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Sydney Yachts 36CR

The latest performance cruiser from down under looks to have more racer in her blood than cruiser. designed by the firm of iain murray, ian burns, and andy dovell, the sydney 36cr (cruiser-racer) is the latest product in the evolution of the 12-year-old bh boats bh36 design.

The Sydney 36CR reflects the agony and the ecstasy of modern handicap racing. Her designers aim was a durable, sexy, race-ready boat with hassle-free operation and cruiser accommodations. In Practical Sailor  testers opinions, the 36CR addresses a very small niche market. Sailed hard and well, it can win races in most places and fleets. But thats not unique. It offers limited, yet realistic cruising, which expands its use. But how close to the top can you expect to get with a 12-year-old design optimized for Antipodean breezes? And is the 36CR enough of a cruiser to make it the dual-purpose boat of your dreams?

                                                  ****

Theres no evidence that the first caveman who paddled off on a log was into racing, but virtually ever since then, the idea of a dual-purpose boat has been afloat.

Introduced to the U.S. in February of this year, the Sydney Yachts 36CR (Cruiser Racer) is an instructive take on that time-honored idea that you can have your cake and eat it too. Designed by the Aussie firm of Murray, Burns, and Dovell, the 36CR was developed by folks who have long operated at the highest levels of the racing universe. The boat is built by Sydney Yachts http://www.sydneyyachts.com/ , a division of Azzura Marine born from BH Boats/Bashford International, which claims its boats have “strength-to-weight ratios that far exceed anything else available in the boatbuilding industry in either Australia or the rest of the world.”

Looking at the boat with its 60-inch carbon-fiber wheel, open cockpit, and utterly clean foredeck, we couldnt help but wonder whether it earns that “C”? What kind of cruising do they do down in Australia?

The term “performance cruiser” has gone through a dramatic evolution over the last few decades. Back in the day of Bob Perrys Valiant 40, “performance cruisers” progressed mainly through the water. “Performance” today, it seems, is more about moving over the water. Few designers have been more involved in that evolution than Iain Murray and company. Six-time world champion (designer/builder/skipper) in the flying “Eye-deen” skiffs that race for cash off Sydney, Murray went on to world titles in varied classes (12 meter/Etchells/maxi) and offshore racing (Sydney-Hobart). He also devoted decades to the Americas Cup wars. His partner, Andy Dovell, point man on the Sydney 36 design, was designer of record for the past three Aussie AC challenges.

Sydney Yachts grew out of BH Boats, a company founded by J-24 and multihull wizard Ian Bashford in the 1980s, which morphed into Bashford International when it began to produce semi-custom offshore racers. Its first Sydney 41 was a Murray, Burns, and Dovell design named Raptor , a boat that won the 50th Sydney-Hobart despite being delivered to the line “out of the box” from the factory. The BH36 was launched in 1995. Like Raptor , it enjoyed early racing glory (winning Melbournes Nissan Regatta). Designer Dovell recalls the BH36 as “one of my favorite designs.” In 1996, Bashford died at 37 of a heart attack. The company became Sydney Yachts, and the 36-footer lived on.

When the 36 debuted, it was very much in the shadow of the 41. “She never got much of a blast at the time, but ever since, Ive been getting great feedback from around the world,” Dovell said.

The 36 began life as a masthead racer, short-ended and relatively beamy by modern proportions. It weighed 9,500 pounds and carried 743 square feet of sail. Later, around 2000, it resurfaced with a new rig as a sportboat. Sailmakers who campaigned this version on the Great Lakes for a season reported it was a sweet sailor.

Toward the end of 2005, Sydney Yachts asked Dovell to revisit the design. He gave it a modern rig with swept-back double spreaders, a totally new deck, and, most importantly, a new and heavier keel.

“It was a question of taking a nice set of lines from a hull that had more than proven itself and making it better,” Dovell explained. “The cockpit shrank, though the closed transom of the earlier design was traded for the proven advantages of an open aft-section; the interior grew; the rig became more efficient and easier to handle; and, most of all, we dramatically increased her stability with a modern bulbed keel.” Voila—the Sydney Yachts 36CR.

Adding weight to a raceboat might seem strange. Dovell explains, “the 36 is relatively voluminous compared to a dedicated racer. Her sections are rounded and clean, so she can accept a reasonable payload. Balance and distribution of volume are keys. Shes not what Id call cruisey, but she is far more forgiving than lighter, narrower boats.”

Over 90 percent of the weight added to the design (almost 2,000 pounds, according to Dovell) is in the cast lead keel. Its 12 percent (thickness/chord) fin is hardly a blunt instrument, but the designer chose it for efficiency through a wide range of attack angles to give the boat a relatively wide groove.

The bullet-shaped bulb at the bottom concentrates the majority of the weight 7.5 feet below the waterline, where it will do the most good. Form stability is important, as is a low vertical center of gravity, but having one of the highest ballast/displacement ratios (43 percent) among modern racer-cruisers means that owners wont have to depend on “rail meat” to keep it upright.

Like other Sydneys, the 36CR carries an oversized wheel in a well. Available in assorted colors, of composite construction, and engineered to withstand a fair amount of abuse, the big wheel is nothing if not “racey.” Dovell used a NACA section on the rudder; and reported that it tends to stall gradually instead of all at once, like some more aggressive shapes. “It all comes back to making the boat genuinely easy to sail,” he says.

The same theme governs the rig. A pair of swept back (22 degrees) spreaders makes the backstay a sail adjustment tool rather than a structural necessity. Small and tall, the foretriangle accommodates a non-overlapping jib with a long, lift-producing luff. The lions share of the power is in the 36CRs generously roached mainsail. The result is simplicity and ease in tuning, adjustment, and shorthanded sailing, with no significant penalty in performance potential.

