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Wauquiex Prétorien 35

• By John Caruso
• Updated: January 6, 2003

Recognizable by their distinctive blue sheer stripe, the boats produced by Chantiers Wauquiez, founded in 1965 and since 1997 part of the Beneteau Group, are highly regarded both for their sailing performance and for the quality of their construction.

The 35-foot Prétorien (a term that designates a soldier of the emperor’s guard), of which 212 were built between 1979 and 1986, is a Holman & Pye design. The IOR’s influence is visible in its lines and in the high-aspect-ratio mainsail, but the Prétorien doesn’t have the extreme tumblehome or pinched stern that haunt many designs of the era. A 3-ton keel, bolted externally to a deep stub, keeps the boat on its lines when the breeze pipes up, a long waterline ensures good speeds, and the deep, skeg-hung rudder provides excellent control.

Wide side decks, part of the “Euro-design” look of a low cabin trunk merging into a flush deck forward, are clean and safe for moving about. The aft cockpit is snug and comfortable under sail and at anchor, but the placement of winches and the bridgedeck traveler make it difficult to fit a useful dodger.

Varnished teak with a beeswax finish sets the tone below. To starboard is a U-shaped galley with large storage cabinets and lockers, double round (but shallow) sinks, and the Wauquiez trademark: brown ceramic-tile countertops. The nav table to port is large enough to hold a folded chart and is well provided with bookshelves and space for instruments. Aft, on the port side, there’s a cozy double cabin with a hanging locker. Under ample headroom, the main saloon has a large, centerline table, a U-shaped convertible banquette to starboard, and a single sea berth with lee cloth to port. A mirrored, felt-lined liquor locker and a wine cellar under a settee speak to the innate French epicure. Forward on the starboard side is the head, with a roomy hanging locker opposite. The large V-berth is surrounded by useful, accessible storage.

Henri Wauquiez demanded high-quality construction in the boats that bear his name. The Prétorien’s hull is solid fiberglass, laid up with 18-ounce fabric, not 24-ounce, because resin saturation of the lighter cloth is achieved more reliably. Wauquiez laid the deck’s balsa coring in strips with spaces between them and coated these with resin before fitting the alternating strips. Should a leak occur, this detail inhibits water damage.

Because of Henri’s desire to build to Lloyd’s Rules, which, at the time, hadn’t certified any opening portlights, ventilation is marginal, despite three opening hatches, two “UFO” vents forward, and a couple of cowl vents in the saloon. Several owners have installed opening ports. Most of the boats were built with Volvo sail drives, the 28-horsepower MD11C engine pushing the boat along comfortably at 6.5 knots. Many have by now been rebuilt or replaced. I used the Volvo replacement kit for the MD2030C (under $9,000).

Access to the engine compartment is via a couple of panels at the companionway, another in the starboard cockpit locker, and a small hatch in the aft cabin locker.

I surveyed the many owners who participate on the SailNet Wauquiez e-mail list and discovered remarkable loyalty to the marque—the average ownership was nine years, and several had moved up from smaller to larger Wauquiez boats. The Prétorien was never inexpensive and has held its value. Typical asking prices for these classy boats range from $75,000 to $90,000.

John and Lisa Caruso are preparing their Prétorien 35, Andiamo, for a 10-year cruise.

• More: 31 - 40 ft , before 2000 , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats , wauquiez
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Wauquiez Pretorien 35

This well-made french cruiser has a fairly contemporary underbody and is strong enough to venture offshore. finding one is the problem..

Though out of production since 1987, this French cruiser receives high marks from owners who appreciate high quality construction, comfortable accommodations belowdecks, and a seakindly motion. It stands in stark contrast to the rounded, modern designs and flashy interiors currently produced by French manufacturers.

The Company Chantier Henri Wauquiez, of Lille, France, was formed and commenced producing boats in the 1960’s, when Henry Wauquiez became so enamored with the sailing characteristics of his personal sailboat, the Holman and Pye-designed Elizabethan 29, that he received a license to produce the boat in France.

