Bark "Kruzenshtern" history. "Kruzenshtern" - a barque with a legendary past What is the sailing ship Kruzenshtern made of?

The sailing ship "Kruzenshtern" is a barque, a training vessel of the Russian navy. Home port - Kaliningrad. It is one of the largest in the world. A similar sailing ship that exists today is four-masted barque"Sedov".

The ship was built in Germany in 1925-1926, at the Tecklenborg shipyard. It was launched under the name "Padua". After the end of the war of 1941-1945, in accordance with the reparation agreement, the ship came under the jurisdiction of the USSR and was renamed in honor of Admiral-naval commander Ivan Fedorovich Kruzenshtern.

Windjammer ship

The four-masted "Kruzenshtern" (windjammer barque) is a classic "wind-squeezing" ship with maximum efficiency (efficiency) of its own sailing system. In 1933, a fast sailing ship set two cruising speed records: from German to port city Talcahuano, in Chile, the Kruzenshtern (then Padua) reached Talcahuano in just 87 days, rounding Cape Horn, the southern tip of the American continent. From Hamburg to the Australian Port Lincoln, across the Pacific Ocean, the ship reached 67 days. These two ocean crossings were the fastest in the history of the sailing fleet.

In 1956, Kruzenshtern underwent a major overhaul, which lasted five years. Then the ship was included in the research group of ships of the USSR Academy of Sciences, and since 1962 the ship has become a base for practical training for cadets of the naval school.

Registration in Kaliningrad

The sailing ship "Kruzenshtern" is a barque with significant potential, the speed characteristics of which allow the vessel to be used in various maritime competitions. In the 1992 international regatta, Kruzenshtern defeated other participants by a large margin, showing 17.4 knots of speed at the Boston-Liverpool distance, which is no less than 34.5 km/h.

Traveling around the world

In 1995, the Kruzenshtern made its first voyage around the world, during which it passed three oceans, crossed the equator four times, called at 15 ports in thirteen countries and covered a total of 42,432 voyages. The voyage was dedicated to the 300th anniversary of the Russian fleet, the 225th anniversary of the birth of Kruzenshtern I.F., as well as the 190th anniversary of the first Russian round-the-world expedition.

The next voyage of the bark "Kruzenshtern" around the globe took place in 2005. This time the trip around the world was dedicated to the 60th anniversary of the Victory and the 200th anniversary of I. F. Kruzenshtern’s circumnavigation. The sailing ship left the port of St. Petersburg on June 24, 2005, descended to the French port city of Cherbourg and took part in the Tall Ships Race-2005, an annual regatta. Then the Kruzenshtern continued its journey.

Transatlantic voyage

The next voyage of the Kruzenshtern was a transatlantic expedition, which began in 2009. The bark participated in the Atlantic Challenge 2009, a regatta of ships with straight sails, which took place in the city. However, this time the legendary ship was unlucky - during a night squall, a gust of wind seriously damaged the sails on the mainmast. After repairs, the Kruzenshtern continued sailing.

Olympic Games

During the Winter Olympic Games in Sochi this year, the barque "Kruzenshtern" became one of the main attractions for tourists. The ship arrived in Sochi from Kaliningrad via the Black Sea. For a month, the deck of the Kruzenshtern was open to everyone, and a large team of cadets on the training ship all this time performed the honorary duties of Olympic Games volunteers.

Bark "Kruzenshtern" in Sevastopol

At the beginning of May 2014, the ship left the hospitable Sochi port and went to Sevastopol. Bark "Kruzenshtern" in Sevastopol - This is a real event for the hero city. From May 8 until the end of the Victory Day holiday, the ship was open to the public. So many people want to get acquainted with legendary sailing ship neither the captain, nor the boatswain, nor the crew remembers.

Where is the bark "Kruzenshtern" located now?

Currently, the barque "Kruzenshtern" is anchored abeam the Norwegian port city of Bergen. This is the answer to the question of where the bark Kruzenshtern is now. On July 20 this year, competitions between cadets took place. Four teams that are currently practicing on the ship, a team of cabin boys from Nizhny Novgorod and a team of sailors are participating in the competition. There are only six close-knit teams, each of which must row a boat around the ship using oars and against the clock. Best time the winner, the team of the BGA SVF (Baltic State Academy, Navigation Faculty), - 5 minutes 15 seconds.

The sails of the Kruzenshtern are always noisy above my head

"Kruzenshtern" - four-masted barque, "windjammer", the last of "Flying P", now a Russian training sailing ship with a home port of Kaliningrad.

"Kruzenshtern"- a real living legend, a huge magnificent sailing ship, one of the largest in the world, looking at which simply takes the breath away even for a person far from the wisdom of the sea. But besides this, "Kruzenshtern" It is also famous for the fact that it is still on the move. Despite its almost century-old history, it still makes long voyages with cadets across the seas and oceans; transatlantic flights, but not just one trip around the world.

The ship was built in 1925-1926 and launched on June 23, 1926 in Germany (in the city of Geestemünde, now Bremenhaven) and was called "Padua"(Padua). The owner of the barque "Padua" was a German named Lajes(F. Laeisz). All Lajes ships were named with the letter “P”: “Pommern”, “Petschili”, “Passat”, “Pangani”, “Pamir”, “Potosi” ), “Beijing” (Peking), “Prussia” (Preussen), and in general they were called "Flying P's" or "Flying P-Liners"(Flying-P-Liner).
So, in their own way, the British decided to decipher the initials of the owner of the sailing ships that adorned the blue pennant of each ship (FL). But the “flying Ps” were called flying for a reason - they really were one of the fastest sailing ships peace. These were merchant ships that sailed primarily from Europe to South America. But it still plows the ocean expanses only "Kruzenshtern", ex-Padua. Your new name "Padua" received in 1946, becoming the property of the USSR due to reparations along with the sailing ship

Barque length "Kruzenshtern" is 114.5 meters, width - 14.04 meters, the masts fly above the decks to a height of 56 meters and carry 31 sails, with a total area of ​​3400 square meters. meters!

Barque "Kruzenshtern" refers to "windjammers"– wind squeezers from the English “to jam the wind”. This name suggests that windjammer sailboats literally squeezed all the power out of the wind. Only clipper ships were faster than windjammers, but windjammers could carry more cargo on board and withstood storms well due to their steel spar, especially at Cape Horn, for which they were called "capgoners".

Pre-World War II barque "Padua" used to transport goods from Europe to Chile, and also carried wool and grain from Australia to Europe. On these trips "Padua" set speed records twice: from Hamburg to Chile in 87 days (via Cape Horn), from Hamburg to Australia in 67 days.

In February 1946 over "Padua" the Soviet flag was raised and the bark received a new name "Kruzenshtern"- in honor of the great Russian navigator, explorer, discoverer Ivan Fedorovich Kruzenshtern, who completed the first Russian round-the-world expedition in 1803-1806.

