Sakhalin. Karafuto Island or Journey to the End of the Earth. Krillon lighthouse Southeast coast of Cape Krillon auto

Lighthouse Crillon

Historical and technical information

The Crillon lighthouse is installed on the top of a hill on a steep bank 2 cables away - 370 m to NNW from the tip of Cape Crillon.

Cape Crillon is the southwestern tip of Sakhalin Island and the western entrance cape of Aniva Bay, as well as the western part of the northern shore of the La Perouse Strait.

Geographical coordinates of Cape Crillon:

latitude 45° 53.8" N, longitude 142° 04.7" E

The standard number of the Crillon lighthouse according to the book “Lights and Signs of the Pacific Coast of Russia” published in 2010 is No. 2155. The international number of the lighthouse according to the description of the lights published by Great Britain is No. M 7802.

The lighthouse is installed at a distance of 72 m from the coastline at an altitude of 35.2 m above sea level.

The Crillon lighthouse is designed to provide navigation in the La Perouse Strait, in the western part of Aniva Bay and in the northeastern part of the Sea of ​​Japan.

The lighthouse is located in the Nevelsky district, near the border of the Aniva district, in the Sakhalin region. The nearest village is the village of Shebunino, 65 km from the lighthouse, the nearest railway station is Gornozavodsk station, 95 km from the lighthouse.

Cape Crillon, as well as the La Perouse Strait, were discovered on August 12 (23), 1787 by an expedition on the ships "Astrolabe" and "Boussol" under the command of the outstanding French navigator Jean Francois de Galo Count La Perouse (1741 - 1788). The cape was named La Perouse in honor of his compatriot and contemporary, the famous military leader of France and Spain, Louis de Balbes de Berton de Crillon duc de Mahon (Louis Des Balbes de Berton de Crillon duc de Mahon, 1717 - 1796). In Russian transcription they abbreviate Louis - Balbes de Crillon. It should be borne in mind that in the history of France, another, but more famous and outstanding military leader with exactly the same name and surname, but without the title “Marquis of Mahon”, the ancestor of a contemporary of La Perouse, who lived in 1543 - 1615, left a memory of himself.

The installation of a lighthouse on Cape Crillon was included in Russia’s first long-term plan for the construction of lighthouses, approved by the Grand Duke Admiral General Konstantin Nikolaevich, “Plan for the gradual production of work on the construction of lighthouses starting in 1875.” The Crillon lighthouse was included in the eighth group of lighthouses with a start date of 1882.

The need to build lighthouses on Sakhalin was determined by the following circumstances. In the middle of the 19th century, Sakhalin, in accordance with the Shimoda Treaty of 1855, remained in the joint possession of Russia and Japan. Russia was not interested and did not strive to populate and develop it. By that time, Russia had already ceded the southern Kuril Islands and the entire island of Iturup to Japan. The St. Petersburg Russian-Japanese Treaty, concluded on April 25 (May 7), 1875, formalized Japan's renunciation of territorial claims to Sakhalin and Russia's transfer to Japan of all the Kuril Islands north of the island of Urup. Russia began the active development of Sakhalin and, first of all, as an all-Russian hard labor camp.

In 1881, the Ministry of the Navy began a detailed discussion of the problems of lighthouse lighting of the La Perouse Strait and ensuring the entrance to Aniva Bay. As stated in the report of the Hydrographic Department for 1882, “... frequent fogs and little explored currents make navigation difficult and expose ships to danger both from the reef of Cape Crillon and from the Rock of Danger.” The current navigation guide recommends going around Cape Crillon at a distance of at least 2 miles - 3.7 km. The pilot of that time advised approaching Cape Crillon at dawn and in clear weather in order to have time to round the cape before dark. But ships with low speed, especially sailing ones, could pass the strait in 24 hours in unfavorable weather. Evidence of the correctness of the proposals presented is the wreckage of the Ust-Luga transport type "Liberty" (USA), which was unsuccessfully towed in the strait, lying 2.8 kbt - 500 m to the ESE from Cape Crillon.

The Hydrographic Department proposed to the chief commander of the ports of the Eastern Ocean, Rear Admiral Alexander Fedorovich Feldgauzen (1832 - 1907), to put a small fire with 2 lamps on Cape Crillon. To “inspect the area” and determine the possibility of implementing this proposal, in 1882 the head of the hydrographic part of the ports of the Eastern Ocean, captain of the corps of naval navigators Nikolai Zakharovich Kazarinov, was sent, who, while sailing in Aniva Bay, became convinced that a fire with 2 lamps on Cape Crillon would bring little benefit.

So that the construction of a large, albeit temporary, lighthouse would not be expensive, he turned to the head of the exiled convicts at the Korsakov post with a request to help by freely working these exiles for cutting down the forest growing 15 miles from Cape Crillon, as well as for the construction of the lighthouse and its services .

The local Korsakov authorities agreed to provide assistance on the condition that 30 exiled convicts would be assigned from the caretaker of the exiles and convicts with a proper escort. “In view of the intense work and in order to succeed,” the authorities asked to increase the portion allocated to exiled convicts from prison by ½ pound (205 g) of meat, 1 pound (409 g) of bread with a glass of vodka (123 ml) and tobacco.” This “was also required to prevent scurvy.” Salaries for exiled convicts were not expected.

The chief commander of the ports found this method of building a lighthouse beneficial, especially since it would be possible to postpone for a long time the need to build the planned stone lighthouse. In order to use only dry timber, he ordered 75 rubles to be sent to the head of the Korsakov post for immediate logging, so that it would have time to dry by next spring. He also ordered the construction of the lighthouse to begin in the spring of 1883, and to assign a gunboat to the head of the hydrographic unit to tow the timber and facilitate the construction of the lighthouse.

The lighthouse was supposed to be illuminated with 12 - 15 oil lamps with reflectors. The lighthouse was supposed to be serviced by 4 attendants - 2 attendants from the Maritime Department and 2 attendants promised to be provided by the Korsakov authorities. It was considered necessary to have four servants at the lighthouse for self-defense from runaway convicts.

The head of the hydrographic department of the ports of the Eastern Ocean, captain of the corps of naval navigators Nikolai Zakharovich Kazarinov, in a report for 1883, reported: “Work on the construction of the lighthouse began in early May, when there was still snow along the shores. There were no roads. Last year's grass lay in a thick layer on the ground. At first we had to use the bear path we found. To cleanse the earth, they decided to light the grass, but the ashes raised by the wind covered their eyes, causing almost everyone to develop eye inflammation, which was successfully cured. The passing rain moistened and washed down the ashes.”

To transport materials for the construction of the lighthouse, the sailing and screw schooner “Tungus” (they also write “Tunguz”) was assigned. She had a displacement of 765 tons, a length of 46.9 m, a beam of 7.9 m, a draft of 3.3 m, and was launched in 1870. The schooner almost non-stop towed rafts with logs from the Korsakov post.

For quick unloading and delivery of materials from the shore to the construction site, three roads were laid: two on the eastern side of the cape and one on the western side in case of an easterly wind. Two dugouts were dug - for the team and workers and for provisions. After the construction of the roads and the planning of the lighthouse site were completed, a bathhouse was built. Frequent northwest winds brought fog and were so strong that work was stopped for fear that workers would be thrown off the scaffolding.

After the construction of the baths was completed, the construction of the lighthouse tower and barracks began. After 16 days, the barracks was finished and they began to build a house for the caretaker, but there was a hitch - the schooner "Tungus" was sent to transport troops to Nikolaevsk (on the Amur). While waiting for the arrival of the gunboat "Sobol", the workers built a fence for the yard and laid out the layout of the garden in the lighthouse town.

The gunboat "Sobol" is a combat propeller ship with sailing weapons. It was built in 1863 and armed with 6 guns of 152 mm and 120 mm caliber. It had a displacement of 456 tons, a length of 47.2 m, a beam of 7.0 m, a draft of 2.15 m, and a steam engine with a power of 392 horsepower. Crew 90 people. The first raft brought by the boat was partially scattered by the fresh wind along the shore of Aniva Bay. But the next day the boat brought the raft back intact.

On June 19 (July 1, n.s.) 1883, news arrived during construction that 28 prisoners had escaped from the Korsakov exile prison. Despite the measures taken on the night of June 20 (July 2, n.s.), 6 people exiled - convicts, having stolen a kungas - a local boat and a tool available at a construction site, fled to Japan, where they pretended to be shipwrecked whalers, but were identified and transported to Vladivostok .

Work on the construction of the Crillon lighthouse was completed on June 29 (July 11, n.s.) 1883 - in less than two months.

The Crillon lighthouse was lit on the night of June 30 to July 1 (from July 12 to July 13, n.s.) 1883 in the presence of more than 30 representatives of the authorities of southern Sakhalin.

