Caspian sailing screw longboats. Yawls, longboats and feluccas - through the waves of time. Schooner "Yuri Gagarin" from a whaleboat

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 large expenditure of skilled labor when assembling the hull itself makes the construction of a yacht from start to finish quite complex and time-consuming. There is no doubt that another option is much more accessible and simpler (although also not easy!): converting into a yacht a ready-made, usually an old industrial-made rowing or motor vessel. Obviously, the main volume of work falls on completion and armament.

As has been noted more than once in the collection (see, for example, under the title “The Second Life of a Lifeboat”), for conversion into a sailing (sail-motor) cruising vessel, lifeboats, old yawls, longboats and fishing boats, crew boats. After repairing the hull, the amateur no longer needs to worry about the strength of the future yacht: all such industrially produced vessels usually have a large margin of safety, so with the loads that arise in the hull when sailing, there is no particular reason for concern.

It would seem that the use of a ready-made hull should severely limit the imagination of an amateur shipbuilder: one has to “adapt” to the existing basic dimensions and contours, often abandoning long-standing plans 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 outline of the ends.

It is known, for example, that all lifeboats designed for extreme weather conditions are distinguished by high seaworthiness, but are suitable for sailing only under a motor or oars. This is due to their almost vertical stems; Some boats have low transoms that almost touch the water. Using traditionally accepted technology, wooden boats were made, as a rule, with clinker (covered) lining. Naturally, all these features complicate the task of creating a full-fledged 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 ship with blunt waterline formations will have a gusty roll and stop when it encounters a wave. The transom of the yacht will be submerged and will begin to “drag water,” which creates additional resistance. The clinker lining also does not contribute to good flow around the hull.

To increase the lateral resistance against drift and ensure stability, all converted vessels have to install a false keel. It often happens that a ballast false keel, which creates sufficient lateral resistance with a minimum wetted surface and without excessively increasing the draft, does not provide the stability necessary to maintain windage appropriate to the dimensions of the vessel. It is necessary to place additional ballast in the hold, carefully securing it, to prevent the yacht from capsizing when the cargo shifts.

As can be seen from the above, converting an old oared vessel into a sailboat involves the need for certain design work. We need to work out the general layout and architectural design, windage and alignment, 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 resulting yachts 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 redesigned. When rigged with a sloop, the center of sail would be too high, which would further complicate the task of ensuring stability. And controlling large-area sails causes certain difficulties, while with a two-masted rig, due to an increase in the number of sails, their areas are reduced. In addition, the possibilities of sail variations are significantly expanded; from the installation of a jib or storm jib and mizzen in heavy winds to the introduction of a top genoa and mizzen jib (and sometimes a topsail) in calm weather.

It is significant that spinnakers are found only on those yachts that were built with the expectation of participating in races (“Three Heroes”, “Leader”); on the remaining vessels, top-end genoa staysails are used. This is explained by the fact that setting up and carrying a spinnaker is more difficult than a less efficient balun. On all two-masts, the use of an upsel 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 wooden buildings, after replacing the rot-affected and damaged sheathing and frame belts, were covered with fiberglass in two or three layers, and the most loaded areas were reinforced by laying several additional layers.

All vessels mentioned below have auxiliary engines. Four of them have a stationary gasoline “SM-557L” installed. Its power is 13.5 hp. With. It is quite enough for maneuvering and short passages (in calm weather) even for such a heavy (10 tons) yacht as Avers. The “Leader” uses a 5-horsepower outboard motor “Priboi”. 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 store fuel reserves, when on long voyages every kilogram of additional load must be taken into account.

Unfortunately, so far none of the descriptions of the vessels sent to us contain any mention of the use of propellers with folding blades. Apparently they were not used. All the more interesting are the observations of Leningrader Yu. V. Kholopov, analyzing the influence of the propeller on the progress of his boat.

Ketch "Avers" from a boat

This is a fairly large cruising yacht built in the city of Volzhsky by a group of sailing enthusiasts - river port workers under the leadership of Yu. M. Frolov.