In 1961, the sailboat was overhauled and two diesel engines were installed. Before 1967 barque "Kruzenshtern" was an expeditionary research vessel of the USSR Academy of Sciences, carried out research papers in the Atlantic, and also provided maritime practice for cadets of naval schools. In 1967 "Kruzenshtern" came under the jurisdiction of the USSR fishery industry. From 1983 to 1991 it was assigned to the port of Riga and belonged to Estrybprom. In 1991, the barque was transferred to the Higher Marine Engineering School in Kaliningrad.

Now bark "Kruzenshtern"– a training sail-motor vessel of the Baltic State Academy of the Russian Fishing Fleet in Kaliningrad. Academy students practice on the sailboat, and the ship participates in regattas and maritime festivals. Twice "Kruzenshtern" circumnavigated the world: in 1995-1996 and 2005-2006. The first trip around the world was made in honor of the 300th anniversary of the Russian fleet, the 190th anniversary of the end of the first Russian circumnavigation I.F. Krusenstern and Yu.F. Lisyansky and the 225th anniversary of the birth of Kruzenshtern himself. Barque "Kruzenshtern" traveled more than forty thousand nautical miles, visited 15 foreign ports, and crossed the equator four times.

Second trip around the world "Kruzenshtern" 2005-2006 was dedicated to the 200th anniversary of the trip "Nadezhda" and "Neva" and the 60th anniversary of the victory in the Great Patriotic War.

During the Soviet-Russian period of its life, the barque "Kruzenshtern" took part in countless sailing regattas and competitions. And continues to accept! In 1974 "Kruzenshtern" became the first and only Soviet ship to receive the Kruzenshtern medal, which appeared on Azerbaijani postage stamps, Belarusian coins and commemorative coins of the Bank of Russia.

Visit the famous barque "Kruzenshtern" Almost anyone can do it; at ports, the sailboat is open to visitors, and the most courageous can experience all the delights of sea life by setting sail with the crew. True, this pleasure will cost a lot of money, but on the other hand, the opportunity to see a sailing fairy tale from the inside is in itself priceless.

How the Kruzenshtern sank a Danish tug August 11th, 2014

The sailing ship barque "Kruzenshtern" was sunk by the raid tug Diver Master when leaving the Danish port of Esbjerg, Interfax reports, citing a source in the Baltic State Academy.

The incident occurred on August 4, when the Kruzenshtern was leaving the port of Esbjerg. The raid tug Diver Master was allocated to help the bark, which led the sailboat. At the right moment, the tugboat could not give up and the Kruzenshtern pulled the small tugboat under the water, first throwing it onto the left side.

This is what it looked like...

When the tugboat sank, its crew of three were not injured. Police are investigating the incident. "Kruzenshtern" was allowed to continue sailing. The port administration intends to raise the tug this week.

As the publication notes, two ends were wound in, one gave out normally, and the second stuck. Diver Master lay down on board and was then pulled towards the sailboat. Water began to enter the hull, and the tug sank.

The crew of three people survived - two were removed from the hull, one was already taken out of the water. The tug sank at a depth of 10 meters, the port administration will have to raise it, a fuel spill of about three tons is possible, an investigation is underway.

The Baltic State Academy notes that port representatives have no complaints against the command of the bark. “The unfortunate mistake that led to the sinking of the tug was made by its crew. He was unable to free himself from the towing rope, which was stuck in a special device,” the agency’s source said. According to an academy representative, “the tug was overturned and scuttled in literally 45 seconds. In this situation, the Danish sailors simply did not have time to do anything.”

But who is interested in the history of this ship:

The training sailing ship “Kruzenshtern” is a four-masted barque, named after the famous Russian navigator Admiral Ivan Fedorovich Krusenstern (German: Adam Johann von Krusenstern). The vessel's home port is Kaliningrad.

The famous German shipowner from Hamburg, the company of Ferdinand Layesch, ordered a large steel sailing ship - a four-masted barque for the Kaphorn line - from the J. Tecklenborg shipyard in Gestemünde near Bremerhaven in 1925. It took less than a year to build the building.

According to a long-standing tradition, the names of ships built for the F. Laeizs”, were given by women from the large family of the head of the company, and these names had to begin with the letter “R”. This time, such a high honor went to the daughter of one of the shipowners, Eric F. Lajes, eleven-year-old Christina Lajes. The girl’s hand did not tremble, the bottle of champagne broke on the forged stem of the ship. A sonorous child's voice said: “I call you Padua.” It’s unlikely that anyone could have imagined then that the new sailing ship was destined for a long and glorious fate.

"Padua" entered the top ten largest sailing ships in the world. Its greatest length is 114.5 m, width – 14.02 m, draft along the structural line – 7.2 m, total displacement – ​​6400 tons.

In its four holds with tweendecks, the ship could take 4,000 tons of cargo. Sailing weapons"Padua" was simplified. On the deck near the masts there were topsail, topmost and topsail winches; along the sides there were manual mechanical capstans for working with the sheets of the lower sails. All this allowed the smaller crew to cope with the huge sail and heavy spar. The total sail area that the ship could carry on 4 masts 56 meters high ranged from 3400 to 3800 square meters. meters. The weight of the entire spar is 200 tons. By all accounts, the Padua was a classic and, as it would turn out years later, the last windjammer - a wind squeezer.

On the first voyage of the Padua, Karl Schuberg was appointed captain. From 1926 to 1941, the sailing ship made a total of seventeen voyages, fifteen of which were transoceanic, to Chilean ports South America and Australia. The windjammer circled Cape Horn twenty-eight times, tens of thousands of tons of cargo were transported in its holds. After the end of World War II, it was decided to divide the German fleet between the victorious countries: the USSR, the USA and England.

In January 1946, the Soviet naval flag was raised on the Padua, and in February the ship received the name Kruzenshtern - in honor of Admiral Ivan Fedorovich Kruzenshtern, the leader of the first Russian round the world expedition 1803 - 1806, scientist-hydrographer, educator of a whole galaxy of remarkable Russian navigators.

In 1959 - 1961, the Kruzenshtern underwent major repairs and additional equipment at the Kronstadt Naval Order of Lenin Plant.

After repairs for five years, the expeditionary oceanographic vessel “Kruzenshtern”, as part of a large group of other vessels, carried out research work in the Atlantic Ocean under the program of the USSR Academy of Sciences and at the same time provided maritime practice for naval educational institutions. The sailing ship was commanded by Captain 1st Rank Pavel Vasilyevich Vlasov.

In June 1967, the training sailing ship Kruzenshtern left the port of Riga on its first voyage under the pennant of the USSR fishing industry fleet.

The beginning of the next repair of the bark “Kruzenshtern” at the Kronstadt Marine Plant dates back to 1968. It was carried out according to the rules and under the supervision of the USSR Maritime Register.

