laser sailboat race

The story of the former Olympian who designed the world’s most beloved boat

By Andrew Blum

Updated on Jun 23, 2021 10:14 AM EDT

On a slate-gray day in September, 89-year-old Bruce Kirby leans against the ­pinstriped first-mate’s seat of Lulu as it motors in slow circles on Long Island Sound. Just outside the elegantly varnished cockpit, a fleet of small sailboats races by, its formation loose and shifting. Kirby follows the boats through a pair of binoculars. One, Jack , belongs to him; he’d be out there competing if it weren’t for his ailing back. But all of the boats are Kirby’s design.

Known as Sonars, Kirby drew their shape in 1979 with a day just like this in mind. The Noroton Yacht Club , Kirby’s home port in the suburban town of Darien, Connecticut, wanted a craft for its members to race—something nimble and fast, but also sturdy and well-behaved. The Sonar is a “one-design boat,” meaning its specifications and equipment are governed by strict rules to ensure that competing in one is a test of skill, not money. Sailing remains a sport of the wealthy, and left unchecked, they can take things to extremes. The superyachts of the America’s Cup have nine-figure R&D budgets, and crews who wear crash helmets and body armor to protect themselves at new limits of speed and performance. In contrast, a used Sonar can be had for under $10,000, and is stable enough that it’s been used by Paralympians since the 2000 games. Out on the sound that afternoon, 37 boats are ­vying for the Sonar North American Championship, with a few former Olympians among the skippers. The whole event is buoyed by ­Kirby’s presence.

Kirby is a world-class sailor and Olympian himself—he represented Canada in ’56, ’64, and ’68—but he is most famous as the designer of a slew of boats known for their swiftness, and also their clarity and simplicity. The epitome of his ethos was a blockbuster, one that defined his career and the course of sailing more broadly: the ­single-​­person racing dinghy known as the Laser.

Back on land, Kirby looks on as the competitors come off the water, windblown and skipping toward the toilets. A collision left one Sonar with a dinner-plate-size hole in its stern, and Kirby leans in for a closer look. The regatta’s press person asks him to do it again for the camera. During the awards ceremony, organizers call Kirby up to the stage for pictures with the winners, and the photographer makes everyone take off their shades, “­except the rock star; he can leave his on.” The teasing is apt; among sailors, there are few bigger celebrities than Bruce Kirby. He comes by their affection honestly. His boats are a blast. “Who wants to design a slow boat?” Kirby likes to ask. “Or own one, for that matter.”

The wheel was a Neolithic invention. It appeared on the scene 5,000 or so years ago, part of a suite of advancements in agriculture. Sailboats came earlier. Australia was settled at least 50,000 years ago, and the first humans didn’t arrive on the continent by foot. Three thousand years ago, Odysseus himself was “sailing the winedark sea for ports of call on alien shores.” Christopher Columbus crossed the Atlantic, by sail, in 1492—marking the start of several hundred eventful years of wind-powered global travel. Only in the past 200 years have the steamship, ­internal-​­combustion engine, and jetliner erased the sailing ship’s primacy as a means of transportation. Sailboats themselves, however, have held on, not as necessity but as sport.

No surprise then that in 1969, when Bruce Kirby got a call from his friend, the Montreal-based industrial designer Ian Bruce, about drafting a new sailboat, the brief was for a piece of recreational equipment—a “car-topper” to go along with a line of outdoor gear (tents, cots, camping chairs) for the Hudson’s Bay Company retail chain. “I didn’t even know what a car-topper was,” Kirby recalls. The craft had to be easy to transport and rig in order to make it as painless as possible to get out on the water.

The dinghy wasn’t the first boat Kirby had dreamed up, but he wasn’t designing them full time. He was working as an editor at a sailing magazine, living (like now) on the Connecticut shore. As a designer, he was self-taught, nicking a copy of Skene’s Elements of Yacht Design , originally published in 1904, from a family friend and understanding, he estimates, about a third of it. But Kirby had “three-­dimensional eyeballs,” as he describes it; he had no trouble envisioning the shape of a hull. And as a world-class racer of small boats, he knew what a fast one should feel like.

Kirby sketched on ruled paper as they talked. When they hung up, he brought it to his 7-foot drawing board and began to tinker. He knew he had to “get the numbers right.” His first consideration was what’s known as the prismatic coefficient, which defines the shape of the vessel. Is it a tub or a knife? Or, in the language of yacht design, is the hull “full” or “fine”? A rectangular barge has a prismatic coefficient of 1 because its hull entirely fills the prism made by its length, beam (or width), and draft (its depth). Most sailboats have a coefficient between 0.5 and 0.6, meaning about half that volume. If the prismatic coefficient is too high—if the boat is too fat—it will be slow, especially in light wind. But if the coefficient is too low—if the boat is too skinny—it will slice through the waves rather than ride up on top of them, or “plane.” A sailboat that planes well is fast, but more important, it’s fun. High up out of the water, wind and sail become more than the sum of their parts. Kirby settled on 0.55, a just-right number to make a well-balanced boat: fast but stable, neither too tippy nor too tubby.

But only if the sailor worked for it. Dinghies depend on “live ballast,” i.e., a person leaning, or “hiking,” out over the side. A big sail makes a boat zip, if its sailor can keep it flat. Basic physics says that their ability to do so depends on their weight, which of course varies from person to person. So, Kirby had a second number to choose: the ratio of sail size to the hull’s displacement, which depends on the weight of the boat plus its human. Kirby dialed in his ­dinghy to perform best with 180 pounds of flesh—in his words, “a good-size guy working like hell to go fast.” The decision was in part selfish; it described Kirby at the time.

Within a couple of weeks, Kirby had a sketch for Bruce. “He was in a bit of a hurry,” Kirby says. When Hudson’s Bay decided against selling a boat at all, Kirby told Bruce to hold on to the design: “I put a little more oomph in the boat than you asked for. It’s going to be a pretty hot little boat if we ever have a chance to build it.”