Basic data of the ketch “Avers”

This is a rare case: the basis is an old crew boat of Project 371-bis with a steel round-chine hull. The alteration of the hull consisted of the fact that the keel line on the bow quarter of the length was cut - now the stem meets 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, the cockpit was installed. A fin with lead ballast from the R5.5 yacht was installed and additionally scrap metal was placed in the hold and filled with cement; the total ballast weight was about 4.5 tons.

The yacht was equipped with a Bermuda ketch. The mainmast, 10.5 m high, was welded from an aluminum pipe 5.7X130 mm; The mast from the “five” was used as a mizzen mast. The mainsail and staysail from the “Dragon” (S=26 m2) were used, and the mainsail from the T2 dinghy (S=13 m2) was used as a mizzen. In addition, during sea voyages a mizzen staysail (S=9 m2) is set.

An auxiliary engine “SM-557L” was installed.

Construction of the initial version of the yacht took exactly a year. After tests that took place in August 1976, a stern overhang was added to the transom, slightly increasing the length of the vessel. Immediately after launching, the yacht's stability was checked by inclining. A roll of up to 110% was achieved using a crane: the slings were passed under the yacht and secured to the bollards on the side opposite the crane.

In the summer of 1977, “Avers” (translated from French as the obverse side of a medal), with seven people on board, set out on its first serious voyage in the Caspian Sea and headed for Makhachkala. The Caspian met with a force 4-5 nor'easter and a wave of about 1 m. At the exit from the Volga-Caspian Canal, full sail 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 accepted: “In the next 23 hours in the Absheron area, the wind is expected to increase to 20-25 m/s.” There were 100 miles left to Absheron when passing waves 6 meters high began to catch up with us. The speed increased, and two foamy “whiskers” rose from under the cheekbone. A real review of everything we have done over the two years of work has begun. Will a case 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 is receding, the bow has gone up, but it’s no less than 7 meters!”

At this crossing the steering rope broke. For a whole hour, while he was being replaced, the yacht was steered by the tiller. After this, a storm kit was installed - sails from the Volkboat, under which the yacht sailed at a speed of 5.5 knots. This episode clearly shows that it is never a bad idea to plan for 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 24 hours. Its roll when rocking on the waves reached 60-70° on board.

Later we sailed with fair winds of moderate strength. In 10 days of this first long voyage, the ship covered more than 1000 miles. Over the course of four subsequent navigations, the Avers yacht underwent extensive testing in different weather conditions. There were no serious damages, but some components of the hull required reinforcement.

Schooner "Yuri Gagarin" from a 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 side height has been increased by 250 mm. The deck is extended to the bow; the bow part is decorated with a clipper stem with the expectation of further installation of a bowsprit. The stern is lengthened, and the contours of the above-water 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 weighing 1.5 tons, having a height of about 1 m and a length of about 5.5 m, is attached to the keel beam. The superstructure, made with the expectation that a person could stand at full height in any of the interior spaces, turned out to be too long; which limits freedom of movement on deck. The self-draining cockpit is smaller than required to accommodate the entire crew. There are 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"

The sailing rig consists of a gaff foresail (25 m2), a Bermuda mainsail (20 m2), a topsail (30 m2) and a rack staysail (10 m2), a jib (8 m2) and a topsail (10 m2). Each of the masts is secured by two pairs of main shrouds, stays and topvants passing through the spreaders. In addition, the foremast is equipped with a topstay and forelocks. The bowsprit is secured according to the traditions of sailing ships - with water backstays, between which a net is stretched, and waterstays, one of which goes through the martin boom.

The vessel is equipped with a small diesel engine “CHA-4”, which provides 6 knots of power. Under sail in a force 5 wind, the yacht's speed is 6-7 knots. Construction of the Schooner lasted 2 years.

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

"Quarter-ton" "Leader"

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

Basic data of the “quarter-ton” “Leader”

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

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

Nitro-enamel paint (approximately 10% by weight) was added to the epoxy binder above the waterline - black, below - scarlet. After sanding, the body was coated with a thin layer of liquid epoxy resin, and when the resin had hardened a little (but still stuck to the fingers), with nitro paint from a spray gun. The result is a very durable coating.