The new deck was designed to foster “all-round” sailing. Seats in the cockpit offer a respite from rail- sitting while leaving the space open enough for a racing crew to work. The coachroof was lengthened, widened, and raised to provide a roomier interior. Styling has been updated via smoked glass “swoosh” side windows, rounded corners, and a profile that slopes integrally into the foredeck.

Call it “cruiser” if you will, but the Sydney 36CR looks like a raceboat. Its big wheel, open cockpit, thicket of winches, clear sidedecks, and flat-sheer/low silhouette profile say: “at home on the starting line.”

Look closer, and the impression deepens. Our test boat was rigged with Dyform shrouds, Spectra lightweight running rigging, adjustable jib cars, and a removable, fixed carbon bowsprit designed to facilitate both fractional and masthead asymmetrical spinnakers. Dave Tomlinson, who oversees Sydney sales in the U.S. and hosted our test sail, says that some owners have opted for conventional spinnakers as well. One-design rules have yet to be codified.

Perhaps the supreme accomplishment of the layout is the 36CRs mainsheet arrangement. A Harken windward-sheeting Big Boat Traveler (6:1) recessed athwartships in the cockpit sole, just forward of the wheel, offers the maximum in accessibility and fine tuning, by virtue of both gross/fine tackles and a “German” two-sided purchase system via the gooseneck that permits both high sided and double-winched mainsheet trim. All of this without creating a toe-stubber in the cockpit. Though a dedicated mainsheet trimmer could work easily while racing, the setup is one of the best answers weve seen to making solo or short-handed sailing less of a gymnastic challenge.

The 36CRs spar is tapered aluminum. A carbon-fiber mast is available as an option. Having Harken two-step (40 x 2 & 44 x 2) self-tailers as halyard and primary winches is a plus. The additional spinnaker winches on our test boat were an option. Any (or all) of the winches can be electrified. Clustering halyards and control lines at housetop clutches port and starboard is efficient, as is the 36CRs telescopic adjustable vang. All work stations seem to honor (as well as possible in a 36-footer) ergonomic reality. She has been set up for “hassle-free” operation, no matter how competitively you are sailing.

Accommodation

The big thing about the boats interior is that its big. While the Sydney 36CR doesn’t match most boats in its size in cruising niceties—like tankage, (29-gallon fuel tank/26-gallon water tank), stowage, privacy, or even convenience—it does offer a remarkable amount of space to live in. “What I like about my boat is her openness. Shes not cluttered,” one Florida owner told us. “There arent the nooks and crannies that cut up other boats.” While the head is small, ventilation might be better, and the galley is a bit cramped, theres space enough for sailors to adapt to their own style of cruising and to make weekending and limited passagemaking attractive realities. Living aboard or taking it well offshore would involve substantial modifications.

Generally, the impression below is crisp, clean, and tasteful. The molded headliner masks deck hardware, but permits efficient wiring runs and appears easy to clean. Faux seams etched into the hull sides break up the “ice-box” feel. Joinery is production quality, but the touches of wood (southern myrtle for the most part) on door and locker frames, plus a large wooden drop-leaf table in the saloon work well.

The layout provides sleeping for six (two quarter-berths aft, two in the saloon, and a forecabin double). The saloon makes the most of the room afforded by the boats exterior chainplates, and there is surprisingly ample space for all aboard to dine and socialize below.

Tucked well outboard, the galley suffers from squeezed headroom and a rather small centerline sink. Cruising essentials like cooking, dishwashing, refrigeration, and electricity are not exactly afterthoughts, but the innovation and intensity reflected in the 36CRs set-up for racing seems not to have been carried belowdecks.

Some plusses in the details, however, include well-placed and copious gear lockers; high-quality positive push-button closures on their doors; see-through Plexiglas sliders to maximize transparent stowage; an attractive wooden shower grate; and a simple, serviceable Whale manual bilge pump.

Still, even with the (optional) cockpit ports, we thought ventilation for the after-doubles was minimal. Cabin lights seemed randomly placed, in awkward spots, and too low for reading. The convertible combination of nav seat and ice chest seemed far from convenient, though the chest was deep and well-insulated. Lifting the companionway steps provides superior engine access, but dealing with the unshipped housing at sea might prove a problem.

Performance

During our test sail on Biscayne Bay, Fla., in February, the breeze never topped 6 knots. Beyond recording our pleasure at how much speed the 36CR wrung from so little pressure and noting it was markedly quicker than any of the two-dozen multihulls or cruiser-racers around us, it was hard to attach much significance to the experience. Certainly the boat is laid out with creditable efficiency, and it is undoubtedly a joy to get behind its 60-inch wheel.

In such instances with boats of this ilk, we turn to race records, owner feedback, and hope for another chance to sail the boat and amend our performance report.

Theres limited data on the 36CR—its too new. However, the Sydney 38 One-Design, a Murray, Burns, Dovell design that came after the BH36, has had a brief career in the U.S. Introduced around 2000, the boats finished first through fifth overall under Americap in the 2001 Chicago-Mackinac.

Said a Chicago sailmaker: “The Sydneys are optimized for Aussie conditions. That means breeze. Summertime around here is pretty drifty. The class never really established itself as a vibrant one-design. Some of the original boats have migrated to San Francisco though, and they seem to be thriving there.”

Heres what weve been able to gather from existing owners.

“My boat approaches 7 knots uphill in 25 knots of wind through a Golden Gate chop,” said an owner in San Francisco, whose comments regarding stiff-air performance were echoed by others.

