Caspian sailing screw longboats. Yala, longboats and feluccas - through the waves of time

In the previous issue, a description was given of four yachts built by amateurs, as they say, “from scratch” - starting with the development of the project, selection of materials, laying out the plaza, making a slipway, etc. The huge amount of all this preparatory work, not to mention the need the high cost of skilled labor in the assembly of the hull itself, makes the construction of a yacht from start to finish a rather complicated and lengthy affair. There is no doubt that another option is much more accessible and simpler (although not easy either!) to re-equip an already finished, as a rule, an old industrial-made rowing or motor vessel into a yacht. Obviously, in this case, the bulk of the work falls on completion and armament.

As has been noted more than once in the collection (see, for example, under the title “Second Life lifeboat”), for turning into a sailing (sailing-motor) cruising vessel, lifeboats, old yawls, longboats and fishing boats, crew boats that have served their time for their intended purpose are best suited. After the repair of the hull, the amateur no longer needs to worry about the strength of the future yacht: all such industrial-made ships usually have a large margin of safety, so there is no particular reason for concern with the loads that occur in the hull when sailing.

It would seem that the use of a finished hull should severely limit the imagination of an amateur shipbuilder: one has to “adjust” to the existing basic dimensions and contours, often abandoning old ideas and interesting ideas. However, the variety of implemented designs allows us to assert that even at the same time, any opportunities for independent creativity are fully used by enthusiasts.

As a rule, work on the hull comes down to installing (or altering) the deck, superstructure and cockpit, changing the height of the side, and often the outlines of the extremities.

It is known, for example, that all lifeboats designed for extreme weather conditions are distinguished by high seaworthiness, but are adapted for walking only under a motor or at oars. This is the reason for their almost vertical stems; some boats have low transoms that almost touch the water. Wooden boats, according to the traditionally accepted technology, were made, as a rule, with clinker (vnakry) sheathing. Naturally, all these features complicate the task of creating a complete sailing yacht. In addition, the yacht usually has a larger displacement than the boat being converted. As a result, the oncoming wave will roll over the stem; even in the best case, a vessel with blunt waterline formations will have a gusty roll, stop when it encounters a wave. The transom of the yacht will be submerged, it will begin to “drag water”, which creates additional resistance. Clinker sheathing also does not contribute to a good flow around the hull.

All converted ships have to install a false keel to increase the lateral resistance against drift and ensure stability. It often happens that a ballast false keel, which creates sufficient lateral resistance with a minimum wetted surface and without an excessive increase in draft, does not provide the stability necessary to carry the sail size corresponding to the dimensions of the vessel. It is necessary to lay additional ballast in the hold, carefully securing it, in order to avoid capsizing the yacht when the cargo is shifted.

As can be seen from the above, the conversion of an old rowing vessel into a sailboat is associated with the need for certain design work. We need to work out the general arrangement and architectural solution, windage and centering, stability and unsinkability.

It should be noted that the builders briefly described below sailing ships dealt with these problems successfully. The appearance of the yachts they got indicates that, in general, they managed to combine all the conflicting requirements, including the requirements of aesthetics and comfort (concepts that are difficult to combine when building mini-yachts).

Of the six yachts under consideration, four are two-masted. Apparently, this is no coincidence and is explained by the fact that ships of relatively large dimensions were remade. When armed with a sloop, the center of sail would be too high, which would further complicate the task of ensuring stability. Yes, and the management of large-area sails causes certain difficulties, while with two-masted weapons, due to an increase in the number of sails, their areas decrease. In addition, the possibilities of variations with sails are significantly expanded; from the installation of a jib or storm staysail and mizzen in gale winds to the introduction of a top-end Genoa staysail and a mizzen staysail (and sometimes a topsail) in calm weather.

It is significant that spinnakers are found only on those yachts that were built with the expectation of participating in races (“Three Bogatyrs”, “Leader”); on the rest of the ships, top-end Genoese staysails were used. This is explained by the fact that it is more difficult to set up and carry a spinnaker than a less effective balun. On all two-masts, the use of an apse is provided.

It is worth paying attention to the fact that amateurs tried to use not only ready-made sails, but also masts from decommissioned racing yachts.

It is characteristic that all the wooden hulls, after replacing the rotten and damaged plating and framing bands, were pasted over with fiberglass in two or three layers, and the most stressed places were reinforced by laying several more additional layers.

All vessels mentioned below have auxiliary engines. Four of them are equipped with stationary gasoline "SM-557L". Its power is 13.5 liters. With. it is quite enough for maneuvering and short transitions (in calm weather) even for such a heavy (10 t) yacht as Avers. The "Leader" used a 5-horsepower outboard motor "Surf". Unlike the yachts discussed in the previous review, here there is a reasonable interpretation of the role of the auxiliary engine on a sailboat, taking into account the need to accommodate fuel reserves, when every kilogram of additional load must be taken into account on long trips.

Unfortunately, so far none of the descriptions of ships sent to us mention the use of propellers with folding blades. Apparently they were not used. The more interesting are the observations of the Leningrader Yu. V. Kholopov, who analyzes the influence of the propeller on the course of his boat.

Ketch "Avers" from the boat

This rather large cruising yacht was built in the city of Volzhsky by a group of amateur sailboats - workers of the river port under the leadership of Yu. M. Frolov.

Basic data of the “Avers” cache

This is a rare case: the old crew boat of project 371-bis with a steel round-billed hull was taken as the basis. The alteration of the hull consisted in the fact that the keel line on the bow quarter of the length was cut - now the stem passes into the keel not at an almost right angle, as it was on the boat, but along a smooth, gentle line. A completely new superstructure was made, a cockpit was mounted. A fin with lead ballast from a R5.5 yacht was installed and, in addition, scrap metal was laid in the hold and filled with cement; the total weight of the ballast was about 4.5 tons.

