeff Eiber says, “I don’t like sailing boats unless I’m working hard to do it,” and the J22meets this criterion. Jeff is happy to be a middle crew on these boats where he’ll be hiking out like you would on an Etchells. The bow person is also hiking. And the harder you hike, the faster you go.

What are your top J22 speed tips?

Sail the boat like a dinghy.

Focus on tuning and forestay length.

Keep the boat as flat as possible.

Upwind, sail as fast as nearby boats; don’t try to out-point them.

What’s involved in crewing on a J22?

When sailing with three, the helm drives and handles the mainsheet, backstay, and traveler. The middle person trims the jib and spinnaker, and also douses the chute. The bow person manages halyards, spinnaker pole, and sail controls at the mast. Sometimes the bow person is the tactician; sometimes the middle person is. When sailing with four, the bow person’s job gets split. On sets, the second person aft may feed the spinnaker out of the companionway or manage the controls for the bow person.

What should you know when buying a J22?

The first J22 was built in 1983, so many of them have been built over the years. New boats are not currently available in the U.S., but you can pick up a competitive boat for $8,000, add a couple new pieces of gear, and, with practice, compete at the top-20 level in a world championship. If you’re aiming for the top 10, you should buy a boat in the $15,000 range.

Boats with numbers above 1460 were built by U.S. Watercraft as opposed to TPI, which built the earlier boats. The newer boats have no wood in the interior and therefore need less maintenance. However, older boats can certainly compete. Boat number 677 finished in the top five at the last two world championships in the United States. Most people who join the class buy a used boat, purchase a new jib, and get on the water for $10,000 or less. If you’re on a tight budget, you can do it for half that much.

Beyond the basics, what kind of prep is needed to make a boat competitive?

If you have aspirations to be in the top 10 at the worlds, you need to prep the bottom and make sure your chainplates, mast step, and jib tracks are in exactly the right place. If that’s not your initial goal, just prep the bottom and go sailing. Bottom paint is not a problem either, but make sure it’s sanded nice and smooth. If you bought a $5,000 boat, take a close look at all the blocks. You’ll probably want to replace a few of them.

How do you transport the boat?

Although this boat has a fixed keel, it draws slightly less than four feet, so it doesn’t stand too tall on its trailer. Combining a displacement of 1,790 pounds with the weight of sails, equipment, and trailer, gives a total weight of 4,000 pounds. This means that you can haul the boat with a minivan or light SUV. One of the Canadian teams tows long distances with a Honda Odyssey. I’ve also seen European teams tow the boat with a Volkswagen Passat, but this seems a bit small to me.

What's involved in rigging and de-rigging a J22?

What I love about the J22 is that everything needed for the boat always stays on the boat. No outboard engine is required. I usually leave the shrouds attached and tuck them in. So when I pull my J22 out in the spring, I just take off the tarp, put sails in the boat, remove a bin of cleaning supplies, and put the rudder in the van. The mast is still tied down from the last time I raced, so I simply tighten the straps and drive away.

My routine at a regatta is equally straightforward. The deck-stepped mast can be put up or taken down with help from just one other person. Before launching, I usually wash the bottom and put some polish on it, and we’re ready to go. One or two of us can do all the prep work in well under two hours—or even in one hour if we’re in a rush.

What kind of inventory does North recommend and how long do sails last?

The J22 has three sails—a main, a jib and a spinnaker—and there are no restrictions on sail purchases. Jibs get tired every year from beating against the mast. Spinnakers can last two seasons if not abused. Mains might last a little longer. Most people buy a set of racing sails for major regattas, and for other racing they use their second set. When a new set is purchased, the previous new set becomes the practice set, and the cycle continues.

Our results prove that the North Sails J/22 inventory  is outstanding. We’ve tested many new shapes, but have confidence that our standard designs are best across a range of conditions.

Two pins hold the J22’s mast in place.

What are the keys to setting up the rig?

First, make sure your mast is straight and centered in the boat athwartships, and then, as described in the North Sails J22 Tuning Guide , set your forestay measurement at 4’11.75”. There are two sets of numbers in the Tuning Guide, depending on the age of your boat and the type of mast step, but this position is a good starting point from which you may make further adjustments after you go sailing and get a feel for how much helm the boat generates in light and medium winds. The J22 keel position can vary by as much as 30mm fore and aft. If the keel is farther aft, you’ll likely lengthen your headstay by up to three-quarters of an inch. If the keel is farther forward, you may shorten the headstay up to three-eighths of an inch.

Be aware that you needn’t start tuning from scratch at each regatta. Once I know my mast is straight, I can leave the uppers and lowers tensioned when I unstep the mast; I just pull out the forward of the two mast pins and have someone pull out the forestay pin while I hold the mast. Because of the aft-swept spreaders, the tension on the uppers eases almost immediately. When I put the rig back up, the upper shrouds are already tuned, provided that they didn’t move when I trailed the boat to the regatta.

Upwind, whether sailing with three or four crew everyone shifts forward; even the helmsman moves ahead of the traveler.

J22 Upwind Sailing

Where does each person sit when sailing a j22 upwind.

Crew positions center around the jib trimmer, who is usually the biggest person and tends to sit just aft of the cabin house.

The driver sits as far forward as possible. On our boat, I’m far enough forward so that I can touch the winch on the cabin top. In very light air, our bow person sits right up next to the aft side of the shrouds. In big breeze, our jib trimmer moves aft half a body width, and the bow person slides back close to the jib trimmer. Having the weight together on the rail is key.