In January 1972, there was a change of captains: P.V. Vlasov transferred his powers to senior assistant G.G. Savchenko-Osmolovsky. Then Ivan Grigorievich Schneider was appointed captain of the ship.

In 1977-1983, the Kruzenshtern captains changed every 2-3 voyages. I.G. Schneider retired and was replaced by a former colleague in military service at the Kruzenshtern EOS, Vladimir Trofimovich Roev. Then Vladimir Aleksandrovich Tolmasov stepped onto the bridge. - sailor from Murmansk. In 1978, Jan Anufrievich Smelteris, a former naval sailor who served for several years on the Kruzenshtern EOS at the same time as I.G., was appointed captain of the ship. Schneider. Later he was replaced by Alexey Borisovich Perevozchikov.

In 1983, the Kruzenshtern UPS was transferred from the Baltic detachment of training ships in the port of Riga to the production association of the fishing industry "Estrybprom" in the port of Tallinn. The captain on the Kruzenshtern at that time was Gennady Vasilyevich Kolomensky.

In 1991, one might say, a historical event took place for the training four-masted bark Kruzenshtern. According to the order of the Ministry of Fisheries No. 113 of March 25, 1991, the ship was transferred from the Estrybprom association in Tallinn to the Kaliningrad Higher Engineering Marine School (KVIMU) in Kaliningrad.

Today, the bark “Kruzenshtern” belongs to the Baltic State Academy of the Russian Fishing Fleet and is used for training purposes. Bark regularly participates in international sailing regattas.

Kruzenshtern achieved its greatest success in international regattas in 1992 in the regatta dedicated to the 500th anniversary of the discovery of America. Kruzenshtern won the race from Boston to Liverpool. During this race, he reached a record speed of 17.4 knots (32.4 km/h).

Already in the Soviet Union, the bark "Kruzenshtern" under the command of captains P.V. Vlasov and N.T. Shulgi made voyages from Baltic Sea to the Black Sea. From 1976 to 1984, the captain of the ship was I. G. Schneider, then G. V. Kolomensky, then Oleg Konstantinovich Sedov. Today is captain Mikhail Vyacheslavovich Novikov.

At the end of July, a most exciting journey awaits us - on the sailing ship "Kruzenshtern", we will set off from the French city of Brest to the Olympics in London.
And yesterday, we visited St. Petersburg, where we got to know the ship itself and its captain better, and also saw it off on its way to France.

The sailing ship “Kruzenshtern” has been supported by Rostelecom for several years now. Thanks to her, Kruzenshtern is the pride of not only the Russian, but also the world fleet.

1. “Kruzenshtern” is a training sailing vessel. On at the moment belongs to the Baltic Academy of the Russian Fishing Fleet.

2. In addition to participating in various regattas, he has two round the world travel and one transatlantic.

3. Home port is the city of Kaliningrad.

4. On one of the days of the sailing ship’s stay in St. Petersburg, with the assistance of the Rostelecom company, everyone could visit it. Agree, wedding photos on board a sailboat are so romantic.

5. The team consists of just under 200 people, of which 130 are cadets, 20 trainees and the main crew.

6. Anyone from any country in the world can become an intern. You can board a ship in one port and get off in another, it all depends on your desires and capabilities. If you want, you can help the team with its work. In any case, a bed and four meals a day are provided to you :)

7. And here is the future captain getting acquainted with the structure of the ship.

8.

9. Room for prayer.

10. There are also girls on the sailboat’s crew. The captain himself admitted that women on the ship have a beneficial effect on the atmosphere in the team.

11. Despite its age, the barque is in excellent condition. Once a year it undergoes a full technical inspection with all mechanisms and equipment checked.

12. Museum of the barque Kruzenshtern. The collection includes awards received by the sailing ship in different years, gifts to the crew from different countries, as well as artifacts related to the history of the sailing ship itself.

13. The sailboat was built in 1926 in the city of Bremen (Germany) and received the name “Padua”.

14. In Germany she was a cargo and training ship. In 1946 it passed to the Soviet Union as a war trophy and since February 1946 has been named “Kruzenshtern”.

15. Captains. Currently, the sailboat is sailing under the command of Mikhail Vyacheslavovich Novikov.

16. The captain took the time to communicate with us personally and talk about the everyday life of the ship.

17. Cadets live in such cabins. The cadets' internship lasts 3 months.

18. Cadets' dining room. The chain of command is strictly observed - cadets eat in one room, officers in another.

19. At the same time, there are no differences in nutrition - the menu is the same for everyone.

20. Artistic disorder in the girls' cabin.

21. The result of the creative process.

22. The piano, damaged twice during a storm, is still used for its intended purpose - there is a girl on the team who owns the instrument.

23. Meal room for officers.

24. Portrait of I.F. Krusenstern made of amber. A gift for a sailboat.

25. Cabin for especially important guests. The sailboat is also used for official events. For example, in 2010, a meeting between Vladimir Putin and Hugo Chavez took place here.

26. The sailboat is controlled here. The captain shows the weather map.

27. As Mikhail Vyacheslavovich told us, during a voyage a sailboat travels 20% only under sails, 30% with sails and engine, 50% with only engine.

29. This map shows the location of the sailing ship and other ships.

30.

31. Now the ship is equipped with all modern technical means of communication and crew members have access to the Internet during expeditions. 35. Sails and masts are interchangeable, which has saved a sailboat more than once during storms.

36. The sailboat was designed so thoughtfully and functionally that even modern shipbuilders very often come to study its design.

37. Evening of departure of the sailing ship “Kruzenshtern” from St. Petersburg. The weather was not good.

38. The city “cryed” as it said goodbye to the barque.

39. Unfortunately, the heavy rain did not allow us to see the sailboat with its sails deployed. But we hope that our reporting from France and England will show it to you in all its glory.

40. Sailboat “Kruzenshtern”. (Photo taken from the sailboat website).

Today, long-promised as it is now customary to say “longread” from dear S.M. Maksimov about the Russian training ship - . A fascinating and detailed story, as always with an abundance of factual material and illustrations. Sit back and get started.

Many stamps have been issued with the image of Kruzenshtern. For the title illustration, I chose a Russian stamp issued in 2006 in honor of the Kruzenshtern’s round-the-world voyage (more on the voyage itself below). This is one of the few beautiful Russian brands. In general, modern Russian brands have a completely obscene appearance. But let's give the author the floor!

Title: Circumnavigation of the bark “Kruzenshtern” 2005-2006. Country: Date of issue: June 29, 2006 Size: 50x50 mm Perforation: comb 12 Paper: coated Printing: offset Photo author: Maslyaev Yuri Designer: Lemeshko S. Circulation: 200,000 Catalog code: Michel RU 1359 ITC "Marka" 1127

I myself asked Denis Viktorovich, respected by all of us, for the right to write a story about the barque “Kruzenshtern”. He reluctantly gave it to me and even sent me materials to write it. What could be simpler? There is no need to translate anything, write a little about the history of the ship, add characteristics to the post, and that’s it, the post is ready. However, there are so many materials and articles about the ship and they are all similar to each other, but I want to write something interesting, tell some little known facts. Whether this will work out or not, I don’t know yet.