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

A 20-liter canister of gasoline for the Priboi outboard motor is stored in the afterpeak (in the area behind the transom of the boat). Lockers are equipped under the canisters of the spacious self-draining cockpit. The cabin has four berths. The beds are covered with artificial leather and are lined with foam. The galley with the “Bumblebee” in a gimbal suspension is located under the gangway. The cabin is equipped with a wardrobe on the right side, and a navigation closet with a folding table on the left.

The running lights and 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. The 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 along the waterline. It was tested on the Dnieper reservoirs with winds up to force 6. The strength of the hull has been 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, “Leader”, out of the standings (the yacht was not measured), took part in the race for the “Big Dnieper Cup” along the route Kyiv - Odessa. The crew received the prize “For the most beautiful amateur-built yacht.”

Yacht "Xanthippe"

This yacht was built by Leningrader Yu. V. Kholopov. The basis is taken from an old boat built in Novoladoga, found on the banks of the Middle Nevka. The boat, despite its deplorable condition, quite suited Yu.V. Kholopov both in terms of its contours, which met the requirements of propulsion and wave riding, and dimensions (about 1.5 m longer than a six-oar yawl, which significantly expanded the layout possibilities).

Main characteristics of the yacht "Xanthippe"

The repaired hull has undergone only minor changes: the side has been raised by 70 mm, and a decorative frame (made of aluminum alloy) has been placed on the stem, which at the same time plays the role of supporting the bowsprit. The boat was decked, a superstructure and a self-draining cockpit were equipped. The body with clinker lining is covered with fiberglass in two layers (on the bottom - in three). In addition, an additional layer of fiberglass and a layer of fiberglass mat are laid along the keel, and in the middle part of the boat - two boards 40X150 3 m long. These boards, installed face to bottom close to one another and secured through the skin to the frames with brass bolts with a diameter of B mm, serve as a cushion for false keel fastenings. The frames in this area are reinforced with oak plates and angles bent from 3 mm thick steel sheet.

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

The basis of the steering wheel structure is a light alloy plate (8 mm thick), on which deep grooves are applied and studs are attached to improve adhesion. The rudder blade, molded with epoxy putty, is covered 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 rotating design make it possible 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 the side compartments, which contain gas tanks welded from millimeter steel with a capacity of 60 liters. The main metal components 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 mainsail (9.65 m2). The collapsing mast is secured in a stander on the roof of the cabin. From below, the cabin roof is supported by two pillars made of 50 mm thick boards; between them there is a hole into the bow compartment. The mast is secured with shrouds and diamond shrouds; the rigging is made of stainless steel (wire with a diameter of 4 mm).

Over the course of five navigations, the yacht “Xanthippe” had more than 100 exits and proved itself to be a seaworthy and well-handled sailboat, sailing steeply to the wind. Its habitability is satisfactory.

In his message, Yu. V. Kholopov draws attention to the influence of the propeller on the stroke. When the wind is up to 2-3 points, the screw turns only if the cuffs are seated loosely on the shaft, but at the same time they allow water to pass through (up to 2 buckets per day). If the cuffs are tightened, then the propeller begins to rotate in winds of force more than 3, and in lower winds it becomes motionless and creates resistance of up to 20% of the total. A way out of this situation may be to install a propeller with folding blades.

The owner of the yacht came to the decision to increase the sail area by installing a mizzen mast 5.2 m long (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 "Fregat" - purchased a used ship's boat from the motor ship "Ivan Franko". It was decided to make a yacht out of it, similar to old sailing ships. This work, which involved 15 people, was led by 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 boat's hull 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 from scraps of duralumin. The hollow false keel is welded from steel sheets and filled with lead.

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

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

The cabin is equipped with seven berths, a chart table, a wardrobe and spacious lockers. A gas stove with two cylinders is used for cooking. Life-saving equipment, in addition to buoys, includes an inflatable rubber boat for 10 people.

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

In August 1973, "Grinada" set out on its first voyage Odessa - Zhdanov (future home port). Along the way, it was planned to visit Sevastopol, Yalta and Feodosia, but the number of visits had to be reduced, since we spent three days in Sevastopol due to a strong storm.

