model yacht vane steering gear

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BRAINE AND VANE STEERING

Two sheets showing full working drawings for a variety of steering and sail control devices for vintage restored and replica yachts of all types.Most diagrams are fully dimensioned for reproduction by competent model makers.Designed by G W Clark.

Specification

Full description.

Featured in July 2001 Marine Modelling International

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Vane Steering

N o less an authority than Don Street claims the first vane steering appeared in the 1930s on model sailboats such as ply the ponds of Central Park. In his 1973 classic, The Ocean Sailing Yacht , Street writes that not until 1955 was vane steering fitted on yachts in the servo-pendulum form invented by Colonel H.D. “Blondie” Hasler, who, Street writes, “should probably be regarded as the father of the vane self-steering gear.”  

There are two fundamental types of vane self-steering, servo-pendulum and auxiliary rudder. In servo-pendulum steering, a windvane links to a paddle immersed in the water. When the yacht veers off course, the windvane deflects and causes the paddle to swerve to one side. The substantial pressure of the water acting on the paddle is transmitted via linkages to lines attached to the wheel or tiller, thus using the ship’s rudder to correct the course. Examples of servo-pendulum self-steering include the Aries, Monitor, several of the Windpilot models and the Cape Horn; there are others as well.

Auxiliary rudder systems use a windvane to turn a separate rudder perhaps a quarter the size of the main rudder. The auxiliary rudder itself steers the yacht, with the wheel or tiller tied off. Hydrovane is the best-known brand of this type, but the Windpilot Pacific Plus also uses an auxiliary rudder.  

Proponents of servo-pendulum gears assert that an auxiliary rudder may be inadequate to keep the boat on course in high winds—that there is no better way to steer a yacht in a gale than with its own rudder. They also claim an auxiliary rudder is prone to damage (to the vane gear or even the transom) if it snags a line, and the auxiliary rudder impedes maneuvering in tight quarters.

Auxiliary rudder fans assert that the separate rudder provides an invaluable back-up steering system because the main steering is locked off, so the considerable wear an ocean passage imposes on steering gear is eliminated, and the system avoids inconvenient lines crossing the cockpit to the wheel.

A visit to the websites and forums shows that each of these points can be argued and counter-argued. Each established vane steering brand has fervent loyalists, each fan avowing that the (fill in the blank) steering system is the best gear I ever bought, it steered us through a ferocious storm,” etc. Brand loyalty aside, plainly, vane steering technology is now highly evolved, to the benefit of the modern blue water sailor.

Many sailors considering vane steering may be persuaded by the prevalence of Hydrovanes in the 2022 Golden Globe race, nonstop around the world via the Southern Ocean. Twelve of the 16 entrants chose Hydrovane, while two fitted Aries servo-pendulum gears and two the Windpilot, also a servo-pendulum.  

In general, vane steering gear functioned well in this brutal test. Simon Curwen dropped out of the Golden Globe when the top mounting of his Hydrovane sheared off in a vicious knockdown. (Hydrovane told me this component had previously failed only in collisions, but in an abundance of caution, “We have since beefed up that casting.”) A bushing on Pat Lawless’s Aries gear failed and could not be repaired at sea.  

The shaft of Damien Guillou’s Hydrovane fractured just above the rudder, a failure the race committee determined, after investigation, was caused by Damien’s having modified the shaft with two additional 7 mm holes (see the report at https://goldengloberace.com/golden-globe-race-windvane-safety-and-ggr-2026-open-for-entries). Ian Herbert-Jones’ drogue warp snagged the Hydrovane Rudder, and the resulting damage eventually caused the rudder to break in half. He anchored, found no other noticeable damage to the Hydrovane, put on his spare rudder and continued—only to lose his boat in a South Atlantic storm. 

Race winner Kirsten Neuschäfer told me she chose Hydrovane for her 36-foot Cape George Cutter because of its reputation, but also because the Hydrovane is mechanically simpler than a servo-pendulum gear, with fewer parts to monitor or fail. She was happy with the choice. “The combination of the long keel and Hydrovane really worked great,” Kirsten said. The gear steered the yacht well in massive seas and winds gusting over 60 knots. At one point, “We took a really huge wave over the stern,” and the Hydrovane rudder was shoved hard to the side. The shaft clamps slipped, temporarily putting the Hydrovane rudder out of alignment with the control head but also, Kirsten believes, saving the gear because the system gave rather than broke.

