Krusenstern wooden sailboat. Bark "Kruzenshtern" history. But who is interested in the history of this ship?

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: Mikhel 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. Sailing weapons"Padua" 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 on a 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 a mark of the Falkland Islands, past which the Caphorn line passed.

Until August 1939, Padua made only 16 voyages, fifteen of which were transoceanic, to Chilean ports 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 windjammer’s “military career” 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 ruled this occupation zone, behaved uninhibitedly and unceremoniously, and every now and then incidents arose with the 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 cabin boys of the naval school left the sailing ship, 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 general 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 rooms, 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, a fire-fighting system, new electrical wiring were added, 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”, Padua’s fellow countryman in Bremerhaven, the former “Mars”, and now “Vityaz”, also received this mission.

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 refrigerated vehicles, freezer pantries, and 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 ships that carried out a large amount of 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. Presence on sea ​​vessels animals have never been exotic, but to have 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 Kruzenshtein 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 acquire 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 color of the hull was 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 from the maritime schools of the USSR Ministry of Fishing Industry from different regions of the country. 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 and had status! In almost twenty days, the ship traveled the North Atlantic under sail 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 life-saving equipment was modernized. 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 of the 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 and sailed through iconic points for those who sail - the treacherous Capes of Horn and Cape 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 supposed to be the celebration of the 60th anniversary of the 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, the barque is 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 the race across the Atlantic Ocean from Santa Cruz de Tenerife to Bermuda, the barque took 2nd place.
In a route race: Bermuda- Newport (USA) ship was the 9th.
1978 - the ship took part in the international sailing regatta Op Sail-78 in the North Sea.
In the race Oslo (Norway) - Harwich (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 barque “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 tugs, 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 barque 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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Ivan Fedorovich Kruzenshtern - biography of the famous Russian admiral

Kruzenshtern was born on November 8, 1770 into the family of the German noble family of Krusenstern (the founder of the family in Russia was Ivan’s great-grandfather, Philip Krusius), his father was a judge. When he turned 12 years old, the young man entered a church school, where he studied for two years, and after that he entered the Naval Cadet Corps. He completed his studies in 1788 due to the outbreak of the war between Russia and Sweden.

There are many interesting facts in the life of Ivan Fedorovich, for example, it is known that he went in for sports even on his ship (he exercised daily with 2-pound weights), he loved animals very much, and one of his favorites always swam with him. It was a spaniel, and they say that before each departure from the port the crew ruffled the dog’s long ears - people were convinced that after this “rite” the voyage should be successful. And in fact it was so. Also, the well-known cat Matroskin (from the cartoon “Prostokvashino”) claimed that his grandmother sailed under the command of Krusenstern, and a minute later the admiral was completely confused with Santa Claus. And also Admiral Ivan Fedorovich Krusenstern - a man and a ship!

From the start of his service in the navy, he was assigned to battleship"Mstislav", on which Kruzenshtern fought in the Battle of Hogland in 1788, and a year later proved himself in the Battle of Eland. And a year later, in 1790, he was promoted to the rank of lieutenant for a number of important victories in naval battles that year.

Meanwhile in the world...



Ivan Fedorovich Krusenstern is born



Battle of Patras between the Russian and Ottoman Empires

The most interesting thing for you!

In 1793, Kruzenshtern, together with his future round-the-world travel partner Yuri Lisyansky, was sent to England, where he stayed for 6 years. In the service of the English King, he managed to fight with the French, visit the coasts of both American continents and Africa. During these long voyages, he carefully studied the routes, looked for access for Russian ships to East Indian waters, and looked closely at sea routes for trade with China.

Upon arrival in his homeland, in 1799, Kruzenshtern came to St. Petersburg to Alexander I and asked permission to conduct an expedition to study in more detail the routes that were taken on English ships. But the sovereign refused to sponsor this event, delaying the first Russian trip around the world for 3 years. But in 1802, the Russian-American Company (RAC) made similar proposals, and the emperor approved the company, at the head of which he put Ivan Fedorovich Kruzenshtern, and thus he became captain of the first Russian round-the-world expedition.