The yacht was equipped with Bermuda ketch. The main mast 10.5 m high was welded from an aluminum pipe 5.7X130 mm; a mast from the "five" was used as a mizzen mast. A mainsail and a staysail from the "Dragon" (S = 26 m 2) were used, as a mizzen - a mainsail from a T2 dinghy (S = 13 m 2). In addition, at sea ​​voyages a mizzen staysail is placed (S = 9 m 2).

An auxiliary engine "SM-557L" was installed.

The construction of the original version of the yacht took exactly a year. After the tests, which took place in August 1976, a stern overhang was attached to the transom, which slightly increased the length of the vessel. Immediately after launching, the yacht's stability was checked by heeling. A roll of up to 110% was achieved using a crane: the slings were passed under the yacht and fixed on the bollards of the opposite side of the crane.

In the summer of 1977, "Avers" (translated from French - the front side of the medal), with seven people on board, went on the first serious voyage in the Caspian Sea and headed for Makhachkala. The Caspian met with a 4-5-point north-east and a wave of about 1 m. At the exit from the Volga-Caspian canal, full windage was set. The speed was 7 knots.

Let's give the floor to Yu. M. Frolov: “By nightfall, the wind reached 14-15 m/s, the wave height was 3-4 m. One mainsail was left from the sails. We left Makhachkala on August 16 for Baku with even stronger winds. On the morning of the 17th, the forecast was adopted: “In the next 23 hours, wind intensification up to 20-25 m/s is expected in the Apsheron region.” There were 100 miles left to Absheron when tail waves of 6 meters height began to catch up with us. The speed increased, two foamy "mustache" rose from under the cheekbone. A real test of everything that has been done by us in two years of work has begun. Will a hull with a spacing of 450-500 mm, and not 300 mm, as according to Lloyd, withstand? Here we are catching up with another ridge - I wonder if the yacht will climb it? The wall of water recedes, the nose went up, but it is no less than 7 meters!

At this crossing, the shturtros burst. For a whole hour, while it was being replaced, the yacht was controlled by a tiller. After that, a storm kit was delivered - sails from the Folkboat, under which the yacht was sailing at a speed of 5.5 knots. This episode clearly shows that it is never superfluous to foresee emergencies in advance!

During the night the wind reached 30-35 m / s, a reasonable decision was made to move further from the coast. The yacht lay adrift for days. Its roll when swinging on the waves reached 60-70 ° on board.

In the future, we went with fair winds of medium strength. For 10 days of this first long-distance voyage, the ship covered more than 1000 miles. Over the next four navigations, the Avers yacht passed comprehensive tests in various weather conditions. There were no serious damages, but some parts of the hull required reinforcement.

Schooner "Yuri Gagarin" from a whaleboat

The schooner was built in Odessa by three enthusiasts under the direction and with the participation of A. D. Kirichenko on the basis of a 9-meter rescue whaleboat. Board height increased by 250 mm. The deck is extended forward; the bow is framed with clippers with the expectation of further installation of the bowsprit. The stern is lengthened, and the contours of the surface part of the hull are changed in such a way that a stern overhang is formed and a wide transom is obtained. A ballast false keel with a mass of 1.5 tons, having a height of about 1 m and a length of about 5.5 m, is attached to the keel beam. which limits the freedom of movement on the deck. The self-draining cockpit is smaller than is required to accommodate the entire crew. Equipped with two cabins (4 permanent berths) and a galley compartment in the stern. Each compartment has a separate ladder.

Basic data of the schooner "Yuri Gagarin"

Sailing armament consists of a gaff fore (25 m 2), a Bermuda mainsail (20 m 2), a top (30 m 2) and a rake (10 m 2) staysail, a jib (8 m 2) and an apsel (10 m 2). Each of the masts is secured by two pairs of main shrouds, stays and top shrouds, passing through the spreaders. In addition, the foremast is equipped with a topstay and forduns. The bowsprit is fastened according to the traditions of sailing ships - water stays, between which a net is stretched, and water stays, one of which goes through a marting boom.

The ship is equipped with a small CHA-4 diesel engine, which provides 6 knots under the engine. Under sail in a 5-point wind, the speed of the yacht is 6-7 knots. The construction of the Schooner lasted 2 years.

Several long trips along the Black Sea showed good seaworthiness and the correct choice of sailing equipment.

"Quarterton" "Leader"

The yacht was built by G. Poddubny and V. Vzglyadov (Kremenchug) from the hull of an old six-oared yal.

The main data of the "quarter-tonner" "Leader"

A project was developed and an exact model was made on a scale of 1:10, and even the weight characteristics were maintained. The model helped clarify the position and shape of the ballast keel.

The work began with cleaning the hull from old coatings and replacing a number of parts of the set and skin belts. Then, in order to change the contours of the extremities, the bow and stern fittings were placed directly on the body of the six. A straight inclined stem and a counter-timber with an inclined transom were installed, which served as the basis for the formation of the bow and stern overhangs; the length of the hull increased by 1.15 m. The board was raised by 300 mm. Pine boards 13 mm thick were glued along the entire outer surface of the hull to level the ledges of the clinker sheathing, and then it was planed. After puttying and sanding, the body was pasted over with fiberglass in two layers.

Nitro-enamel paint (about 10% by weight) was introduced into the epoxy binder above the waterline - black, below - scarlet. After sanding, the case was covered with a thin layer of liquid epoxy, and when the resin hardened a little (but still stuck to the fingers), nitro paint from a spray gun. It turned out to be a very durable coating.

The deck was assembled from boards 20 mm thick with glass mat pasting in one layer. The deckhouse and cockpit are made of 10 mm plywood and also covered with fiberglass.