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

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

Yacht "Getan"

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

Basic data of the yacht "Getan"

The modification of the 6-meter buckplywood yawl was carried out according to the design of the designer of the Leningrad Experimental Shipyard of the All-Russian 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 when repairing the engine located in the afterpeak. Ballast (600 kg of cast iron and lead) is secured under the cockpit, which gives a small (about 2°) trim to the stern. The fin false keel was not installed.

The outside of the body is covered with fiberglass. The underwater part is coated twice with epoxy glue with the addition of dry lead lead. The result was a durable, beautiful coating, in the opinion of the shipbuilder, which, unfortunately, is susceptible to fouling. The folding bow and sliding stern hatches are made of 12 mm thick plexiglass. The yacht's unsinkability 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 foam is about 1.8 m3. The 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 B5 mm from the AMg5M alloy. Likpaz is a tube with a diameter of 22X2, installed on M5 screws.

At the end of July 1979, the yacht was launched. After an experienced incline, she was armed and already on August 1, E. A. Gvozdev went out on her alone on the first voyage to the Astrakhan roadstead and back. The author called this eight-day “cruise” “sea trials.”

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

Maximum speed up to 5 knots. The yacht maneuvers poorly - the lack of a fin affects it. A caveat should be made here: using a ready-made project, the builder for some reason abandoned the recommended centerpieces, which would undoubtedly have improved the tacking qualities of the yacht.

Also in August 1979, Gvozdev made a long solo voyage. In a month, the yacht crossed the Caspian Sea twice, visiting Bautino, Aktau, Krasnovodsk, and Baku.

During the next navigation on the Getan, a long voyage was again made alone. In 25 sailing days, the yacht covered 1,070 miles without calling at ports and crossed the Caspian Sea six times. E. A. Gvozdev provides 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), maneuvered in the same winds - 8 days (30%), fought a storm - 2 days (6 %), the rest of the time - drifted.

Gvozdev is pleased with his yacht, but writes that if he had to build it anew, he would lower the deck from the deckhouse to the stern by 100 mm (practically, he would return to the project). He plans to install a bowsprit so he can carry a jib.

The repaired hull has undergone only minor changes: the side has been raised by 70 mm, and a decorative frame (made of aluminum alloy) has been placed on the stem, which at the same time plays the role of supporting the bowsprit. The boat was decked, a superstructure and a self-draining cockpit were equipped. The body with clinker lining is covered with fiberglass in two layers (on the bottom - in three). In addition, an additional layer of fiberglass and a layer of fiberglass mat are laid along the keel, and in the middle part of the boat - two boards 40x150 3 m long. These boards, installed face to bottom close to each other and secured through the skin to the frames with brass bolts with a diameter of 8 mm, serve as a cushion for false keel fastenings. The frames in this area are reinforced with oak plates and angles bent from 3 mm thick steel sheet.

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 rotating design allow you to walk 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 the side compartments, which contain gas tanks welded from millimeter steel with a capacity of 60 liters. The main metal components 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 mainsail (9.65 m²). The collapsing mast is secured in a stander on the roof of the cabin. From below, the cabin roof is supported by two pillars made of 50 mm thick boards; between them there is a hole into the bow compartment. The mast is secured with shrouds and diamond shrouds; the rigging is made of stainless steel (wire with a diameter of 4 mm).

The owner of the yacht came to the decision to increase the sail area by installing a mizzen mast 5.2 m long (shortened from) with a sail area of about 5.5 m².

The schooner "Grinada" from the ship's boat

Back in the summer of 1970, Kharkov yachtsmen - members of the amateur yacht club "Fregat" - purchased an old ship from the motor ship "Ivan Franko". It was decided to make a yacht out of it, similar to old sailing ships. This work, which involved 15 people, was led by 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 yacht was equipped 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" was given in memory of Alexander Green.

Schooner "Yuri Gagarin" from a 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 side height has been increased by 250 mm. The deck is extended to the bow; the bow part is decorated with a clipper stem with the expectation of further installation of a bowsprit. The stern is lengthened, and the contours of the above-water 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 weighing 1.5 tons, having a height of about 1 m and a length of about 5.5 m, is attached to the keel beam. The superstructure, made with the expectation that a person could stand at full height in any of the interior spaces, turned out to be too long; which limits freedom of movement on deck. The self-draining cockpit is smaller than required to accommodate the entire crew. There are two cabins (4 permanent berths) and a galley compartment in the stern. Each compartment has a separate ladder.

