tartan 3700 sailboatdata

Tartan 3700

The tartan 3700 is a 37.0ft masthead sloop designed by tim jackett and built in fiberglass by tartan marine since 1999..

The Tartan 3700 is a moderate weight sailboat which is a reasonably good performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

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Tartan 3700

The fast and stable performance cruiser, when tartan set out to create the latest in a long line of excellent 37-footers, we thought past the “usual” approach to the performance/accommodation puzzle. the result is a fast and stable performance cruising yacht with an uncommonly welcoming and functional interior. you will discover all of this and more in the tartan 3700., performance.

Learn about the unparalleled strength, performance and control offered by this Tartan Yacht.

Tartan goes to great lengths to ensure each yacht reaches and exceeds your expectations of quality.

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There's nothing like getting a Tartan out on the water. Go ahead and schedule your test sail today!

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At Tartan Yachts we have a passion to deliver the best sailboat owner experience possible. Our commitment to design and engineering is based on total performance. We don’t believe that a simple superficial appeal to aesthetics is enough to serve the interests of Tartan owners. Our designers, builders and sales team understand and appreciate that every yacht we build must be the best yacht we build, and this commitment to excellence is evident in the Tartan 3700 and every Tartan model.

Looking for Tartan 3700 specs? For complete specifications, click here .

Looking for a new or used Tartan 3700 for sale? Find your Tartan today.

Tartan 3700 Reviews

Tartan 3700

Designed by Tartan President Tim Jackett, this Tartan 3700 is a performance-oriented cruising boat that comes with your choice of three keel configurations: a 7-foot, 3-inch fin; a 5-foot beavertail (a flat, wide tailed bulb); and a 4-foot centerboard version. That should about cover everyone's draft considerations. The hull is consistent with the other newer Tartans. The 3700 is beamy at 12 foot, 7 inches.

Source: Sailing Magazine . Image Credit: Tartan Yachts

LOA: 37.00 ft LWL: 32.00 ft Beam: 12.63 ft Draft: 7.25 ft Displacement: 15950.00 lbs Ballast: 6000.00 lbs Hull type: Fin w/spade rudder Hull construction: FG Rigging type: Masthead Sloop

Tartan 3700 for sale in the last 12 months

Below you'll find the latest Tartan 3700 listings for the last 12 months. We compare the listing price with boats listed in the past and the color coding indicates if the price is good (green = below the average listing price) or more on the expensive side (red = seller is asking more than the average listing price).

Tartan 3700 listing prices over time

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• Sailboat Guide

Tartan 3700

Tartan 3700 is a 37 ′ 0 ″ / 11.3 m monohull sailboat designed by Tim Jackett and built by Tartan Yachts starting in 1999.

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)

Alternative draft: Keel/CB verson - BU: 4.0’ BD: 8.0’. Shoal draft version (‘beaver tail’): 5.0’.

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Bluewater Sailboat – Tartan 3700

Both Cruising World and Sail magazine awarded the Tartan 3700 its finest boat awards for 2000: Best Midsize Cruiser and Top 10. The family who wants to cruise and race is the target market for the T3700. Tim Jackett, the president and creator of Tartan, has aimed his new offering at the broadest market conceivable.

With a sail area to displacement ratio of 18.2 and a length to beam ratio of 2.92, cruising is prioritised over cannonballing. 

The possibility for owner customization is essentially limitless thanks to the large variety of possibilities. Tartan offers three different hull designs for the boat: the normal fin keel has a 7.25-foot draught, the “beavertail” bulb keel has a 5.0-foot draught, and the centerboard option only has a 4.0-foot draught.

• LOA: 37.0′
• LWL: 32.5′
• Beam: 12.63′
• Draft (Fin): 7.25′
• Draft (Beavertail): 5.0′
• Draft (Centerboard): 4.0′
• Displacement (Fin): 6000 lbs.
• Displacement (Beavertail): 6200 lbs.
• Displacement (Centerboard): 6400 lbs.
• Fuel: 38 gallons
• Water: 80 gallons
• Sail Area: 727.5 sq. ft.
• Displacement / Length Ratio: 210
• Sail area / displacement: 18.2
• Righting moment: 125 degrees

The underbody of the 3700 boasts a shallow bilge and low freeboard, and comes in three keel configurations: deep (7′ 3″), beavertail (5′), and centerboard (4′ board up, 7′ 3″ down). The beavertail configuration is similar to a scheel shoal keel, and the vessel is equipped with a simple spade rudder and slightly offset shaft.