But I’ll start, according to tradition, with a riddle: whose grandmother ended up on the Kruzerstern by mistake, while her grandfather was sailing on the Chekhov?

History of creation

Contract for the construction of a four-masted barque for the Hamburg shipping company F. Laeisz was received by the Johann Tecklenborg shipyard in Geestmünde (now Bremerhaven) in 1925. The keel of the ship took place on June 24, 1925. And exactly a year later, on June 23, 1926, the ship launched. According to a long-standing tradition, the names of ships built for the F. Laeizs", were given by women from the large family of the head of the company, and all ships had to begin with the letter "P" (but there is no rule without exception, the only ship not starting with the letter "P" in the company "F. Laeizs" was "Flotbeck"). The “godmother” of the new ship was the daughter of the head of the company, Christina Lajes. The new bark was named in honor of Italian city Padua - "Padua".

"Padua" was painted in accordance with the colors of the flag of the German Empire: black (hull above the water and topsides), white (at the waterline above the water) and red (underwater).

Design features and characteristics of the ship

Bark (Dutch bark) is a large sailing ship with straight sails on all masts, except for the stern mast (mizzen mast), which carries oblique sails. In other words, all the masts of the barque, with the exception of the last one, have only yards from the transverse spar, while the last mast has no yards.

Structurally, "Padua" was similar to its predecessors - "Pangani", "Pamir", "Passat", "Privalla" and others. Its main differences were the arrangement of cockpits to accommodate 40 cadets and the absence of a middle deep tank, a ship's tank rising above the second bottom of the vessel and intended for water ballast, liquid fuel, etc. Instead, the sailboat took 437 tons of water ballast in the double bottom and another 16 tons in the afterpeak, the aft compartment of the ship usually used as a ballast tank and for storing water reserves.

The hull of the barque is steel, riveted. The ship's architecture is three-island, two-deck. In the middle superstructure there were quarters for the permanent crew, a wardroom and a galley, in the aft there were quarters for cadets, in the bow there were storerooms and technical rooms. On the middle superstructure behind the helm there was a wooden charthouse, which German sailors ambiguously called “kartenhaus” - “house of cards.” The masts were steel. The height of the masts above the waterline is up to 56 m. The Padua's sailing rig was simplified.

"Padua" had electric lighting - a diesel generator was installed under the poop deck; There was a battery room nearby to provide emergency lighting. Since refrigeration chambers did not exist on ships in those days, a whole herd of livestock was sent to sea to provide the crew with meat and milk during the voyage: the barge was equipped with a chicken coop on the poop rostrum and a pigsty under the forecastle. To combat mice and rats, there were also cats and dogs on board (attention - the answer to the riddle is hidden here).

The drainage and ballast systems were equipped with manually driven pumps. Three cargo winches were also manual: the Layesh company still did not want to spend money on fuel and mechanical drives, preferring to build its business on free wind and cheap manual labor of sailors and apprentices.
The Padua went down in history for being the last large sailing ship built without an auxiliary engine. All of her followers were already motor-sailing vessels and were used only as training vessels.
There were five lifeboats on the sailing ship - four 7-meter ones and one captain's (duty) boat, more than 6 meters long.

Specifications:

• body - all-steel
• displacement - 5805 tons, total displacement - 6400 tons
• load capacity - 4.698 t
• number of decks - 2
• length - 114.5 m
• width - 14.04 m
• side height: 8.48 m
• height - 68.0 m
• draft - 6.27 m (maximum 7.26 m)
• maximum speed - during the regatta "Grand Regatta Columbus`92" - 21 knots
• engines - initially as auxiliary equipment for sail winches, loading equipment, pumps, generators
• engines today - 2 × 736 kW, 8NVD 48A-2U
• speed on engines - 10 knots
• sail plan - 47 sails in total, including 30 rectangular sails, 17 oblique sails
• sail area - from 3400 to 3800 sq. m
• spar weight - about 200 tons
• crew currently - 70 people + 120 cadets

"Padua", 1926-1945

"Padua" entered the top ten largest sailing ships in the world and took pride of place in the famous series sailing ships company "F. Laeisz”, which had the common name “Flying-P-Liner”, the names of all ships in this series began with “P”: “Pangani”, “Petschili”, “Pamir” ( Pamir), Passat, Pommern, Peking, Potosi, Prussia. All these ships carried a pennant with the initials of the company FL. The ships were used on the Caphorn Line, which ran past Cape Horn from Europe to Chile. The sailors called this line in the English manner, peculiarly translating the initials of the company FL as Flying Liner. The letter “P” was added to this name, since the names of all ships in this series began with this letter. This is how the name Flying-P-Liner was formed.

The Laies relied on effective management, which was successful, and a stable receipt of payment from cadets for internships. Since the end of the 19th century in Germany, it was possible to obtain a diploma as a professional sailor only if you had a 24-month swimming qualification, and a 12-month qualification for sailing ship.
The Padua left Hamburg on its first voyage on August 30, 1926 and reached the Chilean port of Talcahuano in 74 days. The shipowner organized the work based on his understanding of profitability: everything needed on board, with the exception of fresh food and water, was purchased at the home port of Hamburg. Also, to the maximum extent possible, the voyages had to be fast: excluding downtime and delays associated with providing the vessel with everything necessary. The captain was responsible for this. On the 6th voyage the result was improved - the passage from Hamburg to Talcahuano took 72 days.

Windjammers, which included Padua, constantly encountered strong storms, especially when passing Cape Horn. And the passage of this cape in those days sometimes lasted for weeks. It is not for nothing that the captains who passed these difficult tests even united in the International Association of Capgornovites, where they received the title of “albatross”. It is impossible to resist the attack of the elements suddenly falling on the ship in this area, and strong winds turning into severe storms in combination with huge waves, easily destroyed even such seemingly giants as the sailing ships of the Caphorn line. Often in this area, even the rolling of ships destroyed ships; it simply broke steel hulls like tin cans.

Work on the deck and masts in bad weather is extremely tiring and extremely dangerous for the crew - injuries and deaths of sailors washed overboard in a storm were commonplace. Almost all falls from masts ended tragically, and even the presence of doctors on board would not have changed the situation. Often the sea became a grave; it was not possible to quickly stop, lower the boat and save a sailor who had fallen into the raging depths of the sea.
Fierce hurricanes tore the sails to shreds in seconds, tore huge masts from the hulls, and giant waves, the size of which were more like waterfalls, furiously crashed onto the decks and superstructures. The slightest mistake in reacting to a barrage or even an oversight - and there is no salvation!