On August 7, 1803, two sloops “Nadezhda” (ship commander Ivan Kruzenshtern) and “Neva” (ship commander Yuri Lisyansky) sailed from Kronstadt to the applause of a crowd of mourners. After returning in 1806, Ivan Fedorovich described in detail the progress of the expedition and presented unique cards. By the way, the modern sailing frigate Nadezhda is named after the aforementioned sloop. In 1811 he was appointed inspector of the Naval Cadet Corps, and 16 years later became its director. But in this time period, Kruzenshtern created the so-called “Atlas South Sea", which included many hydrographic records. The Naval Cadet Corps, during the reign of Ivan Fedorovich, received an incredible amount of new literature, the museum was significantly expanded and a number of new and relevant disciplines were introduced. He died on August 12, 1846, and was buried in Tallinn (Dome Cathedral). And 27 years later, in 1873, a monument to Ivan Fedorovich Kruzenshtern was erected in St. Petersburg opposite the Naval Cadet Corps.

Four-masted training sailboat Kruzenshtern

Famous four-masted bark Kruzenshtern is currently a training sailing ship, named after the famous navigator Ivan Kruzenshtern. Based in Kaliningrad. The bark's service life is currently over 85 years.

“Kruzenshtern” was launched in 1926 in the German city of Bremen. The customer was the company of Ferdinand Lajes, it needed new ships for the Kapgornovskaya line. The barque's first name was invented by the shipowner's daughter, who named it “Padua”. In those days, there was a tradition that the names of the ships built for the Lajes company were invented by women from the shipbuilder’s family, and these names had to begin with “P”.

The Padua set off on its maiden voyage under the command of Karl Schuberg. The bark could load a cargo weighing up to 4,100 tons, with a maximum speed of 14 knots. The sailing armament consisted of 31 sails, the total area of ​​which was 3500 square meters. The total displacement of the sailing ship is 6000 tons. In the first 15 years of its existence, the barque made 17 voyages, most of which were transoceanic.

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The ship became the property of the USSR after the end of World War II. In 1946, the naval trophies of Germany were divided between the victorious countries, as a result of which the naval banner of the Union was raised on the ship. And immediately after this, the ship received a new name “Kruzenshtern”. And at the beginning of 1959, the barque “Kruzenshtern” had to undergo a major overhaul at one of the Russian shipyards.

During her time under the banner of the USSR, the bark carried out a number of successful explorations in the Atlantic Ocean region, while also performing another useful task, which was training young sailors. From 1972 to 1983, the Kruzenshtern regularly changed captains, of whom there were a total of 7 people. In 1983, the command of the Baltic Fleet transferred the bark to the Estrybprom company, which was engaged in fishing, so the port of Tallinn became the center of the ship’s deployment. And only in the first half of 1991, the bark “Kruzenshtern” was transferred to the engineering maritime school of the city of Kaliningrad.

Nowadays, the barque is used for educational purposes. He often takes part in various regattas, so in 1992 “Kruzenshtern” became the champion in sailing the route from Boston to Liverpool, realizing its excellent speed potential - the maximum speed reached 17.8 knots.

Bark Krusenstern: long navigation 2014

Legendary barque Kruzenshtern never stays at the pier for long. For several decades now, it has been doing difficult work, serving as a training ground for future sailors.

This year, the sailing ship made 3 large voyages, departing from Kaliningrad on December 25, 2013, and returning to the port just now, October 3, 2014. The sailing barque “Kruzenshtern” spent as many as 283 days on the sea expedition. During this time, he successfully traveled 22 thousand 652 nautical miles, visiting the ports of Germany, France, Morocco, Italy, Bulgaria, Greece, Spain, and Belgium. In total, the ship visited two dozen ports in 15 countries.

During the cruises, the ship managed to visit the Olympic Sochi, and also took part in the naval parade in honor of Victory Day, held in Sevastopol.

During the 2014 navigation, more than 360 cadets from various Russian and foreign educational institutions had the opportunity to undergo training on the Kruzenshtern.

First flight: Kaliningrad-Sochi (12/25/2013-02/25/2014)

Preparations for this year's navigation began unusually - with extensive school excursion. On December 24, 2013, the day before sailing, the bark was visited by Kaliningrad sixth-graders, who were given the opportunity to study this proud ship inside and out. Well, on December 25, after the ceremonial formation at the 24th berth of the Kaliningrad sea fishing port, the sailing ship set off.