The 3700’s beam is slightly wider than its Sabre 362 comparable, measuring at 12′ 8″ to 12′, and is carried well aft to increase interior space. The vessel offers good headroom and the standard interior layout features a starboardside sink in the master forward stateroom, but an alternative layout with a large hanging locker is also available. Tartan produces semi-custom yachts, so there may be variations in construction among different boats. Some owners may have made modifications such as eliminating the salon table and refrigeration to turn their 3700 into a large day sailor. Bridge clearance for the 3700 is 56′.

Recent models are designated by Tartan as CCR 3700s and come with a Solent rig. The deck is liberally studded with high-quality hardware, a welcome difference from the trash that the majority of production builders utilize. Dorades along the roof of the cabin offer security and ventilation when you’re walking backward. The double spreader, 56-foot carbon fibre rig, which is practically a requirement for any club racer, was previously an option but was made standard by Tartan in 2004. With tie-ins below deck through mid sidedeck connection points, the masthead, keel-stepped rig configuration is straightforward. With a split backstay in back and an optional hydraulic adjustment, the spreaders are slightly swept.

Tartan made significant changes to the cockpit on the larger 4000 aircraft. Unlike the most recent designs, the 3700 still has a centerline wheel rather than twins. The holding tank, power supply, and access to the steering aft are all located in a sizable portside cockpit locker. Two more opening lockers to the steering, autopilot, emergency tiller, and electric transom door equipment are located beneath the helm. This area would make a good place for a generator.

Now you can also precisely calculate the expenses related to boat ownership to make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

The Tartan 3700 boasts an exceptional interior finish, with masterful American craftsmanship evident throughout the yacht. The layout features a spacious head and separate shower, as well as a forward-facing navigation station and a well-equipped galley. The salon includes optional faux leather upholstery, and the master stateroom is located in the bow. Additionally, the yacht features a garage-style storage area in the aft. It is important to note that a 2005 model of the 3700 nearly sank due to a hull fracture in 2006, though no other defects were found during inspection and the yacht was repaired. However, this incident may come up in online search results for “Tartan 3700 problems.” Potential buyers should keep this in mind when considering purchasing this vessel.

Performance

The Trintella 3700 is known for its quick and responsive sailing abilities, making her favorite among true sailors. This model is equipped with a 130% genoa and full batten main as standard equipment, with the option to upgrade to a spinnaker for added versatility. Newer models also feature a CCR (Solent) rig for additional headsail options.

The Tartan 3700 is a sailboat that is designed to perform well in a variety of conditions. The sailboat is equipped with a 130% genoa and full batten main as standard, which allows her to easily pick up speed in a breeze. The 3700’s performance has been tested in inclement weather and during a motored trip from Lauderdale to Miami, and she has consistently demonstrated its capabilities. For sailors looking for additional headsail versatility, newer models of the 3700 come with a CCR (Solent) rig as an option. Overall, the Tartan 3700 is a sailboat that offers a great balance of performance and comfort for sailors of all levels.

Quick Notes

The Tartan 3700 is undoubtedly on your short list if you’re thinking about American sailboats in this size range like Sabres, Catalinas, and Island Packets. Considering how sailing designs are getting longer and more complex, buying a boat like the 3700 provides additional advantages. At least around Biscayne Bay, it is simpler to find slips, and they are also more affordable. A terrific little boat that will continue to be popular for many years to come is the 3700.

Looking for a used sailboat for sale? Check out the Bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

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Tartan 3700

When tartan set out to create the latest in a long line of excellent 37-footers we thought past the “usual” approach to the performance/accommodation puzzle. the result is a fast and stable performance cruising yacht with an uncommonly welcoming and functional interior..

A key aspect of the Tartan 3700’s reassuring stability is the generous 12-foot 7-inch beam that is carried well aft, but with an innovative twist at the stern where topside flare adds plenty of deck and cockpit space, while keeping the transom waterline on the trim side.