The chance came soon enough. In October 1970, Kirby’s magazine planned a promotional regatta for sailboats that cost less than $1,000, to be held at the Playboy Club in Lake Geneva, Wisconsin. Kirby and Bruce built a prototype of the car-topper and rigged it for the first time the day of the race. They came in second place. The bend of the mast didn’t match the shape of the sail, so they recut the cloth that night and won the next day’s contest. The little boat was fast and looked it, with a low profile that kept sailors close to the water. Spectators tried to buy it right off the beach.

Back home, the friends began work on a second prototype, mailing plans back and forth across the border. They built it with an adjustable mast so they could play with different configurations. By December, it was ready for final testing. Doing laps on Lake Saint-Louis near Montreal, they moved the mast forward a few inches, cut its height, and took a foot off the end of the boom, looking for just the right feel. By the end of the cold weekend, they decided their hot little dinghy—13 feet, 10½ inches long—was ready for market. All it needed was a name. At a celebratory dinner, a sailing friend—a McGill University student—​­suggested it should be something youthful and international. “Why don’t you call it something like ­‘Laser’?” he asked.

Ian Bruce had a small boatbuilding shop, and the men decided that he would manufacture the dinghy, while Kirby would receive royalties for the design. Bruce priced it at $695. At the New York Boat Show the next month, they collected orders for 144 Lasers. “We didn’t know what the hell was happening,” Kirby recalls.

There were societal factors at play. Postwar prosperity and the construction of new highways led to a boom in ­second-​home ownership in the 1960s and ’70s. Many of those new residences were along lakes and reservoirs, and there were more of those too: Between 1933 and 1968, the Tennessee Valley Authority created more than 10,000 miles of new shoreline, while the Bureau of Land Management created 200 reservoirs. A new swath of the middle class could afford a lake house and, apparently, were ready for an inexpensive sailboat to go with it.

As intended, the Laser was cheap and easy to transport, rig, and bang into a dock. “From a technology standpoint, it’s a very simple boat, and just a great, great boat to learn how to sail fast,” says Scott MacLeod, a sailor at the Noro­ton Yacht Club who twice won the North American collegiate Singlehanded Championship in a Laser—1983 and 1985—and topped out at seventh place in the Worlds.

Laser sailors first organized themselves into an international class in 1974, codifying Kirby’s design into strictly defined specs, and setting the craft on a path toward the Olympics, where it debuted in Atlanta in 1996. In the ’80s, the introduction of a smaller sail, known as the Radial, allowed lighter sailors to be competitive in heavy winds, and became the standard for women’s Laser racing. The sport of sailing is said to be in perpetual decline, but Laser racing has persisted. The 2018 Laser Masters World Championships, held in Dún Laoghaire, Ireland, had 302 entries from 25 countries. (The apogee was the 1980 Laser Worlds, in Kingston, Ontario, a legendary event with 350 entries.) But there are also thousands of smaller weekend regattas, held everywhere from Sheepshead Bay in Brooklyn, New York, to the Victoria Nyanza Sailing Club in Kampala, Uganda.

All told, more than 220,000 Lasers have been built by licensed manufacturers on five continents. (Ian Bruce sold his boatbuilding business in the 1980s. He died in 2016.) With the exception of alternative rigs with smaller sails, like the Radial, the Laser has hardly changed. There have been slight upgrades, each one documented and approved in a “construction manual” maintained by the International Laser Class Association, a kind of worldwide club of Laser sailors. Each Laser factory is audited for conformity.

“Because it’s such a one-design boat, it really comes down to the sailor,” says Sarah Douglas, a contender for the Canadian 2020 Olympic sailing team who recently came in sixth at the Laser Worlds. “It’s not equipment differences or sail differences; it comes down to what the sailor is able to do out on the water,” she says. “At the end of the day, you can’t blame your boat. It’s just you. It is all you.”

For decades, Kirby and his wife, Margo, lived in a house on Connecticut’s little Five Mile River, just upstream from where it empties into Long Island Sound. It had a deepwater dock out the back, and Kirby’s Laser—sail number 0—was laid out on the lawn. (It’s now at the Mystic Seaport Museum .) But recently they moved a few blocks away, to a more modest Colonial with a two-car garage. There are still moving boxes to unpack, yet the walls are already hung with old photos of Kirby sailing his designs, and boat models known as half hulls mounted on plaques. The Laser gets pride of place. Next to the front door, there’s a framed action shot of the “hot little boat” at its best: in the sail position known as a reach, with spray skirting off the bow as if it had a jet engine underneath.

The Laser’s simplicity makes it something like the platonic ideal of a sailboat, like a child’s drawing with a line and a triangle—but enabled by the postwar innovations of fiberglass (for its hull), aluminum (for its mast), and Dacron (for its sail). It is the sort of definitive and lasting design that comes around only rarely, such as the iPhone or five-pocket bluejeans. Except bluejeans and iPhones are constantly being tweaked, evolving along with human taste or ingenuity. Each change widens the aperture of possibility. The object does a new thing, looks a new way, or serves a new purpose.

But a Laser is a sailboat. It moves by the power of the wind along the surface of the water, a function that hasn’t changed in millennia. Granted, Lasers rarely go anywhere, except in circles. They satisfy a basic human desire for speed and competition, each high on the hierarchy of pleasures. It’s all the more remarkable, then, that among innumerable variations of small sailboats over all time, the precise design of the Laser has ridden up on the wave of history, and stayed there, for 50 years—and counting.

This article was originally published in the Spring 2019 Transportation issue of Popular Science.

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The Laser is the world’s most popular adult racing class boat. True to one-design standards, each Laser in the world is identical ensuring the best sailor on the water wins the race, not the boat. The Laser is a challenging boat that rewards athleticism, subtle steering and trimming techniques, as well as the tactical excellence of the sailor. The Laser is raced by young and old alike from the Club level all the way to the Olympics. The Laser comes standard as a race version.

