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• Sailboat Reviews

This German-Dutch designed, Taiwan-built boat is a serious world cruiser with a custom interior.

Sometimes we go to great lengths to look at the boats we evaluate. It might involve a flight across the country to a boatbuilder, or it might be as close as the local boatyard and marina. Evaluating a serious cruising boat, however, often takes a little more effort.

In the case of the Holmann-designed FD-12, we first traveled by air to Belize in Central America, and then by outboard-powered dugout canoe over 20 miles of open ocean to a jungle river in Guatemala. We finally found FD-12 sisterships Winterhawk and Moonshadow peacefully anchored off the banks of Lake Izabal, 30 miles up the Rio Dulce. We spent a week cruising the FD-12 on this tropical fresh water lake.

Here’s what we found out.

The Boat And The Builder

The FD-12 resulted from the collaborative efforts of German designer Eva Holmann and Dutchman Willem Eickholt. In the mid-1970s Eickholt, part owner at the time of Flying Dutchman Yachts, decided to build his dreamboat. A lifelong sailor, he knew he wanted an aft-cockpit, flush-decked cutter of moderate displacement and minimum wetted surface with a fin keel, skeg rudder, canoe stern, and clipper bow. “I also wanted her to be fast. Long passages bore me,” says Eickholt. “Last but not least, I wanted her to be pretty in a timeless way.”

He chose Holmann, known for her fast, unsinkable cruising designs, to help design the boat.

“Generally speaking, Eva and I got along well,” Eickholt told us. “The stormy part of our relationship was Eva’s refusal to draw an ‘ancient, speed-robbing silly canoe stern,’ and my equal determination to have the boat the way I wanted her.” But when the German-Dutch war ended, their ‘war baby’ proved an impressive performer despite, as Eva said, its ‘repulsive’ stern.

Since the late 1970s, 25 FD-12s have been built at Ta Yang Yacht Building Co. and other yards in Taiwan. In 1980, Eickholt broke away from Flying Dutchman Yachts to form Willem Eickholt and Associates, Inc., and continued to build the FD-12. Each boat is built “on order,” and interiors are totally customized.

Construction

The FD-12 hull is a fiberglass sandwich cored with Viny foam, a Japanese product similar chemically to Airex. Viny foam, which is lightweight, and provides both strength and resiliency, also insulates against heat and sound, and helps to eliminate condensation within the cabin. A pair of full-length longitudinal stringers and fiberglass and foam floor timbers athwartships provide further stiffening.

Teak plywood bulkheads extend to the base of the hull. A Viny foam wedge insert at the foot of the bulkhead creates a broader bonding angle and distributes transversal stress to prevent bulkhead fractures. The entire bulkhead assembly is fiber-glassed to the hull.

The hull-to-deck joint is an inward-turning hull flange, overlapped by the bulwark flange. The joint is through-bolted, filled with Thiokol, coated with fiberglass, and then topped with a teak caprail. This is a strong joint. The owners of the two FD-12s we sailed in Guatemala reported no hull-to-deck joint leaks.

The deck is cored with Philippine fir rather than traditional balsa. Fir is strong, but it’s heavy, and puts unnecessary weight high in the boat where you don’t want it.

A massive teak rubrail with rectangular-shaped portholes recessed into it offers some protection to the midsections of the hull. However, installing portholes in topsides is always difficult, and both boats in Guatemala had experienced porthole leaks. Leaks in deckhouse ports are simply an annoyance. In a hull they can be dangerous and in extreme cases can lead to loss of the vessel.

The chainplates are stainless steel straps that extend through the deck. Four chainplates (two port and two starboard) bolt to bulkheads, but two chainplates (one port, one starboard) bolt to fiberglass knees. The knees are hefty, but several owners of FD-12s report their decks have lifted due to a kneeto-hull bond failure. (On the first dozen or so hulls, Ta Yang Yacht Building Co. gelcoated the hull interior before glassing in the knees. In later hulls, knees were properly bonded to the bare hull.)

To form the mast step, an aluminum H-beam through-bolts to a floor timber, and the mast sits in an oval-shaped aluminum weldment that bolts to the mast step. This arrangement provides a strong platform and eliminates corrosion problems that occur if a mast is stepped in the bilge.

