sailboatdata tartan 37

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• By Mark Schrader
• Updated: August 5, 2002

Anyone viewing the pleasingly modern lines of a Tartan 37 would find it hard to believe the first production model hit the market in 1976. Remarkably, Charlie Britton, along with a very talented Sparkman & Stephens design team, effectively incorporated many features important to offshore cruising and racing in a 37-foot hull. The only thing that hints at her age is the trademark plaid-upholstered interior.

Sailing performance and quality construction in an aesthetically pleasing package have been keys to Tartan’s success as a builder. The 37 has been the most popular choice for a variety of practical reasons.

The hull is hand-laid and molded as a single unit. It is cored with end-grain balsa, tapered to solid glass in any high-stress areas (engine bed, mast step, shroud terminals, thru-hulls and keel sections). The deck is of the same construction with excellent molded-in non-skid on all flat surfaces; it is joined to the hull with a bedded, mechanically fastened lap joint that has proven to be strong and dry.

The underbody features a skeg-hung rudder, cutaway forefoot and long fin keel (Tartan did offer the 37 with a deep fin of 6’7″ draft, a Scheel keel of 4’7″ draft, and a centerboard of 4’2″ up, 7’9″ down). Two rigs were offered — a standard rig giving bridge clearance of 52’0″ and a so-called “tall” rig at 53’8″ — supported by standard 1×19 stainless steel wire rigging. With sail area of 625 square feet driving a decidedly efficient hull, the Tartan 37 was capable of competitive racing as well as impressive, comfortable 24-hour runs. As with almost any S&S design, the rudder is efficient and the hull tracks well on all points of sail.

Performance sailing to weather is excellent and the cockpit remains fairly dry, but a good dodger mounted on the molded coaming that surrounds the cockpit and extends just aft of the mid-boom traveler is a must for added shelter. Offwind performance ranks up there with the best of them. Plenty of rudder contributes to great control in full-sail reaching or running situations.

The interior is traditional but larger than you would expect with 11’9″ of beam. It features lots of teak veneer and trim with teak-battened, white Formica overhead. An insert makes the V-berth an acceptable dockside double. The head forward with sink includes a shower spigot; the arrangement is tight but functional. The starboard, main-cabin settee works well as a sea berth, and the port settee converts to a double. The double quarterberth aft is a perk you don’t usually find in a boat this size. A great galley is to starboard and a nav station to port, just at the base of the companionway.

Most 37s are powered by the 32-hp Universal 40, although the Universal 50 was originally offered as an option. Even on the early models, the engine hours tend to be low — a testament to the boat’s sailing abilities. The standard 47-gallon fuel tank provides enough range for coastal or inshore motoring.

The Tartan 37 has held its value well. Early ones (1976-1981) list and sell in the low to mid $50,000 range; newer ones (1982-1988) in the $60,000 to $90,000 range. Price differences relate to condition, equipment or year manufactured. A $50,000 to $60,000 early Tartan 37 with little in the way of equipment (or with electronics still needing an upgrade) represents good value and may even appreciate slightly, depending on treatment given and additional gear added.

When considering buying an older boat, one axiom should be held sacred: Buy a good, capable boat, one that’s proven and reliable. The Tartan 37 is one vessel that more than fits the bill.

Tartan 37 Specifications: * LOA: 37’3″ (11.35 m.) * LWL: 29’5″ (8.97 m.) * Beam: 11’9″ (3.58 m.) * Draft (deep fin) 6’7″ (2.0 m.) * Draft (shoal Scheel) 4’7″ (1.4 m.) * Draft (c’bd up/dn) 4’2″/7’9″ (1.3/2.4 m.) * Ballast: 7,500 lbs. (3,402 kgs.) * Disp: 15,500 lbs. (7,031 kgs.) * Sail area: (100%) 625 sq.ft. (58.1 sq.m.) * Mast above water: 52’0″ (15.9 m.) * Ballast/Disp: .48 * Disp/Length: 272 * SA/Disp: 16.1 * Fuel: 47 gal. (178 ltr.) * Water: 90 gal. (340 ltr.) * Holding: 16 gal. (60 ltr.) * Auxiliary: 32-hp Universal 40 diesel * Designer: Sparkman & Stephens

• More: 2001 - 2010 , 31 - 40 ft , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats , tartan
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• Sailboat Reviews

Timeless Tartan 37

Performance, quality set this boat apart..