Within a year, the boat became popular in France and established the firm’s reputation as a builder of solid, fast cruising boats. In ensuing years, Wauquiez commissioned Holman-Pye to design the Victorian 28, which competed successfully in the quarter ton world championships, and several cruising sloops ranging in size from 32-47 feet, including the Pretorien 35, built between 1979 and 1986. Other designs included the Chance 37, which dominated the European production boat racing circuit from 1972-75, and the Wauquiez Hood 38, which was designed by Ted Hood. That boat was later produced in the United States as the Ted Hood Little Harbor 38 (Hood’s personal boat Robin) and the Bristol 38; American versions typically had the same underbody but different deck configurations. Others included the 33′ Gladiateur and 43′ Amphitrite.

Like many yards of this vintage, Wauquiez experienced financial difficulties tied to foreign exchange rates, national politics that affected the French economy, and competition from lower-priced competitors. The company thrived from 1965-1982, when it went into receivership. It emerged from bankruptcy in 1983 and produced 200 boats from 1982-87, many of which were sold in the US. When the dollar plummeted in 1988 the US market evaporated, and the company refocused its efforts on domestic production and sales to charter fleets in the Mediterranean.

Wauquiez brought in Olivier Prouvost as a financial partner in 1987, but the union was not a happy one. Wauquiez eventually left the company. Prouvost operated the company until 1997, when he sold it to Beneteau. With favorable foreign exchange rates again a reality, the company has made a renewed commitment to selling new boats in the United States. At this writing, Discovery Yachts of Seattle holds the only dealership in the US. The market for used Pretoriens has remained strong throughout the uncertain economic times.

Design The profile of the Pretorien 35, like most of the company’s designs, is similar to that seen in Baltic, Swan and Sweden yachts. We think the boat is stylishly traditional. The fine entry is not as radical as the current Farr designs, for example, but its flush decks and flowing sheerline present a fine shape, and the interior is brightened by light colored woods, ports and hatches.

Yacht designer Mark Mills, a specialist in the design of performance yachts, comments that, “The boat shares characteristics of many early-80’s designs when IOR design dominated the cruiser/racer market, as represented by the somewhat pinched stern section and large-foretriangle masthead rig. The external keel contains a reassuring volume of lead, and the 46% ballast ratio will produce a stiffer, more seakindly ride. Though not overly heavy, the D/L (displacement/length) ratio of 225 fits the displacement profile of a traditional cruiser perfectly and promises significant interior volume. It is a well-built, solid cruiser with undemanding ways.”

Construction Wauquiez constructs solid fiberglass hulls, laid up by hand, that consist of several layers of bi-directional fiberglass. Six longitudinal stiffeners that run the entire length of the boat are glassed in and integrated to fiberglass beams running athwartships that provide additional structural integrity. Bulkheads are bonded to the hull and deck. The bonds are reinforced by a technique not often seen on other boats: Holes are drilled in the bulkhead to allow additional fiberglass strips to run from the hull through the holes to the hull on the opposite side of the bulkhead. (Shannon is another company that uses this method.)

The Pretorien was built prior to the use of vinylester resins (proven superior to polyester for preventing blistering) for the outer laminations, and one owner reported minor blistering problems. As with any older used boat, we suggest a thorough bottom evaluation.

The modified fin keel—6,000 lbs. of lead—is fitted to a keel stub, and bolted to the hull with 3/4″ stainless bolts and two nuts on each. The rudder is attached to a skeg running aft from the keel, and mounted on a stainless steel bearing assembly. Because the rudder is well aft, and deep, it provides solid steering power in heavy seas and winds.

The deck is balsa cored, which was unusual for European boats of this vintage, except in areas where hardware is to be attached, where it is solid fiberglass. The hull/deck joint is a flanged arrangement that is glassed over and reinforced by stainless steel fasteners. The toe rail and stanchion bases are also fastened through this joint.

The engine compartment is well insulated from the sounds of the 23-hp. or 28-hp. Volvo diesels that were original equipment. One owner commented that the 23-hp. engine moves the boat at 6 knots in calm waters, but slows dramatically in wind or current, so the larger engine may be the preferred powerplant.

