columbia 21 sailboat

Review of Columbia 21

Basic specs..

The Columbia 21 is equipped with a finn keel. The finn keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The keel is made of lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can enter even shallow marinas as the draft is just about 0.99 - 1.09 meter (3.25 - 3.55 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Columbia 21 is 2.65, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Columbia 21 is about 95 kg/cm, alternatively 534 lbs/inch. Meaning: if you load 95 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 534 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 28.58

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 15m 2 (161 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Columbia 21 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

Columbia 21

The columbia 21 is a 21.67ft masthead sloop designed by william crealock and built in fiberglass by columbia yachts between 1968 and 1969., 678 units have been built..

The Columbia 21 is an ultralight sailboat which is a very high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat.

Columbia 21 for sale elsewhere on the web:

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Columbia 21--?

• Thread starter michael mauri
• Start date Mar 1, 2002
• Brand-Specific Forums

michael mauri

Hello, I am looking at a Columbia to buy. The owner says it is a 22'(rare)made for only one or two years. The cabin windows are round, not rectangular. My sailing experience consists of sabots, sunfish and hobie cats. This would be quite a step up, but it looks like a fast boat. Does anybody have experience of this hull(good, bad or otherwise). What should I look at closely before buying(weak points). Any comments are welcome. Thanks  

Michael Andersen

C-22 to buy I would check for the Columbia name plate located in the V-birth on the starboard side just aft of the head to make sure it is a Columbia. I own the 64th one made with an all wood interior( No liner) I also have no Stove and no Dinette just two Settee's one to port and one to starboard. At a recent Columbia rendezvous where I was able to speak with Mr. Dick Valdez the man who started Columbia Yachts and he told me that only the very early ones had a all wood interior the rest had liners built in and they all came with the standerd interior which had a Dinette to port, a stove and ice box to starboard which had a single birth that went under the cockpit, with a v-berth forward with the head located there as well. All the exteriors were the same. So the windows would lead me to think you are not looking at a Columbia. In order for your boat to have round windows it means they would have had to change molds (not likely) and the 21 did not have a cabin top.  

Thomas A Adams

looking at one myself I am going tolook at a Columbia 22 in a week. I talked to the owner and he said it points to the wind very well. He also stated that it takes five foot seas without a problem. Nice boat to sail. Hope this helps.I think it will be a good boat to buy. I have done quite a bit of study on on the columbia class and they get good reviews.  

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Columbia 21

The Columbia 21 sailboat is a popular choice for sailing enthusiasts who are looking for a small but sturdy vessel that is easy to handle and maintain. This boat was first introduced in the late 1960s and quickly gained a reputation for being a reliable and versatile vessel. It is a popular choice for day sailing, weekend cruising, and even racing.

The Columbia 21 is a well-designed boat that is constructed with a fiberglass hull and a lead keel that provides excellent stability and performance on the water. It has a sleek profile and a spacious cockpit that can accommodate up to four adults comfortably. The boat also features a simple yet efficient rigging system that makes it easy to raise and lower the sails. Overall, the Columbia 21 is an excellent choice for anyone looking for a small, affordable sailboat that is easy to sail and maintain.

LOA: 21.67 ft LWL: 20.25 ft Beam: 7.58 ft Draft: 3.25 ft Displacement: 1500.00 lbs Ballast: 750.00 lbs Hull type: Fin w/spade rudder Hull construction: FG Rigging type: Masthead Sloop

Columbia 21 for sale in the last 12 months

Looks like this is a boat rarely offered for sale - we could not find any listings in the last 12 months. Please come back and check at a later time or add this boat to your list to be notified if one is available for purchase.

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Columbia 30

The new sport sailer from columbia yachts is an avowed attempt to bridge the gap between performance cruisers and purpose-built racers..

The Columbia 30 is being constructed and marketed by Columbia Yachts under the direction of Vince Valdes, son of Dick Valdes, who formed the original Columbia Yacht company in 1958. At age 25, Valdes the elder, partnered with Maurice Thrienen to form Glass Laminates for the purpose of building fiberglass sailboats. To satisfy investors’ needs to keep cash rolling in, they also built fiberglass camper tops, shower stalls, and chemical toilets. The company’s name was eventually changed to Glass Marine Industries and, with the introduction of the Sparkman & Stephens designed Columbia 29, to Columbia Yachts.