The sailing rig consists of a gaff foresail (25 m²), a Bermuda mainsail (20 m²), a topsail (30 m²) and a rack jib (10 m²), a jib (8 m²) and an upsail (10 m²). Each of the masts is secured by two pairs of main shrouds, stays and topvants passing through the spreaders. In addition, the foremast is equipped with a topstay and forelocks. The bowsprit is secured according to the traditions of sailing ships - with water backstays, between which a net is stretched, and waterstays, one of which goes through the martin boom.

The vessel is equipped with a small diesel engine “CHA-4”, which provides 6 knots of power. Under sail in a force 5 wind, the yacht's speed is 6-7 knots. Construction of the schooner lasted 2 years.

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

“Quarter-tonner” “Leader” based on an old yawl

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

Basic data of the “quarter-ton” “Leader”
Maximum length, m	7,30
Length according to vertical line, m	6,20
Maximum width, m	2,00
Draft, m	1,20
Lightweight displacement, t	1,50
Weight of false keel, 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 deck was made of 20 mm thick boards covered with fiberglass in one layer. The deckhouse and cockpit are made of 10 mm plywood and also covered with fiberglass.

A 20-liter canister of gasoline is stored in the afterpeak (in the area behind the transom of the boat). There are lockers under the banks of the spacious self-draining cockpit. The cabin has four berths. The beds are covered with artificial leather and are lined with foam. The galley with the “Bumblebee” in a gimbal suspension is located under the gangway. The cabin is equipped with a wardrobe on the right side, and a navigation closet with a folding table on the left.

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

In the summer of 1976, the Leader was launched. The yacht plunged into the water without trim and exactly along the waterline. It was tested on the Dnieper reservoirs in winds up to force 6. 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.

Yacht "Getan"

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

The modification of the 6-meter buck plywood yawl was carried out according to the design of the designer of the Leningrad Experimental Shipyard of the All-Russian 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 when repairing the engine located in the afterpeak. Ballast (600 kg of cast iron and lead) is secured under the cockpit, which gives a small (about 2°) trim to the stern. The fin false keel was not installed.

The outside of the body is covered with fiberglass. The underwater part is coated twice with epoxy glue with the addition of dry lead lead. The result was a durable, beautiful coating, in the opinion of the shipbuilder, which, unfortunately, is susceptible to fouling. The folding bow and sliding stern hatches are made of 12 mm thick plexiglass. The yacht's unsinkability 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 foam is about 1.8 m³. The 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 the AMg5M alloy. The face-groove is a tube with a diameter of 22x2, installed on M5 screws.

Also in August 1979, Gvozdev made a long solo voyage. In a month, the yacht crossed the Caspian Sea twice, visiting Bautino, Aktau, Krasnovodsk, and Baku.

Until 1949, the Navy had a sixteen-oar longboat built at the Kronstadt Marine Plant. The design bureau of plant No. 5 was given the task of adjusting the design documentation for its production and providing for the installation of a diesel engine on the longboat, and the plant to build the longboat and conduct comparative tests. All this was accomplished in November 1949 in Leningrad.

In all respects, the BM-16, the name given to the new longboat built at plant No. 5, was no different 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 oars, the Kronstadt longboat was lighter due to the lack of a propeller.

As for the longboat running under the engine, tests have shown that weather conditions do not allow using the full power of the engine. So, when the sea is rough at six points and the longboat is moving at full speed against the waves or at an acute angle to them, strong splashing and flooding of the bow occurs. As a result, the longboat takes in a significant amount of water, which drainage means cannot cope with. This forces you to reduce speed or reduce payload.

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

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

If we trace the growth in tonnage of post-war ships compared to pre-revolutionary ones, we get the following picture: light cruisers of the Svetlana type about 6800 tons, light cruisers of the 68 project about 18,000 tons, destroyers of the Novik type about 1300 tons, destroyers of the 956 project about 8000 tons. The same can be said about the largest operational 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 20th century could not help but put forward new requirements for ship craft.