Kirsten used the Hydrovane successfully while heaving-to, setting the vane so that it tried to steer her yacht into the wind. With the wheel locked off and the yacht abeam to the gale, the vane itself lay right over, which she believed tended to protect the Hydrovane rudder as the yacht surged, the effect of which was to steady the yacht and to keep her on the desired heading relative to wind and seas.  

For Kirsten, one Hydrovane feature stood out. With a servo-pendulum gear, the rudder is tied into the vane system via lines to the wheel, so it is not possible to shift quickly from vane steering to hand steering and back again.   Because the Hydrovane is entirely independent of the yacht’s wheel and rudder, one may, in heavy weather, stay at the wheel and allow the Hydrovane to steer, but when necessary override the Hydrovane by turning the wheel. In bad weather, Kirsten found this technique invaluable.

I had the same experience. Toward the end of my 2023 double-handed transatlantic on Far and Away , our Cabo Rico 34, we encountered a gale. Running in 40 knots and big seas, the Hydrovane seemed capable of safely steering Far and Away and did so hour after hour. However, given the conditions, one of us generally stayed at the wheel, and when an especially awkward sea reared up astern, we used the wheel to ease the yacht’s way. In those instances, we left the wheel brake on, steered the yacht over the brake, and when the dicey moment had passed, put the wheel back in the sweet spot and sat back. The yacht’s rudder will without difficulty overpower the Hydrovane rudder, so there was no need to de-clutch the Hydrovane. It was easy to do, the result was easier on the yacht and her crew, and, as Kirsten found, even if one must stay at the wheel, it is so much less taxing in heavy weather to steer now and again for a few moments than it is to steer continuously for a long watch.  

When we bought Far and Away , she was equipped with a Raymarine autopilot fitted with a powerful linear drive mounted to its own rudder quadrant. It’s a proper setup and serves us well, but we cherish the autopilot for its ability to ease dull hours of motoring, and I had no intention of wearing it out on an ocean voyage. We wanted vane steering. I did my research and settled on the Hydrovane. It was proven, fairly simple, did not clutter the cockpit with steering lines and gave us a spare rudder to boot.  

Installation was easy enough, although detailed planning was required to make sure there was no interference with either the centerline swim ladder or with components inside the transom. We went with the single-strut E bracket for the lower support and a hinged H bracket for the upper support, which means the system is secured to the hull by just four 10mm bolts, two to each bracket. Such an installation must be perfect, and we made several mockups to get there. Hydrovane is adamant that the bolts and their backing plates intersect at right angles, which on our boat required placing the backing plates (we used 5/16-inch aluminum) on a thick pad of epoxy, and likewise beveling and shaping the pads through which the foundation castings bolt to the transom.  

Based on my experience, the Hydrovane is perfectly suited to a moderately sized, full-keel boat with the rudder mounted far aft, which, like Kirsten Neuschäfer’s Minnehaha , is Far and Away ’s configuration. It is also proven to work well in other well-balanced designs, including in boats larger than ours and in those with fin keels and separate rudders. But with some yacht designs, even in some full-keel designs or in larger yachts, the Hydrovane may not do as well. Considering the high percentage of yachts using Hydrovanes in the 2022 Golden Globe race, it is worth bearing in mind that no entrant was over 36 feet long overall.

A friend of mine has a 38-foot, 19,000-pound Aage Nielson design, a beautiful, full-keel yacht with a cut-away forefoot and the rudder mounted on the trailing edge of the keel, but fairly far forward. He reports his Hydrovane worked well on any sort of reach, but while running, the yacht would at unpredictable intervals veer deeply, despite the Hydrovane rudder being at full deflection, straining so mightily to correct the course that the owner worried about mechanical failure. Eventually, this highly experienced sailor removed the Hydrovane from the boat.

One Valiant 42 owner wrote to me that he loved the Hydrovane, but even Hydrovane’s optional stubby vane bumped his solar arch. More critically, he believed the auxiliary rudder was inadequate for the Valiant 42’s big hull, and “the Hydrovane seems [to allow the boat] to wander significantly when in use.” He shifted to the Monitor servo-pendulum type and that has been satisfactory.  

Another sailor has owned three yachts, two with servo-pendulum systems and the third, his Golden Wave 42, with a Hydrovane. This owner wrote to me, “All great, but as wind came abaft the beam, wandered. None good downwind.”  