The lighthouse was a wooden 6-sided pyramidal yellow tower with a 12-sided lantern structure 9.15 m high. The lighthouse shone in the sector 47° - 315° with a white constant light, but in the sector 130° - 150° - with a red constant light towards the Stone Dangers. On the first night of the lighthouse's operation, the gunboat "Sobol" inspected the lighthouse's lighting sectors from the sea. It was found that at a distance of 15 miles - almost 28 km, the light of the lighthouse was visible "perfectly clearly." The height of the fire above sea level was 41.20 m. The reflective apparatus of the lighthouse consisted of 15 lamps with reflectors.

The caretaker's house, barracks, powder magazine and bathhouse were surrounded by a fence and a garden was laid out inside the courtyard.

At the tip of Cape Crillon, a bell weighing 20 pounds was installed - 327 kg under a canopy for continuous ringing during fog, a two-pound cannon for returning shots to shots heard from the sea during fog, and a watchman's booth.

It was found that it was better for boats with cargo for the lighthouse to approach the shore in a sandy cove 8.6 cables away - 1.6 km north of the lighthouse on the eastern side of the Crillon Peninsula.

In a telegram to the Hydrographic Department, Rear Admiral A.F. Feldgauzen reported that the construction of the Krillon lighthouse was carried out under the direct supervision of the head of the hydrographic department, Captain N.Z. Kazarinov, and cost only 1,100 rubles.

In 1883, the chief commander of the ports of the Eastern Ocean, Rear Admiral A.F. Feldgauzen, in a private letter to the Russian envoy to the Japanese court, expressed the idea of ​​​​the need to build a lighthouse on Cape Soya - the northern cape of the island of Hokkaido, so that the Japanese government would make a corresponding order. The lighthouse was built in September 1885. The distance from the Crillon lighthouse to the lighthouse at Cape Soya is 23.1 miles - 42.8 km. The lighthouse at Cape Soya had a white flashing light and was clearly visible from the Crillon lighthouse.

Also in 1885, the Russian schooner Tungus tried to install a navigation sign on the Danger Stone, but weather conditions prevented this.

In connection with the attempts of exiled convicts to plunder the lighthouse storerooms, the number of lighthouse attendants - lower ranks in 1885 was increased to 11 people. The lighthouse keeper was a freelancer.

In 1886, it was discovered that the planks on the roof of the caretaker’s house, sawn from the local forest, were poorly dried and rotted. It was replaced with dry plank brought from Vladivostok, which was painted. The lighthouse tower was sheathed with the same plank.

In 1887, due to a reduction in the number of personnel at the Vladivostok (military) port, the number of lower ranks at the lighthouse was reduced to 7 people. But the lighthouse keeper had two more soldiers of the Korsakov guard team at his disposal. They were assigned to the lighthouse specifically to strengthen the lighthouse team and to capture escaped convicts who attacked the lighthouse warehouses. There were cases of not only robbery, but also murder.

In 1888, concerns were expressed about the fragility of the temporary lighthouse tower and the insufficient light intensity of its fire, and a proposal to build a new tower and install a Fresnel apparatus on it instead of a reflective one.

In 1889, 5 steam sirens with fresh water boilers were delivered to Vladivostok, which were supposed to be installed in lighthouses, including the Crillon lighthouse.

Since 1889, the lighthouse began to be illuminated only during the navigation period from

In 1891, the manager of the Maritime Ministry approved the “Plan of work on the lighthouse part for the new 8th anniversary from 1892 to 1897 inclusive,” in which the Crillon lighthouse was included second in the list of lighthouses to be built and reconstructed, “for the reconstruction and re-lighting” of which it was planned send 105 thousand rubles.

In 1892, tenders for the construction of the Crillon lighthouse were announced three times, but there were no people willing to carry out the work for the allocated money and the matter was postponed, although the technical condition of the lighthouse buildings required urgent measures to be taken.

A place was chosen to install the siren - on a cape at an altitude of about 30 m above sea level. But there is no fresh water nearby, and for the siren to work, a desalination plant and reservoirs for water reserves were needed.

A signal mast was installed at the lighthouse - a semaphore for negotiations with ships according to the international code of signals and for informing passing ships about the needs of the lighthouse.

In 1893, due to the emergency situation, a junior technician, a foreman and workers with a large amount of building materials were sent to the lighthouse to carry out repair work. The renovation was so significant that of the old parts of almost all the buildings, only the walls remained intact. The rest was completely replaced or overhauled.

In 1894, the reconstruction of the Crillon lighthouse began. The Vladivostok company O.V. Lindholm and Co. proposed to build the Krillon lighthouse for 155 thousand rubles, and all 5 planned lighthouses, in addition to Krillon, Zhonkier, Kloster-Kampsky - now Orlova, Nikolaevsky - now Red Partizan and Lamanon, for 600 thousand rubles. The Maritime Department planned to build the Crillon lighthouse with the installation of a lighthouse apparatus for 105 thousand rubles. Back in 1892, the Main Hydrographic Directorate entered into an agreement with the company "Barbier and Benard" for the supply of a 2nd category lighting apparatus and a lantern structure for the Crillon lighthouse in the amount of 9,115 rubles, and with the cost of spare parts and their delivery to Russia - 22,788 rubles

The Main Hydrographic Directorate (GGU) considered the construction price quoted by the company to be too high, estimated the cost of all work at 400 thousand rubles and asked for permission to send a special civil engineer with exclusive powers, obliging him to build 5 lighthouses in 3 years for no more than 400 thousand. rubles For this, the State University chose engineer-lieutenant colonel Konstantin Ivanovich Leopold, an experienced engineer, an indispensable member of the Imperial Russian Technical Society since 1887, the chief builder of lighthouses in the Black and Azov Seas, who built the Sochi and Pitsunda lighthouses in 1890 - 1891.

First, the designs of a tower and a separate residential building recommended by the Marine Technical Committee were chosen for the lighthouse. Obviously, at the suggestion of K.I. Leopold, based on the experience of building Sochi and a number of other Black Sea and Azov lighthouses, and taking into account the opinion of the commander of the port of Vladivostok, Rear Admiral Fyodor Petrovich Enegelm (1838 - 1897), it was decided to build a lighthouse in the form of a tower, built into a residential building. This architectural solution was applied to all the other lighthouses mentioned above, built by K.I. Leopold in the Far East

Since the Directorate of Lighthouses and the Eastern Ocean sailing station did not have their own vessels for transporting building materials, the board of the Vladivostok port acquired the steamship Truzhenik in June 1895 and transferred it to the disposal of the chief builder of the Eastern Ocean lighthouses, K.I. Leopold. The steamship was built in England, in Glasgow in 1892. Its displacement was 276 tons, length 52 m, width 5 m. The steam engine provided a speed of 11.5 knots - more than 21 km/h. Two masts carried slanting sails.

Construction of the lighthouse began on August 7 (19), 1894, when foremen Shipulin and Yakovlev arrived at Cape Krillon with 25 Korean workers. To maintain the operation of the existing lighthouse, a new lighthouse began to be built 22 fathoms - 47 m north of the old one. First, they cleared the site and laid a narrow-gauge railway about 200 m long from the western coast of the peninsula to the site for the delivery of building materials. Up to 40 cubic fathoms - 390 cubic meters of rubble stone and 30 cubic fathoms - 290 cubic meters of sand were prepared on site and delivered to the site. When planning the site, they developed up to 100 cubic fathoms - 972 cubic meters of soil. The rest of the materials were transported on the steamer Truzhenik under the command of Captain Pyotr Zhukovsky, as well as on the ships of the Shevelev and Co. company and on the rented schooner Kotik, skipper Rudakov.

The red brick and cement were shipped from Yokohama, where it was brought from Tokyo, probably from the largest Japanese plant in Shinagawa. For wooden structures, American Oregon pine was brought through Kamchatka.

Excavation work was carried out by Chinese and Koreans brought from Vladivostok and Chifu - now the city and port of Yantai in Shandong Province, China, stove and roofing work - by settlers from the Korsakov post, carpentry and painting work - by Japanese from Vladivostok. Up to 150 people worked simultaneously on the construction of the lighthouse.

Rafail Shulganovich, an Odessa tradesman, became the keeper of the Crillon lighthouse in 1895. He selflessly worked in this position on several newly built Far Eastern lighthouses during the most difficult period - until the early 20s of the 20th century.

In September 1895, officers of the cruiser Admiral Kornilov, under the leadership and with the direct participation of Rear Admiral Stepan Osipovich Makarov (1848 - 1904), carried out a ship's sounding in Aniva Bay and west of it to the meridian of Moneron Island. On September 22 (October 4, n.s.) S.O. Makarov visited the lighthouse. At his direction, a footpole was installed on the eastern side of Cape Crillon and a century mark was carved on the rock approximately 5 feet - 152.5 cm above the ordinary mark. According to S.O. Makarov, the device of such century-old marks is useful in all places where constant observations of footing rods are carried out. At the request of S.O. Makarov, the lighthouse keeper R.I. Shulganovich from October 12 (24) to November 20 (December 2, n.s.) made hourly observations of sea level fluctuations and sent the records to S.O. Makarov in St. Petersburg .