The accommodation plan of the Tartan 3700 works equally well for feeding and watering a cruising crowd or for pampering a family or two cruising couples on an extended sailing vacation. The two staterooms are completely private, each with generous-size clothes drawers and hanging locker. And by cleverly angling the bulkheads of the dinette outward and angling the bulkheads of the nav station and galley inward the feel of the 3700’s interior suits the particular function of each space.

Walking down the dock, the 3700 ‘s rig stands out from the crowd.  A carbon fiber engineering showpiece, the lofty tapered rig sports an integrally molded, strong and lightweight masthead and crane.

Her double spreader rig is stronger, stiffer  and lighter than an aluminum mast.  This results in an increased righting moment, greater sail carrying ability and vastly improved sailing performance.  Picture having four 200 lb  crew  members on the weather rail in all conditions, but the good news is you get their benefit without having to feed them or house them aboard.

Stronger and stiffer means safer and faster. Because carbon can be tailored to meet the changing load requirements in a mast, extra material can be added where it is needed most     resulting  in a mast that can be engineered with higher safety margins.  A stiff rig remains in tune through changing conditions and results in all of the energy of the sails being directly transformed into the energy that drives the boat.

Tartan developed its  Pocket Boom  on its award winning Tartan 3400.  This unique feature provides the ability to fit an easy to manage, uncompromised performance mainsail.  Unlike furling masts or booms, the  Pocket Boom  mainsail is cut with full roach, full battens and optimized draft.  Sailmakers are able to design sails for performance rather than meeting the constraints of the mast or boom.  The  Pocket Boom  is fit with an always-in place sail cover,  unzip it and raise the sail from its contained “pocket”and you are ready to sail. When dropping the main, it falls into the boom and lazy jack enclosure, no muss, no fuss.  Zip the sail cover back over the sail and the 3700’s CCR is shipshape.  With Tartan’s Pocket Boom, performance cruising is not compromised by convenience, instead it is enhanced.

Upwind the 3700  is fit with a roller furling, self-tacking jib.  The cut is a high aspect ratio upwind blade with a long luff and tight sheeting angles.  We increased the SA/Disp ratio to maintain light air performance  and the high stability of the 3700 CCR allows the boat to carry full sail when others are reefing.  Tacking is as simple as putting the helm over, while the jib and mainsail tack themselves.  Short tacking out of a harbor or anchorage is done with little effort.

When its time to ease the sheets, set the 3700’s CCR  150% furling masthead reacher.   This sail can be used close reaching in lighter winds, broad reaching in heavier conditions and dead downwind, wing and wing with the mainsail.  Tartan’s pursuit of the perfect performance cruiser will keep you sailing while others have no choice but to start their engine.

Tartan 3700 , dedicated to delivering Tartan comfort and packed with performance and handling features to please the most devout sailor.

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Tartan 3400

Treading a fine line between speed and comfort, tim jackett’s new 34-footer takes advantage of an epoxy hull and carbon spars.

Honoring tradition while maximizing technology might seem like a contradiction, but the Tartan 3400 makes it seem elegant, intelligent, and a good way to go. Tartan Yachts started in 1960 with Sparkman & Stephens’ first design in fiberglass (the Tartan 27). By virtue of her up-to-the-instant innovations in design, production, and outfitting, Tim Jackett’s latest creation puts much more emphasis on the future than the past. A modern “dual-purpose” boat, she is geared to be cruised comfortably yet still be at home on the race course. She has an oven-cured epoxy hull, tapered carbon spar, innovative carbon boom, a self-tacking jib, and a good bit more. She is thus set well apart from most of the others in her size and price range. There are certainly 34-footers that you might sail away for less, but we found that her capabilities, quality, and character made the T3400 a value worth exploring.

Charlie Britton founded Tartan Yachts. He was the type of guy who, while stationed on a destroyer based in Japan, had a 42- foot yawl built. When he was discharged he sailed her home and, before long, jumped into the boating business. This was the late 1950s and designer Sandy Douglas and builder Ray McLeod (Highlander, Thistles, etc.) from Britton’s native Ohio were looking to get into fiberglass. Britton was looking to invest. The Scotsmen (thus “Tartan”) and Britton collaborated and the new company was born.