“The sense of something solid, almost bulletproof, is what I like best about her,” another owner commented.

“Shes much less of a handful in a breeze than the 38, for instance,” Dovell says.

We asked Dovell if his 36CR was well-suited to the sort of light-air racing that characterizes many parts of America: “It depends, of course, what sort of competition youre talking about, what sort of fleet youre racing against. In the under-8-knots portion of the wind range, Id say that a weakness is there. Still, masthead asymmetricals and creative use of Code 0 type headsails can really juice up light-air performance.”

With its relatively high prismatic coefficient, generous wetted surface, and small foretriangle, the 36CR would hardly be an ideal “drifting machine.” Efficient, easily driven, and stable, however, the 36 seems to possess a quickness that doesn’t disappear as the wind diminishes.

The Southern Florida (a quite typical American sailing ground) PHRF handicappers rate it at 63. Using the J-109s rating of 72 (or a handicap of 9 seconds/mile) for comparison, it seems there are some who believe her potential, even in lighter airs, to be noteworthy.

Conclusions

The Sydney 36CR reflects the agony and the ecstasy of modern handicap racing. What better way to “get into the game” than a durable, sexy, rocket thats fast, forgiving, and manageable? On the other hand, how close to the top do you expect to get with a 12-year-old design optimized for Antipodean breezes and marked as a “ringer” by the handicappers? Does the life of chasing regattas and sleeping aboard appeal or appal? And is the 36CR enough of a cruiser to make it the “dual-purpose boat” of your dreams?

Sailed hard and well, it can win races in most places and fleets. But thats not unique. It also offers limited but realistic cruising that expands its use. It is solidly built and intelligently designed.

However, it addresses a relatively small niche in the market. That limits its ability to hold its price. Comparing winners lists is a black art; predicting performance potential and outlining whats needed to deliver the silverware are patently risky. Getting the most for your money depends a lot on your answer to “most of what?”

Last year, we reviewed the C&C 115 ( August 2006 ) and Beneteau 10R ( November 2006 ). Billed as “racer-cruisers,” they nonetheless combine cruising and competitiveness in about the same proportions as the Sydney 36CR. Costing considerably less than the Sydney ($255,000 FOB San Francisco), they make greater use of strength/weight technology (both have carbon spars) and modern design thinking. In a heavy-air area like San Francisco, we like the Sydneys stability and good manners, but its hard otherwise to set it above those other two choices.

• CRITIC’S CORNER: SYDNEY 36CR
• INTERIOR NOTES: SYDNEY 36CR
• SYDNEY 36CR CONSTRUCTION DETAILS
• SYDNEY 36CR IN CONTEXT

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Murray Burns & Dovell 48 Race Yacht AU $75,000 Negotiable

1990 launched America's Cup development yacht designed by Murray, Burns & Dovell for the RSYS America's Cup campaign. "Nocturne" has slender lines and a powerful sail plan which makes her a pleasure to sail and race. The yacht has competed in Hamilton Island Race weeks and is a regular Sydney Harbour racer with a history of good results. Nocturne has recently undergone major works including new hull paint, sail drive and engine rebuild. The yacht has a large cockpit designed to allow crews to work and trim sails with ease, twin helms allow good visibility for the skipper for close racing. This is a yacht that will reward any owner with exciting harbour racing and fast cruising at a entry price.

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This sheerline is as close to flat as you can get without being flat. This has advantages in a smaller boat. By reducing sheer spring you maintain interior volume and headroom under the side decks without adding freeboard overall. You should always keep in mind that a flat sheer, especially on beamy boats, will usually only appear flat in the drawings. In three dimensions the overall shape of the hull will impart its own spring to the sheer, which will be further exaggerated when the boat heels under way.

This hull, like many today, is very short-ended to preserve sailing length. The D/L is 134.5 and the L/B is 3.02, which is beamy, again in keeping with the proportions du jour. The sectional shape shows flat topsides, a moderate BWL, firm bilges and a flattish bottom, although it never goes totally flat. Fore and aft rocker show a little flattening around the keel, which we'll see more of on the next page. Keel and rudder are pretty typical. For cruising I can imagine a better layout. With its three double berths the boat can sleep six, but I can't see more than three eating at that surfboard of a dining table. Maybe the table will double as an emergency rudder. The nav station looks well designed. A head is included in the forward stateroom. The drawings show the double V-berth in a dotted line, which I would read as meaning this berth is optional.

The rig is fractional with no overlapping headsails and no runners. The spreaders are swept 20 degrees. Masthead and fractional chutes will be carried. The SA/D is 24.84 and the brochure says that this was kept low in the interest of the entry-level nature of the boat. Let me tell you that even at 24.84 this is plenty of rig.

Looking at the cockpit it's clear to me that this design is a racing boat first then a cruising boat. The cockpit has very low coamings and no seats at all. The helmsman can sit outboard on the side decks aft of the coamings. The transom is open and there is a toe-grab type of rib down the middle of the cockpit sole to help with footing. You won't snuggle up in a corner of this cockpit with a book. The crew on this boat belongs on the rail. Most of my cruising boat clients would say, "Pardon me? You want me to sit where?" This will be a fast little boat designed to shine in fast company. The pedigree is all there for a family wanting to start competing. One-design rules are already in place.

The passing of time isn't always fun to watch. We lost Mark Soverel last month. I didn't know Mark but I knew his boats. They were different and they were always fast. The Soverel 33, for example, is a light and lithe speedster. Who knows, maybe tonight Mark will be drinking heavenly single malts with Gary Mull. Sounds good to me.

An 'entry-level' hot rod from Down Under.