Because the Hydrovane rudder is a fraction of the size of a yacht’s rudder, the greater forces imposed by a larger, faster yacht may not allow the auxiliary rudder to steer a good course. Hydrovane says as much on its website: “In each case for heavy boats, the customer must help gauge the suitability. The Hydrovane’s steering power diminishes as the size of the boat increases and is challenged at higher boat speeds starting at perhaps 10 to 12 knots.”  

Several years ago, I was crew on a 60-foot staysail schooner when, running in 40 knots of wind with 10 knots of boat speed and a building sea, the plainly overpowered Hydrovane allowed us to broach. There are those who believe the Aries, Monitor or another servo-pendulum type using the yacht’s rudder to steer is better suited to a big, heavy yacht, especially in gale conditions.

But while the “best” model of vane steering is debated and is, in my opinion, a matter of the yacht type, among serious cruisers, the value of vane steering is without dispute. On Far and Away , we’ve had vane steering for three years, and it has transformed our cruising. Double-handed passages, even ocean crossings, are not only do-able but a pleasure.  

The vane has made me a better sailor by forcing me to take care to keep the yacht in balance and by telling me emphatically when I have failed. If you are on the fence about vane steering, do your research, talk to owners of similar boats about their experiences with various vane models and take the plunge. The brand name systems, whether Aries, Monitor, Windpilot, Hydrovane or another, are all proven good, and all have their zealous fans, but before you install your system, you must, as best as you can, ensure that it is a good match for your yacht.  

Then you can go anywhere. 

Nico Walsh is an admiralty attorney living in Freeport, Maine. A former Coast Guard officer, merchant mariner and commercial fisherman, Nico has been sailing for five decades. He and his wife Ellen cruise extensively on Far and Away , their Cabo Rico 34.

The Boat Design

Monday, november 18, 2019, model yacht steering gear.

The vane gear fitted to grove pond yachts is a result of two years development. a balsa feather mounted to a friction mounting is counter balanced by a sliding brass weight. this is so the weight of the feather will not effect the steering when the boat heals.. Braine steering gear a j fisher pond yacht. elgin houchins. model sailboats. see more pond yacht" simple steering gear - will it work? | model boats. anthony cardoso. modelos ship. wooden model boats model ships sailboat scale models rigs boat building craft projects project ideas sailing. pond yachts and sailing models. see more what. That a yacht sails, or should sail, primarilv on the "set" of its sails and that the steering gear is an adlunct: verv necessary on some points of sailing but still an adiunct. this leads us to the first instructive section under the title of 'know the parts', in which the various parts of the hull and rigging are described. know the parts.

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Braine and Vane Steering Drawings Model Boat Plan

• Description

Two sheets showing full working drawings for a variety of steering and sail control devices for vintage, restored and replica yachts of all types. Most diagrams fully dimensioned for reproduction by competent model makers. Designed by G W Clark. Featured in: Free Plans MMI July 2001 3 Star Difficulty Rating

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Model Yachting by Full-Scale Designers

Nathanael Herreshoff and Commodore R.M. Monroe sailing in Florida. (© The Herreshoff Marine Museum. Used by Permission)

Both Nathanael and Francis Herreshoff were avid model yachtsmen. Francis sailed in competition in both Central Park, New York, and Redd’s Pond in Marblehead, and established the “450” class that preceded the famous M Class.

Nathanael invented the vane steering gear and sailed models to the end of his life. The picture below shows him and Commodore R.M. Monroe skiff sailing a Herreshoff model at Coconut Grove, FL in 1925 or 1926. It’s pretty hard to see, but the model is carrying Herreshoff’s vane gear. A closeup is in the page on free-sailing model yachts.

(© The Herreshoff Marine Museum. Used by Permission)

Here is a close-up of the model. It is not known whether the model was designed to any particular class. The arrangement of the spars is of interest. Although not visible on the picture, the model had a high aspect ratio “dagger” rudder to complement the vane steering gear.

Another full-scale designer active in model yachting was Norman Skene, author of the classic Elements of Yacht Design. Early editions of that book had a chapter on model yachting and a discussion of rating rules. The plans below are for a 22″ LOA model designed by Skene, and were published in 1930.

Yachting Monthly

• Digital edition

Windvane steering: why it makes sense for coastal cruising

• Will Bruton
• October 15, 2018

No electricity needed, built for gale-force conditions and currently experiencing 
something of a renaissance amongst 
cruisers; windvane self-steering makes sense for coastal cruisers as much as 
offshore voyagers. Will Bruton took 
an in depth look at the options 
and how they work.

