Caspian sailing propeller boats. The longboat on which Vereshchagin exploded in the film "white sun of the desert" was built in astrakhan
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, the selection of materials, the layout of the plaza, the manufacture of the slipway, etc. A huge amount of all these preparatory work, not to mention the need high costs of skilled labor in the assembly of the hull itself, makes the construction of a yacht from start to finish a rather difficult and time-consuming affair. There is no doubt that another option is much more affordable and simpler (although also not an easy one!): The conversion into a yacht of a ready-made, as a rule, an old oar or motor ship of industrial production. Obviously, in this case, the bulk of the work falls on the completion of construction and armament.
As has already been noted more than once in the collection (see, for example, under the title "The Second Life of a Lifeboat"), lifeboats, old yalls, longboats, etc. fishing boats, crew boats. After the hull has been repaired, the amateur no longer has to worry about the strength of the future yacht: all such industrial-made vessels usually have a large margin of safety, so with the loads that arise in the hull during 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: you have to "adjust" to the existing basic dimensions and contours, often abandoning old ideas and interesting ideas. However, the variety of the 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 is reduced to the installation (or alteration) of the deck, superstructure and cockpit, changing the side height, 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 sailing only under a motor or oars. This is the reason for their almost vertical stems; some boats have low transoms that almost touch the water. According to the traditionally accepted technology, wooden boats were made, as a rule, with clinker (cut) cladding. 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 dinghy 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 meets a wave. The yacht's transom will be submerged and will begin to “drag water”, which creates additional resistance. The clinker sheathing also does not contribute to a good flow around the hull.
All converted vessels have to be fitted with a false keel to increase lateral drag counteracting 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 ship. It is necessary to put additional ballast in the hold, carefully securing it, in order to avoid the yacht overturning when the cargo is displaced.
As can be seen from the above, the conversion of an old oar boat into a sailboat is associated with the need for certain design and development work. Need elaboration general location and architectural solution, windage and alignment, stability and unsinkability.
It should be noted that the builders are briefly described below sailing ships dealt with these problems successfully. The appearance of the resulting yachts indicates that, on the whole, they managed to combine all the conflicting requirements, including the requirements of aesthetics and comfort (concepts that are difficult to combine in the construction of mini-yachts).
Of the six considered yachts, four are two-masted. Apparently, this is no coincidence and is explained by the fact that the ships of relatively large dimensions were being altered. When armed with a sloop, the center of sail would be too high, which would further complicate the task of ensuring stability. And the control of sails with large area causes certain difficulties, while with two-masted armament, due to an increase in the number of sails, their areas are reduced. In addition, the possibilities of sail variations are greatly expanded; from the installation of a jib or storm staysail and mizzen in stormy winds to the introduction of the top Genoese staysail and mizzen staysail (and sometimes topsail) in calm weather.
It is significant that spinnaker is found only on those yachts that were built with the expectation of taking part in races (“Three Bogatyrs”, “Leader); the rest of the ships used the top Genoese staysails. This is because it is more difficult to place and carry a spinnaker than a less efficient balun. On all two-masts, the use of an apsel 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 hulls, after replacing the plating and the set, affected by rot and damaged by drinking, were pasted over with glass cloth in two or three layers, and the most loaded places were reinforced by laying several additional layers.
All vessels mentioned below are powered by auxiliary engines. Four of them are equipped with a stationary gasoline "SM-557L". Its capacity 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 "Obverse". The Leader uses a 5-horsepower Priboy outboard motor. Unlike the yachts reviewed in the previous review, there is a reasonable interpretation of the role of the auxiliary engine on the sailboat, taking into account the need to store fuel, when on long voyages every kilogram of additional load must be taken into account.
Unfortunately, so far none of the ship descriptions sent to us mentions the use of folding-blade propellers. Apparently they were not used. All the more interesting is the observation of the Leningrader Yu. V. Kholopov, who analyzes the effect of the propeller on the course of his boat.
Ketch "Obverse" from the boat
This rather large cruising yacht was built in the city of Volzhsky by a group of sailing amateurs - river port workers under the leadership of Yu. M. Frolov.Basic data of the ketch "Avers"
This is a rare case: an old project 371-bis crew boat with a steel round bilge hull was taken as a 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 turns 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, the cockpit was mounted. A fin with lead ballast from the yacht R5.5 was installed and, additionally, scrap metal was placed in the hold and filled with cement; the total weight of the ballast was about 4.5 tons.
The yacht was equipped with a Bermuda ketch. The mainmast with a height of 10.5 m was welded from an aluminum pipe 5.7X130 mm; as a mizzen mast, a mast from the "five" was used. The mainsail and staysail from the "Dragon" (S = 26 m 2) were used, as the mizzen - the mainsail from the sailing dinghy T2 (S = 13 m 2). In addition, during sea voyages, a mizzen staysail is placed (S = 9 m 2).
An auxiliary engine "SM-557L" was installed.
The initial version of the yacht took exactly one year to build. After the tests, which took place in August 1976, a stern overhang was attached to the transom, which slightly increased the length of the vessel. Immediately after launching, the yacht was checked for stability by heeling. A roll of up to 110% was achieved with a crane: the slings were passed under the yacht and fixed on the bollards of the side opposite to the crane.
