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The Best Hybrid Superyachts in the World

These eco-conscious vessels offer all the luxury of your typical superyacht.

By Emma Al-Mousawi

Hybrid power is seen as one of the most exciting innovations in the yachting world, with more superyacht owners demanding their vessels leave a smaller carbon footprint.

It is somewhat disputed quite how long hybrid superyachts have been around. Some would argue that Royal Huisman’s Etheral was the first superyacht to pioneer the use of hybrid technology when she launched in 2008. Others would say that hybrid power in fact arrived seven years later in the form of Feadships’s Savannah, featured below.

What can be agreed is that the hybrid superyacht is here to stay, and since both  Etheral  and  Savannah hit the water, numerous luxury shipbuilders have followed suit. But what actually is a hybrid superyacht? Bjorn Moonen of Ghost Yachts offers a straightforward explanation in Superyacht News. He said: “A hybrid yacht is basically a yacht that can be propelled by two different energy sources. Most commonly these are a combination of diesel and electric propulsion systems”.  As in cars, this system is infinitely greener thanks to the reduction in fossil fuel usage.

As well as hybrid power, these forward-thinking owners and their engineering teams often incorporate the very latest green technology into their designs – such as solar power and wastewater recycling system – limiting their impact that one step further. At Elite Traveler we have shortlisted some of the very best hybrid superyachts on the water today.

[See also: Meet the Elite Traveler Eco Superyacht by Heesen]

Amare II can can reach speeds of 17.2 knots / ©Dick Holthuis

Builder: Heesen Year of build: 2020 LOA: 164ft Number of guests: 12 Number of crew: 9

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Delivered in June 2020, Amare II is one of the newest hybrid superyachts to hit the water. Custom built by Dutch shipyard Heesen, her sea trials were completed during the height of lockdown which Heesen described as “challenging” but her delivery date was kept on track so she could enjoy her first summer cruising the Mediterranean in 2020. 

Thanks to her lightweight aluminum Fast Displacement Hull, which was devised by naval architects Van Oossanen and engineered by Heesen’s in-house team of experts , she offers the luxury of silent cruising coupled with frugal fuel consumption. In diesel mode, Amare II can reach speeds of 17.2 knots while in silent mode she can travel at 10.2 knots. 

[See also: Twenty for 20: Innovative Yachts of the 21st Century]  

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Her sleek exterior lines are courtesy of Omega architects who also penned Heesen’s first hybrid superyacht Home. Her interiors are yet to be seen publicly but are said to feature soft pastel tones by Monégasque studio Sabrina Monte-Carlo and fine furnishings by the Italian designer Cristiano Gatto.

Artefact set sail on her maiden voyage in 2020 / ©Francisco Martinez

Builder: Nobiskrug Year of build: 2020 LOA: 262.5ft Number of guests: 12 Number of crew: 24

This hi-tech head-turner built by German shipyard Nobiskrug also took her maiden voyage in 2020. Nobiskrug states that the goal in her design and build   was to demonstrate that “ beautiful man-made objects can complement and celebrate the natural environment with minimal impact.” Have her builders and designers achieved what they set out to?

The facts speak for themselves. Artefact has some of the lowest emissions of any superyacht and is one of the only ones to meet the International Maritime Organization’s Tier III emissions regulations. Utilizing the very latest green technology she features solar panels and a battery storage system that enable the vessel to reduce the use of its combustible engines, as well as a wastewater recycling system and a silent hybrid propulsion system that can hold position without dropping anchor to protect the sensitive seafloor.

It’s not just Artefact’s green credentials  that are changing the game but also her avant-garde exterior design by naval architect Gregory C Marshall. Her multilevel glass wall and quirky curved windows are like nothing ever before her. 

Black Pearl 

Oceanco say that Black Pearl capable of crossing the Atlantic without using any fuel / ©Tom Van Oossanen

Builder: Oceanco Year of build: 2018 LOA: 350ft Number of guests: 12 Number of crew: unknown

Oceanco’s Black Pearl is the world’s largest sailing yacht ( Sailing Yacht A below is larger but is a sail-assisted yacht) and is estimated to have cost in excess of $200m. The distinct vessel has achieved worldwide fame in the yachting world thanks to her innovative design and eco-credentials which have set a new industry standard.

Capable of crossing the Atlantic without using any fuel, Black Pearl is powered by a hybrid propulsion system that Oceanco designed in collaboration with consultancy BMT Nigel Gee. Of course, her other power source comes in the form of her towering 230ft DynaRig carbon masts which were designed by Dykstra Naval Architects and house 31,215 sq ft of sales. Harnessing wind propulsion couldn’t be easier as her sales can be set at the touch of a button in just seven minutes allowing for a much greener mode of travel than your average motor yacht. 

Black Pearl’s interiors remain somewhat of a mystery but according to the Italian design studio Nuvolari Lenard who were responsible, the design embraces Louis XVI style (imagine elaborate wood carvings, opulent fabrics and gold touches) as well as some art deco influences. 

[See also: Step Inside the Black Pearl Yacht]

Bravo Eugenia

Bravo Eugenia uses around 30% less fuel consumption than her competitors / ©Francisco Martinez

Builder: Oceanco Year of build: 2018 LOA: 357ft Number of guests: 14 Number of crew: 30

Dallas Cowboys owner Jerry Jones’ Bravo Eugenia superyacht was the first Oceanco vessel to utilize an innovative LIFE design approach which was created with the input of Lateral Naval Architects. LIFE, which stands for lengthened, innovative, fuel-efficient and eco-friendly, harnesses intelligent naval architecture with these four principles in mind to achieve a harmonious balance between weight, power, technology and luxury living space. 

By boosting Bravo Eugenia’s waterline length, engineers were able to reduce the overall need for propulsion power and could therefore install smaller engines. In fact,   while most similar-sized superyachts would demand a two-level engine room, Bravo Eugenia ’s occupies just one, freeing up over 1,000 sq ft of living space (or more rooms for the vessel’s toy and tender collection). 

The team also refined her hybrid propulsion system to give significantly better fuel efficiency – around 30% less fuel consumption than her competitors.

Home is Heesen’s first hybrid propulsion yacht / ©Jeff Brown

Builder: Heesen Year of build: 2017 LOA: 163.3ft Number of guests: 12 Number of crew: 9

Heesen’s first hybrid superyacht was also the first to benefit from Van Oossanen Naval Architects’ li ghtweight aluminum Fast Displacement Hull. Her innovative eco-credentials and cutting-edge design caused quite the stir in the industry; so much so that Home scooped three awards at the prestigious Monaco Yacht Show in 2017 as well as a World Super Award and a Boat International Design Award in 2018.

Able to seamlessly shift between her diesel engine to electric, Home offers a more efficient voyage with reduced vibration and noise making for a more comfortable cruise. 

Available to charter from Burgess from $245,000 per week , Home’s Cristiano-Gatto-designed interiors are the epitome of relaxed luxury. The outdoors is invited in through floor-to-ceiling glass windows which flood her beach-club-style VIP cabin and living areas with natural light.  

Sailing Yacht A

Sailing Yacht A’s exterior and interior were designed by Philippe Starck / ©I.Puiatti

Builder:  Nobiskrug Year of build: 2017 LOA:  468.5ft Number of guests: 14 Number of crew: 35

At an enormous 468.5ft, Sailing Yacht A is the largest sail-assisted yacht in the world. Her lustrous futuristic exterior perfectly complements the forward-thinking engineering that powers this groundbreaking vessel.  Sporting a hybrid diesel-electric propulsion system and advanced navigation technology Sailing Yacht A is reported to have cost in excess of $400 million. 

Her mainmast towers designed by Dykstra Naval Architects – responsible for Black Pearls’ and The Maltese Falcon’s masts – are the largest carbon masts in the world and stand 328ft above the waterline, taller than London’s Big Ben. 

The striking hybrid superyacht’s interior and exterior were designed by the renowned Phillippe Starck and feature near-invisible windows enabling her streamlined appearance. This eight-deck superyacht is said to host a plethora of incredible amenities including a glass observation pod, a helipad, huge swimming pool and a submarine. 

Savannah was built by Dutch shipyard Feadship/ ©Feadship

Builder: Feadship Year of build: 2015 LOA: 273.1 ft  Number of guests: 12 Number of crew: 26

The multi-award-winning Savannah is widely regarded as the world’s first hybrid superyacht. Combining a single diesel engine with a pioneering electro-mechanical propulsion platform and streamlined hull, she is a true innovator. 