A decade later, the company was the country’s largest fiberglass sailboat manufacturer, having produced over 30,000 sailboats. Early Columbia models included the Columbia 24 and Columbia 29, and designs produced by the likes of Bill Tripp, Alan Payne, Bill Crealock, and Charley Morgan. By 1964, the corporation was generating over $2.5 million in revenues per year and growing.

Valdes and his partners eventually sold the company. It endured several other owners before going out of business in the mid ’80s.

The new Columbia Yacht Corporation was incorporated in 2001 by the younger Valdes and partner Justin Wallin. The elder Valdes—an investor—has been involved since then, and typically spends an afternoon a week at the plant in Fullerton, CA.

Design “We took a careful look at the state of sailing today,” explained Vince Valdes, “and we found something missing. There are some wonderful boats on the market—boats that are quick…boats that are agile…boats that are comfortable…boats that are comparatively inexpensive—but to date no builder has delivered a vessel that successfully incorporates the best of these elements for the sailing enthusiast.”

That was the company’s charge to designer Tim Kiernan (of Morrelli-Melvin) when the duo decided to proceed into production.

“The Columbia 30 is a unique sportsailer,” said Valdes, “designed for club racing, buoy racing, and pleasure sailing. Unlike others, it will merge the three guiding principles of Columbia Yachts: high performance, high comfort and ease of use, and high value.”

Valdez told us that boats from his resurrected company will “bridge the gap between heavy cruisers and impractical racers. Columbia Yachts will be designed to deliver practicality and enjoyment while not sacrificing the thrill and natural beauty of sailing, and of sailboats.”

Based on performance ratios, this 30-footer will cover a lot of water in a short period of time (PS calculated her SA/D at 27.92, and D/L at 86.88), and should be faster than most production-built 30 footers.

At first glance, these numbers define a typical plumb-bow, reverse-stern sailboat with a fine entry, tall rig, and open cockpit. But Kiernan explained that “side by side with a vintage Columbia, one can see the family resemblance, a re-invented bubble-top (cabintop), and distinctive bullet window” constructed of polycarbonate. Below the waterline, her hull is designed to plane, and the rudder and keel are both high-aspect-ratio sections.

A closer look is more revealing.

The rudder, for example, is transom hung in a carbon-fiber cartridge that allows it to be easily removed at the end of day and stored in a bag, while the stainless-steel tiller remains in place. Underway, the skipper is expected to steer while seated on the side deck with feet braced on a stainless footrest that provides a better toehold than a fiberglass brace (but both can trip a crewmember).

The forward half of the cockpit, however, is constructed with proper seats and seatbacks that are ergonomically shaped to be comfortable and provide adequate back support.

Most builders of production boats distain locating the mainsail traveler anywhere but on the cabintop. In contrast, this boat’s mainsheet moves on a traveler secured to the cockpit sole well aft, producing better sheeting angles at the end of the boom without, we think, sacrificing comfort or ease of movement once owners get accustomed to its location.

And, a 9.1 hp Yanmar diesel sail drive is located in a water-tight box beneath the cockpit sole. This means engine inspection, service, and removal are easily accomplished outside the main cabin (even with the boat in the water). Beyond that, this arrangement reduces engine noise belowdecks to a whisper, and eliminates odors. Bill Crealock’s boats are the only others we’ve seen that incorporate this sensible idea. Another plus is that the lower unit is fitted with a Martec, two-blade folding propeller that reduces drag.

But can a 30-footer really be trailerable? Hull No. 1 was introduced at the Annapolis Boat show last fall, 56 hours after the builders departed Los Angeles with the boat in tow behind a Ford Expedition.

On Deck The Columbia 30’s deck layout was clearly designed with racing in mind, but almost anyone will find managing the sail controls a simple chore.

Of note is that the mast is a 42′-tall, carbon-fiber section constructed by Southern Spars with a double set of swept spreaders, eliminating the need for a backstay. Fortunately, the price of carbon fiber is on the decrease, so more builders are including carbon spars as standard equipment. However, Valdes says “the boom is aluminum because using carbon here doesn’t produce enough weight savings to offset the expense.” The boom is built by LeFiell of Santa Fe Springs, CA, and fitted with two internal reef lines. This mast-boom combination will safely carry the loads imposed by the sails, while reducing heeling and improving windward performance.

