eco 75 catamaran

Boat Profile

Eco 5 Power Cat

A catamaran for cozy cruising

From Issue   March 2016

W as it time for another boat? In the 1980s, it was a 16′ sailing dinghy that awakened my wife Barbara and me to the beach-cruising pleasures of the San Juan Islands in Washington’s Puget Sound. In the ’90s, it was a 19′ lug-rigged double-ender for oar, sail, and outboard that extended cruising to Desolation Sound. Then came a 20′ catamaran, sporting a wing mast with square-topped mainsail, that got us inside a comfortable cabin while offering exciting sailing in moderate conditions. But as years went by, sitting out in the weather and hauling sheets took its toll. Sailing was exciting when the wind was up, but boring in light summer winds. Why bother with sailing if we could motor at 10 knots? Was it time for a gasser?

And so it was, and we decided upon the Eco 5 Power Cat by Bernd Kohler in France. Its narrow hulls, wave-piercing bows, space-age profile, and three-tone color scheme really made it a looker. At 5.5 meters, it was about the same size and accommodation as our 6-meter sailing cat, and still trailerable behind our compact SUV. The twin 5-hp outboards specified in the plans were to drive the EcoCat at an economical 10 knots and spin it around in circles. Having them mounted on the transoms should eliminate weed pickup, as well as the between-hull wave buildup working against a centrally mounted outboard. I ordered plans, and the digital files came quickly via email.

The plywood-on-frame EcoCat is simply built, using chines sprung around widely spaced bulkheads. I opened the DXF files on an older Mac Cube still running Drawing Board CAD from Ashlar Vellum. With CAD, I made some design changes for a bit more cabin headroom, bigger windows, storage lockers forward, and extended cockpit sides complementing the cabin profile.

The Eco Cat rests comfortably on the cobbles between tides. There’s room aboard for an inflatable kayak when a dinghy is required if the Cat’s at anchor.

Once I had the design tuned to suit our needs, I nested parts for economical use of plywood sheets, created a tool path for the ShopBot CNC router I’d used for our rowing-shell kit business, and quickly cut out the parts from 6mm plywood. It sounds complicated, but it’s actually similar to laying out parts by hand—but with parts cut far more accurately, with beautiful, fair, and smooth curves everywhere. I milled clear Sitka spruce to dimension, scarfed it to full lengths, rounded edges, and precoated everything with epoxy. This self-made “kit” made for very fast building.

The building jig had only one temporary form; all other forms were bulkheads that remained with the hulls. The hulls were built upside down, planked, and even finish-coated with graphite-infused epoxy—later I’d paint above the waterline. The 6mm planking was patterned on the hull, as the actual faired shape may be a bit different from a CAD plate expansion, then glued in place and trimmed. The hull and side-panel sections were joined with butt blocks that added stiffness in way of the temporary bulkhead. After I flipped the hulls upright and aligned them, I fit the deck—scarfed 12mm plywood. The cabin sides and top were built up with two layers of 4mm ply. It took just four months for me to complete the construction of the hulls and cabin.

The partially finished boat looked great, and I decided to spend the big money for a two-part paint sprayed on by a professional, thinking it would be done quickly. Wrong. It was another six weeks before the boat was back for outfitting. The plans showed a windscreen here, a galley there, a steering wheel, and twin outboards—but no details. It was just another challenge to work through.

The two small outboards were a good fit for the twin hulls, but didn’t provide adequate power.

Remote steering and motor controls for twin outboards is very routine for a monohull, but not for tiny twin 5-hp outboards on a catamaran! Time to improvise. A tiller bar, supported on nylon bushings, was hidden in the cross beam with a mechanical steering cable connected to the dash-mounted steering wheel. What a challenge it was just to have twin motors on a little catamaran.

Another professional I hired designed an excellent canvas dodger, back panel, and semi-rigid windscreen that really complemented the design. Barbara and I could now cruise, completely protected from wind and rain, sitting in comfortable captain’s chairs. The 6′ x 8′ cockpit is our living room at anchor, doubling the EcoCat’s enclosed space. A Yeti cooler, good for five days, stays in the cockpit as a table or extra seat. An Origo two-burner alcohol stove eliminated complicated propane systems. We use a lightweight 32-amp-hour starting battery, not for the pull-cord-start outboards, but for powering LED lighting and an iPad for music and charts with the Navionics app. We only need the instruments powered up while we’re under way, so the outboards’ 6-amp charging outlets supply power directly to the instruments and charge the battery at the same time. No shore power is needed. Simple systems for a simple boat—its name, JUST ENUF, serves the cat well!

The Cat’s shallow draft and twin hulls open up options for anchoring in shallow coves. If the bottom is even and not too rocky, grounding out during a midnight low tide isn’t a problem.

D uring the boat’s first season we took a two-week cruise to British Columbia’s Broughton Islands. The cruise covered hundreds of miles, and we alternated between being the only boat in a secluded cove and being surrounded by the warm hospitality of wilderness float marinas. A comfortable 80-mile range and top speed of 10 knots allowed us to do plenty of exploring without concern for time or fuel. The EcoCat is comfortable in sea conditions of 2′ short, steep chop and can confidently deal with far rougher conditions.

Having the lines of the Eco Cat in CAD files simplifies making alterations like raising the cabin roof to provide standing headroom.

This 8′-wide catamaran offers the stability and seakeeping of a far larger boat. There’s never a problem grabbing for a hot pan when another boat, zipping by to look at JUST ENUF, leaves its wake for us. There is plenty of room with a hanging locker and two cuddies for each person. Sleeping bags with integrated mattresses make a very comfortable double. When bags are folded over during the day, the large padded bridge deck area is very comfortable for sitting, cooking, and just hanging out. The starboard hull has a cushioned canoe seat atop the porta-potti. Just forward is hull storage for an inflatable kayak or two folding bikes and other bulky gear. The port hull has standing headroom at the sink and sit-down room for meal preparation with a flip-down table for dining.

A single 20-hp outboard can outperform twin 5-hp outboards. Just behind the motor’s shaft you can see one of the extensions added to the hulls to improve the trim with the greater motor weight. The custom-made canopy doubles the Cat’s sheltered space.

The twin 5-hp outboards proved to be not enough power. They had no top-speed potential, pull-cord starting, and were noisy, especially with the steering linkage rattling between them. Worse, the tiny props had so little bite that docking maneuvers were a constant challenge. A repower with a single Yamaha 20-hp outboard yielded a 10-knot cruising speed, 15-knot top speed, and the same fuel economy as the twin 5s: 1 gallon per hour at any speed. Electric start, 6-amp charging capability, and a lightweight battery competed the package. A 1′ extension added to the stern of each hull helped offset the additional weight of the larger motor and its under-deck 12-gallon fuel tank. Docking was no longer embarrassing, and we could now talk while running 10 knots. The rougher the water got, the faster and smoother we would go. Life was good.

A hatch in the foredeck provides access to the bow for anchoring.

But as most of the weight was still aft with either engine arrangement, the EcoCat still squatted underway. One day, Mike Snook—experienced with super-large, high-speed Australian catamarans—suggested transom wedges and end plates as the cure. A 1″ x 4″ wedge was added like a trim tab to the each stern with skeg-like end plates added in line with the sides of the hull to contain the flow. The cat’s tracking was better, even with the previous centerline skegs removed. Trim was now level with clean entry and a very smooth exit. After a prop change, we had the same top speed with cruise speed reduced by 400 rpm for a noticeably quieter boat.