The route of the first flight is Kaliningrad-Sochi. The Kruzenshtern was supposed to be in its final port during the Olympic and Paralympic Games. Well, the first port the ship entered during this navigation was the German Bremerhaven, where the cadets and the crew (almost 200 people) celebrated the New Year.

The next stop was in warm Morocco - at the port of Tangier. Here the cadets were able to relax a little and explore a new culture through excursions around local market, mosques and museums. Before Sochi, the ship had 2 more stops - in the Italian Bari and the Greek Patras, after which it headed for the Russian, Sochi shores.

In Sochi, the Kruzenshtern moored strictly on schedule - on the morning of February 6. Here the ship remained until February 25, fulfilling the honorable mission of the landmark, and 50 of the 113 cadets who underwent special training and received the appropriate certificates worked as volunteers at the Olympics.

With the end of the Olympic Games, the main mission of this year's Kruzenshtern was completed, and it began to carry out other tasks.



Second flight: Sochi-Sochi (26.02.2014-17.05.2014)

The second voyage took place between the ports of Cherny and Mediterranean seas, and was even more eventful with various events.

From Sochi, the bark this time went to Moroccan Agadir, then visited French Sete and arrived in Bulgarian Varna. There, Kruzenshtern attended the opening ceremony of the SCF Black Sea Tall Ships Regatta 2014, which was held for the first time in the Black Sea. In addition, the bark itself became a participant in the Black Sea STI Regatta, which was hosted for the first time by the Russian ports of Novorossiysk and Sochi. In addition to the Kruzenshtern, Russia was represented there by the Vladivostok sailing ship Nadezhda and class “A” training ships - the sailing ship Mir, as well as the world famous sailing ship Sedov. In total, 50 riders from two dozen countries took part in the race. The colorful participants were Pakistani and Dutch vessels.

During the break between the stages of the regatta, the Kruzenshtern took part in the most important event of this voyage - the festive naval parade in Sevastopol in honor of Victory Day, after which, on May 17, it returned to Sochi.



Third flight: Sochi-Kaliningrad (18.05.2014-3.10.2014)

The last third flight this year is the return of their Sochi home. During this transition, Krusenstern, like his crew with new cadets, went through both common joys and anxieties, which made the trip even more valuable for the acquisition of important maritime experience by young people.

From Sochi the sailing ship departed on May 18 for France, visiting Cannes and Le Havre. Already in July, the ship moored in the German ports of Bremerhaven and Kiel. The next port of visit was the Dutch Harlingen, after which the Kruzenstern went to the Norwegian cities of Fredrik-Stadt and Bergen.

But then, as a result of an unpleasant incident, the sailing ship suddenly became an increased object of media attention - after visiting the Danish port of Esberg, upon leaving it, the sailing giant accidentally sank the tugboat Diver Master, which subsequently, allegedly, resulted in Krusenstern’s refusal to participate in the English regatta This raid vessel was supposed to help the Russian four-masted ship leave the waters of Esberg, but the tugboat’s crew failed to make ends meet in time, which is why the Kruzenshtern rolled it onto the left side and pulled it under water. The crew, fortunately, was not injured, and the port administration did not make any claims against the Russians, so the Kruzenshtern continued sailing to Rostock, Germany.

From Germany, our sailing ship moved to the Polish port of Gdynia, and then made another crossing to the British Falmouth. It was while stationed in this city, on August 29, that the Kruzenshtern cadets celebrated Vest Day. In the morning, the ship's broadcast announced an unusual dress code - dress trousers and a vest. On this day, everyone on the ship was dressed exactly like this, there was also a ceremony, a concert and lectures regarding the history and significance of the vest in the Russian fleet.

Already on September 16, the Kruzenshtern entered the English Channel, heading to the Belgian port of Zeebrugge. It was on this day that the crew received unexpected entertainment - a dumpling rush was announced. This is an old tradition of this ship, according to which the entire crew devotes one day of each autumn voyage to making dumplings. 172 people took part in the fun, and in two shifts they managed to make as many as 9,097 pieces. True, it was not possible to make a reserve, since most of what was prepared was eaten that same evening.