In the summer of 1977 "Obverse" (translated from French - the front side of the medal), having seven people on board, set out on the first serious voyage in the Caspian Sea and headed for Makhachkala. The Caspian Sea met with a 4-5-point northeast 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 us give the floor to Yu. M. Frolov: “By nightfall, the wind reached 14-15 m / s, wave height - 3-4 m. Of the sails, one mainsail was left. From Makhachkala we left on August 16 for Baku with even stronger winds. On the morning of the 17th, a forecast was adopted: "In the next 23 hours in the Absheron region, an increase in wind is expected to 20-25 m / s." There were 100 miles to Absheron, when the passing waves of 6-meter height began to catch up with us. The speed increased, from under the cheekbone two foam "mustaches" rose. A real test of everything that had been done by us in two years of work began. Will a case with a spacing of 450-500 mm, and not 300 mm, as according to Lloyd, withstand? Now we are catching up with the next ridge - I wonder if the yacht will climb on it? The wall of water is receding, the nose has gone up, but this is no less than 7 meters! ".
At this crossing, the shturtros burst. For an hour, while it was being replaced, the yacht was steered by the 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 emergency situations in advance!
During the night, the wind reached 30-35 m / s, a reasonable decision was made to move further from the coast. For 24 hours the yacht lay in a drift. Its roll when rocking on the waves reached 60-70 ° aboard.
Later we went with favorable winds of medium strength. For 10 days of this first long-distance voyage, the vessel covered more than 1000 miles. During the four subsequent navigations, the yacht "Avers" has undergone comprehensive tests in various weather conditions... There were no serious breakdowns, but some parts of the hull required reinforcement.
Schooner "Yuri Gagarin" from whaleboat
The schooner was built in Odessa by three enthusiasts under the leadership and with the participation of A.D. Kirichenko on the basis of a 9-meter rescue whaleboat. The board height is increased by 250 mm. The deck is extended forward; the bow part is framed with a clipper with the expectation of further installation of the bowsprit. The stern is lengthened, and the contours of the surface of the hull are changed in such a way that the stern overhang is formed and a wide transom is obtained. A ballast false keel with a mass of 1.5 tons, which has a height of about 1 m and a length of about 5.5 m, is fixed to the keel beam. which limits the freedom of movement on the deck. The self-draining cockpit is smaller than it takes to find the entire crew. Equipped with two cabins (4 permanent berths) and a galley compartment in the stern. Each compartment has a separate ladder.Basic data of the schooner "Yuri Gagarin"
The sailing rig consists of a gaff foresail (25 m 2), a Bermuda mainsail (20 m 2), a masthead (30 m 2) and a rack (10 m 2) staysail, a jib (8 m 2) and an apel (10 m 2). Each of the masts is secured by two pairs of main cables, stays and tops, passing through the spreaders. In addition, the foremast is equipped with a topsail and forduns. The bowsprit is unfastened according to the traditions of sailing ships - waterbakstags, between which a net is stretched, and waterstags, one of which goes through a martin-boom.
The ship is equipped with a small CHA-4 diesel engine, which provides 6 knots under the engine. Sailing in a 5-point wind, the yacht's speed is 6-7 knots. The construction of the Schooner lasted 2 years.
Several long cruises in 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-oared yal.Basic data of the "quarter-ton" "Leader"
A project was developed and an accurate model was made at a scale of 1:10, and even the weight characteristics were maintained. The model helped to clarify the position and shape of the ballast false keel.
The work began with cleaning the hull from old coatings and replacing a number of parts of the set and the casing. Then, in order to change the contours of the extremities, the bow and stern attachments were placed directly on the body of the six. A straight inclined stem and a counter-tibers with an inclined transom were installed, which served as the basis for the formation of the bow and stern overhangs; hull length increased by 1.15 m. The side was raised by 300 mm. Pine boards with a thickness of 13 mm were glued to the entire outer surface of the hull to level the ledges of the clinker sheathing, and then stitched it. After plastering and sanding, the body was pasted over with fiberglass in two layers.
Nitro-enamel paint (about 10% by weight) was introduced into the epoxy binder above the waterline - black, below - scarlet. After sanding, the body was covered with a thin layer of liquid epoxy resin, and when the resin hardened a little (but still adhered to the fingers), it was sprayed with nitro paint. The result is a very durable coating.
The deck was made of 20 mm thick boards with one layer of glass fiber lining. The deckhouse and cockpit are made of 10mm plywood and are also covered with fiberglass.
The afterpeak (in the attachment behind the boat's transom) contains a 20-liter canister of gasoline for the Priboy outboard motor. Lockers are equipped under the banks of the spacious self-draining cockpit. The cabin has four berths. The bunks are upholstered in artificial leather with foam lining. The galley with "Bumblebee" in gimbals is located under the gangway. The cabin is equipped on the right side - a wardrobe, on the left - a navigator's closet with a folding table.
The navigation lights and the interior lighting system are powered by an alkaline battery (12 V; 60 Ah).
The mast is made of steel pipe with a diameter of 60 mm, the boom is made of pine. The weight of the mast in working order is about 55 kg. Standing rigging 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. It was tested on the Dnieper reservoirs with winds of up to 6 points. The strength of the hull has been tested by repeated groundings. Good seaworthiness, stability on the course and good tacking qualities are noted. The highest speed of the yacht is 7.5 knots.
In 1977, the "Leader" out of classification (the yacht was not measured) took part in the race for the "Big Dnepr Cup" on the Kiev - Odessa route. The crew received the prize "For the most beautiful amateur yacht".
Yacht "Xantippa"
This yacht was built by Yu.V. Kholopov from Leningrad. It is based on an old boat built in Novaya Ladoga, found on the banks of the Srednyaya Nevka. The boat, in spite of its deplorable condition, was quite suitable for Yu.V. Kholopov both in terms of contours that met the requirements of speed and germination on a wave, and dimensions (longer than a six-oar yal by about 1.5 m, which significantly expanded the layout possibilities).The main characteristics of the yacht "Xantippa"
The repaired hull underwent only minor changes: the side was raised by 70 mm, a decorative fittings (made of aluminum alloy) were placed on the stem, at the same time playing the role of a bowsprit support. The boat was decked, a superstructure and a self-draining cockpit were equipped. The body with clinker sheathing is pasted over with fiberglass in two layers (three layers on the bottom). In addition, an additional layer of fiberglass and a layer of fiberglass was laid along the keel, and in the middle part of the boat there were two 40X150 boards 3 m long. false keel attachments. Frames in this area are reinforced with oak linings and squares bent from 3mm steel sheet.