In September 1996, I.A. Samarin found the remains of this century-old stamp at Cape Crillon.

I.A. Samarin writes in his book: “At the end of May 1896, an expedition arrived on the Tungus transport from Vladivostok to the Crillon lighthouse to observe a total solar eclipse under the leadership of the head of the Separate Survey of the Eastern Ocean, Major General E.V. Maidel. The expedition included staff captain Ivanov, midshipmen of the Vladivostok squadron Bashkirov and Matissen, and photographer Rykov. We managed to take good photographs of all phases of the eclipse.”

By mid-1896, the tower with a residential building and the siren building were built. In August, the keeper and crew moved into the newly constructed lighthouse buildings.

To install the optical apparatus and siren, K.I. Leopold invited the former driver of the port military icebreaker “Silach”, non-commissioned officer Zakhar Solomin, who, together with several retired naval operators, installed beacon apparatus and sirens on all four Far Eastern lighthouses built by K.I. Leopold . Lighthouse keeper R.I. Shulganovich also actively participated in the installation work.

In August 1896, a lantern structure was installed and in it a light-optical apparatus of the 2nd category - all made in France.

The lantern structure was made by Barbier & C° Constructeurs Paris mainly from copper and bronze, so it is still in use for 120 years. Its diameter is 3.40 m and height 5.60 m. The storm glazing is circular, made of 12 trapezoidal flat glasses, 10 mm thick and 2.22 m high each.

The light-optical apparatus has a height of 2080 mm, a diameter of 1460 mm and a focal length of 700 mm. It consists of 8 dioptric and 21 catodioptric elements. The light source was a kerosene - wick lamp with a burner that had 5 ring concentrically located wicks - luminaires. The diameter of the luminaires was 25, 45, 65, 85 and 105 mm. The lamp ran on kerosene. The flame height was 90 mm, the flame volume was 5736 cc. The luminous intensity of the lamp, but not the apparatus (!), was 325 candles. The lamps were made from cotton fabric. During storage, they were protected from dust and wetness, especially with sea water.

The character of the beacon light has been preserved - constant white with a red sector towards the Danger Stone. The visibility range of the fire became 18 miles - more than 33 km.

The lighthouse tower is brick, 8-sided, prismatic, 9.0 m high, with a lantern structure, the height of the lighthouse is 14.60 m. The overall dimensions of the tower in plan are 4.90 x 4.90 m. The interior of the tower is cylindrical with a diameter of 3.20 m. iron spiral staircase.

The brick one-story lighthouse building has a plan size of 25.60 x 11.40 m, the height of the premises is 3.50 m, the total area is 213 sq.m, the thickness of the walls is 64 cm. The house had 10 living rooms, but there were no kitchens, nm bathrooms. Wood-burning kitchen stoves were installed in living rooms and were also used as heating stoves. The roof was an attic, wooden, with an iron roof. The floors are wooden. The lighting was kerosene, the water was imported and rain from the roof.

The lighthouse tower and residential building had a natural brick-red color. The lantern structure was white.

A brick building for a pneumatic siren with a kerosene engine was built at the tip of Cape Crillon, 145 fathoms - 309 meters south of the lighthouse. The building is one-story, plan size 10.35 x 6.10 m, room height 3.20 m, total area 39 sq.m, wall thickness 80 cm. Wooden attic roof, iron roofing. Heating is stove, lighting is kerosene, water is imported and from collecting rainwater from the roof. Siren made in England by Kanter, Harl and Co. The siren had a sound signal duration of 7 seconds with an interval of 1 to 2 minutes. The shortest range of audibility of the siren signal was 2.5 miles - 4.6 km.

Next to the siren building, a previously installed two-pound cannon of the 1867 model, designed to produce fog signals, was preserved. A new bell, cast in 1895 at the Gatchina plant of A.S. Lavrov, was also installed there. It was a backup fog alarm in case the siren malfunctioned. The weight of the bell is 30 poods 20 pounds - 500 kg. On the waist of the bell are bas-reliefs of Alexander Nevsky and Mary Magdalene. In 1982, this bell, which has historical value, was moved to the city of Korsakov to the territory of the 57th Hydrographic Service District.

At the lighthouse, a signal mast with a gaff and a yard was preserved for negotiations with ships on the code of international commercial signals.

A concrete warehouse with a basement for lighthouse property and food was built next to the lighthouse. The size of the warehouse in plan is 21.00 x 6.90 m, the height of the premises and basement is 2.50 m, the thickness of the external walls is 52 cm, the total area is 167 sq.m, including the basement 59.50 sq.m. The floors are wooden and concrete, the ceiling is reinforced concrete, the attic roof is wooden, the roof is iron.

To the northeast of the lighthouse, a light portable pier and warehouse were built to receive cargo from boats. The narrow-gauge railway, laid from the place of unloading of watercraft to the lighthouse for the delivery of construction cargo, was preserved. There was a boat at the lighthouse. Parking of vessels at anchor under unloading is possible both from the eastern and western sides of the peninsula, depending on the wind direction, at a depth of 5 - 8 fathoms - 10.5 - 11.0 meters, the soil is sand.

The wooden residential building of the lighthouse keeper, built in 1883, has been preserved. The size of the house in plan is 8.70 x 8.60 m, the height of the premises is 2.90 m, the total area is 52.7 sq.m. The house has 3 living rooms, a kitchen and a storage room. The attic roof is wooden, the roof is soft (in 1950). The floors are wooden. Heating is stove, lighting is kerosene. The water is imported and comes from collecting rainwater from the roof.

In addition, a wooden bathhouse, latrine and fence were built.

Despite the lighthouse being ready for operation in the fall, the old lighthouse began lighting with the start of navigation on February 1 (13), 1897. Then a new lighthouse was put into operation, which ended lighting on December 1 (13). The pneumatic siren began operation on August 23 (September 4), 1897. To monitor the operation of the siren, 2 additional lower ranks of the Siberian naval crew were sent to the lighthouse. The lighthouse team now consisted of 9 people. Poltavsky became the lighthouse keeper. R.I. Shulganovich was transferred to the Zhonkier lighthouse.

In 1898 and 1899, the size of the lighthouse crew increased by 1 person annually. In 1899, the team consisted of 11 lower ranks of the Siberian naval crew, including 3 siren operators.

Until 1905, the keepers of the Crillon lighthouse were also Nikiforov (1900 - 1901), Ossovsky (1902), P. Demyantsevich (1903 - 1905).

The lighthouse was illuminated for about 3,500 hours a year. Kerosene consumption was actually 109 poods per year - 1786 kg, per hour - 510 grams.

The siren worked in 1901 for 2416 hours, in 1902 - 1121 hours, in 1903 - 953 hours. The average consumption of materials for 1 hour of siren operation was: kerosene - 8 pounds 72 spools - 3.60 kg,

mineral oil - 4 spools - 17 g,

wood oil - 36 spools - 155 g,

flax tow, per day - 48 spools - 206 g,

alcohol, for one drink - ¼ cup - 31 ml.

In connection with the outbreak of the Russian-Japanese War on January 27 (February 9, NS), 1904, the number of lighthouse crews was increased to 15 people. The head of the Pacific squadron, Vice Admiral Nikolai Ivanovich Skrydlov (1844 - 1918), asked the military governor of Sakhalin, Lieutenant General Mikhail Nikolaevich Lyapunov (1848 - 1905), to set up an observation post with soldiers on Cape Crillon, but he replied that the post could not be established due to absence of telegraphic message. The messenger from the Korsakov post to Cape Crillon took 5 days

due to difficult terrain. The distance between these two points directly by sea is 52.5 miles - 97 km. By September 30 (October 13, n.s.), 1904, by order of the squadron commander, mechanic Kosenkov laid this telegraph line and telegraph communication was established with the lighthouse. The lighthouse keeper was required to report all approaching military and commercial vessels.

I.A. Samarin writes: “... But there were no reports from the lighthouse. The captain of the steamship Emma, ​​which brought ammunition and food to the island, reported that the lighthouse did not respond to his requests. Midshipman of the cruiser “Novik” A.P. Maksimov, appointed responsible for the “defense of sea bays and coasts,” came to the lighthouse to check and discovered that “the caretaker is old and insane, the role of the caretaker is played by his 12-year-old daughter, who is in charge of warehouses and provisions teams. There is no duty. The mast has no signal halyards. All new flags have been eaten by rats. The caretaker and crew do not know signal production. The team is not dressed in uniform, dirty, completely unfamiliar with discipline and respect for rank.”

