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HALCYON is a 34.14 m Motor Yacht, built in Italy by Sanlorenzo and delivered in 2018. She is one of 19 SD112 models.

Her top speed is 18.0 kn, her cruising speed is 16.0 kn, and she boasts a maximum cruising range of 2500.0 nm at 11.0 kn, with power coming from two Caterpillar diesel engines. She can accommodate up to 10 guests in 5 staterooms, with 6 crew members waiting on their every need. She has a gross tonnage of 266.0 GT and a 7.6 m beam.

She was designed by Francesco Paszkowski Design , who also designed the interior. Francesco Paszkowski Design has designed 281 yachts and designed the interior of 258 yachts for yachts above 24 metres.

The naval architecture was developed by Sanlorenzo , who has architected 621 other superyachts in the BOAT Pro database - she is built with a Teak deck, a GRP hull, and GRP superstructure.

HALCYON is in the top 30% by LOA in the world. She is one of 2111 motor yachts in the 30-35m size range, and, compared to similarly sized motor yachts, her volume is 79.34 GT above the average.

HALCYON is currently sailing under the Jamaica flag, the 8th most popular flag state for superyachts with a total of 228 yachts registered. She is known to be an active superyacht and has most recently been spotted cruising near Bahamas. For more information regarding HALCYON's movements, find out more about BOATPro AIS .

Specifications

• Name: HALCYON
• Previous Names: TE QUIERO,ARKADIA
• Yacht Type: Motor Yacht
• Yacht Subtype: Semi-displacement
• Model: SD112
• Builder: Sanlorenzo
• Naval Architect: Sanlorenzo
• Exterior Designer: Francesco Paszkowski Design
• Interior Designer: Francesco Paszkowski Design

Available for sale

Available for charter, yacht featured in, yachts like this, from our partners, sponsored listings.

No ordinary yacht delivery

• 22nd April 2020
• by Pete Green

Delivering dreams

Working as a yacht delivery skipper for Halcyon Yachts can never be described as dull. Until the Coronavirus lockdowns, they’ve kept me very busy with some exceptional trips with destinations all over the globe, from Bora Bora, to the Baltic and from Mexico to the Med.

When a call came in to fit in a quick delivery between two already confirmed jobs, I took it on, thinking it would be a straightforward 6-day trip. This is not how things turned out!

The job was to deliver a Halmatic Butler 40 foot Motor Yacht from the southern Tunisian town of Monastir, to Amerimar on Spain’s Mediterranean coast northeast of Malaga.

Before finalising the job, I made my usual pre-confirmation call to the owner to introduce myself and my team and to discuss the delivery and the vessel. For all my yacht deliveries, there is inevitably a back story, but this one immediately stood out.

A well-founded vessel

The engine specified was a Gardner straight 6, 10.5 litre 6LXB – a marinised version of the beautifully simple and strong engine popular in Fire Engines, buses and similar hard-working vehicles. The vessel also boasted a fuel capacity of 4500 litres and with the “lump” purring away at 800 rpm, gave a cruising speed of 6 knots, consumption of 6 litres per hour and consequently, a comfortable range in excess of 4000 NM!

Otters Moon proudly flew a Blue ensign, with the owner being a member of the Royal Scottish Motor yacht Club and had spent many years doing just what she was built for, creating a perfect base for family holidays cruising the beautiful and often remote Scottish islands with family and friends aboard in snug and secure safety, regardless of the vagaries of the Scottish weather.

Sadly, after a period of ill health, the original owner had passed away around three years ago and his son sold her to a Breton, who had spent much of his working life with his brother, between Lorient in Brittany and Reunion Island where Otters Moon was re-registered as Lotre Moun.

A change of mind

As soon as he sold her, he immediately regretted his decision and it played heavily on his mind until around six months ago when he contacted the new owner to advise he wanted to buy her back.

Negotiations took some time, as the boat was now located in Tunisia and flagged outside of Europe, causing further complications. Eventually, a deal was finalised and Halcyon (and myself) were contracted to complete the legalities of the sale and get the boat back to Europe in Almerimar.

After my call to the original owners’ son, I was reassured to hear the history of the boat and advised that the engine had just been serviced so, after covering a number of other details off, agreed to take the delivery on.

I had a two-week time slot for the delivery before my next job and with approximately 800 miles to cover from Tunisia, with options to go via Sardinia and the Balearics, it looked on paper to be quite straight forward.

Best laid plans of mice

As usual, straight forward trips on a chart inevitably never turn out to be so, particularly once you consider the weather and other external factors. The lack of suitable ports of refuge along the Algerian coast and Noonsite advising “Visits by cruising yachts cannot be recommended”! meant that the direct route carried some increased risk, particularly as we were running on an older, single-engine vessel. It turned out that this was to be the least of our challenges!

As always, Halcyon select their teams carefully for their deliveries. My crew were both commercially endorsed Yacht Masters, 1 having lots of windsurfing experience and his own boat kept on the Scottish West Coast, the other being a professional Marine Engineer as well as a Charter Skipper. A dream team for this trip.