The backstay controls on our boat have been moved forward so they are between my legs in light air. When it’s windy, I’ll move back half a body width so I can play the mainsheet effectively. Our jib trimmer hikes with legs in and butt just over the rail, while the bow person hikes with legs out over the rail. The bow person hikes off the vang, so when hiking, that person pulls the vang on, and when coming back in, they let the vang off. This is in line with how you want the vang played in breeze.

In lighter air, say 7 knots, the jib trimmer will be the first to move to leeward. We don’t move the bow person if we can help it, in order to keep the rig quiet. The jib trimmer can move more smoothly and is therefore more active

What do you focus on when trimming the main and jib?

Two key things we watch on the J22 are the upper leech telltales on the main and minimizing heel. Our jib trimmer also keeps an eye on jib halyard tension, lead-car position, and the jib’s upper leech telltale.

At our lightest setting, we set jib halyard tension so we have only slight “crow’s feet” wrinkles at the headstay snaps. We position the lead car so that the foot of the jib intersects the toe rail 18 inches back from the bow. We want the foot inside the toe rail but pressed up against it. In most conditions, the jib’s top leech telltale should be flying, with just a quarter of an inch of trim needed to stall it. As the wind strength increases, these reference points remain the same, so we use more halyard to maintain little to no “crow’s feet” and move the car back because the jib is more eased. In the biggest breeze, the jib halyard is as tight as possible.

In light air, the top main telltale should always be flying. In medium air, we trim the sheet until the top telltale stalls 50 percent of the time. With increased wind, the telltale will stall less and less as we increase tension on the backstay and open up the top of the sail.

This crew is working hard to keep the boat flat even while ensuring the spinnaker is not twisted for the next set.

What are the key gear shifts to make when wind and sea state change?

The backstay and vang are hugely important controls. With a big velocity change, we’ll adjust the jib halyard. As the wind picks up, I’ll start putting more backstay on, then more mainsheet, then more backstay again, always taking slack out of the vang until I get to maximum backstay. If the wind continues to build, I’ll start to play the traveler a little, but if the traveler car ends up at the leeward seat, that’s my cue to center the traveler and start playing the mainsheet with full vang on. The bow person is already holding the vang tail because that person is hiking off the vang. The bow person tightens the vang in the puffs, and then in a lull, leans in and eases it, adding depth to the bottom of sail.

Who is in the dialogue loop and what's a typical conversation?

Our bow person calls the major waves, flat spots, puffs, and lulls. That allows me to decide whether to bear off around a wave or ride high over it, sailing with telltales up. It also allows me to be ready on the controls if I know a puff or lull is coming. Our middle person talks about relative boat speed and our positioning with other boats. Besides that, I’ll ask for more vang or cunningham, or I’ll say things like “We need to ease the jib sheet a little bit,” or “Big hike here.”

Any special considerations upwind?

As a standard rule, “Flat is fast.” Also, in big breeze, there’s a point when you can have the jib too tight. You’ll know this because, when you ease the main, you’ll see the sail start to luff due to the jib’s backwind. That’s when we’ll sometimes ease the jib sheet as much as 6 inches.

In most conditions, the J22 will be sailed at deep angles with some weather heel.

J22 Downwind Sailing

Where does each person sit when sailing downwind.

As the driver, I sit to leeward when sailing downwind, up against or in front of the traveler bar. I have four parts of the mainsheet in my hand to pump the sail. My trimmer stands to windward, weight centered over the guy block, with the leeward sheet in his leeward hand. The bow person when sailing downwind manages heel with weight movement, sitting behind the mast and generally to leeward and watching out for the boom when I pump the main.

In lighter air, the trimmer will walk in from the windward rail to add heel when needed, and the bow person will likely stay to leeward. In big breeze, our trimmer steps in and the bow person moves back a little but stays on the cabin top to hold the guy for the trimmer, often with feet in the companionway sitting on the cabin top’s leeward side. It’s important in any breeze to keep the weight as much as possible to the edges of the boat. This helps to stabilize the rocking.

What is your main focus downwind on a J22?

The main focus downwind is to make sure you’re going fast all the time. Match your speed with others before you match angle. On the J22, it’s all about momentum. As soon as your momentum starts to fade, turn up and get the boat going again. Then the middle person can move to windward and press the rail to help you bear off.

What are the keys to downwind trim for the main and spinnaker?

In light air, I trim the mainsheet and also focus on how the vang is controlling upper leech twist. In trimming the chute, we try to get the pole back as far as possible but keep the foot of the spinnaker two feet away from the forestay. Also, when the pole is fully squared, we don’t ease the clew past the forestay.

In surfing conditions, the helmsman pumps the main as the trimmer leans to windward, trimming the sheet and helping to turn the boat down the wave.

How do you shift gears on a J22 when wind and sea state change?

The boats will plane near the top of the wind range, but most of the time our mode is to drive low and, if possible, pump to surf the waves. Whether that’s possible depends on the wave state. I think of it in much the same way as I think of sailing a Laser. The more you can surf the waves, the faster you’ll go.

Who is in the dialogue loop downwind and what's a typical conversation?

My trimmer always pushes me to go lower when feeling pressure in the sheet. I also listen to the sound the boat makes going through the water, using this sound to help gauge our speed. Sometimes my trimmer says the sheet is light and we need to come up, but listening to the bow wave, I know that the boat is still moving, so I’ll hold it down for a couple more seconds.

J22 Boathandling

What's a typical start like in this class.

At the start, all the boats are set up on the line with sails luffing. It’s like going back to college sailing. Good maneuvering skills are key. Heel the boat to leeward; then flatten the boat to get going. Your goal is to open up the hole on your leeward side.