Outboards are designed to mount behind a transom with only the prop exposed below the hull. When centrally mounted on a catamaran, all of the lower unit below the bridge deck is exposed to bow wave convergence with lots of unwanted spray and, perhaps, added drag. We had tried several ideas on previous sailing catamaran but solved the problem on the EcoCat with a hull-mounted streamlined fairing that lets the motor think it’s on a transom.

The EcoCat is quite at home in the broad reaches of Puget Sound that lie in the shadow of Mount Baker.

T he 10-knot cruise speed for our typical three-day, 50-mile round-trips lets us enjoy island life and not lose one day getting somewhere and another getting back. That’s the advantage of a gasser. It’s all about the destination, hanging out, enjoying a nice hike, being in a special place, especially for my wife Barbara and me. My solo trips continue to range farther and wider in all weather conditions.

Ron Mueller continues to design and build small boats and still rows most days in Bellingham, Washington. He started whitewater kayaking in the late ’60s, sailing in mid ’80s, and rowing in the ’90s when he founded Wayland Marine. Ron designed and built the Merry Wherry kits and was the Northwest dealer for Alden Ocean Shells and Echo Rowing until retiring in 2010.

Eco Cat Particulars

LOA/ 18′ (5.50m) Beam/8′ 2.4″ (2.50m) Draft/8.7″ (0.22m) Weight/606 lbs (275 kg) Capacity/1350 lbs (620 kg) Power/15–20 hp Construction/Approx. 400 hours

Plans for the EcoCat , with a digital manual and 16 pages of drawings as BMP or DFX files, come from Bernd Kohler at K-designs . A kit is also available.

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Comments (27)

I would really like to see a drawing of the modifications mentioned in the text. It sounds like the end product was significantly different from the original design.

Tim, JUST ENUF is built exactly to the furnished plans. Obvious additions were the cockpit sides and transom extensions when repowering. Plans are furnished as DXF files which may be printed out for “manual parts layout” or modified in CAD for CNC cutting. I hope this helps.

Form definitely follows function on your well built boat. The 20-hp outboard was a great idea and so were all of the modifications to get everything right.

Pete, thanks for your kind thoughts. Looking forward to seeing you on a Salish Sea beach soon!

I really enjoyed the article in the March issue of Small Boats Monthly about Ron Mueller’s JUST ENUF. Ron’s boat never fails to draw all kinds of attention when he’s pulled out on the beach or running with a group of other boats up here in the north Puget Sound, and looking carefully at his superlative build, one can easily see why. Though I am somewhat of a “traditionalist” at present, this boat looks like it could very well be in my build list sooner rather than later!

I love seeing articles from other Salish Sea folk. The photo with Mount Baker (Komo Kulshan is the name given to it long ago by the Lummi people) in the background is part of my life.

Vince, twins seem desirable but two 8.5-hp motors would use noticeably more fuel then a single 17-hp motor. Remote control would lend itself to a autopilot but complicated. Remember that each catamaran hull has a different turning radius in a turn. My previous sailing Jarcat had rudders set up with Ackerman steering (like a car). That’s probably not really needed for outboards. Just a thought.

I like the look of this craft. What would be the result if you went to twin 8.5-hp outboards which have the electric start and hardware to do twin rigs with remote control? Still the design appears to have a lot going for it. Enjoy it!

I’m just wondering if the deadrise at the end of each original hull was maintained on the 1′ extensions and if so, how the trim tabs were installed.

Mike, deadrise was just flowed out. The trim tabs are a solid wedge at the end of the hull about 4″ long and 1″ thick. An end plate (in line with hull side) contains the water flow for greater effect. The end plate is a skeg-like shape about 12″ by 4″ that provides better tracking than the original skegs on the keel centerline.

Most of the changes Ron made to the design—the hull extensions and other modifications—are incorporated in the plans. There are many ECO’s sailing world wide and it is my policy to update the plans to improve my designs. That applies not only for my ECO line of boats, but the others as well. By the way, I leveled out the deadrise of the extension to 0°.

Do the plans show the unique assembly method in case a builder wanted to have the parts CNC cut? Is the interior of the cabin also coated with epoxy?

Most parts were pre-coated and sanded (at least one side) prior to assembly. The plans are DXF files for display and would need to be, at least, nested for a CNC tool path prior to cutting. After importing to a CAD program, I added an inch in cabin height. Enlarged the windows, laid out cubby holes in the forward bulkhead and designed the cockpit sides with the same curvature used for the cabin. This is a real timesaver and provides great accuracy when having symmetrical parts and provides very smooth curves. The planking and cabin top is best (and easily) laid out directly on existing structure rather then CNC cutting. The construction was completed in just four months while attending to my normal business of selling rowing shells and making kits of same. Painting and canvas was “sent out” and fitting out was, at least, another month.

Thank you very much.

What is the contraption mounted on the forward hatch?

It’s a Nicro Solar Vent Fan. It runs mostly 24/7 as long as its self-contained battery is charged. There is enough leakage through the companionway hatch to keep the cabin dry during winter storage and summer nights when we’re sleeping aboard. We usually slide the main hatch open an inch or two at night (the dodger protects it from rain), and latch the foredeck vent hatch open rather the use the fan. Although fans may be quiet at first, they do develop a bit of noise after a few years.

I did some measuring. I wouldn’t have the ceiling height to flip the hulls over. Is there a real problem building them separately?

Walter, good news, the hulls are built separately. While the hulls were still upside down, I coated them with three coats of epoxy mixed with graphite powder. Those are the black surfaces in the video. This graphite/epoxy mix becomes “bottom paint” and is quite UV resistant, and does not need further painting.

The hulls are then rotated upright, aligned, and a 1/2″ plywood deck is glued to join both hulls. Everything else is built up from this deck—no need to turn the boat over! All of the painting is done from the waterline up. You could paint the bridge deck underside and inner hull sides while the boat is on a trailer.

What brand of windlass was used on JUST ENUF?

An 11-pound Bruce anchor with 10′ of chain is quite easy to haul with an arm-power winch while standing in the forward hatch.

I was looking at the thing below the hatch. Again, thank you.

Appromately how many sheets of plywood were CNC cut?

CNC cutting was used for all bulkheads, frames, cabin sides, cockpit sides, and interior trim— perhaps 10 sheets. The advantage of CNC is symmetrical parts, identical parts for both hulls and very smooth curves and cutout radius. When I had it (now retired six years), my ShopBot was the power tool of choice. Whatever I drew, I could cut and it would fit! Really miss it for my infrequent annual boat building project.

PS: The “thingy” below the hatch was a simple anchor bow roller.

Thank you very much for the information. I have found a local shop that has two ShopBot machines with the capacity of 66″ x 122″.