To organize signal and observation posts at the lighthouse and defend Cape Crillon in the event of a Japanese landing, a detachment of 40 people was sent from the 4th Squad of Staff Captain B.V. Grotto-Slepikovsky and 2 sailors from the cruiser "Novik" - signalmen under the command second lieutenant of the 2nd Sakhalin battalion Pyotr Mordvinov, who arrived at the lighthouse on April 26 (May 9, n.s.) 1905.

On June 26 (July 9, n.s.), 1905, the Japanese landed troops and captured the lighthouse. The detachment retreated as ordered. The Japanese captured lighthouse keeper Platon Demyantsevich and signalman Stepan Burov. The keeper did not comply with the order to destroy the lighthouse.”

The Japanese named the cape Notoro-Misaki, and the lighthouse - Nishi-Notoro-Misaki. The nature of the fire was preserved. In July 1909, a weather station was opened at Cape Crillon. The weather station building made of monolithic reinforced concrete was built 25 m south of the lighthouse. It has a plan size of 5.80 x 5.80 m, room height 3.00 m, wall thickness 20 cm. The roof is flat, combined, made of monolithic reinforced concrete. There is a platform for weather instruments on the roof, fenced with railings. In the corner of the site there is a turret measuring 2.90 x 2.10 m in plan and 2.50 m high, on the combined flat roof of which meteorological instruments were also installed. Heating is stove, lighting is kerosene.

A radio beacon was built at the lighthouse - it was placed 200 m south of the lighthouse. The one-story radio beacon building was built from monolithic reinforced concrete. It has a plan size of 13.65 x 7.70 m, room height 3.60 m, total area 78 sq.m, wall thickness 25 cm. The floors are concrete and parquet. Heating is stove, lighting is kerosene. The roof is reinforced concrete, flat, combined. No roof was provided. To hang the radio beacon antenna near the building, two 4-sided pyramidal lattice radio towers (without guy wires) were installed from an equilateral steel angle 100 x 100 x 6 mm, assembled with bolts. The height of the towers is 20 m. The size of the tower base in plan in the axes is 4.50 x 4.50 m. The upper traverse of the tower has a length of 4.00 m and 3 blocks for antenna lifting cables. The distance between the towers is 45 m. The towers are typical for radio beacons in Japan. Such towers have been preserved in good condition on a number of lighthouses built by the Japanese on Sakhalin and the Kuril Islands.

The Japanese also built three identical 2-apartment residential buildings from monolithic reinforced concrete - two near the radio beacon and one near the lighthouse. The size of the house in plan is 14.20 x 7.00 m, the thickness of the external walls is 25 cm, the height of the rooms is 2.50 m with the overhead space between the suspended ceiling and the reinforced concrete floor being 0.80 m. The roof is combined, made of monolithic reinforced concrete, flat. No roof provided. The total area of ​​the house is 77.80 sq.m., the apartment is 38.90 sq.m. The floors are wooden and concrete. Heating is stove, lighting is kerosene.

The Japanese also built a reinforced concrete reservoir to collect rainwater from the roofs.

In 1907, a new pneumatic siren was installed at the lighthouse, which gave a sound signal lasting 5 seconds every 100 seconds. The Russian bell continued to serve at the lighthouse.

It seems that in 1909 the Japanese improved the lighthouse apparatus by installing a clock-rotating curtain with red light filters. The nature of the fire has been changed. Instead of constant white, it became variable - white 5 sec + red 5 sec, but the sector of constant red fire in the direction of the Danger Stone was retained. The lighthouse stopped shining towards land in the sector 314° - 9°. The clock mechanism was driven by a 70 kg load suspended on a cable.

In 1916, the light intensity of the light-optical apparatus was increased from 3,500 candles to 18,000 candles, but there was no report of an increase in the visibility range of the fire.

In 1930, the lighthouse began to shine a white constant light in the sector

9° - 28° towards the bay on the eastern shore of the peninsula. In 1934, after the installation of an automatic beacon on the Stone of Danger, all sectors of fire were abolished and the beacon began to shine with circular alternating white and red lights.

On August 25, 1945, the city of Otomari - now Korsakov - was liberated from the Japanese and their stay on Sakhalin ended.

On November 22, 1945, a Notice to Mariners announced the resumption of operation of the Crillon-Nishi-Notoro-Misaki lighthouse on Cape Notoro-Misaki with the previous white and red alternating lights with a visibility range of 19 miles - 35 km. The French optical system installed in 1896 featured a kerosene-glow burner instead of a kerosene-wick burner.

On March 5, 1946, the Crillon circular radio beacon at Cape Crillon was announced to be put into operation. A domestic radio beacon of the RMS-3B-1 brand was installed, which operated until November 1952. The radio beacon had an identification signal “A” in Morse code, operated at a frequency of 290.1 ​​kHz, its wavelength was 1034 m, and its range was 50 miles - 93 km. In 1947, the range of the radio beacon was increased to 75 miles, and the identification signal was changed to “Kb”, which is still used today.

On April 9, 1946, the siren of the Crillon lighthouse resumed operation. A signal lasting 3 seconds was given at intervals of 117 seconds. The period of operation of the siren was 120 seconds or 2 minutes. The audibility range of the siren was 5 miles - 9 km.

In 1949, the domestic siren brand DSU-47 was installed and put into operation on September 12, 1949. Its sound signal lasted 2.5 seconds with an interval of 25 seconds - the sound period was 27.5 seconds. It was installed in a building built in 1896 at the tip of the cape. Its horn was installed at an altitude of 20.50 m above sea level at a distance of 50 m from the water's edge. The signal was emitted in a 300° sector with the sound axis directed south.

Siren had two diesel engines with a power of 15 and 20 horsepower, two vertical compressors with a capacity of 1.9 cubic meters per minute each at a pressure of 2.2 to 2.8 atm. produced by the Melitopol Compressor Plant, a sonic rotor apparatus produced by the Pnevmatika plant in Leningrad, which gave a medium-tone signal at an air flow rate of 330 liters/sec. In addition, air, water and fuel tanks produced by the Komsomolets plant in Tambov were installed.

The siren's backup in case of malfunction was the bell with the same operation. The old, already faulty cannon continued to stand nearby.

This siren worked until 1959, when instead, on October 14, 1960, the DSU-54 siren was put into operation. To install this siren, the building had to be expanded; it now has a plan size of 10.30 x 11.20 m and a total area of ​​106 sq.m. This siren operated until 1971.

In 1952, the lighthouse was electrified. For power supply, 2 diesel-electric generators with a capacity of 10.6 kW were installed. An electric lamp with a power of 1 kW was installed in the existing optical system. The nature and visibility range of the fire remained the same. A backup light-optical apparatus of the EM-500 brand was installed with a 500-watt electric lamp and a visibility range of white isophase light of 18 miles - 33 km.

On November 3, 1952, a new radio beacon of the KRM-250 brand installed at the lighthouse was put into operation. It operated on a frequency of 294.5 kHz and a wavelength of 1018.7 m with a range of 80 miles - 148 km. Steel towers built in the 1930s were used to suspend the T-shaped antenna. They are still standing.

On November 30, 1972, a hurricane wind knocked out 2 storm glasses of a lantern structure. The lower elements of the optical beacon system were damaged by glass fragments.

On August 11, 1975, a Notice to Mariners announced that the siren at the Crillon lighthouse had been replaced by a dynamic sound signal installation of the UZD-100-180 brand, consisting of two groups of dynamic loudspeakers. The sound signal lasted 4 seconds, after a 14 second break there was a second sound signal lasting 4 seconds and then a break of 38 seconds. The operating period of the installation was 60 seconds. The radiation sector of the installation was 90° - 270°. The hearing range was small - from 0.5 to 1.3 miles - from 0.9 to 2.4 km.

In December 1978, a new marine circular radio beacon of the ANRM-50 brand was installed, which in December 1989 was replaced by a radio beacon of the KRM-300 brand, which is still in operation.

In 1980, the 765 UNR Dalvoenmorstroy (military unit 72010) began reconstruction of the Crillon lighthouse. It was planned to build an 8-apartment brick residential building, a garage, warehouses and utility networks, as well as reconstruct a residential building with a built-in tower. The construction expedition was delivered by the Sakhalinles motor ship of the Sakhalin Shipping Company and from May 10 to July 12 landed at the lighthouse with construction materials, machinery and equipment. Before the end of navigation, the builder delivered materials from the coastline to the construction site. During 1981 and 1982, work was carried out on the construction of the foundation and laying the walls of the 1st floor. In 1983, the walls of the 2nd floor were laid and work was carried out on other objects. There were 23 construction workers at the site. In 1984, a crane was delivered, the ceiling of the 2nd floor was installed, and all work on the residential building was completed. There were 24 construction workers.