The boat is designed to be equipped with a saildrive, and several owners described problems with electrolysis of the aluminum underwater unit. One owner told us that his engine was improperly bonded to the ground system. Another said the AC electrical system was bonded to the ground. Any such installation should be examined thoroughly to avoid potential problems. Many owners change the zinc at six-month intervals, or have divers inspect the unit every 90 days.

Some boats were imported with a conventional drive shaft. However, this reportedly resulted in dramatically angled propeller shafts, which aren’t very efficient. The saildrive, by comparison, provides perfectly horizontal thrust.

We don’t like the position of the batteries, which are located beneath the port quarterberth, because they take up handy storage space and are located too far aft. However, owners told us that the additional weight to port was offset by gear stored in the starboard lazarette.

Each boat produced in the Wauquiez factory undergoes a water test prior to shipment. Boats are launched in a pond and undergo 24 hours of continuous spraying by water hoses to assure they are leakproof.

Deck Layout The cockpit measures 85″ long and 62″ wide at the narrowest point in the stern. Seats are 18″ wide and provide good leg support, but the footwell is narrow at 18″ wide.

One owner told us that the forward location of the Lewmar 46 self-tailing primary winches near the companionway prevented easy sheeting following the installation of a dodger. (This is a commonproblem when a dodger is added.) He moved the winches aft 12″. This also made them more accessible from the steering station

Boats were equipped with wheel steering and a destroyer-style wheel and pedestal with room for a basic instrument package—wind speed, boat speed and depth.

The top of the rudder post is located atop the stern coaming, which facilitates easy attachment of an emergency tiller, which is secured to the hull in a lazarette.

Lazarettes, which are all vented to prevent odors and mildew, are to starboard and in the aft end of the cockpit. The three lazarettes to starboard can be combined to create a space large enough for a life raft. One section is separated by a partial bulkhead that one owner extended vertically to provide a mounting area for a heater. Interestingly, the lazarettes all have the same fine surfaces as the rest of the boat, and have been coated with an epoxy-like material.

The propane tank is in the aft compartment and should be carefully inspected, because boats came from the factory with copper tubing that should be replaced with USCG-approved hoses. Access to the steering quadrant, a beefy stainless steel unit, is via the aft compartment. The fuel tank is below the pedestal.

Wide decks allow easy movement forward, and double lifelines with gates on both sides of the boat are standard equipment. However, the coachroof is so low that it’s a stretch to reach handrails. On the boat we examined, we were impressed that the stainless steel stanchions and other fittings, some more than 13 years old, showed no sign of rust.

Standard equipment included Lewmar 8, 16, and 24 two-speed winches on the mast for the main, jib and spinnaker halyards, and reefing lines. All of the running rigging is inside the mast and booms. Standing rigging includes four pair of shrouds to support the double-spreader mast, a baby stay, and running backstays. One owner said he needed the baby stay to keep the mast from pumping in a breeze.

The anchor locker at the bow is adequate for the storage of 25′ of 5/8″ chain and 500′ of nylon rode. Most boats are equipped with 30- to 35-lb. anchors. Two owners extended the cheeks on the bow roller to prevent their plow anchors from banging against the hull.

Belowdecks Everyone with whom we spoke commented favorably on the boat’s space, quality joinery and finish, and light belowdecks. After inspecting the boat, we agree.

The boat has 6′ 3″ of standing headroom in the saloon, and 6′ 2″ in the forepeak.

All of the wooden surfaces are cherry, which is lighter to the eye than teak or mahogany. With three windows on each side of the cabin, and a 24″ hatch amidships, the space was well-lit on the gray, midwinter morning we did our inspection. Two East Coast owners commented on the need for additional fresh air ventilation and improved circulation. They installed electric fans.

The overhead liner provides an air gap. Wooden covers screwed into the overhead allow access to wiring runs. One owner commented that these covers may need occasional re-fastening because they are prone to dislodging.