Built by Dutch shipyard Feadship, both her metallic exterior and sophisticated interior were designed by Paris-based Cristina Gherardi Design. The main aft deck has the effect of almost emerging from the water’s edge, with steps and platforms leading to a spacious beach club and living area. An outdoor 33ft pool, underwater lounge and a library are just some of the amenities that can be enjoyed onboard by those who wish to charter her, with a week-long charter costing approximately $1.2 million.

[See also: Style and Sustainability: The New Sunreed 80 Eco Catamaran]

Emma Al-Mousawi

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Azimut Yachts Introduces Seadeck Series

• By Yachting Staff
• April 5, 2023

Azimut Yachts in Italy has introduced the Seadeck series of hybrid motoryachts . The first model is the 56-foot Seadeck 6, which is scheduled to debut at the Düsseldorf boat show in January 2024.

The larger Seadeck 7 and Seadeck 8 models are expected to follow between 2024 and 2025. The Seadeck 7 has a 72-foot length overall, with details about the Seadeck 8 still being finalized.

According to Azimut, the Seadeck series reduces emissions by up to 40 percent compared to similar-length yachts. Each of the models has what the builders calls a “fun island,” an aft terrace developed in collaboration with Alberto Mancini and Matteo Thun & Antonio Rodriguez. Propulsion is by Volvo Penta.

“Seadeck is a new starting point for future generations,” Giovanna Vitelli, chair of the Azimut-Benetti group, stated in a press release. “We wish, once again, to chart a course that will be an inspiration for the entire industry, so that the theme of respect for the environment is interpreted—as it is for Seadeck—with a concrete approach made up of investment, technological research and the courage to introduce a new lifestyle that embraces the sea.”

Did you know? More than half of Azimut’s fleet now includes low-emission yachts.

Take the next step: go to azimutyachts.com

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Hybrid Yachts

Driven by an increasing number of eco-conscious yacht owners, yacht designers, and shipyards that envision a more carbon-neutral future, hybrid yachts are entering the forefront of yachting.

Powered by hybrid propulsion utilizing both diesel and electric power, they combine the best of two worlds. Hybrid yachts not only reduce emissions, but improve range, performance, and comfort on board.

Capable of operating in a range of cruising modes, hybrid yachts combine the benefits of diesel engines and electric motors. Hybrid boats can be configured to achieve different goals to suit an owner’s taste, such as better fuel efficiency or more power and cruising range.

In electric mode, a hybrid propulsion system allows for smooth and silent running, completely emission-free at low speeds, as well as excellent maneuverability. This can be ideal for overnight travel or while looking for a peaceful day anchored at sea or moored at a marina.

On the other hand, in diesel mode a traditional propulsion system can deliver more power allowing a hybrid yacht to travel further distances and arrive at its destination sooner. While underway, the heat engines generate power to recharge the batteries. At anchor, diesel engines can also be used for ultra-efficient and fast battery charging.

Using the two methods of propulsion in harmony in a hybrid yacht, an owner can swiftly power out to a remote secluded location for the day and then switch to electric catamaran mode for a serene and relaxing evening. Or extend the range to allow the owner and guests to reach an even more remote location without the need to refuel.

Custom tailored to an owner’s specifications, Sunreef Yachts’ hybrid catamarans offer a practical solution for both the eco-conscious and adventure seeking owners that plan for ocean crossings or want to travel to some of the most remote places on Earth.

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FULL-RANGE HYBRID SYSTEMS FOR YACHTS

THE FUTURE IS ELECTRIC

E-motion is the only supplier of standardized hybrid propulsion systems that fit into the existing engine room of all serial production yachts from 40-250 feet..

Innovation Award Winner

We are the proud winner of the nmma innovation awards designated by discover boating® miami international boat show®, nmma and bwi., come visit our booth.

and check out how you can electrify your vessel!  

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Advantages of our hybrid propulsion for yachts.

Significant savings on fuel consumption  

Drastically reduce main engine and variable speed generators running hours  

Savings on scheduled maintenance

Our hybrid yacht propulsion system is maintenance free. Only the dedicated water cooling pumps require service  

Higher resale value of your vessel

Improved Quality of Life on Board

Reduce environmental exhaust and water pollution  

Drastically reduce your vessels yearly CO2 emissions  

Mooring and swimming in a bay without any gas emissions and noise

Silent and zero-emission departure from mooring and cruise in medium-range  

Cabins are noise-free in Zero-Emission or Diesel-Electric Mode navigation  

Fishing and trolling in Zero-Emission Mode  

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The Pioneers in Marine Propulsion: e-Motion Hybrid Systems

e-Motion stands out as the leader in hybrid propulsion technology. The parallel and serial hybrid options present a highly efficient solution for cutting fuel consumption and CO2 emissions while delivering unparalleled comfort through reduced onboard noise, vibration, and exhaust.

Parallel Hybrid with Integrated Electromagnetic Clutch + Serial Hybrid for Yachts/Vessels 40-250 ft

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HYBRID TYPES

The advantages, hybrid functionalities.

The world is going electric.

Interested in the electrification of your yacht download our brochure and get in touch today .

“While there have been serial and parallel hybrid systems in boats for years, I have not seen any manufacturer implement a large system with such graceful integration and ease of use for the end-user.”

Gary reich - judge of miami 2022 nmma awards.

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How hybrid sailing yachts finally became a feasible option

• May 17, 2019

They’ve been a long time coming, but marine hybrid propulsion systems are finally a working reality, as Sam Fortescue reports

The Bootswerft Heinrich-built 13m Yamila uses an Oceanvolt electric motor rather than a diesel engine. Photo: Peter Minder

Every sailor is familiar with the wet cough of the diesel engine, and the acrid smell of its exhaust. For some it’s the sign that an adventure is starting, for others it is the reassurance that all is well on board the boat. The traditional engine is perhaps your boat’s most important safety feature, but its days may be numbered.

The electric sailing revolution is coming – and though adoption in the marine sector is proving much slower than in the automotive world ashore, progress is being made.

The market is still relatively small. Clear market leader Torqeedo had sales of €25m last year, most of which was in ferries and compact outboards. It also offers a range of saildrive and pod drive motors for yachts displacing from 2 to 50 tonnes, or roughly 20-60ft LOA.

But sailors have been slow on the uptake, and for one good reason: if you’re planning to cross an ocean or take on tough conditions offshore, you rely on your engine to help you outrun danger or motor through the doldrums – sometimes for days at a time.

Oceanvolt AXC series is a modular shaft drive system (10kW to 40kW) that will fit in place of a tradition diesel engine

Even with the current crop of advanced lithium-ion boat batteries , the range of an electric system is measured in tens of miles, not hundreds. So a 35ft monohull with 10kWh of lithium battery (four units weighing 96kg in total) would have a range of just 24 nautical miles at 3.8 knots, or less than 16 nautical miles at full throttle.

Taking into account the incredible wastage of combustion engines, which dissipate more energy as heat and noise than they provide in propulsion, diesel is still ten times more energy dense than batteries.

Full-carbon luxury daysailer Yamila uses an Oceanvolt SD8 8kW electric saildrive system. Photo: Tobias Stoerkle

“When you look at bluewater cruisers, of course you will have a diesel,” says Torqeedo’s founder and CEO, Dr Christoph Ballin. “And it’s right that not many coastal sailors opt for pure electric.”

But that doesn’t mean that electric has no interest for cruising sailors – far from it. The more common route for ‘normal’ sailors will be to combine diesel and electric in a hybrid sailing system.

Under this model, the engine is replaced by an electric motor, hooked up to a bank of lithium batteries. This can be charged via hydrogeneration – when the speed under sail turns the propeller and puts charge back into the batteries – and solar or wind. But when extended periods under power are required a standalone DC generator, which can be installed anywhere on board, supplies the electricity.

This is the set-up recommended by Finland’s Oceanvolt, which has focused on the cruising sailing market with a range of shaft and sail drive motors from 3.7kW to 15kW (roughly 10hp to 45hp in diesel engine terms).

“In the case of the round-the-world cruiser, we recommend a hybrid system with a backup genset to support continuous drive when/if needed,” says Oceanvolt CEO Markus Mustelin. “A regenerating prop, which spins while sailing and recharges the batteries (sacrificing 0.2-0.4 of a knot, depending on the boat and conditions) makes it possible to be almost independent of the genset and use it only for backup.”

