Overview of sailing ships built on the basis of old factory-made boats. The longboat on which Vereshchagin exploded in the film "White Sun of the Desert" was built in Astrakhan. Caspian propeller-driven sailboats

Until 1949, the Navy consisted of a sixteen-oared longboat built by the Kronstadt Marine Plant. The design bureau of plant No. 5 was tasked with adjusting 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 a 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 moving under the oars, the Kronstadt longboat was lighter due to the lack of a propeller.

As for the running of the launch under the engine, tests have shown that weather conditions do not allow the full power of the engine to be used. Thus, when the sea is rough at six points, with the full course of the launch against the waves or at an acute angle to them, there is a strong spray formation and flooding of the bow. As a result, the longboat takes a significant amount of water, which the drainage means cannot cope with. This forces you to slow down or reduce the payload.

Thus, the commission for conducting state tests of the head samples of rowing-sailing and motorized vessels found that the operation of the longboat without speed limits with a full load of 52 people is possible only when the sea is 3 points. When the sea is rough at 4 points, the load should be 26 people at an average speed, but when rowing, 39 people can be in the launch.

The commission unanimously came to the conclusion that the outlines of the lifeboat, designed for running under oars, were not adapted for installing the engine and recommended that the issue of supplying newly designed ships instead of open longboats with work boats with a decked bow and contours corresponding to the outlines of motor boats be considered.

If we trace the growth in the tonnage of post-war ships in comparison with pre-revolutionary ones, we get the following picture: light cruisers of the Svetlana type about 6,800 tons, light cruisers of the 68 project about 18 000 tons, destroyers of the Novik type about 1,300 tons, destroyers of the 956 project about 8000 tons. The same can be said about the largest operating ships: battleships of the "Sevastopol" type about 23,000 tons, heavy aircraft-carrying cruisers of Project 1143.5 about 55,000 tons.

Such an increase in tonnage in the XX century could not but put forward new requirements for shipborne craft.

The increase in the tonnage and the numerical strength of the Navy, forced to keep some of the ships in the roadstead at some distance from the coast, especially since this took place on long voyages. To accelerate the turnover of ship floating facilities

Work boat M70 on the move under the engine

When communicating with the shore, 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-year yala (Yal 10). Installation of an engine with a capacity of 50 liters. from. produced on a working boat Yal 10 factory number 23 and in February-March 1950 in Sevastopol conducted its tests.

According to the test results of a yacht under oars, it was obvious that its driving performance in comparison with serial Yal 10 yachts deteriorated 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. ...

Going out to sea trials was carried out with a sea state of 3 points, with a full load of 25 people, under a motor without speed limit. This exit showed that at full speed the yawl tends to burrow into the oncoming wave, and the splashing is so strong that the yawl cannot be operated under these conditions. 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 gusty winds, added strong blows to oncoming waves to intensive splashing at full speed. When the yala moved along the waves, the impacts disappeared, but the intensity of splashing and overwhelming by the wave did not decrease. Reducing the speed improved the overall sailing environment.

Thus, the commission for conducting state tests of the head samples of rowing-sailing and motorized vessels found that the operation of a yacht without speed limits with a full load of 25 people is possible only when the sea is rough up to 2 points. In case of sea roughness of 3 points, the load 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 tests of the BM-16 motor launch.

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

When designing a ship's work boat, the commission recommended to increase the camber at the bow, to increase the freeboard and sheer in comparison with the Yal 10 boat that was being tested.

All the comments of the commission and the experience gained when testing the longboat BM-16 and the boat Yal 10 should be 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 due to 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 KRM-10 boat was completed. The chief designer of the new boat was D.A.Chernoguz. This boat was designed and built by order of TsKB-53 (Severnoye PKB) and was intended for installation on destroyers of the ZObis project. But the main idea was to create an onboard working boat of high seaworthiness with a diesel engine for the Navy ships, and so that the lifting of such a boat on board the carrier vessel could be carried out with an arrow or with the help of davits.

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

When the boat went out for tests with a sea state of 4 points and half the number of passengers (13 people), intense splashing and flooding of the bow was observed, and during the lag to the wave, there was such overflow of water through the side of the boat that the tests had to be stopped. In such a situation, there was no question of testing the boat on a five-point excitement with full load (25 people).