The FD-12’s underbody has a cruising fin with a long run and a full skeg. The keel is ballasted with cast lead and molded in one piece with the hull. For careening purposes the hull sits squarely on the fin and skeg to avoid damaging the rudder.

The rudder rides on two bearings, the upper one supporting the steering system. To protect the rudder and the steering mechanism, the skeg is designed to break away in case of a collision. This is also a handy feature for those planning to cruise shallow waters where sooner or later even the best sailors usually run hard aground.

There’s approximately 200 cubic feet of polyurethane foam wedged into the bow, stern, keel and other nooks and crannies on the FD-12 to provide positive flotation. Positive flotation is rarely built into a cruising boat because it consumes so much space, but we would definitely consider it if we were building the ultimate cruiser.

Holmann comments: “Most composite boats only need a bit of help to give them positive flotation, but the amount of flotation must be carefully calculated. If you miss it by one cubic foot, you’ll have a very expensive sinker, but it will sink.”

Size of water and fuel tanks varies depending on interior layout, but all FD-12s carry ample water and fuel for long-distance cruising. One FD-12 we sailed carried 250 gallons of water, the other 150. Fuel is stored in two 125- to 150-gallon black iron fuel tanks. Black iron tanks tend to corrode. Aluminum tanks are a better choice for storing diesel. Water tanks are stainless steel, but the metal is an inferior grade, and the tanks we inspected were rusty.

Performance Under Power

The engine is installed underneath the floorboards at the bottom of the companionway in its own separate bilge. This type of installation keeps the engine weight low where you want it. Spilled engine oil is confined to a small area. The separate bilge also protects the engine from water that might enter the other two bilges.

On the downside, the engine is difficult to access. The front of the engine, located under floorboards inside a galley locker, makes it particularly difficult to change or tighten belts, etc. The rear of the engine is more accessible, but overall it’s a poor set-up for a big 50-footer.

The FD-12 is so customized that you’re liable to find three different engines on three different boats. In Guatemala, one FD-12 was fitted with an 80-hp Ford Lehman diesel with a two-bladed prop, the other a Lehman-Peugeot 4D61 with a three-bladed prop.

The 64-hp Lehman/Peugeot was noisy, vibrated excessively, and overheated if driven over 2,000 rpm. We’d recommend a larger, more reliable engine. The 80-hp Ford Lehman propelled the FD-12 along nicely, but a similar-sized Perkins might be a better choice for marine use. Still, the FD-12 hull is easily driven and both engines gave us a speed of 6 to 6 1/2 knots through the water in flat seas. Like most sailboats, the FD-12 tends to have a mind of its own in reverse, although one PS reader reported that it steered well in reverse with a Max Prop. With a 250- to 300-gallon fuel capacity, you can easily expect a 1,000-mile cruising range under power.

Performance Under Sail

With its relatively fine entry, 42′ waterline, and efficient underbody, the FD-12 is a high-performance, blue-water cruiser. It’s also a hefty boat (36,000 lbs. displacement), and a comfortable passage-maker under most points of sail. However, like many heavy-displacement double-enders, this boat rolls in heavy air downwind.

The FD-12 is powerful on a reach or broad reach in winds over 15 knots, and performs respectably to weather. It loses speed in light air, but in 15- to 20-knot winds, you can count on averaging at least six knots under sail.

The FD-12 is cutter-rigged with the mast stepped fairly well aft. There’s a quick release on the inner forestay to accommodate large headsails, but we doubt you’ll use it often. Working sails consist of a Yankee, main and staysail, but in winds under 15 knots a roller furling genoa comes in handy. The boat we sailed also carried a cruising spinnaker which the owners reported using on long passages even when shorthanded.

Double spreaders, hefty 7/16″ wire rigging, swage fittings, and Ronstan turnbuckles provide a strong rig. The two forward babystays have a quick release lever so they can be led aft when using a spinnaker pole.