Minor details on the 30 display the builder’s intent to produce a high-quality product: for example, Lewmar genoa cars that are designed specifically for use only to port or starboard tilt outboard, avoiding contact with gelcoat and ports. The coaming is part of the deck structure, and it protects 60″-long benches with high backrests, but disappears aft where the helmsperson is intended to sit. Tapered stanchions are can’ted outboard, so they provide a safety net without impeding movement fore and aft. They are secured in a carbon-infused deck section and fitted with backing plates to withstand the weight of bodies falling on the lifelines.

Unlike lockers that compromise living quarters, the one on this boat is on centerline under the cockpit sole. It offers room for a six-man liferaft and has built-in chocks to which an anchor may be secured. The engine/locker structure is part of the hull structure, which eliminates flexing of the sole. Hull No. 1 was fitted with a bladder tank that has since been replaced by a fiberglass tank located to starboard of the engine. The tank, which can be easily removed for filling on a dock, is attached to a pump.

Two items we particularly like: The bilge pump is located in the cockpit to port; its handle disappears when not in use, and pops out when needed. It’s nice to have this safety feature close at hand, but out of the way. And dropping the rudder into a cassette is significantly easier than attempting to marry pintles to gudgeons with a six foot blade; and it can easily be lifted for ramp launching or clearing debris.

Belowdecks The tradeoffs for having a large, functional cockpit, are minimalist spaces belowdecks. On paper, the accommodations appear to be comparable to many 30-foot racer/cruisers: there’s a saloon with a dining table, stove and sink, V-berth, two quarterberths, and a head. In reality, headroom is only 5’ 6″ when the companionway cover is closed, and the table will seat just four adults whose knees may touch the keel trunk with their feet resting in small, carpeted footbeds.

The settees are 55″ long, with 21″-wide seats, so they’re adequate for most adults to sit upright. A nice touch is that the seats are can’ted downward so they provide excellent support under the legs, and the seatbacks are angled slightly outboard. When the casual sailor props his legs on the table, the combination resembles an easy chair, albeit with a different level of comfort.

A portable, gimbaled one-burner stove lives in a fiberglass pod to port, and a small sink sits in a twin one to starboard. Absent a chart table, the stove or sink covers are the best alternatives for a nav station, though instruments can be housed in the vertical wall of the pod to starboard.

The most generous spaces are in the V-berth (8′ long) and quarter berths (8′ long and 36″ wide), below which are storage areas. Surprisingly, we were able to sit athwartships in the quarterberths without banging our head. There’s no ventilation in these berths, though cockpit ports are an option. Nor are reading lights included in the standard package.

Stowage here is unusual. Principally, it consists of four watertight boxes located under both settees. If used for dry goods, these are adequate for weekend provisions; if used for cold storage and filled with ice, a pump attached to the sink is designed to evacuate water. The arrangement is comparable to that used by campers. There’s additional storage below the quarterberths, and in a hanging locker forward that is enclosed by mesh cloth, allowing wet gear to breathe.

The head is a Jabsco handpump model attached to a 9-gallon holding tank located under the V-berth, but it’s not enclosed except for a fabric curtain that can cordon off the V-berth area.

Two important appendages—a retractable bow pole and the keel—take much of the living areas. The keel is a thin, aerodynamic section constructed of multiple layers of carbon fiber, to which is attached a 1,400-lb. bulb. Hoisting the keel is a simple matter of cranking a handle attached to a lifting winch affixed to the bottom of the mast compression post to conceal its presence. A 42:1 gear ratio eases the chore, but extends to 10 minutes the time necessary to complete the task. Given the choice, we’d find a way to install an electric motor. However, it’s nice that the drive is a worm gear, so if the handle is released, the keel remains locked in place.

A second impediment to crew comfort is the retractable bow pole, which is housed on centerline and intrudes well into the V-berth when retracted. Valdes explained: “When you’re at anchor, it can be pulled out to free up the space,” which assumes it won’t get entangled with other boats. Because it sits below the deck hatch, there’s a risk of someone inadvertently stepping onto the retracted pole if the hatch is open. Valdes countered: “It’s strong enough that it will not break,” so the major risk is injury.