I called my crew to get acquainted and agreed pre-departure tasks and best options for travel to the boat. I had already spoken with the very helpful team at Gardner and agreed with them and the owner, to take out a sensible service kit for the engine as a precaution, including filters, seals etc. As we were confirming flights, we got the news that the regional airline FlyBe had gone into administration. One of my crew lived on the Scottish West Coast, close to the Clyde (the original home of Otters Moun).

His original plans to fly from Glasgow were now out of the window, so we elected for him to drive down and join me for a morning flight from Gatwick to Tunis.

My other crew member was travelling from the Southampton area so theoretically we could share the same flight and transfer in Tunisia. Sadly, my second crew was delayed and just missed the flight, so had to rebook with a more convoluted schedule, arriving to the boat eventually just after midnight.

Departing from the UK on 9 March, we were already aware of the rapidly changing situation globally with Corona Virus lockdowns being well established in China and things rapidly deteriorating in Italy and Spain.

On arrival to Tunis Airport, we witnessed hurriedly put together systems for screening passengers, with new forms advising of intended movements, Temperature checks for all passengers and other controls were also in place. There was also a sense of heightened security in place, due to a suicide bombing at the US Embassy in the past few days. We had organised a private transfer for the two-hour ride south to Marina Monastir and our driver proved to be exceptionally helpful and professional.

Let’s get acquainted

We arrived at the Marina before dark where we met the vendor. He was retired and his brother was also in the Marina with his sailboat. We went through some of the boat basics and agreed on a schedule to go over more details and the formalities of the sale and took their recommendation of dining in one of the superb restaurants in the marina complex before turning in for the night.

The following day we spent going through the boat, from bow to stern, checking and recording any issues we found and getting to understand the boat in detail with the vendor and his brother’s help. As with all my deliveries, I allow plenty of time for this process as it’s vital to identify any potential issues before we head out.

Even though the engine had just been serviced, we found that the engine required fluid top-ups, alternator belt tension adjusting, fuel injector leaks fixing and various other minor errors resolving. Fortunately, I had made sure I came with all the engine spares I needed, as well as the tools and know-how between myself and the crew to carry out this work swiftly and effectively.

Phone Connectivity in Tunisia is very expensive on UK roaming tariffs, so we made use of local Wi-Fi in the marina restaurants (in exchange for a coffee or food), to keep the owner and head office informed of progress and to finalise plans for the trip.

Weather in Northern Europe this winter had been dominated by an almost weekly series of low pressures and a more southerly jet stream, causing flooding and storm damage over wide areas. We had been observing the weather for another yacht delivery in Northern Europe for some time by now and were painfully aware of these frequent lows traversing the north Atlantic, as well as the high pressure in Biscay and low in the Gulf of Genoa, assisting the Mistral winds to flow southeastwards from the Gulf of Leon.

Having seen a window to move the boat before the next Mistral would affect this delivery we were pleased to see that conditions would remain relatively favourable in the Southern part of the Mediterranean.

With a day set aside for boat sales and another for victualing and other formalities, we set our sights on departing Monastir on the morning of 12 March.

Marina Monastir is a pleasant place and I bumped into some owners who I had been previously acquainted with.

There was a general concern amongst the cruising community based here, that their plans were having to be rapidly changed, as the news of increasing cases of the virus and consequential lockdowns were being put into place.

I was comfortable with the boat and crew and we focused our energies on ensuring our passage plan was viable. I had already raised concerns about stopping in obvious on route destinations of Sardinia and the Balearic’s, but as news came in of the increased numbers of cases of COVID-19 and the weather window with a new Mistral being forecast to start around 4 days after we were due to depart, I now made plans for a direct 800NM passage to Almerimar, with options to stop over the first day or so, along the Northern Tunisian coast if we ran into any difficulties.

Departure before lockdown

We provisioned fuel accordingly (fuel euro 50 cents per litre!) and after completing departure formalities, we were ushered out of the marina by the port police before 9 am on 12 March.

Once clear of the marina, we set Lotre Moun on a northerly path to clear the various fishing systems in light winds and with little swell. It was great to be moving at last and the boats pleasant rolling movement set up the rhythm for the journey ahead.

We had agreed on a three-hour watch system and with the autopilot working well, we chugged away at a pleasant 800rpm and steady 6 knots. The watch system we had set, allowed for plenty of rest, as well as a schedule for cooking meals. Through the night we navigated close to the coast at Ras At Tib (Cape Bon), so that we could get updated reports on travel restrictions before heading across the Gulf of Tunis.

We were frequently hailed by the Tunisian Coastguard and Navy to check on our intentions during the first 36 hours or so whilst we were in Tunisian Waters, but the communications were brief and courteous. Watches were generally quiet, with very few vessels around.

Things that glow in the night

We did come across various fishing vessels, including a squid fleet close to shore off Ras At Tib. I was off watch at the time and the crew on watch woke me to ask me what I made of the strange glow he saw over the horizon. After a quick check on the charts and radar, I advised that it was most likely a squid fleet and as we came within 5 miles, this proved to be the case.

On the whole, the route we chose was in deep waters, clear of obstructions and hazards, traffic and the main shipping lanes. Our route from the north of Tunisia took us inshore of the traffic separation schemes, with a few degrees North of East, which took us purposely close to the Galite Islands, 24 miles off the coast of Tunisia and close to the Algerian border.