Instead of using running backstays to take the load of the inner forestay, the FD-12 rig incorporates intermediates which lead just behind the aft lower shrouds. The intermediate angle is so acute that the intermediate must be large in diameter and strongly tensioned to provide support. This adds a lot of compressive load to the mast. Intermediates can also cause unnecessary chafe on the mainsail downwind.

Running backstays would be more effective. The FD-12 is a big 50-footer, but it’s well-balanced and easy to handle. Winches on the boats we sailed were self-tailing Barients and Meissners. The Barients were up to par, but the owners complained that the Meissners failed often, and parts were difficult to find and replace.

The FD-12’s roomy, flush teak deck provides a stable sailing platform. The cockpit is efficient for sailing and safe for passagemaking. It’s not too big, has decent cockpit drains, and high coamings that impart a snug, secure feeling, especially offshore.

The steering wheel is hand-laminated teak and spruce. A mainsheet traveler spans the cockpit well just forward of the wheel, and there’s an alternative mainsheet arrangement on top of the cabin house. Genoa sheet winches are mounted outboard of the main coamings just forward of the traveler. These winches are well located, but one of the stanchions gets in the way if you are beating to weather and need to ease the sheets to fall off downwind.

Otherwise, the stanchions are strong. They are installed with backing plates and have side braces that bolt to the caprail. To provide a safe way to climb aboard a boat with extremely high freeboard, there are two stainless steel boarding ladders (one port, one starboard) that fold in half over the lifelines.

There were three Bomar hatches forward on one FD-12 we sailed, and one custom teak hatch and Dorade vents on the other. The teak hatch is pretty, but Bomars are easier to maintain, and provide more ventilation.

The aluminum mast is made by Yachtspar of New Zealand and painted with polyurethane. Two stainless steel mast pulpits act as supports when working at the mast, and provide a place to secure gear and lines.

There’s a stainless stemhead fitting with double anchor rollers forward. On early hulls this fitting was too flimsy; on later hulls, they strengthened the anchor roller fitting, and also added an extra support strut to the bow pulpit.

The entire forepeak (6′ long and 3′ to 5′ wide) of the FD-12 is designed for storage. You can enter the forepeak cargo hold by opening two huge hatches cut into the deck aft of the anchor chain windlass. These hatches are extremely heavy—so heavy they must be tied to the lifelines so you won’t lose a finger (or worse) if they slam shut accidentally. They are well-gasketed, but it’s disconcerting to see such big holes cut in the foredeck.

The forepeak locker is great for storing sails but it’s cavernous and it’s sometimes difficult to find things. Also, the anchor chain drops onto a shelf inside this locker, and excess chain can easily get snagged amongst all the rubble.

There are three bronze hawseholes—port and starboard—cut into the bulwarks forward, aft and amidships. They are well-placed but a little undersized.

Scuppers on the FD-12 do not drain overboard. Instead, hoses are attached to scupper drains and led to through-hull fittings located just above the waterline. This arrangement prevents water from staining the topsides, but we don’t like unnecessary throughhull fittings at the waterline.

Owners report that chainplate covers must be rebedded periodically to prevent deck leaks. Stainless weldments on the FD-12 tend to weep rust, and we question the quality of the stainless used throughout the boat. (Taiwan boatbuilders have a reputation for building with inferior stainless. For some reason, the importance of using superior metals is not a concept they readily understand.)

The two FD-12s in Guatemala both had Fleming Major vane gears which were not sensitive enough in light air. A Monitor would be more effective.

There is no standard arrangement belowdecks. Every FD-12 has been individually customized to meet the buyer’s needs. With such a wide possibility of interiors available, we restrict our comments to Winterhawk (hull #19), the boat we sailed in Guatemala.

Belowdecks , Winterhawk is incredibly spacious—so spacious that with five crewmembers aboard we never felt cramped or hemmed in. Furniture is built of plywood with a grooved teak veneer. The cabin sole is teak and holly. Bulkheads in staterooms and heads are white Formica, and a number of large round mirrors bolted to bulkheads impart a sense of light and space.

Ten bronze opening deckhouse ports, in addition to hatches, provide adequate ventilation, but you might want to install fans or an extra hatch in the aft cabin.