After dumplings and a visit to Zeebrugge, the sailboat headed for the last port before returning home - the Polish port of Szczecin, which the ship entered on September 26. Here the sailors took part in the solemn wreath-laying ceremony at the memorial “To Those Who Didn’t Return from the Sea.” After a short rest, on September 28, Kruzenshtern left Szczecin.



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zkzakhar

I know that the crews of these ships do not really like mutual comparison. Especially and above all on the Kruzenshtern. But, having written a dozen detailed posts about the “Sedov” and visited the “Kruzenshtern”, I cannot help but compare these two famous barques today belonging to different universities, but to the same department, Rosrybolovstvo. Moreover, from the point of view of the average person on the shore, these ships are very similar - and in appearance, both in history and in purpose. But, in fact, there are probably less similarities in them than differences.
Let's figure it out.

We'll have to start with history, because it determined many of the differences.
"Kruzenshtern"
Built was called "Padua" at the Johann Tecklenborg shipyard to Bremerhaven(North Sea) summer 1926. The shipyard specialized in the production of sailing ships and the Padua was the penultimate ship that was built here - the age of sailing ships had already come to an end and the Johan Tecklenborg closed bankrupt after 2 years - now this shipyard does not exist. In addition to Padua, the shipyard produced a large number of a variety of ships, including 5-masted barges, and “Padua” at that time was not original, but was the last sailing ship of the “Flying-P-Liner” series. These were sister ships company F. Laeisz. The daughter of the shipowner named the ship “Padua” according to the condition that the first letter should be “P” (other ships were also named according to their taste by women from the family of Eric F. Lajes). “Pamir”, mentioned in “The Story of “Sedov””, was also from this series, and that is why the snow-white “Sedov” was repainted black and white by the filmmakers in 2004 (why they didn’t take “Kruzenshtern” for filming is not clear). WWII "Pamir" successfully worked on long-distance lines as a dry cargo ship, importing saltpeter, flour, etc. During the War, it served as a barge.
Padua was built without an engine.

"Sedov"
Barque was laid at the Germany shipyard (Germaniawerft) part of the Krupp concern under the name "Magdalene Vinnen II" (Magdalene Vinnen II) spring 1921 in Kiel(Baltic Sea). It was a large naval shipyard, but after the lost WWII, due to the provisions of the Treaty of Versailles prohibiting the production of military products, the shipyard temporarily switched to the production of yachts and sailboats. Now this shipyard also does not exist - it was bombed after the end of WWII as a military enterprise of the Reich. "Magdalena Winnen II" non-serial ship. Maglalena Winnen (Leni) is the wife of the shipowner - he named all his ships after relatives. Initially it was operated in the same way as a bulk carrier on transoceanic lines, but in 1936 the customer of the construction “F.A. Winnen & Co. went bankrupt and the ship was transferred to Norddeutscher Lloyd, which changed the name to "Commander Johnsen" and somewhat changed the purpose of the sailing ship - now it was a training and merchant ship. During the War, she made several trips around the military Baltic, but in general she was not actively used either, she served more as a barge.
"Magdalena Winnen II" originally was designed and built as vessel with internal combustion engine - diesel 400 hp
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Post-war time.
"Kruzenshtern"
In January 1946, the Soviet naval flag was raised on the Padua, and in February the ship received the name Kruzenshtern. A major overhaul took place in Kronstadt from 1959-1961 and the ship became a training expeditionary oceanographic vessel. This period lasted 5 years in the Atlantic. In 1967, the ship was transferred to Rybprom in Riga. From 1968-1972 there was another renovation in Kronstadt. In 1983, the home port changed to Tallinn, and in 1991, Kaliningrad, which turned out to be very convenient - the USSR would collapse that year.