According to the conclusion of the commission, the operation of the boat with full load and without speed limit could be allowed only when the sea was 2 points, but such a boat, due to such low seaworthiness, could not be adopted by the Navy ships as a motor work boat.

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

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

KRM-70 boat with an 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 two more spare.

In this case, it turned out already only a motor boat, but with elements and equipment typical for a rowing boat, and such a boat could not be allowed into operation. Everything went to the fact that they had to give up oars and focus only on a motor boat.

And the commission made a decision - TsKB-5 should design, and plant No. 5 should build a naval motor work boat similar to the mock-up boat KRM-10, take into account all the shortcomings revealed during the testing of this boat, and submit it for new comprehensive tests.

This was the birth of the first domestic ship-borne working boat of Project 386, and H.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 boat KRM-10, ended in November 1951. Such a quick creation of a new boat was facilitated by the fact that the main engine and the missing component equipment 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 the sea trials did not go entirely smoothly. In the process of seaworthiness tests in 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 operational restrictions was set at 4 points.

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

This was done on naval boats. After that, the boat was recommended for serial construction as an onboard work boat for ships of the second rank and received the 386K index. 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 has shown interest in this boat. The first-born of the post-war marine transport shipbuilding in the USSR was the Project 563 sea tanker with a carrying capacity of 10,000 tons, and the Project 386 boat was installed as a rescue motor boat on this project. , and had some design changes.

To ensure unsinkability, 15 air brass boxes were provided, distributed along the length of the boat, rescue lines were installed on the sides, in the underwater part there were keels-handrails. Provided the supply of appropriate

SS6 project ship work boat

Suitable for lifeboats, including oars, sail, water and food supplies, alarms and other necessary items. This boat was indexed 386T.

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

After a thorough study of the issue, SKV 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 the 386T project, it was not worth starting a new design and construction. A boat of project 386T was recommended for this vessel (for project 728P the boat index is 386P), and the issue was closed on this.

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

Already having experience in building a shipboard working boat of project 386K, SKB-5 began designing a new shipboard working boat for ships of the first rank. In contrast to the boats of the 386K project, boats for ships of the first rank began to be called large naval 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 the dimensions and lifting weight of the oared-motor longboats installed earlier on board the carrier vessel.

The lead large ship-borne work boat of Project 387 was built in 1955.

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

Silhouette of a large naval working boat of project 3S7 (77.0m. 77.5t, 22hp from 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 shipboard 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.

We take numerous photos,

Timur became interested in the timing of the submarine

And with probes (No. 7) to check the clearances

We, as landowners, were interested in the details of everyday life. Including in the latrine

The rescue diving suit mentioned in the movie "72 meters". Remember, Makovetskiy: "And by musings, by musings"

And a working divers' suit

After a dull road - there is revival on the faces

We get under way to Pudozh. There was no such thing ... refueling our pepelatsev at Lukoil, located in the other direction from the exit we needed, took another 40 minutes.
But, we saw the sluice. quickly and through the netting.

Pudozh, Medvezhyegorsk, the road is being repaired very intensively. Among us is an expert designer of road structures, therefore, along the way, we can, like on an excursion, ask any questions about geotextiles, crushed stone, road equipment and hydraulic structures.

In Medvezhka, refueling to a full tank again. We are trying to find out about catering places from locals, but in vain. It seems that everyone there is not local, passing through. People poured full tanks into their battered L200s and a couple of 100-liter canisters in the back. Then we get up on the P-21 "Cola". Kilometers are smeared in this space of the tundra. It seems that we drove 500 km, but no ... only 150. Through the Ci-bi radio we find out whether "it's far before lunchtime": the truckers were happy, 200 kilometers to the nearest tavern. This is her life in a transfer - from canteen to canteen. Settlements not at all on the way. Only the cuffs on Segezha, Belomorsk, Kem ... At the Kem and Kem, of course, we do not refuel, as is recommended in all travel reports.
On steam solariums we reach Louhi. For decency, 15 liters flopped so as not to dry out. In the village store bought products for the evening. In the village, young people see us off with unkind looks, their eyes scouring our trailers, which can be profitable. They probably thought we were going to sleep nearby. We return to the highway, and drive off a couple of kilometers back to the lake. Rear.