Indeed, Winterhawk has all the creature comforts of home. There are two heads, one forward and one across from the galley, each with hot and cold pressure water and manual fresh and saltwater foot pumps. Both heads have showers with teak grates, and sumps which pump overboard. On our cruise, hot showers flowed freely thanks to a Balmar ASC Aqua Master watermaker. (Driven by a Northern Lights 5kw generator, this AC model desalinates about 19 gallons per hour, and completely eliminates the need to take on water from shore, which is especially helpful in countries where the quality of water is questionable.)

A large L-shaped galley on the starboard side of the doghouse has two deep double sinks, plenty of storage, and enough counter space for two people to cook at the same time. The lockers behind the stove are difficult to reach, but there are plenty of additional galley drawers, as well as cubbyholes for pots and pans.

A huge icebox and freezer with AC and DC refrigeration keeps perishables cold, but insulation could be increased all around to make the box smaller and more efficient. We had difficulty adjusting the knobs on the Hillerange propane stove, and given our druthers we’d opt for a Force 10. Two 20-lb propane tanks are appropriately stored under the helmsman’s seat in a vented locker.

The nav station, across from the galley, is comfortable with good working space for chartwork, ample stowage for charts and tools, a red flourescent light for night work, and ample room for installing electronics. FD-12s come standard with four 200-amphour batteries.

Winterhawk has four Prevailer 8Ds, which the owner praises highly. The electrical system includes 110-volt and 12-volt service. Wiring is supposedly to U.S.C.G. regulations, but the electrical connections for the masthead wiring on Winterhawk are in the bilge where they are vulnerable to water damage. Two electric bilge pumps backed up by a manual bilge pump are adequate for emergency bilge pumping.

The saloon has a large U-shaped dinette to starboard and a single settee to port. A Dickinson diesel stove sits amidships for heating the cabin in colder climes. Storage for books throughout the saloon is plentiful, and there are big lockers for canned goods underneath the settees.

Forward, port and starboard, are two almost identical cabins. Each has a single berth with teak leeboards, plenty of drawers and two louvered hanging lockers.

The aft cabin is a large owner’s stateroom with a double and single berth and a small night table withmirror. Again, there are plenty of drawers and several hanging lockers. Some might object that there is no head in the aft cabin, but for offshore passagemaking a head in the doghouse by the companionway ladder makes more sense.

Some FD-12s, like Moonshadow (hull #2) have layouts similar to Winterhawk but with a few more berths. Others have completely different interiors. (For example, hull #7, has the saloon in the doghouse, and the galley in the saloon.) However, all are designed to cruise long distances in comfort, and you’d be hard-pressed to find a 50-footer with more room to accommodate your whims and fancies.

The FD-12 is a moderately fast, well-appointed, comfortable world cruiser. In our minds, positive flotation in a cruising boat is a big plus. We’d like to see more boats built with it.

On the negative side, corroding weldments on deck hardware and rusty fuel and water tanks are a source of potential problems. High freeboard and a canoe stern make for a safe, dry boat, but it would be interesting to see drawings of the FD-12 with an Eva Holmann-designed reverse transom.

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The Tayana 37 Sailboat Specs & Key Performance Indicators

The Tayana 37, a long-keeled cutter, was designed by Bob Perry and built in Taiwan by Ta Yang Yacht Building.

Published Specification for the Tayana 37

Underwater Profile:  Long Keel

Hull Material:  GRP

Length Overall:  36'8" / 11.2m

Waterline Length:  31'0" /9.5m

Beam:  11'6" / 3.5m

Draft:  5'8" / 1.7m

Rig Type:  Cutter

Displacement:  22,500lb / 10,206kg

Designer:  Bob Perry

Builder:  Ta Yang Yacht Building (Taiwan)

Year First Built:  1976

Number Built:  558

Owners Association:  Tayana Owners Group

Published Design Ratios for the Tayana 37

1. Sail Area/Displacement Ratio:  17.4

2. Ballast/Displacement Ratio:  35.6

3. Displacement/Length Ratio:  337

4. Comfort Ratio:  41.1

5. Capsize Screening Formula:   1.6

read more about these all-revealing numbers...