Of interest is the design of the false keel itself and the profiled steering wheel. False keel is made of welded steel with a thickness of 2 mm; its streamlined shape is fixed by horizontal struts. The sole is cut from 10 mm thick sheet and has a hole for ballast (lead). Through bolts with a diameter of 10 and 12 mm are used for fastening to the set.
The base of the steering wheel is a light alloy plate (8 mm thick), on which deep marks are applied and studs are fixed to improve adhesion. The rudder nib molded with epoxy putty is pasted over with fiberglass.
The interior of the yacht is divided into three compartments, the bow compartment is the skipper's storage room, but it can be equipped with two berths. The asymmetry of the table and the use of its rotatable design allow it to pass through the cabin without interference from any side. The aft compartment is divided by longitudinal baffles into the engine room, where the SM-557L engine is installed, and the side compartments, into which are enclosed gas tanks with a capacity of 60 liters welded from millimeter steel. The main metal assemblies and parts of the yacht are made of stainless steel.
The yacht is armed with a sloop; there are three jibs (6, 14 and 24 m 2) and a mainsail (9.65 m 2). The overwhelming mast is secured in a stand on the roof of the wheelhouse. From the bottom, the roof of the wheelhouse is reinforced with two pillers made of a 50 mm thick board; between them - a manhole in the bow compartment. The mast is secured with cables and rhomboids; the rigging is made of stainless steel (wire with a diameter of 4 mm).
For five navigations the yacht "Xantippa" had more than 100 exits and proved to be a seaworthy and well-controlled sailing ship with a steep wind. Its habitability is satisfactory.
In his message Yu. V. Kholopov draws attention to the effect of the screw on the stroke. With a wind of up to 2-3 points, the screw turns only if the cuffs are loosely mounted on the shaft, but at the same time they let water through (up to 2 buckets per day). If the cuffs are tightened, then the screw begins to turn in a wind with a force of more than 3 points, and in lower winds it is motionless and creates resistance up to 20% of the total. A way out of this situation can be the installation of a propeller with folding blades.
The owner of the yacht decided to increase the sail area by installing a 5.2 m mizzen mast (shortened from the Finn) with a sail of about 5.5 m 2.
Schooner "Grinada"
Back in the summer of 1970, Kharkiv yachtsmen - members of the amateur yacht club “Fregat” - purchased an outdated ship's boat from the motor ship “Ivan Franko”. It was decided to make a yacht out of it, similar to the old sailing ships. This work, in which 15 people participated, was supervised by an experienced yachtsman Oleg Voropaev. The yacht was built on the territory of the Malyshev transport engineering plant, and the administration of the enterprise rendered great assistance to the yachtsmen.Basic data of the schooner "Grinada"
The hull of the boat was equipped with a clipper-stem, a transom stern was made, the deck and wheelhouse were installed, and a self-draining cockpit was equipped. The deck and bulkheads are made of duralumin scraps. The hollow false keel is welded from steel sheets and filled with lead.
The yacht was armed haffle schooner With with total area sails 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. Rescue equipment, in addition to the circles, include an inflatable rubber boat for 10 people.
The name "Grinada" was given in memory of Alexander Green.
In August 1973 "Grinada" embarked on its maiden voyage Odessa - Zhdanov (future home port). On the way, it was planned to visit Sevastopol, Yalta and Feodosia, but the number of visits had to be reduced, since they stood in Sevastopol for three days due to a strong storm.
The Grinada sailed successfully in the next season of 1974, but at the very end of the navigation, when the yacht was returning to Zhdanov, during the next storm the mainmast broke. Since 1976, the yacht has continued long cruising trips.
VP Drachevsky, who was a participant in the construction of the schooner, 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 miniton.
Yacht "Getan"
This mini-yacht was built by E. A. Gvozdev from Makhachkala in two years.Basic data of the yacht "Getan"
The alteration of the 6-meter bucket boat was carried out according to the project of the designer of the Leningrad Experimental Shipyard of the All-Union Central Council of Trade Unions A. B. Karpov, given in, but with some deviations. The stem is given a greater forward inclination. The aft deck is at the level of the side line, which allows the cockpit to be raised by 150 mm; the author believes that this solution simplifies the design and provides more freedom when repairing an engine located in the afterpeak. Ballast (600 kg of pig iron and lead) is loosened under the cockpit, which gives a small (about 2 °) trim aft. The fin false keel was not installed.
The outside is covered with fiberglass. The underwater part is double-coated with epoxy glue with the addition of dry red lead. The result is a durable, in the opinion of the shipbuilder, beautiful coating, which, unfortunately, is prone to fouling. The hinged bow and sliding aft hatches are made of 12 mm plexiglass. The unsinkability of the yacht is ensured by polystyrene, which is laid under the deck and roof of the wheelhouse, in the hollow bulkheads and under the lining along the sides in the cabin; the total volume of the foam is about 1.8 m 3. 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 AMg5M alloy. Likpaz is a 22X2 tube mounted on M5 screws.
At the end of July 1979 the yacht was launched. After an experimental inclining, she was armed and on August 1, E. A. Gvozdev went on her alone on the maiden voyage to the Astrakhan roadstead and back. The author called this eight-day "cruise" "sea trials".