As suspected, naval and coastguard activity remained particularly intense for this part of the passage. We were transmitting on AIS (class B), so for the most part, we were left to continue without radio contact.

Now running south of the main shipping lanes for the next few days, our route kept us clear of coastal fishing activity and firmly in international waters. Our distance offshore varied as the undulating mountainous Algerian coast came in and out of view.

The weather for the first few days was just as forecast, with light winds mainly from astern and an increased swell being generated by the Mistral as it set in 100s of miles to the North. Halcyon Yachts have various communication systems set up, and whilst offshore we were updating our position regularly on Inmarsat.

Adjusting our course

As we passed the halfway point around 50nm off El Jazair, we received an Inmarsat text message from Halcyon Yachts advising of the closure of borders in Spain, Algeria and Morocco and that we should continue west whilst a new program was formulated. Our offshore position off El Jazair was our planned point of departure from North African waters, to make the crossing to Spain.

We made European landfall during our fourth night, close to La Manga and with steadily increasing winds from the E/NE as forecast, we were grateful for the shelter the Sierra Nevada and rugged Spanish coastline provided, as well as the ability to communicate freely on our phones, using our UK roaming services.

Halcyon Yachts’ shore team in the UK confirmed that the original plans to deliver to Almerimar were no longer a sensible option and after various discussions with my crew, we agreed that we would continue towards Gibraltar.

A Greek tragedy

Whilst I was on watch in the early hours as we passed the vast plastic-covered coast of Almerimar, I listened on the VHF to a conversation between two Greek registered leisure vessels and the Spanish Coast Guard. The boats had just returned to European waters from the Caribbean and were wanting permission to enter Almerimar as they had apparently been refused entry to Gibraltar and were running very low on food, fuel and water.

It was sobering to hear the exchanges between the coast guard and one of the vessels’ crew. They were advised that it was illegal to enter and if they did, they would be arrested and impounded. After some extended communications, the Greek vessels elected to enter as they were concerned for their safety and required port of refuge.

As the day progressed, we were advised by head office that, under our commercial papers, we would be allowed to refuel in Gibraltar under quarantine. We were also delighted to hear that another Halcyon Yachts delivery skipper and crew were in Gibraltar and that they would be happy to provision for us so that we could continue directly all the way back to the Clyde, where the owner had ultimately intended to bring Otters moon back to but had now confirmed that this was the best option in the circumstances.

New Mission

Whilst not on any of our agendas, we soon realigned our thoughts and plans for this new assignment. Now also able to receive detailed weather routing information, it was clear that for the last 24 hours along the Spanish coast, we were in for quite a blow, with building seas as the Mistral in the Gulf of Leon, spread its tentacles into the Alboran Sea causing a strong Levant wind to blow from the E/NE.

As there was hardly any leisure vessels about due to the growing restrictions, I elected to take a familiar inshore route, thus avoiding the worst of the waves, winds and swell. This proved prudent and we had a fast and safe passage all the way through to Sotogrande.

As I had travelled this route and entered Gibraltar before many times, I was not particularly concerned of our ETA off Europa Point around 01:00hrs.

We knew we would be in for an interesting ride with strong winds and 3m swell forecast and Europa point did not disappoint as we hand steered with all hands in the wheelhouse for the last two hours.

After clearing with Gibraltar VTS and coastguard, we finally tied up in a deserted Gibraltar alongside around 3.30 am. Having covered approximately 900 nm in around 5 days, we went straight to sleep and rested well.

I was woken at around 08:30 by our Halcyon Yachts shore crew. They could see our quarantine flag and masts over the walls but were unable to access and so we arranged for delivery of supplies through the fuel station.

After some gratefully received bacon sandwiches, we learnt that this other Halcyon crew had only just made it through to Gibraltar. Their delivery from the Canaries to Denia had been similarly curtailed and just before the borders closed, they had managed to leave the boat in La Linea and crossed into Gibraltar by foot where they had been waiting for return flights to the UK.

We were very grateful for the supplies and the understanding of the fuel operators and authorities. They allowed us to stay another night, which gave sufficient time for us to carry out a service on the engine, thorough checks of the boat and a proper rest and preplanning before we pushed on into the Atlantic.

One more unto the breach

Leaving early in the morning on the 19th, With the Levante wind at its full force, I knew we were again, in for an interesting ride until the night fell. Indeed, this was the case. Fortunately we were running from the wind and with a sea of around 3m and a 13-second interval, we made very fast progress on the northern inshore passage through the Gibraltar straits. By now, we had built a lot of confidence in Lotre Moun’s abilities and she comfortably handled these conditions, allowing us to function without drama on board.

We flew past Tarifa, again with minimum traffic and on into the night for the offshore stretch between Trafalgar and the Portuguese Algarve. These coasts are so beautiful and with clear skies pretty much all the way from Tunisia, we felt a sense of sadness that we were unable to enjoy them more. But this was not our mission and keen to get the job done, we focused on keeping Lotre Moun on course and running happily.

Rounding the big corner

Passing Cabo Sao Vicente on the south-western corner of Portugal just before dark, we made the big turn from West to North and with a dying effect from wind and waves from the Levante, we had a day of calm seas as we made towards Cascais.

A less welcome issue for our watches from Cabo Sao Vicente North, was the frequent sight of the notorious fishing pots, often marked with black markers.