The bow pole’s housing in the collision bulkhead is constructed of E-glass, producing a watertight compartment; water coming aboard when the pole is retracted drops into this box, and drains overboard.

Our take on living spaces is this: just as many Catalina owners say, “This ain’t a Hinckley,” so will Columbia 30 owners say, “This ain’t a Catalina.” Spaces belowdecks offer the essential amenities necessary for weekend cruising, and certainly more than those found on similar sized speedsters like the Santa Cruz 27 or Hobie 33; but, they will not satisfy owners accustomed to full head and leg room in the saloon, nor those who require much horizontal space in the galley and nav station.

Performance We were less than five minutes into our test sail when it became clear that the Columbia 30 is a sailboat which will appeal to those for whom sailing performance is the most critical ingredient in a boat.

We sailed away from the dock in three knots of wind. Sailing in a harbor surrounded by buildings, we had only 4 to 6 knots of wind and flat water. In those conditions, this boat still moved at 4.5 to 5.5. knots, and accelerated immediately to 6 or 6.5 knots when puffs hit 7 knots. The boat coasted at 3 knots when the wind was entirely blocked by a building. And when a Mason 43 daysailer appeared on the water, the Columbia easily sailed over and past the larger vessel.

Her standard suit of sails includes a mainsail and 90% jib; it is unlikely that owners will need an overlapping headsail. Valdes said, “The square-top mainsail adds 60 sq. ft. of canvas and is the equivalent of adding six feet to the height of the mast.” This is an inexpensive method of adding horsepower, and is especially appropriate for boats destined to reside in light-air venues. With this configuration, the 30 heels quickly in the puffs, but having the mainsheet close at hand makes those situations easy to manage. “She is happiest sailing with 15 degrees of heel,” said Valdes.

We would have preferred to have more breeze to substantiate our impressions, but odds are that the mainsail will need to be reefed when winds exceeds 15 knots. So sailors in San Francisco and other heavy-air locales would likely start the day with a reef tucked in. “Shortening sail makes more sense than building a shorter mast,” said Valdes, explaining the company’s choice of sailplan.

Conclusion As most major production builders continue introducing slightly tweaked versions of carbon copies of carbon copies, it’s refreshing to see a sailboat like the Columbia 30 that is a departure from the norm. But this may be more of a mainstream boat than it appears at first glance. The boat sails well; is reasonably well-equipped; has a large cockpit that—with the addition of a folding table, would provide a comfortable lounging area—and the tiller does not impinge on crew seating areas. Plus, engine location and access are excellent.

Certainly this boat has its shortcomings for those who would care to sleep on board. There are only two means of ventilating the interior (forward hatch and companionway, and though the berths are large enough for adults, the interior seating is marginal, while the galley is barely adequate for those who like to prepare food on board. And the bowpole’s centerline location impinges on room in the V-berth. Also, a solid door to enclose the head would be nice as an option.

Elsewhere, the cabintop has no handrails (they’re optional), and PS feels that the toerail should be extended aft for offshore sailing. Other than that, we’re sure that most owners will want to add deck cleats.

However, those drawbacks don’t diminish the boat’s sailing prowess, and we applaud the sensible ideas of an accessible engine that won’t stink up the interior, along with a retractable keel and rudder.

At present, the company has no dealers, so it offers boats at $89,900, a 20% discount from the list price. Is that a bargain? In comparison, a new J/105 (albeit larger with a more accommodating interior) lists at $189,000, and the trailerable Seaward Eagle 32 with a retractable keel is priced at $107,500, but neither can compare to the Columbia 30 in performance.

Potential buyers who are intimidated or put off by the 30’s appearance (stainless-steel tiller and footrests, tall rig, etc.), will be missing a chance to own a vessel that’s more like a BMW than a Chevrolet, but still provides a moderately comfortable—though admittedly spartan—place in which to “camp.”

Contact – Columbia Yachts, 714/ 773-9212, www.columbiayachts.com .