As with most aft-cockpit boats, the engine is mounted below the companionway steps, and is easily accessible from the front. Additional access to starboard is via the starboard lazarette, or through a small opening in the port stateroom.

The aft stateroom, which has a hard door, has a wood ceiling and is ventilated by a portlight in the cockpit footwell. A double berth measuring 76″ x 50″ provides space for two average-sized adults. There is a hanging locker, which in some boats also is equipped with a small sink. The space may prove cozy for two adults on an extended passage, but will certainly meet the needs of most casual cruisers, especially those traveling with children.

The nav station is to port, opposite the galley, and the subject of one owner complaint. The table is about 42″ wide and 26″ deep with a shallow storage area, a bit smallish for plotting tools on full-sized charts. There are two shelves for logs and books, and room for instruments on the station’s bulkhead. Finding room for a large CRT or LCD monitor without reorganizing the space would be challenging. There is additional storage below the nav seat and in drawers below the chart table.

Opposite the nav station is the galley, which, like the nav station, comes under criticism for its lack of handholds. The entire space belowdecks is wide open and the only handholds are rails mounted on the overhead. Movement fore and aft might be a bit dicey in rough weather.

The galley is U-shaped, 56″ deep by 46″ wide, the counter of which is accented by ceramic tiles, a Wauquiez trademark. It is equipped with a double stainless steel sink, a gimbaled two burner stove, a 20″ deep dry locker and ice box.

For a 35-footer, the galley has excellent stowage. The area below the sink is large enough for two waste baskets plus cleaning supplies. There’s a plastic tray below the stove that is adequate for some cookery as well as enclosed stowage for dishware behind the stove. A fourth compartment is below the icebox. The icebox measures 43″ by 11″ and is 33″ deep. Insulation is just 2″-3″ thick and may suffer from its close proximity to the engine compartment. One owner covers stores with a thermostatic pad to reduce melting and another removed the box and replaced it with a more substantially insulated smaller unit.

One of the most interesting touches is an opening in the bulkhead behind the icebox that leads to the starboard lazarette. Designed as additional space for foul weather gear, the space has a fresh air vent, or could be warmed by engine heat. This seems a good idea, though the down side is that the gear must be dragged across the icebox.

The saloon has two comfortable places to relax, eat, or sleep. The starboard settee is U-Shaped and houses a double leaf table that provides seating for four to six adults. Additional seating to port is on a second settee 60″ long, which incorporates a 16″ footwell under the nav station for sleeping. The cushion is 25″ wide at its narrowest point and is equipped with a lee cloth.

Several owners complained that the dining table intrudes into the fore and aft passageway, and extends over the settee cushions, requiring some acrobatics to reach the outboard seats. One went so far as to replace the original table with a narrower table. The starboard settee converts to a double berth 78″ long and 48″ wide. There is stowage behind the settees.

Two 33-gallon water tanks are beneath the settees, a plus that puts weight low and amidships.

Both sides of the hull are lined with shelving and stowage areas, one with a wine locker with a wicker door.

The head is to starboard, with doors to both the saloon and forward stateroom. It has hot and cold pressure water faucets, a built-in handheld shower head and Par toilet, all in a compartment marginally large enough for one adult. Stowage is in a large, two door medicine cabinet, and below the sink in an area filled with pipes, hoses and seacocks.

Forward of the saloon is a hanging locker to port and the master stateroom enclosed by a solid wood door. The V-berth, which is 81″ wide and 80″ long, takes up most of the space, though there are shelves and reading lights are on both sides. A hatch provides fresh air ventilation. Overnight cruisers described the space as being comfortable.

Wiring and Plumbing Except for the exceptions noted above, we like the mechanical systems on this boat. We did, however, find a wiring run in a loom cut through a bulkhead hole that had chafed. We were impressed with the finish of all hidden spaces.

All hoses were double clamped, and bronze seacocks and manifolds are used on all through-hulls.

Performance In an attempt to determine the sailing characteristics, we talked with several present and former owners of Pretorien 35’s and were surprised that their comments fell within a very narrow range. Depending on the sail inventory, the boat needs 6-8 knots of breeze to sail quickly. This is not surprising considering its 15.6 sail area/displacement ratio.