The Tartan 37 is a moderately high performance, shoal-draft cruiser built between 1967 and 1988 by Tartan Marine, a company that helped usher in the fiberglass era under Charlie Britton in the 1960s. At the time of the Tartan 37s introduction, the company had its headquarters in Grand River, Ohio, and a factory in Hamlet, N.C.

The company merged with troubled C&C in 1997 (and shed the brand in 2013), and like many builders, Tartan struggled financially after the dot-com bubble burst. In 2010, the company was pared down to just a handful of employees and was purchased by Steve Malbasa, who worked in the retirement investment field for 32 years. Malbasa has publicly expressed high aspirations for the Tartan, but it is unlikely to recapture the manufacturing success it had during the era of the Tartan 37. The Tartan 37 reviewed here is not to be confused with the Tim Jackett-designed 37-footers that followed.

Over the years, Tartan specialized in the production of well-finished boats geared toward the upper-income cruising sailor. Most of these early boats were Sparkman & Stephens (S&S) designs, and many were keel-centerboarders.

With their S&S designs and high-quality joinerwork, Tartans were regarded as a more affordable alternative to lines of boats such as the expensive Nautor Swans. By 1987, almost 500 Tartan 37s had been built, and the demand for the boat has continued to be strong. The longevity of the 37 in production is a remarkable testament to the inherent quality of both its design and its construction.

Until the early 1980s, most of the 37s were ordered with the original keel-centerboard configuration and only a few with a deep fin keel, often combined with a tall-rig favored by racers. In the 1980s, Tartan became a fan of the Scheel keel, a shoal-keel configuration designed by Henry Scheel that predated the era of winged keels. By enlarging the bottom of the keel with an end-plate, the Scheel keel helps to improve lift and to keep the weight of ballast low, in part at least overcoming two of the noted drawbacks of shoal keels. By 1985, the 37 was available with all three keel shapes. All of the designs offered good balance and favorable performance, but those wanting to eek out longer daily runs would gravitate toward the fin keel/tall-rig combination.

Tartan-built boats have been proven to have exceptionally good value over the years. On the used-boat market, they are among the most sought-after boats and have tended to maintain their owners equity. At the same time, new Tartans have never been cheap. Over the years the Tartan 37 was built, its base price almost doubled, reaching $100,000. Fully equipped, its price had risen to over $120,000 by 1987. Since then, prices on older boats have steadily declined, but today, even 30-year-old 37s are commanding over $50,000 as used boats.

Developed before builders strove to pack small apartments into the sterns of mid-sized cruisers, the Tartan 37 has attractive proportions. It has a gentle sheer and a straight raked stem profile, with moderate overhangs at both bow and stem. Underwater, the boat has a fairly long, low-aspect-ratio fin keel, and a high-aspect rudder faired into the hull with a substantial skeg. Freeboard is moderate. The boat is balanced and pleasant in appearance. It is not a character boat, but is attractive, fairly racy, and functional-a typical Sparkman & Stephens design of this era.

Construction

The Tartan 37 is a well-built boat for its time. Tartan made use of both unidirectional roving and balsa coring in stress areas. This yields a stiff, fairly light hull that is less likely to oil-can than the relatively thin solid layup used in many production boats. Some roving print-through-in which the fibers are visible through the gelcoat-is evident. There are also some visible hard spots on the outside of the hull.

Gelcoat quality is very good, but years of sun exposure and polishing might have taken their toll. Many of the older boats have been painted. The rudder is faired into the skeg with flaps to minimize turbulence. All through-hull fittings are recessed flush with the hull skin. For a cruising boat, remarkable attention was given to reducing skin friction and improving water flow.

Tartans construction was strong for the period, although as with any boat of this vintage, used 37s deserve close inspection. One area worth examining closely is the hull-to-deck joint, which is stiffened with an aluminum plate. This plate, which was glassed to the underside of the inward-flanged hull, was tapped to accept through bolts that bolted on the deck. The wide internal hull flange is bedded with butyl tape and polysulphide, the deck dropped on, and then bolted on with stainless-steel bolts which also hold on the teak toerail.