Greetings Ron, and congratulations on a well built project with very intelligent, yet simple modifications. My question is: Why were not twin 10-hp outboards considered when the twin 5s were insufficient instead of the single 20? Weight, perhaps? And could not the weight vs performance equation also be solved with transom trim tab re-engineering or re-positioning of gas tanks, etc? Love this boat. I am in Biscayne Bay, Forida. We get a chop, we get wind, squalls, hurricanes, etc. It’s a very open bay, but then we get to cruise to the Keys, the Everglades archipelagos, and a million places to explore and gunkhole. I have owned several sailboats here, all with retractable keels—a must if you’re on the bay and want to get off the beaten path of all the Olympic and Biscayne Bay Yacht Racing Association regattas.

Twin 5’s were specified as it was to be a EcoCat. The Honda 9.9 weighs on or about 100 pounds. The Honda rep insists that a single outboard (equivalent in HP to two twins) will always be more economical. I’d suggest today’s best choice would be a Suzuki 25, about the weight of the Yamaha 15/20. It’s said to be more economical and quieter. They sell a 30 (same block size) in the US but it only comes with power trim/tilt so the bracket would be dragging in the water. I hope this helps.

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The quality of the built can be guessed at in the photos. The boat had to be trailered to the port, but to get a permission to trailer the ECO 7.5 with its beam of 4.6 m (16 ft) would take years. So Craig changed his trailer to transport the boat vertically. In this way the boat was inside the allowed 2.44 (8 feet) transport wide. The load even did 60 kilometers per hour. I think a world record worthy for the Guinness book of records.

Here some pictures of the transport.

As I mentioned, Craig did a beautiful job as the following pictures show.

Some remarks on the design. The ECO 7.5 is in my view a good example that plywood boats do not have to be squarish and ugly. Not everybody likes negative bows. I design boats with negative stems for a practical reason. It is a cheap way to lengthen the water line for a better speed potential and better movement in waves. The hulls in the bow area have to be designed for them otherwise the boat can dive and the spray from the bows can be annoying. I designed the ECOnomy cruiser five years ago so I did it not to follow a trend. It is not my fault that now some people are copying me.

Designed by Bernt Kohler.

Coastal cruising catamaran.

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8m x 3m power cat

Discussion in ' Boatbuilding ' started by FadeDude , May 2, 2012 .

FadeDude Junior Member

Hey Guys. I posted a thread there quite some time ago, abotu designing my own cat... needless to say, I quickly got the , not anyone can "design" a boat theme... I have since come to undertand myself, that I want to "build" my own boat, and design my own "look", maybe that makes more sense... I essentially want to do a displacement hull, as I want good fuel economy, and a smooth ride... speed is not SUCH a big issue, but displacment cats can reach good speeds right? I am really contemplating taking two racing canoes and scaling them up! What I am a bit baffled about is how to structually secure the two hulls... I can imagine myself just starting and building a hull, but am not so sure about securing them, properly, so that I dont drown myself of my family... I want a big platform, that one can relax on and ahve a good time with friends, dive, fish etc... and a form of a cabin at least, maybe 4 people, one double berth and two singles... ? I am thinking of getting a donor hull, and just constructing my project on top of it. But most I can find look like planing hulls... I am not plannign on putting on a huge motor... IE: http://capetown-westerncape.gumtree...AAAArAAAAAaE7hgDo5GMVCqscNjGx2H5DquuhHrkcYw** That looks like an attractive starting point, but it looks HEAVY, and plainign, and I really want a propepr tunnel. My wants are: +/- 8m x 3m Trailorable low draught maximize space sexy! - uhm, good looking (I can handle that) usability flexibility innovation - I can handle that (solar etc etc) small motors sea worthy I like: http://ikarus342000.com/ECO75page.htm I REALLY like this http://www.supercat.co.za/sliver_29.htm but with a layout, like this : http://www.supercat.co.za/images/Sliver_Alternates/Lower_Drive_(6).jpg Can anyone help me with my needs?!? Thanks in advance.  

ehlo?  

CatBuilder Previous Member

Ah, a fun one... conceptual. FadeDude said: ↑ Hey Guys. I posted a thread there quite some time ago, abotu designing my own cat... needless to say, I quickly got the , not anyone can "design" a boat theme... I have since come to undertand myself, that I want to "build" my own boat, and design my own "look", maybe that makes more sense... Click to expand...

Milehog Clever Quip

CatBuilder said: ↑ Ok, I have to ask... and I am doing this out of "tough love" - what the hell is wrong with you, man?!? The plans for this one you linked to that you really like are $290!! http://ikarus342000.com/ECO75page.htm Just buy the plans and start building it!!!! Click to expand...

Hey guys, thanks for the interest! And yes, after reading your posts, I also don;t know why I jsut did not go for the ikarus ECO 75 plans. I have since decided, the ECO 75 it will be. Thanks for the eye opener. And the ECO 75's draft is 0,226m .. that is, quite simply, awesome. I have an entirely new problem now... will post a link to the new thread... thanks dudesss!!  

here ya go.. now THATS an interesting one.. http://www.boatdesign.net/forums/bo...t-into-2-8-7-hall-width-43018.html#post552843  

Bahamaboy New Member

Did you build it?  

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fallguy Senior Member

Make sure to review Richard Wood's Skoota 24. A very nice boat. Folding for plenty of beam and trailerability.  

Bernd Kohler 7.5 Eco Powercat

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McCONAGHY 75′ Catamaran

The McConaghy 75 catamaran provides enviable speeds, an appealing flybridge and living accommodations like few other yachts. Sailors who love to go fast, prefer expansive social spaces and commanding views of a flybridge have few choices. Most yachts in this segment weigh twice as much and need to motor in light air. Not the MC75. She has proven to sail at windspeed in under 10 knots.

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Similar to her smaller sisters the McConaghy 75 multihull is a true luxury Grand Prix style yacht and has a multitude of innovative features. Consequently she has completely opening, all glass aft salon doors and giant sliding side salon windows. This means that most of the time, even in pouring rain you can enjoy a completely open social platform with full protection from the elements.

As the rest of the McConaghy multihull range the interior of the MC75 is top class. The builder only utilizes the finest woods and hardware to uncompromising high-quality standards. Design Unlimited have have created a variety of fully customizable layouts to choose from.

Unbiased and objective professional advice

We are not married to McConaghy or another brand of catamaran. We offer a range of reputable cruising multihulls and base our recommendations to the owner’s cruising agenda. Accordingly Aeroyacht can offer a more objective and bias free advise greatly benefiting customers. For that reason we match the boat to clients expectation rather than pushing our inventory.

Buy a multihull and let Aeroyacht advise you. Not every catamaran may fit your needs. Let us give you unbiased advice and  contact us today.

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Search this blog, riding the green wave: the pioneers of eco-friendly catamarans.

As the world continues to struggle with climate change, the demand for sustainable solutions continues to grow across industries. Within the maritime world, eco-friendly yachts are at the top of the list. Catamarans combine luxury and sustainability in a unique way. Electric and hybrid engines power eco-friendly boats that not only reduce GHG emissions but also offer a quieter and more comfortable sailing experience. As we recently visited Monaco’s yacht show, we also decided to re-evaluate our plans and start looking for eco-friendliness in our blue water cruising. 

When it comes to size, eco-friendly boats don’t come at a huge price tag (about 800k approx), but they come with fewer maintenance costs, lower fuel consumption and greater independence. Let’s explore some of the manufacturers that are leading the way with eco-friendly yacht design. We took a more in-depth look at the existing models and requested the shipyards to provide their technical specs, price and any additional information they could provide.