Even experienced, adult sailors who found themselves in such storms said that there was nothing worse on the planet. What can we say about the significant number of young “pupils” in the teams with no work experience - they had nothing to oppose the hurricane except patience and hope for a happy fate. This is probably why, when recruiting teams, it was customary for the Laies to choose cabin boys who grew up on the water, from families of hereditary sailors, and “daredevils” or lone adventurers were not welcomed. But having undergone the most severe training on windjammers, the cabin boys received the reputation of a real sailor, ready to work in any conditions. Only one thing is obvious - this job was chosen by people of remarkable will, character and human qualities.

The Lajes failed to continue regular voyages of the Padua in 1932: from February to October 1933, the barque was laid up awaiting cargo, as the economic crisis affected shipping. And when in the fall of 1933 the opportunity arose to organize a flight to Australia for wheat (albeit with ballast), there was no alternative.
From the summer of 1934 to the autumn of 1935 there was another downtime. But unexpectedly, the shipowner received an offer for the commercial participation of the bark in the filming of a feature film. This was the first movie of Padua - "Mutiny on Elsinore". The film was based on the novel by Jack London.

In 1937, the first stamp with the image of “Padua” was issued in Germany. It is interesting that during the Second World War, a mandatory additional payment for the purchase of this brand went to the fund for the purchase of warm clothes and sewing winter uniforms for soldiers. That’s why the stamps in this series were called “Winter Help”.

Under the name "Padua" the sailing ship appeared on only two stamps. The second is the brand Falkland Islands, past which the Caphorn line passed.

Until August 1939, Padua made only 16 voyages, fifteen of which were transoceanic, to the Chilean ports of South America and Australia. The windjammer circled Cape Horn twenty-eight times; the Padua sailed exclusively under sail, as it had no engine.

At the end of August 1939, Padua was loaded and ready to sail to Chile, but after the German occupation of the Polish Republic began on September 1 and the declaration of war by Great Britain and France, German ships and ports were blockaded. The ship was unloaded, the voyage was cancelled, and the barque remained in Hamburg in complete uncertainty.
In the spring of 1940, half of Europe was occupied by Germany, but being in Hamburg, within reach of the British air force and navy, became dangerous. The Padua, with the top yards removed and topmasts removed (for passage under the bridge), was towed through the Kiel Canal to Kiel, and from there to Stettin (today Szczecin, Poland). There the barque stood near the embankment for several months and was used as a stationary training vessel.

Again, very unexpectedly, a film crew appeared on board, only this time a German one, from Berlin - an order was received to shoot the film “The Heart Is Anchored”. The 1940 comedy starring very popular German actors was not a masterpiece, but the opportunity arose for the ship to sail to the Baltic for filming.
In November 1940, the Padua left Stettin for the last time as a commercial vessel: this time to deliver lumber from Estonian Revel (Tallinn). At the end of the voyage, the bark remained in Stettin, but the vessel’s operation in any capacity was impossible: there was a war going on, and the vessel did not have mine protection. Trainees continued their training on board, and sometimes the ship even went on one-day training voyages to the Baltic. From the end of 1942, the bombing of German cities by the British and American Air Forces intensified.

At the beginning of 1943, they decided to “call up for military service” a sailing ship moored at the port of Hamburg - anti-aircraft guns were placed on the poop and forecastle of the Padua, mine protection was installed, and the number of beds for students was increased. True, for some reason she fired more and more at her own people - first at the German plane, then at the German submarine. Already in March, the “military career” of the windjammer was completed: the ship was disarmed and sent to Riga. In the Gulf of Riga, in good weather, the ship even went on training voyages. But in February 1944, Riga also ceased to be safe for a sailing ship, since after the victory of the Red Army at Stalingrad, the Wehrmacht was rapidly retreating to the West. Therefore, the Padua, accompanied by a tug, due to the abundance of mines, was again transported, this time to Denmark, Svendborg, and later to Flensburg. Practical training of students has already been carried out without going to sea.

In July 1944, filming of the color feature film “Big Svoboda Street, 7” began on the barge. The setting and background of the film according to the script was Hamburg with its port taverns and restaurants, and the main character at the end of the film leaves as a sailor on a voyage on the Padua.

The barque met the end of the Second World War in the Flensburg Fjord, near Glücksburg, as a berth vessel on which trainees were trained. The British, who were in charge of this occupation zone, behaved uninhibitedly and unceremoniously, and every now and then incidents arose with local population: The military took liberties with searches and seizure of other people's property. The British already considered the “Padu” their property by right of belonging to the “great maritime power”, despite the fact that the division of the fleet of defeated Germany was documented in the protocols of the Potsdam Conference, and according to it the sailing ships “Commodore Johnsen” (the future “Sedov”) and "Padua" departed to the USSR.

"Kruzenshtern", 1945-1961. Floating base, dormitory, refurbishment

The Soviet command achieved the return of the ships. In December 1945, the sailing ship was abandoned by the cabin boys of the naval school, the crew was disbanded, and the Lajeszew pennant, which had flown over the masts of the barque for almost 20 years, was lowered from the flagpole. The transfer of Padua to the Soviet command took place on January 11, 1946. On February 25, 1946, by order of the fleet, “Padua” with the status of “sail training ship of the 2nd rank” was included in the detachment of training ships of the Twice Red Banner Baltic Fleet (DKBF), based in Liepaja. On April 23, the bark was named after the famous Russian admiral I.F. Kruzenshtern.

For the first two decades, Kruzenshtern and Sedov had a common history. In the conditions of post-war devastation, the military had no need for sailing ships. The lack of resources (human, material and technical) and experience in operating training sailboats made it impossible to repair these ships. “Kruzenshtern” in the condition in which it was, without an engine, and even in the Baltic conditions, full of mines that had not been neutralized, was doomed to be scrapped.

Life suggested a temporary but life-saving solution: in Leningrad there was a great need for living quarters for military personnel. And from 1946 to 1948, the sailboat was rebuilt into a floating dormitory with 400 beds. Reservoirs for water and waste water appeared at the bottom of the cargo compartments, living and training areas, a galley, laundries, and toilets were equipped. The barge now had electricity, generated by a diesel generator. The cadets of the Higher Naval School named after F.E. received housing on the barge. Dzerzhinsky.

On November 13, 1951, the bark was transferred to Kronstadt, to the 28th division of training ships of the DKBF. At this time, a group of enthusiasts was formed in Leningrad to rescue captured sailing ships. A real happiness for the sailing ship was the meeting with it of two devotees, Russian officers with the rank of captains of the 3rd rank, Schneider I. G. and Mitrofanov P. S., it was these sailors who saved the ship like a sailing ship.