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Web Site Snapshot: If available, above is a snapshot of the Murray Burns & Dovell web site at http://www.murrayburnsdovell.com.au as it appeared when this site was added to the directory or last verified. Please Note that Boat Design Net has no involvement with the above web site; all content and images depicted in the above thumbnail are the property and copyright of Murray Burns & Dovell unless otherwise noted on that site. Details:

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There’s a lot to like about the Sydney 38 from Bashford International’s Sydney Yachts and the design firm of Murray, Burns, and Dovell.

Outside of sails and electronics, the boat comes as a fixed one-design package that incorporates many desirable design elements. From the bottom up, the Sydney 38 has all the fast stuff: a modern underbody and foils faired and finished for racing, a bulb keel that draws 8’8″, a spade rudder with sealed bearings, and a recessed wheel set in an enormous cockpit. The cockpit is so large it could easily accommodate a cocktail party or the dance floor at a small junior prom. There are 842 sq. ft. of sail area, which includes a non-overlapping headsail. The aluminum rig’s aft-swept spreaders eliminate the need for runners or checkstays, and the high-end rigging package includes rod rigging and all the high-tech lines a serious racer would choose.

We test sailed this well-mannered boat last fall on Chesapeake Bay. According to our GPS, in a 12-knot breeze the boat sailed upwind at 7.2 knots. It accelerated to 8.4 knots downwind when we set the symmetric kite. If you’re looking for a gauge of its speed potential, the boat rates between an Aerodyne 38 and a Farr 40.

Doug Croker, who previously owned a 1D35, supplied our test boat, Canvasback. “I wanted something that could go offshore and do some distance racing,” says Croker. “This boat is unbelievable in a blow. One race we just smoked up and down the Chesapeake in 35 knots and waves. I went down below and nothing moved- no flex, no leaks. It’s a really solid boat.”

While our experience with the Sydney 38’s handling characteristics indicated the boat would excel in 20 knots, we checked with Alice Martin, a 38 owner from Chicago. “We looked at over 50 designs, and this boat fit our desire for a serious raceboat with an interior that allows us to enjoy Mac races,” says Martin. “My crew had ’jib envy’ in the light airs at Key West Race Week, but I’ve been in a few good storms, and in anything over 10 knots, the boat kicks butt.”

The deck layout is functional, with six Harken winches positioned for duty and a split 2-to-1 European-style mainsheet system that runs aft along the boom to a flush-mounted deck traveler. The boat also has adjustable jib cars, Spinlock stoppers, and a solid Forespar boom vang.

To keep the price of the boat under $200,000, Bashford builds the boat using vinylester and E-glass over a PVC foam-cored deck and balsa-cored hull, and covers everything with a polyester gelcoat finish. The fractional aluminum rig and the high-gloss gelcoat interior finish- and in some places, such as the forepeak, a matte finish- are concessions to achieve the boat’s target price. An internal one-piece fiberglass grid, which incorporates the keel, mast, engine, and rudder, supports and stiffens the hull.

A clean interior look is complemented by the minimal amount of wood finish, primarily found in the teak and holly cabin sole. The forepeak is used for sail storage and houses a ventilated head, which has a vanity sink and wet locker. The main cabin has a large settee and fixed, contoured teak table forward and to port. The galley is placed forward too, opposite the settee, and has a sink, icebox, and two-burner stove.

To provide space in the main cabin, the engine is installed aft of the sail drive, instead of forward of it. This also places the folding prop forward, closer to the keel. The nav station is immediately to port of the companionway and has cubbies. To starboard is another settee, which conceals storage below and behind it. The backrest of the starboard settee has hinges, which allows it to flip up and make another berth. Other sleeping accommodations are quarter berths- a double to port and a single with a pipe berth above it to starboard. With the placement of all the bunks so far aft, one would consider balancing weight forward during overnight racing. The main cabin is open and spacious with four fixed sidelights and ample storage. It’s more functional than luxurious, but all the bases are covered for coastal or offshore racing.

Thirty-six Sydney 38s have been built; eight are in the United States, and there’s already a fleet of six in Chicago. There’s potential for more one-design fleets around the country, but, in any case, the boat’s usually rated at 30 seconds per mile. Its base price is $196,000. With sails and electronics, we estimate the boat, in race-ready, sail-away condition, will cost about $225,000. Although it doesn’t break new design ground, the Sydney 38 is a solid product, and the sum of its parts is a well-built racing package.

The Sydney 38 is distributed and sold in the United States by Nelson Marine; www.nelsonmarine.com, 510-814-1858, in San Francisco and Thoroughbred Yacht Sales, 410-267-9419, in Annapolis.

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...  Nothing, but flat plain emptiness and the same boring standard X-Plane basic scenery, worse there is no OSM (Open Street Map) data in the tile either, so there is no road or autogen detailing in there as well, just well nothing.

When Drzewiecki Design released their UUEE Sheremetyevo Airport XP , I loved it because it was like a visitor from the Cold War past, the Soviet era, and it was also great scenery and great choice of a destination to fly to from any of the capitals of Europe...  but that was it, just this great airport in the middle of nothingness, bland....   zero ville.

Now Drzewiecki Design has released "Moscow City"  a scenery package to compliment their UUEE Sheremetyevo, and boy how much a difference this release has done to this totally boring area.

To get the full first impression effect I flew JARDesign's A320neo from EFHK Vatnaa, Helsinki to UUEE Sheremetyevo which is flight Finnair AY153 which is a daily 9.25am service.

First Impressions

I was surprised to start picking up scenery still quite away out from central Moscow, as I approached my 6000ft transition altitude. Here there was buildings and houses and the physical visual notes you were arriving somewhere.