No sunset is expected. Beer with fish. With difficulty we found a place for two tents for me and Ilya. Our car owners sleep in their cars on the way. They have acclimatization, a smooth transition from a home bed to a tent mat. I slept well. In the morning, a vigorous rise, we wash, brush our teeth with eyes with lake water. However ... outside +6, the water in the lake is a couple of degrees warmer. Breakfast at the gas station at Loukhi intersection - A-136. Faces shine, eyes shine - we are almost at the starting point. Everyone wants to jump on the bike as soon as possible. I call Alexander Borisovich, arrange our visit with an overnight stay at Tonya Tetrina. The estimated time of arrival is "about 18.00". Lines of brothers, returning from "Motobukhta", stretched towards them. Someone has an expression on their face - "Moto", while someone else has not yet moved away from "Bukh-you". We pass, stopping to tie ribbons, at the Arctic Circle mark. Well, shit there ... Hundreds of pagan seids, ribbons, scraps, and even sneakers on the branches. Make a fool pray, in one word.

At lunchtime we drive into Kandalaksha. We buy additional necessities in the store, have a sweaty lunch so as not to return to the nutritional issue for today. At this store, clumsy personalities from under the jacket offer a choice of smartphones, tablets, laptops, etc. Be careful there!
Parking on the street. The defenders of the Arctic, which I previously, looking at the maps, noticed for the camp of our cars with trailers, turned out to be a penalty parking lot. First, they indicated some exorbitant price for 2 cars with trailers. But when we saw that we were turning around, we brought down the price tag to 150 rubles / day per coupling. We agree. They took off their motorcycles, put on their clothes, hung up their bags, drove off to a gas station. And then I was in for a culture shock. I put the gun in the WRR tank, go pay. The girl at Statoil, seeing my visibly passing physiognomy, kindly explains: they first fill up, and then pay. I understand that the capital is not local, and the Finnish border is near ... But this did not soften my surprise that “fill it up, then pay”, I first tried it not in my native Tatarstan with its Tatneft.

A female guard at a special parking lot looked with interest at our transformation from four to two-wheeled. I asked questions. Then she said that a year earlier a motorcycle traveler from Novgorod had died on the track. They have a motorcycle “like yours, but more serious” and equipment under the booth. She said that the parents had just come to pick up the body of their son from the morgue, but no one came to pick up the motorcycle, and they did not know what to do with all this. She offered to go to the closet and see. Not very much to start the trip, we silently ignored her offer ... Then I asked if we had firearms and fishing equipment with us, because according to her, “this morning they called - the fish went, and the bears here at night stroll around the city between garbage cans”. With a condescending smile, we said that we had nothing with us (and if we did, would they say). And bears ... well, we also have bears at home.

White Sea as it is

We climbed the first hill.

Earlier I already heard that in Kandalaksha a downhill race on mountain bikes is held, probably from this mountain. A beautiful view of the Kandalaksha Bay. Further, an excellent asphalt tape carried us through the villages, familiar from Nikitin's book: Luvenga, Kolvitsa. We stopped at Lake Kolvitskoye.

We have the first sacrifice to the local spirits. Older brother Timur, unscrewing the throttle handle, threw a pebble straight into the headlight of his younger brother Arthur. The situation is painfully familiar to me. In Kazakhstan, I came under fire and caught a stone in the headlight glass. On the shore of the lake, Arthur glues the headlight with improvised means. This flashlight will not be useful here, but upon arrival, you will have to change.

The sun is shining, there is a strong wind, there are quite serious lambs of waves on the lake. We got a little bit drunk in the sand, warmed up from the asphalt, and march to Umba. There, at Rosneft, some 6, some 5, and some 4 liters were added to the tanks. I decided not to fill the can for now. The goal for today is Tonya Tetrina, especially Monday, and there are few guests there; there are empty seats for us. We were so tired of the Rubilov in a chair-shaped car with bulging eyes that we wanted to roll merrily. We decide to go not on asphalt, but to wade through the Turiy Peninsula along paths and paths. The path was quite funny.

We had to sweat and turn around in search of the right direction, in the end we jumped out to the Kandalaksha reserve (we have such a trick - willy-nilly to climb through point G (I specify, NOT "G") into forbidden places where no one is waiting for the appearance ; especially on the first working day of the week).