"Sedov"
In principle, everything was the same, only the Kruzenshtern was slightly ahead of the Sedov in time.
An important difference is that “Sedov” was reconstructed after “Kruzenshtern”, taking into account the experience and mistakes received earlier. The reconstruction of the Kruzenshtern was generally a unique operation and there was no experience whatsoever. Perhaps this is why the height of the rooms on the upper deck (where the main cabins are located) on the Sedov is noticeably higher.
Read more about here -
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Brief performance characteristics of Kruzenshtern/Sedov
Length along the upper deck, meters - 114.5/117.5
Width, meters - 14/14.66
Draft, meters - 7/7.52
Displacement, tons - 5805/7320
Side height, meters - 8.48/8.5
Sail area, m² - 3400/4195
Mast height above deck, meters - 55/58

The body color has been the same since 2004 - black and white. The spar, as can be seen on the Kruzenshtern, is yellow, and on the Sedov it is red-orange. These can be considered "company colors".
4



The Kruzenshtern also has 5 decks and 7 bulkheads. Only the forecastle deck, here called the boat deck, is much longer, reaching almost to the poop deck (bow). In the article about the History of Sedov there is a picture of how the size of this deck has evolved over the years - initially on the Sedov it was very short. I don’t know when such a long tank appeared on the Kruzenshtern. In addition to the visual differences, this is also important because it is under this deck, on the Main deck, that the main living and public spaces of the ship are located, which means their area on the Kruzenshtern is noticeably larger.
If you stand on this ladder (slightly to the right of the center of the photo) on the Sedov, a completely different picture will appear -
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View from navigation bridge to the stern.
6



However, the most important differences, essentially, are related to the control of the bark - the rudder and the navigation station. An “autopilot” was installed on the Kruzenshtern and this affected many things. The steering post with the steering wheels on the Kruzenshtern is not real, fake, fake! The steering cables have been dismantled. It was left only as “the place next to which everyone takes pictures.” Alas.
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8




Notice also how close the steering wheel is located to the chart room. When he was real, you could only steer by being on his side.
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The emergency helm station is not located in the tiller compartment on the main deck, but outside on the boat deck, and behind it there is this “coffin”.
10



Inside the steering gear.
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The Kruzenshtern also has a tiller compartment on the Main deck, but comparison is pointless due to the presence of an autopilot.
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The bow of the ship, the poop deck, is the same on both sailboats. Everything is the same here: a bowsprit and a mechanism for lowering and securing anchors, an anchor crane. bollards for mooring.
13


Turbonau rufit bark.
On the bell there is the former name of the barque Padija and this is true - the bells do not change. But it’s not clear why there are no historical names on “Sedov”
14



Below the deck of the poop, everything is also very similar: toilets, storage and windlass - anchor winch. The windlass is of a slightly different type, but the characteristics of the anchor system are similar - the same 200 meters of chain allow you to anchor at depths of up to 70 meters.
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A repair kit for the “Chain Mail” sail also hangs here. This was not the case at Sedov.
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Those who have read know the story about Arc de Triomphe
17



Suddenly the kitchen is a galley. The galley here is also located on the upper deck, but has a skylight to the boat deck.
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I remember how photographing the galley on the Sedov was almost a struggle, but then I stuck my camera in and took pictures! And the corresponding aroma spreads across the deck.
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The food seems to be the same. Meal times are the same with 4 hour intervals: 07:30, 11:30, 15:30, 19:30.
The crew's dining room is located next to the galley and buffet; the cadets' dining room is also one level lower - on the Lower Deck. The difference is that there is a separate dining room for foreign students. But the important difference is that all these rooms on the Kruzenshtern are located closer to the bow of the ship than on the Sedov, and the foreign trainees’ dining room is almost under the poop deck. But the closer to the center, the smaller the amplitude of the swing, the less it swings - this is important for cooking and eating. I admit that the more favorable location of these premises on the Sedov is a consequence of taking into account the errors discovered during the reconstruction of the Kruzenshtern.
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The chart room is noticeably more spacious, but perhaps the area is not much different, it’s just that on the Sedov there is a large navigation table in the center that blocks everything. The equipment is about the same - the screen on the left is a radar monitor. From here there is also access to the top of the navigation (walking) bridge.
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Well, the wheelhouse itself is, of course, the cabin of a starship after Sedov. Spacious, with autopilot and power plant control panel.
22



Taxiing of the barque occurs with the help of a small “rudder”, whereas on the “Sedov” on the Bridge they only control the course and give orders to change it, adjust it.
23