Before the start, a J22 fleet lines up with jibs luffing, each team attempting to keep way on and leave a hole to leeward for acceleration just before the gun.

Top 3 tips to starting a J22 well?

Set up far enough back from the line to avoid being early.

When sailing up to the line, over-trim the main to keep flow over the keel so you don’t slide sideways when you trim in to go.

Don’t pull the trigger too soon and sail down on top of boats to leeward of you.

After the gun, some boats accelerate ahead of others.

What tips can you offer for down speed boat handling?

The J22 is very much like a dinghy. The mainsail turns the boats up, and the jib pulls the bow back down. Also practice heeling the boat to turn it up (heeling to leeward) and down (heeling to windward).

What mistake slows this boat down most in a tack?

What slows you down most is the wrong rate of turn—too fast or too slow—plus not roll tacking every time.

What does each crew member do in a J22 tack?

As the driver, I stand up holding the mainsheet, hopefully with the traveler cleated on both sides. As on most smaller boats, I swap the tiller from one hand to the other behind my back, sit down on the rail, and adjust the traveler (also easing the main about an inch).

Roll tack the J22 like a dinghy, although the forward crew waits until after the tack to cross (through the slot and around the mast).

Our jib trimmer waits until the jib backwinds halfway and then releases it off one winch while holding the lazy sheet in the other hand. As the jib blows through, the excess sheet is collected either directly from the block or on the winch, depending on wind strength. No pressure should be felt on the sheet if this job is done fast enough. When the sheet is within 2 inches of final trim, the trimmer hikes out and drops the winch handle in place, ready to trim when we’re at speed.

About 60 percent of the top boats use 2:1 sheeting, with blocks on the jib’s clew. The advantage of using 2:1 is being able to sail without winch handles. The disadvantage is having a lot more sheet to get caught on things.

The bow person’s job on the tack is to avoid stepping on the jib sheets while helping to roll the boat using the handrails with butt in the air.

Then, when needed, the bow person crosses the boat, sliding between the leech of the jib and the mast. When sailing with four, the second person back can either follow the bow person around the mast or slide across the cabin top.

Any special tips for good light- or heavy-air tacks?

In light air, roll tack as hard as you possibly can. In heavy air, you need to decide when to turn fully onto a close-hauled course and when to hesitate at the end of your turn to regulate the amount of power the boat has when coming out of the tack. If you turn the boat too quickly, it will fall over. If you turn too slowly, you’ll hit a wave and slow down. Practice before the race to decide what’s best for the day’s conditions.

What mistake slows down a J22 most in a jibe?

As the driver, you have to learn the exit angle for the jibe, or your spinnaker trimmer may have difficulty flying the kite. It never hurts to practice your jibes.

What does each crew member do on a J22 jibe?

In light and heavy air, everyone rolls the boat in a jibe. As the driver, I stand up in the cockpit and grab all parts of the mainsheet along with the twing that will need to come on. Then, closing my hand tightly, I pull the twing on as I throw the boom over. In light air, I’ll roll the boat more, moving from my position on the old leeward side across to the new leeward side.

On a jibe, our trimmer is standing to windward, with a hand on the guy. Then the trimmer kneels down and uses that hand to pop the twing out of the cleat near the guy block while at the same time ducking below the boom that’s coming over. Next, the trimmer stands up or stays kneeling until ready to move to the windward rail and help flatten the boat.

Our bow person during a jibe moves across the boat to help roll it before the main comes across. Then, as the main is coming over, the bow person jibes the spinnaker pole. In big breeze, jibing the pole can be done simply standing by the mast.

What is the key to a fast spinnaker set?

When the kite goes up, make sure the clews are separated. Get the tack of the spinnaker out past the shrouds and make sure the leeward sheet is cleated, so when the tack goes forward, the clew stays aft.

The pole can be "dangled" before the mark rounding; the forward crew won’t move to snap it on the mast ring until standing up to set the chute.

Who does what in a J22 crew on a bear-away set?

The bow person keeps hiking and raises the pole from the rail. The pole is inside the shrouds and clipped to the guy up forward, so the bow person raises the pole, eases the vang, and then stands up and clips the pole on, pulling up the spinnaker halyard as fast as possible. The middle person, who has pre-cleated the spinnaker sheet to a mark, eases the jib sheet a foot while feeding the spinnaker out. When the spinnaker is halfway out, this person pulls it around with the guy as rapidly as possible until it fills. Meantime, the bow person un-cleats the jib halyard, reaches around to leeward of the mast, and gives the jib leech one good yank down. The trimmer then picks the spinnaker sheet up out of the cleat as the sail fills.

What is the key to a good J22 spinnaker takedown?

The most important tip I can offer is “Don’t wait too long.” Raise the jib and take off the pole (this spinnaker is easy to free fly). As the pole comes off the mast, the bow person remains standing, un-cleats the topping lift, and drops the pole to the deck inside the shrouds on the starboard side. Then the bow person takes the halyard in both hands waiting for the trimmer to gather half of the foot of the spinnaker on the takedown side, at which point the bow person lets go of the halyard. Quite a few lines lead to the same area at the base of the mast, so it’s important for the bow person to make sure that all these lines are cleaned up in advance.

How easily does a J22 broach?

Downwind, a broach can happen pretty easily. It typically occurs when you come out of a jibe too high or too low. So if you broach, just make sure that everyone is OK, let the spinnaker halyard down, and get the chute out of the water really fast. The boat will soon be on its feet and going again.

Any suggestions for drills to improve boat handling?

Find a buoy and do 50 circles around it in each direction. Then do 30 tacks upwind and 30 jibes downwind.