But on the pebbles, the muscles remembered their true purpose, thoughts appeared in my head what and in which direction to twist in the evening in the suspension settings for this area. In our native Mari sands, I like to tighten the front end almost to the very hard.
Of course, having wet my feet, getting dirty, grabbing a trophy, and forgetting about the photos, we arrived in Tonya Tetrina instead of the announced 18.00, closer to 22.00. 500 meters from Tony, Spirits, using a stone on the road, take the pilot's left footboard from Ilgiz from his Yamaha TTR250 Open Enduro. Moreover, together with the meat from the frame. The titer's frame gapes with a laceration. Ilgiz "on one leg" reaches the base. It needs to be boiled and spliced. But that's all tomorrow.
Alexander Borisovich, one might say, was no longer waiting for us.

The three of them settled in the Pomor hut, the brothers - in the hut of the Lapps, saying that it doesn’t smell so much of fish (well, what else can smell in a localization where “fish day” is 7 days a week).

Colorfully scattered their brace-helmets-stockings around the Pomor hut,

rolled out sleeping bags on the bins, and went to supper. Salmon fish soup, herring top for the second, smoked salmon for beer, then brandy supplies were used. A magical evening. And ahead is a bathhouse. We arrived in Tonya at maximum high tide, and while we were having dinner, low tide began. Two "fishermen" from our group went to get their buzz on an elastic band.

I went alone to the bathhouse. That evening, my soul and body were leaving each other, then returning, touching, again repelled from each other. The taste buds have staged a tough battle with the contemplative sector of my body, who is cooler and more pleasant now. The immersion of the body steamed after the bath in the White Sea, and my consciousness sprung up at all, whether this is happening to me in reality, or is it a dream ... or maybe it's a snowy winter, and I'm just thinking about this trip? .. But Timur and Arthur joined the bath procedures , and everything was repeated again and again. Having left for "half an hour", after 2 hours 40 minutes, the fishermen returned with salmon, cod and flounder. Also, their prey was some kind of fish, which Ilya and Ilgiz did not even dare to touch with their hands. They took it off the hook of the spinning rod ... with the Leserman's pliers  From their words, the fish puffed up and vibrated like a phone ringing on silence. Already on the shore, Dima, a great guy, the son of Alexander Borisovich, still forced the fishermen to make direct contact with this prey and take it in their hands. Ilgiz went to clean the fish, and in the morning we smoked it.

You will find out later what happened to this smoked cod. And then - again the bathhouse, kelp, silence and this indescribable smell of salt on the coast ... I read so much about him as a child, but never felt it. Neither the Black Sea smelled of salt in its various places, nor the Caspian, nor the Aral, nor the Azov, nor the Mediterranean ... it does not smell of salt, that's all. The salty breeze does not tickle my nose. Either the nose is not like that, or the writers are lagging ... But the White Sea smells. Tickles. Plays with several shades of salinity, depending on the ebb and flow. If the sun is shining, the exposed kelp very intensively begin to dry out and exude, soar with salt. In cloudy weather, the concentration of salt in the air is completely different. I inhaled this smell, and did not get tired of it. The resort in the direction of "Ear-throat-nose" - in its purest form.
In parallel with us, a serious man from St. Petersburg, on "Tundra", stayed in Ton. He had a specific task - to catch a catfish. But that evening failed. But we had an interesting conversation. The night has completely disappeared, it is light.

Our reason does not smell sleep, and we rambled almost until 4 o'clock in the morning.

Through a dream, I heard how early in the morning I got ready and left for Umba Ilgiz. There he was welded a piece of steel fastener with a footrest to the frame. He returned when our euskursion was already in full swing. We had breakfast with rich salmon soup. We watched an icebreaker passing in the distance, a conning tower of a submarine,
and also for a moment Belukha, a White Sea whale, appeared 25-30 meters from the shore. Then Dima gave us an excellent excursion around Ton. There is no point in retelling it, especially since the artifacts need to be touched, weighed with our hands, and tried on. Much has been done as an exact copy of the Lapps' utensils, but there are also natural antiques that have survived to this day.

That only is worth a Swedish copper teapot of the 17th century, which is still used in Ton. In the chapel of Varlaam Keretsky - on the wall is a map from the Kursk submarine, from the cabin of Captain Kolesnikov. Charred at the edges, with traces of a long stay in the water. My heart ached as I now recalled my experiences of this tragedy 15 years ago.
We thanked the father and son Komarovs for the reception, the excursion, but a little bit of good. So conscience torments. We started our trip with luxury conditions: an overnight stay in a cozy hut, a sauna, a three-course dinner. Ilya and I went to look at the remains of an aircraft that fell nearby during the Great Patriotic War. In part, they now lie just a few tens of meters from Tony, barely deep into the forest.