Keeping further offshore, outside of the 100m contour helps to avoid these during the night when they are otherwise impossible to spot. Fortunately, Lotre Moun sports a fully protected prop and rudder. This meant that on the two occasions we thought we may have come into contact with fishing pot markers, they harmlessly slipped past us causing no damage or loss.

We closed Cascais just before dark the following evening and with the wind slowly setting from the North, we elected to give my crew a quick familiarisation circuit of the anchorage in Cascais before, heading back around the corner of Cabo Raso. The sunset was again perfect, illuminating the palace at Sintra in the hills above the cape. Once again we were joined by Dolphins, which had been a feature at various points along the way so far and would continue to be a feature on our journey north.

Beautiful Galicia

As our engine had to be allowed to cool completely before we could check fluids, I planned to make an overnight stop on anchor in the protected Ria de Vigo.

All along the northern part of the Portuguese coast, we had increasing swell and winds from a low-pressure system to the North of Biscay and we needed time for this to pass to ensure we had a safe window to cross Biscay.

We crossed back into Spanish waters and the dramatic entrance to the Ria de Vigo at the Galician Cabo Silleiro just after dawn and spoke with the VIGO VTS operator and Spanish Coastguard to advise our intentions.

The operator couldn’t have been more polite and helpful, understanding our predicament and agreeing for us to anchor off the beautiful barrier island of the bay, the Islas Cies.

On anchoring, we all took a well-earned nap, waking up before dark to carry out the checks we needed to do on the boat and engine.

We felt very blessed to be allowed to visit these locations, with no-one else around and in perfect weather. I even managed to jump into the chilly water for my first swim of the trip!

Steering issues

The weather forecast north, gave a tight window for crossing Biscay before a strong and short-lived Easterly in the English Channel, backed and became an untenable northerly in the Irish Sea. We therefore pressed on early into a 20knot NNE which took us into the night off the next great cape en route – Finisterre.

Although part of the original installation and now over 40 years old, whilst rudimentary compared to modern Autopilots, our Decca 150 Pilot had proven to be reliable in all but the strongest conditions. Just before we cleared the Illas Sagres (to the south of Finisterre) however, in the black of night and with large seas and force 6 northerlies, the pilot failed, steering the boat hard to starboard. I tentatively tried to reset it but on the second attempt, I gave up and elected to hand steer until the change of watch.

On inspection we found two broken transistors within the unit and also noticed some free play in the runner which we had not noticed before. Further investigations of the steering at first light confirmed that whilst there was nothing major failed thus far, the play was inside the runner stock and suspected to be caused by a worn keyway.

As with all systems on Lotre Moun, the steering was simple to access and was built “belt and braces”.

After thorough investigations and discussions with head office and the owner, I felt the play in the steering was not a game changer and therefore, was comfortable that we could continue, so increased speed and entered Biscay in dying winds with a course set for the Ile D’Oussant some 300 miles to the North East.

Biscay Beacons

We changed the watches to two-hour watches, to allow for hand steering and for the first day into Biscay, we had to work hard for our miles north. Seas were quite confused and Lotre Moun was not happy for the first time.

At one point during the first morning into the crossing, some 30 miles off the coast of Galicia, we turned south for A Coruna for ½ an hour to get some rest from the confused waves.

Happily as forecast and as confirmed with Halcyons shore team via Iridium, the seas smoothed and we turned back again on course, as the long swells began to dominate from the North and the continental shelf dropped away into the Abyssal Plain of Biscay at over 5000m deep.

Again, we were clear of all traffic, being just south of the major routes and once into Biscay, we left behind the fishing boats that plied their trade on the edges of the continental shelf.

A rapid crossing

We made fast passage across the 320 miles or so of Biscay, making for the light of Oussant and getting a quick updated weather forecast and situation report from Halcyon Yachts, before pressing on for the last 100 miles across the Western Approaches toward the UK.

A lumpy day led in towards dark and again an escort from Dolphins and dying winds as we passed the Lizard Lighthouse and made landfall with another perfect sunset as the south Cornish coast came into view.

Backup support

Due to the concerns with our steering, issues with our Nav lights that we encountered in Biscay and to allow us to replenish supplies, Halcyon Yachts had made arrangements for us to stop in Mylor. Our shore team (the same fantastic yacht delivery skipper that supplied us in Gibraltar) would arrange for a socially distanced resupply and check on fixes for our rudder and Autopilot.

Understandably arriving in the early hours of the morning, we were initially treated with some hostility by one of the residents in Mylor due to the lockdowns that were just being put into place, but when we explained our circumstances, this initial concern soon disappeared.

What had taken the previous Breton owner two years to complete, had taken us around two weeks including our short stops in Gibraltar and Vigo.

Although one day merges into another when offshore, coming to land brings all sorts of rules and schedules of its own and now with a weekend in full swing and most things shut due to COVID-19 restrictions, we felt very lucky to be given safe harbour.

The engineer that Halcyon Yachts had arranged soon confirmed the steering fault was caused by a loose keyway, repaired our navigation lights, but sadly could not fix our autopilot.

Our shore-based skipper managed to get all the supplies for us we needed, just as well as the forecast Northerly in the Irish Sea was now belting out 40-knot winds, making our journey past Lands’ End and north again, untenable.