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This system has the advantage that the generator is only needed on longer passages, so the boat still manoeuvres silently in and out of ports and anchorages.

And a well-designed, correctly sized generator is much more efficient at turning diesel into electricity than an engine not originally designed for the job. Some sailors opt for an in-line hybrid system, like those offered by Hybrid-Marine, which bolts onto the existing diesel.

These are easier to retrofit, with many of the same characteristics as the full hybrid system, but there’s the disadvantage of still having an engine boxed away somewhere near the middle of the boat.

Electro magnetism

Until now, most business has been done through retrofitting existing yachts. But an increasing number of yacht builders are looking to include electric propulsion as original equipment. The world’s third largest boatbuilder, Hanse Yachts , is perhaps the most advanced – offering its entry-level Hanse 315 with an electric rudder-drive option.

The system takes up less space than the standard diesel, is much quieter and vibration- and emissions-free. But Hanse admits take up has been disappointing.

The technology has found more interest among lake sailors. Innovative young German brand Bente has been fitting Torqeedo motors to its successful 24ft model, originally designed for Germany’s ‘Green Lakes’.

Closer to home, dinghy specialist RS Sailing has decided to fit a retractable electric drive to its new RS21 keelboat. Already christened the ‘invisible gennaker’, the system is based on Torqeedo’s Travel 1003 outboard motor.

Bigger race boats have also been attracted by the lure of low-weight propulsion. Just look at Malizia , an IMOCA 60 being prepared for the 2020 Vendée Globe with a lightweight Torqeedo system.

“Emissions-free round the world under race conditions, while simultaneously producing your own energy, is a thoroughly inspirational concept,” said Malizia skipper Boris Herrmann.

Electric has also been successful at the luxury end of the market, where lithium-ion batteries account for a smaller share of the boat’s overall cost. A 50ft Privilege 5 catamaran and a carbon fibre Gunboat 60 have both been retrofitted with Torqeedo kit, while Oceanvolt appears on a Swan 57 and an all-carbon Agile 42.

Overview of the Torqeedo Deep Blue propulsion system installed in the Gunboat Moonwave

The Gunboat Moonwave has two 25kW Deep Blue saildrives both capable of regenerating under sail. There is still a generator on board to extend battery range offshore, but “they no longer use the generator – it’s just for emergency,” says Torqeedo’s Ballin.

Spirit Yachts is also designing electric propulsion into its Spirit 111  flagship, due for launch this summer. With four big 40kW lithium batteries aboard and a 100kW motor, the yacht will be able to operate silently for hours, although it also has 100kW of diesel generator capacity.

“The real focus is not the propulsion,” explains Spirit director Nigel Stuart, “but that everything works in harmony, from galley equipment and hot water to heating, air conditioning, hydraulics etc.” The British yard is also building a 65-footer using Oceanvolt hybrid technology and a new 44-footer that is pure electric.

With racing on one hand and high-end cruisers on the other, there is something of a gap in the middle. By Torqeedo’s own admission, the cruising sailor hasn’t been a big focus of the electric revolution, but all that is about to change. “We started a bit late with sailing,” Ballin admits, “but in the next five to eight years it will be addressed big time.”

Fully integrated electric drive system will power the new 111ft Spirit Yachts flagship

What does that really mean? Well, in the first instance, it means system integration. If that doesn’t sound revolutionary, then imagine a set-up on board where solar panels, hydrogenerators, batteries, generators and motors all worked seamlessly together to keep the yacht supplied with ample power around the clock. “That’s what people are willing to pay for: plenty of energy with heating or air-con through the night,” says Ballin.

The future of hybrid sailing

In the near future, Torqeedo is planning a new range-extending DC generator specifically for hybrid sailing boats. Its existing unit is built by WhisperPower and provides 25kW, which is too much power for boats using the pod drive system.

The genset will be designed to operate at optimum revolutions, while clever DC to DC conversion decouples the battery voltage from the charging voltage, for much greater efficiency.

With boats, just as with cars, the breakthrough that will make all the difference is around battery capacity. Until range under electric power can match that of diesel, there will be many sceptics. And that isn’t likely to happen for a decade or more, according to Ballin.

“Theoretically, they’ve tested batteries in labs that are ten times more efficient than lithium,” he explains. “And if that comes through, then gasoline is done. But we are trying to combine long-term vision with short-term mindset.”

In the meantime, the prevalent technology is based on lithium-manganese-cobalt, and a process of steady development is making this 5-8% better each year. For example, BMW has just announced its next generation i3 battery, used by Torqeedo’s Deep Blue system, will be able to hold 40kWh of power – an increase of 33% for the same size, weight and nearly the same cost.

Torqeedo Cruise 2.0 FP Pod Drive is suitable for small yachts up to 4 tonnes – a folding prop can also be fitted

The other area of development is around the propeller. Most cruising systems use a folding or feathering prop designed for diesel engines. But Torqeedo’s own research shows that the consistently high torque of an electric motor is best utilised by props with variable pitch.

And yet it is Oceanvolt that has addressed this issue specifically for electric motors with its Servo Prop system, which it claims to be 30% more efficient ahead, 100% better astern and 300% more efficient in regeneration mode.

Oceanvolt says that this prop can pump around 500W into the batteries at just 5 knots – the average pace of a 30ft monohull. At 6 knots that rises to around 800W, and at a very manageable 7 knots for a larger ocean cruiser you get 1.2kW.

“A new technology can rarely compete in price with an established one in its initial growth phase,” says Mustelin. “However, we have passed this and today electric systems are offered at a quite competitive price. When you add to that the fact the electric system is almost service free, the total cost of ownership is turning in favour of electric.”

So, you may not hear them approach, but expect to see more and more electric-powered boats on the water as the revolution continues.

A question of torque

A key part of the viability of electric propulsion rests on the notion that a smaller motor can achieve the same work as a bigger diesel. There are two elements to this. First, a diesel engine is not an efficient converter of chemical energy into thrust, creating a lot of heat and noise in the process. Second, the torque characteristics of electric are much better than diesel.

Mustelin says that Oceanvolt’s 10kW motor “easily outperforms” a 30hp diesel. “Typically, maximum boat speed will be somewhat lower (0.5kt-1.0kt) than with a comparable diesel engine, but at the same time the boat will maintain the speed better in heavy seas and headwind due to higher torque. Manoeuvrability is much better in confined marina spaces.”

That’s because combustion engines only reach peak power (and maximum torque) over a small range of speeds. Torque is a measure of turning power – at the propeller in the case of a boat.

A diesel engine develops optimum torque between 1,800-2,000rpm, while electric motors deliver it from 0 to around 2,000rpm. This allows electric motors to use higher efficiency propellers that are slimmer and more steeply pitched.

Engine-driven: The ‘alternator on steroids’

It has taken years of development and over $10m of funding, but renowned boat systems expert Nigel Calder has helped design an alternator so powerful that it eliminates the need for a generator on board.

Mounted on the engine, on the second alternator position, the Integrel can produce five to ten times more power. Sitting behind the system is at least 10kWh of lead acid batteries (lithium is also an option), and Victron chargers and inverters.

“If you crank the engine it’ll charge the batteries; if you’re running with the engine in neutral, it’ll know it’s in standalone generator mode and switch to that algorithm,” explains Calder. “It will likely be cheaper than a generator installation, and eliminates the issue of the through-hulls, the cooling circuits, the long running hours, the maintenance.”

The system allows you to run all sorts of creature comforts on board that would normally require a generator: from hot water on-demand to coffee makers and freezers. “We honestly believe that this system is going to supplant generators on almost all boats that currently have, or would like to have, a generator,” adds Calder.

With the engine in gear and at low revs, tests show how the Integrel can produce some 2kW of power without increasing fuel consumption or reducing speed – simply utilising the engine’s wasted capacity. This means it will work with the yacht’s existing engine – no need to overspec – and it has already been successfully installed on a new Southerly 480, a Malo 46 and a similar-sized Hallberg-Rassy.

Case study: Dufour 382 Alcyone

Built by Dufour in 2016, Alcyone was immediately retrofitted professionally with Oceanvolt’s SD15 saildrive motor, supplied by a 14kWh lithium battery bank. Owners Michael Melling and Diana Kolpak also specced an 8kWh DC generator for range extension. The fit out cost €30,600 for the motor and battery system, plus an additional €13,744 for the generator, and installation costs were around €8,000.