Alexander Borisovich warned us to go further, said that he had just seen a bear. Ilya and I looked at each other, apparently, they have a special tourist-oriented feature here - to scare with a bear. But they did not go into the forest, they collected firewood nearby.

Meanwhile, the tide began. You need to hurry to drive towards Kuzomeni as much as possible along the coastline, in some places along the low tide.

Excellent grip, there are obstacles, but of course, without tree blockages. It is better to avoid some puddles. here, the depth of an unsightly puddle may well not meet our flat expectations. In some places you have to go out onto the asphalt to cross large rivers, but almost always right after the bridge you can return to the coastline.

There are remnants of old networks everywhere, striving to wind up on the hubs. And everywhere there are remains of karbas ... it is worth mentioning about them separately. Karbas was built conscientiously (how else, if he is a breadwinner, and he was entrusted with his fate at sea). And when it came into complete disrepair, it was never dismantled for "spare parts", the remains were not burned. The old karbas stood in tone on land, and was dying of his natural death from natural phenomena... Along the way, the children who grew up learned on it: the device of karbas, partly how to control it, and just played in it. Karbas - he is alive, he is a member of the family. If I am not mistaken, and now there are still several artels on the White Sea, where they build karbas according to the old, great-grandfather's drawings.
We didn’t pick up the amethysts, because we drove like bewitched along the coast. Coast of the sea. Absolutely deserted. It's all yours. Get up where you want. And picking amethysts at Cape Korabl seems to be illegal, or at least low.

The sands of Kuzomeni did not impress. It sounds like butter, but "sand is sand in Africa too." We drove to the mouth of the Varzuga River. At the point of confluence with the sea - the habitat of visiting fishing enthusiasts. Frame cars of various price segments and with license plates from Koenig to Novosib are parked. I had some emotional hopes for this place, but I was rather disappointed. Crowded, bustling. In a word - fishing. We hurried to leave Kuzomen.

It is not so easy to do this, the sand does not release. With a strained roar of the engine, several falls, we make our way to the pine forest. But even there the sand does not end there. Not so that he embarrassed or frightened us, they just got out of the habit of him.

We stop for the night on an unnamed lake between Kuzomenya and Varzuga. There is a campfire site, access to fresh water. Boil it, no problem. Finally, we are preparing dinner on our own on the burners. We drive tea with gingerbread, made a fire for a smoke screen from potential aliens from the forest. I slept wonderfully on the moss. We notice that the activity of midges decreases by about 23.30. We adjust to their "schedule" in order to have a relatively comfortable evening gatherings. It was a positive day. Without rain, drizzle, and heat. What you need for off-road travel.

"Vereshchagin, leave the launch - you will explode!" One of the most dramatic moments of the film "White Sun of the Desert". This is followed by a spectacular explosion ...

The ship that was filmed in this film, in fact, was built much later than the events described in the film, but, nevertheless, it can be considered historically accurate. Such ships sailed in the Caspian Sea from ancient times and were universal. They were used to transport people and goods, as fishing and patrolmen. Depending on the purpose, they could differ in some structural elements; among them were both purely sailing and sailing-motor (at the turn of the XIX - XX centuries). Their length ranged from 9 to 20 meters. Larger ones were less common, but according to the stories of grandmothers and grandfathers, they were built over 30 meters in length. (We are sending you a photograph of the model of the Caspian "reyushka", as one of the prototypes of the project 330 vessel, which was filmed in the film. The model was made at the S. M. Kirov shipyard in Astrakhan in 1980 by the best plazovik and layout designer of the plant - Timoshechkin G .P.) Nevertheless, the hull contours, the ratio of dimensions and the structure of the hull were preserved.