What is the coolest thing about the J22?

The class itself is the coolest thing. People who sail J22s are all extremely friendly and helpful. Everyone wants to see others succeed.

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Quantum has been involved with the J/22 class since day one. We have put in endless hours of testing and refining our sails and rig tune to help you get the most out of your J/22. Today, our J/Boat division of designers and sailors works on all aspects of our program, continually injecting new ideas and thinking, so every day, we are moving forward. Quantum’s top J/22 race results include multiple world, North American, European and Midwinter championships.

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J/22 Mainsails

J/22 Class Mainsail

The J/22 mainsail offers easy-to-adjust power controls as well as great performance in all conditions. This is our latest all-purpose mainsail designed to handle the big winds and deliver enough power to get you through the light wind and wavy conditions. Its cross-cut design and loose foot allows for deeper draft and great shape retention. Built with dimension polyant fabric, it's a low-cost, exceptional value mainsail that is fast, durable, flexible, and easy to manage. INCLUDES: Loose foot, tapered fiberglass battens, draft stripes, sail numbers, visibility and spreader windows, insignia, class royalty, and roll bag.

J/22 Headsails

J/22 Class Jib

Quantum's jibs have evolved to become more user-friendly. With a deeper foot and a rounder entry, our jib has a wide groove and great acceleration out of tacks and off the starting line. We have found this sail to be a great performer in both flat and lumpy water. Jibs come complete with telltales, bronze jib hanks, visibility window, draft stripes, class royalty and roll bag.

J/22 Spinnakers

J/22 Spinnaker - AIRX 650

Quantum has long been the leader in spinnaker design technology. This is quite apparent in our J/22 spinnakers. We updated our horizontal profile to a more elliptical shape that gives the spinnaker maximum projected area while still being easy to fly. The strength of our tri-radial panels locks in the shape so your sail will stay fast longer. Airx 650 is the lightest cloth available that meets the class rules, and is now available colors shown. Spinnakers come complete with sail numbers and a fold bag. Price also includes class royalty.

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Scott Nixon

• P: 410-268-1161 x205
• E: [email protected]

Scott Nixon has been involved with racing his whole life. An All-American sailor at St. Mary’s College of Maryland, Scott later coached many students to the All-American ranks at the College of Charleston in South Carolina. He has a wide range of racing experiences, including dinghies, One Design keelboats, inshore big boats, and offshore distance racing. Scott joined Quantum Sails in 2000, and his experiences bring a unique skill-set to Quantum’s programs. Focusing primarily on One Design classes, he is directly involved in testing, design, and development of Quantum’s One Design sail programs, working directly with the design team to make sure Quantum® sails are at the front of the fleet. Scott has sailed with Quantum customers to win championships at the world, Gold Cup, European, North American, and national levels. His hands-on approach includes active campaigns and racing in the following classes for Quantum: J/22, J/24, J/70, J/80, J/109, J/111, C&C 30, Farr 30, Farr 40, NYYC 42, Swan 45, Melges 20, Melges 24, and Melges 32.

• Nationality: USA
• Position: Global Offshore One Design Director
• Current Town: Annapolis

Career highlights

Kris Werner

• P: 585-342-5200
• E: [email protected]

Kris Werner grew up in Queens, NY, and spent his childhood on the water, sailing and fishing. He is a graduate of New York Maritime College at Fort Schuyler, where he earned an unlimited tonnage/oceans USCG license and a Bachelor of Science degree in Marine Transportation and Business. After four years of collegiate varsity and offshore sailing, Kris served as a collegiate sailing coach and waterfront director. His career took him all over the world as a ship's officer on ocean-going tankers. In 2004, Kris came to Rochester to earn his way to Chief Officer on the Rochester Fast Ferry. He then worked as a Broker with RCR Yachts and began collaborating with Steve Haarstick on sail designs for various boats, including J/70s, J/24s, and other offshore vessels. For three years, he worked at Haarstick Sailmakers before transitioning to becoming the owner of the loft which is now Quantum Sails Rochester. Kris has extensive experience in offshore and one-design racing campaigns, both as a helmsman and a crew member. In addition to being a familiar face on the racing circuit, Kris enjoys spending time cruising with his wife and three boys.

• Position: Great Lakes Regional Manager
• Current Town: Rochester
• 2023 - J/22 North American Championship, 2nd Place
• 2022 - J/22 World Championship, 2nd Place
• 2022 - J/70 North Americans, 3rd Place
• 2022 - J/70 Midwinters, 4th Place
• 2018 - Verve Cup/J-88 North American Championship- 1st Place
• 2018 - CanAm Challenge- J-88 Great Lakes Championship 1st Place
• 2018 - Charleston Race Week- J-88 1st Place
• 2018 - J/24 Midwinters 3rd Place
• 2017 - Charleston Race Week – J/88 1st Place
• 2017 - J/88 North American Championship 1st Place
• 2017 - J/22 Midwinters - 2nd Place
• 2017 - Quantum Key West- J/88-1st Place - Tactics/Mainsail
• 2016 - J/24 Great Lakes Championship- 1st - Helm
• 2016 - CanAm Regatta- J-88 Class- 1st Place - Tactician/Mainsail
• 2016 - J/22 World Championship- 4th place - Tactics/Bow
• 2014 & 2015- J-70 Winter Series- 5th Overall- 45boats-helm
• 2013 - Charleston Race Week One Design Overall Champion- J/24-helm
• 2012 - Newport-Bermuda - 2nd Place - Swan 42-helmsman
• 2012 - Argo Gold Cup Match Race World Tour event- Bow
• 2011 - IRC North American Champion-helm
• 2009 - Lake Ontario / LYRA Boat of the Year- Beneteau 40.7-helm/tactics
• 2009 - Lake Ontario 300 - 1st Place-skipper
• 2006-8 - Meter North American Champion-tactics/mainsail
• 2005 - J/24 Great Lakes Champion-helm
• 1998 - 2001 Coached NY Maritime College Sailing team to National Ranking
• 1998 - Empire State Games- Gold Medal- Laser
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Shooting the Breeze - with Travis Odenbach and Farley Fontenot

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Us, too. We pour that passion into each of our newsletters to help you enjoy sailing even more.