Silent Yachts

Technical specifications.

• Length Overall (LOA): 54'10"
• Beam: 27'8"
• Draft: 3'11"
• Displacement: 38,000 lbs or 34,400 lbs​
• Electric Motors: 2x 250-kW Dana TM4 E-motors
• Solar Generator: 1x 10,000 kWp
• Generator: 1x 100-kW Volvo Penta​
• Fuel Capacity: 132 gal or 422 gal
• Water Capacity: 160 gal or 264 gal

Design and Usability

Environmental impact.

Shipyard : Italy   Vessel Highlights : Silent 55 , Silent 60 , Silent 80 Overview : Silent 55 Solar-Electric Power Catamaran ( Power and Motoryacht ) Performance Reports : Reviewed for self-sufficiency in solar power utilization ( Silent 55 ), Review by Robb Report , Honest Review ( YouTube ) Starting Price : $1.55 million

Alva Yachts

• Length Overall (LOA): 18.40 m (60 ft)
• Length of Waterline: 17.80 m
• Beam: 10.20 m
• Draft: 1.2 m
• Displacement: 35,000 kg (35t)​
• Propulsion: 
• Electric Engines, 2 x 100 KW up to 2x350 KW
• Generator: 25 KVA up to 100 KVA - frequency driven DC​
• Battery Capacity: 150 - 280 kWh
• Solar Power: 20 KW Peak
• Fuel: 500 - 1000 L
• Fresh Water: 500 - 1000 L
• Hot Water: 200 L
• Greywater Tank: 400 L
• Blackwater Tank: 400 L​

Shipyard : Germany   Vessel Highlights : Ocean Eco 60 , Ocean Eco 90    Overview: All available models via itboot.com Performance Reports : Reviewed for the blend of luxury and sustainability ( boats.com ), Next level electric in the Alva Eco 60 ( Sails Magazine) , ALVA ECO 60 Solar Powered Yacht ( YouTube ) Starting Price : €3.9 million

Nova Luxe Yachts

• Length Overall (LOA): 44'
• Beam: 21.5'
• Maximum Draft: 3'5"
• Bridge Clearance: 18'
• Dry Weight: 22,000 lbs​
• Serial Hybrid:
• Standard Motor: Torqeedo Deep Blue 55kW, 80hp
• Upgraded Motor: Torqeedo Deep Blue 100kW, 160hp
• Parallel Hybrid:
• Engine 1: Yanmar 4LV150, Diesel, 150hp + Electric Motor, 20kW
• Engine 2: Yanmar 4LV150, Diesel, 150hp + Electric Motor, 20kW​
• Maximum Speed: 16+ knots (Serial Hybrid), 18+ knots (Parallel Hybrid)
• Cruising Speed: Operate all day as electric at 6+ knots for 4+ hours
• Solar Array: 7 kW
• Battery Power: 92/172 kWh of Marinized LFP batteries
• Genset: 20kW Fischer Panda
• Electric System: Efficient 24v System with 110v/220v Appliances

Shipyard : USA (NYC) Vessel Highlight : ELight 40 - Elight 70 Overview : ELight 44 ( Multihulls World ) Performance Reports : Demonstrated accurate performance projections during sea trials ( Great Lakes ) Starting Price : $1.2 million

Principal Dimensions:

• Length Overall (LOA): 15.70 meters (51.5 feet)
• Beam: 8.40 meters (27 feet 7 inches)
• Draft: 1.30 meters (4 feet 4 inches)
• Displacement: 16,000 kg (35,280 lb)​
• Solar Power : 17,000 W of peak solar power with a remarkable ratio of over 1 kW per displaced tonne of water, which is far beyond any other blue water CE Cat A yacht in this size range.
• Wingsail : The Zen 50 can be equipped with a fully automated wingsail developed by Ayro, which acts as a range and speed extender.
• Electric Propulsion : Powered by a high-capacity battery bank, allowing the Zen 50 to achieve speeds of up to 14 knots and maintain high continuous speeds indefinitely​​.
• Battery and Energy System : 
• Battery Bank: 160 kWh capacity designed to function for days in complete safety with minimal solar energy harvest and no wind​
• Maximum Speed: 14 knots
• Continuous Cruising Speed: Varying between 6 and 10 knots​​.

Additional Features

Shipyard : Malta Vessel Highlight : ZEN50 solar electric catamaran   Performance Reports : Meet the Zen Yachts ZEN50 ( Inside EVs ) Starting Price : €2.4 million

Herley Boats

• Length Overall (LOA): 10.2 m
• Beam: 4.7 m
• Draft (including propeller): 0.77 m​​
• Engines: 2 x 100 kW peak electric motors, 60 kW continuous output, brushless, permanent magnet​
• Diesel Generator: 120 kW​
• Fuel Capacity: 640 L
• Water Capacity: 400 L
• Maximum Speed: 21 knots
• Cruise Speed: 14 knots
• Battery Only Max Speed: 12 knots
• Cruise Range (Hybrid): 1300 NM at 6 knots and 700 NM at 8 knots
• Battery Only Range: 34 NM at 6 knots and 18.5 NM at 8 knots (Solar input not included in these calculations)​
• Battery Bank: 60 kWh Lithium-ion
• On-board Charging: 120 kW Diesel permanent magnet generator
• Material: 5083 Marine Grade Aluminium
• Fendering: Full length Aluminium Sheer Bump rail Aft Quarter Rail​

Soel Yachts

• Length Overall (LOA): 11.80 m (39 ft)
• Beam: 5.80 m (19 ft)
• Draught: 0.70 m (2.3 ft)
• Displacement: 6 ton (13,200 lb)​
• Solar Power: 8.6 kWp
• Battery Capacity: 2x 60 kWh
• Electric Motor: 2x 30 kW
• Maximum Speed (V_max): 13 knots
• Service Speed (V_service): 8 knots
• Break Even Speed (V_break even): 6 knots

Environmental Impact and Additional Features

Hh catamarans.

• Length Overall (LOA): 14.23m / 46ft 8in
• Length of Waterline (LWL): 13.28m / 43ft 7in
• Beam: 7.15m / 23ft 6in
• Draft (fixed keels): 1.52m / 5ft 0in
• Displacement (OC model): 8,750kg / 19,290lb​
• Standard Propulsion: 
• Electric Propulsion with Diesel Hybrid backup.
• Solar Capacity: 3,190 watts
• Hydro Power Generation: Shaft-drive folding propellers
• EcoDrive System: 
• Silent fume-free motoring at 7.5 knots, instant torque for maneuvering, hydro-regeneration while sailing with diesel engines as a backup​
• Construction Material: Carbon and Epoxy
• Features: Pre-preg carbon fiber C-shaped daggerboards​

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ECO 7.5 Plans

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Description

Additional information.

After many requests for a bigger ECOnomy cruiser here she is. For dimensions see the specifications. The layout speaks for it self. This boat is a perfect boat for the whole family. It is designed for extended coastal cruising.

Construction and design: The ECO 7.5 is a multi chine design. Like all our designs the boat is of plywood/glass/Epoxy construction. The headroom in the hulls is from 1.92m to 1.82m where it counts. The seat height around the table is at least 98 cm. Big storage areas (inside and outside) make the boat a perfect one for extended vacations.