On the right is a block with walkie-talkies, SAAB GPS navigator, AIS data monitor - the same one that is displayed on the Marinatraffic website http://www.marinetraffic.com/, "alarm panel" ("black" box).
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Above the steering wheel there is a navigation unit - an electronic compass,axiometer - a pointer indicating the deviation of the steering wheel from the longitudinal axis, "speedometer".
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To the right is the engine telegraph handle and the diesel control unit. On the Sedov, this is all located on the street, outside the wheelhouse.
26



The darkened monitor on the left is the radar screen, then the computer monitor, on which the navigation map is now displayed.
27



On the left side of the dashboard there is a computer (you can see that it is Windows) and a radar screen.
28



Radar control panel. Read more about control and measuring instruments in the article
29



View from the navigation bridge forward.
30



The navigator's bridge is the open part. In the center there is also a compass - a compass with a ruler and a device for determining azimuth.
30



The same view from the opposite side. on Sedov it was made from the bridge wing - appreciate the difference in size of both the bridge and the wheelhouse.
31



In the middle of the Bridge there is a bright red “black box”. Obviously, because this is one of the top points on the hull and if flooded, it can be easily detected and taken out. The "box" is not self-popping in this case. I didn’t see this on the Sedov - there was an emergency buoy on the bridge, but it was on the side and not bright.
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It is important that on the wings of the bridge - both have a post with an engine telegraph. The captain of the Sedov, for example, has to shout orders from the wing while mooring, but here everything can be done on the spot.
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Now let's go down to the engine room.
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The fundamental difference is that the Kruzenshtern has 2 diesel engines, not one. But the total power is the same. Let me remind you that the Sedov is equipped with since 1986) Finnish diesel "Wärtsilä" 8L20 - in cylinders with a diameter of 20 cm 2100 hp.. On the Kruzenstern there are German diesel engines 8NVD 48A-2U - 8 cylinders with a diameter of 32 cm and a piston stroke of 48 cm. Twice 750 kW is approximately 2000 “horses”.
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The machine room here is more spacious. On the left there are 4 diesel generators (on the Sedov there are three + one emergency on the Main deck)
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The boiler here is German, not Ukrainian.
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But the essence is the same - gas-pipe liquid fuel. A diesel samovar, in short.
38



We were shown the medical department in detail. In general, it’s time to talk about the premises on the Main Deck. On the Sedov, everything is quite symmetrical and laconic - crew cabins on the sides, plus two dining rooms. In the center between them is a galley with a buffet, a large flagship cabin and an emergency diesel generator. It's more chaotic on the Kruzenshtern. In addition to the cabins, and here it seemed to me that there were a little more cabins with toilets, there is a large dining room, a small mess room next to the small flagship cabin, a medical block and a museum.
The diagram of the medical block shows that there are as many as 5 rooms here, including the bathroom. In general, everything is more spacious and, it seemed to me, better equipped.
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"Office"
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“Dentistry” I don’t know about the equipment, but the chair is much more modern than on “Sedov”
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Isolator for 2 places. A defibrillator, an ECG machine and an iron are visible.
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"VIP cabin" - infirmary for one bed.
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with an individual bathroom - bath, shower and toilet!
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Of course, we also visited the museum. Here it is more conveniently located than on “Sedov” in the depths of the “Platform”. The exposition is approximately the same - history and awards. Only there are no stands about Ivan Fedorovich himself. Keep in mind that displaying cups on podiums is clearly not a casual option. In the middle they built a stand with marine fauna and placed a globe, with the pole looking at the polar star in the ceiling - there is also a star map in the ceiling.
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Collection of ship bells.
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Present.
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The historical part is poorer. There are almost no German documents.
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branded lamps - you can compare them with "Sedovsky" ones - however, in the museum on "Sedovsky" there are other sconces.
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Radio room. It was not possible to photograph it on the Sedov, but in principle there are no or not many differences.
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There is also a chapel on the Kruzenshtern and it is noticeably larger in size. Located on the site of the former navigation class.
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A few more “fleeting” differences - in one shot.
On "Sedov" there is an inflatable boat, but here there is a whole inflatable boat.
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Axes and hooks were not seen on the Sedov.
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Just like video cameras. In general, according to the general opinion, discipline on the Kruzenshtern is stricter. The cadets on the Sedov have much more freedom here; it’s almost like an army. And not only the cadets, but also the crew are told not to be late when returning on board at the ports - strictly at 23:00. “Sedovites” look at this with bewilderment all their lives.
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And a few more differences
"Kruzenshtern" is not afraid of France - only this year it stopped at the ports of this country twice, but "Sedov" avoids it in every possible way, even if they are on the planned route. Yes, it was with “Sedov” that there was an unpleasant precedent for his arrest in Brest, but there is no fundamental difference in terms of ownership at all, so this is a general precedent.