One racer told us that his inventory included only a 135% genoa and that in less than 10-12 knots of wind, performance was dismal. A second owner who participates in Wednesday night fleet racing said that the boat sails to its handicap with 8 knots of breeze and a 150% genoa. In all cases, sailors were using traditional Dacron fabrics; we’d bet that light air performance could be enhanced by lighter, finely tuned laminate sails.

On the other hand, skippers said the boat is dry going to weather in 30 knots of wind. All agreed that the boat points higher than similar 35-foot cruisers. One racer said he sails to within 40° of true wind direction.

Sam Stitt, who cruises his boat in the Northwest, said that the boat is easily balanced on all points of sail, but mentioned that an Autohelm 4000 was inadequate for sailing wing and wing in more than 20 knots of wind because of its slow response time. He purchased the Pretorien after considering a J-36 and Express 37, primarily because it is fast enough for his needs, and more comfortable.

“The boat steers better, with less effort, and more predictably, than any comparably sized boat I have driven. I think that this is one of its most important features, beyond all of the obvious quality and finish attributes,” Stitt said.

A similar sentiment was expressed by Fred Hess, who raced his boat in the single-handed TransPac in 1996. He replaced the Autohelm with a sturdier Alpha autopilot, which he said responded more quickly.

During his 2,000 mile, 14-day passage from San Francisco to Hawaii, Hess said he spent most of his time in the cockpit sunbathing and reading cheap novels while the autopilot and Monitor windvane steered. He described the boat’s motion as ‘seakindly,’ and said that in 12- to 35-knot winds the boat was a sleigh. Sailing with tri-radial and asymmetrical spinnakers, he experienced neither spinouts or round downs. During a race from San Francisco to Santa Barbara, he sailed comfortably with the tri-radial in 45-knot winds.

Conclusions So, why aren’t more Wauquiez boats plying American waters?

“It’s a matter of economics,” said John Carson of Seattle, who was the leading dealer in the world during the mid-1980’s. “When the dollar plummeted, the price of the boats increased so dramatically they became unaffordable compared to American production boats, or we would still be selling them. I’d go anywhere in one of Henri Wauquiez’ boats.”

We agree with Carson’s assessment. Though BUC Used Boat Price Guide lists prices between about $65,000 and $75,000, the two we found for sale on the West Coast were asking close to $90,000, and one on the East Coast was asking $77,000. Though pricey for a used 35-footer, we think the boat has a lot to recommend it, especially if the bottom survives a careful survey, and if outfitted with new generation electronics and a good sail inventory.

RELATED ARTICLES MORE FROM AUTHOR

My son purchased a Wauquiez Pretorien (Desolina)in January 2022, after a long refit we sailed it from Falmouth to Southampton on the UK south coast, which will be the home port, in October 2022. The voyage was 189 nautical miles which we completed 30 hours. Strong winds from aft F5/6 with prolonged periods of F7/8. The boat gave us full confidence in testing conditions.

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Wauquiez Amphitrite 43

Wauquiez Amphitrite 43 is a 42 ′ 8 ″ / 13 m monohull sailboat designed by Holman & Pye and Kim Holman and built by Wauquiez between 1975 and 1990.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Also sold in the US as the PALMER JOHNSON 43CR. Based on the same design (and also from Wauquiez): AMPHITRITE MS 45.

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AMPHORA (WAUQUIEZ)

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Gouvernement : Wauquiez, Retailleau et Larcher reçus par le premier ministre Michel Barnier

Michel Barnier a reçu les Républicains Gérard Larcher, Bruno Retailleau et Laurent Wauquiez ce lundi 16 septembre à Matignon. La composition du gouvernement, en voie de finalisation, devrait être dévoilée au cours des prochains jours.

Mis à jour il y a 3 heures , publié il y a 3 heures

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Sur les trois deux ne seront pas sollicités à aucun poste ministériels de Barnier Il reste Wauquiez peut-être ???