The plans show two sail options. The first is a conventional fractional rig. The secone, a wishbone gaff rig, has a roller reefing jackstay for fast main sail operation. Engine choices: two outboard engines, each with about 5 HP or a diesel electric drive with solar panel back up and/or trailing generator.

The standard figure is 1.75 m tall. The two entrances have sliding doors. The radius for the planking is a constant radius. Planking ; tortured plywood, 6 mm + biaxial glass 340 gr/m2 and one layer 200 gr/m2 glass fabric.

Here is an ECO 7.5 which is under construction in India. The boat is 7.5 m long without the rudders. This one is build in the original wood/glass/epoxy system. Another one also almost ready is built in Thailand in a sandwich system.

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Recharge at Sea: Solar Catamarans Harness Sun-Powered Serenity

Just as a residential solar system makes a house independent of an electricity grid, a marine solar panel makes a yacht independent of a fossil fuel powered generator. Catamarans boosted by solar power systems are increasingly in demand in today’s day and age for their increased energy efficiency and reduced environmental impact.

Here is everything you should know about solar catamarans from Sunreef Yachts Eco :

An Introduction to Solar Catamarans

Derived from natural sources, renewable energy is replenished at a far higher rate than consumed. Of these, solar energy is the most abundant renewable energy resource on Earth that may even be harnessed during cloudy weathers. Additionally, because sunlight remains omnipresent, powering a watercraft with solar energy is a fitting concept.

Before we continue exploring the subject of solar catamarans, let us focus on the architecture. The twin hull structure of catamarans translates into a large beam, which provides ample space for solar panels installation. To top it off, catamarans have a fairly shallow draft that produces little to no drag, making them exceptionally energy efficient .

Marine solar panels are currently gaining substantial popularity amongst catamaran designers and manufacturers as a medium of supplying clean energy via a reliable source. Sunreef Yachts Eco is a pioneer in solar catamarans as we believe that the incorporation of a solar power system into yachts births an environmentally friendly yachting solution with a significantly reduced carbon footprint.

The Benefits of Solar Catamarans

The ocean is home to the largest continuous ecosystems; unfortunately, it also remains the most sensitive. Millions of people across the globe indulge in recreational marina and boating activities leaving behind pollution in their wake.

Here are three ways in which solar catamarans rectify commonly occurring hazards for the greater good of the environment:

1. Fuel (oil or gasoline) spills and the discharge of combusted fuels from engines readily contaminates water surrounding the marinas. This aggravates toxicity levels in water, resulting in increased pollutant concentrations in aquatic organisms and sediments.

For illustration, coral reefs, which are a vital source of nitrogen and nutrients for marine food chains and provide shelter for over one million aquatic species, are nearing extinction due to water pollution. Installing solar panels would, without a doubt, decrease the dependency of all types of watercrafts on non-renewable energy sources, i.e., fossil fuels, for operations and increase energy efficiency.

2. Noise from moving gas-powered ships cuts straight to the sea floor and back. These acoustic vibrations transmitting end-to-end affect marine animals to a great extent. Research suggests that human-caused noises result in disrupted behaviours, increased stress, and impaired feeding in marine life, leading to injury and death. Solar catamarans are far quieter than their combustion-driven counterparts; thus, they maintain the oceanic silence vital for the marine life as it enables communication and continuous growth.

3. The elimination of fuels also makes solar yachts more affordable to run and maintain in the long haul. In comparison to fuel powered generators, solar catamarans produce electricity at a lower cost since solar panels obtain power via the sunlight, a renewable source of energy that is present in abundance. But even if your catamaran utilizes both fuel and solar power, you are still to enjoy significant savings on fuel.   

Why Power A Boat with Solar Panels   

Apart from the obvious environmental factors, solar panels fulfil an important criterion for the oceangoing voyagers who do not wish to be left stranded far from land with a dead battery: unlimited backup power.   

On a typical sailing day, there is ample sunlight to ensure the backup battery restores enough power to generate electricity that keeps motors, electrical systems, and onboard appliances running. An added benefit of solar panels is that they continue to generate power even when the catamaran is at a standstill. This energy is stored in batteries for later use.   

Furthermore, unlike gas powered generators, solar catamarans do not produce excessive heat, are quieter, and experience little to no vibrations. This allows boat trips to remain pleasant for sailors and vacationers.   

Sunreef Yachts combines luxury with sustainability to offer noiseless, vibration-free, and fume-free cruising experiences. Launched under the Sunreef Yachts Eco flag, our sailing and motor yachts are powered using inhouse engineered solar panels that are fully integrated within their composite structure for optimal results. However, an additional asset for sailing solar catamarans remains the ability to combine eco motoring with wind propulsion with the use of high-performance kites.   

The Mechanism of the Solar Power System   

Classification of solar panels   .

There are various kinds of solar panels available for marine boats: adjustable panels, standard panels, and high-energy thin-film panels. While some may argue that having a portable solar panel makes it easier to relocate to where the sun shines the brightest, permanently mounted panels remain ready to go throughout the day.

Despite their long life, standard panels often fail to find a place in the marine industry as they compromise the space availability onboard. Hence, high-energy thin-film panels emerge as winners due to their ability of being permanently embedded on the solar catamaran’s bodywork without restricting living space.

The research and development team at Sunreef Yachts Eco developed the industry’s first composite integrated photovoltaic technology to produce highly efficient, shock resistant, flexible, and ultra-thin solar panels. This in-house engineered solar power system was recognized as a winner of the German Design Award 2022 in the category of Excellent Product Design: Eco Design .

Each solar panel consists of photovoltaic cells, compromising of a positive and negative layer for creating an electrical field. These are made of singly-crystal silicon, a semiconductor that absorbs the radiations of the sun to produce electrical power via the photovoltaic effect. For better understanding: the photovoltaic effect is the process of converting photons (a particle of light) to voltage.

Technical Specifications of Solar Panels

While the average solar panels’ weight lies between 8 to 15 kilograms per square meter, Sunreef Yachts Eco’s solar cells have a thickness below one millimetre and weigh only 1.8 kilograms per square meter. This makes Sunreef Yachts Eco the lightest marine solar power system producer in the solar catamaran market.

Each of the solar cells administered into the Sunreef solar catamarans are ISO 9001:2015 certified and offer a peak performance of ±24 percent, this is 25 to 30 percent more power compared to conventional cells. Despite this, these solar cells do not heat up excessively when receiving sunlight.

Integration Into the Solar Catamarans Structure

The orientation of the sun should be as such as that it hits the solar panels at a 90° angle for best performance. However, with the Earth rotating around its axis to produce a 24-hour day, it is non-viable to ensure the perfect angle throughout the day.

What is more is that the amount of energy produced may also differ depending on external factors, such as a building preventing direct sunlight from hitting the solar panels or light experiencing diffraction from the waterbody before contact. For this reason, it is best to invest in high-efficiency solar cells that generate maximum energy even from limited number of active panels.

Sunreef Yachts Eco makes the most of its solar catamarans’ space availability by spreading its “solar skin” across the hulls, mast, superstructure, bow terrace and bimini roof. Due to this arrangement, the solar panels receive ample sunlight at desired angles from early morning to late afternoon.