To obtain a measurement certificate : New Boat – It comes with the Measurement Certificate partially completed by Builder. Used Boat – Change of ownership invalidates the Measurement Certificate and the new owner should in his/her interest advise his/her Class Office. A measurer in your district will contact you. If the previous owner has a valid Measurement Certificate, and you have not made ANY alteration to your J/22, submit to the measurer the information required in Part A of the Measurement Certificate together with the previous owner’s Certificate. Otherwise, make arrangement with your Measurer to have your J/22 re-measured.

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J Boats J22 boats for sale

1990 J Boats J-22

Lake George, New York

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1990 J Boats J-22 1990 J-Boats J-22  Lake George Freshwater Boat, includes trailer and engine. 1 Recreational Set of sails 1 Race Set 1 Spinnaker

1988 J/Boats J22

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Nashville, Tennessee

Make J/Boats

1988 J/Boats J22 This dry sailed, fresh water J/22 Class sloop has been meticulously maintained and is in excellent condition. The boat has been upgraded to the latest go fast options. New minimum diameter Crystalline and Warpspeed. Plus the newest easy maintenance features. 3 suits of racing sails Galvanized trailer w michellin tires and 2.5 hp Tohatsu motor. A brand new suit of North sails is also available (never out of the box) for a great price. - This boat has sold but we received now have two more excellent J/22s listed

1991 J Boats J/22

Gilford, New Hampshire

1991 J Boats J/22 This J 22 has just become available . It is here in our yard, and available for viewing. It has a 2008 set of sails, a main and a roller furling jib. It is nicely set up for day sailing. It also has a 2009 Yamaha 4/HP 4 stroke outboard engine. This will be  a great entry in to sailing, at a very nice price

1984 J Boats J/22

Rockwall, Texas

1984 J Boats J/22, 1984 J Boats J/22, J22 Sailboat with Trailer, 3.5HP Racing Ready. Light weight 3.5 hp s troke Nissan Motor. Bought in 2013 and generally reconditoned and replaced old or dated stuff. Deck hardware and running rigging updated and mounted on new hood cover (so no old hardware holes). Hood cover layout optimally rigged for racing. Harken cleats replaced. Reconditioned outhaul.Added small battery and battery charger for new bow and stern lights, Raymarine knot meter, and compass light. Added Plastimo Contest 101 bulkhead mounted Compass and Raymarine Knot/Depth Meter. Forespar Spinnaker Pole. Forespar Tiller Extension. Wind Vane. Two sets of sails and 3 spinnakers.Spinnaker bag companion way mounted. One main sail has new sail cover and sail slugs. Other main sail is bolt rope. So you have a casual sailing main always hanked on and a racing main.Foreward and aft water tight compartments are dry, with new water tight deck plate. Replaced interior seats and flooring. Boat is stored dry, on Hydro Hoist in Chandlers Landing Marina. Hoist not included. Trailer included. $6900

2002 J Boats J/22

Buffalo, New York

Category Sailboats

2002 J Boats J/22 This boat won the 2002 World Championship. Full keel, rudder, and bottom job done by Waterline Systems in Rhode Island. Currently stored indoors in Rhode Island and has been every winter. A very fast, proven J/22.Includes a Trailer, TackTick Compass, All upgraded running rigging. Available for pickup in Rhode Island.New lighter mast purchased in 2013Always winter stored indoorsIncludes used set of Quantum Sails

1986 J Boats J22

Mamaroneck, New York

1986 J Boats J22 This classic J22 will not be around long! A new motor, clean lines and good condition make this boat ready to sail!

1989 J Boats J/22

1989 J Boats J/22 Tis J 22 is here at our showroom, on its trailer. It comes with Main Jib, and spinnaker, as well as a 2011Mercury 4/HP 4 stroke motor. This would be a great entry level day sailor, that will allow one to grow into a fun, and excellent handling sail boat.  The J-22 is the choice of one-design fleets and institutional sailing programs worldwide, because she has proven to be a great value and a favorite among juniors and adults alike. The hull and deck are unyielding Baltek-cored laminates. All the gear is first class, ensuring minimum maintenance, optimum performance and ease of handling. J-22 has a comfortable self-bailing cockpit with 7-foot long seats and room for four to six people in the cabin to escape the rain or cold.  J-22 is built for safety with buoyancy tanks and offshore hatches. Her 700-pound lead keel lowers the center of gravity, creating nearly 1,700 foot-pounds of righting moment at 90 degrees of heel. In 1995 there were 1,200 J-22s sailing in 61 active fleets in eight countries on three continents, which qualifies J-22 for IYRU International status. The J-22 Class Association promotes activities worldwide, publishing a yearbook and newsletters. For class racing, sails are restricted to main, small jib and spinnaker with total crew weight at 605 pounds. Its PHRF rating is 180 s-m.