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West Coast Sailing is North America's #1 source for ILCA and Laser sailors, offering parts, apparel, and support for since 2005. Laser sailing has been a core part of our business since day one, and we've had the honor of working with sailors around the world. Our connections to the community include annual support of the North American class association, Columbia Gorge Racing Association (local racing venue in the Gorge), west coast districts including District 22, District 24, and District 25, and numerous events around the country. We actively stock new ILCA sailboats from Ovington, offer charters at regional events, and have an industry leading selection of one design parts, new sails, spars, upgrades, covers, dollies, and all of the latest apparel from top brands. Whether you're an Olympic hopeful, active weekend warrior, or recreational sailor, you can trust our team to help you get out on the water and discover why thousands of sailors around the world choose to sail in this great class .

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Shop ilca / laser custom rigging, ilca / laser sailboat photos (link), ilca / laser rigging videos (youtube), ilca / laser race line lengths :.

Line guide for ILCAs and Lasers equipped with race upgrades and hardware including the 15:1 vang, outhaul, and cunningham controls.

ILCA / Laser REC/CLASSIC LINE LENGTHS :

Line guide for recreational rigged Laser sailboats with classic 3:1 boom vang, single deck cleat in front of daggerboard for cunningham, and boom cleated outhaul. If you do not have the upgraded 15:1 boom vang or outhaul/cunningham system with double deck cleat, this is the right guide for you!

ILCA / Laser Frequently Asked Questions

Q: what’s the difference in the three different sail sizes.

A: There are three different sail sizes available on Lasers. The largest one is the Full Rig (also sometimes called Standard Rig), which is 76sq feet. The next size down is the Radial Rig, at 62sq ft. The smallest size sail is the 4.7 Rig at ~49sf ft. The different sail sizes roughly correspond to the weight of the sailor - but can also be used to compensate for different wind conditions. The target weight range for the full rig is very roughly 165-185 pounds. A Radial is 130-155lbs, an the 4.7 is 105-125lbs. In how the Rigs are used - remember the Laser has three total spar pieces. The mast is two pieces (top and bottom section) and the boom. The only component that changes between all three of the Rigs, is the corresponding lower mast sections (and sail obviously). The boom is the same for all three, as is the top section - those never change. The Full Rig uses a that same boom and top section, with a full rig lower mast. The Radial sail is used in conjunction with a Radial Lower Section and the same boom and top section as the others. And finally, the 4.7 Rig is used in conjunction with a 4.7 lower mast section, but still uses the same boom and top section as all the other rigs.

Q: What’s the difference between the ‘Race’ and the ‘XD’ model?

A: All the Laser manufacturers have historically offered a 'basic' package as well as a higher spec accessories package for racing. These days, despite the name, the ‘Race’ version is the most basic version of the Laser we sell. This model has all the modern control systems, but lacks any of the go fast racing upgrades. The ‘XD’ Laser includes everything in the Race package... plus upgrades sailors who race generally desire. Those XD accessories include things like a composite top section, carbon tiller and carbon tiller extension, smaller and lower stretch diameter lines, and a few upgrades to the turning blocks. Which one to buy is entirely subjective but in general - if you are just doing some sailing around - the Race version is perfectly adequate. If you're looking for a fully dialed in package for maximum speed and performance - the XD is a great package to not have to worry about what else to get in the future.

Q: What’s the ideal weight range for this boat?

A: See the above question on sail sizes, but in general, the Laser can accept sailors from 110lbs up to 200lbs for recreational sailing. For racing, the weight ranges are a lot tighter for each of the specific sail sizes.

Q: What’s the difference between a ‘Trolley’ and a ‘Dolly’?

A: A dolly is a cart that goes under the boat to easy storage, launching and retrieving (generally at a boat ramp or sailing club). Made famous by the Seitech company many years ago, these are lightweight aluminum, purpose sized for each boat. Dollies disassembled easily into a few pieces that can fit in the trunk of a car. A dolly also has a strap to support the hull and occasionally some ‘flippers‘ that will grab the gunwale for storage. The ‘Trolley’ is a similar product in some ways, and very different in others. Trollies have become quite popular in the US in the last 5 years and have been the de facto standard in the UK for decades. A Trolley is an ‘A Frame’ style cart, usually made of galvanized steel, that does not break down. It is a more stable and heavy cart to use with your boat, and it always has built in side supports to hold the boat in place. It has an advantage over a Dolly, in that you can stack multiple Trollies on top of each other for dense storage of multiple boats. Dollies are still more popular than Trollies here, but that is getting close to 50/50 each year.

Q: What’s a good trailer for this boat?

A: If you have a Seitech or Dynamic Dolly for your boat, the Right On Trailer for the Laser is an economical method. It’s a painted trailer, so, not as durable as a galvanized trailer, but, it works well. https://westcoastsailing.net/right-on-laser-and-sunfish-trailer/

If you are after a custom trailer - the best one available is the Trailex Laser version: https://westcoastsailing.net/trailex-laser-trailer/

Q: Where are Lasers built now?

A: As of 2019, there are three Laser builders. One in the UK, one in Australia, and one in Japan. There is lots going on behind the scenes here, but Lasers have not been built in the US since 2014 or so. Could change in time, but that is where they are built currently.

Q: What are these 'Event Boats' I hear of?

A: Event Boats' are new Lasers that have been used for a few key events during the summer. After they have been chartered out for racing, they can be purchased from us at a discount off of new. In general, we get our Event Boats in the Fall and sell them over the Winter.

ILCA/Laser Sailboat: The World's Most Popular One Design Dinghy

The ILCA sailboat is a renowned one-design class that combines simplicity, affordability, and competitive racing. With a hull crafted from durable materials like fiberglass or composites, the ILCA boasts a straightforward design, measuring approximately 13 feet 10 inches in length and weighing around 130 pounds. Rigged with a sleeved sail on a two piece mast and featuring a cockpit tailored for single-handed use, the ILCA sailboat is a favorite among sailors of varying skill levels.