The voyage showed that "Getan" is a seaworthy and stable vessel, capable of carrying full sail with winds up to 7 points. When the yacht was sailing on a gulfwind course in this wind, the roll was about 15 °. When the wind intensified, storm sails were set or the yacht went into a drift (wind over 10 points) due to the impossibility of steering on a large wave.
Maximum speed up to 5 knots. The yacht maneuvers poorly - the absence of a fin affects. A reservation should be made here: using a ready-made project, the builder for some reason rejected the recommended swers, which would undoubtedly improve the yacht's sailing qualities.
In the same August 1979 Gvozdev made a long solo voyage. In a month, the yacht crossed the Caspian Sea twice, visited Bautino, Aktau, Krasnovodsk, Baku.
In the next navigation on the "Getan", a long voyage was again made alone. In 25 days of sailing, the yacht sailed 1,070 miles without entering ports, and crossed the Caspian six times. E.A.Gvozdev gives the following data on this passage: the yacht was sailing with tailwinds of medium strength for a total of 10 days (40% of the time), maneuvered with the same winds - 8 days (30%), fought a storm - 2 days (6 %), the rest of the time it drifted.
Gvozdev is pleased with his yacht, but writes that if he had to build it anew, he would have lowered the deck from the wheelhouse to the stern by 100 mm (in practice, he would have returned to the project). He's going to set up a bowsprit to be able to carry the jib.
This yacht was built by Yu.V. Kholopov from Leningrad. It is based on an old boat built in Novaya Ladoga, found on the banks of the Srednyaya Nevka. The boat, in spite of its deplorable condition, was quite suitable for Yu.V. Kholopov both in terms of contours that met the requirements of speed and germination on a wave, and dimensions (longer than a six-oar yal by about 1.5 m, which significantly expanded the layout possibilities).
The repaired hull underwent only minor changes: the side was raised by 70 mm, a decorative fittings (made of aluminum alloy) were placed on the stem, at the same time playing the role of a bowsprit support. The boat was decked, a superstructure and a self-draining cockpit were equipped. The body with clinker sheathing is pasted over with fiberglass in two layers (three layers on the bottom). In addition, along the keel, an additional layer of fiberglass and a layer of fiberglass was laid, and in the middle part of the boat there were two 40x150 boards 3 m long. false keel attachments. Frames in this area are reinforced with oak linings and squares bent from 3mm steel sheet.
Of interest is the design of the false keel itself and the profiled steering wheel. False keel is made of welded steel with a thickness of 2 mm; its streamlined shape is fixed by horizontal struts. The sole is cut from 10 mm thick sheet and has a hole for ballast (lead). Through bolts with a diameter of 10 and 12 mm are used for fastening to the set.
The base of the steering wheel is a light alloy plate (8 mm thick), on which deep marks are applied and studs are fixed to improve adhesion. The rudder nib molded with epoxy putty is pasted over with fiberglass.
The interior of the yacht is divided into three compartments. The bow compartment is the skipper's storeroom, but it can accommodate two berths. The asymmetry of the table and the use of its rotary design allow you to walk around the cabin without interference from any side. The aft compartment is divided by longitudinal baffles into the engine room, where the SM-557L engine is installed, and the side compartments, into which are enclosed gas tanks with a capacity of 60 liters welded from millimeter steel. The main metal assemblies and parts of the yacht are made of stainless steel.
The yacht is armed with a sloop; there are three jibs (6, 14 and 24 m²) and a mainsail (9.65 m²). The overwhelming mast is secured in a stand on the roof of the wheelhouse. From the bottom, the roof of the wheelhouse is reinforced with two pillers made of a 50 mm thick board; between them - a manhole in the bow compartment. The mast is secured with cables and rhomboids; the rigging is made of stainless steel (wire with a diameter of 4 mm).
For five navigations the yacht "Xantippa" had more than 100 exits and proved to be a seaworthy and well-controlled sailing ship with a steep wind. Its habitability is satisfactory.
In his message Yu. V. Kholopov draws attention to the effect of the screw on the stroke. With a wind of up to 2-3 points, the screw turns only if the cuffs are loosely mounted on the shaft, but at the same time they let water through (up to 2 buckets per day). If the cuffs are tightened, then the screw begins to turn in a wind with a force of more than 3 points, and in lower winds it is motionless and creates resistance up to 20% of the total. A way out of this situation can be the installation of a propeller with folding blades.
The owner of the yacht decided to increase the sail area by installing a 5.2 m mizzen mast (shortened from) with a sail 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 an expired ship from the motor ship “Ivan Franko”. It was decided to make a yacht out of it, similar to the old sailing ships. This work, in which 15 people participated, was supervised by an experienced yachtsman Oleg Voropaev. The yacht was built on the territory of the Malyshev transport engineering plant, and the administration of the enterprise rendered great assistance to the yachtsmen.
The hull of the boat was equipped with a clipper-stem, a transom stern was made, a deck and wheelhouse were installed, and a self-draining cockpit was equipped. The deck and bulkheads are made of duralumin scraps. 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. A gas stove with two cylinders is used for cooking. Life-saving appliances, except for circles, include an inflatable rubber boat for 10 people.
The name "Grinada" was given in memory of Alexander Green.
In August 1973 "Grinada" embarked on its maiden voyage Odessa - Zhdanov (future home port). On the way, it was planned to visit Sevastopol, Yalta and Feodosia, but the number of visits had to be reduced, since they stood in Sevastopol for three days due to a strong storm.
The Grinada sailed successfully in the next season of 1974, but at the very end of the navigation, when the yacht was returning to Zhdanov, during the next storm the mainmast broke. Since 1976, the yacht has continued long cruising trips.
VP Drachevsky, who was a participant in the construction of the schooner, 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 miniton.