The first boat they built was the Tartan 27. Designed by Sparkman & Stephens (Bill Shaw, best known subsequently as president of Pearson Yachts, was the project manager) the “small but capable auxiliary” was envisioned as “at best a 5- to 10-boat proposition.” She went on to sell over 700 before she was retired in 1976. The sailing and sea-keeping qualities that made S & S pre-eminent, plus the affordability and maintenance benefits of fiberglass were a big part of that appeal. She also had a certain “shippy” appearance that was neither “endy” nor “Clorox bottle” and set her apart from other pioneering production boats of her day.

Tartan built plants at Grand River, Ohio and Hamlet, North Carolina and, at one point in the early 1980s, was producing a boat every 4 days. Over the years there have been 29 models. Most were — like the 27 — centerboarders; cruising ease and shallow draft continue to be prime concerns. The 3400 is available with either deep fin, shoal keel or centerboard. The latter harkens back to the days of the Cruising Club of America rating rule, when boats like the famous S&S design Finisterre were considered “rule-beaters.”

It is legend that Britton once fired a pistol at a Tartan to show that his boats were “bulletproof.” Fact or fiction, the anecdote spotlights the emphasis Tartan has long placed on quality construction. Extended production runs of relatively classic designs (like the 30, 602 built; the 37, 546 built; and the 34, nearly 1,000 built) indicate owners were satisfied with how their boats held up. There have been big Tartans (48 feet) and small (Tartan Ten) but the company’s greatest success over the years has been in auxiliaries at and around 30 feet. “I really like small boats,” says in-house designer and CEO Tim Jackett. “Fighting to get an ounce of performance or an inch of liveability in a boat where they genuinely matter makes me feel like I’m really doing my job.”

Jackett came to work on the floor of the plant in 1974. He has been there ever since. Britton, however, sold his interest in 1983. For a while, owners came and went until a new group, Polk Industries, bought Tartan and moved it to its current location. There, in Fairport Harbor, Ohio, with Jackett in charge, the new company (Fairport Yachts) builds both Tartans and a new line of C & Cs. We asked Jackett about the tug-of-war between his cruisey Tartans and the racy C & Cs.

“Obviously, different purposes produce different boats. With a C & C, for instance, you can anticipate a good-sized group of live bodies to be deployed on the weather rail when you need stability. A Tartan should stand on her feet without live ballast so that she can be cruised by a couple. But mostly I find that being immersed in the construction and performance technology at the racing end gives us lots of opportunities to build better cruising boats.”

The Design There’s nothing all that new about the idea: marry a large, controllable mainsail with an efficient self-tacking jib and you can get not only easy sail-handling (no genny to wrestle) but good performance. “Optimum performance with minimum hassle” is how Tartan outlines the objective. We applaud the attempt to break beyond the tyranny of the overlapping headsail, and we were anxious to see how Jackett and company managed it.

To begin, the jib is tall, nearly masthead. This 15/16 arrangement provides maximum leading edge. The greatest amount of lift is generated in the forward part of the sail, so the longer the leading edge the greater the lift. The jib is small but efficient. Second, the mast is tapered. The double-spreader carbon spar is thus lighter, cleaner, and more controllable than a conventional aluminum extrusion.

Full battens are used in the mainsail. We didn’t work enough with the battens’ custom-engineered slide/glide feeding system to determine whether the sail will always go up and come down without much friction, but the approach looks promising.

Finally there’s the boom, a unique sail-gathering spar. Other than some (probably neglible) endplate turbulence that might prevent airflow from passing from the windward to the leeward side of the main, the boom plays little role in the boat’s performance. Drop the main into its accommodating bin at the top of the boom, however, and you begin to appreciate the boom’s convenience. The v-shaped trough gobbles up the loose main. Zip up the integral sail cover and you’re free of furling and buttoned up.

The optional “Q”-sail — a lightweight roller-furling reacher — adds tremendous horsepower and remarkable versatility. Simple as a cruising chute, removable as a furling jib, these reachers are sailor-friendly yet mega-powerful. And they can be carried close to the breeze and well up in the wind range. We drifted about for a while in winds under two knots during our test sail. The self-tacker was an annoyance, but after setting the reacher we began to burble along quite purposefully. To make the T3400 performance package complete, we strongly recommend a reacher.