Key Features for Sailors of All Levels

Perfect for recreational sailing, training programs, and club-level racing, the ILCA sailboat offers a versatile platform that adapts to different sailing contexts. Its user-friendly design makes it an excellent choice for beginners learning the ropes, while seasoned sailors appreciate the boat's competitive edge. Managed by the International Laser Class Association (ILCA), this one-design class ensures uniformity, creating a level playing field in races. Whether you're seeking a leisurely cruise or aiming for international competitions, the ILCA sailboat delivers a thrilling sailing experience.

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The ILCA sailboat's global popularity is evident in its widespread use for various purposes worldwide. From local club races to international championships, the ILCA's adaptability shines. Recognized as an Olympic-class boat, the ILCA has earned its place in the world of competitive sailing. Explore the excitement of sailing with the ILCA, a boat that encapsulates the spirit of adventure, camaraderie, and the thrill of the race.

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LaserPerformance, Laser XD Radial w/Composite Upper Mast

The world's most popular adult racing class boat. The upgraded Radial Race XD uses the same hull ..

LaserPerformance, Laser Race 4.7

The world's most popular youth class boat. Recognized as a competitive youth class boat around th..

LaserPerformance, Laser Race Standard

The world's most popular adult racing class boat. True to box one-design standards, each Laser in..

The CASCAIS is the ultimate rotomolded multi–purpose sailing dinghy. Its versatility and innovative design provide for exceptional handling, speed and stability. The spacious cockpit and 3 rig / sail versions make the Cascais the ideal platform for all levels of sailors. Whether you are a recreational sailor or enjoy the thrill of racing, the Cascais cannot be beat for what it has to offer.

• Beautiful design that is simultaneously practical and responsive
• Maximum flexibility – the 3 versions of Cascais provide the ideal pathway boat and can be sailed both single or double handed
• Exciting Performance –regardless of what level of sailor you are, Cascais promises a sailing experience that is never boring, more often exhilarating sailing as complete and fun as it can be
• Delivers a complete experience – depending on what adventures you seek, there is a perfect combination for your sailing needs
• All-around safety – 3 layered plastic body, wide hull for stability, high boom to avoid accidents, the list goes on

• Low maintenance – plastic hull is easier to maintain reducing running cost over its lifetime
• Durable – state of the art 3 layered Polyethylene hull
• High end materials and processes – allow for thickness variation in high and low load areas, increasing the longevity of the boat while decreasing the weight
• User friendly – hardware designed for simplicity and short time to water so that you can spend more time enjoying your Cascais on the water

• Spacious cockpit – more comfort, especially for beginners
• Flexibility and pathway – 2 Rigs, 3 sail plans makes this the true all-around dinghy
• CE certified to up to 300kg – allows a teacher and a student to sail together
• Easy rigging – reducing time to water and makes it easy for young sailors to rig independently
• Transportable – it is cartoppable making it easy to travel with

CASCAIS FUN

60 ft 2 5.58 m 2

18.39 ft 2 1.69 m 2

76.53 ft 2 7.11 m 2

12.17 FT 3.70 M

5.14 FT 1.56 M

2.76 FT 0.84 M

154.30 LB 70 KG

HPDE (Polyethylene high density)

BOAT LIGHTNESS

TIME TO WATER

SKILL LEVEL

PERFECT CHOICE FOR LEISURE SAILING AND THOSE LEARNING TO SAIL

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ALUMINUM SPARS

Fun version comes with dacron sail for recreational sailors and ideal as a training boat.

Perfect choice for leisure sailing and those learning to sail.

Made to Order

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64.15 ft 2 5.96 m 2

19.05 ft 2 1.77 m 2

93.54 ft 2 8.69 m 2

SUITABLE FOR THE WHOLE FAMILY

For the family that wants both leisure sailing and racing in one boat.

CASCAIS RACE

60 ft 2 5.58m 2

76.53 FT 2 7.11 m 2

WHEN YOU STRIVE TO PUSH THE LIMIT

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Bill Tripp started Tripp Design Naval Architecture in 1984, designing racing boats that reflected a childhood spent on the water sailing in boats his father, William Tripp, Jr., designed. Thirty-three years later, with offices in Connecticut and Amsterdam, Tripp and his team design and engineer state- of-the-art yachts ranging in size from 43’ to 80+ meters. Recently launched is the 65’ cruiser/racer ChessieRacing, 46m globetrotting Skade, and Tripp’s largest project to date the 85m sailing ketch Aquijo with two 91m rigs and 5.000m2 of sail area. Bill’s sport of choice is scrappy, small boat team racing—he likens it to 3D chess mixed with a snowball fight. Bill is an avid sailor whatever the size and endeavors to advance the sport in all its forms; design is a good tool for this. What he enjoys most of all is close collaboration with his clients, his office colleagues, and the build teams throughout the entire creative process to realize someone’s vision or dream. A dynamic exchange of ideas with talented and successful people is a dream in and of itself.

Show your commitment to the environment by sailing the CASCAIS Bio Fun, Race and XD.

Supporting the Environment and a Sustainable Future

Introducing the CASCAIS Bio hull , a truly revolutionary option for dinghy sailboats. In everything we do, we are committed to find solutions that decrease negative impacts on the environment.

Rotomolded boats have a longer lifespan and the plastic can be recycled.

The CASCAIS Bio is an additional step in that direction. It is different from our standard hull because it uses a biopolymer layer that is easier to decompose than traditional hulls made of Polyethylene.

That is because 50% of the hull skin is made of sugar cane.

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During the growth of sugar cane it absorbs CO2 reducing the carbon levels in the atmosphere resulting in a “negative” carbon footprint. The CASCAIS Bio hull com in Fun, Race and XD configuration. You can also choose from available hull colors.

Travel Tips to Kabardino-Balkaria: More than Mt. Elbrus!