Schooner "Yuri Gagarin" from whaleboat
The schooner was built in Odessa by three enthusiasts under the leadership and with the participation of A.D. Kirichenko on the basis of a 9-meter rescue whaleboat.
The board height is increased by 250 mm. The deck is extended forward; the bow part is framed with a clipper with the expectation of further installation of the bowsprit. The stern is lengthened, and the contours of the surface of the hull are changed in such a way that the stern overhang is formed and a wide transom is obtained. A ballast false keel with a mass of 1.5 tons, which has a height of about 1 m and a length of about 5.5 m, is fixed to the keel beam. which limits the freedom of movement on the deck. The self-draining cockpit is smaller than it takes to find the entire crew. Equipped with two cabins (4 permanent berths) and a galley compartment in the stern. Each compartment has a separate ladder.
Sailing rig consists of a gaff foresail (25 m²), a Bermuda mainsail (20 m²), a top (30 m²) and a rack (10 m²) staysail, a jib (8 m²) and an apel (10 m²). Each of the masts is secured by two pairs of main cables, stays and tops, passing through the spreaders. In addition, the foremast is equipped with a topsail and forduns. The bowsprit is unfastened according to the traditions of sailing ships - waterbakstags, between which a net is stretched, and waterstags, one of which goes through a martin-boom.
The ship is equipped with a small CHA-4 diesel engine, which provides 6 knots under the engine. Sailing in a 5-point wind, the yacht's speed is 6-7 knots. The construction of the schooner lasted 2 years.
Several long cruises in the Black Sea showed good seaworthiness and the correct choice of sailing equipment.
"Quarter-ton" "Leader" on the basis of the old yala
The yacht was built by G. Poddubny and V. Vzglyadov (Kremenchug) from the hull of an old six-oared yal.
| Basic data of the "quarter-ton" "Leader" | |
|---|---|
| Maximum length, m | 7,30 |
| Length at design waterline, m | 6,20 |
| Maximum width, m | 2,00 |
| Draft, m | 1,20 |
| Light displacement, t | 1,50 |
| False keel weight, t | 0,45 |
| Sail area, m2 | 24,03 |
A project was developed and an accurate model was made at a scale of 1:10, and even the weight characteristics were maintained. The model helped to clarify the position and shape of the ballast false keel.
The work began with cleaning the hull from old coatings and replacing a number of parts of the set and the casing. Then, in order to change the contours of the extremities, the bow and stern attachments were placed directly on the body of the six. A straight inclined stem and a counter-tibers with an inclined transom were installed, which served as the basis for the formation of the bow and stern overhangs; hull length increased by 1.15 m. The side was raised by 300 mm. Pine boards with a thickness of 13 mm were glued to the entire outer surface of the hull to level the ledges of the clinker sheathing, and then stitched it. After plastering and sanding, the body was pasted over with fiberglass in two layers.
Nitro-enamel paint (about 10% by weight) was introduced into the epoxy binder above the waterline - black, below - scarlet. After sanding, the body was covered with a thin layer of liquid epoxy resin, and when the resin hardened a little (but still adhered to the fingers), it was sprayed with nitro paint. The result is a very durable coating.
The deck was made of 20 mm thick boards with one layer of glass fiber lining. The deckhouse and cockpit are made of 10mm plywood and are also covered with fiberglass.
The afterpeak (in the attachment behind the boat's transom) contains a 20-liter can of gasoline for. There are lockers under the banks of the spacious self-draining cockpit. The cabin has four berths. The bunks are upholstered in artificial leather with foam lining. The galley with "Bumblebee" in gimbals is located under the gangway. The cabin is equipped on the right side - a wardrobe, on the left - a navigator's closet with a folding table.
The navigation lights and the interior lighting system are powered by an alkaline battery (12 V; 60 Ah).
The mast is made of steel pipe with a diameter of 60 mm, the boom is made of pine. The weight of the mast in working order is about 55 kg. Standing rigging is cut from 4 mm diameter steel wire.
In the summer of 1976, the Leader was launched. The yacht plunged into the water without trim and exactly on the waterline. It was tested on the Dnieper reservoirs with winds of up to 6 points. The strength of the hull was tested by repeated groundings. Good seaworthiness, stability on the course and good tacking qualities are noted. The highest speed of the yacht is 7.5 knots.
In 1977, the "Leader" out of classification (the yacht was not measured) took part in the race for the "Big Dnepr Cup" on the Kiev - Odessa route. The crew received the prize "For the most beautiful amateur yacht".
Yacht "Getan"
This mini-yacht was built by E. A. Gvozdev from Makhachkala in two years.
The alteration of the 6-meter bucket boat was carried out according to the project of the designer of the Leningrad Experimental Shipyard of the All-Union Central Council of Trade Unions A. B. Karpov, given in "KYa" No. 55, but with some deviations. The stem is given a greater forward inclination. The aft deck is at the level of the side line, which allows the cockpit to be raised by 150 mm; the author believes that this solution simplifies the design and provides more freedom when repairing an engine located in the afterpeak. Ballast (600 kg of pig iron and lead) is loosened under the cockpit, which gives a small (about 2 °) trim aft. The fin false keel was not installed.
The outside is covered with fiberglass. The underwater part is double-coated with epoxy glue with the addition of dry red lead. The result is a durable, in the opinion of the shipbuilder, beautiful coating, which, unfortunately, is prone to fouling. The hinged bow and sliding aft hatches are made of 12 mm plexiglass. The unsinkability of the yacht is ensured by polystyrene, which is laid under the deck and roof of the wheelhouse, in the hollow bulkheads and under the lining along the sides in the cabin; the total volume of foam is about 1.8 m³. Maximum height in the cabin at the entrance is 1.37 m.