In the afterpeak (in a fitting behind the transom of the boat) a 20-liter canister of gasoline for the outboard motor "Surf" is stored. Lockers are equipped under the banks of the spacious self-draining cockpit. The cabin sleeps four. The berths are covered with artificial leather on a foam lining. The galley with the "Bumblebee" in the gimbals is located under the gangway. The cabin is equipped on the right side with a wardrobe, on the left side there is a navigation cabinet with a folding table.

The running lights and the interior lighting system are powered by an alkaline battery (12 V; 60 Ah).

The mast is made of steel pipe with a diameter of 60 mm, the boom is made of pine. The weight of the mast in working condition is about 55 kg. Standing rigging is cut from steel wire with a diameter of 4 mm.

In the summer of 1976, the "Leader" was launched. The yacht plunged into the water without trim and exactly on the waterline. Its tests were carried out on the Dnieper reservoirs with winds up to 6 points. The strength of the hull has been tested by repeated groundings. Good seaworthiness, course stability and good tacking qualities are noted. The maximum speed of the yacht is 7.5 knots.

In 1977, the "Leader" out of standings (the yacht was not measured) took part in the race for the "Big Dnieper Cup" on the route Kyiv - Odessa. The crew received the prize "For the most beautiful amateur-built yacht".

Yacht "Xanthippe"

This yacht was built by Yu. V. Kholopov from Leningrad. The old boat of the Novoladozhskaya construction, found on the banks of the Middle Nevka, was taken as a basis. The boat, despite its deplorable condition, quite suited Yu. V. Kholopov both in terms of contours that meet the requirements for propulsion and germination on the wave, and dimensions (about 1.5 m longer than the six-oared yal, which significantly expanded the layout possibilities).

The main characteristics of the yacht "Xanthippe"

The repaired hull underwent only minor changes: the side was raised by 70 mm, a decorative fitting (made of aluminum alloy) was placed on the stem, which at the same time played the role of a bowsprit support. The boat was decked, equipped with a superstructure and a self-draining cockpit. The hull with clinker sheathing is pasted over with fiberglass in two layers (on the bottom - in three). In addition, an additional layer of fiberglass and a layer of glass mat were laid along the keel and in the middle part of the boat - two boards 40X150 3 m long. fake mounts. The frames in this area are reinforced with oak plates and squares, bent from a steel sheet 3 mm thick.

Of interest is the design of the false keel itself and the profiled steering wheel. The false keel is made of welded steel 2 mm thick; its streamlined shape is fixed by horizontal braces. The sole is cut out of a sheet 10 mm thick and has a hole for laying ballast (lead). For fastening to the set, through bolts with a diameter of 10 and 12 mm are used.

The steering wheel design is based on a light alloy plate (8 mm thick), on which deep risks are applied and studs are fixed to improve adhesion. The rudder blade molded with epoxy putty is pasted over with fiberglass.

The interior of the yacht is divided into three compartments. The bow compartment is the skipper's pantry, but it can be equipped with two berths. The asymmetry of the table and the use of its swivel design allow it to pass through the cabin without interference from any side. The aft compartment is divided by longitudinal partitions into the engine room, where the SM-557L engine is installed, and side compartments, in which gas tanks with a capacity of 60 liters welded from millimetric steel are inserted. The main metal units and parts of the yacht are made of stainless steel.

The yacht is armed with a sloop; there are three staysails (6, 14 and 24 m 2) and a grotto (9.65 m 2). The collapsing mast is unfastened in the standers on the roof of the wheelhouse. From below, the roof of the cabin is reinforced with two pillars from a board 50 mm thick; between them - a hole in the nasal compartment. The mast is secured with shrouds and rhomboids; the rigging is made of stainless steel (wire with a diameter of 4 mm).

During five navigations, the Xanthippe yacht had more than 100 exits and proved to be a seaworthy and well-controlled sailboat, sailing steeply to the wind. Its habitability is satisfactory.

In his report, Yu. V. Kholopov draws attention to the effect of the propeller on the stroke. With a wind of up to 2-3 points, the screw turns only if the cuffs are placed on the shaft freely, but at the same time they let water through (up to 2 buckets per day). If the cuffs are tightened, then the propeller begins to turn with a wind force of more than 3 points, and with smaller winds it is motionless and creates resistance up to 20% of the total. The way out of this situation can be the installation of a propeller with folding blades.

The owner of the yacht decided to increase the sail area by installing a 5.2 m long mizzen mast (shortened from the Finn) with a sail area of ​​about 5.5 m 2 .

Schooner "Grinada"

Back in the summer of 1970, Kharkiv yachtsmen - members of the amateur yacht club "Fregat" - purchased a ship's boat that had served its time from the motor ship "Ivan Franko". It was decided to make her a yacht like old sailboats. This work, in which 15 people participated, was supervised by an experienced yachtsman Oleg Voropaev. The yacht was built on the territory of the Malyshev transport engineering plant, and the administration of the enterprise provided great assistance to the yachtsmen.

Basic data of the schooner "Grinada"

The hull of the boat was equipped with a clipper-post, a transom stern was made, a deck and a wheelhouse were installed, and a self-draining cockpit was equipped. The deck and bulkheads are made of scraps of duralumin. The hollow false keel is welded from steel sheets and filled with lead.

The yacht was armed gaff schooner with a total sail area of ​​42 m-'.

The auxiliary engine is a 10-horsepower Moskva outboard motor.

The cabin is equipped with seven berths, a chart table, a wardrobe and spacious lockers. For cooking, a gas stove with two cylinders is used. Rescue equipment, except for circles, includes an inflatable rubber boat for 10 people.

The name "Grinada" is given in memory of Alexander Grin.