Frenchman’s Creek

We agreed to wait things out for a couple of days and moved to anchor in the Helford River for the second night.

What a beautiful place the Helford is and we were blessed to have it all to ourselves, with a perfect sunset followed by a spectacular sunrise as we weighed anchor on 1 April and headed out Easterly from the Helford estuary, before turning back Westerly for the Lizard and Lands’ End.

With the tail end of the Easterlies assisting us on our onward passage, we made the inshore route past Longships light in relatively benign conditions, sheltering from the remnant of the seas caused by the blow that had just passed through the Irish Sea.

After Longships we headed north, altering course as the seas turned to a muddy brown and the light faded in the Bristol Channel, aiming for the corner of Southern Ireland and Tuskar Lighthouse.

The Emerald Isle

The muddy brown waters and strong tides of the Bristol Channel were now behind us and the sea changed to a grey/green colour as we passed Tuskar Light and approached the Irish Coast just after dawn.

The winds were forecast to build again as we steadily progressed North, this time with a wind direction from the North West, as the next Atlantic low bore its way through the south of Iceland.

Our plan to wait out in the Helford River and to cross the Bristol Channel in light winds had paid off. As the winds increased in the approaches to Dublin, we were grateful for the shelter that the Irish green and beautiful coast provided. We entered Dublin Bay passing through the narrow sound between Dalkey Island and Sorrento Point just as the evening light illuminated Dun Laoghaire and the chimneys of Dublin beyond.

Never has Dublin looked so close and inviting, but with a strict lockdown in place, we were sadly unable to stop.

Just after I fell asleep as I came off watch around 10 pm, my crew woke me as they slowed the vessel and woke me to advise we were being approached by Customs and Border vessels. Sure enough, two vessels were chasing us down under blue lights and soon after, boarded us to question our intentions.

They relaxed after a while and radioed through to base to ask for verification of our story and if we should be allowed to continue. After some 2 hours and close to Strangford Loch, they finally left us to re-join their accompanying vessels with their blessings.

A friendly voice

During the Small hours, whilst I was back on watch, I had an interesting conversation over the VHF, with the skipper of an Irish fishing vessel heading out to the fishing grounds.

We had elected to do the “right thing” (even though we were a stand-on vessel), altering course to allow him safe passage and the skipper appreciated the gesture and filled me in on the restrictions that were being implemented ashore.

He complimented us on our timing with the tides for the passage ahead, which had been a feature of our journey now since passing Oussant Lighthouse on the north coast of Brittany and he confirmed that we should expect a favourable push all the way up the Scottish coast, with following winds to boot.

At dawn, with winds backing to the South East and easing, we broke free of the welcome shelter provided Northern Irish Coast and set our sights on the short hop over to the Scottish Coast.

Savouring the taste of things to come, we enjoyed bacon sandwiches together for breakfast and all remained on the bridge for the rest of the day.

It’s in her soul

Lotre Moun (or now she was back in home waters, should I now refer to her as Otters Moon again?) seemed to sense she was close to home and plodded away with a new spring in her step!

Under April skies, we managed to avoid the worst of the showers, but they were just enough to clear the Pilothouse windows from the worst of the salt that he had accumulated since leaving the Helford River.

The wide outer reaches of the Clyde are protected by the majestic basalt bastion of Ailsa Craig and this slowly loomed out of the enveloping mists as we approached. We came within a stone’s throw of this amazing island and witnessed 1000’s of gannets on their nests and fishing off its coast.

Later we passed between Arran and Holy Island, savouring the greens and beautiful buildings, sheltered in the bays with the mountains and rainclouds providing a dramatic backdrop. Almost home, as we spoke with Clyde VTS and entered the narrows between the islands of Cumbrae. We made a perfect landfall, just as the sun was setting.

A phone call to the vessels owner, who was filled with pride having seen us pass close to his house in Greenock made a very satisfying end to the day.

Curfews and curlews

Having packed and carried out a thorough tidy the night before, we had made arrangements for a vehicle to be left securely for us at James Watt Marina well ahead of our arrival. We awoke before dawn and transferred all our personal belongings across to the vehicle, leaving one of our crew to drive round to Gareloch, whilst we took the boat across to leave her on anchor (saving us the job of transferring things across in the tender).

As we approached Gareloch, the Police and Royal Navy guard vessels moved away, allowing us entry. The scene was perfect. Some remnants of snow on the surrounding mountains and a mirror-calm loch, with reflections and that special intense morning light that is exaggerated by our latitude.

Silvers Marine occupies a sheltered and commanding site near Loch Gareloch’s entrance. We tied Otters Moon to one of the deepwater mooring buoys that would normally be occupied at this time of year, but we had our pick, being the only vessel on the loch.

Putting her trusty Gardner to rest, and turning off all the breakers, the silence was broken by the sound of Curlews, who seemed to be welcoming Otters Moon back home.

As we left the marina for the short drive past Faslane Naval base on to a closed Glasgow airport to make a prearranged transfer to a rental car to drive south, Otters Moon’s owners called us again, to tell us just how much it meant to him and what a wonderful achievement it was to get her back home in such challenging times.