Kruzenshtern has a title sponsor, which is actively advertised using the surfaces of the barque. For some reason it’s not on Sedov.

"Kruzenshtern" makes many more trips. He has completed 2 round-the-world trips and one transatlantic crossing. "Sedov" has one trip around the world, although the miles traveled in high latitudes are noticeably greater. This year, the Kruzenshtern traveled 28,114 nautical miles, and the Sedov traveled more than half as much - 13,370. Perhaps because Kruzenshtern himself was a much more successful navigator than Sedov?

Sound in loudspeakers which regularly transmit orders and information about all premises, on the Kruzenshtern it is sharp and hoarse. The Sedov is much softer and more pleasant.

But, the main thing is still different. The main thing is that both of these barques are famous legendary historical large sailing ships. Operating ones that have not become “some kind of museum (c).” Apart from Russia, in my opinion, no one else has such a status and condition. This is our common pride, but also a great responsibility for shipowners and Rosrybolovstvo. And states in general - if they understood this, possible problems would not arise with these sailing ships getting into the Neva delta, the center of St. Petersburg due to the insufficient height of the bridge on the WHSD.


I thank the administration of the sailing ship "Kruzenshtern" in the person of Irina Obraztsova (head of the press service of the BGARF) for organizing the inspection and the crew for conducting the excursion.
I recommend reading other posts from this visit - they are all different and interesting.

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" vessel with maximum efficiency (efficiency) of its own sailing system. In 1933, the high-speed sailing ship set two cruising speed records: from the German port city of Talcahuano, Chile, the Kruzenstern (then Padua) reached 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 wide 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, Kruzenshtern made its first trip around the world, during which it passed three oceans, crossed the equator four times, called at 15 ports of thirteen countries and covered a total of 42,432 The voyage was dedicated to the 300th anniversary of the Russian fleet, the 225th anniversary of the birth of I. F. Kruzenshtern, as well as the 190th anniversary the first round-the-world Russian 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 from 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. Neither the captain, nor the boatswain, nor the crew can remember so many people wanting to get acquainted with the legendary sailing ship.

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. The four teams that are currently undergoing training on the vessel, the crew from Nizhny Novgorod and a team of sailors - participants 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. The best time of the winner, the team of the BGA SVF (Baltic State Academy, Navigation Faculty), is 5 minutes 15 seconds.

The four-masted sailing ship "Kruzenshtern" is a true universally recognized legend. The bark has already exceeded 90 years and this vessel is one of the last representatives of the era of “windjammers” - large commercial sailing ships that appeared in late XIX centuries, equipped with the latest technology of their time. Many ships of this type did not survive to the present day, giving way to steamships and motor ships, some became museum ships. In this sense, "Kruzenshtern", along with "Sedov", is especially noteworthy. After all, the almost century-old barque is alive and well, constantly participating in various regattas and around the world expeditions. Now "Kruzenshtern" is a training sailing ship where cadets of the BGA of the Russian Federation undergo practical training. The vessel's home port is Kaliningrad.


For me, “Kruzenshtern” is almost like my first love. After all, this is the very first sailboat that I saw in my life. And this happened back in my distant childhood, just at the time when I was reading the novels of Jules Verne, Jack London, Salgari and Sabatini. True, we managed to get on board the bark only in June last year. The sailboat, moored at the 18th berth in the Kaliningrad sea fishing port, was organizing an Open Day, and anyone had the opportunity to visit it. Needless to say, there were more than a lot of people interested. But, surprisingly, this did not become a problem at all and everyone was able to walk around the ship for their own pleasure.