The yacht is armed with a sloop. The spar is made of welded pipes with a diameter of 85 mm from AMg5M alloy. Lick-groove - 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 on August 1, E. A. Gvozdev went on her alone on the maiden voyage to the Astrakhan roadstead and back. The author called this eight-day "cruise" "sea trials".
The voyage showed that "Getan" is a seaworthy and stable vessel, capable of carrying full sail with winds up to 7 points. When the yacht was sailing on a gulfwind course in this wind, the roll was about 15 °. When the wind intensified, storm sails were set or the yacht went into a drift (wind over 10 points) due to the impossibility of steering on a large wave.
Maximum speed up to 5 knots. The yacht maneuvers poorly - the absence of a fin affects. A reservation should be made here: using a ready-made project, the builder for some reason rejected the recommended swers, which would undoubtedly improve the yacht's sailing qualities.
In the same August 1979 Gvozdev made a long solo voyage. In a month, the yacht crossed the Caspian Sea twice, visited Bautino, Aktau, Krasnovodsk, Baku.
In the next navigation on the "Getan", a long voyage was again made alone. In 25 days of sailing, the yacht sailed 1,070 miles without entering ports, and crossed the Caspian six times. E.A.Gvozdev gives the following data on this passage: the yacht was sailing with tailwinds of medium strength for a total of 10 days (40% of the time), maneuvered with the same winds - 8 days (30%), fought a storm - 2 days (6 %), the rest of the time it drifted.
At a critical moment of war, when resources are running out and the enemy is strong, it is often tempting to find a superweapon that can turn the tide and achieve victory overnight ... 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 fall of 1919.
The Bolsheviks are at a loss
The fate of another participant in this story is interesting. In May 1920, the commander of the gunboat "Greece" Lieutenant P.I. the procedure for such accounting is described in detail in his memoirs by I.S.Isakov). In 1921, due to the lack of specialists, the submarine Klopov was appointed to the Black Sea as the commander of the Nerpa submarine. In the same year he was arrested, but the next year he was conditionally released with the appointment of an assistant to the commander of the AG-25 submarine. 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 sentence was again changed to a suspended one. The further fate of this man remains unknown to this day ...
Sources and Literature:
- A. Makovsky, B. Radchenko. Caspian Red Banner. Moscow: Military Publishing, 1982
- I. S. Isakov. Caspian, 1920.M .: Soviet writer, 1973
- N. A. Badeev. I accept the fight. Moscow: Children's Literature, 1973
- N.Z.Kadesnikov. A brief sketch of the white struggle under the St. Andrew's flag on land, seas, lakes and rivers of Russia in 1917-1922. M .: Andreevsky flag, 1993
- R.E. von Viren. Caspian flotilla during Civil war(1919-1920) // Bizertinsky marine collection. 1921-1923. Selected pages. Moscow: 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). Moscow: Military Publishing, 1981
"Vereshchagin, leave the launch - you will explode!" One of the most dramatic moments of the film "White Sun of the Desert". This is followed by a spectacular explosion ...
The ship that was filmed in this film was actually built much later than the events described in the film, but, nevertheless, it can be considered historically reliable. Such ships sailed in the Caspian Sea from ancient times and were universal. They were used to transport people and goods, as fishing and patrolmen. Depending on the purpose, they could differ in some structural elements; among them were both purely sailing and sailing-motor (at the turn of the XIX - XX centuries). Their length ranged from 9 to 20 meters. Larger ones were less common, but according to the stories of 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 S. M. Kirov shipyard in Astrakhan in 1980 by the best plazer and layout designer of the plant - Timoshechkin G .P.) Nevertheless, the hull contours, the ratio of dimensions and the structure of the hull were preserved.
They continued to build them after the revolution; and when, after the war, fishing and transport vessels were needed for the Caspian fishing fleet, no one particularly doubted how they should look. The progress of the shipbuilding industry affected only the fact that the set of these ships was steel, but the outer skin remained wooden for a long time. They began to make a set 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 vessels were very successful and had outstanding seaworthiness. Even when they began to build completely steel ships, at first (project TsPKTB "Kaspryba" No. 1407) they simply copied the contours and layout of the "composite". During a major overhaul, the wooden cladding was replaced with a steel one using "composites". Surprisingly, at least one such vessel has survived to this day, albeit in a greatly modified form (probably it was used as a service and crew). We photographed him at one of the Astrakhan shipyards.
So, the ship's "family tree" looked something like this:
Prototypes:
- reyushka - a vessel of mixed navigation with a length of 10 - 13 meters. Carried foresail and mainsail with oblique sails. The crew is three or four people.
- Rybnitsa - a vessel of mixed navigation (river-sea) with a length of 12 to 20 meters. Sailing or sailing-motor. As a rule, it had one mast with oblique sails ( sailing equipment could be different, as well as the number of masts).
In 1946, at the S.M. Kirov shipyard, a composite (steel kit and wooden casing) vessel was designed and built in two versions - a seiner (project 330K) and a transport refrigerator (project 330R). Built at least 650 units. Externally, the ships were distinguished by the presence of a cargo arrow on the seiner and differences in navigation lights. The last modification of the vessel was designed by TsPTKB "Kaspryba" (project 1407) and had a steel skin.
Main characteristics:
Overall length - 19.47 m
Length between perpendiculars - 17.4 m
Maximum width - 6.2 m
Depth amidships - 1.95 m
Draft when loaded:
- nose - 1.44 m
- stern - 1.53 m
Displacement - 85 t
Carrying capacity - 26 t
Crew - 6 t
Autonomy - 10 days
Maritime Register class - "R 4/1 C (Caspian Sea)
Main engine - S4DV 224 (or 4NVD-24) - 80 hp
(in the early days it was possible to find 50 hp)
Speed - 7.5 knots
Body - steel set, wood paneling,
dialing system - transverse
The deckhouse and nose guard are made of wood.