The aluminum plate (instead of multiple nuts and washers) expedited construction, but the combination of two dissimilar metals introduced the potential for galvanic corrosion, which could cause the bolts to strip out, or at the very least, loosen with pounding and flexing. Although this hull-deck joint is not known for failures, a prospective buyer should check it closely.

Weve noted that the toerail in many hulls is not well bedded. On the boat we tested, we were able to easily insert a thick knife blade under the toerail in several areas near the bow where the rail is subject to the most twist. Water will lie in this joint if it is at all open, making it difficult to keep varnish on the toerail.

Most deck hardware is backed with thick aluminum plates, which again raises the specter of galvanic corrosion. Closely check older boats for signs that water may have penetrated and caused the plates to swell or corrode. Pulpits are through-bolted with backing plates. The hull-to-deck joint is through-bolted across the transom, a good practice-uncommon for boats of this era, and even today. Interior construction finish is some of the best we have seen. Fillet bonding is exceptionally neat and clean. There are no raw fiberglass edges visible anywhere in the hull.

To keep the interior of the boat neat, the centerboard pennant comes up on deck through the center of the mast. This necessitates a complex mast step with transverse floors and a massive beam under the mast step to absorb compression, adding unnecessary complexity and making servicing the centerboard assembly more difficult and expensive than other, simpler arrangements.

Tartan uses bronze ball valves on through-hull fittings below the waterline. Exhaust line, cockpit scuppers, and bilge pump outlets are above the waterline, and have no shutoffs. The cockpit scuppers, which would be submerged while the boat is underway should have provision for shutoff.

Performance under sail

Owners report that the Tartan 37 is a well-mannered boat under sail. The boat will not perform at the grand-prix level, but it is no laggard, either. Several Tartan 37s have participated in the Marion/Newport-Bermuda race and regularly performed respectably. Although some early boats destined primarily for racers were purchased without roller furling headsails, nearly all the boats on the market today have furlers. Almost inevitably, there will be some sacrifice in windward performance with roller-furling headsails.

The optional inboard genoa track should be considered essential to those concerned with optimum windward performance. Coupled with the standard outboard track, this will allow versatility in sheeting angles. Headsail winches are within reach of the helmsman. This feature is vital for short-handed cruising and can help make the difference between a boat that is easy for two people to handle and one that is difficult. However, no real provision has been made for the installation of secondary headsail winches, should you wish to carry staysails. Small winches could be mounted on the cockpit coamings forward, but they could interfere with the installation of a dodger.

With good sails, the performance of the Tartan 37 will not be disappointing on any point of sail. Tartan brochures show the 37 happily romping along on a beam reach in a 15-knot breeze. We suspect that under those conditions, its owner is likely to be as happy as any sailor afloat.

Handling Under Power

The standard Universal 40 auxiliary diesel engine is more than adequate power for the Tartan 37. The tendency in many production boats today is toward smaller, lighter, lower-powered diesels, the opposite of the past American boatbuilding practice, which, like our automobiles, tended toward excessive horsepower.

The engine box of the Tartan 37 was only partially insulated, although many owners have since added their own insulation. You can easily access the front end of the engine by removing the companionway ladder.

With wide decks, inboard chainplates, and a relatively narrow cabin trunk, fore and aft movement on the deck of the Tartan 37 is relatively easy. It would be easier if the lifeline stanchions had been positioned further outboard, rather than about three inches inboard of the toerail. There are bow chocks; and two well-mounted cleats forward. However, a line led through the chocks to the cleats bears against the bow pulpit. Shifting the cleats further inboard would provide a better lead.

Unlike most contemporary boats, there is no foredeck anchor well. This means that in order for an anchor to be readily available, it must be stowed in chocks on deck, or on an owner-installed bow roller. Then, you must face the problem of feeding the anchor rode below, more difficult for nylon rode than for chain. Molded foredeck anchor wells are becoming almost universal in modern boats, and while they make sense for the casual sailor, having one less deck hatch has its advantages on an oceangoing boat that may be burying its bow for days on end. In other words, not having an anchor locker accessible from the deck is not such a drawback as it may at first seem-particularly if long-range cruising is part of the plan.