Summary Analysis of the Design Ratios for the Tayana 37

1. A Sail Area/Displacement Ratio of 17.4 suggests that the Tayana 37 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 35.6 means that unless the bulk of the ballast is concentrated in a bulb at the foot of her keel, the Tayana 37 will have a tendency to heel excessively in a gust, and she'll need to be reefed early to keep her sailing upright in a moderate breeze. 

3. A Displacement/Length Ratio of 337, tells us the Tayana 37 is clearly a heavy displacement cruising boat. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. Not an ideal choice for coastal sailing, but she'll come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 41.1 suggests that crew comfort of a Tayana 37 in a seaway is similar to what you would associate with the motion of a heavy bluewater cruising boat. Pitching and rolling will be well damped - your cup of coffee on the salon table stands a reasonable chance of staying there in most conditions.

5. The Capsize Screening Formula (CSF) of 1.6 tells us that a Tayana 37 would be a considerably safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

The Tayana 37 below decks...

The interior could be customized to suit the owner's preferences, but a typical configuration has sleeping accommodation for six people, with a V-berth in the forecabin, a U-shaped settee with a drop-down dinette table and a straight settee opposite, and a quarter berth on the starboard side extending under the cockpit. The head was located on the port side between the forecabin and the main cabin. The galley was U-shaped and located at the foot of the companionway steps on the port side. The navigation station was located opposite the galley, on the starboard side.

Cruisers' Questions about this Sailboat...

How many versions of the Tayana 37 were produced and how do they differ?

There were two main versions of the Tayana 37: the cutter-rigged sloop and the ketch rig. The cutter rig was more popular and had a sail area of 846ft 2 (78.6m 2 ), while the ketch rig had a sail area of 1,000ft 2 (92.9m 2 ). There was also a pilothouse version for those that prefer more protection from the elements.

How does the Tayana 37 perform under sail?

The Tayana 37 is known for its excellent performance under sail, especially in heavy weather and long passages. It is stable, balanced, and responsive, with good windward ability and speed potential. In light winds however, its heavy displacement and large wetted are work against it.

How much does a Tayana 37 cost?

The price of a new Tayana 37 depends on the options and customizations chosen by the owner, but it is estimated to be around $250,000 USD as of 2020. The price of a used Tayana 37 varies depending on the year, condition, and equipment of the boat, but it can range from $40,000 to $100,000 USD or more.

What is the history of Ta Yang Yacht Building?

Ta Yang Yacht Building is a Taiwanese company that specializes in building semi-custom sailing vessels ranging in size from 32 to 72 feet. The company was founded in 1973 in Kaohsiung, Taiwan, by C.T. Chen, who also co-founded Ta Chiao Yacht Building. The company's name means "big ocean" in Mandarin, and its brand name Tayana means "belongs to big ocean" .

The company's first model was the Sea Wolf 41, also known as the Yankee Clipper, followed by the Tanton cat ketch. In 1979 the company introduced the Tayana 37.

The company has since produced many other models, such as the Tayana Vancouver 42, the Tayana 48, the Tayana 55, and the Tayana 72. The company also offers deck saloon and pilothouse versions of some of its yachts. The company's yachts are known for their quality, performance, and seaworthiness. As of 2012, the company had built over 1,400 yachts.

Unfortunately, Ta Yang Yacht Building has been closed of business since September 2020.

Who is Robert Perry and what other boats has he designed?

Robert Perry is a U.S. yacht designer based in Seattle, Washington. He is one of the most influential and prolific designers of modern cruising yachts, with over 200 designs to his credit.

He started his career in 1970, working for Jay Benford and then Dick Carter. His first design was the CT 54, a clipper-bowed ketch built by Ta Yang Yacht Building in Taiwan. His breakthrough design was the Valiant 40, a performance cruiser that introduced the concept of a fin keel and skeg hung rudder on a double-ended hull.