‘The distance run was 2,700 miles as the crow flies. During those 23 days I had not spent more than three hours at the helm. I just lashed the helm and let her go; whether the wind was abeam or dead aft, it was all the same: she always stayed on her course,’ wrote Joshua Slocum in 1895.

The ability of his long-keeled Spray to hold course without input from the helm was instrumental 
in making her the first yacht to circumnavigate single-handed.

Few modern boats bear these inherently balanced characteristics, so some form of autopilot is necessary to allow the skipper to rest.

Even for crewed passages, it can take an enormous strain off the crew without draining the battery. Some insurance companies even count windvane steering as an additional crew member, such is its contribution to life on board.

Unlike an electronic autopilot, self-steering needs no power

One solution experiencing something of a renaissance, is windvane self-steering.

Requiring no electricity, mechanical self-steering gear was first designed in an age when autopilots were the preserve of large ships and heavy motor cruisers. The principle is relatively simple and pure physics.

What mechanical self-steering cannot do is hold your yacht on a compass course. However, as anyone that’s experienced a sudden wind shift or squall whilst away from the helm knows, steering to a wind angle is preferable most of the time as you are far less likely to crash gybe, and the sails remain correctly set.

Self-steering gear achieves this by presenting a vane directly into the wind. When the wind acts on either side of this vane, it tips, transferring this action through the mechanism below to either a rudder or a servo pendulum which acts on the main rudder, altering the boat’s course.

The two main systems

Servo-pendulum

A derivative of the servo-trim tab principle invented by Blondie Hasler, servo-pendulum self steering gear uses the speed of the yacht going through the water to push against the servo-paddle, creating a substantial force, which is then transferred to the yacht’s own tiller or wheel by control lines.

The wind itself does not provide the power for the steering; rather it adjusts the angle of the paddle, relying on the hydro-mechanical energy of the boat going through the water to do the work of steering the boat.

Popular before the advent of the small craft electronic autopilot, it’s particularly well suited to yachts under 40ft in length, and can be swung out of the water when not in use.

There are now several derivatives, including some available as a self-build kit. Amongst the Golden Globe Race entrants, models included Aries, Monitor, Windpilot and Beaufort systems.

One disadvantage of the servo-pendulum gear is that it uses the yacht’s rudder, meaning it does not double up as an emergency rudder should the yacht’s steering be disabled, although some servo-pendulums can be adapted.

Direct drive systems

Wind vane steering linked to a secondary rudder is the most inherently simple of the mechanical self-steering systems, but relies on a much more powerful transmission of force between a large-surface-area wind vane and the system’s own independent rudder.

Direct drive systems feature a large fully independent auxiliary rudder

This has the advantage of ensuring 
a back up steering method is already on board but also requires a heavy-duty installation to bear the load and strain that will be exerted.

One of the most popular models is the Hydrovane, which is now available in several different sizes and shapes depending on 
the boat it is being installed on.

The size 
and shape of the fabric-covered windvane is directly proportional to the size of yacht, and has been installed successfully on yachts in excess of 50ft in length, including multihulls.

When the boat veers off course, the 
wind hits the vane on one side or the other, deflecting it away from the vertical.

This then acts on a gear that converts 
this sideways movement into rotation to directly steer a relatively large rudder suspended from the boat’s transom via 
the installation framework.

Setting up windvane steering

Balancing the boat.

‘Before doing anything, you have to get the boat sailing well. It demands you take the time to get your boat properly balanced, correctly reefed and with no weather helms; so it actually makes you a better sailor!’ explains Nick Nottingham, who recently fitted a Hydrovane to his Hallberg-Rassy 42, Spellbinder . Nick is about to use the system on an Atlantic circuit.

Self-steering relies on a well balanced boat. As the wind shifts, the mechanism corrects

Self-steering gear works by adjusting the yacht’s course in relation to the apparent wind. The first step to making this work as efficiently as possible is to balance the boat and reduce the amount of input required.

Sailing conventionally, the yacht should be easy on the helm and not overpowered.

Setting the system for the conditions

Whether servo-pendulum or direct drive, most self-steering systems have one or more methods of adjustment for the conditions. In light airs, the wind vane will be exposed as much as possible to the wind, to exert the maximum force on the system, whereas in heavier weather, the vane’s height can be lowered, reducing the force acting on the system.

Some systems, like the Hydrovane, Monitor and Beaufort have different sized vanes that can be swapped, while the Windpilot and Aries allow the vane to be raked aft, presenting a shorter level.