Below the water, Jackett applies the same “lead” or difference between the center of pressure of the rig and the center of buoyancy of the underbody on all of his boats. “I also use the same formula to relate the size of the rudder and the amount of sail area,” he said. “Every designer has ‘comfort zones’ like these that help the process, so that you know what you’re getting.” A third “comfort zone” is the underwater foils. While the rudder is elliptical and well aft (for maximum steering leverage) the T3400 keel/centerboard isn’t much different than the one on the T-27; the Beavertail (shoal draft) was developed over a decade ago. Jackett is seemingly reluctant to saddle his cruising boat with a low-wetted surface foil, so even the 6’6” bulbed fin is relatively conservative. With planning and attention to the stub design, however, Tartan has engineered a threesome of keels that are truly interchangeable. We wonder why or when we’d do it, but it’s nice to know that you can.

Designing a hull with the displacement to support serious cruising, the stability to stand on her own, and the slipperiness to be at her best in good sailing breezes completes the challenge. Jackett recognizes the need for a certain amount of volume, and where you put that volume has a lot to do with the kind of boat you’re going to get.

“My boats are balanced in the ends,” says Jackett. “You can’t distort the shape by putting too much or too little in any one spot. I try to distribute volume so that a boat will stay on her lines. The shape of the sections is critical. My boats heel like a barrel, not like a triangle.”

Like most modern boats, the 3400 is beamy aft (for sail-carrying and a higher prismatic coefficient to improve top-end performance) and fine forward (for upwind efficiency and seakeeping). Few designers, however, have Jackett’s years of experience refining that archetype.

From the beginning, Tartans have looked salty and right. The 3400 is hardly your grandfather’s dual purpose boat, but she has a traditional air. Her portlights are purposeful and practical. Her sheer is noticeable. Her ends are less plumb than the boats around her. Her cabintop is squared-off. She has a teak toe-rail. You might almost say that her look is closer to the T-27’s than it is to most modern performance cruisers.

Accommodation The boat’s two sleeping areas are as far apart as practicable, and that affords maximum privacy. Perhaps the most noticeable feature of the living area is the stand-alone sink to port of the companionway. Look at it a second time and you’ll see that it makes the galley ideal for bracing while cooking at sea, yet it leaves a very generous space for making meals while the boat is sitting upright. Although you lose the counter space adjacent to the sink, a fold-out or drop-in cutting board would resolve this. Like the rest of the interior, the conspicuous deck support pole is cherry. A white overhead accented with cherry battens brightens the area belowdecks, but we found the wooden ceiling strips forward of the settees a bit gloomy and depressing.

From the double-deep drawers beneath the aft berth to the double hatches providing ventilation in the forecabin, thought, ingenuity, and a commitment to comfort are in evidence. We liked the positive closing latches on all the lockers, the well-placed overhead lighting, the standard fan in the aftercabin, and the separate sump with its own pump for grey water in the bilge. The side-opening fridge still gives us pause, the elbow room in the head was minimal, the chart table wasn’t as big as we’d like, and fiddles generally were too low for serious stowage. The electrical panel got high marks, the noise level below was better than average, and legroom in the saloon was more than enough for a six-footer. Few production 34-footers that we have known offer as many positives.

Performance Needless to say, the light, puffy winds for our test sail hindered our evaluation. With a lightweight reaching sail, the bow and stern began to push apart, and the speedo began to register.

When we switched to the working jib she tacked through 100 degrees in the slow stuff. Maybe we were grasping, but it felt as though she had the sort of mix of carry and acceleration that makes a boat responsive. Compared with other boats that we’ve lolled around in airless doldrums, she never lost steerage, always maintained a wake and proved poised to do much better when the breeze filled in.

When at last the wind decided to cooperate (still blowing less than 10 knots), we were already legging for home with the reacher up again. The final minutes of healthy boatspeed, even downwind (with an apparent wind angle of at least 160 degrees), were minor rewards for all our mast-scratching and wayward whistling, and they convinced us that the 3400 is more than likely capable of delivering on the promises that her designer and builders make.

Although we’re wary of saildrives for cruising, the Yanmar unit excelled at what saildrives do best. It ran quiet. We noticed, however, that the distance between the propeller and the rudder produced a mysterious lag time in prop wash when we tried some turns around a mooring buoy. Engine access was much better, we felt, than it is on many conventional inboards. Speed was good (over six knots at three-quarter throttle) and the controls were crisp.