Perry has designed boats for many well-known brands, such as Tayana, Cheoy Lee, Valiant, Baba, Ta Shing, Islander, Passport and Saga. He has also designed many custom yachts for individual clients, ranging from 24 to 97 feet in length. Some of his most famous and iconic designs include the Tayana 37, the Tayana 48, the Saga 43, the Nordic 44, the Passport 40, and the Flying Dutchman 12 meter (FD-12).

Perry has also taught yacht design at Evergreen State College and written several books and articles on yacht design and sailing. He is active on social media and runs his own website where he showcases his designs and shares his insights on yacht design. He is still designing new boats and enjoys sailing on his own boat, a Perry-designed Saga 43 named 'Flashgirl' .

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Tayana range include:

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TAYANA 37 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of TAYANA 37. Built by Ta Yang Yacht Building Co. Ltd. and designed by Robert Perry, the boat was first built in 1976. It has a hull type of Long Keel and LOA is 11.18. Its sail area/displacement ratio 17.35. Its auxiliary power tank, manufactured by undefined, runs on Diesel.

TAYANA 37 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about TAYANA 37 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the tayana 37.

TAYANA 37 was designed by Robert Perry.

Who builds TAYANA 37?

TAYANA 37 is built by Ta Yang Yacht Building Co. Ltd..

When was TAYANA 37 first built?

TAYANA 37 was first built in 1976.

How long is TAYANA 37?

TAYANA 37 is 9.45 m in length.

What is mast height on TAYANA 37?

TAYANA 37 has a mast height of 13.81 m.

Member Boats at HarborMoor

The Tayana 37 is a 36.68ft cutter designed by Robert Perry and built in fiberglass by Ta Yang Yacht Building Co. Ltd. since 1976.

588 units have been built., it accomodates 4 people in 2 cabins plus salon..

The Tayana 37 is a heavy sailboat which is a reasonably good performer. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat. The fuel capacity is average. There is a good water supply range.

Tayana 37 for sale elsewhere on the web:

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Tayana 55 is a 54 ′ 11 ″ / 16.8 m monohull sailboat designed by Peter Beeldsnijder and built by Ta Yang Yacht Building Co. Ltd. between 1982 and 1991.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

keel/cb version: BU:5.25’ BD:9.83’

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NEVA TOWERS

© Renaissance Development

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Official Name

Other names.

ST Towers, Renaissance Moscow Towers

office / residential

# of Apartments

# of parking spaces, map of buildings in complex.

Note: Only buildings that have GPS coordinates recorded are displayed.

List of Buildings in Complex

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The spiraling 246m high Evolution Tower is located on plots 2-3 of Moscow-City high-rise business district on Presnenskaya Embankment of Moscow river. New multi-function center occupies the territory of 2.5ha in area, 2ha of which is a landscaped terraced civic plaza, the integral part of the new city piazza, the central open public space of Moscow-City business downtown.

ivic plaza includes 10m high ceremonial stairs (leading from embankment and pedestrian Bagration Bridge to the higher terraced levels) as well as landscaped areas with green lawns, trees, water features, travellators and feature lightboxes.

Evolution Tower

Location: Moscow, Russia

Typology: High-Rise, Office, Mixed-Use

Years: Construction 2011-2014

Status: Built

Height: 246m

Design team: GORPROJECT  (2011-2015), 

RMJM Scotland Ltd 

(original concept 2005-2007)

Under the piazza levels the 2-storey retail mall connects the Evolution Tower with metro station and pedestrian bridge over Moscow river, thus integrating the new development into the large Moscow-City district, the Europe's newest and most ambitious high-rise cluster (7 of 10 highest European skyscrapers ae located here), housing over 4 million square meters of office and retail areas with associated transport and engineering infrastructure.   

The Evolution Gallery mall houses food court and 6,000m2 family entertainment and educational center for various children activities (the first center of that kind in Moscow). 

The 82,000m2 office tower has 52 levels rotated 3 degrees each floor with overall twist reaching 156 degrees clockwise. With world’s largest innovative cold-bent glazing the tower façade provides seamless floating reflection that rotates the panoramas of Moscow skyline vertically, where the reflected clouds moving up enhance the dynamic visual impact of the twisted tower, an unprecedented optical effect in the world architecture.  The Crown with supporting steel structure made of two twisted arches provides the helipad at the very top as well as the open observation roof decks at Levels 51-52 featuring the best panoramas of Moscow riverside with views towards the historical center. 