He had apparently seen us leave and pass his house again that morning and had been contacted by friends, excitedly telling him that his father’s boat was finally back home where she belonged. What a superb chapter in what proved to be an epic journey in challenging circumstances.

With highly qualified and experienced crew, Halcyon Yachts Ltd offers a dedicated international yacht delivery service. For more information or to see details of their recent deliveries please visit  

https://halcyonyachts.com/

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41m  /  134'6 | feadship | 1989 / 2011.

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Novosibirsk city, Russia

The capital city of Novosibirsk oblast .

Novosibirsk - Overview

Novosibirsk is the third most populous city in Russia, the administrative center of the Siberian Federal District and Novosibirsk Oblast. It is the largest business, cultural, transport, educational, and scientific center of Siberia. Novosibirsk is often called the “Capital of Siberia”.

The population of Novosibirsk is about 1,621,000 (2022), the area - 503 sq. km.

The phone code - +7 383, the postal codes - 630000-630901.

Novosibirsk city flag

Novosibirsk city coat of arms.

Novosibirsk city map, Russia

Novosibirsk city latest news and posts from our blog:.

29 November, 2020 / Novosibirsk Akademgorodok - the scientific center of Siberia .

25 December, 2018 / Chuya Highway - the Most Picturesque Road in Russia .

18 September, 2018 / Novosibirsk - the view from above .

10 December, 2014 / The night views of Novosibirsk .

17 July, 2014 / Novosibirsk hit by a heavy hailstorm .

More posts..

History of Novosibirsk

Foundation of novosibirsk.

Novosibirsk is a city with a very interesting history. Unlike many other cities in Russia, it does not have a specific founder. Since the 18th century, on the left bank of the Ob, one of the largest rivers in the world, there was the village of Krivoshchekovo, where migrants from the European provinces of the Russian Empire lived. However, it did not become the basis of Novosibirsk. The city was born on the other, right, bank of the Ob, when the Trans-Siberian Railway approached it in 1893.

Originally it was just a village for the builders of a railway bridge across the Ob. It could turn out to be temporary and disappear after the completion of construction, if not for the combination of several factors that contributed to the development of trade - a large river, a railway, a flat relief convenient for building. At first, the village was named Alexandrovsky, in honor of Emperor Alexander III. For the third anniversary, it received a new name and became Novonikolaevsky, in honor of the Emperor Nicholas II.

In 1897, the first trains went across the bridge. The settlement was quickly growing. By 1898, there were already 7.8 thousand people in the village. In 1903, when the village acquired the status of a town with the name Novonikolaevsk, its population was 26 thousand people. In the 1910s, Novonikolaevsk experienced a construction boom. By 1913, the population of the city was 86 thousand people.

Novonikolaevsk, was the center of the major lines of communication, in which the navigable Ob River crossed with the Great Siberian Way and the Altai Railway. The First World War turned the city into the largest center for training troops beyond the Urals.

More Historical Facts…

Novosibirsk - the Siberian Chicago

In 1921, Novonikolaevsk received the status of the administrative center of the Novonikolaevsk Governorate. In 1925, it became the administrative center of the huge Siberian Krai - practically all the regions of Trans-Ural Russia.

The capital of the new huge region needed a new name. Here are just some of the proposed names: Krasnograd, Sibleninsk, Krasnoobsk, Sibkraisk, Sibkraigrad, Leningrad-on-Ob. On February 12, 1926, Novonikolaevsk (“a new city of Nicholas”) was renamed Novosibirsk (“a new city in Siberia”. In 1926, at the Regional Scientific Congress, it was decided to turn Novosibirsk into a “promsad” (“industrial garden”) or “city-garden”. About 120 thousand people lived in the city at that time. The city got the nickname “Siberian Chicago”.

The main elements of the renovated Siberian capital were supposed to be “social towns” - complex residential areas at factories and plants. New cadres were needed to build a new society. Novosibirsk quickly became a city of students. In the 1930s, 8 universities and 10 technical schools were opened here. The city became the Trans-Ural capital of such an architectural style as constructivism.

On July 30, 1930, due to the division of the Siberian Krai, Novosibirsk became the center of the West Siberian Krai. In 1934, a new railway bridge was built across the Ob River and the population grew to 294 thousand people. By 1939, it increased up to 406 thousand people. On September 28, 1937, the West Siberian Krai was divided into Novosibirsk Oblast with the capital in Novosibirsk and Altai Krai.

During the Second World War, the enlistment offices of Novosibirsk Oblast sent more than half a million soldiers to the front. There were 115 evacuation hospitals in the region. Almost 27% of all shells fired by the Red Army during the war were produced in Novosibirsk. Despite the fact that not a single bomb fell on the territory of Novosibirsk, the pre-war city disappeared forever. Instead of the planned residential areas/parks, industrial zones of evacuated factories appeared, a lot of buildings changed their civilian purpose to military-industrial (some of them - forever).

The evacuation radically changed the demography of Novosibirsk - people evacuated from Moscow and Leningrad brought with them a new way of life, new artistic tastes. A lot of them stayed in Novosibirsk after the war. During the war years, Novosibirsk also became the center of the musical culture of Siberia. The Novosibirsk Opera and Ballet Theater, one of the main attractions of Novosibirsk, was opened on May 12, 1945.