In August 1973, "Grinada" entered the first flight Odessa - Zhdanov (future port of registry). On the way, it was planned to visit Sevastopol, Yalta and Feodosiya, but the number of visits had to be reduced, as we spent three days in Sevastopol due to a strong storm.

The Grinada sailed successfully in the next season of 1974, but at the very end of the navigation, when the yacht was returning to Zhdanov, the main mast broke during another storm. Since 1976, the yacht has continued long-range cruising.

V.P. Drachevsky, who was a participant in the construction of the schooner, reported to the editor about the Grinade. The experience gained gave him the opportunity to subsequently lead the team that designed and built the mini-ton ship "Three Bogatyrs".

Yacht "Getan"

This mini-yacht was built by E. A. Gvozdev from Makhachkala in two years.

Basic data of the yacht "Getan"

The conversion of the 6-meter backboard yawl was carried out according to the project of the designer of the Leningrad Experimental Shipyard of the All-Union Central Council of Trade Unions A. B. Karpov, given in, but with some deviations. The stem is given a greater forward inclination. The deck in the stern runs at the level of the side line, which made it possible to raise the cockpit by 150 mm; the author believes that this solution simplifies the design and provides greater freedom in the repair of the engine located in the afterpeak. The ballast (600 kg of pig iron and lead) was secured under the cockpit, which gave a slight (about 2°) trim to the stern. Fin false keel was not installed.

The body is covered with fiberglass on the outside. The underwater part is coated twice with epoxy glue with the addition of dry red lead. It turned out resistant, according to the shipbuilder, a beautiful coating, which, unfortunately, is subject to fouling. The hinged bow and sliding aft hatches are made of 12 mm thick plexiglass. The unsinkability of the yacht is ensured by foam plastic, which is laid under the deck and deckhouse roof, in hollow bulkheads and under the lining along the sides in the cabin; the total volume of the foam is about 1.8 m 3 . The maximum height in the cabin at the entrance is 1.37 m.

The yacht is armed with a sloop. The spar is made welded from pipes with a diameter of B5 mm from the AMg5M alloy. Likpaz - a tube with a diameter of 22X2, mounted on M5 screws.

At the end of July 1979 the yacht was launched. After an experimental inclining, she was armed, and already on August 1, E. A. Gvozdev went on her alone on the first flight to the Astrakhan raid and back. This eight-day "cruise" the author called "sea trials."

The voyage showed that the "Getan" is a seaworthy and stable vessel capable of carrying full windage with winds up to 7 points. When the yacht sailed on a gulfwind course in this wind, the heel was about 15°. When the wind increased, storm sails were set or the yacht went into a drift (wind over 10 points) due to the impossibility of controlling a large wave.

Maximum speed up to 5 knots. The yacht maneuvers badly - the lack of a fin affects. A reservation should be made here: using the finished project, the builder for some reason refused the recommended screws, which, undoubtedly, would improve the tacking qualities of the yacht.

In the same August 1979, Gvozdev made a long solo voyage. Within a month, the yacht crossed the Caspian Sea twice, visited Bautino, Aktau, Krasnovodsk, Baku.

On the next navigation, the Getana again made a long voyage alone. For 25 running days, the yacht traveled 1070 miles without calling at ports, crossed the Caspian six times. E. A. Gvozdev gives the following data on this transition: the yacht sailed with fair winds of medium strength for a total of 10 days (40% of the time), tacked with the same winds - 8 days (30%), fought a storm - 2 days (6 %), the rest of the time - drifted.

Gvozdev is pleased with his yacht, but writes that if he had to build it again, he would lower the deck from the wheelhouse to the stern by 100 mm (in fact, he would return to the project). He is going to install a bowsprit to be able to carry the jib.

Until 1949, the Navy was armed with a sixteen-oar launch built by the Kronstadt Marine Plant. The Design Bureau of Plant No. 5 was given the task of correcting the design documentation for its production and providing for the installation of a diesel engine on the longboat, and the plant to build a longboat and conduct comparative tests. All this was done in November 1949 in Leningrad.

In all respects, the BM-16, this name was given to the new longboat built by Plant No. 5, did not differ from its prototype, and in some respects even surpassed it, since it had slightly improved contours and a stationary diesel engine. True, when under oars, the Kronstadt longboat was lighter due to the lack of a propeller.

As for the launch of the launch under the engine, the tests showed that weather conditions do not allow using the full engine power. So, when the sea is 6 points at full speed of the longboat against the waves or at an acute angle to them, there is a strong splashing and flooding of the bow. As a result, the barge takes a significant amount of water, which the drainage means cannot cope with. This forces a reduction in speed or a reduction in payload.

Thus, the commission for state testing of prototypes of row-sailing and motorized vessels found that the operation of a longboat without speed limits with a full load of 52 people is possible only with sea waves of 3 points. With a sea state of 4 points, the load of people should be 26 people at an average speed, but when oaring, 39 people can be in the longboat.

The commission unanimously came to the conclusion that the lines of the boat, designed for sailing under oars, are not suitable for installing a motor and recommended that the issue of supplying newly designed ships instead of open longboats with work boats with a decked bow and lines corresponding to the lines of motor boats.

If we trace the growth of the tonnage of post-war ships compared to pre-revolutionary ones, we get the following picture: light cruisers of the Svetlana type are about 6800 tons, light cruisers of the 68 project are about 18,000 tons, destroyers of the Novik type are about 1300 tons, destroyers of the 956 project are about 8000 tons. The same can be said about the largest active ships: battleships of the Sevastopol type are about 23,000 tons, heavy aircraft-carrying cruisers of project 1143.5 are about 55,000 tons.

Such an increase in tonnage in the 20th century could not but put forward new requirements for shipboard watercraft.