With the wind vane attached, you are ready to remove the locking pin and engage the steering mechanism

On some set ups, the power exerted on the steering system can also be adjusted at the point where the wind vane meets its pivot, just like changing sensitivity on an electronic autopilot. By controlling the rotation of the rudder or paddle created by the windvane, you control how aggressively the system corrects the boat’s course.

Changing the gearing at the point where the wind input creates the steering output achieve an increase or decrease of ratio.

Engaging the system

To engage the system, set the yacht on course and adjust the wind vane so that the wind is flowing over it with the least resistance, like a blade.

If you a using a system with its own rudder, centralise and lock the yacht’s main rudder, simultaneously engaging the self-steering mechanism.

Once engaged, monitor how the system adjusts and double check your sails are trimmed correctly.

As the vane moves it will adjust the steering accordingly.

In heavy weather, reduce the system’s power to ensure the least amount of strain.

Self-steering systems work efficiently in strong winds but most will steer comfortably in light airs as well.

Course adjustments

When the wind vane is vertical, you are on course. When the vane is deflected, the system is adjusting course.

Changing the direction you want to go in is simply a matter of altering the self-steering system’s vane angle relative to the wind.

On most systems this is achieved by a steering line that can be run into the safety of the cockpit, meaning you do not necessarily need to adjust the vane itself directly.

Make small adjustments until the yacht comes onto the desired course, trimming the sails appropriately.

A standalone system?

Whilst self-steering systems offer a much more resilient option than an electronic autopilot for heavy weather, when there is no sailing wind, they cease to be useful.

Here an electronic tillerpilot has been plugged directly into the Hydrovane auxiliary rudder

For this reason, most cruisers also have a conventional electronic autopilot on board to steer under engine.

In the case of systems incorporating a rudder, many also make it possible to easily engage a tiller pilot onto the system’s auxiliary rudder for use under engine.

Self-steering on the Golden Globe Race

If there’s one place that mechanical 
self-steering fandom bordered on the evangelical this year, it was at the start of 
the Golden Globe Race .

50 years previously, Robin Knox-Johnston’s world first single-handed circumnavigation was steered by his own self-steering gear system until it failed 
near Australia.

Restored to her former glory, 
Knox-Johnston’s Suhaili joined the parade; along with Indian competitor Abhilash Tommy’s replica yacht Thuriya , which sports a commercially made Windpilot servo-pendulum system.

Self-steering gear on Suhaili. Credit: Nic Compton/Alamy Stock Photo

With this year’s revival competition using 1960’s technology and electronic wizardry strictly prohibited, mechanical self-steering systems are effectively the only option for competitors. Each has chosen carefully.

Competitors in the race are using a variety of systems including Hydrovane, Aries, Monitor, Windpilot and Beaufort.

Due to the nature of the boats competing being long keeled, they are ideally suited to mechanical self-steering, naturally holding course better than a modern hull. However, should systems fail and prove unrepairable, it will be hard 
for them to remain competitive in the race.

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Self Steering Vane

$ 32.00 – $ 47.00 (USD)

Plans for a wind vane system for self-steering. Suitable for sailboats from 21 to 60ft. System fits most transom type sailboats.

Gear operates an auxiliary rudder. Pictures show the vane gear, fitted to a Hartley Fijian 37.

We need to know the length of you boat so we know we are sending you the right plans. Please select the length of your boat from the list below.

Plans can be shipped folded in a large envelope or shipped in a sturdy cardboard tube (add $15.00 USD)

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Nickolas_ said: Hello guys! One of the things in life that is never enough - it's power. The day I bought the car I was quiet satisfied with its stock 245hp. After a while I've realized that I want more. The result - I've had catless downpipe and "magic box" ECU installed. The outcome was dramatic: the car learned to fly - sometimes, literally. :rofl: It now does 0-200 even slightly faster than a stock 535i. :thumbup: But now I'm up for more. I've noticed that when speed exceeds 200kph the acceleration rate drops distinctly - and I don't like this. My first pick was to replace OEM air filter with high-flow air filter (K&N), but after studying the forum I realized that this won't do any good. So the question is: what else can I do with my BMW to make it go even more faster? Another question - how to remove the speed limiter? Has anyone done it yet? Really annoying thing, especially when you're on a long empty highway... Click to expand...

Much cooler air will definitely help turbocharged (or any) engines, but the denser air also means a lot more aerodynamic drag.  