They charter the boat out near Vancouver, for exploring Desolation Sound and the surrounding area where silent, clean propulsion is a selling point. “Nothing spoils the joy of sailing – or a secluded anchorage – more than the noise and smell of diesel engines,” they explained. “Installing an Oceanvolt system in our new boat has freed us from that. It’s the way of the future.”

Charter manager Merion Martin said the conversion has also been popular with charter customers, adding: “The main advantage of the system is that it consistently uses around 40% less fuel than a standard diesel engine over the course of a week’s charter. But understanding the power management system takes a bit of getting used to, and the many components involved in the system can make troubleshooting a challenge.”

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• What Is A Hybrid Yacht?

What Is a Hybrid Yacht?

Jurij korenc / CC BY-SA (https://creativecommons.org/licenses/by-sa/4.0)

Hybrid yachts, much like hybrid cars, are yachts that employ the use of both conventional and electric engines. More specifically, the drivetrain in a hybrid yacht relies on two or more power sources for both propulsion (moving the yacht forward) and onboard needs like air conditioning. In most cases, the two power sources are a diesel or gas engine and an electric motor, either working in tandem or side by side for different purposes.

Why would you consider a hybrid yacht? And what should you consider before you buy one?

The Benefits of Hybrid Yachts

Let’s dig into some of the most important benefits that hybrid yachts have over conventional yachts:

• Environmental considerations. First, and perhaps most obviously, relying on a hybrid yacht or an electric yacht can have a benefit for the environment. Traditional combustion engines produce greenhouse gas emissions—gas compounds that contribute to the “greenhouse” effect that’s largely responsible for climate change. The bigger the load of the engine, the more powerful the effect is—so if you’re operating a gigantic yacht with a combustion engine alone, you’ll be producing far more emissions than you would traveling a similar distance in a conventional motor vehicle. By transitioning to a model that utilises electric power as much as possible, you’ll be able to ride cleaner, reducing your carbon footprint.
• Energy savings. It’s also possible to save money on powering your yacht with the hybrid model—especially if you invest in a unit with built-in solar panels. Generally speaking, the power produced by an electric motor will cost you less than an equivalent amount of power generated by a combustion engine. If you’re buying a yacht, money may not be a major concern, but over the lifetime of your ownership, your ongoing costs could plummet if you’re at least partially relying on electric power.
• Silent cruising. Newcomers to the hybrid yacht scene are often surprised at how quiet hybrid yachts are. When operating in electric mode, a yacht can produce far less sound—in some cases as low as 46 decibels , or noise equivalent to the sound of gently falling rain. If you’re interested in enjoying pleasant conversation with others, or just relaxing as deeply as possible, the excess noise from a combustion engine could be extremely distracting. With a hybrid yacht, you can instantly reduce, or even eliminate this noise, cruising in near silence without sacrificing your speed.
• Size and spacing flexibility. It may seem like a yacht with two power sources would have less flexibility when it comes to engine spacing and placement, but the opposite is actually true. Hybrid setups are more compact than you might imagine, capable of supporting even superyachts with minimal space. Additionally, electric motors are driven by batteries and/or generators, which can be placed anywhere on board—giving designers much more flexibility for accommodation. In other words, you won’t have to worry about a gigantic engine room in the middle of the ship taking up all the space you’d prefer to use for relaxing.
• Preservation of power. Relying on the electric motor alone, most hybrid yachts can achieve speeds of 6 knots or more, matching the cruising speed you might expect from a yacht of similar size. But if you’re interested in moving faster, or if you need more powerful performance, you’ll still have it; you’ll be able to tap the combustion engine to make your vessel move.
• Reputation and confidence. It’s also worth noting some of the subjective benefits of owning a hybrid yacht. Knowing you’re doing your part for the environment could help you feel more confident cruising in it, and you may earn reputational benefits as a thought leader in your niche.

All these benefits come naturally with hybrid yachts, without pushing the initial costs of buying one far above a conventional yacht.

Finding a Hybrid Yacht

One of the only downsides of a hybrid yacht is that they may be difficult to find, and may not be as innovative as their hybrid automotive counterparts. Boating in general is a somewhat niche market; not everyone has access to water, and not everyone with access to water is interested in boating. Accordingly, lower demand restricts innovation, and yacht manufacturers often follow their contemporaries in other fields.

Currently, less than 2 percent of the new boats emerging on the market today are utilizing hybrid or electric propulsion. This is partially due to the sheer number of different types of boats that exist; for example, ferries, sailboats, planers, and cruising yachts are all very different types of vessels, and not all of them would benefit from a hybrid system the same way.

Fortunately, there’s been a big push to introduce more hybrid yachts to the market, and the adoption curve has been favourable. You might not be able to find as many hybrid yachts as you will yachts with conventional combustion engines, but they’re growing in number, diversity, and availability.

Charging Your Hybrid Yacht

In most cases, you’ll need to think about charging the electric motor on your hybrid boat, much like you’d charge an electric car. However, there are numerous innovations that have made this simpler, more accessible, and less limiting than you might think.

For starters, most hybrid yachts are equipped with high-power battery systems, which allow you to store more power and last longer on the open water. Many hybrid yachts also come equipped with solar panels, which allow you to gather and utilise energy from the sun without having to stop at an electric station. On top of that, serially connected hybrid boats feature a combustion engine-powered generator, which powers an electric motor connected to the driveshaft—allowing you to get further with the help of combustion power.

Are you interested in getting a hybrid yacht of your own? Browse our selection of hybrid yachts today, including new and used models from all around the world, and you’ll be able to find the perfect fit for your needs.

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By SuperyachtNews 11 Feb 2015

Hybrid theory: what makes a hybrid yacht?

The recent launch of feadship's first hybrid, 83.5m savannah has thrown a light on the world of hybrid superyacht design, but confusion still surrounds what constitutes a hybrid yacht. superyachtdesign looks at the technology and yachts that have led the way.….

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• Heesen movies

Highly customised 50-metre Steel hybrid yacht for delivery in 2024

Heesen is proud to announce the sale of a highly customised motor yacht based on the proven platform of the 50-metre Steel Class. YN 20150, code-named Project Oslo24, is the fifth yacht sold by Heesen in 2020, and the second sold in December.

The client, an accomplished yachtsman who will also captain the boat, has introduced a wealth of practical and technical ideas from his many years of sailing experience, which will make this yacht unique.

Intent on minimising the vessel’s environmental impact, the owner has opted for a hybrid propulsion system that embraces the best of 21st-century technology. Heesen’s hybrid system offers incontrovertible advantages over traditional diesel propulsion, and will ensure that Project Oslo24 is cleaner, quieter and more efficient than comparable conventional craft.

The hybrid drivetrain can draw on diesel engines and electric motors, together or individually, for both propulsion and hotel needs. In automotive engineering such systems emphasise energy saving and reducing emissions, but hybrid propulsion at sea has a wider set of aims. Silent cruising and zero vibration enormously enhance comfort levels on board, and are especially appealing during night passages.

The heart of the hybrid system is the yacht’s twin MTU 8V4000 M63 (IMO Tier III) main engines, each coupled to a water-cooled, 135kW Danfoss electric motor on the same propeller shaft. This configuration offers versatility of operations, flexible power management, and redundancy, thanks to its three cruising modes:

• SILENT MODE for low speeds Electric propulsion only. The main engines are shut down and the E-motors drive the propeller shafts. The main generators provide electrical power for the E-motors and the yacht’s systems and stabilizers. This mode is beautifully silent and free from vibration as the generators are fully insulated and boxed.  
• ECONOMIC MODE with power take-off (PTO) Direct diesel propulsion. The main engines drive the prop shafts to propel the yacht. The main generators are shut down, while the E-motors use the turning shafts to generate electrical power in PTO or “shaft generator” mode, feeding the yacht’s systems and stabilizers. This mode is ideal on long passages: by saving working-hours on the generators, it extends their life and at the same time reduces fuel consumption.  
• CRUISING MODE – without PTO Direct diesel propulsion only. The main engines drive the prop shafts to propel the yacht. The main generators provide the necessary electrical power for the yacht’s hotel load and stabilizers.  

This brilliant technology is beautifully wrapped in an elegant and timeless exterior penned by Clifford Denn. Conceived for cruising in fjords, rivers and canals, Project Oslo24 also sports a folding mast that will allow her to negotiate bridges with a clearance of 13.4m.

The yacht’s layout reflects the lifestyle of the owner and his family in every detail. Italian firm Luca Dini Design & Architecture have been briefed to create a refined but relaxed décor for both the guest and crew areas.