An increase in the tonnage and strength of the Navy made it necessary to keep part of the ships in the roadstead at some distance from the coast, all the more so on long-distance voyages. To speed up the turnover of ship craft

Work / and the boat M70 on the go under the motor

In connection with the coast, their increased seaworthiness, carrying capacity and speed were required.

To solve this and similar problems at the end of 1949, it was decided to install a stationary gasoline engine on a ten-oared yawl (Yal 10). Installation of a 50 hp engine. With. produced a working boat Yal 10 serial number 23 and in February-March 1950 in Sevastopol tested it.

According to the test results of the yawl under the oars, it was obvious that its driving performance worsened compared to the serial yawls Yal 10 due to the fact that a propeller appeared, which created additional resistance to movement, and due to the installation of a stationary engine, an additional load appeared and the number of rowers decreased .

Access to sea trials was carried out at a sea state of 3 points, with a full load of 25 people, under the engine without speed limits. This exit showed that at full speed the yawl tends to burrow into the oncoming wave, with splashing so strong that the operation of the yawl in such conditions is unacceptable. With a decrease in the number of people to 14 people and a slight decrease in speed, operation becomes possible. Exit to the test in the composition of five people with sea waves up to 5 points, with gusty and heavy winds, to intense splashing at full speed, added strong blows to oncoming waves. As the yawl moved along the course of the waves, the impacts disappeared, but the intensity of spattering and overflowing by the wave did not decrease. Decreasing speed improved the overall sailing situation.

Thus, the commission for conducting state tests of prototypes of row-sailing and motorized vessels found that the operation of a yal without speed limits with a full load of 25 people is possible only with sea waves up to 2 points. When the sea is rough at 3 points, the loading of people should be 12 people when sailing under a motor or on oars.

The general conclusions of the commission regarding the contours were similar to the conclusions drawn from the results of testing the BM-16 motor launch.

The commission allowed the temporary construction of the 51l 10 boat until it was replaced by the ship's work boat KRM-10, which at that time was under construction at plant No. 5.

When designing a ship's working boat, the commission recommended increasing the camber at the bow, increasing the freeboard and sheer compared to the Yal 10 boat that was being tested.

All the comments of the commission and the experience gained during the testing of the longboat BM-16 and the boat Yal 10 should have been taken into account when building the boat KRM-10, which was completed by the end of 1950. But, either due to lack of time, or because of the inability to overcome the skills acquired over the years of creating boats, these recommendations were not fully taken into account by the designer.

In November 1950, the construction of the boat KRM-10 was completed. The chief designer of the new boat was D. A. Chernoguz. This boat was designed and built by order of TsKB-53 (Northern Design Bureau) and was intended for installation on destroyers of the ZObis project. But the main idea was to create an onboard working boat for high seaworthiness with a diesel engine for the ships of the Navy, and so that such a boat could be lifted aboard the carrier vessel with an arrow or with the help of davits.

Tests of the KRM-10 boat began in Leningrad and Kronstadt, but due to the ice situation in January 1951, they were transferred to Liepaja, where they were completed in March 1951. The test results were disappointing, the boat, instead of a seaworthiness of 5 points, as required by the terms of reference, showed a seaworthiness of 2 points.

When the boat entered the test with a sea state of 4 points and half the number of passengers (13 people), intensive splashing and flooding of the bow was observed, and when moving with a lag to the wave, water was so flooded over the side of the boat that the tests had to be stopped. In such a situation, testing the boat in a five-point wave with a full load (25 people) was out of the question.

According to the conclusion of the commission, the operation of a boat with a full load and without speed limits could only be allowed with a sea state of 2 points, but such a boat, due to such low seaworthiness, could not be accepted into service with the ships of the Navy as a motor work boat.

To eliminate the identified shortcomings, on the basis of the existing KRM-10 boat, it was proposed to build a model boat with an increased freeboard height and a decked bow. This has been done. And with these design changes, repeated seaworthy tests were carried out at a sea state of 4 points. Now the test results were much better, the boat satisfactorily climbed the wave, did not experience shocks, spatter was quite acceptable, and there was no flooding.

Such a picture was observed in all engine operating modes, but at the same time, a noticeable vibration of the boat hull appeared. In addition, the increased height

Boat KRM-70 with increased side height a decked, i

She completely ruled out the possibility of working with oars, and there were 10 of them on the boat, and even two spare ones.

In this case, only a motor boat was obtained, but with elements and equipment typical of a rowboat, and such a boat could not be allowed into operation. Everything went to the fact that the oars would have to be abandoned and focus only on a motor boat.

And the commission made a decision - TsKB-5 should design, and plant No. 5 build a ship-based motor work boat similar to the modeled boat KRM-10, take into account all the shortcomings identified during the test of this boat, and present it for new comprehensive tests.

This is how the first domestic ship working boat of project 386 was born, and N. A. Makarov was its chief designer.

Tests of a new working motor boat of project 386, designed and built according to the results of tests of the KRM-10 boat, ended in November 1951. Such a rapid creation of a new boat was facilitated by the fact that the main engine and the missing accessories were taken from the prototype of the KRM-10 boat, which significantly reduced the construction cycle. The commission was generally satisfied with the test results, but sea trials did not go entirely smoothly. In the process of carrying out sea trials at a sea state of 5-6 points, when moving against the waves at full speed, the splashing was so strong that it was necessary to reduce the speed. As a result, the seaworthiness of the boat without operating restrictions was set to 4 points.

The commission also noted increased hull vibration and recommended replacing the two-cylinder engine with a four-cylinder of the same power.

This was done on Navy boats. After that, the boat was recommended for serial construction as an onboard work boat for ships of the second rank and received the index 386K. In the Navy, this boat turned out to be a long-liver, had a diving modification 386B and was under construction for more than 10 years, until it was replaced by a more advanced boat of project 338.