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1969 RICHLINE HOLIDAY HOUSE

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Researchers take major step toward developing next-generation solar cells

A technician installs solar panels on the roof of the building which houses the University of Colorado Center for Innovation and Creativity in Boulder.  (Credit: Glenn Asakawa/University of Colorado)  

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The solar energy world is ready for a revolution. Scientists are racing to develop a new type of solar cell using materials that can convert electricity more efficiently than today’s panels. 

In a new paper published February 26 in the journal Nature Energy, a CU Boulder researcher and his international collaborators unveiled an innovative method to manufacture the new solar cells, known as perovskite cells, an achievement critical for the commercialization of what many consider the next generation of solar technology.

Today, nearly all solar panels are made from silicon, which boast an efficiency of 22%. This means silicon panels can only convert about one-fifth of the sun’s energy into electricity, because the material absorbs only a limited proportion of sunlight’s wavelengths. Producing silicon is also expensive and energy intensive.

Enter perovskite. The synthetic semiconducting material has the potential to convert substantially more solar power than silicon at a lower production cost.

Michael McGehee

“Perovskites might be a game changer,” said Michael McGehee , a professor in the Department of Chemical and Biological Engineering and fellow with CU Boulder’s Renewable & Sustainable Energy Institute. 

Scientists have been testing perovskite solar cells by stacking them on top of traditional silicon cells to make tandem cells. Layering the two materials, each absorbing a different part of the sun’s spectrum, can potentially increase the panels’ efficiency by over 50%.

“We're still seeing rapid electrification, with more cars running off electricity. We’re hoping to retire more coal plants and eventually get rid of natural gas plants,” said McGehee.  “If you believe that we're going to have a fully renewable future, then you're planning for the wind and solar markets to expand by at least five to ten- fold from where it is today.” 

To get there, he said, the industry must improve the efficiency of solar cells.

But a major challenge in making them from perovskite at a commercial scale is the process of coating the semiconductor onto the glass plates which are the building blocks of panels. Currently, the coating process has to take place in a small box filled with non-reactive gas, such as nitrogen, to prevent the perovskites from reacting with oxygen, which decreases their performance.  

“This is fine at the research stage. But when you start coating large pieces of glass, it gets harder and harder to do this in a nitrogen filled box,” McGehee said. 

McGehee and his collaborators set off to find a way to prevent that damaging reaction with the air. They found that adding dimethylammonium formate, or DMAFo, to the perovskite solution before coating could prevent the materials from oxidizing. This discovery enables coating to take place outside the small box, in ambient air. Experiments showed that perovskite cells made with the DMAFo additive can achieve an efficiency of nearly 25% on their own, comparable to the current efficiency record for perovskite cells of 26%. 

The additive also improved the cells’ stability. 

Commercial silicon panels can typically maintain at least 80% of their performance after 25 years, losing about 1% of efficiency per year. Perovskite cells, however, are more reactive and degrade faster in the air. The new study showed that the perovskite cell made with DMAFo retained 90% of its efficiency after the researchers exposed them to LED light that mimicked sunlight for 700 hours. In contrast, cells made in the air without DMAFo degraded quickly after only 300 hours. 

While this is a very encouraging result, there are 8,000 hours in one year, he noted. So longer tests are needed to determine how these cells hold up overtime. 

“It’s too early to say that they are as stable as silicon panels, but we're on a good trajectory toward that,” McGehee said. 

The study brings perovskite solar cells one step closer to commercialization. At the same time, McGehee’s team is actively developing tandem cells with a real-world efficiency of over 30% that have the same operational lifetime as silicon panels. 

McGehee leads a U.S. academic–industry partnership called Tandems for Efficient and Advanced Modules using Ultrastable Perovskites (TEAMUP). Together with researchers from three other universities, two companies and a national laboratory, the consortium received $9 million funding from the U.S. Department of Energy last year to develop stable tandem perovskites that can feasibly be used in the real world and are commercially viable. The goal is to create tandem more efficient than conventional silicon panels and equally stable over a 25-year period. 

With higher efficiency and potentially lower price tags, these tandem cells could have broader applications than existing silicon panels, including potential installation on the roofs of electric vehicles. They could add 15 to 25 miles of range per day to a car left out in the sun, enough to cover many people’s daily commutes. Drones and sailboats could also be powered by such panels.  

After a decade of research in perovskites, engineers have built perovskite cells that are as efficient as silicon cells, which were invented 70 years ago, McGehee said. “We are taking perovskites to the finish line.  If tandems work out well, they certainly have the potential to dominate the market and become the next generation of solar cells,” he said. 

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Dozens of high school students, 2 adults from Connecticut rowing club rescued after boats capsize

By Katie Houlis, CBS New York Team, Alecia Reid

Updated on: March 21, 2024 / 11:09 AM EDT / CBS New York

WESTPORT, Conn. -- Nearly 30 members of a Connecticut rowing club, including more than two dozen high schoolers, were rescued from the  Long Island Sound  on Wednesday after their boats capsized.

Police said just before 5 p.m., three rowing sculls and one chase boat launched from Saugatuck Rowing Club in  Westport . Each rowing scull carried nine rowers, all males between the ages of 14-18. The chase boat was operated by one coach.

Rowing club releases statement

The Saugatuck Rowing Club released a statement about the rescue, thanking emergency responders.   

"First and foremost, we are grateful that all 29 individuals involved in the incident are safe and accounted for. Two students had hypothermia and were taken to Norwalk Hospital, and they have recovered. Our rower's well-being remains our utmost priority, and we commend the swift and effective response of the authorities involved in ensuring their rescue. As with any outdoor sport, rowing inherently involves certain risks, and our club takes comprehensive measures to prioritize safety. However, despite thorough planning and adherence to safety protocols, unexpected weather changes can occur, as was the case in this instance. We are currently conducting a review of the incident to understand the circumstances fully and to identify any areas where our safety procedures can be further strengthened. In the meantime, we would like to extend our sincere gratitude to all emergency responders involved: Marine Police, Firefighters, EMTs and The Coast Guard, for their professionalism and dedication in ensuring the safety of our young rowers and coaches. Saugatuck Rowing Club remains dedicated to providing a safe and enjoyable environment for all members, and we appreciate the continued support of our community during this time."