There are strong, well-mounted teak grabrails on top of the cabin trunk that offer a handhold almost the full length of the cabin top. The molded cockpit coaming is a common Sparkman & Stephens feature and greatly facilitates the mounting of a dodger, almost standard equipment on any cruising boat.

The T-shaped cockpit of the Tartan 37 is comfortable for five adults while sailing. It has several unusual features. Rather than the usual unyielding fiberglass, there are teak duckboards on all cockpit seats. This means that you wont sit in a puddle when it rains, or when heavy spray comes aboard. These duckboards are comfortable, but they are held in place only by wooden cleats, with the exception of the starboard seat. A more secure arrangement should be provided for offshore sailing.

There is a teak-grated cockpit sump under the helmsmans feet. This shifts the cockpit drains inboard from the edge of the cockpit. The result is that a puddle can collect in the leeward corner of the cockpit when the boat is heeling in a blow with heavy spray coming aboard.

Access to the steering gear is via the lazarette hatch. There is good provision for an emergency tiller, but the lazarette hatch must be held open in some way to use the emergency steering. There is a drop-in shelf in the lazarette which allows using the locker with less risk of damage to the steering system, but we would be reluctant to store anything small there that might possibly jam in the steering gear.

With a low cabin trunk, visibility from the helm is excellent. Racing helmsman who plan to spend prolonged spells actively steering may provide a contoured seat, but in this era of auto-helming, a flat bench is just as functional. The relatively wide, flat top of the cockpit coaming provides reasonably comfortable seating for the helmsman who prefers to sit well to leeward or well to windward.

The main companionway is narrow and almost parallel-sided, features we like, but the bridgedeck is much lower than we prefer for offshore sailing. This low sill facilitates passage of the crew below. Unfortunately, it also makes it easier for water to get below should the cockpit flood. Coupled with the thin plywood dropboards, we feel this is a potential weakness in watertight integrity, and something that should be addressed in a boat that is intended for offshore work. Several companies today specialize in producing bullet-proof companionway arrangements that can be customized to fit almost any boat.

Due to an abundance of teak and teak plywood, the interior of the Tartan 37 is dark and cave-like. This is much the same criticism we have made of other well-finished boats. Mind you, its a rather elegant cave, with excellent joinerwork throughout. Somehow, boat designers and builders have convinced most of the consuming public that teak is the only wood to use belowdecks. The fact is that there are many wonderful woods-ash and butternut, for example-that yield interiors that are lighter in both weight and color than teak.

The forward cabin of the Tartan 37 is truly comfortable for a boat of this size, with drawers, hanging lockers, separate access to the head, and enough room to dress in relative comfort. The completely louvered door separating the forward cabin from the main cabin looks nice, and does assist in ventilating the forward cabin. It limits privacy, however, and one good blow from a crew member caught off balance in a seaway would probably reduce it to a pile of teak kindling.

The head is quite comfortable, and it is possible to brace yourself adequately for use offshore. The shower drains into a separate sump, not into the bilge. The layout of the main cabin is conventional, with settee and pilot berth to starboard, dinette to port. The original design had a pilot berth to starboard necessitating a complex chainplate arrangement as well as a berth of dubious comfort and convenience.

By 1986, the pilot berth was eliminated in favor of shelves and gone, too, was the need for the can’tilevered chainplate support. While there is excellent storage space in the galley, one must reach across the stove to reach many of the cupboards, and its a long reach for a short person.

The stove is securely mounted and has a grab bar across its well to protect the cook, but this grab bar also inhibits the stoves gimballing function. There is no on-deck provision for storage for propane bottles, should you wish to use propane rather than the standard alcohol stove. There is room for CNG bottles to be stowed in the starboard cockpit locker, but CNG fill stations are few and far between in some areas.

The icebox appears to be well insulated on the sides, but why Tartan, like many other builders, failed to insulate and carefully fit the tops of their iceboxes totally escapes us. Although many contemporary builders have addressed this problem, we have found this shortcoming on a variety of boats, from the cheapest to the most expensive of this era.