A helm station on the flybridge will allow the skipper to enjoy the company of family and friends while underway. Meanwhile, on the wheelhouse deck, the owner has specified the captain’s cabin as his private office, with a fold-out bed for use during long passages. His master suite is located on the main deck forward, while there is also a full-beam suite and office on the lower deck, where the remaining guest cabins are also found.

On the main deck aft terrace there is a glass-bottomed pool with waterjets over the beach club, with its expansive wellness suite. Along with the forward seating area, complete with fire pit, these will be perfect places to enjoy life outdoors.

“Oslo24 is a very exciting project and we are carrying it out with enthusiasm and confidence as we know both the client and the shipyard well” comments Stefan Zucker of Zucker and Partner, owner’s representative and building surveyor.

YN 20150 Project Oslo24 is due for delivery in March 2024.

Related News

Heesen yachttalk specials, season 3, episode 1.

YachtTalk episode 11: The future of yacht propulsion

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• ‹ Return |
• › Products
• › Hybrid Drives

Deep Blue Hybrid

Deep blue is a fully integrated propulsion and energy management system, industrially engineered and customizable with modular components. the result is exceptional performance, compliance with international safety standards, and highly intuitive operability.

• Relaxation: no noise from the motor and only a little noise from the generator
• Environmental protection: use renewable forms of energy
• Independence: adequate energy on board, less need to head for a marina
• Convenience: simple joystick docking
• Simplicity: only one type of fuel – and less of it required

System Overview of the Hybrid Drive System

System Components

High-capacity lithium battery technology.

Lithium-based batteries are the technology of choice for electric mobility applications. They store significantly more energy than all other batteries, they maintain a high current, they do not lose their charging capacity, they supply power reliably, and have no memory effect. They also have a much longer useful life than lead-based batteries.

The benefits for customers:

• High energy density

• Lower costs

• Long service life

• Highest quality and safety standards

Dimensions and preliminary specifications

Click here to learn more about battery technology

Economical auxiliary power

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setting.

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo, providing long-range motoring and efficient backup power for serial hybrid systems. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setttings.

Technical Data

Typical application areas

Perfect for ...

• Torqeedo Deep Blue Hybrid drives with shaft power from 25 to 100 kW (equivalent to 40 – 160 HP)

• Sailing yachts, ferries, water taxis, etc., with hull lengths from 40 to 110 feet (12 – 33 m)

Highly flexible thanks to four operating modes

The Deep Blue Advanced Energy Management System offers four ways of conveniently operating the hybrid system automatically:

Electrical drive power, on-board power and charging power of the highest standard

The Advanced Hybrid Control System for the Torqeedo Deep Blue Hybrid system controls the generator to optimum effect (single or twin installations). It provides a reliable supply of electricity for 360V DC boat drive systems as well as all other 110/230V AC and 24V DC power supply systems on board:

Hybrid and charging power for the Torqeedo Deep Blue system

• AC on-board power supply for galley, air conditioning, water maker and other electrical consumers on board (hotel loads)

• Low-voltage DC power for lighting, radio, navigation, winches, etc.

Always in control

Deep Blue Hybrid offers intuitive operation presented on the multifunctional display, providing a complete overview of the entire system and access to all control functions.

The software keeps an eye on everything and prevents errors like deep-discharging batteries. An easy-to-understand graphical user interface is available as either multihull or monohull and delivers complete, up-tothe- minute system visualisation.

Premium throttles

We’ve come to expect an intuitive way to operate our technical devices. We expect detailed information, nicely displayed and clearly arranged. We expect that the objects we use are both beautiful and functional.

This is what spurred us to create the new Torqeedo throttle family and improved user interface for Deep Blue.

Our premium throttles offer the right solution for every application, whether for sailboats or on motorboats – ergonomic, strong and functional. All premium throttles come with Bluetooth built in for simple integration of Torqeedo’s TorqTrac smartphone app.

Hybrid Drive System and Integrated Energy Management

Hybrid drive system.

Powerful and silent electric drive systems allow manoeuvring and sailing at hull speed.

High-performance batteries adapted from the automotive industry enable prolonged motor-cruising for up to 50+ nautical miles without use of a generator. Solar power generated on board and hydro-generated energy – the propeller rotates while boat is under sail – provide additional propulsion. Besides, the integrated generator provides sufficient energy to cover long distances, if required.

The slowly rotating electric drives allow precise maneuvering and in combination with joystick docking makes putting out to sea and berthing as easy as pie.

Integrated energy management

The integrated management system of Deep Blue Hybrid makes it possible to use available power in any way you wish – for the powerful high-voltage drive system, for the 24 V on-board power supply or to operate equipment with 230 V AC current. Deep Blue Hybrid is designed in such a way that energy is always available where it's needed.

The combination of energy generated from renewable sources and by the generator means that there is always sufficient power available. However, the generator does not need to run for as long.

Clean and safe electricity can be used for all equipment and so it is no longer necessary to have propane or petrol on board. A tender can also be run electrically and can be charged from the Deep Blue Hybrid on-board power system.

Professional Safety

Professional safety for your sailing yacht.

Particular attention should be paid to standards compliance and safety during the development of a hybrid drive system. During the years spent on developing the Deep Blue Hybrid system we followed safety concepts that, for example, are standard in the automotive industry – but which previously could not be found in powerful electric drive systems for electric sailing yachts.

In addition, electrical drive systems for electric sailing yachts pose special challenges that are not relevant for other industries. In this respect, it is not enough to just follow the standard of other industries for high-voltage boat drives. As we are used to setting new standards, we have done so with regard to safety. Below you will find a number of examples of the Deep Blue Hybrid's unique safety concept.

Isolation monitor: constantly monitors that the voltage from all 360 V components is completely isolated from the boat – not just for individual system components but for all of them. If damage is detected, e.g. to the cable insulation, the system will issue an alert. In the event of dangerous insulation failure, the system will be shut down.

All components are waterproof: Components that were not specifically developed for boats are not always waterproof. All the components of a high-power system on a boat must be waterproof to guarantee safe operation. That is why all of our components are waterproofed.

Automotive industry-level battery safety: The first lithium batteries for the marine industry with the advanced quality standards of the automotive sector are the result of Torqeedo's collaboration with established battery manufacturers. Integrating a battery into a drive system and the associated safety concept alone requires considerable effort that can only be achieved by working together with the battery manufacturer.

Battery venting: In the unlikely event that the redundant safety mechanisms of the battery fail, the battery cells can reduce their temperature and pressure via a pressure valve. While batteries are installed in electric cars in such a way that they can discharge battery gases directly onto the road, on electric boats the gases must be channelled safely off the vessel. We developed the first safe venting system for boats for the Deep Blue System.

Battery damping: All components on fast and seagoing boats are subject to constant high levels of shock that exceed shock levels on the road – in some cases over 12 g of acceleration force. The same holds true when trailering the boat. Since batteries and battery electronics are not designed for these constant impacts, they need their own damping system on boats (in addition to the damping mechanisms within the battery). Torqeedo is the only company in the world that provides this for maritime use.

Benefits for Boatbuilders

Custom-built solutions are often pursued in order to meet a user's requirements. These individual hybrid projects raise a number of difficulties:

• High-end components do not exist for the custom project. High-tech safe lithium batteries, for example, require an intensive design-in process in close cooperation with the battery manufacturer's research and development department. However, reputable high-voltage battery manufacturers do not supply their batteries for custom solutions that they are not familiar with and that have not been coordinated with them in detail.
• Creating an integrated hybrid system requires a comprehensive research and development project accompanied by many person-years in the field of development running to the tune of several million euros. These efforts are not undertaken for custom projects, leading to lower reliability and a lack of complex but important safety features (such as pilot lines).
• The system integrator has the statutory duty to ensure that the hybrid system complies with all the relevant and mandatory standards such as the Machinery Directive and the EMC Directive. Custom hybrid systems do not generally meet these standards. Since a boatbuilder is responsible for ensuring that the entire boat complies with standards, the installation of custom-built hybrid systems constitutes a serious risk for boatbuilders.

Unlike custom-built hybrid systems, DEEP BLUE HYBRID addresses the requirements of environmentally aware customers, offering a turnkey solution that guarantees compliance with the relevant norms and standards.