They continued to build them after the revolution; and when, after the war, fishing and transport vessels were needed for the Caspian fishing fleet, no one particularly doubted how they should look. The progress of the shipbuilding industry affected only the fact that the set of these ships was steel, but the outer skin remained wooden for a long time. The set was made steel because the cost of wood became higher than steel. People called them "composites" or seiners, which, strictly speaking, was not entirely true. The vessels were very successful and had outstanding seaworthiness. Even when they began to build completely steel ships, at first (project TsPKTB "Kaspryba" No. 1407) they simply copied the contours and layout of the "composite". During a major overhaul, the "composites" were used to replace the wooden cladding with steel. Surprisingly, at least one such ship has survived to this day, albeit in a greatly modified form (probably it was used as a service and crew). We photographed him at one of the Astrakhan shipyards.
So, the ship's “family tree” looked something like this:
Prototypes:
- rail - a mixed navigation vessel 10-13 meters long. Carried foresail and mainsail with oblique sails. The crew is three or four people.
- Rybnitsa - a vessel of mixed navigation (river-sea) with a length of 12 to 20 meters. Sailing or sailing-motor. As a rule, it had one mast with oblique sails (sailing equipment could be different, as well as the number of masts).
In 1946, at the S.M. Kirov shipyard, a composite (steel kit and wooden planking) vessel was designed and built in two versions - a seiner (project 330K) and a transport refrigerator (project 330R). Built at least 650 units. Externally, the ships were distinguished by the presence of a cargo arrow on the seiner and differences in navigation lights. The last modification of the vessel was designed by TsPTKB "Kaspryba" (project 1407) had a steel skin.

Main characteristics:

Overall length - 19.47 m
Length between perpendiculars - 17.4 m
Maximum width - 6.2 m
Depth amidships - 1.95 m
Draft when loaded:
- nose - 1.44 m
- stern - 1.53 m
Displacement - 85 t
Carrying capacity - 26 t
Crew - 6 t
Autonomy - 10 days
Maritime Register class - "R 4/1 C (Caspian Sea)
Main engine - S4DV 224 (or 4NVD-24) - 80 hp
(in the early days it was possible to find 50 hp)
Speed \u200b\u200b- 7.5 knots
Body - steel set, wood paneling,
dialing system - transverse
The deckhouse and nose guard are wooden.

The steering gear is manual. Windlass - manual. Matrosov's anchors - 2 × 75 kg. Anchor chains - 2 × 75 m, 17mm caliber. Heavy-duty liferaft for 5 people Load boom - 0.5 t (only on seiner). Fishing spire with a pulling force of 0.5 - 1 t (only on a seiner). Generators - 1 × 1.5 and 1 × 4.5 kW with a voltage of 25 V and 110 V, respectively. Three-blade steel propeller with a diameter of 880 mm, a pitch of 540 mm, disc ratio - 0.51, propeller shaft diameter - 78 mm. Refrigeration unit compression UM-2FV-8/4, refrigerant - freon 12, temperature in the hold - from 0 to -2 ° (only for 330R).

Coloring:
The hull is pitch black, the waterline did not break, the deck is wooden (pine) unpainted, the wheelhouse is wooden, painted white. Sometimes window frames and doors to the wheelhouse were not painted, but saturated with hot drying oil. Masts, yards, cargo boom - unpainted wooden. Bollards, ducks are black. The spiers were painted either black or ball color. The steering parts are black. The galley exhaust and chimney are black. Ventilation heads are white or (less often) spherical.
Braided fenders made of natural ropes. Car tires were often used as fenders. On the bow of the bulwark, the tail number was applied, less often the name (in the film, the tire fenders were hidden, and the tail number was painted over).

This yacht was built by Yu.V. Kholopov from Leningrad. It is based on an old boat built in Novaya Ladoga, found on the banks of the Srednyaya Nevka. The boat, in spite of its deplorable condition, was quite suitable for Yu.V. Kholopov both in terms of contours that met the requirements of speed and germination on a wave, and dimensions (longer than a six-oar yal by about 1.5 m, which significantly expanded the layout capabilities).

The repaired hull underwent only minor changes: the side was raised by 70 mm, a decorative frame (made of aluminum alloy) was placed on the stem, at the same time playing the role of a bowsprit support. The boat was decked, a superstructure and a self-draining cockpit were equipped. The body with clinker sheathing is pasted over with glass cloth in two layers (three layers on the bottom). In addition, along the keel, an additional layer of fiberglass and a layer of fiberglass was laid, and in the middle part of the boat - two boards 40x150 3 m long.These boards, installed with the face to the bottom close to one another and fixed through the skin to the frames with brass bolts 8 mm in diameter, serve as a cushion for false keel mounts. Frames in the area are reinforced with oak linings and squares bent from 3mm steel sheet.

Of interest is the design of the false keel itself and the profiled steering wheel. False keel is made of welded steel with a thickness of 2 mm; its streamlined shape is fixed by horizontal struts. The sole is cut from 10 mm thick sheet and has an opening for ballast (lead). Through bolts with a diameter of 10 and 12 mm are used to attach to the set.