Looking hard at the horizon through the A320's windows and you could see the iconic silhouette of Moscow city.

The scenery provides lite versions of all Moscow's Airports, this is UUWW Vnukovo, which was easily recognisable as you flew over. As you fly closer to the centre of the city the density of the objects below becomes quite heavy as the landscape fills in. You have all kinds of infrastructure including, blocks of flats, tower blocks, factories, housing, skyscrapers and almost everything that makes up an urban landscape, in all there is 2000 custom-made buildings that makes up this impressive scenery.

A note here in that you don't get that rolling as you move feeling effect where as it just suddenly appears in front of you and then quickly disappears behind as soon as you have flown out over the area. There is a slight effect of that as there has to be, but only in the far distance and as you can see from the images the views in every direction are widespread and visually it is very good to excellent.

The "Seven Sisters" or "Stalinist skyscrapers" built from 1947 to 1953 are all in the scenery with their "Wedding Cake" architecture or officially  Russian Baroque               - Gothic style. Most famous is the Moscow State University, front and centre of the image below.

Central Moscow is excellent and extremely realistic, and you really need a travel guide to pick out the landmarks and detail, but it is hard to miss the Red Kremlin complex  and St Peter's square from the air.  Both sides of the aircraft is visually full until you have crossed right over the city.

I am not a fan of the generated 3d OSM scenery, but this is very good in blending in perfectly with the X-Plane default scenery and giving you a smooth transition from country to urban and back again with great realism.

Over the city and turning north towards Sheremetyevo, another Moscow airport UUMU Chkalovsky is represented on the turn.

The city skyline is now easily visible on landing at Sheremetyevo, and that really helps in the arrival factor, more so in that the cities building infrastructure spread now comes up and around the airport to fill the gaps to the city itself, and making the original  Sheremetyevo scenery that was so open and lonely in the old X-Plane view is now a big part of the whole in this combination. No doubt it really brings this always good scenery now alive and very usable.

Sheremetyevo Airport

Before we move on to the city itself. It is important to note the area around UUEE Sheremetyevo itself.

Compare the large image above to the earlier image at the start of this review to see the amount of change there is around UUEE Sheremetyevo with the addition of this Moscow City package. The two sceneries are of course meant to be used together, and in reality it would look odd if you had Moscow City scenery installed without the Sheremetyevo scenery included to fill out the northern areas. A highlight is that both sceneries together form a single whole, as the areas between the airport and the central city area are well filled in and that gives you a huge area of coverage and the full visual aspect.

To get a closer lower look at the Moscow Center I commandeered Dreamfoil's lovely Bell 407.

There is a 4.000km² total area covered with this scenery here, and you have expect some sort of building replication to cover all that ground. There is of course but as well in the fact there is also enough variations as to not keep it all interesting and not obviously visually obvious.

The closer you go to the central area, the variations in the buildings change there in style and density as well. And then more of the iconic buildings start to appear as you get closer in again to the middle. The business district is excellent, with a lot of business towers and the more modern futuristic skyscraper architecture that stands out in every view point in eye scans across the city.

The more recent is in tune with the more older Stalinist era that makes up the Moscow skyline.

The Kremlin Complex and the Cathedral of Vasily the Blessed (St Basil's) is excellently represented and so is "Red Square"

There are Orthodox churches everywhere and all the big icons in the Moscow Cathedral Mosque, Cathedral of Christ the Savior, Grand Arena of the Central Lenin Stadium, Otkrytive Arena and department stores, museums and power stations and more....

I did have issues with many buildings floating, including the Kremlin. I tried both "Runways follow terrain contours" on and off with no flattening of the objects and there is no information in the manual either on how to fix the problem.

Night lighting is very good, yes there is again a repeatable pattern to the majority of the hundreds of the apartment blocks that does stand out, but the more individual buildings do all have that personal touch and some buildings look really very good.

The highlight here is the business district which looks magnificent and is very realistic from any direction at night as is the lit Stadium.

Although away from the central area the Ostankino Tower that stands 540.1 metres (1,772 ft) tall, and is the tallest freestanding structure in Europe and it looks great at night and is a very good position indicator from the air from any direction.

Included Moscow Airports

As noted also included in the scenery are seven airports and several helipads.

UUWW Vnukovo

The futuristic Vnukovo International is very good for a lite version, with great terminals and lots of small detailing. Only thing missing is the static aircraft and a bit more ramp equipment, but otherwise it is highly usable.

UUDD Domodedovo

The oldest of Moscow's International airports is Domodedovo. Again it is quite devoid of static aircraft and I am not crazy about the blue terminal glass work, but it is still a very workable scenery to use and has a lot of well made objects.

UUBW Zhukovsky

Zhukovsky was a major aircraft testing facility since the  cold war years, with most of the major Russian Experimental Design Bureau's having facilities here. It is also now used by the Ministry of Emergency Situations! and cargo carriers. It was also used as a test site for the Soviet Buran  reusable Spacecraft because it has the world's second longest pubic runway at at 5,402 m (17,723 ft). Mostly it is a collection of very large hangars but has a lot of static aircraft in storage.

UUMO Ostafyevo International Business Airport

A former military airbase. Ostafyevo features a new modern glass terminal, and caters primarily to business aviation.

UUMU Chkalovsky

Chkalovsky is a military logistics airport that is famous for it's support for the Russian Space program and transport to Star City and the Yuri A. Gagarin State Scientific Research-and-Testing Cosmonaut Training Center. Yuri Gagarin left here on his final flight before crashing by the town of Kirzhach.