• DEEP BLUE HYBRID was created in an extensive research and development project involving a large number of mechanical and electrical engineers over several years. The components were carefully selected and coordinated with an overall system. Essential inspections and certifications were performed at system level.
• High-end components such as hybrid batteries from the automotive industry were integrated into the system.
• Torqeedo assumes responsibility for the functionality and compliance with relevant standards for the whole system.
• DEEP BLUE HYBRID was developed on the basis of modular components. It allows flexibility and scalability without affecting system integration and reliability.
• DEEP BLUE HYBRID for electric ferrys, electric sailing yachts, electric catamarans & electric water taxis.

If we have awakened your interest in our products we would be pleased to send you more detailed information. Simply enter your details in the contact form below and we will get in touch with shortly.

• Sailing & Motoryachts
• Hybrid Motoryacht

• Full Description
• Specifications

Our engineers rebuilt a dive boat to create the Hybrid, an eco-showpiece powered by solar panels, wind turbines and fuel-efficient diesel engines. Five buffet and cocktail setups offer prime viewing and mingling opportunities, and the 64-foot, 120-person vessel also serves as a floating environmental classroom for educational cruises. Carpet, countertops and fixtures incorporate recycled and sustainable materials.

© 2018 Rendezvous Charters. All Rights Reserved.

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SIE SIND AUF DER SUCHE NACH DER PASSENDEN HYBRID-KONFIGURATION, DIE IHREN PERSÖNLICHEN BEDÜRFNISSEN ENTSPRICHT?

Nutzen Sie unseren mtu Hybrid PropulsionPack - Konfigurator, um Ihre individuelle Yacht-Antriebslösung zu finden. 

Hybridsysteme für Yachten

Unsere einzigartigen hybrid-antriebslösungen bieten ein maximum an power und agilität bei deutlich weniger emissionen, vibrationen und lärm. so wird aus ihrer freizeit echte freiheit..

Fahrspaß pur und ein Bordleben der Extraklasse mit dem mtu Hybrid-PropulsionPack. Unsere Hybridantriebe verringern Emissionen, Vibrationen und Lärm und optimieren dabei Effizienz, Dynamik und Komfort. Die Komponenten für die Bordstromversorgung und den Antrieb sind modular und skalierbar konstruiert. Jedes Hybrid-Antriebssystem kann individuell auf Ihre Anforderungen abgestimmt werden.

Genießen Sie die Vorteile eines leisen, aber hocheffizienten Elektroantriebs: abgasfreies Ankern – ohne Lärm oder Vibrationen - oder emissionsfreies, leises Manövrieren im Hafen dank einer rundum umweltfreundlichen Systemlösung.

Leistungsstark

Hervorragende Manövrierfähigkeit, flexibles Elektro-Antriebsmodul

Komfortabel

Geräuschloser, vibrationsfreier Betrieb

Erfüllt die neuesten Emissionsvorschriften

Zuverlässig

Hohe Kosteneffizienz bei Wartung und Betrieb

Entdecken Sie das mtu Hybrid PropulsionPack

Energieverteiler

Dieselmotor mtu Baureihe 2000

Elektro Power-Modul

Modularer System-Energiespeicher EnergyPack

Für jedes Fahrerlebnis das passende Hybridsystem

Comfort hybrid.

Unsere Komfortlösung bietet leises und emissionsfreies Fahren, präzises Manövrieren und Bordstrom ohne Lärm und Abgase. Der Comfort-Hybrid ist mit kleinen Batterien, kleinen Elektromotoren und kleinen Gensets konfiguriert. Selbst bei kleinen Batteriegrößen ist emissionsfreies Ankern gewährleistet. Konfiguration:

• Kleine Batterien
• Kleine Elektromotoren
• Kleine Gensets

Premium Hybrid

So genießen Sie eine geräuschlose Stromversorgung über längere Zeiträume und lange Ausflüge im E-Antriebsmodus. Der Premium-Hybrid wird mit mittelgroßen oder großen Batterien, mittelgroßen oder großen Elektromotoren und mittelgroßen Gensets bestückt. Die Batterien ermöglichen geräuschlose Fahrten über weitere Strecken sowie längeres Ankern ohne Lärm und Abgase. Die Höchstgeschwindigkeit Ihres Schiffes kann je nach Propellerkonstruktion optional durch das zuschaltbare E-Antriebsmodul erhöht werden.

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Why was Novgorod a unique city in medieval Russia?

As the most prominent and powerful city of northwestern Rus in the Middle Ages, and being very popular with European merchants, Novgorod was unlike any other settlement in the lands of the Eastern Slavs during that era.

Traditionally, medieval Russian cities grew around the main fortress, which was the political and religious heart of the community. Novgorod, however, emerged from a union of three settlements inhabited by different Slavic tribes. For them, it became a “new city” – this is how “Novgorod” is literally translated from Russian ( Novy – “new”, and gorod – “city”).

In the 14th and 15th centuries, during its heyday as a commercial and political power, the city of Novgorod was officially known as Gospodin Velikiy Novgorod – literally “The Great Master Novgorod”. The city was almost an empire, controlling vast lands from the Baltic Sea in the west to the Ural Mountains in the east, and from the White Sea in the north to the upper Volga in the south. After Kiev, it was the second most powerful city in medieval Rus.

Commerce: Making Novgorod great

Novgorod market in the 17th century

International commerce was the foundation of Novgorod's prosperity, which truly made it great and powerful. The local craftsmen – weavers and tanners, jewelers and glass blowers, potters and foundry workers, gunsmiths and locksmiths – were famous throughout the Russian lands. But Novgorod also did a brisk trade with Western Europe via the Baltic Sea trade routes.

By the end of the 13th century, merchants from the Hanseatic League developed strong trade relations with Novgorod. The Hanseatic League was the largest trade association of merchants from major German cities situated along the Baltic and North seas, but it also maintained four representative offices outside of the German-speaking world – in Novgorod, Bruges, Bergen and London.

Guests from over the sea, Nikolai Rerikh, 1901

The German merchants came to Novgorod to make wholesale purchases, and deals were concluded at the Hanseatic League's representative office. However, a merchant from any other Russian city couldn't enter the office's territory and make deals there.

European merchants were eager to come to Novgorod to sell prized luxury goods such as wine, expensive fabrics, ornamental stones, and precious metals. In return, Novgorod sold fine and precious furs such as squirrel, weasel, and sable. Novgorod also massively exported honey, leather, wax (which Europe needed to make church candles), and walrus ivory.

Boyar republic

Velikiy Novgorod

Novgorod’s political system was unique among the myriad of city-states and principalities of medieval Rus; it was ruled by a small circle of boyar families that owned huge fiefdoms both near the city and in remote northern lands. The title of boyar in Novgorod was hereditary, a fact that distinguished the city from the rest of Russia, where the title of boyar usually was bestowed upon military commanders who were close to the Rurikid princes. The fact that Novgorod was ruled solely by locally-born aristocracy was actually a prominent feature in the principality’s unique form of republican government.

READ MORE: Who were the Russian boyars?

Unlike the boyars in the rest of the Russian lands, the boyars of Novgorod weren’t military commanders. Rather, they were locally-born landowners and high-profile international traders who also were proficient in politics. The supreme authority in Novgorod was the Veche , a kind of parliament that included the wealthiest and most influential men in the city. The upper part of the Veche included at least 300 boyars – 14th century German sources report that the main assembly in Novgorod was called the "300 golden belts".

The Veche met in public on the square near the central market, and its convocation was announced by the famous Veche bell, a symbol of Novgorod’s freedom and independence. The veche was not unique to Novgorod, however, and it was also a feature of the political system in other cities of medieval Rus until the time when Moscow began to solidify control over the other principalities to form a centralized Russian state. Only in Novgorod did the Veche exist up to the 15th century.

The Veche was so powerful that it elected and could even expel the prince; it also issued laws, declared war and made peace, established taxes and duties. Also, the members of the Veche chose a posadnik , who was the managerial head of the city. He monitored whether the prince fulfilled the terms of the agreement with the city, as well as managed Novgorod’s possessions and was responsible for law enforcement, the courts, and even signed diplomatic treaties. The prince of Novgorod had to represent the city to the other Russian lands and was responsible for the city’s defense.

The political life of Novgorodians, however, was not limited to the central Veche; ordinary Novgorodians also had the chance to participate in the city’s local street and district veches. The boyars used these meetings to promote their interests and fight against their opponents.

The city’s religious authorities enjoyed great freedom ever since the people of Novgorod were able to secure autonomy for their archbishop. From the beginning of the 12th century, the Kiev bishop (known as a “metropolitan”) basically rubber stamped whatever candidate was proposed by the Novgorodians for this position. The archbishop had his own regiment for protection, participated in diplomatic negotiations and put his official seal on international agreements.