The base of the steering wheel is a light alloy plate (8 mm thick), on which deep marks are applied to improve adhesion and studs are fixed. The rudder nib 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 storeroom, but it can accommodate two berths. The asymmetry of the table and the use of its rotary design allow you to walk around the cabin without interference from any side. The aft compartment is divided by longitudinal baffles into the engine room, where the SM-557L engine is installed, and the side compartments, in which are enclosed gas tanks with a capacity of 60 liters welded from millimeter steel. The main metal assemblies and parts of the yacht are made of stainless steel.

The yacht is armed with a sloop; there are three jibs (6, 14 and 24 m²) and a mainsail (9.65 m²). The collapsing mast is secured in a stand on the deckhouse roof. From below, the deckhouse roof is reinforced with two 50 mm thick planks; between them - a manhole in the bow compartment. The mast is secured with shrouds and rhomboids; rigging is made of stainless steel (wire diameter 4 mm).

For five navigations the yacht "Xantippa" had more than 100 exits and proved to be a seaworthy and well-controlled sailboat with a steep wind. Its habitability is satisfactory.

In his message Yu. V. Kholopov draws attention to the effect of the screw on the stroke. With a wind of up to 2-3 points, the screw turns only if the cuffs are loosely mounted on the shaft, but at the same time they let water through (up to 2 buckets per day). If the cuffs are tightened, then the screw begins to turn in a wind with a force of more than 3 points, and in less winds it is motionless and creates resistance up to 20% of the total. A 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 mizzen mast (shortened from) with a sail area of \u200b\u200babout 5.5 m².

Schooner "Grinada" from a ship's boat

Back in the summer of 1970, Kharkiv yachtsmen - members of the amateur yacht club “Fregat” - purchased an expired ship from the motor ship “Ivan Franko”. It was decided to make a yacht out of it, similar to the old sailing ships. 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 rendered great assistance to the yachtsmen.

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

The yacht was armed with a gaff schooner with a total sail area of \u200b\u200b42 m².

Auxiliary motor is a 10-horsepower outboard motor "Moscow".

The cabin is equipped with seven berths, a chart table, a wardrobe and spacious lockers. A gas stove with two cylinders is used for cooking. Rescue equipment, in addition to the circles, include an inflatable rubber boat for 10 people.

The name "Grinada" was given in memory of Alexander Green.

In August 1973 "Grinada" embarked on the first voyage Odessa - Zhdanov (the future home port). On the way, it was planned to visit Sevastopol, Yalta and Feodosia, but the number of visits had to be reduced, since they stood in Sevastopol for three days 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, during the next storm the mainmast broke. Since 1976, the yacht has continued long cruising trips.

VP Drachevsky, who was a participant in the construction of the schooner, informed the editor about "Grinada". The experience gained gave him the opportunity to subsequently lead the team that designed and built the Three Bogatyrs miniton.

Schooner "Yuri Gagarin" from whaleboat

The schooner was built in Odessa by three enthusiasts under the leadership and with the participation of A.D. Kirichenko on the basis of a 9-meter rescue whaleboat.

The board height is increased by 250 mm. The deck is extended forward; the bow part is decorated with a clipper with the expectation of further installation of the bowsprit. The stern is lengthened, and the contours of the above-water part of the hull are changed in such a way that the stern overhang is formed and a wide transom is obtained. A ballast false keel with a mass of 1.5 tons, which has a height of about 1 m and a length of about 5.5 m, is fixed to the keel beam.The superstructure, made with the expectation that a person in any of the interior rooms could stand in full growth, turned out to be too long, which limits freedom of movement on the deck. The self-draining cockpit is smaller than it takes to find the entire crew. Equipped with two cabins (4 permanent berths) and a galley compartment in the stern. Each compartment has a separate ladder.

Sailing rig consists of a gaff foresail (25 m²), Bermuda mainsail (20 m²), top (30 m²) and rack (10 m²) staysail, jib (8 m²) and apsel (10 m²). Each of the masts is secured by two pairs of main cables, stays and tops, passing through the spreaders. In addition, the foremast is equipped with a topsail and forduns. The bowsprit is unfastened by tradition sailing ships - water tacks, between which the net is stretched, and water tacks, one of which goes through the martin-boom.