But not only the Navy showed interest in this boat. The first-born of the post-war marine transport shipbuilding in the USSR was the sea tanker of project 563 with a carrying capacity of 10,000 tons, and a boat of project 386 was installed on this project as a rescue motor boat. This boat differed from serial boats in that it was modified to meet the requirements for rescue motor boats , and had some design changes.

To ensure unsinkability, 15 air brass boxes were provided, distributed along the length of the boat, life lines were installed along the sides, and there were keel-handrails in the underwater part. Provision was made for the supply of

Project SS6 ship work boat

Responsible for lifeboats, including oars, sail, water and provisions, emergency alarms and other necessary items. This boat received the index 386T.

In 1954, on an individual order, it was planned to build single passenger ships of project 728P, based on sea car ferries. SKB-5 received a technical assignment for the development of a technical project for a motor lifeboat for these vessels.

After a thorough study of the issue, SLE specialists came to the conclusion that for the sake of two boats, which were provided for by the terms of reference and in terms of technical characteristics almost completely corresponded to the boats of project 386T, it is not worth starting a new design and construction. A boat of project 386T was recommended for this vessel (for project 728P, the index of the boat is 386P), and on this issue was closed.

From the beginning of the 50s, the construction of project 68bis light cruisers began. Their predecessors, the Project 26 cruisers, had sixteen-oared motor launches with a gasoline engine as work boats. The time has come for new cruisers to build new watercraft, as the requirements of speed, seaworthiness and carrying capacity continued to dictate their terms.

Already having experience in building a project 386K ship working boat, SKB-5 began designing a new ship working boat for ships of the first rank. Unlike project 386K boats, boats for ships of the first rank began to be called large ship work boats, and for ships of the second rank - small.

One of the conditions for the design of the new boat was the requirement for interchangeability in terms of dimensions and lifting weight of the oar-motor launches previously installed on board the carrier vessel.

The lead large ship work boat of project 387 was built in 1955.

The terms of reference were met: the dimensions of the boat corresponded to the dimensions of the previously existing longboats, the passenger capacity was up to

Silhouette of a large ship's working boat of the project 3S7 (77.0m. 77.5t, 22hp. approx. 7 knots)

80 people, carrying capacity up to four tons, seaworthiness up to 5 points and a diesel engine.

It was also noteworthy that these large and small ship work boats of projects 387 and 386T were the last work boats with wooden hulls built at the enterprise.

The period of introduction of new materials began - steel, light alloys and plastics.

The film "The White Sun of the Desert" has become a noticeable phenomenon in the life of our country - its popularity can be judged at least by how many sayings and popular expressions the lexicon of Soviet people has replenished. The audience will remember for a long time the heroes of the film, talentedly played by P. Luspekaev, A. Kuznetsov, S. Mishulin and other excellent actors. It is worth noting that in this film, in addition to animated actors, inanimate actors also played their roles remarkably - one of them appeared in the film at its most dramatic moment.

Vereshchagin, get off the longboat, you'll explode! Comrade Sukhov shouts to the customs officer, but he does not hear him, and a spectacular explosion follows in a second ...

Barkas: project 330, which was filmed in this film, was actually built much later than the events described in the White Sun of the Desert, but the appearance of this vessel can be considered historically quite reliable. The fact is that such longboats, built in the Caspian from time immemorial and almost until the middle of the last century, were universal: they were used for transporting goods, as patrol boats, and for fishing. Vessels of the same type, from 9 to 20 meters long (30-meter vessels of this type came across in the Caspian!) were similar to each other, like brothers of different ages, although, depending on the purpose, they could differ in some structural elements. At first, they were purely sailing, and at the turn of the 19th - 20th centuries, sail-motor ones began to appear. Nevertheless, the ratio of dimensions and the design of the hull were practically the same.

The prototypes of these longboats are considered to be the Caspian reyushka and the rybnitsa; in confirmation of this, the contours of these vessels can be compared.

Reyushka was a sailing ship of mixed navigation (river - sea) 10 - 13 m long, which carried fore and main masts with slanting sails; the crew of this boat is 3 - 4 people.

Rybnitsa was a sailing or motor-sailing ship, also of mixed navigation (river sea); with an outward resemblance to a rail, it was much more solid (its length was from 12 to 20 m) and had one mast with slanting sails. However, if necessary, the number of masts and type sailing rig could be different.

Universal ships of the type of a fish tank continued to be built after the revolution, however, instead of a wooden set, they made steel, since wood at that time was more expensive than metal. And when, in the first post-war years, fishing and transport vessels were required for the Caspian fishing fleet, there was no question of choosing their type.

In 1946, serial production of project 330K seiners and project 330R refrigerators was launched at the Caspian Shipyard named after S.M. Kirov. The external difference between them was in navigation lights, and the seiner had a cargo boom. Both vessels were of mixed construction with steel framing and wood planking. In total, about 650 ships of this type were built.

The latest modification of the Caspian longboat can be considered project 1407 with steel sheathing, created at the Kaspryba Central Design Bureau.

Caspian longboat project 330

The vessel had a steel frame and wooden planking; dialing system - transverse. The deckhouse and nose cap were wooden.

Steering gear and windlass - manual The vessel was equipped with a pair of Matrosov's anchors weighing 75 kg each with anchor chains of 17 mm caliber and 75 m long. Life raft - five-seater, heavy type. A cargo boom with a lifting capacity of 0.5 tons was installed only on seiners.

The main engine is of the S4DV 224 or 4NVD-24 type with a power of 80 hp. (on early production ships, 50 hp engines were sometimes installed). Propeller steel, three-bladed with a diameter of 880 mm; its pitch is 540 mm and the disk ratio is 0.51; propeller shaft diameter - 78 mm. Both on the seiner and on the refrigerator, two electric generators were installed - one of them with a capacity of 1.5 kW x 25 V. the other - 4.5 kW x 110 V.