If you’ve traveled to the North Caucasus before, there is a good chance you’ve already been to Kabardino-Balkaria, and you didn’t even know it!  Kabardino-Balkaria lies in the center of the North Caucasus region, is home to Mt. Elbrus, but more than that is a treasure chest of travel possibilities.  Here is our guide to traveling through the republic of Kabardino-Balkaria, or 9 travel tips to this beautiful land:

1. How do I get there?

Kabardino-Balkaria hosts a large number of both foreign and Russian travelers every year, and has an improving infrastructure able to handle the incoming masses.  Let’s start with the obvious.  You might be a mountain climber or skier coming to enjoy the slopes of Mt. Elbrus.  That means you’re likely arriving on an airplane to Russia.  Here are your travel options:

A. Plane – We advise you fly into the Mineralni Vodi (MRV) airport in the Stavropol Region, which is about 45 minutes from the border of Kabardino-Balkaria.  MRV is the largest airport in the North Caucasus, and has daily direct flights to and from all 3 airpots in Moscow (SVO, DME, and VKO), direct flights from St. Petersburg, and several international flight routes as well, including from Istanbul, Dubai, Greece, Tel Aviv, and Bishkek.  The MRV airport has a growing infrastructure and is the most obvious choice to fly into if going to Elbrus.  From MRV, it’s a 2 hr. drive to Nalchik, and a 3.5 hr. drive to Mt. Elbrus.

That being said, the capital of Kabardino-Balkaria, Nalchik (NAL), also has a small regional airport with a daily flight to/from Moscow as well as weekly flights to Istanbul. As is to be expected in most smaller, regional airports around Russia, the service standard at a small airport like this will be minimal.  As a result, we recommend you flying in and out of MRV if able.  It’s a 2 hr. drive to Elbrus from Nalchik.  You can also fly into other regional airports which are 2 hrs. from Nalchik, such as OGZ in North Ossetia (Vladikavkaz) or IGT in Ingushetia (Magas).

B.  Car/Public Transport – If you have a car, are using a taxi, or are hitch-hiking your way to Kabardino-Balkaria, the region is accessible by a variety of roads and vehicles.  A major Russian federal highway E50 runs through Pyatigorsk into Kabardino-Balkaria, and can take you towards Mt. Elbrus, Nalchik, and deeper into the North Caucasus.  There are daily mini-buses, or “marshrutkas”, that travel to Nalchik from Pyatigorsk, Vladikavkaz, Grozny, and Magas, if you’re coming from a neighboring republic.  From the main Nalchik bus station, there is a marshrutka that goes to Terskol (i.e. Mt. Elbrus) daily around 12:30 pm; for that matter,  marshrutkas run daily into every valley of this beautiful republic.  For the seasoned international traveler, you can drive from the country of Georgia up the famed “Georgian Military Highway” through the heart of the Caucasus Mountains, cross the border into Russia at the “Verkhni Lars” border stop, and be in Nalchik in about 2.5 hours as well. 

Anyone traveling on their own should download the “Yandex” taxi app, which is Russia’s version of Uber, and has a very user-friendly app with affordable prices.  In smaller villages/towns where Yandex’s service doesn’t reach, just ask a local and they’ll direct you to a friend or relative who can taxi you where you need to go!

C.  Train – Kabardino-Balkaria is also very accessible by the famous cross-country Russian train system if that’s your preferred method of travel.  Almost all trains to the North Caucasus pass through Mineralni Vodi in the Stavropol region to the north, so make sure wherever you are coming from, Mineralni Vodi is one of the stops.  Despite Nalchik having a train station, the city is about 45 minutes from the main railway route that runs diagonal through the North Caucasus, and as a result it’s a bit convoluted to get a train directly to Nalchik.  That being said, the town Prokhladni is a regular stop on trains going to/coming from Baku, Makhachkala, Grozny, Nazran, and Vladikavkaz, so you can always hop off there and find your way by public transport or taxi.

2.  What are the best places to stay?

This list could get exhaustive, fast. 🙂  Let’s first look at an overview of the republic’s geography, followed by hotel recommendations:

A. Nalchik – This is the capital city of Kabardino-Balkaria, with a population of around 250,000.  Nalchik is growing and new, modern hotels are being built regularly.  Here are some of our recommendations:

-Modern and comfortable:  Azimut , Butik Otel

-Budget with less frills:  Hotel Rossia , Korona

You could comfortably spend a week in Nalchik, while doing day trips into Kabardino-Balkaria’s beautiful mountain valleys.

B.  Baksan Valley – This is the most traveled road in Kabardino-Balkaria, the road to Mt. Elbrus.  If you have questions about its safety because of travel warnings, please see our detailed blog here of the drive to erase any doubts or fears.  Needless to say, because of the draw of Mt. Elbrus, there are a huge variety of lodging options at the end of this valley, from 4-star to mid-range to budget to hostel.  Here are just a few we’ll recommend from our experience:

-Modern and comfortable 4-star-ish:  Azau Star , Kristall 139

-Budget with less frills 3-star-ish:   Laguna , Povorot

If you’re a mountain climber with your sites set on the summit of Elbrus, you’ll have to spend at least 3-4 nights at Elbrus’s famous base camp at 13,000 feet.  The “barrel huts” are not easy to book directly with, and we highly recommend you do your climb (and hence, have your bookings handled) through a trusted climbing company.  Here are two shelters at base camp we recommend:

-Modern and comfortable:  Leaprus

-Budget with less frills:  Heart of Elbrus Lodge

If you’re interested in climbing Mt. Elbrus and staying in these barrel huts, click  here  to see our climbing itineraries, pricing, and group dates.

C.  Chegem Valley – Chegem Valley is the adjacent valley to Elbrus’s Baksan Valley, and is famous for its beautiful waterfalls as well as being Russia’s top paragliding location.  The “ Paradrome ” has modest accommodations for those wanting to get to know this beautiful valley for a longer period of time.