The steering gear is manual. Windlass - manual. Matrosov's anchors - 2 × 75 kg. Anchor chains - 2 × 75 m, 17mm caliber. Life raft heavy type for 5 people. Load boom - 0.5 t (only on seiner). Fishing spire with a pulling force of 0.5 - 1 t (only on a seiner). Generators - 1 × 1.5 and 1 × 4.5 kW with a voltage of 25 V and 110 V, respectively. Three-blade steel propeller with a diameter of 880 mm, a pitch of 540 mm, disc ratio - 0.51, propeller shaft diameter - 78 mm. Refrigeration unit compression UM-2FV-8/4, refrigerant - freon 12, temperature in the hold - from 0 to -2 ° (only for 330R).
Coloring:
The hull is pitch black, the waterline did not break, the deck is wooden (pine) unpainted, the wheelhouse is wooden, painted white. Sometimes window frames and doors to the wheelhouse were not stained, but soaked in hot drying oil. Masts, yards, cargo boom - unpainted wooden. Bollards, ducks are black. The spiers were painted either black or in a ball color. The steering wheel parts are black. The galley exhaust and chimney are black. Ventilation heads are white or (less often) spherical.
Braided fenders made of natural ropes. Car tires were often used as fenders. On the bow of the bulwark, the tail number was applied, less often the name (in the film, the tire fenders were hidden, and the tail number was painted over).
Until 1949, the Navy consisted of a sixteen-oar longboat built by the Kronstadt Marine Plant. The design bureau of plant No. 5 was tasked with adjusting the design documentation for its own production and providing for the installation of a diesel engine on the longboat, and the plant to build a longboat and conduct comparative tests. All this was done in November 1949 in Leningrad.
In all respects, the BM-16, such a name was given to a new longboat built by plant No. 5, did not differ from its prototype, and in some respects even surpassed it, since it had slightly improved contours and a stationary diesel engine. True, when moving under the oars, the Kronstadt longboat was lighter due to the lack of a propeller.
As for the running of the launch under the engine, tests have shown that weather conditions do not allow the full power of the engine to be used. So, when the sea is roughly six points, with the full course of the launch against the waves or at an acute angle to them, there is a strong spray formation and flooding of the bow. As a result, the longboat takes in a significant amount of water, which the drainage means cannot cope with. This forces you to slow down or reduce the payload.
Thus, the commission for conducting state tests of the head samples of rowing-sailing and motorized vessels found that the operation of the longboat without speed limits with a full load of 52 people is possible only with a sea state of 3 points. When the sea is rough at 4 points, the load should be 26 people at an average speed, but when rowing, 39 people can be in the launch.
The commission unanimously came to the conclusion that the outlines of the boat, designed for running under oars, were not adapted for installing the motor and recommended that the issue of supplying newly designed ships instead of open longboats with working boats with a decked bow and contours corresponding to the outlines of motor boats be considered.
If we trace the growth in the tonnage of post-war ships in comparison with pre-revolutionary ones, we get the following picture: light cruisers of the Svetlana type about 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 but put forward new requirements for shipborne craft.
The increase in the tonnage and the numerical strength of the Navy made it necessary to keep some of the ships in the roadstead at some distance from the coast, especially since this took place on long voyages. To accelerate the turnover of ship floating facilities
Work boat M70 on the move under the engine
When communicating with the shore, their increased seaworthiness, carrying capacity and speed were required.
To solve this and similar problems at the end of 1949, it was decided to install a stationary gasoline engine on a ten-oar yala (Yal 10). Installation of an engine with a capacity of 50 liters. With. produced on a working boat Yal 10 factory number 23 and in February-March 1950 in Sevastopol carried out its tests.
According to the test results of a yacht under oars, it was obvious that its driving performance in comparison with the serial Yal 10 yachts deteriorated due to the fact that a propeller appeared, which created additional resistance to movement, and due to the installation of a stationary engine, an additional load appeared and the number of rowers decreased. ...
Going out to sea trials was carried out with a sea state of 3 points, with a full load of 25 people, under a motor without speed limitation. This output showed that at full speed the yawl tended to burrow into the oncoming wave, with the splashing so strong that the yawl could not be operated under these conditions. With a decrease in the number of people to 14 people and a slight decrease in speed, operation becomes possible. Coming to the test in the composition of five people with sea waves up to 5 points, with gusty and gusty winds, added strong blows to oncoming waves to intensive splashing at full speed. When the yala moved along the waves, the shocks disappeared, but the intensity of splashing and overwhelming by the wave did not decrease. Reducing the speed improved the overall sailing environment.
So, the commission for conducting state tests of the head samples of rowing-sailing and motorized vessels found that the operation of the yacht without restrictions on the speed of the course with a full load of 25 people is possible only when the sea is rough up to 2 points. In case of sea roughness of 3 points, the load with 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 test results of the BM-16 motor launch.
The commission allowed the temporary construction of the boat 51l 10 until it was replaced by the ship's work boat KRM-10, which at that time was under construction at the plant No. 5.
When designing a ship's work boat, the commission recommended to increase the camber at the bow end, to increase the freeboard and sheer in comparison with the tested boat Yal 10.
All the comments of the commission and the experience gained when testing the longboat BM-16 and the boat Yal 10 should be taken into account when building the boat KRM-10, which was completed by the end of 1950. But, either due to lack of time, or due to the inability to overcome the skills acquired over the years of creating boats, these recommendations were not fully taken into account by the designer.