On September 30, 1984, an 8-apartment, 2-story brick residential building with a total area of ​​480 sq.m. with an attached boiler room with hot water heating boilers and a heating main 180 m long to the old residential building was put into operation. The cost of construction was 1,450 thousand rubles.

On December 30, 1986, the lighthouse and technical building was put into operation, into which a residential building with a lighthouse tower was built into it was rebuilt. The tower was saved. The cost of construction was 690 thousand rubles.

In 1987, a Swedish-made LIED-300 nautofon was installed in the new lighthouse technical building, replacing the dynamic sound signal installation. The nautofon, which is still working, has the character of a signal: sound 2 sec + silence 4 sec + sound 4 sec + silence 10 sec - period 20 sec. The abolition of the dynamic sound signal installation and the installation of a nautofon was announced on February 26, 1988 by Notice to Mariners.

In 1988, a garage, warehouses and utility networks were put into operation.

In 2006, the attic roof of the lighthouse and technical building with a built-in tower was replaced with a flat combined roof.

The heads of the lighthouse were:

in 1955 - petty officer 1st class A. Konev

in 1981 - V. Adamovich.

The Crillon lighthouse is operated by the Hydrographic Service of the Pacific Fleet.

Lighthouse Crillon. Photo from 1893.

On the left is the old lighthouse, and on the right is the new lighthouse (above the house).

Lighthouse Crillon. Photo from 1893.

View from the sea from the west. On the left is the upper part of the new lighthouse, and on the right is the upper part of the old lighthouse.

RUG!

On August 23, 2011, six people (me, Dima, Galya, Anton and two Kirills) set off by morning bus to the city of Nevelsk, then to Shebunino, from where our journey to Cape Krillon, the southernmost point of Sakhalin Island, will begin. In two days we must approach Mount Kovrizhka, where four more people from our group (Lena, Alexey, Vika and Sergey) will join us. There are 10 days of hiking ahead, sea, sun and no civilization, everyone is in a great mood, let's hit the road!!!

We reached Kovrizhka without any obstacles; our greatest fear was that we would not cross the Pereputka River; during rains and high tides it rises so high that even cars cannot pass. But to our joy, we crossed the river calmly, well, after all, two days were not without incident, Kirill’s knees hurt and he practically could not walk. Not to leave him alone, Dima put a backpack on Kiryukhin’s shoulders and slowly walked towards our goal. Puffing and puffing with long stops, we still reached our goal on time, and here our people were coming, joy knew no bounds. At a general meeting we decide that Kirill should be sent home tomorrow on passing transport, we set up camp at the foot of the mountain, while everyone is collecting wood for the fire. Dima and Kirill (I already said we had two of them) are dripping a “pool” so that after a two-day journey we can wash and cool off from the mercilessly scorching sun. In the meantime, the fire is burning, the tents are set up, we can start dinner, the guys brought homemade food with them, oh bliss!!!

It was starting to get dark, but we really wanted to visit the top of Kovrizhka. Mount Kovrizhka got its name because of its cake-shaped shape; it is located on Cape Windis, translated from the Ainu language as “bad dwelling,” where does this name come from? The cape is 35 km away. from the village Shebunino, Kovrizhka itself rises above sea level at an altitude of about 78 m, has an almost perfect round shape with a diameter of more than 100 m. The absolutely flat top of Kovrizhka is known for the fact that archaeological sites of ancient people were found on it. There are versions that this natural structure was used by the Sakhalin aborigines as a fortress, where they fled from the invasion of strangers, which may be why it got the name “bad dwelling.”

The climb to Kovrizhka is very steep; you can only get there by walking on a rope, which was pulled by kind people. Overcoming fear, we climbed up and a dizzying view opened up in front of us, almost the entire South Kamyshevy Range was visible on one side, and on the other, Cape Kuznetsov, where we will go tomorrow morning.

It’s already completely dark, so take a photo as a souvenir and we begin our descent. Oh Gods!!! Going down was even more scary than climbing up, groping in the dark, not seeing where to put your foot, stones falling from under your feet, but not staying at the top. Dima insures the girls from above, and Sergei encourages them with his jokes and jokes, and now their feet have touched the hard and level ground. Hooray!!! We went downstairs and Galyunia and I went to the “bathhouse” that the guys had built. The “bathhouse” was a great success. Washed up, stuffed with homemade food in the tents, tomorrow morning we will set off towards our dream, to Crillon!!!

Cape Kuznetsov

The next morning we got ready and set off. Alexey loaded the backpacks and some members of our team into the car and drove towards Cape Kuznetsov to negotiate about sending Kirill home and parking the car, and we set off on foot lightly. It’s so beautiful, the sea is splashing, the sun is warming (it’s not too hot yet), a cormorant perched on a pebble, let us get very close to it and doesn’t fly away, well, the cormorant is now a fashion model and the hero of our photo albums.

Approaching closer to Cape Kuznetsov, houses loom, we noticed an Orthodox cross-church!!!

It is unusual to see a church so far from civilization. And we freeze with delight, what an amazing picture in front of us, a herd of horses grazing on the seashore, I have never seen such a miracle in my life, and there are all kinds of horses here, red, white, black, spotted and bull’s eye. Extraordinary beauty, this picture still stands before my eyes. At one time, 50 pedigree Yakut horses were brought here for breeding. They also say that ostriches live on the farm territory, but, unfortunately, we did not see them. But the horses……….

Cape Kuznetsov is one of the natural monuments of the island. Sakhalin, received its name in honor of captain 1st rank D.I. Kuznetsov, who commanded the first detachment that sailed to the Far East in 1857 to protect the Russian borders. We go around the cape, since there are no passages there, we turn onto the road leading through the pass, Kiryukha went to see us off, since today he is going home in a car from the farm to treat his knees. Bye, Kiryukha, see you in the city. Well, we, consisting of nine people, are recovering further. Not far from the village we came across a Japanese post with hieroglyphs; there are many such posts left throughout Sakhalin; it indicates the altitude above sea level.
The road through the pass is in good condition, we enter the forest and we feel creepy, these parts are full of bears, there used to be a nature reserve on the peninsula, hunting and fishing were prohibited in these areas, so the bears multiplied here. We take out the pipes and play as hard as we can until our heads are spinning. The sun is beating down mercilessly, the backpacks are weighing down the shoulders, and there are a whole bunch of gadflies flying in, even repellents don’t help, because of the heat they run off along with sweat.

Well, this is the end of the road and here we come across a fresh footprint of a clubfoot bear, we imagined how he was scurrying when he heard our pipes. We finally went out to the seashore and had a break and lunch.

Shipwreck.

We had lunch, rested and continued on our way. On the left there are green hills, somewhere there are bears snoring sweetly, on the right there is a blue sea, a foggy horizon ahead, silence and only the sound of the surf can be heard, peace and grace, but the sun is burning so hard that it’s hot to breathe. Galyunya is wrapped in a sweatshirt, hiding from the sun, the poor thing has one nose sticking out.

Sergei is overwhelmed with emotions and he scratches “AKHRINET” in the sand and everything is in this word!!!

A “ghost ship” appears on the horizon because of the fog, and it gives you goosebumps. We come closer and there he is, a handsome man, or rather all that’s left of him. The ship was torn into three pieces - an eerie sight. As I later read, the cargo ship Luga has been lying here on the sandbank for more than 65 years. Seagulls and cormorants took a liking to the remains of the ship and set up a bird market on it. By the fall of 1947, the dry cargo ship Luga was prepared for towing to Vladivostok, and then further for major repairs to Shanghai. The steamship Pyotr Tchaikovsky was assigned to tow the Luga, but they missed time and began towing at the end of October. "Pyotr Tchaikovsky" and "Luga" were caught by a fierce typhoon near the La Perouse Strait. The tug broke and the Luga was thrown onto the Crillon Peninsula between Cape Maidel and Zamirailov Head. The damage to “Luga” was so great that repairs were impractical and no attempt was made to remove it from the sandbank, which is how it became a home for gulls and cormorants

A short rest stop, a photo as a souvenir and we were on our way again.

Night guest.
More and more often we come across bear tracks of various sizes and dimensions; bear trails can be seen on the hills.

It's approaching evening, it's time to look for a place to camp. We decided to stop near a small lake. Well, the Christmas trees didn’t take into account that they set up camp near Misha’s path, or rather they realized it later.

Lesha and I went to the lake, I washed the dishes, Lesha got water. And so Alexey decided to get some running water from the stream that flowed from the hill. He walked into the grass and not even a minute later Lesha jumped out of the bushes as if scalded. “What happened?” I ask, he tells me “Look.” I see the grass swaying, the bear leaves and walks quietly, even if a twig crunches, I always wondered how such a colossus walks so quietly??? Well that was not all......