D.  Upper Balkaria, or Cherek Valley – This is another beautiful mountain gorge not too far from Nalchik.  There is an authentic lodging complex in Upper Balkaria called Tau-El, with amazing local food for meals as well.

E.  Border Zone lodging – Several of Kabardino-Balkaria’s mountain gorges run into the border zone with neighboring country Georgia, i.e. an area that foreigners cannot enter without a special permit from the local government (often taking 2 months to receive).  There is a famous mountaineering lodge in Bezengi Valley, where several generations of Russian mountain climbers have honed their craft in the Caucasus Mountains.  Perpendicular to Baksan Valley (about 25 minutes from the base of Mt. Elbrus) is Adyr-Suu Valley, where there is a lodge for back-country skiers to stay, while trying their hands (and feet!) on the untouched snow of that valley.  Both these valleys require border permits for foreigners, but are possible to access for the more adventurous!

3.  Top cities to visit?

Most locals would agree that Nalchik is the main city of significance to visit in Kabardino-Balkaria, but let’s be honest, even more would say, “Just go to the mountains!”  Tirnauz is the capital of the Elbrus district, and is an interesting town to spend some time in, with its unique location in the mountains and place in Soviet history as a once-booming mining town.  The main thing to consider in visiting Nalchik and other cities in the lowlands, is the chance to experience Kabardian culture and food.  Whereas the deeper you go into the valleys, the more you’ll encounter Balkar culture and food.

4.  Best local foods to try?

There are 3 types of food that come to mind, when spending time in Kabardino-Balkaria:

A. Khychiny – This is one of the staple national dishes of the Balkar people, and what you’ll inevitably be served if guests of local Balkars.  It’s a thin buttery flat bread, sometimes cooked with fillings of cottage cheese, fresh greens, or potatoes.  It is often slathered in butter, but wow is that some tasty greasy goodness! 🙂

B.  Shashlik – Shashlik is a MUST for any visit anywhere in the North Caucasus!  Most people would agree that it’s the national food of the entire region.  Shashlik is meat shish kabobs; while pork and turkey can be found in some parts of the Caucasus, lamb or chicken are the preferred shashlik meats of choice in Kabardino-Balkaria. 

C.  Soup – No matter where you are in Russia, you’re sure to find a local soup that people love.  Kabardino-Balkaria is no different.  Especially in the winter months in the mountain valleys, there’s nothing better than to come inside from the cold weather and warm your body up to a bowl of hearty Caucasus soup.  Whether Georgian kharcho or local Balkar lakhman, make sure to try your hand at one of these soups with a side of fresh baked bread/lavash!

5.  Top Hole-In-The-Wall restaurants:

Of course, for a republic of this size, we’re bound to leave at least a few great local joints off our list, but here are a few to get you started. ***Note:  Restaurants in the North Caucasus are much better known for their food than their service, so prepare for tasty food, but manage your expectations about service:

-Elbrus – Kogutai Restaurant at Mt. Cheget – While this isn’t a hole-in-the-wall restaurant per se, it’s one of many to choose from in the Cheget tourist village, and we have found them to provide consistently good food and service.  Kogutai has a nice interior, and maybe most important, an English-language menu with good pictures. 🙂  There also is a nice outdoor patio with fantastic views of the surrounding mountains.

-Nalchik #1 – Tameris Restaurant – This is a cafe with a relaxed atmosphere in the capital Nalchik.  Local tour company Elbrus Elevation has taken foreign groups there on multiple occasions and always had good experiences.  Address is ul. Kuliyeva 3. 

-Nalchik #2 – Cafe-Bar Oasis – You have to know where this restaurant is to find it, but once inside, you won’t regret it!  There is a unique cafeteria-style ordering process, that includes several dishes being cooked on the spot once ordered.  You can sample local Kabardian dishes here.  The seating area is very modern and a pleasant atmosphere to have a meal in.  Address is ul. Kuliyeva 2. 

-Upper Balkaria – Tau-El Restaurant – This is the restaurant part of the Tau-El Tourist Complex in Upper Balkaria.  Whether spending the night or just passing through, make sure to stop here for a meal!

6.  Must-See Sites

This republic is so chock full of “must-see” destinations, it’s impossible to narrow the list down.  Here are just a few suggestions to get you started: (***Mt. Elbrus is a no-brainer and we’re assuming that’s on your list)

A. El-Tyubu and Paradrome – This is an amazing area towards the end of Chegem Valley.  Many tourists visit the famous Chegem Waterfalls and don’t drive any further down this gorge, which really is a shame.  El-Tyubu is a picturesque Balkar village with several historical sites to see, including some ancient mausoleums.  The real gem of the area, though, is the Paradrome , which is Russia’s premier paragliding destination.  The combination of the scenic surrounding mountains and constant winds produces almost daily conditions to sail through the beautiful Caucasus sky.  Highly recommend!

B.  Upper Balkaria – Also known as Cherek Valley, the entire drive to the actual village of Upper Balkaria is one big destination.  First, you can spend time at the 3 consecutive “ Blue Lakes ”, one of which is one of Russia’s deepest lakes with an underground spring.  Then, the drive itself becomes an adventure, as you pass by steep rock walls with a huge drop-off on the other side.  If you’re able to walk this part of the road, that is a bonus!  Once you’ve made your way through the valley walls, the region opens up into a beautiful panoramic view.  Many years ago, there were multiple villages in this region, but they’ve since been condensed into one main village.  You can see some of the ancient Balkar towers that their ancestors used to live in as well.

C.  Djili-Suu – Although hard to pronounce and not easy to get to, Djili-Suu is one of those places in the North Caucasus that people rave about that you “have to” visit.  It’s actually on the North side of Mt. Elbrus, and more accessible from the Mineral Waters region (2 hrs. from Kislovodsk).  The base camp for Elbrus climbers summiting the mountain from the North side is at Djili-Suu.  This area is famous in Russia for its numerous natural healing springs, as well as unique climate conditions that make for beneficial, long holidays for seeking a respite from their daily grind.  There are wide swaths of land available for camping, with probably the most unrivaled views of Mt. Elbrus in the North Caucasus.  Make sure to check this out!