Liberty in princes

Yaroslav the Wise, Nikolai Rerikh, 1941-1942

Restriction of the rights of the princes began in Novgorod during the lifetime of Yaroslav the Wise (978 – 1054), who agreed to give special privileges to the Novgorod boyars vis-a-vis the prince in exchange for support in the struggle for control of Kiev. Novgorod did not develop a separate princely dynasty after the death of Yaroslav, because the city was at the source of the trade route "from the Varangians to the Greeks” and was closely connected with Kiev. When he died in 1054, Yaroslav the Wise bequeathed Kiev and Novgorod to his eldest son. As a result, the princely line that ruled Kiev usually chose a prince to rule in Novgorod, or Novgorod had the same prince as Kiev did.

In 1136, a rebellion in Novgorod led to the expulsion of the prince. From then on, the Novgorodians invited princes themselves and concluded a temporary agreement with them, according to which they could not interfere in the affairs of city management, change the highest officials and acquire lands on the outskirts of the Novgorod republic. In case of any violation of the agreement, the prince was expelled from the city, and the Veche selected a new candidate. Such changes more than once had a serious impact on the life of all the principalities of Rus.

Despite such treatment of the princes, all the major figures of Kievan Rus, who were the builders of the future united Russian state – from Vladimir the Great to Vladimir Monomakh – reigned in Novgorod before ascending the throne in Kiev. Symbolically, Novgorod was also the first place where Rurik reigned in Russia.

The most literate city in Russia

Birch bark letter #1

On July 26, 1951, archaeological excavations in Novgorod found the first letter written on birch bark, with a discernible text carved on the surface. In total, more than 1100 such letters were found in Novgorod and about 100 in other cities of medieval Russia.

The analysis of Novgorod’s birch-bark letters allowed scholars to reconstruct the everyday life of the city and its inhabitants over the course of the 11th to the 15th centuries, which was the golden era of the Novgorod Republic.

The texts on birch bark testify to widespread literacy among the people of Novgorod who wrote to each other often and on a variety of matters, where they discussed household affairs, commercial transactions, as well as court decisions and simply the local gossip. Both men and women were literate, which was unheard of for Western Europe at this time.

READ MORE: How did single women survive in Tsarist Russia?

The birch-barks showed that the position of women in Novgorod society was quite prominent, and they conducted their own affairs, concluded commercial transactions, dispatched their husbands orders, as well as appeared in court, including on financial issues; and in general were actively engaged in economic activity.

Among the letters there were also touching declarations of love, such as the famous letter written by an unknown young woman in the 12th century: "I sent to you three times. What evil do you have against me that you did not come to me?" Another birch-bark letter contains one of the first records of Russian cursing.

Novgorod's heroes, its tragic fall and legacy today

Sadko, Ilya Repin, 1876

Novgorod’s political structure and the nature of its economy created special cultural and real heroes. Unlike the characters of the Russian bylinas who spend their time lying on the stove and waiting for an opportunity to stand up for the fatherland, Novgorod's main hero, Sadko, who is a handsome man, as well as gusli player and merchant, is relentless in his pursuit of money and fame. He successfully swindles the sea tsar and wraps him around his finger, and once he is rich, he swears to buy up all Novgorod’s goods. In some versions of the legend he even succeeds.

Another atypical Novgorod hero, one not from a bylina but rather someone from real history, was the leader of the local resistance against Moscow. Marfa Boretskaya (or Marfa Posadnitsa because Marfa's second husband was a posadnik) came from an influential boyar family and owned vast tracts of land that were already in her family’s possession, as well as those lands that she inherited after the death of her first husband.

The taking away of the Novgorod Veche bell. Marfa Posadnitsa. 1889

When in the 15th century the Grand Prince of Moscow, Ivan III, began to unite the Russian lands by conquering other cities, Marfa entered into negotiations with the Lithuanian Grand Duke to propose a merger with Novgorod on the condition that it maintains its rights of autonomy.

READ MORE: How Russians executed... bells

Having learned about the negotiations, Ivan III declared war on Novgorod, and in 1478 the republic ceased to exist. As a sign of the abolition of Novgorod’s Veche, the famous bell was taken to Moscow, and the most promised townspeople were repressed. Marfa's lands were confiscated, and she herself soon died.

Nevertheless, while Novgorod has long disappeared from the map as an independent political entity, its legacy resonates today in the modern era. At the dawn of Russian history Novogorod accepted Rurik to reign, thereby laying the foundation of Russian statehood. Also, the city and its republican form of government showed that the path to rigid centralization and the absolute power of the Grand Prince was not the only possible political path for Russia.

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• Veliky Novgorod Region: Why you need to see the jewel in Russia’s ‘Silver Necklace’
• Exploring the St. Sophia Cathedral in Novgorod: Prototype for medieval shrines

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Take a walk through the most ancient Kremlin in Russia

The Novgorod Kremlin, which is also called ‘Detinets’, is located on the left bank of the Volkhov River. The first fortified settlement was set here during the reign of prince Vladimir Yaroslavich, the son of Yaroslav the Wise. During these times, all the state, public and religious life of Novgorod was concentrated here. It was the place where people kept chronicles and copied the texts of books. The Novgorod Kremlin, the most ancient one in Russia, was founded here in the 15th century.

St. Sophia Cathedral (11th century), The Millennium Of Russia Monument, Episcopal Chamber (15th century) and the main exhibition of The State Novgorod Museum-reservation located in a public office building of the 18th century are all situated in the Novgorod Kremlin. The exhibition will tell you about the whole Novgorod history from ancient times to the present day. There are also restoration workshops, a children’s center, a library and a philharmonic inside the Kremlin walls.

Send a letter with the State Novgorod Museum-reservation stamp

While visiting the main building of the Novgorod Kremlin museum, you’ll see a small bureau near the souvenir area. Two more bureaus like that can be found in the Fine Arts Museum and the Museum information centre. This is the Museum Post, the joint project of the State Novgorod Museum-reservation and Russian Post.

The tradition to exchange letters (at that time written on birch bark sheets) dates back to the 11th century so it’s hardly surprising that such a project appeared here. The bureaus are desks and mailboxes at the same time, so you can send your friends a postcard with a view of Novgorod right from the museum.

Find the famous Russian poet Alexander Pushkin among the figures of The Millennium Of Russia Monument

In 1862, 1000 years after the Varangians were called to Russia, a monument dedicated to this event was launched in Novgorod. To tell the story of Russia’s one thousand years, the sculptor used 129 bronze figures: from state and military leaders to artists and poets.

One of figures portrays Afanasy Ordin-Nashchokin, a politician and reformer who was responsible for Russia’s diplomatic relations in the middle of the 17th century. He is believed to be the father of international and regular mail in Russia. He was also the person who came up with the idea of the first Russian Post official emblem — a post horn and a double-headed eagle.

Cross the Msta River over the first arch bridge in Russia

The steel bridge in Borovichi town that connects two banks of the Msta river was built at the beginning of the 20th century. The project of the bridge was created by Nikolay Belelyubsky, engineer and professor of St. Petersburg State Transport University. This is the first arch bridge in Russia.

In 1995, it was included in the national cultural heritage register. More than 100 bridges across Russia were developed by Belelyubsky, but only this one is named after him.

Cast a virtual bell

When in the Novgorod region, you’ll definitely hear bells ring and learn about the Novgorod Veche Bell. During the siege of the city, tsar Ivan III ordered to remove this bell from the bell tower and send it to Moscow. Legend says that the bell didn’t accept his fate, fell to the ground near the border of the Novgorod region and broke to pieces against the stones.

In the biggest Museum Bell Centre in Russia located in the Valday town, you can see bells from across the world and learn why Novgorod bells are unique. The museum’s collection represents bells from different countries and ages, some of them dating back to the 3rd century BC. You’ll learn about the history of casting and modern bell-making technologies and also play games on a touch table. For example, harness virtual ‘troika’ (three) horses with bells or cast a virtual bell.

Spot the pigeon on the cross of St. Sophia Cathedral

St. Sophia Cathedral was built in Novrogod between 1045 and 1050 by Kievan and Byzantine masters. It was conceived as the main cathedral of the city, and during its first years it was the only stone building in Novgorod. So where does the pigeon on the cross of the cathedral’s biggest dome come from?