Novosibirsk after the Second World War

The demographic inertia of the evacuation turned the pre-war Novosibirsk into a metropolis. By 1956, its population increased to 750 thousand people. On September 2, 1962, a millionth resident of the city was born. It took Novosibirsk only 70 years to achieve this status from the moment of its foundation, which made it the youngest of all million cities.

In 1950, the construction of the Novosibirsk hydroelectric power station began; a large reservoir was created, the so-called Ob Sea. The idea of creating a Siberian branch of the USSR Academy of Sciences in Novosibirsk was implemented in 1957. About 20 kilometers south of the center of Novosibirsk, in the middle of the forest, Akademgorodok was built - a town of scientists. In 1959, Novosibirsk State University was opened.

In 1979, construction of the metro began in Novosibirsk. Opened in 1985, it became the first one in the Trans-Ural part of Russia. Today, the Novosibirsk metro has 13 stations and annually carries about 70 million passengers.

In 1990, the bridge that had given rise to the city was reconstructed. To preserve the memory of the first builders, one of its span structures was installed on the embankment of the Ob in the park “Gorodskoye Nachalo”.

The transition to a market economy led to a sharp drop in production. High-tech industries, such as radioelectronics, microelectronics, instrument making, and aircraft construction suffered especially heavy losses. In 1991-1998, industrial production in Novosibirsk decreased by more than 3 times.

In the 1990s, the economic structure of the Novosibirsk region and Novosibirsk underwent fundamental changes. The main structural change was that the production of services in the city began to exceed the production of goods, the role of industry decreased, the share of transport, trade, communications, agriculture, and a lot of branches of market services increased.

Thus, the potential points of growth of Novosibirsk reproduced on a new historical, technological, and institutional basis the initial system of its development priorities: a large transport hub in the system of transnational transport corridors, a trade, intermediary, and financial center - the center of Siberia, a large business, scientific, educational, and cultural center.

In the 21st century, Novosibirsk became the first Russian city (after Moscow and St. Petersburg) to exceed the population of 1.5 million.

Architecture of Novosibirsk

The building of the West-Siberian Railway in Novosibirsk

Author: Vytautas Podlesaitis

Old building in Novosibirsk

Author: Andrey Osokin

On the street in Novosibirsk

Author: Serge Klimenko

Novosibirsk - Features

Novosibirsk is the most populous city in the Asian part of Russia. It is located in the southeastern part of the West Siberian Plain on both banks of the Ob River next to the Novosibirsk reservoir. The width of the Ob River within the city is 750-850 meters. The City Day of Novosibirsk is celebrated on the last Sunday of June.

The city is located in the continental climatic zone. The flatness of the territory allows both cold waves from the north and heat waves from the southwest to freely spread. That’s why both severe frosts and short-term thaws can be observed in winter. The duration of winter is 120-130 days, summer - about 90 days. The average air temperature in January is minus 16.5 degrees Celsius, in July - plus 19.4 degrees Celsius.

On the coat of arms of Novosibirsk you can see a schematic image of the Ob River and the bridge across it, part of the Trans-Siberian Railway, which gave rise to the city.

The economy of Novosibirsk is based on industry, trade, transport, science, and scientific services. The city is successfully developing in the absence of large resource-extracting enterprises in the region, which distinguishes it from most large cities in Siberia.

The main activities of industrial production are: production of food, computers, electronic and optical products, chemicals, vehicles and equipment, metallurgy, beverage production. Novosibirsk is one of the leading suppliers of nuclear fuel for nuclear power plants and research reactors in Russia and abroad.

Novosibirsk is the largest scientific center in the Asian part of Russia. More than 100 organizations carry out research and development in this city. There are about three dozen higher educational institutions here.

It is the largest transport hub in Siberia connecting Siberia, the Far East, Central Asia with the European regions of Russia. Novosibirsk is also a river port. The city is served by Tolmachevo International Airport, the largest in terms of passenger traffic in the Asian part of Russia. The airport is located at the intersection of a large number of flights from Southeast Asia to Europe and from North America to India and Asia.

Novosibirsk was the only city in Russia located in two time zones. Since its foundation, it was growing in two parts along different banks of the Ob. And since the meridian of the hour passed right along the Ob River, there were two time zones in one city. On the left bank, the difference with Moscow was 3 hours, and on the right bank - 4 hours. At first, this did not cause much inconvenience as each half lived quite apart. In 1955, when the first road bridge across the Ob was built, the city became more connected. In 1958, Novosibirsk switched to a single time zone.

Despite its young age, Novosibirsk has 145 monuments of architecture, history, monumental art and archeology taken under state protection. 47 monuments of wooden architecture of the late 19th - early 20th centuries are of particular value. There are also over a dozen different museums in Novosibirsk.

Main Attractions of Novosibirsk

Novosibirsk Zoo - one of the largest and best zoos in Russia, where about 11,000 animals, birds, and reptiles of 770 species are kept on an area of 63 hectares in a pristine pine forest. More than 350 species are listed in the International Red Book. This zoo is visited by about one million people every year. It also hosts ecological events and festivals. Timiryazeva Street, 71/1.