The Tartan 37 has a large, well-designed navigation station. The quarterberth above it converts to a double berth. Ventilation is excellent, with eight opening ports and three hatches. There are also four vent/fans for the below-decks-two exhaust type and two low, plastic cowls in dorade boxes. We think four taller cowls in the dorades would be more effective, or better still, the five tall cowls shown in the original plans for the boat.

The vertical deckhouse bulkhead also allows a dropboard to be left out when it rains, further improving ventilation. Despite our complaints about the darkness of the interior, joinerwork is of excellent quality throughout. The finish work on the interior of the hull can complicate access to deck hardware, and certainly does not make it easy to survey the vessel.

In traditional wooden yacht construction, structural members are often left exposed for their intrinsic beauty, as well as for ventilation and preservation. In fiberglass boats, it is rather difficult to find intrinsic beauty in the structural material. Perhaps we are better off with it all hidden-as long as we know what holds the boat together. Given the Tartan 37s long reputation for solid construction, we certainly have confidence in what holds it together.

Conclusions

The Tartan 37, like other Tartan Marine boats of this era, is a well-built, well-mannered, fast cruising boat. The length of time it was in production and the number of 37s sold attests to the success of its concept; their value on the used boat market attests to the degree to which that concept has been realized. The boat is not immune to the problems that plague boats of this age. Prospective buyers should pay particularly close attention to the cored deck, which is prone to water damage and can be very expensive to repair.

Fortunately, the boat has attracted a wide following of enthusiasts who are willing to roll-up their sleeves and tackle these issues. The owners association provides detailed assistance in solving common problems, and the boats wide popularity there will likely always be a market for the 37, no matter how soft the sales of used boats become.

The 37 may never appreciate in the manner of some better finished (and more expensive) cruising boats such as Hinckleys that have practically become cult objects. Instead, the Tartan 37 is popular for justifiable reasons-performance, construction, and design. It is neither ostentatious nor plain. It is neither cheaply designed nor cheaply built.

Editors note: This review is an updated and expanded version of one previously published.

• Tartan 37 Owners ASSN.

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I HOPE THAT I RETAIN A LITTLE OF ALL THAT I AM STUDYING? .very interesting and the cabins intrigue me!

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Tartan 3700

The tartan 3700 is a 37.0ft masthead sloop designed by tim jackett and built in fiberglass by tartan marine since 1999..

The Tartan 3700 is a moderate weight sailboat which is a reasonably good performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

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Tartan Yachts

Founded by Charles Britton who bought out what was left of Douglass & McLeod Plastic Corporation when their factory was completely destroyed by fire in 1971.

Associations

• Tartan Owners Website
• Tartan 10 (USA)
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50 sailboats built by Tartan Yachts

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Unesco social media, kremlin and red square, moscow.

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Inextricably linked to all the most important historical and political events in Russia since the 13th century, the Kremlin (built between the 14th and 17th centuries by outstanding Russian and foreign architects) was the residence of the Great Prince and also a religious centre. At the foot of its ramparts, on Red Square, St Basil's Basilica is one of the most beautiful Russian Orthodox monuments.

Description is available under license CC-BY-SA IGO 3.0

Le Kremlin et la place Rouge, Moscou

Indissolublement lié à tous les événements historiques et politiques les plus importants survenus en Russie depuis le XIII e siècle, le Kremlin a été construit entre le XIV e et le XVII e siècle par des architectes russes et étrangers exceptionnels. C'était la résidence du grand-prince ainsi qu'un centre religieux. Au pied de ses remparts, sur la place Rouge, s'élève la basilique Basile-le-Bienheureux, l'un des plus beaux monuments de l'art orthodoxe.