The increase in tonnage and strength of the Navy forced us to keep some of the ships in the roadstead at some distance from the coast, especially during long voyages. To speed up the turnover of ship craft

Work boat M70 underway under motor

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, a decision was made to install a stationary gasoline engine on a ten-oar yawl (Yal 10). Installation of a 50 hp engine. With. produced a work boat Yal 10 serial number 23 and tested it in February-March 1950 in Sevastopol.

Based on the results of tests of the yawl under oars, it was obvious that its performance in comparison with the serial Yal 10 yawls 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 .

The sea trials were carried out at sea state 3, with a full load of 25 people, under the engine without a speed limit. This exit showed that at full speed the yawl tends to bury itself in the oncoming wave, and the splashing is so strong that operating the yawl in such conditions is unacceptable. When the number of people is reduced to 14 people and the speed is slightly reduced, operation becomes possible. Going out for testing with five people in sea conditions up to 5 points, in gusty and squally winds, and strong blows from oncoming waves added to the intense splashing at full speed. When the yawl moved along the waves, the impacts disappeared, but the intensity of splashing and wave overwhelm did not decrease. Reducing speed improved the overall sailing conditions.

Thus, the commission for conducting state tests of the head samples of rowing-sailing and motor vessels found that the operation of a yawl without speed restrictions with a full load of 25 people is possible only with sea waves up to 2 points. When the sea state is 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 authorized the temporary construction of the 51l 10 boat until it was replaced by the ship's work boat KRM-10, which at that time was under construction at plant No. 5.

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

All the comments of the commission and the experience accumulated during the testing of the BM-16 longboat and the Yal 10 boat should have been taken into account during the construction of the KRM-10 boat, 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 a highly seaworthy onboard work boat with a diesel engine for Navy ships, and so that such a boat could be lifted aboard the carrier vessel by a boom or using davits.

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

When the boat was going out for testing at a sea state of 4 and with half the number of passengers (13 people), intense splashing and flooding of the bow was observed, and when sailing with the lag towards the wave, there was such an overflow of water over the side of the boat that the tests had to be stopped. In such a situation, testing the boat in force five seas with a full load (25 people) was out of the question.

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

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

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

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

I completely excluded the possibility of working with oars, and there were 10 of them on the boat, plus two spare ones.

In this case, the result was only a motor boat, but with elements and equipment typical for a rowboat, and such a boat could not be allowed into operation. Everything was leading to the fact that we would have to give up the oars and focus only on the motor boat.

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

This is how the birth of the first domestic naval work boat, Project 386, took place, and its chief designer was N. A. Makarov.

Tests of the new work motor boat Project 386, designed and built based on the results of tests of the KRM-10 boat, ended in November 1951. Such a rapid creation of a new boat was facilitated by the fact that the main engine and missing components were taken from the lead model of the KRM-10 boat, which significantly shortened the construction cycle. The commission was generally satisfied with the test results, but the seaworthiness tests did not go entirely smoothly. During seaworthiness tests in sea conditions 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 to 4 points.

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

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

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

To ensure unsinkability, 15 air brass boxes were provided, distributed along the length of the boat, lifelines were installed along the sides, and there were keel rails in the underwater part. Provided for the supply of appropriate

Project SS6 naval work boat

Lifeboat supplies, including oars, sails, water and provisions, emergency signaling equipment and other necessary items. This boat received the index 386T.

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

After carefully studying the issue, SKV specialists came to the conclusion that for the sake of two boats, which were provided for in the technical specifications and, in terms of technical characteristics, almost completely corresponded to the Project 386T boats, 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.

Since the beginning of the 50s, the construction of light cruisers of Project 68bis began. Their predecessors, the Project 26 cruisers, 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 conditions.

Having already had experience in building a Project 386K ship's workboat, SKB-5 began designing a new ship's workboat for first-rank ships. In contrast to Project 386K boats, boats for ships of the first rank began to be called large ship work boats, and for ships of the second rank - small ones.

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

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

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

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

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

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

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

“Vereshchagin, get off the boat - you’ll explode!” One of the most dramatic moments of the film "White Sun of the Desert". What follows is a spectacular explosion...