The vessel is equipped with a small CHA-4 diesel engine, which provides 6 knots under the engine. Sailing in a 5-point wind, the yacht's speed is 6-7 knots. The construction of the schooner lasted 2 years.

Several long voyages in the Black Sea have shown good seaworthiness and the correct choice of sailing equipment.

"Quarter-ton" "Leader" on the basis of the old yala

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

Basic data of the "quarter-ton" "Leader"
Maximum length, m	7,30
Length at design waterline, m	6,20
Maximum width, m	2,00
Draft, m	1,20
Empty displacement, t	1,50
False keel weight, t	0,45
Sail area, m2	24,03

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

The work began with cleaning the hull from old coatings and replacing a number of parts of the set and the casing. Then, in order to change the contours of the extremities, the bow and stern attachments were placed directly on the body of the six. A straight inclined stem and a counter-tibers with an inclined transom were installed, which served as the basis for the formation of the bow and stern overhangs; hull length increased by 1.15 m. The board was raised by 300 mm. Pine boards with a thickness of 13 mm were glued to the entire outer surface of the hull to level the ledges of the clinker cladding, and then stitched it. After plastering 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 body was covered with a thin layer of liquid epoxy resin, and when the resin hardened a little (but still adhered to the fingers), nitro paint from a spray gun. The result is a very durable coating.

The deck was made of 20 mm thick boards with one layer of glass fiber lining. The deckhouse and cockpit are made of 10mm plywood and are also covered with fiberglass.

The afterpeak (in the attachment behind the boat's transom) contains a 20-liter canister of gasoline for. There are lockers under the banks of the spacious self-draining cockpit. The cabin has four berths. The bunks are upholstered in artificial leather with foam lining. The galley with "Bumblebee" in gimbals is located under the gangway. The cabin is equipped on the right side - a wardrobe, on the left - a navigator's closet with a folding table.

The navigation 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 order is about 55 kg. Standing rigging is cut from 4 mm steel wire.

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

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

Yacht "Getan"

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

The alteration of the 6-meter bucket boat 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 "KYa" No. 55, but with some deviations. The stem is given a greater forward inclination. The aft deck is at the level of the side line, which allows the cockpit to be raised by 150 mm; the author believes that this solution simplifies the design and provides more freedom when repairing an engine located in the afterpeak. Ballast (600 kg of pig iron and lead) is loosened under the cockpit, which gives a slight (about 2 °) trim aft. The fin false keel was not installed.

The outside is covered with fiberglass. The underwater part is double coated with epoxy glue with the addition of dry red lead. The result is a beautiful, durable coating, which, unfortunately, is prone to fouling. The hinged bow and sliding aft hatches are made of 12 mm plexiglass. The yacht's unsinkability is ensured by polystyrene, which is laid under the deck and roof of the wheelhouse, in the hollow bulkheads and under the lining along the sides in the cabin; the total volume of foam is about 1.8 m³. Maximum height in the cabin at the entrance is 1.37 m.

The yacht is armed with a sloop. The spar is made of welded pipes with a diameter of 85 mm from AMg5M alloy. Lick-groove is a 22x2 tube mounted on M5 screws.

At the end of July 1979 the yacht was launched. After an experimental inclining, she was armed and on August 1, E. A. Gvozdev went on her alone on the maiden voyage to the Astrakhan roadstead and back. The author called this eight-day "cruise" "sea trials".

The voyage showed that the Getan is a seaworthy and stable vessel, capable of carrying full sail with winds up to 7 points. When the yacht was sailing on a gulfwind course in this wind, the roll was about 15 °. When the wind intensified, storm sails were set or the yacht drifted (wind over 10 points) due to the impossibility of steering on a large wave.

Maximum speed up to 5 knots. The yacht maneuvers poorly - the absence of a fin affects. A reservation should be made here: using a ready-made project, the builder for some reason rejected the recommended swers, which would undoubtedly improve the yacht's sailing qualities.

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

In the next navigation, the "Getan" again made a long voyage alone. In 25 days of sailing, the yacht sailed 1,070 miles without entering ports, and crossed the Caspian six times. E.A.Gvozdev gives the following data on this passage: the yacht was sailing with tailwinds of medium strength for a total of 10 days (40% of the time), maneuvered with the same winds - 8 days (30%), fought a storm - 2 days (6 %), the rest of the time it drifted.