Novosibirsk Theater of Opera and Ballet . Founded in 1945, it is one of the leading theaters in Russia. It occupies the largest theater building in Russia constructed in the constructivist style in 1931-1941. This unique architectural complex has the status of a cultural heritage of the Russian Federation. It is one of the symbols of Novosibirsk and probably its most recognizable building.

The main feature of the building is its huge dome with a diameter of 60 meters and a height of 35 meters. The large hall of the theater can accommodate 1,449 spectators. The theater is located on Lenin Square - the main square of Novosibirsk, where you can also find a number of interesting monuments. This theater is also known as the “Siberian Colosseum”. Krasnyy Prospekt, 36.

Novosibirsk Museum of Local Lore - one of the main museums in Novosibirsk. The historical department of the museum is located in a picturesque building of the former City Trade House (a monument of history and architecture of federal significance built in 1910).

This museum has a number of unique exhibits: a complete mammoth skeleton, collections of household and religious items of Siberian peoples collected by expeditions in the 1920s-1930s. There are also collections of numismatics, woodwork, glass, porcelain and faience, an archaeological collection, etc. Krasnyy Prospekt, 23.

Novosibirsk Art Museum . The permanent exhibition presents the following sections: icons (old Russian art), foreign art (works of Italian, French, Flemish, Dutch, Belgian, German masters), Russian art of the 18th-19th centuries (works by I. Shishkin, A. Kuindzhi, I. Repin , V. Surikov, and others), Russian art of the early 20th century, art of the Soviet period, Russian art of the late 20th century. There is a separate section devoted to the works of N. Roerich. Krasnyy Prospekt, 5.

Novosibirsk Museum of Railway Technology . This museum has a large collection of steam, diesel, and electric locomotives, carriages, which mainly operated on the railways of Western Siberia. In addition, you can see such Soviet cars as GAZ, Moskvich, ZAZ of different years of production, as well as several trucks, tractors, and all-terrain vehicles. The total length of the exhibition grounds is about 3 kilometers. It is the largest museum of this subject beyond the Urals with over 100 exhibits. Razyezdnaya Street, 54/1.

Alexander Nevsky Cathedral (1897-1899). Built of red brick in the neo-Byzantine style, this is one of the first stone buildings on the territory of Novosibirsk and the most beautiful church in the city. Krasnyy Prospekt, 1A.

Monument to the Laboratory Mouse . This unusual monument is located in a public garden near the Institute of Cytology and Genetics of the Siberian Branch of the Russian Academy of Sciences on the territory of Akademgorodok. The mouse with glasses holds the knitting needles in its paws and knits a double helix of DNA.

The monument symbolizes gratitude to this animal for the fact that mankind has the opportunity to use mice to study animal genes, molecular and physical mechanisms of diseases, and the development of new drugs. Akademika Lavrent’yeva Prospekt, 10/2.

Zaeltsovsky Park - one of the oldest parks in Novosibirsk that celebrated its 85th anniversary in 2017. The park has all the conditions for a comfortable and cultural pastime: walking paved paths, rides, summer verandas and gazebos, a paintball club, an ice rink, a rope park, etc.

For history buffs, the ethnopark “Territory of Siberia” has been created, where everyone can get acquainted in detail with the culture of the indigenous peoples who lived in these places several hundred years ago. In winter, it is a great place to go skiing. There is also a children’s railway with a length of 5.3 km here. At the terminal station, you will be offered to go to the Novosibirsk Zoo, which is located nearby.

Novosibirsk Central Park - a large park in the center of Novosibirsk and the oldest park in the city. On an area of 10.5 hectares, there are summer cafes and ice cream kiosks, dozens of rides and sports equipment rental points. There is an open-air skating rink in winter. The park often hosts festivals, concerts, and tournaments. The Novosibirsk Theater of Musical Comedy is also located here. Michurina Street, 8.

The Ob River and “the Ob Sea” . The Ob is one of the world’s largest rivers, its length is more than 3,600 km. This river flows through a lot of Siberian cities. Within Novosibirsk, the river is transformed into a large reservoir, which bears the unofficial name “the Ob Sea”. The main purpose of the water reservoir is to generate electricity. Also, the shores of the “sea” are a popular recreation area for locals and city visitors.

Novosibirsk city of Russia photos

Novosibirsk views.

Novosibirsk Thermal Power Plant #5

Author: Grigory Filippov

Novosibirsk Zoo

Author: Artemov Ruslan

Pre-revolutionary building in Novosibirsk

Soviet monuments on Lenin Square in Novosibirsk

Monument to Revolutionaries in Novosibirsk

Author: Pascal Winkler

Monument to Peasants in Novosibirsk

Lenin Monument in Novosibirsk

Pictures of Novosibirsk

Saint Nicholas Chapel in Novosibirsk

Author: Vladimir Kharitonov

Pavilion Globe in Novosibirsk

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Ramsar Sites Information Service

Chany lakes.

• Country :   Russian Federation
• Site number :   680
• Area :   364,848 ha
• Designation date :   13-09-1994
• Coordinates :   55°01'N 77°40'E

Administrative region :   Novosibirsk Oblast

• zakaznik/nature sanctuary
• Last publication date :   01-01-1997

Ramsar Information Sheet (RIS)

• RU680RIS.pdf
• RU680map1.pdf
• RU680map2.pdf