Also With This Article “Columbia 30 in Context” “Construction”

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• Sailboat Guide
• Columbia Yachts

The history of Columbia Yachts, one of the earliest, largest, and most successful American builders of production fiberglass sailing yachts, (the company did offer a line of power yachts at one time) in many ways, mirrors that of the industry as a whole, from around 1960, until the late-1980’s. PRE-COLUMBIAN ERA: Glas Laminates, (later called Glass Marine Industries) was a small company that produced camper tops, shower stalls, and portable chemical toilets (for Sears & Roebuck among others). The founders of the company were Maurice V. Thrienen, and Richard Valdes (who would figure prominently in the fiberglass boat industry). In 1961 Glas Laminates was approached by boat builder and designer, Joseph McGlasson who had the the idea of building a fiberglass version of his own Catalina Islander 24 that he had been building of wood. (Another version of the story is that McGlasson was already building fiberglass boats but couldn’t keep up with the demand and was looking for more capacity.) Using one of his completed hulls as a plug, a mold was built, and the ISLANDER 24 was born. Apparently, no effort was made to mask out the seams between the wooden planks of the plug so that the final product came out with the imprint of a traditional wooden hull. Whether you believe this story, or the effect was simulated in some other way, this became a signature of the Islander Line, an offshoot of the original enterprise. Immediately, the company discovered that it couldn’t build these yachts fast enough to keep up with demand and had a backlog of at least a year. EXIT JOE MCGLASSON At this time Glas Laminates modified, or created a new mold for themselves (without the planking imprint) and built their own version, the COLUMBIA 24. Shortly afterward, McGlasson went his own way to form Wayfarer Yachts which later became Islander Yachts. COLUMBIA YACHTS IS BORN In 1962, Glass Laminates expanded its line to include the Sparkman & Stephens designed COLUMBIA 29 which they adopted from a project begun elsewhere and had run out of funds. (Several other later boats built by Columbia, such as the DEFENDER 29 seem to have derived from this particular design.) The 29 was also a big seller and inspired the company to take on Columbia as the corporate name. By 1964, Columbia had opened another plant on the East Coast. COLUMBIA BUYOUT #1 In 1967 Columbia became a subsidiary of the California based conglomerate, the Whittaker Corporation. Company headquarters and the West Coast plant moved to another site in Southern California. Richard Valdes became a member of Whittaker Board of directors.. Columbia acquired Coronado Yachts at some time in the late 60’s. Though Columbia produced Coronado’s as a separate brand, most Coronado’s were built from Columbia molds. Between 1971 and 1973, Columbia launched Sailcrafter Custom Yachts which sold a line of kit boats. EXIT RICHARD VALDES By 1972 Richard Valdes had ended his association with the company and went on to build boats elsewhere. In an effort to cut costs, Columbia moved its headquarters to Virginia in 1975 and sold its Irvine, CA and Portsmouth, VA plants. The separate Coronado line still existed but became even more closely integrated into the Columbia product line. In 1978 Columbia Yachts closed it’s doors. ENTER HOWARD HUGHES A year later, Howard Hughes, from Hughes Boat Works and no relation to the billionaire aviator, purchased all the molds, brought them to a plant in his native Canada and began producing many of the original Columbia’s under the name Hughes-Columbia. All models were available fully finished or in kit form. This lasted until 1982 when the company went into receivership. AURA YACHTS - A FOOTNOTE TO THE STORY At this time, an entity called Aura Yachts, also located in Canada, purchased the Columbia assets and built a number of boats under the Aura name. HOWARD HUGHES REDUX (IT ENDS IN FIRE) In 1986, Howard Hughes bought the assets back again. More boats were built for some time until it all ended with a fire in 1991 that destroyed the Hughes factory, and apparently most of the Columbia molds. (It is said that some of the original molds for the larger Columbia models that Hughes never purchased, still exist, or did for a number of years.) But none of the original Columbia’s were built after this date. Richard Valdes became one of the few survivors and became a major player with a number of other boat building companies including Gulfstar. Years later, his son resurrected the Columbia name and built a new COLUMBIA 30 (later 32) sportboat. Perhaps wisely, he limited his business to direct sales, avoiding dealer networks as they face a much more competitive environment with far less demand. The original MIC for Columbia Yachts was CLY (retired in 1983?) MIC issued to the new Columbia Yachts (2001): CYV.