At the same time, light rays bouncing off the surface of water to the solar panels, in a process called reflection, also helps generate electricity. These superior performance solar panels possess great strength and durability to survive adverse conditions, year after year.

Generation of Electricity on Solar Catamarans

The crystals in marine solar cells are treated to enable the movement of electrons to generate an electric current. These silicon electrons activate only when in direct contact with sunrays. Instantaneously they start producing direct current (or DC) charges, which is captured by wires and stored in the batteries as energy.

At this point, a charge controller is employed as a regulator for the energy to transfer from the solar panels to the battery. It not only manages the energy load received by the battery, but also prolongs the battery life and performance by ensuring the battery is not overcharged or overloaded. Solar catamarans deploy multiple charge controllers depending on the energy produced.

While the current may be supplied directly to support the electrical demands of the catamaran, if the appliances demand alternating current (or AC), an inverter is added to the cycle to convert the DC to AC first.

Solar Catamarans in Action

But how much energy is enough energy? Working out a catamarans’ energy requirements requires summing up the energy consumed by each device onboard in watt-hours. For better understanding: energy is power accumulated over time, so if power is calculated in watts, energy is watt-hours.

Hence, the first step of installing solar panels dictates an extensive energy assessment of the watercraft. This requires checking the labels of every individual appliance onboard for its typical amp hours and volts used, be it the fridge, fan, or lightbulb. A battery monitor can also help measure energy consumed more accurately.

Depending on the size of the catamaran and the energy consumed, the solar panels size and wattage of power can be precisely determined. Multiple solar panels may be wired together to form a solar array for maximum energy generation. Aiming to fulfil the power needs of your catamaran with solar panels allows you to enjoy a quiet, peaceful anchorage.

Overcoming The Challenges of Solar Catamarans

While yacht solar panels resolve the problem for keeping the batteries topped up without running the generator, solar power systems are faced with challenges of their own. For starters, the harsh weather incurred at sea and saltwater splashing on or immersing the panels accounts for much damage.

However, technological advancements have enabled solar panels to withstand most of these environmental adversities. To illustrate, the installation and electronics linked with solar power systems have now become more resistant to short circuits and corrosion.

Sunreef Yachts Eco employs a unique photovoltaic integration technique in solar catamarans to give the panels extreme resistance to shock and abrasion. Even if the cell eventually cracks, the solid metal foundation remains intact to maintain a high-power output. Furthermore, these solar panels experience no light-induced degradation, no temperature coefficient, and favourable low-light and broad spectral response.

Likewise, the constrains of surface area for marine solar PVs have been addressed with the ability to manufacture customized solar panels. For instance, Sunreef Yachts Eco uses the lightest solar cells in the industry which offer unparalleled flexibility for placement on rounded surfaces of the solar catamaran while others break under pressure. Here solar panels are integrated vertically (on hull sides, flybridge sides, and mast) and horizontally (on front flybridge and bimini) to maximize energy generation.

While the Sunreef Yachts Eco’s solar panel system has a protracted life expectancy, any panels sustaining damage, due to adverse conditions at sea or other geographical circumstances, can easily be replaced. However, it is proven repeatedly that their performance remains unaltered over extended periods of time.

Efficiency of Solar Catamarans Vs. Diesel Yachts

Solar panels make for an ideal energy provider as they ensure the batteries always have power. This makes solar catamarans more self-sustainable and cost efficient to run in comparison to gas-powered ones. Additionally, fewer moving parts in solar catamarans call for significantly lesser maintenance in comparison to diesel yachts.

Boats of all shapes, sizes, and types (sail or motor) can be powered via solar energy to run all onboard appliances on battery. Apart from fulfilling the watercrafts’ day to day electrical usage, utilizing a renewable source of energy extends the durability and reliability of the catamaran.

But most importantly, a solar powered yacht compared to a standard diesel yacht has a significantly reduced carbon footprint. Ideally, with the use of solar power generation on catamarans, you would save 108.5kg of CO2 emissions per day or 39.6 metric tonnes annually.

Why Invest in A Solar Catamaran?

The wind in your hair, the sun on your face, and the sweet smell of the sea are one of the many joys of sailing. However, as an ocean enthusiast, it is crucial to calculate your impact on the environment. On average, the Sunreef Yachts Eco’s solar catamarans account for substantial electricity generation of up to 30 kWh, promoting a positive green footprint.

Today, solar catamarans are trending among yacht owners and shipbuilders as a clean medium to increase energy efficiency and reduce carbon emissions. Additionally, staying true to its legacy of yacht innovation and evolution, Sunreef Yachts Eco continues to work on advancements to its solar panels for improved performance, efficiency, and durability.

Evaluating the Sunreef Yachts Eco Solar Catamarans

Using advanced technology, Sunreef Yachts Eco has engineered ultra-thin, flexible solar panels with the best performance on the market. They are seven times lighter than the average solar power system, enabling them to be fully integrated into the composite structures, including curved surfaces.

The more surface area covered, the more electricity generated. The 80 Sunreef Power incorporates 200 square meters of solar panels (weighing about 360 kilograms) that deliver an astounding 40 kilowatts peak per hour. This setup alone produces solar energy equalling to two generators weighing 800 kilograms altogether.

Hence proven that Sunreef Yachts Eco optimized marine solar panel system outperforms a diesel generator both by weight and performance. Additionally, at reduced speeds, the Sunreef 80 Eco remains fully autonomous, running solely on solar power.

In light of sustainable yachting, Sunreef Yachts Eco has committed to launch over 40 models of its solar catamarans by the end of 2024; this includes a wide selection of sailing yachts, power yachts, and superyachts. Furthermore, Sunreef Yachts has begun commissioning a new range of technologically advanced hybrid ecospeeders, called the Sunreef ULTIMA , that would further extend their solar catamarans line up.

Future Innovations in Solar Catamarans

Despite the distinctive competency of Sunreef Yachts Eco in solar catamarans, the journey of innovation does not come to a halt. To further reduce our carbon footprint, we are undergoing ground-breaking research to redirect excess heat secured from direct sunlight on solar panels to the boilers of our solar catamarans.

Furthermore, Sunreef Yachts Eco is currently developing a concept of an all-new 90 feet sustainable sailing superyacht , called ‘The Zero Cat’ . Apart from sporting a solar power system, this catamaran will use a zero-emission generator to convert methanol to clean hydrogen for unlimited autonomy and greater self-sufficiency.