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VESSEL REVIEW | Sinichka – Electric commuter boats designed for Russia’s Moskva River

A series of three new electric monohull commuter ferries have already begun operational sailings on the Moskva River in the Russian capital Moscow.

Built by Russian shipyard Emperium, sister vessels Sinichka , Filka , and Presnya – all named after rivers in Moscow – are being operated by the Moscow Department of Transport and Road Infrastructure Development (Moscow Deptrans). They are the first units of a planned fleet of 20 vessels that will serve the capital city and other nearby communities. The new ferry system will be the water transport system to be operated on the Moskva River in 16 years.

Each vessel has a welded aluminium hull, an LOA of 21 metres, a beam of 6.2 metres, a draught of only 1.4 metres, a displacement of 40 tonnes, and capacity for 80 passengers plus two crewmembers. Seating is available for 42 passengers on each ferry, and the main cabins are also fitted with USB charging ports, wifi connectivity, tables, toilets, and space for bicycles and scooters. The cabin layout can be rearranged to allow the operator to adjust the distances between the seats and to install armrests of varying widths.

An open upper deck is also accessible to passengers and is the only area on each ferry where smoking is allowed.

The ferries are all of modular construction with each ferry’s wheelhouse, main cabin, and other structural elements being built as complete, separate components. This enables the ferries to be easily dismantled for transport to anywhere in Russia by rail and then quickly re-assembled within seven days.

The ferries are also ice-capable. Recently completed operational trials on the Moskva showed that the vessels can also easily navigate under mild winter conditions with broken surface ice, though year-round operations are planned for the entire fleet.

The ferries are each fitted with 500kWh lithium iron phosphate battery packs that supply power to two 134kW motors. This configuration can deliver a maximum speed of 11.8 knots, a cruising speed of just under 10 knots, and a range of 150 kilometres.

Emperium said the transfer of rotation of electric motors to the propeller is carried out by direct drive. As a propulsion installation, a pulling rotary propeller-steering column with double screws is used. The installation of double pulling screws, with similar power, allows an operator to increase the efficiency of the propulsion system to deliver a slightly higher speed or to reduce energy consumption. This arrangement also provides the ferries with enhanced manoeuvrability necessary for navigating in close quarters.

The batteries themselves have projected service lives of 10 to 12 years and are fitted with safety features such as built-in fire extinguishers and gas vents. Quick-disconnect features allow the batteries to be easily removed for replacement or maintenance.

Some of our readers have expressed disquiet at our publication of reviews and articles describing new vessels from Russia. We at Baird Maritime can understand and sympathise with those views. However, despite the behaviour of the country’s leaders, we believe that the maritime world needs to learn of the latest developments in vessel design and construction there.

Click here to read other news stories, features, opinion articles, and vessel reviews as part of this month’s Passenger Vessel Week.

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Tags: Emperium Filka Moscow Moscow Department of Transport and Road Infrastructure Development Moskva River Presnya Russia Sinichka WBW newbuild

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Check out Moscow’s NEW electric river trams (PHOTOS)

Water transportation has become another sector for the eco-friendly improvements the Moscow government is implementing. And it means business. On July 15, 2021, on the dock of Moscow’s ‘Zaryadye’ park, mayor Sergey Sobyanin was shown the first model of the upcoming river cruise boat.

The model of the electrical boat with panoramic windows measures 22 meters in length. The river tram - as Muscovites call them - has a passenger capacity of 42, including two disabled seats. The trams will also get cutting edge info panels, USB docking stations, Wi-Fi, spaces for scooters and bicycles, as well as chairs and desks for working on the go. The boats will be available all year round, according to ‘Mosgortrans’, the regional transport agency. 

Passengers will be able to pay with their ‘Troika’ public transport card, credit cards or bank cards. 

The main clientele targeted are people living in Moscow’s river districts - the upcoming trams will shorten their travel time in comparison to buses and other transportation by five times, Mosgortrans stated. 

As the river trams are being rolled out, Moscow docks will also see mini-stations, some of which will also be outfitted with charging docks for speed-charging the boats.  

Moscow is set to announce the start of the tender for construction and supply in September 2021. The first trams are scheduled to launch in June 2022 on two routes - from Kievskaya Station, through Moscow City, into Fili; and from ZIL to Pechatniki. 

“Two full-scale routes will be created in 2022-2023, serviced by 20 river trams and a number of river stations. We’ll continue to develop them further if they prove to be popular with the citizens,” the Moscow mayor said .

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