On the vessel-refrigerator, a compression refrigeration unit UM-2FV-8/4 was installed on freon-12 refrigerant, which provided the temperature in the hold from 0 to -2 ° C.

Fenders - braided from initial ropes. Car tires were often used as fenders. On the bow of the bulwark, the side number was applied, less often - the name. And watch the most popular new movie here. By the way, before the shooting of the film, the “actor” was made up - they painted over the number and wrote the name “Tver”, and hid the fenders from the tires.

At a critical moment in a war, when resources are running out and the enemy is strong, there is often a temptation to find a superweapon that can turn the tide overnight and achieve victory ... Or at least inflict an unexpected painful blow on the enemy, giving a chance to equalize forces. This is exactly what the Red sailors tried to do in the Caspian in the autumn of 1919.

Bolsheviks in a stalemate

The fate of another participant in this story is interesting. In May 1920, the commander of the gunboat "Greece" Lieutenant P. I. Klopov (born in 1893, former watch officer of the submarine "Seal" on the Black Sea) was captured by the Reds in Baku, but was only put on special account of the Baku Cheka ( I. S. Isakov describes in detail the procedure for such accounting in his memoirs). In 1921, due to the lack of submarine specialists, Klopov was appointed to the Black Sea as the commander of the Nerpa boat. In the same year he was arrested, but the next year he was conditionally released with the appointment of an assistant commander of the AG-25 boat. The next time Klopov was arrested in the spring of 1930, he was sentenced to ten years of corrective labor, but in August 1932 the remaining term of imprisonment was again replaced with a conditional one. Further fate this person remains unknown to this day ...

Sources and literature:

1. A. Makovsky, B. Radchenko. Caspian Red Banner. M.: Military Publishing House, 1982
2. I. S. Isakov. Caspian, 1920. M.: Soviet writer, 1973
3. N. A. Badeev. I accept the fight. M.: Children's literature, 1973
4. N. Z. Kadesnikov. A brief outline of the white struggle under the St. Andrew's flag on land, seas, lakes and rivers in Russia in 1917-1922. M.: St. Andrew's flag, 1993
5. R. E. von Viren. The Caspian Flotilla during the Civil War (1919–1920) // Bizerta Marine Collection. 1921–1923 Featured Pages. M.: Consent, 1923
6. Military sailors in the struggle for Soviet power in Azerbaijan and the Caspian region. 1918–1920 Collection of documents. Baku: Eli, 1971
7. Berezhnoy S.S. Ships and auxiliary vessels of the Soviet Navy (1917–1927). M.: Military Publishing, 1981

Odessa has its own traditional boats: yawls, longboats, scows, feluccas, whose names and designs came from different peoples of the world. And in the North-Western Black Sea and Azov adapted to local conditions. About this, a conversation with Igor Melnik, head of the public Center for Research on the History of Navigation. Having devoted his life to studying the history of shipbuilding, he is concerned about the disappearance of a small fleet that served for centuries the fishermen of the Black Sea region and not only them.

Yalys of the Odessa sailor

The tradition of the Odessa sailor is the cadets going out to sea on yawls, as the main Spartakiad of the year. Two, four, six-oared boats briskly run through the waves towards victory. Yals are widely used for sports and tourism purposes, rafting, traveling, racing. In addition, until recently, these were the most common boats in the fleet. The name yawl came to us from the Netherlands, comes from the Dutch "jol" - a ship's boat with full contours and a transom stern. These boats were of various sizes and were steered from two to eight oars. They were used in medieval fleets for communication with the coast and between ships. There were also yals for freight transportation, which were called yalbots. In the 19th century, yals were also called vessels for catching red fish in the Sea of ​​Azov. They carried removable masts with slanting sails and were driven by 4-6 oars. These did not have a whole deck of the court. Only in the bow and stern were small superstructures, which were called attics. The length of such fishing vessels reached 11 meters, width - 2.4 m.

In Odessa, yawls have become one of the most popular boats. But they were built en masse not in Odessa, but at a large shipyard in Lazarevsky. Igor fondly remembers the wonderful craftsman Damir Shkhalakhov - it was he who built more than 1000 yals during his working life. The last yawl from his hands was released in 2005. By the way, it was Damir Shkhalakhov who built the pride of Odessa - the dier Ivliya, which represented our city and Ukraine in 7 European countries. Diera in the nineties of the last century circled the European continent, passing more than 6 thousand miles under sails and oars.

It is also impossible not to remember that the yawls were built in a conveyor way. When I first visited Lazarevsky, - he recalls, - in the workshop, which was more than 60 meters long, the keel was laid at the beginning, and the finished boat was already standing at the exit.
The yawls were built in a stream of 2,4, 6 and 8 oars. Large yawls with 12 oars were called rowboats. Today it is already a departed rowing fleet. But until now, in Odessa sailors, the most important sporting event is rowing on yawls.

Barkas - a boat for us

How the names flow from country to country, from century to century, can be traced on the longboat - a traditional Black Sea fishing boat, by the way, also used as a boat in the past, but larger. Barkas is a Dutch word. In medieval fleets, it was the longest fast boat with sails on two masts and 22 oars.

Longboats were the fastest courier boats that could quickly transmit orders and reports. The displacement reached 4-5 tons, and the length was 14 meters, with a three-meter width.
In the Netherlands, longboats were later also called small shipping vessels for the transport of goods in harbors and on roadsteads.

In Odessa, before the revolution, ships were also unloaded by longboats in the roadsteads. They were much larger than fast Dutch boats. We had the opportunity to accept cargo up to 15 tons, bring it to the port and unload it. Longboats made up a small fleet in the port and harbors.