7.  Off-the-beaten path destinations

A. King’s Waterfalls (Tsarskie), or Gedmisht – Probably the valley in Kabardino-Balkaria with the least amount of hype is the Malka Valley, which is the northernmost valley and mainly runs through the Kabardian lowlands.  At the point where the villages end, though (Khabas), the asphalt turns into dirt and the hills start to rise, culminating with the incredible King’s Waterfalls, or as one friend put it, Avatar Waterfalls.  These stunning waterfalls are best visited in the early summer, when everything is lush green and the water flow is strong, with many streams of water flowing down the earth’s surface.  The different colors are incredible and it’s hard to look away.  Once you’ve enjoyed the waterfalls, enjoy a meal of shashlik at one of the nearby lunch huts.  Having an off-road vehicle is ideal to visit these falls, but worth the time and effort!

B.  One-seater chair lift at Elbrus – As the infrastructure at Mt. Elbrus has modernized, some of the more “authentic” experiences have gone to the way-side.  This is one experience still available, though!  From the 2nd (11,000 ft.) to 3rd level (12,500 ft.) of Mt. Elbrus (whether skiing, going to base camp, or just touring), there is a single-seater chair lift for 100 rubles each way (less than $2).  This is an amazing experience if you have the time.  It’s 8-10 minutes each way, and a surreal experience of the majestic Caucasus mountain range surrounding you, skiers silently passing you by underneath, and in general enjoying the silent expanse of nature all around.  The chair lifts are from the Soviet times and so it feels like something from a different era.  For mountain climbers, the newer group cable car gives better access to most of base camp, but several huts are pretty close to this chair lift, so it still may be a good option for you.

C.  Abandoned Mines above Tirnauz – Tirnauz is about 1 hr. from Mt. Elbrus, and a town everyone drives through to and from the mountain.  Although today it looks old and half-abandoned, it was a booming mining town in the 20th century.  About a 45-minute drive above the city with an off-road vehicle, you can see the remains of the mining operations.  Learning about this history combined with the breath-taking views of the Baksan Valley and even into Georgia, you’ll wonder why more people aren’t visiting this place.  This is a great spot to see eagles soaring in the sky, as well as admire the Soviet city plan of Tirnauz from above.

8.  What do I need border zone passes to visit?

In Russia, any area within 5-10 km of a neighboring country, without a clearly delineated border (i.e. in the mountains) is considered a special border zone, and patrolled by Russian border guards.  This area IS accessible to all Russian citizens with their passports, but is NOT legally accessible to foreign citizens UNLESS you have a special permit from the FSB (Federal Security Bureau).  These permits are accessible, either through a tour operator or local friend, but require you to submit your application 45-60 days in advance.

Areas in Kabardino-Balkaria that are worth a visit if you have a border zone pass:

A.  Bezengi Wall – This is at the end of the Bezengi Valley, and holds a place of lore among Russian mountain climbers.  Many mountain guides go through training in this valley.  Five of the Caucasus Mountain’ range’s highest seven peaks are a part of the Bezengi Wall, so you can imagine the draw it has for climbers. There are great areas for trekking and camping in this area. 

B.  Adyr-Suu Gorge – This remote valley runs perpendicular to Baksan Valley and is about 25 minutes from the base of Mt. Elbrus.  It’s marked at the entrance by a relic of the past, a car lift from Soviet days that auto-cranks your car (and you) about 50 meters up the mountain.  After 45-60 minutes of driving on gravel road, the gorge opens up into a flat valley with a beautiful view of the surrounding mountains.  The Adyr-Suu Alpine Lodge is at the end of this valley and where back-country skiers base out of during the acclimatization phase of their Mt. Elbrus ski tours.  This is truly a place where you can experience untouched powder!

C.  Mt. Cheget (Elbrus) – Cheget is a neighboring mountain to Mt. Elbrus and where many climbers will acclimatize, both at its base and while doing some hikes.  It also is famous in Russia for its free-ride terrain for more experienced skiers.  Standard access to the chair lifts and mountain are available to all (i.e. mountain climbers don’t need to worry about accidentally crossing into the zone), but anyone wanting to summit the peak of Cheget OR visit the beautiful Cheget Lake needs a border permit. 

Foreigners violating the border zone areas is considered a serious offense in Russia; make sure to do your due diligence if wanting to visit one of these areas!  We highly recommend using a local tour operator and always traveling with a local person if visiting one of these areas.

9.  Any cultural “do’s” or “don’t’s” to be aware of

Kabardino-Balkaria is a fascinating republic with a combination of traditional and modern society.  The more you interact with local people, the more you’ll see a mixture of Muslim faith, post-Soviet mentality, and ancient local traditions all wrapped together.   

Kabardians mainly live in the lowlands (Nalchik, Baksan, and lowland villages), while Balkars primarily live in the mountain valleys (Elbrus, Chegem, Upper Balkaria, etc.).  There is a large population of Russians in the region as well.  Foreigners visit every area of the region regularly, and so local people are used to and will welcome your presence.

Come with an open mind to learn about these peoples, their traditions, and their land.  You won’t regret your trip to Kabardino-Balkaria!

***Want to learn more?  Here are several self-published resources from the podcast “ CaucasTalk ” related to Kabardino-Balkaria:

– Travel Tips to Kabardino-Balkaria (audio version of this blog)

– History of Mt. Elbrus (Part 1)

– History of Mt. Elbrus (Part 2)

– Interview with Local Elbrus guide

– Climbing Elbrus: Interview with American guide

– Who are the Kabardians? (Part 1)

– Who are the Kabardians? (Part 2)

– Skiing in the North Caucasus (Elbrus and more)

READY TO EXPERIENCE KABARDINO-BALKARIA FOR YOURSELF?