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In November 1950, the construction of the KRM-10 boat was completed. The chief designer of the new boat was D.A.Chernoguz. This boat was designed and built by order of TsKB-53 (Severnoye PKB) and was intended for installation on destroyers of the ZObis project. But the main idea was to create an onboard working boat of high seaworthiness with a diesel engine for the Navy ships, and so that the lifting of such a boat on board the carrier vessel could be carried out by an arrow or using davits.
The tests of the KRM-10 boat began in Leningrad and Kronstadt, but due to ice conditions in January 1951 they were transferred to Liepaja, where they were completed in March 1951. The test results were disappointing, the boat, instead of seaworthiness of 5 points, as required by the technical task, showed seaworthiness of 2 points.
When the boat went out for testing in a sea state of 4 points and half the number of passengers (13 people), intense splashing and flooding of the bow was observed, and during the course of the lag to the wave, there was such overflow of water through the side of the boat that the tests had to be stopped. In such a situation, there was no question of testing the boat on a five-point excitement with full load (25 people).
According to the conclusion of the commission, the operation of the boat with full load and without speed limit could be allowed only when the sea was 2 points, but such a boat, due to such low seaworthiness, could not be adopted by the Navy ships as a motor work boat.
To eliminate the identified shortcomings, on the basis of the existing boat KRM-10, it was proposed to build a model boat with an increased freeboard and a decked bow. This has been accomplished. And with these design changes, repeated seaworthy tests were carried out at 4 points in the sea. Now the test results were much better, the boat climbed satisfactorily on the wave, did not experience impacts, splashing was quite acceptable, and there was no flooding.
Such a picture was observed in all engine operating modes, but at the same time a noticeable vibration of the boat hull appeared. In addition, the increased headroom
KRM-70 boat with increased side height a, form-built, i
She completely ruled out the possibility of working with oars, and there were 10 of them on the boat, and two more spare ones.
In this case, only a motor boat was obtained, but with elements and equipment typical for a rowboat, and such a boat could not be allowed into operation. Everything went to the fact that the oars would have to be abandoned and focus only on the motor boat.
And the commission made a decision - TsKB-5 should design, and plant No. 5 should build a naval motor work boat similar to the mock-up boat KRM-10, take into account all the shortcomings revealed during the testing of this boat, and submit it for new comprehensive tests.
This was the birth of the first domestic ship-borne working boat of project 386, and H.A. Makarov was its chief designer.
Tests of a new working motor boat of project 386, designed and built according to the results of tests of the boat KRM-10, ended in November 1951. This rapid creation of a new boat was facilitated by the fact that the main engine and the missing component equipment were taken from the prototype of the KRM-10 boat, which significantly reduced the construction cycle. The test results were generally satisfactory to the commission, but the sea trials did not go entirely smoothly. During seaworthy tests at sea waves of 5-6 points, when moving against the waves at full speed, the splashing was so strong that it was necessary to reduce the speed. As a result, the seaworthiness of the boat without operational restrictions was set at 4 points.
The commission also noted the increased vibration of the body and recommended replacing the two-cylinder engine with a four-cylinder of the same power.
This was done on naval boats. After that, the boat was recommended for serial construction as an onboard work boat for ships of the second rank and received the 386K index. In the Navy, this boat turned out to be a long-liver, had a diving modification 386В and was under construction for more than 10 years, until it was replaced by a more advanced boat of project 338.
But it was not only the Navy that showed interest in this boat. The first-born of the post-war marine transport shipbuilding in the USSR was the project 563 sea tanker with a carrying capacity of 10,000 tons, and the project 386 boat was installed as a rescue motor boat on this project. , and had some design changes.
To ensure unsinkability, 15 air brass boxes were provided, distributed along the length of the boat, rescue lines were installed on the sides, and there were keels-handrails in the underwater part. Provided the supply of appropriate
SS6 project ship work boat
Suitable for lifeboats, including oars, sail, water and food supplies, alarms and other necessary items. This boat was indexed 386T.
In 1954, according to an individual order, it was planned to build individual passenger ships project 728P, based on sea car ferries. SKB-5 received terms of reference for the development technical project a motor lifeboat for these vessels.
After careful study the question, the specialists of SKV came to the conclusion that for the sake of the two boats, which were provided for by the terms of reference and, in terms of technical characteristics, almost completely corresponded to the boats of the 386T project, it was not worth starting a new design and construction. A boat of the 386T project was recommended for this vessel (for the project 728P the boat index is 386P), and this question was closed.
Since the beginning of the 50s, the construction of light cruisers of the 68bis project began. Their predecessors, the Project 26 cruisers, had sixteen-oar engine longboats with a gasoline engine as work boats. The time has come for new cruisers to build new floating crafts, as the requirements for speed, seaworthiness and carrying capacity continued to dictate their terms.
Already having experience in building a shipboard working boat of project 386K, SKB-5 began to design a new shipboard working boat for ships of the first rank. Unlike the boats of the 386K project, boats for ships of the first rank began to be called large naval work boats, and for ships of the second rank - small.
One of the conditions for the design of the new boat was the requirement for interchangeability in terms of the dimensions and lifting weight of the motorized longboats previously installed on board the carrier vessel.
The lead large ship-borne work boat of Project 387 was built in 1955.
The terms of reference were fulfilled: the dimensions of the boat corresponded to the dimensions of the previously existing longboats, the passenger capacity was up to
Silhouette of a large ship-borne work boat of project 3S7 (77.0m. 77.5t, 22hp from approx. 7 knots)
80 people, carrying capacity up to four tons, seaworthiness up to 5 points and a diesel engine.
It was also noteworthy that these large and small naval work boats of projects 387 and 386T were the last work boats with wooden hulls built at the enterprise.
The period of introduction of new materials began - steel, light alloys and plastics.