Then Black Sea longboats appeared, on which they fished. From Ilyichevsk to Big Fountain dozens of longboats plowed the sea, presenting Odessans with gobies, sprat and mullet. Which of the inhabitants of Odessa does not remember the famous fishing collective farm of Lieutenant Schmidt, which of us did not eat the fish caught by the fishermen.

Longboats from other boats, such as kayuks, were distinguished by a flat transom stern. This design is very convenient with tailwinds. Barges were built by ship-carpentry workshops. Large workshops worked along the entire coast from the Danube to the Kerch Strait. A particularly large workshop was located in the village of Ivanovka, Ochakovsky district. By the way, a reconstruction of the Phoenician merchant ship Melkart was built in it. Igor says that he will never forget the amazing master shipbuilder Valery Stafikopulo, a hereditary shipbuilder, whose family from the beginning of the 20th century provided the entire Black Sea coast with longboats.

Igor Melnik: We are returning to Odessa its shipping history

I, a person accustomed to a mechanical tool, was amazed how such craftsmen as Sobolenko or Stafikopoulo used an ax to carve and adjust the board so that it seemed that it was planed with a planer.

Somehow I say Stafikopoulo. It was back in 1999: "Give me a planer, I'm cutting," and he answers me: “Every ignoramus can use a planer. Take the ax in your hands."
But that's only half the story. Fifteen years later, when Anna Yaroslavna was being built, I heard the same words from master Sobolenko. And he started laughing wickedly. He didn't understand why I was so upset. But the fact is that the school of all these great master shipbuilders was such that they wielded an ax simply skillfully.

And they considered it quite right that one who knows how to work with an ax will always be able to work with another tool. It should be added that one of the vocational schools in Nikolaev has been preparing shipbuilders for many years. Unfortunately, this is also history.

Few people know today that the skipper ax was the king of the boat tool. This is an ax in which the blade was mounted not along the handle, but across. It was with such axes that it was possible to cut out curved parts for frames, stem and stern. And remembering Valery Leontyevich Stafikopoulo (left, at work), it should be added that during his working life he built over 130 longboats.

And our Melkart, created by his hands, traveled several thousand miles in the most dangerous maritime region - the Bay of Biscay and the Northwest Atlantic Ocean. We always remembered the master in the most difficult stormy minutes. But the boat withstood all the blows of the elements, rounding the Iberian Peninsula.

Barges were built according to the types of dimensions 6, 8, 10 and 12 meters. Accordingly, the width and purpose changed. Small launches were intended for the estuaries of Belgorod-Dnestrovsky, Tiligulsky, Sukhoi, Khadzhibeevsky, Ochakovsky, Dnieper-Bugsky. They were shallow-sitting, and it was very convenient to go ashore and hand over the fish, they are also easy to manage near the tops with nets in shallow water. On large 12-14 meter launches they went far to the sea for fishing, sometimes leaving their native shore for several days.

From a pirate ship to a fishing felucca

Among the fishing boats of Odessa, we also hear about the Black Sea felucca. This boat, the name of which has been transformed, flowing from century to century, from country to country. The type of vessel "felucca" includes several types of vessels. Feluca (Italian: Feluca) - a small deck vessel with peculiar slanting sails in the form of a trapezoid or a triangle cut from one corner, has been used to transport small consignments of cargo since the distant Middle Ages.
- If the longboats were high-speed vessels, the feluccas were slower, - notes Igor Melnik. - In the Mediterranean fleets of that period, feluccas were used as courier boats to convey orders and instructions between large medieval galleys. Their indispensability in medieval fleets becomes clear, given that because of the powder smoke, it was impossible to give orders in any other way.

In Mauritania, a fast corsair ship was called a feluca. These ships plowed the coast of Algeria, Tunisia, Morocco. Such a feluca was armed with 6-8 small cannons on the upper deck. Among the Greeks, fishing boats were already called feluca. It is believed that it was from them that this name came to us in the North-Western Black Sea region. Fishing feluccas had three masts with slanting sails and 8-12 oars. She could carry up to 150 tons of cargo. Igor says that he was interested in the types of wooden ships that participated in the Russian-Ottoman wars, and from Turkey and Russia.

Studying the materials of that era, he came across the name "Barbary ship". A large number of such ships were built to take Azov and other maritime companies. These were fast, maneuverable surprise attack ships that got their name from the Mediterranean from the corsair feluccas. So judge for yourself, where did we get the name "felucca". Or from Greek settlers or from Mauritanian corsair ships, which became barbarian in the Russian fleets? One can only add that without a doubt there is nothing in common between the types of these ships. They are united only by the name.

Our feluca has turned into a felucca - a fishing boat up to 6 m long, with a mast and a quadrangular sail. And it became so popular in the Odessa Bay that in the post-war period it even somewhat pressed the scow. The length of this boat is about 6 meters, the width is up to 2, the draft is 0.5 meters, the carrying capacity is up to 2 tons. A sharp high bow, a wide camber in the bow, stern with an inclined transom and round bilge contours make the felucca very stable, seaworthy and reliable. Modern feluccas are often equipped with engines and can carry up to 10 people.

Master boatman Vasily Byrchenko (right) and Yuri Naumov

I hope that this type of Black Sea vessels will still serve on the coast. Of course, they will not be wooden. The main material of modern boats is plastic and aluminum. But here's what's amazing - today's plastic felucca or aluminum longboat were born centuries ago, and the one who built them for the first time from wood could not even imagine that completely different materials for boat building would ever appear. Why are there centuries, even 60 years ago it was hard to believe in it, - concludes Igor Melnik.
Inna Ischuk, Anatoly Vengruk