Where to find us.

• +1 704-810-4296
• [email protected]
• 1578 Pine Creek Rd., Gastonia, NC 28056

Travel Information

• We no longer offer travel services to Russia. See Caucasus Quest Tours for new destinations
• Is it Safe to Travel to the Caucasus in 2024?
• Climbing Kazbek & Kilimanjaro: Comparing two 5,000+ meter peaks
• How to Train to climb Mt. Kazbek in Georgia

Our Elbrus Climbing Tours

• Climb Elbrus South Route
• Climb Elbrus North Route
• Climb Elbrus & The Capitals
• Climb Elbrus & The Caucasus

Russia Cultural Tours

• Capitals of Russia
• Lake Baikal on Ice
• Delightful Dagestan
• Heart of the Caucasus

ALL Travel Services to Russia and Mt. Elbrus have been indefinitely suspended as of Feb. 2022.

Explore our new tour branch Caucasus Quest to climb Mt. Kazbek (5,054 meters) in Georgia or for immersive cultural touring experiences in Georgia, Armenia, and Azerbaijan.

International Laser Class Association

One Boat, One Sailor, One Design.

About the Boat

The world’s most popular adult and youth racing class. 

Originally known as the Laser, the ILCA dinghy is a single-handed racing dinghy. The biggest attraction of the ILCA dinghy is that it is protected by strict one-design class rules, which means that no changes are allowed to the boat unless they are specifically permitted in the rules. The result is that all ILCA boats are virtually identical, whether they are brand-new or 10 years old, making it the sailor that wins the race – not the boat. The ILCA dinghy is a challenging boat that rewards athleticism, subtle steering, and trimming techniques, as well as tactical excellence. It is a single-handed Olympic-class boat for both men and women and is sailed at club, national, and international levels. With over 225,000 boats in 140 countries, it is the world’s most popular adult and youth racing sailboat.

No fuss, just sailing.

One of the reasons the ILCA dinghy is so popular is the boat’s sheer simplicity. The two-part free-standing mast and sleeved sail make the boat easy to rig, and its lightweight hull makes it easy to carry and cartop.

A boat for life.

The ILCA formula combines one hull with three different rigs: ILCA 4, ILCA 6, and ILCA 7. Young sailors starting out in the ILCA 4 can move up in rig sizes as they grow physically and develop tactically without the need to buy a complete new boat every few years. The one-design protection also means that your boat will never be outdated, which explains why ILCA dinghies have such high resale values.

Finally, a strong class association that actively promotes and drives forward sailing around the globe makes mass production of the ILCA dinghy viable, keeping the cost of the boats and spares relatively low.

The ILCA Formula

A choice of rigs for different size sailors means three boats in one. See Equipment for more detailed boat diagrams. 

• Are your children reaching the age when they want to go sailing in an ILCA by themselves?
• Does your husband or wife fancy the occasional sail in your ILCA?
• When you drive two hours to get to the water, have you found it is too windy for you to go sailing?
• Are you too light to sail with the ILCA 7 rig?

The ILCA formula is the answer to all these questions. By changing only the sail and lower mast, an ILCA dinghy can be sailed comfortably in a great variety of wind conditions and provide exciting but controlled sailing even for sailors weighing as little as 35 kg. The ILCA formula is a three-rig option that has been adopted by a number of sailing schools as a simple and economical way for sailors of different sizes and abilities to sail in a wide range of winds and reduce the amount of “down time.”

The ILCA 4 uses a short pre-bent lower mast to maintain a balanced helm and a sail area that is 35% smaller than the ILCA 7. It is ideal for the lighter-weight sailor graduating from Optimist.

The ILCA 6 is the next step up in size. It uses a more flexible and slightly shorter lower mast together with a sail area 18% smaller than the ILCA 7. The ILCA 6 has a large following with national and international regattas and World Championships for men, women, and youth, attracting as many countries and competitors as the ILCA 7. Many countries support a full ILCA 6 youth program. In addition to having a strong following among lighter-weight sailors, the ILCA 6 is the women’s single-handed dinghy at the Olympic Games. 

The ILCA 7 can be sailed by any weight in light winds, but as the wind increases, it is better suited to higher sailor weights. The ILCA 7 is a single-handed dinghy for men at the Olympic Games. 

Apart from the strong second-hand market for the ILCA 7, there is an even stronger second-hand market for ILCA 6 and ILCA 4 lower mast and sails as a separate package from the hull.

Why sail the ILCA dinghy?

One of the greatest things about the ILCA dinghy is that it offers a huge amount of fun and family pleasure to all ages, yet at the same time it satisfies the desire for excellence and a physical test at the highest level in the Olympic Games. The ILCA dinghy is something very special. With over 225,000 boats built, the attraction remains strong for new owners with new boats being built at a rate of over 2,000 per year.

Seeing youngsters, fresh out of youth classes, getting a thrill out of sailing an Olympic-class boat in full control with the ILCA 4 or ILCA 6 rig is as exciting as listening to the stories of 60-year-old Masters recounting their wild rides on Pacific rollers during the 1997 World Masters Championship in Chile.

The ILCA dinghy is challenging and it is rewarding, whether at the club level or the Olympic Games. When you take your 10-year-old boat out for a local race, the challenge is to work harder, hike longer, be smarter, and sail better than the other ILCA sailors. At the end of the race, you count the number of boats behind you, and you are rewarded with the knowledge that you beat them fair and square by your own skill and effort. Even if there are no boats behind you, the challenge is to go out next time, knowing that you have equal equipment and the potential to improve.

And there is a bonus! It is quick to rig, keeps you fit, and is inexpensive.

When you look in the center pages of the Handbook and count ILCAs sailing in 120 different countries all over the world, you see that ILCA has achieved the highest-ever country entry at the Olympic Games and see how many countries are entering ILCA World Championships. You perhaps realize just how great our little boat is and why it is so important to look after it with a strong class association.