The Kruzenshtern still did not have an engine, and therefore its rank was lowered - it turned into a non-self-propelled floating base. At this time, the ship was undergoing another re-equipment; 15 thousand rivets were replaced in the already middle-aged, 28-year-old hull, an assembly hall and a club appeared, a fire-fighting system, new electrical wiring, rooms for storing property and food were equipped, and large sleeping quarters were divided into more comfortable cabins and cockpits. In June 1955, tugs pulled the Kruzenshtern into the open sea, and an independent voyage of 34 nautical miles decided its fate: all possible sailing maneuvers, turns, setting and unanchoring were demonstrated. The expert commission “gave the go-ahead” for further equipment of the bark to increase survivability, habitability and autonomy during campaigns.

From 1956 to 1961, Kruzenshtern acquired the appearance that allowed it to begin completely new life, full of long-distance voyages and scientific discoveries. At this time, the USSR began large-scale exploration of the World Ocean, and since no new, specialized ships had yet been built, a number of captured ships had to take on the role of scientific researchers. In addition to “Sedov” and “Kruzenshtern”, this mission was also received by Padua’s fellow countryman in Bremerhaven, the former “Mars”, and now “Vityaz”.

Converting a huge barque into a research sailing vessel was not an easy task - as happens when a complex and multifaceted problem is solved for the first time. On October 30, 1959, the bark acquired the status of a 1st-rank ship "Kruzenshtern" and was transferred to the group of expeditionary oceanographic vessels.

From 1958 to 1961, unique major re-equipment was carried out at the Kronstadt plant. Finally, the Kruzenshtern became self-propelled - two main diesel engines with a power of 800 hp were built in. every. Although the appearance of the bark remained almost unchanged, apart from being painted white - a sign of belonging to oceanographic vessels, there were many real changes. To increase stability, solid ballast (in the form of cast iron ingots) was laid, a bakery, storerooms, sailing, electrical and carpentry workshops were equipped, a platform for fuel and drinking water tanks The sailboat also received refrigerators and freezer storage rooms, steam boilers. Winches were installed on the upper deck for scientific work. But the main thing for the sailboat is that the standing and running rigging was completely replaced and new sails were sewn.

"Kruzenshtern", 1961-1966. Science vessel

On June 14, 1961, upon completion of major repairs, the 35-year-old barque was transferred to the ships of the Atlantic Expedition. After 15 years of forced stops and repairs, having loaded fuel, provisions and water, the Kruzenshtern set out on a voyage to cover 15 thousand nautical miles in a new capacity.

In subsequent years, Kruzenshtern worked as part of a group of vessels that provided large quantity research in the Atlantic. Sailing ships are ideal for hydroacoustic study of the ocean, as they glide across the sea surface without vibration or noise. It was important that the data could be processed immediately on board or prepared for later study. On board the Kruzenshtern, scientists and sailors made many important scientific discoveries; the electric field was discovered for the first time ocean depths, the existence of which had never been previously imagined, the world's first marine magnetic survey with a towed magnetometer was carried out. One of the underwater mountains discovered at that time in the Canary Basin was named “Kruzenshtern Mountain” in honor of the ship.

Over the years, under the flag of the Oceanographic Detachment, Kruzenshtern has covered about 240 thousand nautical miles, and more than 9 thousand cadets, future sailors, have undergone training on board. Its flight routes ranged from Bermuda and Jamaica to Casablanca and Gibraltar. The duration of the flights was, as a rule, 3-4 months.

During these years, the young oceanographer Alexander Gorodnitsky wrote the song “Sails of Krusenstern,” which later became the anthem of the barque. On every voyage, in ports, the song sounds when leaving the pier and gives those who remain on the shore a feeling of parting with a large and beloved relative.

One of the curious episodes of the Kruzenshtern of that period is considered to be the presence of a real live brown bear on the ship. The presence of animals on sea vessels has never been exotic, but such a symbol of Russia on board a large oceanographic vessel? Brought onto the bark as a small and funny bear cub, caressed and spoiled by a large crew, he quickly grew and surprised with his agility and cunning, and then became the cause of big problems, especially in ports of call.

By the end of 1965, the Navy, which received special new-built research vessels at its disposal, realized that sailing ships were a troublesome and complex business. It was decided to withdraw Kruzenstein and Sedov from the fleet as non-core units. Once again there is a real threat of cutting up old ships that are constantly in need of repair and proper care. Fortunately, the Ministry of Fisheries recognized the need to train cadets on a sailing vessel, where they can gain the fundamental skills necessary to train and train professional sailors.

"Kruzenshtern", 1966-1991. USSR, training ship

On February 3, 1966, the official transfer of Kruzenshtern to the Ministry of Fisheries took place in Kronstadt. This was the beginning of the third life of the 40-year-old barque. From that moment on, the sailing ship became the Kruzenshtern training sailing ship.

Re-equipment and repairs were again required - after all, now civilian sailors will study on it. This means that the requirements for the premises and the vessel are completely different.

The sailboat received registration in Riga, and spent more than a year at the shipyard. The new owner developed a large program of reconstruction and re-equipment - now the sailing ship had to get rid of scientific laboratories and research equipment, and, having become only a training vessel, be equipped with a set of rescue equipment. The living quarters were to be turned into quarters for civilian trainees. It was also necessary to install full-fledged, rather than adapted, classrooms and bathrooms on the ship.

The Kruzenshtern set out on its first voyage under the flag of the fishing industry in June 1967 along the route Riga - Sochi - Sevastopol - Rijeka - Riga, covering almost 11 thousand nautical miles. On this voyage, as always, unexpectedly, the cinematic fate of “Kruzenshtern” continued - now it appeared as the setting for the filming of the feature film “Knight of Dreams” - based on the works of Alexander Green.

From 1968 to 1972, another global reconstruction of the vessel was carried out. The bark was equipped with new navigation and radar instruments and stations, an emergency generator, the hut was extended to the bridge deck, a new deck was laid up to the 110th frame, a new steel cabin was built with rooms for the navigator, radio operator and two classes, cabins were equipped for officers and crew and much more -much more. Even externally the changes were significant! The appearance that the barque still has today began to emerge. At this time, the Kruzenshtern acquired its signature “uniform” - the hull was painted black with a white stripe; there was a tradition of distinguishing Russian training sailing ships in this way since Tsarist times. In January 1973, the Kruzenshtern, having completed repairs, left Kronstadt, heading to its home port - Riga.

The formal owner of the vessel was the Baltic Detachment of Training Ships (BOUS) of the Riga Trawling Fleet Base of the Zaprybprom Association. Here the principle of the bark’s operation was formed, which it follows to this day - from spring to autumn, as a rule, three training voyages were organized, which were carried out by cadets of maritime specialties of nautical schools of the USSR Ministry of Fishing Industry from different regions countries. An annual renovation was planned for the winter.

In the same 1976, the training sailing ship “Kruzenshtern” was first depicted on an artistic marked envelope of the USSR.