UUBM Myachkovo Airport

Myachkovo is a small General Aviation Airport that is owned by the Finpromko company. Cargo aircraft up to the size of the Ilyushin ll-76 freighter can also use the airport.

UUMB Kubinka

Kubinka has been a significant Russian military airbase and large airshows are held here to show off the Russian military might.

There is also provided UUU1 Kremlin Airport, within the Kremlin walls, but I couldn't get it to work? There are two pads in H1 and H2.

Your first thoughts after reviewing this excellent Moscow scenery is not with this actual package. You then wish that you could have this extensive scenery at London, Rome, Madrid, Berlin and the list could go on with any of your favorite European Cities, and don't count a load in the Middle East and Asia. But a London scenery like this would certainly be a godsend in our X-Plane world. Drzewiecki Design has already done Warsaw and Manhattan, so there is always hope.

It is not cheap either and you need to add in their UUEE Sheremetyevo scenery package on top of that as well. But you get an awful lot of ground covered here for your money, with the area covered here that is extensive...  huge and flying into Moscow will never be the same again.

A few areas to note in one that in my case a few of the buildings floated, the download is huge load at 1.4gb and this Russian area is not the best for navigation aids and programming FMS units as most waypoints are not recognised. Most of the airports ILS coordinates also have to checked and recalibrated (Drzewiecki Design do provide all the correct coordinates) so there is a little work to do to set up repeat services but the work is worth the results.

Not only is the actual Moscow city and all it's buildings supported, you also get seven (if lite versions) of Moscow's other airports included as well, but the framerate processing of all this huge amount of objects and scale is pretty good to excellent. Framerate does hurt more on a lower (helicopter) level and certainly you need a computer with a little extra power is in no doubt required, but overall for the size of the area the scenery is extremely efficient.

Yes I was impressed by this Moscow City Scenery, as this once very barren area of X-Plane is now a very attractive repeat destination as nothing can give you a greater fulfilment than seeing your destination appear in the distance and then give you a huge visual experience as you fly over and approach your destination.

Moscow City certainly delivers that and more...  Just more sceneries like this please!

Moscow City XP by Drzewiecki Design is NOW available! from the X-Plane.Org Store here :

• Extremely detailed model of Moscow metropolitan area in Russia
• Almost 2000 custom-made buildings and other objects, all high quality, FPS-friendly and with night textures
• Whole Moscow center done in 3D as well as all other important landmarks - museums, palaces, skyscrapers, towers, bridges, railway stations, Zara stores...
• Trains, ships, 3D people, cars, airport vehicles, static aircraft - anything you can imagine
• About 4000 sq.km of photoreal 0,5-1m/pix terrain with autogen
• Sceneries of all surrounding airports including UUWW Vnukovo, UUDD Domodedovo, UUBW Zhukovski, UUMO Ostafyevo, UUBM Myachkovo and UUMB Kubinka, with all airport buildings, detailed layouts, people, airport vehicles and more
• Very detailed Kremlin model with newly constructed heliport

Requirements

_____________________________________________________________________________________

Installation and documents:

Download for the Moscow City XP is 1.47gb and the unzipped file is deposited in the "Custom Scenery" as four files:

DDZ Moscow City XP (3.99gb) - Yes GIGABYTES!

DDZ Moscow City XP Layer 2 (30.20mb)

DDZ Moscow City XP Documents (1.0 mb)

ZZZ_DDZ Moscow City XP Terrain (20.10mb)

Installation for Windows comes with an .exe installer that deposits the files in the correct order required (however I still moved the ZZZ- folder to the bottom via the INI text install list.

Installation Instructions are provided for Mac and Linux

You need to check all airports ILS coordinates are correct, instructions are provided.

Documents: Two documents include

Moscow City XP MacLinuxinstall

Moscow City XP Manual (seven pages)

Review System Specifications:

Computer System : Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit - 16 Gb single 1067 Mhz DDR4 2133 - GeForce GTX 980/SSE2 - Samsung Evo 512gb SSD 

Software :   - Windows 10 - X-Plane 10 Global ver 10.50

Addons : Saitek x52 Pro system Joystick and Throttle : Sound - Bose  Soundlink Mini

Plugins: JARDesign Ground Handling Deluxe US$14.95 : WorldTraffic US$29.95

Scenery or Aircraft

- Airbus A320neo by JARDesign ( X-Plane.OrgStore ) - US$59.95 : A320neo Sound Packs by Blue Sky Star Simulations ( X-Plane.OrgStore ) - US$19.95

- Bell 407 by Dreamfoil Creations ( X-Plane.OrgStore ) - US$34.95

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• 7 months later...

Thank you for this very thorough (as always) review. I just bought it (it's on sale) and have only one disappointment so far: Red Square has no ILS or any landing aids at all for that matter. And what a nightmare of an approach! Also I was hoping the package would include an add-on that gives my c172 a big cup holder for my Stoli. Otherwise the scenery is gorgeous. What a country!

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Moscow Has a New Standard for Street Design

• Written by Strelka Magazine
• Published on August 25, 2016

Earlier this year the development of a new Street Design Standard for Moscow was completed under a large-scale urban renovation program entitled My Street , and represents the city's first document featuring a complex approach to ecology, retail, green space, transportation, and wider urban planning. The creators of the manual set themselves the goal of making the city safer and cleaner and, ultimately, improving the quality of life. In this exclusive interview, Strelka Magazine speaks to the Street Design Standard 's project manager and Strelka KB architect Yekaterina Maleeva about the infamous green fences of Moscow, how Leningradskoe Highway is being made suitable for people once again, and what the document itself means for the future of the Russian capital.

Strelka Magazine: What is the Street Design Standard and what does it include?