Conclusions There are lots of things about the T3400 that make sense. Bringing quality construction and race-honed design into the world of the weekender and the club racer is an excellent, worthwhile goal. For the most part, Tim Jackett and Tartan seem to have succeeded.

Exterior wood is used on Tartans, as it always has been, as a traditional aesthetic element. What has become of the perforated aluminum toerail? Sure, it’s not as pretty, but how much more functional and labor-saving is it than teak? And it was C & C, don’t forget, that made it an icon several generations ago. Lots of people love exterior wood. But for pure functionality, aluminum makes better sense.

Were she built and rigged conventionally, the T3400 would be a smaller, heavier, slower, more unwieldy boat. Jackett was able to accomplish the positives that he has by drawing on decades of design experience on the one hand and orchestrating significant production innovations and improvements on the other. We wish that he’d make his fiddles taller and his nav tables bigger, but, aside from that, “Well done!”

Also With This Article “Hits and Misses” “Tartan 3400 In Context” “Construction Details” “Rig Refinements”

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FEIG ELECTRONIC: Moscow-City Skyscrapers Streamline Parking Access and Control with Secure RFID

Feig electronic partners with isbc group to deploy ucode dna rfid security and parking access control solution in moscow business district.

Weilburg, Germany  — December 3,  2019  —  FEIG ELECTRONIC , a leading global supplier of radio frequency identification (RFID) readers and antennas with fifty years of industry experience, announces deployment of the UCODE DNA RFID security and parking contactless identification solution in the Moscow International Business Center, known as Moscow-City, one of the world’s largest business district projects.

The management of Moscow-City not only selected long-range, passive UHF RFID to implement in its controlled parking areas, it also chose to implement UCODE DNA , the highest form of secure RAIN RFID technology, developed by NXP Semiconductors.

Panoramic view of Moscow city and Moskva River at sunset. New modern futuristic skyscrapers of Moscow-City – International Business Center, toned

“Underscoring NXP’s innovation and leadership in developing advanced RAIN RFID technologies, our UCODE DNA was chosen to be incorporated with the FEIG and ISBC implementation of the contactless identification system in the prestigious Moscow-City,” said Mahdi Mekic, marketing director for RAIN RFID with NXP Semiconductors. “This exciting project represents yet another successful deployment of NXP’s contactless portfolio, and showcases our continued ability to meet the high-security requirements of highly demanding applications without compromising user convenience.”

“UCODE DNA is considered the only identification technology to match the physical protection of a barrier with the cybersecurity necessary to truly protect entrances from unauthorized access,” said Manuel Haertlé, senior product manager for FEIG Electronic. “As a respected contactless payment technology company, FEIG applies security know-how from its payment terminals, which are fully certified according to the latest high-class security standards, into our RFID systems. FEIG vehicle access control RFID readers incorporate advanced secure key storage elements, supporting various methods for secure key injection.”

FEIG’s partner ISBC Group provided the knowledge and support for this successful implementation using  FEIG’s long-range UHF RFID . The resulting system enables authorized vehicle entry into areas reserved for private residential use or corporate tenants, while also allowing availability of temporary, fee-based visitor parking. Thanks to the cryptographic authentication of UCODE DNA, both the tag and reader must go through an authentication procedure before the reader will validate the data from the tag, which is transmitted wirelessly. This level of authentication is typically used in the most secure data communication networks.

“The system’s two-step authentication means that only authorized equipment can handle the secure protocol and the data exchange with the UCODE DNA based tag. Without the required cryptographic secrets, other readers would query the tag in vain, because the tag’s response cannot be interpreted or understood,” said Andrey Krasovskiy, director of the RFID department at ISBC Group. “On top of this, each data exchange in the authentication process is unique, so even if a malicious actor were to intercept the communication, the transmission is only good for a single exchange and the tag’s unique identity is protected from cloning.”

Established in 1992 and still growing, Moscow-City is the revitalization and transformation of an industrial riverfront into a new, modern, vibrant and upscale business and residential district. A mix of residential, hotel, office, retail and entertainment facilities, it is located about four kilometers west of Red Square along the Moscow River. Twelve of the twenty-three planned facilities have already been completed, with seven currently under construction. Six skyscrapers in Moscow-City reach a height of at least 300 meters, including Europe’s tallest building, Federation Tower, which rises more than 100 stories.