Legend says that while tsar Ivan the Terrible and his Oprichniki were cruelly killing peaceful city folk in 1570, a pigeon suddenly sat down to the cross of the city’s main cathedral. It looked down, saw the massacre, and was literally petrified with horror. Since then the pigeon has been considered the defender of the city. People believe that as soon as the pigeon flies away from the cross, Novgorod will come to an end.

Visit a monastery, that was founded by Patriarch Nikon

The Valday Iver Monastery is situated on the island in the middle of the Valday lake. It is considered to be one of the most important and picturesque orthodox shrines.

The monastery was founded in 1653 by the initiative of Nikon who had just been elected Patriarch. Nikon wanted the monastery to look like the Iviron Monastery on Mount Athos, including the architectural style and monk’s clothes. Legend says that Nikon saw the spot for the monastery in a dream.

Check out Fyodor Dostoevsky’s country house

Fyodor Dostoevsky, a famous Russian writer, first visited Staraya Russa town in 1872 during a summer trip with his family. They liked it so much that the next year they rented a house near the Pererytitsa River’s embankment and spent every summer here ever since.

Dostoevsky loved this house, called it ‘his nest’ and considered it the perfect place to work and to be alone. In Staraya Russa he wrote his novels ‘The Adolescent’, ‘The Brothers Karamazov’ and ‘Demons’. Today, this place is a museum where you can explore what Dostoevsky’s house looked like and see his family’s personal belongings, photos and letters.

Visit an authentic Russian ‘izba’ (wooden house)

If you want to really enjoy the atmosphere of the old Novgorod, you should come to the Vitoslavlitsy Museum of folk wooden architecture that is located on the Myachino lake not far away from Veliky Novgorod. In this open-air museum you’ll see the best examples of Russian wooden architecture, including authentic old ‘izbas’ (wooden houses), rural chapels and churches.

During the year, the museum hosts fairs of crafts and folklore, christmastides, and even an international bell ringing festival.

Learn what Brick Gothic looks like

The Episcopal Chamber of the Novgorod Kremlin is the only non-religious German Gothic building of the 15th century preserved in Russia. You can have a good look at the facets of the gothic cross-domed vaults inside the chamber. This is why this building is also called ‘Faceted Chamber’ or ‘Chamber of Facets’.

The chamber was part of Vladychny Dvor, the place where all important city events took place: court hearings, gatherings of the Council of Lords of the Novgorod Republic, ambassador’s receptions and feasts. The seals of the city’s lords were kept here. The decree of tsar Ivan III on merging the Novgorod Republic with the Moscow State was first announced in 1478 in Episcopal Chamber. This is when the name of the new state, Russia, was first pronounced.

See the murals by Theophanes the Greek

The Byzantine Empire had a huge impact on the development of the Russian culture. Many works of art and architecture in ancient Russia were created by Byzantine artists and masters. Theophanes the Greek was one of them. He was born in Byzantine and created icons and murals in Constantinople and Caffa (modern Feodosia). After that he moved to Novgorod where he was commissioned to paint the walls of the Church of the Transfiguration of the Savior on Ilyina Street. You can enjoy his unique and expressive style if you look at the murals inside the dome of the church and the Trinity side chapel.

The most recognizable and the only monumental work of Theophanes the Greek that is preserved today is the chest-high portrait of the Savior the Almighty in the dome of the Church of the Transfiguration of the Savior.

Take a photo with an ancient Novgorod citizen who is learning how to read and write

In 1951, a letter written on birch bark dating back to the 14–15th centuries was found in Veliky Novgorod. Many decades later, in 2019, a sculpture designed by Novgorod artist and sculptor Sergey Gaev appeared on this exact site.

The sculpture portrays an 8–year old boy sitting on a stool and holding a piece of birch bark. At this age children in Novgorod started to learn how to read and write. During archaeological excavations in Novgorod, scientists often found ancient handwriting practice books and children’s drawings on birch bark sheets.

Feel like an ancient viking or prince Rurik’s guest

Novgorod is one of the waypoints of the famous trade route from the Varangians to the Greeks. The route passed through the Volkhov river. In the 9–10th centuries there was a fortified settlement of the Viking Age here.

Some scientists believe that Novgorod is named after this area which was called ‘Stary Gorod’ (‘Old City’) at that time. Some historians and archeologists consider this place to be the residence of Prince Rurik who was asked to rule the city in 862. That’s why this ancient settlement is called ‘Rurikovo Gorodische’ (‘Ruruk’s Old City’).

Learn more about the Soviet modernist architecture

On the bank of the Volkhov river near the Novgorod Kremlin, there is an incredible building that looks like a spaceship and contrasts strongly with the ancient buildings of the city.

This is the Fyodor Dostoevsky Theater of Dramatic Art that was built in 1987. It is one of the most striking examples of the Soviet modernist architecture. The theater was built for 10 years according to the project of architect Vladimir Somov.

See what an everyday life of Old Believers looks like

The Krestsy town in the Novgorod region has always been considered to be the center of the Novgorod Old Belief community, and it still is. Before the Soviet revolution there were three Old Believers churches here.

The Lyakova village, which is located not far from the town, used to be inhabited completely by Old Believers. You can learn more about their lifestyle in the local interactive museum. You’ll be introduced to Old Believers’ traditional crafts and ceremonies, drink tea with healing herbs and learn how to chop wood and use an old spinning wheel.

Buy a traditional embroidered tablecloth

A unique embroidery style that is now famous all over the world was born in the Staroye Rakhino village in the Novgorod province. By the middle of the 19th century, it had become a folk craft. Since then, linen tablecloths, towels and clothing items decorated with unusual ornaments have been popular not only among the locals, but also travellers.

In 1929, the first cooperative partnership of embroidery masters was created in Kresttsy. Later it turned into a factory that still operates today. The factory has a museum where embroidery traditions are preserved and new ornaments and technologies are created.

Find yourself in the Middle Ages

In the Middle Ages, Staraya Russa town could be called ‘the salt cellar of Russia’. That’s because salt making was the main trade here up to the 19th century. A few years ago, the old craft was brought back to life, and construction of salt works began. Later, an interactive museum was launched based on the results of archaeological findings.

This museum recreates a typical medieval manor of Staraya Russa of the 12th century with living rooms, a bathhouse, workshops, a livestock pen and traditional peasant household items. In this museum, you can also buy salt which is made in the same way as 1000 years ago.

See the place where Suvorov started his Italian campaign

Alexander Suvorov’s manor in the Konchanskoe village, which has now become the museum of the great commander, was originally the place of his exile. Suvovor openly disagreed with the reform of Russian’s army based on the Prussian model, and Emperor Paul the First didn’t appreciate such behaviour. He first fired Suvorov and then sent him away to his family estate.

However, the exile lasted for only two years. The great commander started the military campaign straight from his house in the Konchanskoe. During this legendary expedition, he crossed the Alps and defeated the French army.

Become a real hiker

If you dream of having a hike in the Novgorod region, but at the same time you are afraid that a tourist’s life may be too hard, you should try the Big Valday trail. This is a five-day 59-kilometer walking route. Its central part goes right through the Valday National Park’s territory.

You won’t have to cope with difficulties and inconveniences of camping life here. The route is marked with signs, and there are camping sites where you can find everything you need for an overnight stay from shelters and places for a fire to toilets. The trail finishes at the Dunayevshchina village where you can take a bus back to Valday. To take the trail, you have to fill out a special form and register on the Ministry of Emergency Situations of the Russian Federation website.

Russian Post has launched a limited series of products dedicated to the cultural heritage of the Novgorod region.

In autumn 2020, Russian Post announced an open contest to create the design for its limited series dedicated to Novgorod region. The project was supported by the Government of the Novgorod region, ‘Russ Novgorodskaya’ (Novgorod Russia) project, the State Novgorod Museum-reservation and Yandex.

Stamps and envelopes are traditionally used to spread information about historic dates and figures and famous landmarks. Now we can also use parcel boxes, packaging tape and postcards. The limited series products will travel around the world, introducing the most popular Russian attractions to six million Russian Post clients daily.

The participants were to create the design for the limited series featuring three iconic attractions of the Novgorod region, the Novgorod Kremlin, the Millennium Of Russia Monument and the Belelyubsky Bridge in Borovichi. Moscow designers and graduates of the Higher School of Economics’ Art and Design School Alena Akmatova and Svetlana Ilyushina won the contest. Their project was chosen via an open vote and by the expert jury.