Associations

• Half Ton Class
• Boatbrochure.com (orig. brochures and manuals)
• Classic & Vintage Racing Dinghy Association
• Columbia 50 Fleet Record & Owners Network
• Charles Morgan
• Joseph McGlasson
• Sigurd Herburn/Columbia Yachts
• Sparkman & Stephens
• William Crealock
• William H. Tripp Jr.
• William Tripp Jr./ B. Seeley
• William Tripp Sr.
• Wirth Munroe

55 sailboats built by Columbia Yachts

Columbia 22

Columbia 26 MK 2

Columbia 26

Columbia 21

Columbia 28

Columbia 24 Challenger

Columbia 36

Columbia T-23

Columbia 8.7

Columbia 34 MK II

Columbia Sabre

Columbia 24 Contender

Columbia 29 MKII

Columbia 30

Columbia 24

Columbia 8.3

Columbia 10.7

Columbia 45

Columbia 43

Columbia 9.6

Columbia T-26

Columbia 31

Columbia 43 MIII

Columbia 41

Columbia 32.

Columbia 50

Columbia 33 Caribbean

Columbia 40

Columbia 5.5.

Columbia 39

Columbia 38 CB

Columbia 38

Columbia 56

Columbia 57

Columbia 39 Constellation

Columbia 52

Columbia 35

Sailcrafter 50, columbia 27.

Columbia 7.6

Columbia 41 (shoal draft).

Columbia 43 CB

Columbia 29 defender.

Columbia 29

Columbia 34 MK II SD

Columbia 32 Sport Yacht

Columbia 28-2.

Columbia 34 MK II CB

Columbia 11.8

Sailcrafter 36

Columbia 34

Columbia 45 Ketch

Columbia 36 MII

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Strange Glow Over Moscow Skies Triggers Panic as Explosions Reported

B right flashes lit up the night sky in southern Moscow in the early hours of Thursday morning, new footage appears to show, following reports of an explosion at an electrical substation on the outskirts of the city.

Video snippets circulating on Russian-language Telegram channels show a series of flashes on the horizon of a cloudy night sky, momentarily turning the sky a number of different colors. In a clip shared by Russian outlet MSK1.ru, smoke can be seen rising from a building during the flashes lighting up the scene.

Newsweek was unable to independently verify the details of the video clips, including when and where it was filmed. The Russian Ministry of Emergency situations has been contacted via email.

Several Russian Telegram accounts said early on Thursday that residents of southern Moscow reported an explosion and a fire breaking out at an electrical substation in the Leninsky district, southeast of central Moscow.

Local authorities in the Leninsky district told Russian outlet RBC that the explosion had happened in the village of Molokovo. "All vital facilities are operating as normal," Leninsky district officials told the outlet.

The incident at the substation in Molokovo took place just before 2 a.m. local time, MSK1.ru reported.

Messages published by the ASTRA Telegram account, run by independent Russian journalists, appear to show residents close to the substation panicking as they question the bright flashes in the sky. One local resident describes seeing the bright light before losing access to electricity, with another calling the incident a "nightmare."

More than 10 villages and towns in the southeast of Moscow lost access to electricity, the ASTRA Telegram account also reported. The town of Lytkarino to the southeast of Moscow, lost electricity, wrote the eastern European-based independent outlet, Meduza.

Outages were reported in the southern Domodedovo area of the city, according to another Russian outlet, as well as power failures in western Moscow. Electricity was then restored to the areas, the Strana.ua outlet reported.

The cause of the reported explosion is not known. A Telegram account aggregating news for the Lytkarino area described the incident as "an ordinary accident at a substation."

The MSK1.ru outlet quoted a local resident who speculated that a drone may have been responsible for the explosion, but no other Russian source reported this as a possible cause.

Ukraine has repeatedly targeted Moscow with long-range aerial drones in recent months, including a dramatic wave of strikes in late May.

On Sunday, Moscow Mayor Sergei Sobyanin said the region's air defense systems had intercepted an aerial drone over the city of Elektrostal, to the east of Moscow. No damage or casualties were reported, he said.

The previous day, Russian air defenses detected and shot down another drone flying over the Bogorodsky district, northeast of central Moscow, Sobyanin said.

There is currently no evidence that an aerial drone was responsible for the reported overnight explosion at the electrical substation in southern Moscow.

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Electrostal History and Art Museum

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Electrostal History and Art Museum - All You Need to Know BEFORE You Go (2024)

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