After dinner, we scattered to the tents, Galya and I slept in the tent. In my sleep I heard as if someone had touched the tent rope, I opened my eyes and the sharp smell of a dog hit my nose, and near the tent someone was sniffing everything......a bear, my blood froze in my veins with fear. I wake up Galya, I say, “The bear has come,” Galya muttered something, rolled over on her other side and continued to sleep, this is how Galya sleeps where she lies down, sits down and no bears wake her up, and I lay there all night without closing my eyes and breathing I was afraid. In the morning I dared to go out only when I heard the voices of the children who had already woken up and were busy with the housework. I walked around the tent and as if there were teddy bear footprints in the sand, it means he really came, I didn’t dream. I didn’t close my eyes again on this trip for more than one night.

Open-air museum. Crillon.

Morning. According to our calculations, in about two hours we should arrive at Crillon. The morning turned out to be foggy, so we did not immediately notice the outline of Crillon on the horizon. Well, what was our joy when we realized that because of the fog the towers and lighthouse of the Crillon Peninsula were visible.

Cape Krillon is the southernmost point of Sakhalin Island. The name was given by the French navigator Jean-François de La Pérouse in honor of the French general Louis Balbes de Crillon. In the north it is connected by a narrow but steep isthmus with the Krillon Peninsula, in the west it is washed by the Sea of ​​Japan, in the east by Aniva Bay of the Sea of ​​Okhotsk. From the south is the La Perouse Strait, separating the islands of Sakhalin and Hokkaido. Crillon is called the “Open Air Museum” and it is not for nothing that this small piece of land received such a name. Nowadays there is a functioning border post, weather station and lighthouse on Crillon. Well, let's start in order.

"Century Mark"
A car is coming towards us, the head of the outpost was in a hurry to warn us so that we check in at the outpost, such are the rules here, after all, it is a border outpost, so those who want to visit Crillon do not forget to take their passport with them.
First of all, we go to look for the “Century Mark”, which was carved on a coastal rock by the famous Admiral Makarov. On September 22, 1895, Rear Admiral Makarov ordered the installation of a foot-level gauge on Crillon in the form of a rod with divisions; it is installed to monitor and accurately determine the water level in the sea. But the footstock was broken by the movement of ice, and to eliminate this shortcoming, Makarov ordered to carve a “century mark” on the rock; under the inscription, seven horizontal notches were knocked out, numbered in Roman numerals from bottom to top from 4 to 10 (Tanya, these Roman numerals must be written). Over time, water did its job and now only the word “brand” is visible on the rock. We found the mark and, having jumped over the boulders, set up our backpacks, we moved on. Further our path passes along a steep path that leads up.

Lighthouse.
We went upstairs, threw off our backpacks and headed to the lighthouse. A dilapidated wooden staircase leads to the lighthouse, we climbed it and here in front of us is a handsome red brick, but it was not always like this, the lighthouse was originally built from logs. The construction of the first lighthouse on Crillon began on May 13, 1883; 30 exiles and the crew of the schooner “Tungus”, with which they towed rafts of logs, took part in the construction of the lighthouse; the work lasted 35 days. A wooden tower 8.5 m high, a caretaker's house, a barracks, a bathhouse, and a vegetable garden were built. The lighting apparatus with silver-plated reflectors is equipped with 15 argant lamps. To produce fog signals, the lighthouse is equipped with a two-pound signal cannon and a 20-pound bell. The first lighthouse keeper was sailor Ivan Kryuchkov.
In 1894, construction began on a new lighthouse at Cape Crillon, next to the old building made of red brick brought from Japan. The construction was carried out by paratroopers Shipulin, Yakovlev and 25 Korean workers. The work was supervised by engineer-lieutenant colonel K.I. Leopold, who built several lighthouses on the Black Sea. On August 1, 1896, a lighting apparatus manufactured by the French company Barbier and Benard in Paris was installed at the Crillon lighthouse. In a room located at the southernmost point of Cape Crillon, a new pneumatic siren with a kerosene engine was installed. A special signal cannon of the 1867 model was located next to the siren building. A backup “fog bell” was also installed here, which, in the event of a siren malfunction, was supposed to sound signals during fog. In Soviet times, the lighthouse was re-equipped with electric lamps, but the main part of the French lighting fixture remained unchanged. A new cinder block house was built on the cape for the lighthouse workers. The bell was removed in 1980. Until the end of the 1990s, there was a Japanese bell on the cape. According to some reports, the bell was taken out for scrap metal. The further fate of the Japanese bell is unknown. Currently, the lighthouse is still operational.

Border guards
After examining the lighthouse, we went down, the guys went to the monument to the soldiers who died during the liberation of Sakhalin,

and we, exhausted by the heat, were left to wait for them near our backpacks. Galyunya climbed under the cart, into the shade and snored sweetly.

But the guys returned and we all went together to check in with the border guards. We were greeted very warmly, while we were copying out the passport data, the head of the outpost told us that on the cape there are now four little worlds neighboring: border guards, a weather station, a lighthouse man who lives alone in the entire two-story house and occupies any apartment in it that he likes (the house is empty, in it Now no one lives except the lighthouse keeper) and fishermen. They all live independently of each other and do not interfere in the affairs of their neighbors. He said that if the lighthouse keeper is in a good mood, then maybe he will take us to the lighthouse and show it from the inside. He told us what was okay to photograph and what was not, and offered to charge cameras and phones. By the way, cellular communications on Japanese Crillon eat up your entire balance before you even have time to dial a number. They showed us a convenient place to spend the night and gave us a tank of water, because in Crillon there is a problem with springs and rivers, and the nearest spring is very far away. It was on such a positive note that we said goodbye to the owners of the outpost and went to set up camp.

Catacombs.
The camp was organized quickly. We were falling from fatigue, heat and sore throats, the people decided not to go anywhere today, but I, Dima and Kirill still decided not to waste time, because tomorrow we were returning home at lunchtime, but still take a walk around the cape. We began our walk around the monument to the soldiers who died during the liberation of Sakhalin and the Southern Kuril Islands. 7 paratroopers are buried in this mass grave. Then we went to inspect the now uninhabited buildings that were built by the Japanese and then by the Russians, everything was mixed up on a small piece of land. We climbed, gazed, and now we are hurrying to the fortified area. After all, Cape Crillon is one large fortified area where you can walk for weeks in search of military pillboxes, underground passages, trenches, and cannons. On the way we climbed to a large plateau overgrown with bamboo and where is there anything to look for in such thickets??? And here is the first find - an inverted cannon, then another one. A little further away you can see the canopy of the command post, and now we are already inside.

The walls and steps were lined with natural stone by the Japanese; the masonry is still preserved, like new.

We went up and in front of us was the entire La Perouse Strait, in full view, and it took my breath away from the emotions that overwhelmed me. We go further, there is a whole cannon in an underground shelter, we tried to turn the levers and oh, miraculously they are still in working order. Let's play like little children!!!

Below you can see a hole that goes underground, we go down, and here is a whole underground world. Lots of rooms and crawl spaces. Transitions, stairs and we are again at the top already at the other end of the peninsula, again we go down, again up and again at the other end, along the road there are empty boxes from shells, old beds, on the walls there are various devices, sensors, counters, yesssss, exactly You can walk here for weeks to look at everything and find all the loopholes. We crawled out into the white light, it’s already getting dark, it’s time to go to camp, well, I don’t want to leave, I really want to explore the whole of Crillon up and down. We returned to camp and had a snack. But we have another excursion planned for today. In good weather, you can see Japan from Crillon, and the weather turned out to be excellent, so we set off to the edge of the cape, and maybe we’ll get lucky and see Japan. And we saw it, just like that with the naked eye, first Rebun Island grew in front of us.

Then we saw Hokkaido. Dima took binoculars with him and through them we saw windmills that glow with multi-colored lights, how cool!!! It got completely dark and the beacon came on. A local resident, the little pig Manka, also came to visit us. She came running to us, lay down and scratch my belly, rolled her eyes with pleasure, she was so funny, she lay there grunting.

Siranusi's post.
In the morning we packed our things and again went to explore the underground passages and “study” military equipment. We came across a huge cannon, found Soviet tanks in the bamboo,

We examined new manholes and trenches and came across Japanese washbasins, which were preserved in excellent condition.

I already said that you could wander around Crillon for weeks, but it was time for us to return home. A farewell look at Crillon, I promise myself that I will definitely return here to continue the search for new underground passages. On the way back we stopped in to look at the remains of the Shiranusi post. The post was founded by the Japanese Matsumae clan from the island of Hokkaido, presumably in the 1750s; in the 1850s, the post's importance began to decline and the post in Shiranushi was abolished, and the history of the post ended. There is information that in 1925, 150 people lived in the village of Siranusi and there were 36 houses. Now at the site of the post you can find many objects from different times, belonging to both the Japanese and the Russians, a pedestal from the Kaijima Kinento monument, platforms from the building of the Japanese post, earthen ramparts that were most likely defensive in nature, concrete structures, firing points of the 2nd world war.