الكرملين والساحة الحمراء، موسكو

يرتبط الكرملين ارتباطاً وثيقاً بجميع الأحداث التاريخيّة والسياسيّة المهمّة التي توالت على روسيا منذ القرن الثالث عشر ولقد جرى تشييده بين القرنين الرابع والسابع عشر على يد مهندسين روس وأجانب استثنائيين. وكان الكرملين مقرّ الأمير الكبير كما كان مركزاً دينيّاً. عند أسفل أسواره في الساحة الحمراء شيدت بازيليك القديس بازيل وهي من أروع تحف الفنّ الأرثوذكسي.

source: UNESCO/CPE Description is available under license CC-BY-SA IGO 3.0

莫斯科克里姆林宫和红场

由俄罗斯和外国建筑家于14世纪至17世纪共同修建的克里姆林宫，作为沙皇的住宅和宗教中心，与13世纪以来俄罗斯所有最重要的历史事件和政治事件密不可分。在红场上防御城墙的脚下坐落的圣瓦西里教堂是俄罗斯传统艺术最漂亮的代表作之一。

El kremlin y la Plaza Roja de Moscú

Indisolublemente vinculado a los más trascendentales acontecimientos históricos y políticos de Rusia desde el siglo XIII, el kremlin de Moscú fue construido entre los siglos XIV y XVII por toda una serie de excelentes arquitectos rusos y extranjeros. Además de ser la residencia del Gran Príncipe, fue un importante centro religioso. Al pie de sus murallas, en la Plaza Roja, se alza la basílica de San Basilio el Bienaventurado, uno de los más hermosos monumentos de arte ortodoxo.

モスクワのクレムリンと赤の広場

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Kremlin en Rode Plein, Moskou

Het Kremlin is onlosmakelijk verbonden met alle belangrijke historische en politieke gebeurtenissen in Rusland sinds de 13e eeuw. Het werd door de Grote Prins Yuri van Kiev gesticht als residentie en religieus centrum. De bouw vond plaats tussen de 14e en 17e eeuw en het ontwerp was in handen van uitstekende Russische en buitenlandse architecten. Binnen de muren van het Kremlin vindt men een reeks meesterwerken qua architectuur, maar ook beeldende kunst en religieuze monumenten van uitzonderlijke schoonheid. Aan de voet van de stadsmuren, op het Rode Plein, bevindt zich een van de mooiste Russisch-orthodoxe monumenten, de Pokrovkathedraal ook wel Basiliuskathedraal genoemd.

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Outstanding Universal Value

Brief synthesis

At the geographic and historic centre of Moscow, the Moscow Kremlin is the oldest part of the city. First mentioned in the Hypatian Chronicle in 1147 as a fortification erected on the left bank of the Moskva river by Yuri Dolgoruki, Prince of Suzdal, the Kremlin developed and grew with settlements and suburbs which were further surrounded by new fortifications - Kitaigorodsky Wall, Bely Gorod, Zemlyanoy Gorod and others. This determined a radial and circular plan of the centre of Moscow typical of many other Old Russian cities.

In 13th century the Kremlin was the official residence of supreme power - the center of temporal and spiritual life of the state. The Kremlin of the late 15th – early 16th century is one of the major fortifications of Europe (the stone walls and towers of present day were erected in 1485–1516). It contains an ensemble of monuments of outstanding quality.

The most significant churches of the Moscow Kremlin are situated on the Cathedral Square; they are the Cathedral of the Dormition, Church of the Archangel, Church of the Annunciation and the bell tower of Ivan Veliki. Almost all of them were designed by invited Italian architects which is clearly seen in their architectural style. The five-domed Assumption Cathedral (1475–1479) was built by an Italian architect Aristotele Fiorvanti. Its interior is decorated with frescos and a five-tier iconostasis (15th–17th century). The cathedral became the major Russian Orthodox church; a wedding and coronation place for great princes, tsars and emperors as well as the shrine for metropolitans and patriarchs.

In the same square another Italian architect, Alevisio Novi, erected the five-domed Church of the Archangel in 1505-1508. From the 17th to 19th century, its interior was decorated by wonderful frescos and an iconostasis. In this church many great princes and tsars of Moscow are buried. Among them are Ivan I Kalita, Dmitri Donskoi, Ivan III, Ivan IV the Terrible, Mikhail Fedorovich and Alexei Mikhailovich Romanovs.