Amphora wauquiez

The amphora wauquiez is a 37.14ft masthead ketch designed by holman & pye and built in fiberglass by wauquiez, henri (chantier) between 1976 and 1981., 138 units have been built..

The Amphora wauquiez is a moderate weight sailboat which is under powered. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is average. There is a short water supply range.

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Mapping Ukraine’s Surprise Invasion of Russia

By Josh Holder

After two and a half years of fighting a war on their own soil, Ukrainian forces are continuing to advance within Russia, as their surprise invasion of the Kursk region enters its third week.

Beginning early on Aug. 6, Ukraine quickly broke through thinly manned border defenses and has now captured dozens of Russian towns and villages, adding a new twist to a war that had largely settled into grueling, block-by-block fighting in towns in eastern Ukraine.

Ukraine has continued

to advance in recent days,

although the pace of its

territorial gains has slowed.

Ukraine took control of a town of about 5,000 people within two days.

to advance in recent

days, although the pace

of its territorial gains

has slowed.

days, although the

pace of its territorial

gains has slowed.

Source: Institute for the Study of War with American Enterprise Institute’s Critical Threats Project

Ukraine’s incursion into Kursk brought about one of the largest territorial changes since the first month of the war, when Russia rapidly advanced toward major Ukrainian cities. The head of Ukraine’s armed forces, Gen. Oleksandr Syrsky, has claimed that Ukraine is in control of about 490 square miles of Russian territory.

If confirmed, that would represent roughly the same amount of land that Russian forces seized in Ukraine from January through July of this year, according to the Institute for the Study of War, a Washington-based think tank.

President Volodymyr Zelensky of Ukraine has said that the aim is to create a “buffer zone” inside Russia alongside the border. He has given no specifics about the size of the area his military is aiming to seize.

This week, Ukraine struck bridges across the Seym River, a move that military analysts say could trap Russian troops between the river and the border with Ukraine.

AS OF AUG. 21

Source: Institute for the Study of War with American Enterprise Institute’s Critical Threats Project (claimed extent of Ukrainian advance)

At least three bridges have been damaged, which The Times was able to independently verify through satellite imagery and videos posted to social media.

It is unclear how many Russian troops are in the area, but satellite imagery from Planet Labs, a commercial satellite company, shows that Russia has built temporary pontoon bridges to allow its vehicles to continue to cross the river. One could be seen east of the town of Glushkovo on Aug. 17, with vehicle tracks visible nearby. Another was visible further along the river, just north of Glushkovo, on Aug. 21.

On Wednesday, Ukraine released videos of its forces striking these Russian pontoon bridges in Kursk with U.S.-supplied weapons.

Road bridge destroyed

by Ukraine on Aug. 16.

Russia later built a pontoon bridge farther east. Vehicle tracks can be seen near the bridge.

Source: Planet Labs

Although Ukraine’s advances have slowed since the first days of its incursion, it continues to push forward, according to imagery verified by the Institute for the Study of War.

Satellite imagery from Planet Labs shows that Russia has built new defensive fortifications around 20 miles from Ukrainian positions in Kursk, near the E38 highway. The fortifications include trenches for troops to fire from, and anti-tank ditches, such as the one shown below.

Eight days before incursion

Nine days after the incursion began

New anti-tank ditch

built by Russia

before incursion

New anti-tank

ditch built by

While the Ukrainian military is gaining ground in Russia, it is losing it back home. The Russian offensive in eastern Ukraine is building momentum.

Russian troops are less than 10 miles from Pokrovsk, putting them in artillery range of the city, which had a population of about 40,000 before the war began and is a key transport hub. To the northeast, Russian troops are on the doorstep of Toretsk, and control most of Niu-York, footage verified by the Institute for the Study of War shows.

Military analysts say that one of Ukraine’s likely objectives in invading Kursk was to force Russia to divert troops away from eastern Ukraine to fight in Kursk, but so far the Kremlin has resisted. Instead, it has brought in reinforcements mainly from elsewhere in Russia, prioritizing its military objectives in Ukraine over a rapid response to the foreign incursion.

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