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02. Bark "Kruzenshtern" at the 18th berth of the Kaliningrad sea fishing port.



03. Although the queue stretched for many meters, it moved quickly.



The bark, under the name "Padua", was laid down on June 24, 1925 at the German shipyard "Johann Tecklenborg" in Geestemünde (now Bremerhaven). Almost exactly a year later, in June 1926, she was launched and set off on her maiden voyage on August 30th. Interestingly, the ship belonged to the famous series of sailing ships under the general name “Flying-P-Liner”. They all wore a blue pennant with the initials FL, after the Hamburg shipping company F. Lajes" (F. Laeisz), and the names of all ships began with "P": Pangani, Petschili, Pommern and others. Of this entire series, only Padua, already under the name Kruzenshtern, is still in active service.

This ship went to the Soviet Union in 1946, after World War II, as reparation. It was then that the bark received its new name - “Kruzenshtern”, in honor of the famous Russian navigator and admiral Ivan Fedorovich Kruzenshtern.

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"Kruzenshtern" is a classic "windjammer" (from the English "to jam the wind" - wind squeezer), one of the largest and fastest ships of its time. Steel riveted plating, steel masts that could raise sails to great heights. Technical characteristics of the bark - displacement 5805 tons, length on the upper deck 114.5 m, width 14 m, draft 7 m and deadweight 1645 tons. Vessel speed 17 knots.

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At the beginning of the 20th century, such ships were a great competitor to steamships on long voyages, especially transcontinental ones. After all, they used free wind and did not require intermediate fuel refills. In addition, they showed very good speed characteristics. As a rule, windjammers transported inexpensive goods such as ore, rice, wood, etc. Some ships were equipped with small auxiliary engines to help maneuver when entering port. But many shipowners, nevertheless, preferred not to install them, for reasons of economy.

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The decline of the “windjammers” was associated with the opening of the Suez and Panama Canals; ships could not overcome them under sails. And going around the continent took too much time, and the use of tugboats significantly reduced profitability. However, despite the subsequent lack of significant commercial value, these ships are still an example of beauty, harmony and romance. It’s just a pity that not so many of them managed to survive to this day. Especially many sailing ships were lost during the Second World War. And it’s very pleasing that the bark “Kruzenshtern” is completely afloat and we have the opportunity not only to look from the outside, but even to visit the legendary sailing ship.

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08. Life rafts.



09. Rescue boat.



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11. Galley (kitchen) light hoods.



12. On the boat deck.



13. There are always many people who want to visit a historical ship.



14. Ropes on bollards (paired round metal bollards for fastening cables).



15. Wheelhouse.



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17. Brace winch (used to turn the lower yards).



18. Wooden dowel strip for attaching rigging.



19. Cable.



20. The purpose of the rescue boat is to collect life rafts in an emergency, as well as to rescue a person who has fallen overboard.



21. On deck.



22. 3722 sq. m. - the total area of ​​the sailing rig.



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27. Everyone tries to take memorable pictures of themselves.



28. The helm is on the poop (aft deck).



29. The longest voyage of a sailing ship was 425 days.
This was in 2005-2006 during the second trip around the world.



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31. Magnetic compass.



32. Wheel on the poop deck with Davis drive. This is a spare steering device on which cadets practice the skills of steering a ship from the stern during long voyages.



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34. Coffee dowel strip.



35. Over its more than 90 years, the barque has covered about 1,300,000 nautical miles.



36. Clew capstan on deck.



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39. The area of ​​the largest sail is 272 square meters. m.



40. Entrance to the Orthodox ship church, equipped on the ship in March 2008.



41. The chapel was consecrated by Metropolitan Kirill of Smolensk and Kaliningrad (now Patriarch Kirill).



42. In the chapel you can see the icon of Admiral Fyodor Ushakov, canonized in 2001.



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45. Irisha perisher_13



46. ​​Windlass (a winch-type deck mechanism for lifting anchors and creating tension in the cables during mooring).



47. View from the forecastle (front part of the deck) to the waist (middle part of the upper deck).



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50. See you again, beloved sailboat!



51. Kruzenshtern team. Photo by V. Semidyanov (c), 2013