The Cathedral of the Dormition was built by Pskov architects in 1484–1489. Inside the cathedral some mural paintings of 16th–19th century have been preserved and the icons of Andrei Rublev and Theophanes the Greek are part of the iconostasis.

In 1505-1508 the bell tower of Ivan Veliki was built. Being 82 metres high it was the highest building in Russia which became the focal point of the Kremlin ensemble.

Among the oldest civil buildings of the Moscow Kremlin, the Palace of the Facets (1487–1491) is the most remarkable. Italian architects Marco Fryazin and Pietro Antonio Solario built it as a great hall for holding state ceremonies, celebrations and for receiving foreign ambassadors. The most noteworthy civil construction of the 17th century built by Russian masters is the Teremnoi Palace.

From the early 18th century, when the capital of Russia moved to St. Petersburg, the Kremlin mainly played a ceremonial role with religious functions. By the end of the century the architectural complex of the Kremlin expanded with the Arsenal reconstructed after the Fire of 1797 by Matvei Kazakov. The Senate was built in 1776–1787 according to the plans of the same architect as the home of the highest agency of State power of the Russian Empire - the Ruling Senate. Today it is the residence of the President of Russia.

From 1839 to 1849 a Russian architect K.A. Thon erected the Great Kremlin Palace as a residence of the imperial family which combined ancient Kremlin buildings such as the Palace of the Facets, the Tsarina’s Golden Chamber, Master Chambers, the Teremnoi Palace and the Teremnoi churches. In the Armory Chamber built by K.A. Thon within the complex of the Great Kremlin Palace, there is a 16th century museum officially established by the order of Alexander I in 1806.

Red Square, closely associated with the Kremlin, lies beneath its east wall. At its south end is the famous Pokrovski Cathedral (Cathedral of St Basil the Blessed), one of the most beautiful monuments of Old Russian church architecture, erected in 1555–1560 to commemorate the victory of Ivan the Terrible over the Kazan Khanate. In the 17th century the cathedral gained its up-to-date appearance thanks to the decorative finishing of the domes and painting both inside and outside the cathedral. The construction of Red Square was finished by the late 19th century together with the erection of the Imperial Historic Museum (today the State Historical Museum), the Upper Trading Rows (GUM) and the Middle Trading Rows. In 1929, , Lenin’s Mausoleum, designed by A.V. Shchusev and an outstanding example of the Soviet monumental architecture, was finished.

Criterion (i) : The Kremlin contains within its walls a unique series of masterpieces of architecture and the plastic arts. There are religious monuments of exceptional beauty such as the Church of the Annunciation, the Cathedral of the Dormition, the Church of the Archangel and the bell tower of Ivan Veliki; there are palaces such as the Great Palace of the Kremlin, which comprises within its walls the Church of the Nativity of the Virgin and the Teremnoi Palace. On Red Square is Saint Basil the Blessed, still a major edifice of Russian Orthodox art.

Criterion (ii) : Throughout its history, Russian architecture has clearly been affected many times by influences emanating from the Kremlin. A particular example was the Italian Renaissance. The influence of the style was clearly felt when Rudolfo Aristotele Fioravanti built the Cathedral of the Dormition (1475-79) and grew stronger with the construction of the Granovitaya Palace (Hall of the Facets, 1487-91) by Marco Fryazin and Pietro Antonio Solario. Italian Renaissance also influenced the towers of the fortified enceinte, built during the same period by Solario, using principles established by Milanese engineers (the Nikolskaya and the Spasskaya Towers both date from 1491). The Renaissance expression was even more present in the classic capitals and shells of the Church of the Archangel, reconstructed from 1505 to 1509 by Alevisio Novi.

Criterion (iv) : With its triangular enceinte pierced by four gates and reinforced with 20 towers, the Moscow Kremlin preserves the memory of the wooden fortifications erected by Yuri Dolgoruki around 1156 on the hill at the confluence of the Moskova and Neglinnaya rivers (the Alexander Garden now covers the latter). By its layout and its history of transformations (in the 14th century Dimitri Donskoi had an enceinte of logs built, then the first stone wall), the Moscow Kremlin is the prototype of a Kremlin - the citadel at the centre of Old Russian towns such as Pskov, Tula, Kazan or Smolensk.