What led to the rowing accident?

According to police, as the boats reached Cockenoe Island, the weather began to change and they tried to head back to the club, but two of the rowing sculls began to take on water and capsized, throwing 18 students into the water. Some of the students then swam to the chase boat and hung onto the side, which caused the chase boat to sink.

Sixteen-year-old Davis Evans was on one of the boats that capsized and had to be rescued.

"It was really scary. I'm still kinda shaken up," he said. "It was really clean and then really right as we spun, it just, it got windy and the waves were just crashing into our boat and it was just filling up with water. It was really scary."

Watch: Westport officials provide update on water rescue in Long Island Sound

Police say a second coach launched another chase boat from the rowing club and began to shuttle people to Compo Beach Marina as first responders were sent to the scene.

"We had dispatch reports that were coming from 911 calls from the actual incident on the water. So the first calls were actually from someone [who] reported that they were in a capsized boat and in the water," Westport Deputy Fire Chief Nicholas Marsan said.

According to police, the temperature of the water was approximately 44 degrees at the time.

Chaotic scene in water and on shore

"Responding units found a chaotic scene of youths swimming to shore. Some of them were arriving by boat. Some were swimming. Some were still in the water between Compo Beach and Cockenoe Island," Westport Police Chief Foti Koskinas said. "First responders immediately began providing care to those individuals who were on shore and coordinating the recovery of people in the water."

"When we finally got back on the beach, we had to run back on the beach towards the trucks and we were, like, falling and stuff. We couldn't really walk. It was rough," Davis said.

The rescues

A total of 27 high school students and two adults were rescued, with at least 12 rowers being pulled out of the water by Westport Marine Police and the Westport Fire Department.

Police say the last victim was recovered from the water around 6 p.m. -- somewhere between 48-52 minutes after the boats capsized.

Two students were taken to a local hospital to be treated for hypothermia. The rest of the victims were treated on the scene.

"Team effort"

"This was truly an incredible team effort by all. By the coaches that were involved from the rowing club and by all the first responders," Koskinas said.

When asked if he'll be back on the water any time soon, Davis said, "Yeah, rowing is my sport. It's what I do."  

We reached out to Saugatuck Rowing Club, but they declined to comment.

The police chief says they're still looking into exactly what happened out on the water. The goal of the investigation is to work with community partners to make sure something like this doesn't happen again.

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The Dali was just starting a 27-day voyage.

The ship had spent two days in Baltimore’s port before setting off.

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By Claire Moses and Jenny Gross

• March 26, 2024 Updated 8:41 a.m. ET

The Dali was less than 30 minutes into its planned 27-day journey when the ship ran into the Francis Scott Key Bridge on Tuesday.

The ship, which was sailing under the Singaporean flag, was on its way to Sri Lanka and was supposed to arrive there on April 22, according to VesselFinder, a ship tracking website.

The Dali, which is nearly 1,000 feet long, left the Baltimore port around 1 a.m. Eastern on Tuesday. The ship had two pilots onboard, according to a statement by its owners, Grace Ocean Investment. There were 22 crew members on board, the Maritime & Port Authority of Singapore said in a statement. There were no reports of any injuries, Grace Ocean said.

Before heading off on its voyage, the Dali had returned to the United States from Panama on March 19, harboring in New York. It then arrived on Saturday in Baltimore, where it spent two days in the port.

Maersk, the shipping giant, said in a statement on Tuesday that it had chartered the vessel, which was carrying Maersk cargo. No Maersk crew and personnel were onboard, the statement said, adding that the company was monitoring the investigations being carried out by the authorities and by Synergy Group, the company that was operating the vessel.

“We are horrified by what has happened in Baltimore, and our thoughts are with all of those affected,” the Maersk statement said.

The Dali was built in 2015 by the South Korea-based Hyundai Heavy Industries. The following year, the ship was involved in a minor incident when it hit a stone wall at the port of Antwerp . The Dali sustained damage at the time, but no one was injured.

Claire Moses is a reporter for the Express desk in London. More about Claire Moses

Jenny Gross is a reporter for The Times in London covering breaking news and other topics. More about Jenny Gross

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New Zealand hopes for SailGP victory in home event with strong winds forecast

Boats start in a race two of the SailGP series on Sydney Harbour, Sydney, Australia, Sunday, Feb. 25, 2024. (AP Photo/Mark Baker)

Australia races during the SailGP series on Sydney Harbour, Sydney, Australia, Sunday, Feb. 25, 2024. (AP Photo/Mark Baker)

Australia sails under the Sydney Harbour Bridge after winning the home leg of the SailGP series on Sydney Harbour, Sunday, Feb. 25, 2024. (AP Photo/Mark Baker)

Australia sails back to base following their win during the SailGP series on Sydney Harbour, Sydney, Australia, Sunday, Feb. 25, 2024. (AP Photo/Mark Baker)

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WELLINGTON, New Zealand (AP) — New Zealand has a chance to close the gap on series leader Australia in its home SailGP event at Lyttelton on New Zealand’s South Island over the weekend.

The New Zealand event is the ninth of 13 legs in the series and with around 22,000 tickets sold is being billed as the largest ticketed sailing event in history.