Yekaterina Maleeva: The Street Design Standard is a manual for street planning in Moscow . The Standard is divided into four books, each one of them covering particular aspects of street design. Many cities across the globe have developed their own standards and the concept has gained a lot of popularity over the last decade. The New York Street Design Manual is a famous example; the book has even been translated into Russian. However, Moscow streets have little in common with New York streets, for example; every city has its own unique urban typology and simply copying existing solutions from another manual is not a viable option.

When we started our work on the Standard , the first thing we did was study Moscow streets, their peculiarities and common features. The first volume of the Standard focuses on the typology and distinctive attributes of the streets of Moscow. We gathered data on more than 3,000 streets and processed the data. Despite the large sample size, we discovered certain similarities. We managed to identify ten of the most common street types, but some unique streets could not be categorized. For instance, Tverskaya Street, built in 19th century, originally fell under category "10C." But after it was widened in the 1930s, Tverskaya ended up in a unique place within the urban fabric of Moscow. Such objects as that require a case by case approach and an individual project.

What can be found in the other volumes?

After we identified these ten street types, we started working on defining the best way to approach the development of each. The second book describes what a street of each type must have. We developed a general profile and functional zoning for each type. The pavement is more than just a pedestrian lane: there is a buffer zone between the roadway and the walking lane where the parking posts, street lights and communication lines are located. It’s a mandatory utility zone that has to be paved in such a way that any section can be easily unpaved and replaced. There is also a pedestrian fast lane for people walking to their workplace and a promenade with benches and other objects. Building façades have a large impact on the street they are facing. Restaurants and shops are located in these buildings. Making the adjacent zone retail-friendly is important. Cafes and restaurants must be able to open street patios to attract customers without disrupting the pedestrian traffic. How to apply these concepts to each of the street types is thoroughly explained in the Standard .

The third book describes eleven groups of design elements, including surface materials, benches, trash bins and lights. This catalogue of elements contains no mention of suppliers. It does not promote any manufacturers; instead it describes the attributes which define a quality product. For instance, the third book explains which type of tree grates will serve the longest while causing no damage to the root system of a tree. Styles of grates, bins, benches and other elements may vary, but all the items must comply with the quality standard.

Finally, the fourth book focuses on the planning process: how to perform preliminary analysis, how to apply user opinions during the development and how to achieve quality implementation. Additionally, there is a special emphasis on the fact that street planning cannot be carried out without any regard for the context of the street. A street should be regarded as a part of an interconnected system of various public spaces, together with adjacent parks, garden squares, yards and plazas.

Does the Standard have an official status? Should it be considered a law or merely a guideline?

There are a number of state-level laws and regulations relevant to street design issued by the Moscow Government. They were taken into account during the development of the manual. These regulations ensure safety standards and must be complied with. While the existing legislation covers safety aspects, our books introduce comfort standards. The Standard is basically a non-binding, advisory guideline created with the goal of improving the urban environment everywhere across the capital and maintaining it at a high level.

What happens if a street does not fit any of the mentioned types (and is not as significant as Tverskaya)? For instance, what if a street located in the New Moscow territory has cottages on one side, apartment complexes on the other and an entrance to the Moscow Ring Road somewhere along the way?

A standard is not a ready-made solution. The streets share common features yet also retain their individual attributes at the same time. Applying a single standard profile to every street is impossible. Adjustments are always in order.

The Standard offers three sets of solutions for each type of street with a large potential for combining various elements. The manual basically offers a convenient database that a designer working with a new space could use. That does not mean that all the new projects will look exactly the same. Some solutions featured in the Standard are yet to be implemented anywhere in Moscow . For instance, our collaboration with Transsolar, a German company consulting us on environmental comfort, revealed that Moscow’s largest environmental problem was not in fact CO2, but small-particle dust produced by studded tyre traction. And a simple method to control this type of pollution already exists. Many busy streets outside the city center have a green buffer zone separating the roadway from the sidewalks. A 1.5m high ground elevation running along this zone could filter out up to 70% of the tyre dust, preventing it from spreading into the residential areas. Western countries have been successfully using this technology for many years. Now it is a part of Moscow Standard . By the way, a terrain elevation could also help reduce the level of road noise.

Does the Standard offer anything for the main roads? For example, nowadays Leningradskoye Highway basically splits the city into two disconnected parts; it’s a car dominion.

The Standard does not offer solutions for transportation problems. When we were defining our street typology, we relied on traffic load data calculated using Moscow ’s transportation model. We pursued a goal of only offering solutions that would not aggravate the current transport situation. Any planned sidewalk extension or addition of a bicycle lane or road crossing should first be approved by the Moscow Department of Transport.

As for the main roads, our research revealed that the streets with the highest traffic load also have the heaviest pedestrian traffic. One would think that it should be the other way around. However, the main roads have metro stations, which generate a lot of pedestrian traffic, which in turn draws retail. Treating main roads the same way as highways is impossible. The needs of both vehicle traffic and local residents must be taken into account, which creates a paradox.

These territories have every opportunity to become more comfortable. Some have relatively large green buffer zones that currently remain underused. The Standard proposes to augment these zones with additional functionality. On one hand, some of the main streets will gain attraction centers, especially near intersections connecting them to the adjacent residential areas. Weekend markets are one example of such centers. On the other hand, the Standard involves the creation of zones able to absorb extra precipitation flowing from the roads and filter it. There is a list with types of vegetation best fit to handle this task. The same zones could be used to store snow in the winter. The meltwater will be naturally absorbed by the soil, alleviating the need for moving the snow out to melt. This, however, would require decreasing the quantity of melting chemicals sprayed over the snow, as the plants underneath might be susceptible to their effects.