Above the post there are the ruins of a crab factory and coastal batteries from IS-3 tanks. By the way, the tanks are preserved and are in excellent condition.
We were given a lift to the farm by a car that was traveling from Crillon to Shebunino, a herd of horses met us, I will never forget this beauty, the sea, rocks and horses!!!
We were home in two days.

From the north, the cape is connected by a narrow but high steep isthmus with the Krillon Peninsula, in the west it is washed by the Sea of ​​Japan, in the east by Aniva Bay of the Sea of ​​Okhotsk, and from the south by the La Perouse Strait, separating the islands of Sakhalin and Hokkaido.

For a long time, the territory of the peninsula was an isthmus between Sakhalin and Hokkaido, i.e. Crillon was in the past part of the huge Sakhalin-Hokkaido Peninsula. As a result of warming and cooling caused by ice ages, it changed its shape more than once until 12 thousand years ago it completely separated from Hokkaido. It was at this time that the “obsidian trails” broke off - the routes along which the migration of the most ancient hunters for obsidian, raw materials for making tools and hunting, took place.

By the expedition of the Dutchman M.G. Friese, the Crillon Peninsula was mistaken for a continuation of Hokkaido; the fault of this mistake was the fog, which was common at this time of year. The error existed for almost 100 years, until in 1787 the French navigator J.F. During his expedition, La Perouse did not discover the strait named after himself and did not describe the western coast of Sakhalin. Encountering shallow water in the north and considering the island to be a peninsula, he sailed south and anchored near Cape Maidel. During this stop, he received on board the inhabitants of the Crillon Peninsula, replenished fresh water supplies, sent a small group of researchers ashore, who climbed onto the city of Crillon and examined the surrounding area. In the south of Sakhalin, French names appeared that have survived to this day - Moneron, Crillon, Jonquière.

Crillon, due to its geographical proximity, was under the influence of Japan for a long time, until the entire territory of Sakhalin finally began to belong to Russia, but this did not prevent the Japanese from fishing in the immediate vicinity of the coast, landing on the shore, carrying out repair work there. Apart from a few settlements in the north of the peninsula, both along the western and eastern shores, it was uninhabited during the cold season; when it warmed up, fishing by Japanese poachers resumed. This continued until the Russo-Japanese War of 1904-1905.

Since the late 1980s. trips to Cape Crillon became regular. These places have always attracted lovers of travel, off-road driving and the history of Sakhalin. It is in May that the largest number of Sakhalin jeep club crews gather on Crillon for the already traditional forced march, the main purpose of which is to lay wreaths at the monument to the soldiers who fell during the liberation of Sakhalin and the Kuril Islands.

ROUTE: Yuzhno-Sakhalinsk - Nevelsk - village. Shebunino - Cape Windis - Cape Kuznetsov - Cape Krillon - Nevelsk - Yuzhno-Sakhalinsk.

ROUTE LENGTH: Yuzhno-Sakhalinsk - Cape Kuznetsov - Cape Krillon - 200 km

SEASON: from July to October, since the highest temperatures prevail in these months. It is possible to organize a tour at other times of the year at the request of tourists (in this case, movement along the route is carried out by specially prepared off-road vehicles consisting of at least 3 cars).

DURATION. For auto tours from 3 days. At the request of tourists, a long stay at one of the points on the route is possible.

It is advisable for tour participants to have a windproof windbreaker with a hood, replacement shoes, socks, underwear, insect repellent, and a towel for those who want to swim.

FLORA AND FAUNA. The route is dominated by coastal nature, typical of Sakhalin. On the way to Cape Crillon you can meet many representatives of flora and fauna listed in the Red Book (for example, Sakhalin musk deer, white-backed albatross, Egyptian heron, Far Eastern stork, aralia, petiolate hydrangea, Glen's cardiocrinum, etc.).

CULTURAL-HISTORICAL AND UNIQUE NATURAL OBJECTS:

Cape Crillon can rightfully be called an open-air museum. Students of Sakhalin State University professor A.A. Vasilevsky, three hundred meters from Cape Crillon, they discovered a site of people who lived here seven thousand years ago. Shards of Jurchen dishes were found (Jurchens are tribes that inhabited the territory of Manchuria, Central and North-East China, North Korea and the Primorsky Territory in the 10th-15th centuries. They spoke the Jurchen language of the Tungus-Manchu group. The largest Jurchen state existed from 1115 - 1234 .), the Far Eastern empire that perished from the soldiers of Genghis Khan, about three kilometers from the cape, on a terrace near the Pekarni River, the remains of a fortress were found, known to archaeologists as the Krillon settlement, or Siranusi.

The construction of the lighthouse on Cape Crillon was entrusted to the head of the Hydrographic Department of the ports of the Eastern Ocean, Captain V.Z. Kazarinov. Construction began on May 13, 1883. The work, in which 30 exiled convicts took part, lasted 35 days. A wooden tower 8.5 meters high, a caretaker's house, a barracks, and a bathhouse were erected. The lighting apparatus with silver-plated reflectors was equipped with 15 argant lamps. To produce fog signals, a two-pound signal cannon and a 20-pound bell were installed at the lighthouse. On June 24, a test lighting of the lighthouse was carried out: in good weather, the light was visible 15 miles away.
In the early 90s of the 19th century, the need arose to build new lighthouses and leading signs on Sakhalin. On the one hand, this was caused by the emergence of new, improved lighthouse systems, and on the other hand, by the deplorable state of Sakhalin lighthouses. The Main Hydrographic Directorate in St. Petersburg developed a “Plan for lighthouse work in the Eastern Ocean”, designed for 1892-1897.

A contract was concluded with the French company Barbier et Benard, which had proven itself so brilliantly that even England, known for its maritime priorities, purchased its lighting equipment for lighthouses. They consisted of one kerosene burner (instead of 15 oil burners on the old systems) and produced a beam of light with an intensity of 150,000 candles instead of several hundred on the old ones. The light from the burner was focused in a lens up to 1.5 meters in diameter, consisting of several rows of glass rings mounted in a bronze frame.
Work on the construction of new lighthouses began in 1894. On August 7, construction began on the new Crillon lighthouse using bricks brought from Japan. The decision to build a lighthouse from red brick, engineer-colonel K.I. Leopold, who led the work, explained the features of the area: if you look at the lighthouse from the sea, it merges with the sky, so it was necessary to make it more prominent.

By August 1, 1896, the installation and adjustment of the lighting apparatus at the Crillon lighthouse was completed. In a room located at the southernmost point of Cape Crillon, a new pneumatic siren with a kerosene engine manufactured by the English company Canter, Harl and Co. was installed. It was intended to produce "fog signals" lasting 5 seconds at intervals of 100 seconds. A special signal cannon of the 1867 model was placed next to the siren building.
There were many remarkable events in the history of the Crillon lighthouse, one of which was the visit of the lighthouse by the famous Russian explorer and navigator Admiral S.O. Makarov.
On September 22, 1895, in the logbook of the Krillon lighthouse, the caretaker R. Shulganovich made an entry: “The cruiser Kornilov arrived at the lighthouse. Rear Admiral Makarov, who visited the lighthouse, ordered the installation of a footpole. A century mark is stamped on the W side.” The surviving remains of a century-old stamp today are the only evidence of a visit to Sakhalin Island by S.O. Makarov

Cape Crillon was observed by A.P. Chekhov from board the steamship "Baikal" during the Sakhalin voyage in 1890.

On the territory of the cape we can find the remains of a Japanese and Soviet fortified area (pillboxes, a network of underground passages designed to defend the southern borders of the island), buildings made of red Japanese brick dating back to the Tsarist era, there are also active military and border units, a weather station of a very original construction (building with rainwater intake). This weather station began operating in July 1909, carrying out meteorological and marine coastal observations.

Cape Windies(Kovrizhka) its shape resembles a cake with walls sloping vertically in all directions. A narrow isthmus connects it to the coast. The name is translated from the Ainu language as “bad dwelling.” The Ainu called capes bad and bad, which were dangerous to go around by boat and had to be walked around along the shore. Due to its trapezoidal shape, the cape is also called Kovrizhka. On its flat top (height 78 m) several archaeological sites of ancient man were found. You can climb to the top of the mountain only along its eastern slope, overgrown with forbs, using a rope located there.

Cape Kuznetsov - state zoological natural monument of regional significance, founded in 1986. The cape was named in honor of Captain 1st Rank D.I. Kuznetsov, who commanded the first detachment that sailed to the Far East in 1857 to guard Russian borders.