The ship that was filmed in this film was actually built much later than the events described in the film, but, nevertheless, can be considered historically accurate. Such ships have sailed along the Caspian Sea since ancient times and were universal. They were used to transport people and cargo, as fishing and patrol ships. Depending on the purpose, they could differ in some structural elements; among them there were purely sailing and sail-motor ones (at the turn of the 19th - 20th centuries). Their length ranged from 9 to 20 meters. Larger ones were less common, but according to the stories of grandparents, they were built over 30 meters in length. (We are sending you a photo 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 shipyard named after S. M. Kirov in Astrakhan in 1980 by the best plasterer and model designer of the plant - Timoshechkin G. . P.) Nevertheless, the contours of the hull, the ratio of dimensions and the design 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 what they should look like. The progress of the shipbuilding industry only affected the fact that the structure of these ships was made of steel, but the outer skin continued to remain wooden for a long time. The set began to be made of steel because the cost of wood became higher than steel. People called them “composites” or seiners, which, strictly speaking, was not entirely true. The ships were very successful and had outstanding seaworthiness. Even when they began to build all-steel ships, at first (project TsPKTB "Kaspryba" No. 1407) they simply copied the lines and layout of the "composite". During a major overhaul of composite buildings, the wooden cladding was replaced with steel. Surprisingly, at least one such vessel has survived to this day, although in a greatly modified form (it was probably used as a service vessel). We photographed him at one of the Astrakhan shipyards.
So, the “family tree” of the ship looked something like this:
Prototypes:
- reyushka - a mixed navigation vessel 10 - 13 meters long. Carried the foresail and main mast with slanting sails. Crew - three or four people.
- rybnitsa - a mixed navigation vessel (river-sea) with a length of 12 to 20 meters. Sailing or sail-motor. As a rule, it had one mast with oblique sails (the sailing rig could be different, as could the number of masts).
In 1946, at the shipyard named after S. M. Kirov, a composite (steel frame and wood plating) vessel was designed and built in two versions - a seiner (project 330K) and a transport refrigerator (project 330R). At least 650 units built. Externally, the ships were distinguished by the presence of a cargo boom on the seiner and differences in running lights. The latest modification of the vessel was designed by TsPTKB "Kaspryba" (project 1407) and had a steel lining.

Main characteristics:

Maximum length - 19.47 m
Length between perpendiculars - 17.4 m
Maximum width - 6.2 m
Side height at midship - 1.95 m
Cargo draft:
- nose - 1.44 m
- stern - 1.53 m
Displacement - 85 t
Load capacity - 26 t
Crew - 6 t
Autonomy - 10 days
Maritime Register class - “R 4/1 S (Caspian Sea)
Main engine - S4DV 224 (or 4NVD-24) - 80 hp.
(in the early ones you could find 50 hp)
Speed - 7.5 knots
Body - steel frame, wooden lining,
dialing system - transverse
The deckhouse and nose cap are wooden.

The steering gear is manual. The windlass is manual. Matrosov anchors - 2×75 kg. Anchor chains - 2×75 m, 17mm caliber. Heavy life raft for 5 people. Load boom - 0.5 t (only on seiner). Fishing capstan with a pulling force of 0.5 - 1 t (only on a seiner). Generators - 1×1.5 and 1×4.5 kW with voltages of 25 V and 110 V, respectively. The propeller is a steel three-blade propeller with a diameter of 880 mm, pitch 540 mm, disk ratio - 0.51, propeller shaft diameter - 78 mm. Compression refrigeration unit UM-2FV-8/4, refrigerant - freon 12, hold temperature - from 0 to -2° (only for 330R).

Color:
The hull is pitch black, the waterline is not damaged, the deck is wooden (pine) unpainted, the deckhouse is wooden, painted white. Sometimes the window frames and doors to the wheelhouse were not painted, but were impregnated with hot drying oil. Masts, yards, cargo boom - wooden, unpainted. Bollards and ducks are black. The spiers were painted either black or spherical. The steering wheel parts are black. The exhaust pipe and galley smoke stack are black. Ventilation heads are white or (less commonly) spherical.
Fenders are braided from natural ropes. Car tires were often used as fenders. On the bow of the bulwark, the side number was applied, and less often - the name (in the film, the fenders made from tires were hidden, and the side number was painted over).