Can the new Standard rid us of green lawn fences, yellow curbs and other eternal eyesores?

The choice of yellow and green appears random, so we have no idea how to actually fight that. The Standard offers no colour schemes. As long as fences meet the set requirements, their colour does not matter. However, currently they seem to fail to comply. The Standard states that lawns do not require fencing. This is a waste of materials: people will not trample grass and bushes just for the sake of it, while dog owners will trespass anyway. There are many other options for protecting lawns from being trampled. For instance, a same-level pavement strip with a different texture could protect a lawn from accidental intruders just as well as a curb can.

Natural soil water absorption is currently largely ignored, with most  precipitation going down the storm drains. Meanwhile patches of open terrain on a street are able to absorb water. Employing these natural cycles in street layout could save resources.

Does the Standard provide any financial estimations? For instance, an approximate cost of renovating a street of a particular type?

No, as the Standard does not list any products of any particular brand, there are no prices to refer to. Nonetheless, the Standard was developed to fit three potential price ranges. Whether their estimated price is low or high, all the elements ensure that quality requirements are met. The same quality level must be maintained across the whole city and never drop below the set standard.

Let’s say a world-famous architect arrives to Moscow to design a street. He puts incredibly beautiful things into his project, which, unfortunately, contradict the Standard and are not guaranteed to work as intended. In that scenario, will the architect be told to stick to the Standard ?

This could happen and I think it would be a good thing. If an architect plans to place a sculpture on a 1.5 meter wide sidewalk, would that really be a good idea? Following the Standard ensures smooth movement. Its goal is to reinvigorate the streets. In Copenhagen, new design manuals helped increase average time spent by residents outside by 20% over 10 years. That was achieved through creating convenient and attractive public spaces. Moreover, implementation of the Standard enables the creation of professional documentation for architects, which excludes the possibility of any instructions that will later be unclear to the experts trying to work with them. Finally, the Standard also pursues the task of providing the opportunity for the development of street retail.

Isn’t retail a whole different story? How can retail be introduced in such places as Strogino District, where the ground floors are living floors and have security bars on windows? By reintroducing street vendors?

True, business has no direct relation to street renovation. However, there is a strong connection between them. In Strogino, building façades are mostly located far from the sidewalk. Moreover, facades are often concealed by shrubbery and trees, making local businesses even less noticeable. Another problem is that first floor apartments cannot be used for commercial purposes due to insufficient ceiling height (3 m compared to 3.5 m required minimum). Nonetheless, we discovered multiple examples of shop owners reconstructing apartments in residential districts to meet the requirements.

Our British consultant Phil Wren, a street retail expert, travelled Moscow ’s residential districts and studied the existing examples. He came up with a great idea: building an expansion connected to the façade and facing the sidewalk. This makes it possible both to achieve the required ceiling height and increase the visibility of the business to the passers-by. The part of the shop located in the apartment can be used as a utility room or a stockroom. This way the noise level is reduced, regulations are met and store space is increased. Our Russian consultants confirmed the viability of the proposed concept. And the Standard will ensure that any added expansions will look presentable.

Does the  Standard also regulate façade appearances, an architectural element? What should be expected from this? It is unlikely that all houses which fail to comply will be demolished once the Standard is implemented. 

Renovation works with what is given. Of course, façades cannot be changed. Central Moscow has a problem with mansions and many other buildings being fenced off, which prevents them from accommodating street retail. Central streets are also relatively narrow. The Standard proposes sidewalk expansion wherever the access to the first floors is open. Street renovation does not always involve planting trees. Some places require enhanced crossings so that people can quickly reach the other side of the street to get to a shop or a café. Those streets where the facades are windowless are a more suitable place to plant more vegetation.

Can an average person – not an architect, designer or construction worker – understand the new Standard , or is it a technical document which can only be interpreted by a professional?

Any person can. The Standard is written in a way that both professionals and common citizens are able to understand. The Standard contains multiple images, photos, infographics and diagrams and is written in plain language. We would love for more people to read it: the books contain many interesting solutions for our city that affect every pedestrian.

In late March it was revealed that Strelka KB would be developing a standard for recreational zones and public areas in Moscow . What differences will that document have from the Street Design Standard ?

The two standards will have a lot in common. The city currently faces a task of developing a connected system of public spaces. The first logical step was to work with the streets which actually connect areas of attraction and other public spaces. Now the work on all other public spaces takes off. Parks, garden squares, yards, water bank recreation areas, plazas near metro stations must all fall into place. Work with these territories will set a single quality standard. In addition, it will improve Moscow ’s quality of life and reduce air pollution. Simple solutions could improve airflow, increase biodiversity and reduce noise levels at the same time.

The renovation program is quite long and depends on numerous standards and documents. But when exactly will the endless repair works end? Are there any time estimations for when all these concepts will finally get implemented?

This is not an easy question. Full renovation may last decades. The Standard is the first step towards actually controlling the renovation process and its timeline. Until now renovation has been proceeding rather haphazardly. Now the city has decided that the way the streets are designed should be clarified. We understand that the Standard cannot last unchanged for eternity and should, just like any regulation, undergo periodical updates. The Standard uses flexible typology: a street of one type could transition to another within a few years under certain conditions, such as changes in its usage and its user categories. Everything must stay regularly updated according to the accumulated experience.

During our work on the Standard , we held regular roundtables joined by experts and ordinary citizens. One of our guests mentioned that he had recently started paying attention to Moscow ’s facades, their beauty and their drawbacks. He was able to do that because he no longer had to watch his step. So the process has already started and we already see some results.

• Sustainability

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