Partnering with ISBC and deploying FEIG Electronic RFID solutions, the Moscow International Business Center is delivering security and access control to its city center today, as it grows into the city of tomorrow.

About FEIG ELECTRONIC

FEIG ELECTRONIC GmbH, a leading global supplier of RFID readers and antennas is one of the few suppliers worldwide offering RFID readers and antennas for all standard operating frequencies: LF (125 kHz), HF (13.56 MHz), UHF (860-960 MHz). A trusted pioneer in RFID with more than 50 years of industry experience, FEIG ELECTRONIC delivers unrivaled data collection, authentication, and identification solutions, as well as secure contactless payment systems. Readers from FEIG ELECTRONIC, which are available for plug-in, desktop, and handheld applications, support next-generation contactless credit cards, debit cards, smart cards, NFC and access control credentials to enable fast, accurate, reliable and secure transactions. For more information, visit:  www.feig.de/en

Founded in Moscow in 2002, ISBC Group provides knowledge and support to integrators for their successful implementation of RFID and smart card-based solutions. The company specializes in the distribution of smart card equipment, contact and contactless card manufacturing, smart card and RFID personalization services, and information security.  Its Research and Design Center is focused specifically on RFID, primarily HF and UHF solutions with NXP tags, and software development for the smart card industry. For more information visit:  https://isbc-cards.com/

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A History of Moscow in 13 Dishes

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Columbia University in the City of New York

Miriam and ira d. wallach art gallery.

• Visitor Information
• Exhibitions
• Publications

Moscow: City, Spectacle, Capital of Photography

April 30–june 21, 2003.

Moscow: City, Spectacle, Capital of Photography , an exhibition of 20th-century photographs of Moscow, opens at Columbia University's Miriam and Ira D. Wallach Art Gallery on Wednesday, April 30, 2003 and remains on display through Saturday, June 21, 2003.

Moscow has been a powerful magnet for many Russian photographers of the 20th century. Moscow: City, Spectacle, Capital of Photography presents the work of 31 photographers, whose images have defined the visual experience of Moscow from the 1920s to the present. Diverse in form and strategy, the 90 photographs chosen for the exhibition trace the history of Russian documentary photography and offer insight into individual practices. From Aleksandr Rodchenko's constructivist visions and Evgenii Khaldei's humanist landscapes to Igor Moukhin's scenes of urban spectacle and alienation in the works of Russia's key 20th-century photographers, Moscow ventures beyond the expected image as a site of famous landmarks, architectural treasures and dramatic lifestyles.

Early 20th-century photographers Boris Ignatovich and Arkadii Shaikhet saw themselves in the vanguard of an emerging mass-media culture, defining with their cameras the visual experience of Soviet modernity. For nearly 70 years, Soviet photography was assigned the duty of maintaining the ideological rigidity of the Soviet State. Yet, as examples of the work of Iakov Khalip, Anatolii Egorov, Mikhail Savin, and Mark Markov-Grinberg show, Soviet photographic practices were much more complex than has been previously acknowledged. The works of these photographers remain intensely compelling to a modernist eye.

Contemporary Russian photographers, such as Lev Melikhov, Valerii Stigneev and Sergei Leontiev, engage with the legacy of the Soviet documentary photography. But for them the documentary is a complex and multivalent genre, which incorporates subjectivity, ambiguity and reflexivity and comments on social and cultural issues without losing sight of the position from which that commentary is made. In the recent photographs by Vladimir Kupriyanov, Igor Moukhin, Anna Gorunova and Pakito Infante, the "real" space of Moscow is replaced by an imaginary and optical spaces of virtuality.

The works in the exhibition are on loan from Moscow's Cultural Center Dom, and many are being shown outside Russia for the first time. In conjunction with the exhibition, the Wallach Art Gallery is publishing an illustrated catalogue with a scholarly essay by the exhibition curator, Nadia Michoustina, a Ph.D. candidate in Columbia University's Department of Slavic Languages. The essay presents a nuanced history of Russian photography of the 20th century, and contributes to an interpretation of extraordinary images.