From the very beginning the developer and architects have set an ambitious task to create a recognizable and symbolic tower, the new icon of contemporary Moscow.  The sculptural DNA-shaped twisting tower symbolizes the evolution spiral with the white façade ribbon wrapping over the roof in a form of 90-degree twisted infinity symbol, which speaks of philosophical concept of evolution and celebrates the development of human civilization. From spiraling onion domes of St. Basil to the iconic Tatlin Tower concept the Russian architecture was obsessed with idea of spiral. The simple and innovative design was based on principles of twisting square-shaped floor plates with vertical structural RC frame supported by a central core and 8 columns with continuous beams and 4 spiraling columns at the corners. 

The proposed structural scheme with cantilevered continuous RC beams and cantilevered floor slabs  picking up the overhangs from the twisted floor plates appeared to be simple, efficient and economical. The complex sculptural tower façade envelope was built using the innovative cold-bent glazing with flat double glazed units cold-formed in 3D within the aluminum frame under its own weight to avoid stepping in geometry. This approach appeared to be both more energy-efficient and more cost-efficient solution in comparison to the stepped curtain wall units previously applied in some twisted unitized facades. 

The multifunctional architectural glass by Guardian significantly reduces the solar gain whilst providing the double glazed unit thermal performance equal to standard triple glazed unit normally used in Moscow to withstand harsh winter conditions. The use of innovative TWIN elevators by ThyssenKrupp saved 2 shafts within the core (10 TWINs instead of 12 double-deckers in the original concept) and contributed to the overall project sustainability with lesser power consumption per passenger. Other sustainable design features include green roofs over the retail mall and integrated coil floor heating under landscaped civic piazza levels using the return water in winter to melt the snow and ice for the safety of pedestrians. The reinforced concrete formwork by PERI, including self-climbing ACS formwork specially designed for the twisting corner columns, allowed to achieve the impressive speed of RC frame construction of 6 days per floor due to perfect site logistics by Renaissance Construction as main contractor. 

All innovative design solutions and optimizations secured the delivery of this fairly unique skyscraper within the project plan and almost within the budget of the standard ‘benchmark’ high-rise building. This turned out to be a major achievement of the design and construction teams. 

The organic twisting silhouette dominates on its background of extruded glass towers greatly contributing into the overall composition of the high-rise Moscow-City cluster. The development delivered a significant open public space on the landscaped roof of the retail mall, thus providing the perfect mix of business uses with public and social activities of the civic plaza and the mall with its food court and core family entertainment function. The synergy of that mix with large underground car-park complemented by the direct link to the metro station and pedestrian bridge as means of main public transportation secured the successful project completion with the recent entire tower acquisition. Bold shape and timeless aesthetics as added values brought by its unique architecture materialized in a commercial success of this project with the tower being fully acquired for corporate headquarters even in the context of oversupply in the Moscow office market. The outstanding quality of architecture and its fine detailing, state of the art building services and communications of Class A office Tower together with the highest level of transport accessibility  (direct access to metro station from the lobby, large car-parking, proximity to boat pier and helipads) make this property very attractive for tenants and visitors. The beautiful riverside panoramas from offices are complemented by green roof and water features of the large 2ha terraced civic piazza as the main recreational outdoor space with direct link from the office tower lobby. 

The highest quality of façade cladding, glazing, vertical transportation and MEP equipment from leading European and international suppliers provided the truly Class-A office environment with the luxury of minimalist spirit in the architecture of the new landmark on the Moscow skyline. Even before its completion the sculptural spiral of Evolution Tower, more often appearing in commercials, posters and magazines, became a new icon for modern Moscow as the symbol of its business ambitions and fast development. The Evolution Tower also became the monument to the courage of its developer (Snegiri Group) and investors, who built the great deal of trust with architects, engineers and contractors by investing their efforts and funds in a challenging adventure of designing and building the unique and innovative skyscraper for the capital of Russia. 

Evolution Reflections

Philipp nikandrov.