Many more spectators are expected to watch the two-day event from boats around the course, raising concerns among conservationists for the endangered Hector’s dolphin which lives in and around Lyttelton Harbour and currently is in its calving season.

The SailGP series is in its fourth year and involves 10 teams racing identical high-tech foiling catamarans that can reach speeds of around 50 knots (57mph).

There are three regattas after Christchurch in Bermuda, Halifax and New York before the three leading teams compete in the San Francisco finale in July.

Each event involves six fleet races before a final, the winner of which is the event champion. The champion is awarded 10 points on the overall series standings, the second team nine points and so on down to one point for 10th place.

Australia has 66 points, eight clear of second-place New Zealand. Canada is next on 52, followed by Spain on 48 and France, Britain and the United States all on 45. Canada, in eighth place on 38, won the Lyttelton event last year from host New Zealand.

Lyttelton is again expected to provide good sailing conditions with the range of wind meaning boats will be racing near their upper speed limits.

New Zealand driver Peter Burling returns after missing the last leg of the series in Sydney while on paternity leave. Nathan Outteridge drove the New Zealand boat into second place in Burling’s absence but will drive for last-place place Switzerland this weekend.

“It’s definitely been an interesting season but (we’re) looking forward to our home event now and trying to ramp up into the Grand Final,” said Burling, who drove the New Zealand boat to wins in his last two events before his break. “Going for the hat-trick for myself. It’s going to be an absolutely awesome weekend.

“If you look at the forecast, it’s going to be a step up breeze-wise from last year.”

Australia’s win in Sydney was its first event win of 2024, though it’s consistency has taken it to the top of the series standings.

“It was important for us as a team,” Australia driver Tom Slingsby said of the Sydney victory. “We were sailing so well ... it was just getting a bit frustrating not being able to put it together in that final race. For us to get our first win in Australia was just the perfect fairytale.

“We’ve got that off our back and now we can start focusing on the end of the season and the Grand Final.”

New Zealander Phil Robertson was at the helm for Canada’s win here last year.

“Happy to do it again,” Robertson said. “I’m a Kiwi also and it’s awesome to race at home in front of all the fans.

“In my professional career I’ve raced here once before and that was last year so it’s nice to be back here and racing again. The conditions look epic and we’re amped to try an defend the title.”

AP Asia sports: https://apnews.com/hub/sports-asia

Endangered dolphins on course prevent racing at SailGP New Zealand in Christchurch

The presence of an endangered species of dolphins on the race course prevented sailing on the first day of the New Zealand leg of the SailGP series on Saturday.

The race venue on Lyttelton Harbour near Christchurch on the South Island is home to around 1,000 of the remaining 10,000 Hector’s dolphins, which are native to New Zealand.

Under the conditions of the two-day event, racing cannot take place while dolphins are on or near the course. Observers have been assigned to spot dolphins and warn organizers if they stray too close to the race area.

The SailGP website said: “Race Day 1 canceled due to prolonged mammal activity on racecourse for duration of scheduled race window.”

On Saturday, there were dolphins near the start line of the course throughout the period in which racing was due to take place. The 10 competing teams waited on the course for around 90 minutes before organizers determined there was not enough time left in the day for even one race to be completed.

Three fleet races were scheduled Saturday and two more are scheduled Sunday before the top three teams compete in the final to decide the event champion.

In a further brief statement on the event website, organizers said: “SailGP is committed to minimizing risk to the marine environment and has comprehensive protocols developed in conjunction with local authorities and experts to avoid contact with wildlife.”

Sunday’s racing is expected to go ahead as scheduled, dolphins permitting.

Lyttelton became the venue for the New Zealand leg of the series after Auckland indicated it would not be able to host the event. SailGP chief executive, New Zealand-born Russell Coutts has indicated Lyttelton will not be considered as a venue again because of what he described as “activists.”

He was referring to conservationists who have condemned the decision to allow the event to take place in the dolphin’s habitat.

“Unfortunately we won’t be here next year and possibly not ever because we need those dates to fit in with the international calendar,” Coutts said.

While there was some frustration among sailors while racing was delayed Saturday, most accepted the cause of the delay.

“We don’t want to be racing if there are mammals on the course,” New Zealand wing trimmer Blair Tuke said in a television interview. “That is not good for anyone.”

The SailGP series is in its fourth year and involves 10 national teams racing identical high-tech F50 foiling catamarans that can reach speeds of around 50 knots (57 mph).

Christchurch is the ninth round of the series. There are three regattas after Christchurch in Bermuda, Halifax and New York before the three leading teams compete in the final in San Francisco in July.

Each event involves five fleet races before a final, the winner of which is the event champion. The champion is awarded 10 points on the overall series standings, the second team nine points, third eight points, down to one point for 10th place.

Australia currently has 66 points, New Zealand 58 points, Canada 52, Spain 48 and France 45. Canada won the Lyttelton event last year ahead of host New Zealand and Australia won the last leg of the series in Sydney.

AP sports: https://apnews.com/sports

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

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

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

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

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

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

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

On April 21, Rosenergoatom obtained a license issued by Rostekhnadzor to construct the Yakutsk land-based SMR in the Ust-Yansky District of the Republic of Sakha (Yakutia).

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

ROSATOM and FEDC have signed a cooperation agreement to build Russia's first onshore SNPP in Yakutia.

Rosatom develops nuclear fuel for modernized floating power units

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

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Before choosing a Builder for your residential home project in Elektrostal', there are a few important steps to take:

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Questions to ask a prospective custom home builder in elektrostal', moscow oblast, russia:, business services, connect with us.