Frequently Asked Questions

• Why are solar catamarans favorable?  Because sunlight remains omnipresent, solar catamarans discern as a greener, cost efficient, and self-sustaining yachting solution . The environmentally friendly passenger conveyance from Sunreef Yachts Eco is consciously built to counter air, water, and sound pollution.
• What is a solar catamaran? Powered using inhouse engineered solar panels, solar catamarans designed and manufactured by Sunreef Yachts Eco encourage a positive green footprint at sea. Solar catamarans are ultra-silent, zero emission, and vibration-free yachting solution for pursuing transoceanic adventures in extreme luxury and comfort.
• Do solar catamarans exist? Launched under the Sunreef Yachts Eco flag, our sailing and motor yachts are powered using inhouse engineered solar panels that are fully integrated within their composite structure for optimal results. The Polish designer and manufacturer has also committed to launch 40 additional models of its solar catamarans in 2024.
• Are there any solar powered yachts? With an increasing demand for solar catamarans with increased energy efficiency and reduced environmental impact, Sunreef Yachts Eco has put to sea several variants of its sailing and power catamarans such as the Sunreef 60 Eco , Sunreef 70 Eco , Sunreef 80 Eco , and 80 Sunreef Power Eco
• What are the advantages of solar catamarans? The installation of solar panels reduces a watercrafts sole dependency on non-renewable energy sources for operations. In comparison to their combustion-driven counterparts, solar catamarans offer noiseless, vibration-free, and fume-free cruising experiences.
• How much is a solar-powered catamaran? With Sunreef Yachts Eco’s philosophy of promoting clean green yachting, the company has released a new range of solar catamarans , the Sunreef ULTIMA , with prices starting as low as €2M* for the 44 ULTIMA ECO . *Please note that all prices listed are subject to change at any time without prior notice.

ULTIMA RANGE

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Moscow to buy another 500 electric buses in 2022

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The Moscow city government plans to procure another 500 electric buses in 2022, according to Mosgortrans, who operates buses and trams in the Russian capital. Moscow already runs 1,000 electric buses, and the city targets having a 100% electric bus fleet by 2030.

Mosgortrans says the 1,000 electric buses currently running on 66 routes in Moscow comprise one of the largest zero-emission fleets in Europe and America. “In December, Moscow has received the 1000th electric bus assembled by the Russian manufacturer Kamaz,” said Maksim Liksutov, the Deputy Mayor of Moscow for Transport. He added that Moscow planned to purchase 500 more eco-friendly buses this year, which is slightly up from previous announcements . Mosgortrans initially scheduled 420 vehicles.

For the new 500 buses for 2022, the city government said it would use funds from green bonds. The latter is a fixed-income instrument, i.e. a bond issued by the government in this case, which provides investors with a return in the form of fixed periodic payments and the eventual return of principal at maturity. Mosgortrans says the green bonds in Russia were specifically earmarked to raise money for climate and environmental projects. The surface public transport operator added that nearly half of the Moscow electric bus fleet have been financed by green bonds.

“Nowadays, green bonds are in high demand in Russia. All funds from this project will be used to purchase electric buses and the construction of new metro stations,” said Vladimir Efimov, the Deputy Mayor of Moscow for Economic Policy and Property and Land Relations.

As reported , Mosgortrans aims to convert Moscow’s entire bus fleet to electric by 2030. In the nearer term, the operator will buy and take into service 2,000 electric buses and install over 500 charging stations by 2023.

At present, Mosgortrans claims the existing electric bus fleet has run 60 million kilometres and carried more than 156 million passengers. So far, there are 168 charging depots in Moscow, with another 115 to be integrated next year.

As with previous announcements, the latest release does not disclose details on pricing or the vehicle type. Until now, Mosgortrans has relied on GAZ and Kamaz for electric city buses and calls the model the “Moscow electric bus”. Kamaz has opened a dedicated electric bus plant last April , located at the Sokolniki Auto Repair and Construction Plant (SVARZ), a branch of Mosgortrans in Moscow. The Kamaz plant can produce 500 electric buses a year and plans include another production building to increase annual output by 200 electric buses.

Mosgortrans claims the vehicles manufactured in SVARZ were up there with the international competition in terms of technical and operational characteristics. “And this while it is 30% cheaper than models of electric buses made by other world manufacturers, e.g. Polish and German companies.”

Source: PI via email

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This project is part of the thriving Moscow City mixed-use district—centrally located within the sprawling Russian metropolis—the design of which is similar to London’s Canary Wharf and Paris’s La Défense. An 85-story skyscraper and a 49-story office tower soar from a 7-story transparent crystalline base, gradually tapering away from each other as they rise. Designed by US-based architectural and engineering firm Skidmore, Owings & Merrill—renowned for its iconic towers, including Burj Khalifa, the world’s tallest building—the OKO Tower complex laid the groundwork for a new era in contemporary Russian development. At 1,150 feet high, and with a total area of 4,300,000 square feet, the OKO South Tower is not only the largest skyscraper in Moscow, but also the highest residential tower in Europe. The complex also has the biggest parking area in Moscow, with 15 levels for 3,500 parking spaces.

Residential and office lobbies have elegant interiors by Italy-based designer Massimo Iosa Ghini. With leading engineering solutions and security systems, 24/7 services, restaurants and bars, a private cinema hall, a luxurious spa and fitness center, and a private landscaped park, OKO Tower offers the ultimate in comfort and activity. The key-ready residential apartments boast designer interiors and stunning panoramic views of the Moskva River, the Vorobyovy Gory (Sparrow Hills) park, the Kremlin and the skyscrapers of Moscow City.

The best taxi services in Moscow

How best to drive a taxi in Moscow

Moscow is a huge metropolis – the capital of the Russian Federation is three times as large and has three times as many inhabitants as Berlin, for example. Of course, getting from A to B is an important topic for visitors and locals alike. The metro is certainly the number one form of transportation in the Russian mega city. But as practical as the subway may be: in the rush hour it can get damn stuffy on the trains – especially in the city center and on the ring line the trains burst at the seams in the morning and in the evening and sometimes you have wait to be able to get in at all. In addition, you cannot get to the airport by metro. The most obvious solution is certainly the taxi. As a foreigner, you have to know a lot about Moscow and taxis. In Soviet times, taxis were affordable, but not competitive in comparison to heavily subsidized public transport. In addition, taxi drivers had a bad reputation and often questionable work ethic. Hardly everyone drove a taxi in Moscow and there were accordingly few. The development in the wild nineties, which were economically difficult for Russia, in which even many doctors, engineers and scientists had to earn something as taxi drivers, was quite different. The so-called “bombily” (from the Russian word bombit’, to earn something extra) came into service. It became common practice that as a pedestrian on the side of the road you only had to keep your hand out and stop a (usually unmarked) taxi or a bombila in a matter of minutes. A short negotiation about the price and you’re on your way. In 2011, the Moscow city administration estimated that in addition to the 5,000 licensed taxis, at least ten times as many black taxis were on the move.

«Black» taxis – not advisable for tourists

For tourists, especially inexperienced Russia, these taxis are anything but advisable. At first you will have communication problems even with kindly Bombila-drivers without knowledge of Russian. Even with proper school Russian, as a tourist you lack the local knowledge and an idea of ​​the usual prices – which is why you are almost at the mercy of the many black sheep among the «black» taxi drivers.

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However, if you have sufficient knowledge of Russian, are clear about the exact route beforehand and can still negotiate well, it may be worth trying the «black» taxis. Because of the increasingly popular taxi apps, the «black» taxis are a slowly but surely dying phenomenon. As a rule of thumb, you shouldn’t pay more than 500 rubles for a trip within Moscow and if the driver demands too much, just keep going.

Taxi apps: Gett, Yandex, or Uber?

