Caspian sailing screw longboats. The longboat on which Vereshchagin exploded in the film "White Sun of the Desert" was built in Astrakhan

23.02.2022

Here is a list of ship names from the nautical directory that fit the definition of "sea sailing vessel":

Barque- a sea sailing vessel having from 3 to 5 masts, with slanting sails on the aft mast (mizzen mast) and straight on the rest.

Longboat- 12- and 22-oar ship's boat with sailing equipment, used to transport people, cargo and deliver anchors.

Barquentine(schooner-bark) - a sea sailing vessel with at least 3 masts with oblique sailing weapons and a front mast (fore mast) carrying direct sails.

Bot- a small single-masted sailing vessel, often with an engine.

Brig- marine sailing two-masted vessel with direct armament on both masts.

Brig "Mercury"

Brigantine- sea sailing two-masted vessel with direct armament on the front mast (fore mast) and oblique on the back (main mast).

Galion- this is the name of a large sailing warship of Portugal and Spain in the Middle Ages.

galleon "Golden Hind" - the legendary galleon of Francis Drake

Galliot- the name of a type of cargo sailing ship from the Middle Ages.

galliot "Eagle"

Clipper- a high-speed sailing vessel of the 19th century, with sharp hull lines and developed windage.

Clipper "Thermopylae"

Corvette- 1. The smallest three-masted ship in the sailing navy, with full direct armament, carrying up to 30 guns located only on the upper deck. Since the 40s of the last century, in addition to sails, they began to have steam engines; 2. A modern patrol ship carrying escort service for the protection of merchant ships.

Battleship (Battleship) - 1. A large sea sailing vessel, intended for artillery combat in wake formation, that is, stretched out in line; 2. A modern warship carrying large-caliber guns and protected by powerful armor (battleship).

Battleship "Twelve Apostles"

packet boat- this is the name of a marine sailing or sailing-propeller vessel designed to transport passengers and urgent mail between the ports of Europe and America.

Packet boats "St. Peter" and "St. Paul"

Gusto(shmak) - a small seaworthy sailing fishing vessel.

Frigate- a three-masted naval ship of the military sailing fleet, armed with guns (up to 60), located in two rows in height in one closed and on the upper deck.

Sloop- 1. A three-masted warship with direct armament, similar to a corvette; 2. Single-masted sailing vessel with two sails (mainly sports); 3. Low-speed patrol ship for the protection of transport caravans in some modern foreign fleets.

Schooner- this is the name of a sea sailing vessel with two or more masts armed with slanting sails.

schooner «Belle Poule»

Skiff- a small rowing and sailing boat with one or two pairs of oars.

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:

A. Makovsky, B. Radchenko. Caspian Red Banner. M.: Military Publishing House, 1982
I. S. Isakov. Caspian, 1920. M.: Soviet writer, 1973
N. A. Badeev. I accept the fight. M.: Children's literature, 1973
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
R. E. von Viren. Caspian flotilla in the period civil war(1919–1920) // Bizerte marine collection. 1921–1923 Featured Pages. M.: Consent, 1923
Military sailors in the struggle for Soviet power in Azerbaijan and the Caspian region. 1918–1920 Collection of documents. Baku: Eli, 1971
Berezhnoy S.S. Ships and auxiliary vessels of the Soviet Navy (1917–1927). M.: Military Publishing, 1981

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 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 two berths can be equipped in it. The asymmetry of the table and the use of its swivel design allow you 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 m²) and a grotto (9.65 m²). 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 yacht owner decided to increase the sail area by installing a 5.2 m long mizzen mast (shortened from ) with a sail area of about 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 the outdated 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.

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 with a gaff schooner with a total sail area of 42 m².

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".

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.

Sailing armament are hafel foresail (25 m²), Bermuda grotto (20 m²), top (30 m²) and rake (10 m²) staysail, jib (8 m²) and apsel (10 m²). 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. Bowsprit unfastened according to tradition sailing ships- water stays, between which the net is stretched, and water stays, one of which goes through the 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" on the basis of the old yal

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"
Maximum length, m	7,30
Length according to design waterline, m	6,20
Maximum width, m	2,00
Draft, m	1,20
Empty displacement, t	1,50
Fake weight, t	0,45
Sail area, m²	24,03

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 resin, 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 the attachment behind the transom of the boat) a 20-liter can of gasoline is stored for. 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 cut out of 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 was 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 "Getan"

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

Alteration 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 "KYa" No. 55, 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 foam volume is about 1.8 m³. Max Height in the cabin at the entrance 1.37 m.

The yacht is armed with a sloop. The spar is made welded from pipes with a diameter of 85 mm from the AMg5M alloy. Lik-groove - 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 absence 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 passage: 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.

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 bigger size. 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 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 the Bolshoi Fountain, dozens of longboats plowed the sea, presenting the inhabitants of Odessa with gobies, kilka 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 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 types wooden ships who 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 vessels were built to capture 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, a 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 what is striking is that 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

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 of a lifeboat”), those that have served their term for their intended purpose are best suited for turning into a sailing (sailing-motor) cruising vessel. lifeboats, old yawls, launches and fishing boats, crew boats. 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 of the sailing ships briefly described below coped 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 the top Genoa staysail and mizzen staysail (and sometimes 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 mainmast 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, during sea voyages, a mizzen staysail (S = 9 m 2) is set.

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, slightly increasing 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.

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 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 the attachment behind the transom of the boat) is stored a 20-liter can of gasoline for the outboard motor "Surf". Lockers are equipped under the cans 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.

Yacht "Xanthippe"

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.

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.

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, Kharkov yachtsmen - members of the amateur yacht club "Frigate" - acquired a ship's boat from the 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 yacht was armed with a gaff schooner with a total sail area of 42 m2.

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

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

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.

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.

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.