And he had to wait for the first Soviet stamp with his image until 1981, when he took pride of place in a series dedicated to the Russian sailing fleet. A First Day stamp and cover were issued.

On January 1, 1983, a new stage in the life of the ship began - the Kruzenshtern was transferred from the Baltic detachment of training ships in the port of Riga to the production association of the fishing industry "Estrybprom" in the port of Tallinn, which also closed on the "Zaprybprom".

“Kruzenshtern” began his Estonian life with a challenge - on April 16, 1984, he left Tallinn to visit Canada, having crossed the Atlantic, taking part in the STI regatta along the way. In races from Sydney, Nova Scotia, to Liverpool, England, he took first place. Here, in Liverpool, on August 4, Queen Elizabeth II greeted the barque during a parade of sailing ships from the yacht Britannia. In less than a year, the 58-year-old sailing ship has covered 14 thousand miles, and a good half of this journey was under sail, with an average speed of more than 6 knots in the Atlantic.

From 1988 to 1991, the economy of the USSR began to seriously influence the financing of sailing ships and the organization of supplies in ports. So it is not surprising that in the era of general commercialization, shipowners were forced to find additional resources and start earning some money to make up for the decrease in their content. This is how the practice of charging fees for visiting a ship in ports where visits were paid was born, as well as paid placement of so-called “trainees” at sea crossings. The opportunity to sail on board a bark has always been in great demand.

In 1991, a historical event took place for the training four-masted bark Kruzenshtern. According to the order of the Ministry of Fisheries No. 113 of March 25, 1991, the ship was transferred from the Estrybprom association in Tallinn to the Kaliningrad Higher Marine Engineering School in Kaliningrad. This transfer played a decisive role in the fate of the bark for decades. In fact, this idea has been floating around since the mid-80s, when it was obvious that, without having the resources of an educational institution, the shipowner cannot provide sufficient attention to organizing the educational process on a sailboat. It was clear that the bark should be operated by a maritime university or a nautical school. But the catalyst for the transfer of Kruzenshtern to the balance of the Kaliningrad Higher Engineering School was the socio-political situation in the USSR, its collapse. Since the fall of 1990, separatist movements have gained strength in the Baltic states, and it has become clear that the separation of the republics will inevitably occur, along with their property.

The Moscow leadership began to work on the transfer of the vessel back in the winter, and legally it was impeccable, because Kruzenshtern has never been the property of Estonia. This led to the untenability of any claims, which, if not officially put forward, were often voiced in words. At least the barque, in order not to escalate tensions, deliberately did not enter Estonian ports for twenty years.

The transfer deed was signed on May 30, 1991. The work of the training sailing vessel did not stop even for a day: a week later, on June 4, the bark left with the cadets in new flight. And although “Tallinn” had not yet been painted over on board, it returned home from the flight to its home port, already in Kaliningrad.

"Kruzenshtern", Russian history

In the spring of 1992, it became possible for the Kruzenshtern to participate in the regatta dedicated to the 500th anniversary of Columbus's discovery of America. – “Grand Regatta Columbus`92”. Captain Kolomensky went all-in with all the power of his passion: he headed for an area of ​​very strong winds and steered the Kruzenshtern the way they did in the days of tea clippers. All the captains had a great desire to win - after all, the event was exceptional, high-status! In almost twenty days the ship passed North Atlantic sailing alone for almost 3.3 thousand nautical miles. With winds of 8-9 points on the Beaufort scale (from 17 to 24.5 m/s), with an average speed of 7 knots. There was also a record watch – with a speed of 17.2 knots. There were moments when the log showed simply unrealistic speed - up to 21 knots! The result speaks for itself: “Kruzenshtern” is the first, St. Petersburg “Mir” is the second, Murmansk “Sedov” is the third! It was an hour of triumph for Russian captains and crews!

In 1992-1993, the bark underwent a major overhaul. The main engines, steam boilers, bilge water separator, windlasses, mooring capstans, propellers were replaced, diesel generators and the ship's power plant were repaired, and air conditioners were installed in the living and common areas. The medical unit and galley were transformed and modernized life-saving equipment. Work has also been completed on the standing and running rigging. There was a complete change from natural materials to synthetics: lightweight but durable dacron replaced linen sails, and sisal ropes gave way to nylon cables and ropes.

It turned out that the condition of the sailing ship had deteriorated over many years. best shape, "Kruzenshtern" was ready for an ambitious dream - circumnavigation. On the eve of the 70th anniversary of the bark, a new era began for the Kruzenshtern - circumnavigation.

However, the circumnavigation itself was not such a complete surprise for the Kruzenshtern. The ship itself, in fact, was built with an eye to large-scale sea expeditions, including trips around the world. When the Padua was on board, it traveled twice along the so-called “eastern route” - around the cape Good Hope to Australia, then east around Cape Horn and back to Europe.
In 1995-1996, Kruzenshtern had to circle the globe in the opposite direction: from Europe to the west coast of South America, across the Pacific Ocean to Vladivostok. From there - through Western Australia, South Africa- to Europe. Thus, the bark’s route was as close as possible to the route of the first Russian round-the-world expedition.

The Kruzenshtern left Kaliningrad on October 28, 1995. However, the official start to the round-the-world trip was given in St. Petersburg, where the Kruzenshtern immediately headed.

In addition to sights and cordial meetings in ports, beauties unusual to the Russian eye southern countries and seas, the crew also remembers the typhoon that overtook the barque in the western part Pacific Ocean. The wind reached a speed of more than 40 m/s, which exceeded 12 points. Due to the pitching, one of the engines failed, the list reached such an angle that the ends of the yards lay in the water, many of the sails were torn. The Kruzenshtern team countered the elements with the skill of the captain and the well-coordinated work of the crew. The storm was one of the many adventures of the 10-month journey. In 308 days, the Kruzenshtern covered more than 42.5 thousand nautical miles, visited 15 ports in thirteen countries in Europe, South America, Oceania, Asia, Australia and Africa, crossed four oceans, and withstood two severe storms. The sailboat crossed the equator four times, sailed through iconic points for those who sail - the treacherous Capes of Horn and Cape of Good Hope. The Kruzenshtern officially finished in the sea capital of Russia, St. Petersburg, on August 25, 1996.
The circumnavigation of the world brought the barque appearance on several stamps, envelopes and postcards (maxi-cards) issued in Russia, Belgium and Azerbaijan.

On the eve of 2005, in which the central event in the country was to be the celebration of the 60th anniversary of Victory in the Great Patriotic War, it was decided to undertake a second circumnavigation. Moreover, in 2006 it was 200 years since the end of the first Russian circumnavigation under the leadership of Krusenstern and Lisyansky. So it was decided: to dedicate the new voyage of the bark to these two significant dates in Russian history. The Kruzenshtern left the Kaliningrad fishing port for St. Petersburg on June 17, 2005. And the ship returned on August 14, 2006, 14 months later. Left overboard were 45.77 thousand nautical miles, 21 foreign ports, in which 121 days were spent. In total, the voyage lasted 425 days.