Equipped with a SIM card and mobile internet, it is certainly the best option as a tourist to get around using the taxi app. The world’s leading provider Uber only plays a subordinate role in Russia. Although the app also exists in Russia, Uber works here in cooperation with the local top dog Yandex Taxi. Yandex is often referred to as the Russian Google and is also very popular as a taxi service. The Yandex app works similarly to that of Uber. You can see in advance the fare to be paid later, the license plate as well as the vehicle type and the driver’s previous ratings. However, at Yandex you can pay not only with a credit card, but also in cash with the driver. The prices that Yandex calls in Moscow for the so-called Eco tariff are very moderate. The basic fare, which includes a five-minute journey and three kilometers, is 129 rubles, or about $ 1.81. Each additional kilometer then costs 10 rubles, i.e. $ 0.14. Trips to Moscow airports are billed at the normal tariff. However, a pick-up fee of 449 rubles, i.e. $ 6.32, has to be paid from the major international airports Vnukovo, Sheremetyevo and Domodedovo to the city. The standard fare will be 8 rubles per 1 km and 8 rubles per 1 minute. Of course, Yandex also offers high-quality transport, analogous to Uber’s offer. From the business tariff, in which you are chauffeured in a limousine from 349 rubles ($ 4.91), to the so-called ultimate tariff, in which you drive through in a Mercedes S-Class from 1899 rubles ($ 26.75) Moscow is driven, the Yandex offer knows no limits. Even vehicles specially equipped for transport for children, with special paint can be ordered via the app. Gett’s competition offers a similar range of products at generally lower prices. The cheapest service in vehicles of the VW Polo class currently starts at 99 rubles ($ 1.39). Trips to Moscow airports cost almost a quarter less than Yandex at 350 rubles ($ 4.93). The VIP service with vehicles that include the BMW 7 Series, the S-Class or the Audi A8 is also significantly more affordable at 700 rubles ($ 9.86) – even if fewer inclusive kilometers are included in the price.

Classic taxi services: Rare and usually only on order

Taxis in the western sense are rarely seen in Moscow. Just wave a taxi up from the street like in Berlin, London or New York? This is rather unlikely because there are simply too few taxis. You have to order a classic taxi in Moscow beforehand. Despite the competition from «black» taxis and the increasingly popular apps, there are still numerous companies that offer this. However, it is usually impossible to order one of these taxis without knowledge of Russian. Services that are specially designed for tourists and foreign business travelers can usually be paid for dearly. Therefore, as a tourist, unless you prefer a taxi app from the start, you leave the order to the hotel or local friends.

Alexander Popov

Welcome to Russia! My name is Alexander, I was born in Moscow and I'm a passionate tour guide. I want to share my passion for Russia and my hometown with you. On my website you will find useful information to make your individual trip to Russia as interesting as possible.

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Spatiotemporal evolution characteristics of urbanization and its coupling coordination degree in Russia — perspectives from the population, economy, society, and eco-environment

• Research Article
• Published: 20 April 2022
• Volume 29 , pages 61334–61351, ( 2022 )

Cite this article

• Nanchen Chu   ORCID: orcid.org/0000-0002-2471-6340 1 ,
• Pingyu Zhang 2 , 3 &
• Xiangli Wu 1  

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Under the background of “the Belt and Road” and “the economic corridor of China, Mongolia and Russia” initiatives, it is of great significance to study the temporal and spatial evolution characteristics of urbanization in Russia. This paper studied the population urbanization level, economic urbanization level, social urbanization level, eco-environment urbanization level, and their coupling coordination development degree during 2005–2020 in Russia. First, combining with the Population-Economic-Sociology-Eco-environment model, the paper constructed the index systems to evaluate the urbanization development levels in Russia. Second, based on the comprehensive weighting method of entropy weight and variation coefficient, this paper calculated the population urbanization level, economic urbanization level, social urbanization level, and eco-environment urbanization level in Russia. Third, this paper used the coupling coordination model to measure the coupling coordination degree of the urbanization development levels in Russia. Finally, the spatial differentiation of the population urbanization level, economic urbanization level, social urbanization level, eco-environment urbanization level, and their coupling coupling-coordination degree was performed, respectively, by using ArcGIS. The results are as the following. First, from 2005 to 2020, the economic urbanization level and eco-urbanization level have shown the increasing trend in Russia. The population urbanization level and social urbanization level have shown the stable changing trend in Russia. The eco-environment urbanization and economic urbanization contribute larger share to the urbanization system compared with the population urbanization and social urbanization. The coupling coordination development degree of population urbanization level, economic urbanization level, social urbanization level, and eco-environment urbanization level has showed a slight increasing trend. However, the overall situation of the urbanization in Russia is still in the moderate uncoordinated recession stage. Second, the federal subjects with high urbanization development levels are mainly distributed in Moscow city, Moscow Region, Sverdlovsk Region, Tumen Region, Saint-Petersburg city, Republic of Tatarstan, Krasnoyarsk Territory, Republic of Bashkortostan, Chelyabinsk Region, Nizhny Novgorod Region, Krasnodar Territory, Rostov Region, and Khanty-Mansiysky Autonomous Area. The federal subjects with low ones are mainly located in Republic of Khakasia, Republic of Marii El, Republic of Kabardino-Balkaria, Republic of Tyva, Republic of Karachaevo-Cherkessia, Republic of Kalmykia, Republic of Altay, Jewish Autonomous Area, and Republic of Ingushetia. Third, spatially, from 2005 to 2020, the urbanization pattern of population, economy, society, eco-environment, and their coupling coordination degree in Russia all show unbalanced development characteristics. The population urbanization pattern and the social urbanization pattern have not changed significantly, showing the spatial characteristics of “high west, low east,” and “high middle, low north, low south.” The economic urbanization pattern has been increasing significantly, showing the spatial characteristics of “high core, low edge.” The eco-environment urbanization pattern has not changed significantly, showing the spatial characteristics of “high north, low south.” The coupling coordinated development degree of urbanization pattern has showed a slight increasing trend, showing the spatial characteristics of “high middle, low north, low south,” “high west, low east”. Finally, we suggest policies and strategies that can boost the growth and development of the urbanization in Russia.

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This research was funded by National Natural Science Foundation of China (42101165, 42071162), China Heilongjiang Philosophy and Social Sciences Research Planning Project (21JLC201), China Postdoctoral Science Foundation (2021M693817), and China Heilongjiang Postdoctoral Science Foundation (LBH-Z21067).

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College of Geographical Sciences, Harbin Normal University, Harbin, 150025, Heilongjiang, China

Nanchen Chu & Xiangli Wu

Northeast Institute of Geography and Agroecology, Chinese Academy Sciences, Changchun, Jilin, 130102, China

Pingyu Zhang

College of Resources and Environment, University of Chinese Academy of Sciences, Beijing, 100049, China

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Conceptualization, literature search, original draft, and editing were done by Nanchen Chu. Xiangli Wu provided the necessary resources to improve the manuscript and Pingyu Zhang reviewed the manuscript.

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Chu, N., Zhang, P. & Wu, X. Spatiotemporal evolution characteristics of urbanization and its coupling coordination degree in Russia — perspectives from the population, economy, society, and eco-environment. Environ Sci Pollut Res 29 , 61334–61351 (2022). https://doi.org/10.1007/s11356-022-20215-z

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Received : 05 January 2022

Accepted : 08 April 2022

Published : 20 April 2022

Issue Date : August 2022

DOI : https://doi.org/10.1007/s11356-022-20215-z

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