Criterion (vi) : From the 13th century to the founding of St Petersburg, the Moscow Kremlin was directly and tangibly associated with every major event in Russian history. A 200-year period of obscurity ended in 1918 when it became the seat of government again. The Mausoleum of Lenin on Red Square is the Soviet Union’s prime example of symbolic monumental architecture. To proclaim the universal significance of the Russian revolution, the funerary urns of heroes of the revolution were incorporated into the Kremlin’s walls between the Nikolskaya and Spasskaya towers. The site thus combines in an exceptional manner the preserved vestiges of bygone days with present-day signs of one of the greatest events in modern history.

From the date of including the Moscow Kremlin and Red Square on the World Heritage List all the components representing the Outstanding Universal Value of the property are within its boundaries. The territory and the integrity of the World Heritage property have also remained unchanged. Within its boundaries the property still comprises all the elements that it contained at the date of nomination. The biggest threat, however, is unregulated commercial development of the adjacent areas.

Authenticity

The history of the Moscow Kremlin and Red Square is reflected in the archival documents of 12th–19th century, for example in medieval chronicles, cadastral surveys, estimated construction books, painted lists, inventories, foreign notes and in graphic matters such as manuscripts, chronicles, plans, drafts, engravings, lithographs, sketches of foreign travelers, paintings and photographs. These documents are exceptionally valuable information sources. Comparison of the data received from archival documents and those obtained in the process of field study gives the idea of authenticity of  the property and its different elements. This comparison also serves as the basis for project development and for the choice of the appropriate methods of restoration that may preserve the monuments’ authenticity.

On the border of the ensemble a number of monuments destroyed in the 1930s were reconstructed according to measured plans.

Protection and management requirements

The statutory and institutional framework of an effective protection, management and improvement of the World Heritage property “Kremlin and Red Square, Moscow” has been established by laws and regulations of the Russian Federation and the city of Moscow.

According to the decree of the President of RSFSR of 18 December 1991 № 294, the Moscow Kremlin was included among especially protected cultural properties of nations of Russia - the highest conservation status for cultural and historical monuments in Russian legislation.

“Kremlin and Red Square, Moscow” is a Cultural Heritage Site of federal importance. State protection and management of federal sites is provided by Federal Law of 25.06.2002 № 73-FZ “On cultural heritage sites (historical and cultural monuments) of nations of the Russian Federation”. The federal executive body responsible for protection of the cultural property is the Department for Control, Supervision and Licensing in the Cultural Heritage Sphere of the Ministry of Culture of the Russian Federation.It is in charge of all methodological and control functions concerning restoration, usage and support of cultural heritage sites and the territories connected.

The World Heritage property is situated in the urban environment of Moscow. The city policy regarding cultural heritage protection and town-planning regulation is the responsibility of Moscow City Government, represented by the Department of Cultural Heritage, the Department of Urban Development and the Committee for Urban Development and Architecture of Moscow. In 1997 the boundaries of the protective (buffer) zone were approved in order to preserve the property, and to maintain and restore the historical architectural environment as well as the integral visual perception of the property.. There is a need to ensure the creation of an appropriate buffer zone and to develop close liaison between all stakeholders, including the Moscow City authorities, to ensure that constructions around the property do not impact adversely on its Outstanding Universal Value.

The World Heritage property is used by the following organizations: FGBUK (Federal Government Budgetary Institution of Culture), the State Historical and Cultural Museum-preserve “The Moscow Kremlin”, the Administrative Department of the President of the Russian Federation, the Federal Guard Service of the Russian Federation and OJSC “GUM Department Store”.

• Official site of 'The Moscow Kremlin' State Historical and Cultural Museum and Heritage Site
• Moscow Kremlin Museums Telegram Group (in Russian only)
• Moscow Kremlin Museums VKontakte Page (in Russian only)
• Moscow Kremlin Museums Dzen Page (in Russian only)
• State Historical Museum VKontakte Group (in Russian only)
• Msk Guide Page (in Russian only)
• Official site of the State Department Store
• State Historical Museum (in Russian only)

State of Conservation (SOC)

Removed, Operated from to

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