In honor of this circumnavigation, a stamp and envelopes were again issued in Russia.

In subsequent years, Kruzenshtern took part in sailing regattas and transatlantic expeditions. Attended the Olympics in Vancouver and Sochi.

The latest appearance of “Kruzerstern” on stamps is due to a philatelic error. On the souvenir sheet Solomon Islands 2014 barque signed as belonging to Germany.

In 2016, “Kruzenshtern” had several anniversary dates. The “main thing,” of course, was the 90th anniversary of the sailing ship. It was also the 70th anniversary of the renaming of the sailing ship from Padua to Kruzenshtern and the 25th anniversary of the Kaliningrad registration. Despite numerous repairs and alterations of the ship over the past 90 years, there is a tradition in the navy - when changing the name of a ship, to preserve the elements of equipment bearing the same name. The ship's bell - the bell and the steering wheel of the Kruzenshtern still retain the name Padua as a sign of the continuity of traditions. And the “Flying-P-Liners” emblem still exists on the ends of the cast bollards. But the most important thing for sailing ships is the Kruzenshtern’s spar has been preserved in its original form.

And now the answer to the riddle. In the book by Eduard Uspensky, the cat Matroskin said that his grandfather sailed on the ship "Anton Pavlovich Chekhov", and in the cartoon, Chekhov's name was replaced by Kruzenshtern, and his grandfather by his grandmother. So the sailing ship mistakenly turned into a steamship and gave rise to the famous phrase of the postman Pechkin: “Admiral Ivan Fedorovich Kruzenshtern. The man and the ship." But the steamship "Kruzenshtern" did not exist, there was a sailboat, an icebreaker, even an airplane, but the steamship did not exist.

Prizes

1974 - Soviet sailing ships “Kruzenshtern” and “Tovarishch” took part for the first time in the international sailing regatta Op Sail-74 (“Operation Sail-74”) on the Baltic Sea.
In the race Copenhagen (Denmark) - Gdynia (Poland), “Kruzenshtern” won 4th place.
"Kruzenshtern" was awarded a silver model of the sailing ship Cutty Sark.
1976 - the bark "Kruzenshtern" took part in the international sailing regatta "Op Sail-76", dedicated to the 200th anniversary of the US Declaration of Independence.
In the first race Plymouth (England) - Santa Cruz de Tenerife ( Canary Islands) the ship took 2nd place.
In a race through Atlantic Ocean from Santa Cruz de Tenerife to Bermuda the barque took 2nd place.
In the race along the route: Bermuda - Newport (USA), the ship was 9th.
1978 - the ship took part in the international sailing regatta Op Sail-78 in the North Sea.
In the race Oslo (Norway) - Garwich (England) he took 1st place.
1980 - the bark took part in the international sailing regatta Op Sail-80 on the Baltic Sea.
In the race Kiel (Germany) - Karlskrona (Sweden) he took 4th place.
1984 - Kruzenshtern took part in major international maritime events dedicated to the 450th anniversary of the voyage of the Frenchman Jacques Cartier to Canada, which took place in the ports of Halifax, Quebec, and Alfred.
In the transatlantic race for the World Cup of Canadian ports on the route Sidney (Nova Scotia) - Liverpool (England), the barque "Kruzenshtern" took first place in class "A" and throughout the fleet.
1986 - the bark “Kruzenshtern” took part in the international sailing regatta Cutty Sark Tall Ships Races-1986 in the North Sea.
In the race Newcastle (England) - Bremerhaven (Germany) - Larvik (Norway) - Gothenburg (Sweden) the ship took 1st place.
1989 - the sailboat took part in the international sailing regatta Cutty Sark Tall Ships Races-1989 in the North Sea. In the race London (England) - Hamburg (Germany) the barque took 2nd place.
1990 - the ship took part in the international regatta Cutty Sark Tall Ships S Races-1990.
In the race from Bordeaux (France, Bay of Biscay) to Zeebrugge (Belgium, English Channel), the ship took 2nd place.
1992 - “Kruzenshtern” took part in a global maritime event - the Grand Regata Columbus-92 Quincentenary (“Grand Regatta Columbus-92 - Quincentenary”), dedicated to the 500th anniversary of Columbus’s voyage to the shores of America.
Several races were held as part of the regatta. In the first race on the route Lisbon (Portugal) - Cadiz (Spain), “Kruzenshtern” took 3rd place among class “A” ships.
In the transatlantic race Boston (USA) - Liverpool (UK), the ship took 1st place.
1994 - the ship took part in the international regatta Cutty Sark Tall Ships Races-1994.
In the race Weymouth (England, English Channel) - La Coruña (Spain, Bay of Biscay) the ship took 1st place.
1995 - the bark took part in the international regatta Cutty Sark Tall Ships Races-1995.
In the race Edinburgh (Scotland) - Bremerhaven (Germany) the ship took 1st place.
1998 - the bark “Kruzenshtern” took part in the international regatta Cutty Sark Tall Ships Races-1998.
In the race Falmouth (England, English Channel) - Lisbon (Portugal, Atlantic), the ship took 1st place.
In the race Vigo (Spain) - Dublin (Ireland) the barque took 3rd place.
1999 - the sailboat took part in the international regatta Cutty Sark Tall Ships Races-1999.
In the race Saint-Malo (France) - Greenock (Scotland) the ship took 4th place.
In the race Lerwick (Scotland, Shetland Islands) - Aalborg (Denmark) the barque took 3rd place.
The captain of the ship at that time was G.V. Kolomensky.
2000 - Kruzenshtern took part in the international transatlantic regatta Tall Ships Races-2000.
In the race Southampton (England) - Cadiz (Spain), Kruzenshtern took 3rd place.
In the race across the Atlantic on the route Cadiz (Spain) - Bermuda, the ship took 3rd place.
In the transatlantic passage Halifax (Canada) - Amsterdam (Netherlands), the barque took 1st place.

Incidents

• In August 2014, the Kruzenshtern accidentally sank the local tug Diver Master while leaving the Danish port of Esbjerg. A Danish raiding vessel helped the Russian ship leave the waters of Esbjerg. However, the tugboat was unable to make ends meet in time and the Kruzenshtern, flipping the tug onto the left side, pulled it under water.
• On June 11, 2015, the Kruzenshtern, when leaving the Eysturhebn harbor of the port of Reykjavik, when turning around with tugboats, its bowsprit touched the coast guard ships moored at the pier. The operation to turn the vessel was carried out by two Icelandic tugs. On one of them, the tow rope broke and “under the wind” the bark collided with the bowsprit into two coast guard vessels. As a result, one suffered damage to the signal mast, while the other received minor damage in the area of ​​the superstructure. The bowsprit of the Kruzenshtern was bent as a result of the impact.
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