The cape is located on the southwestern coast of the Crillon Peninsula. The relief of the monument is represented by a leveled plateau-like surface and steep sea shores. Since 1857, detachments of Pacific Ocean vessels were sent to the Far East to protect the outskirts of Russia. The first detachment was commanded by Captain D.I. Kuznetsov, in whose honor the cape was named. In the south it ends in a rock resembling a man's face in profile. In the central part of the cape, at its very tip, there is the Kuznetsova lighthouse, built by the Japanese in 1914. Previously, the cape and bay were called Sonya, which translated from Ainu means columnar rocks or reefs and reflects the characteristics of this place. On the cape there is a seal rookery, as well as a large colony of seabirds - cormorants, gulls, and auks.

The underwater world of the cape is very beautiful and interesting, in many ways similar to the island of Moneron. The cape is of greatest value in ornithological terms: the main migration routes of birds pass along the eastern and western coasts. Cormorants, falcons, gulls, guillemots, and hawks nest on the almost treeless slopes of sea terraces. The rarest species of birds listed in the Red Books of the Russian Federation and the Sakhalin Region are noted here: Japanese crane, horned moorhen, green pigeon, Japanese starling, mandarin duck, egret, Japanese white-eye, red-legged crake, peregrine falcon, Japanese quail, etc.

If you climb the Kuznetsov Plateau in good weather, you can see Japan: the high cone of the Rishiri volcano island, Rebun Island, Hokkaido Island.

Waterfalls of Cape Zamirailova Golova. Cape Zamirailov Golov is long and narrow, connected to the mainland by an elongated sandy bridge 25-29 m high. At the lowest point of this area there are two waterfalls 25 and 28 m high (1.5 km north of the mouth of the Zamirailovka River).

Old ship. By the fall of 1947, the Liberty series steamship named Luga was prepared for towing to Vladivostok, and then further to Shanghai for major repairs. The steamship Pyotr Tchaikovsky was assigned to tow the Luga. But we lost time. Towing began at the end of October. And again, by a fateful coincidence, “Pyotr Tchaikovsky” and “Luga” were caught by a fierce typhoon near the La Perouse Strait. The tug broke, and the helpless Luga was thrown onto Cape Crillon.The damage was so severe that they no longer tried to remove it.

The Liberty series steamship is a type of transport steamship of the mid-20th century. Vessels of this type were built in very large numbers (over 2,500 built) in the United States during World War II to support massive military transport.
The new design, initially known as EC2 (Emergency Cargo, type 2), or "Merchant Marine Act design", became known as "Liberty" after President Roosevelt announced 27 September 1941 - the day the first 14 ships were launched - “Liberty Fleet Day”. The first Liberty, the SS Patrick Henry, was named in memory of the American revolutionary Patrick Henry (1736-1799), who went down in history with the phrase “Give liberty or give death!”
Subsequently, Liberty ships were named in honor of people of all professions, while anyone who donated $2 million for defense could name the ship after themselves.
Construction of the first 14 ships took about 230 days. During 1941-1942, through successive improvements, the construction period (from laying to launching) was reduced to 42 days. In November 1942, the Kaiser shipyard set a record - the SS Robert Peary, laid down on November 8, was launched on November 12 (4 days, 15 hours and 29 minutes after laying), and began its maiden voyage on November 22; the ship survived the war and served until 1963. However, this was more of a propaganda stunt that could not be mass-produced. In total, 18 shipyards were involved in the construction of the Liberty (not counting numerous subcontractors), and in 1943 production averaged 3 ships per day.
Liberty's capacity could reach:
2840 jeeps
525 M8 armored vehicles or 525 ambulance vans
440 light or 260 medium tanks.

The San Francisco Museum has the only completely preserved transport ship from the series in the world.

"Century Mark" (carved on a coastal rock near Cape Crillon) - a cultural object associated with the name of the famous admiral S.O. Makarov (on September 22, 1895, he visited the Crillon lighthouse, where a staff with divisions was installed - a foot rod for measuring fluctuations in water masses in the La Perouse Strait). Under the inscription “Century Mark” there were seven horizontal notches, numbered with Roman numerals from bottom to top. The data was processed by the beacon and sent to St. Petersburg. The Makarov marker is located on the rocks at the base of Cape Krillon, approximately 250 meters from the lighthouse. Currently, only the word “Century Mark” has been preserved from the inscription brand. Today a new modern iron lath was built.

Stone of Danger. The rock is located 14 km southeast of Cape Krillon - the extreme southern point of Sakhalin Island - in the La Perouse Strait. It is a small group of bare rocks devoid of vegetation. The length is about 150 m, the width is about 50 m, the height is 7.9 m. It was discovered for Europeans in August 1787 by the expedition of La Perouse, who named the dangerous rock (French La Dangereuse), since it greatly hampered the movement of ships along the La Perouse Strait, which was aggravated by frequent fogs in the summer. To avoid a collision, sailors were stationed on the ships, whose duty was to listen to the roar of the sea lions located on the Danger Stone. In 1913, a concrete tower with an autonomous lighthouse 18 m high was erected on the rock, and a fog bell was installed next to it.

City of Nevelsk. Previously, on the site of Nevelsk there were the Ainu settlements of Ponto-Kesi, which translated means “at the edge of the lake (of the world)”, and Turumai. The Japanese name of the city - Honto - comes from the Ainu Ponto-Kesi. The village under the name Khonto (from the Ainu rop “small”, to “lake” - “small lake”), between the conclusion of the Shimoda (1855) and St. Petersburg treaties on the exchange of South Sakhalin for the 18 Kuril Islands (1875), was under double Russian-Japanese management.

From 1905 to 1945, Honto was part of the Japanese governorate of Karafuto.

In 1945, after liberation from the Japanese militarists, Honto became part of the RSFSR. On June 5, 1946, by Decree of the Presidium of the Supreme Soviet of the USSR, 14 districts were formed in the Sakhalin region, including Nevelsky, with the center in the city of Nevelsk. Khonto was renamed Nevelsk in honor of the Russian explorer of the Far East, Admiral G.I. Nevelsky.

The site uses materials from the tourist guide: “Traveling around the native land: excursion routes and tours around the island of Sakhalin”, ed. S.S. Sharova.-Yuzhno-Sakhalinsk: IROSO Publishing House 2014.

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In the fall of 1968, on the initiative of the Komsomol drivers of the Nevelsk hydraulic construction A. Bakhalev, V. Degtyarenko, G. Fomin, A. Karpychev, A. Pershin, A. Elizarov, in commemoration of the 50th anniversary of the Lenin Komsomol, it was decided to erect a new monument to the paratroopers at Cape Crillon. Oil exploration allocated a tractor, and a heavy mechanization section - a crane. With difficulty they dragged him to the cape. When they began to level the site for the monument, “a grave opened up. They stood silently over the remains of the paratrooper, a rusty plaque with an anchor passed over their hands.” (Kuznetsov T. Obelisk // Young Guard, November 6, 1968).

8 half-ton blocks were placed at the base, and two 1.7-ton slabs were used as a pedestal. A bronze plaque with the inscription was attached to the obelisk: “The soldiers who died during the liberation of Southern Sakhalin from the Japanese imperialists are buried here. August-September 1945". The obelisk, 3 m high and 0.7 x 0.5 m wide at the base, is installed on a 3 x 3 m platform.

Data on combat losses during the occupation of Cape Crillon by Soviet paratroopers have not yet been identified. Available “Information about the occupation of Cape Nishi-Notoro by Misaki (Crillon) in August 1945” , stored in Podolsk in the Central Archive of the Ministry of Defense:

“On August 28, the commander of the STF assigned the task to the commander of the detachment of ships in Otomari:

By landing troops at Cape Nishi-Notoro Misaki to capture the lighthouse, the village and the coastal battery.

Terminate connection o. Sakhalin with the island of Hokkaido, taking control of the submarine cable, and disarming the garrison there.

The commander of the detachment of ships decided to carry out the landing from the boats BO-319 (belonged to the Vladimir-Olginsk naval base - I.S.) and PK-33, consisting of 40 people allocated from the brigade of sailors of Major Gulchak. Disembarkation begins at 14.00 on 29.08. Captain III rank Uspensky was appointed commander of the landing. At 9.30, the boats BO-319 and PK-33 took the landing party on board and at 10.00 left Otomari heading for Nishi-Notoro.

At 14.00 the boats approached the cape, but since there was a large swell on the south-eastern side of the cape, the landing commander decided to go around the cape and land on the south-western side of the cape. At 14.40 the boats anchored in a small bay on the southwestern side of the cape at a distance of 2-3 cables from the shore and began landing on the sandy beach. The landing craft used were a deuce, a tuzik, and a Japanese flat-bottomed boat taken from Otomari in tow. Visibility at the time of landing was less than one cable length (fog). At 15.00 the landing was completed, there was no resistance from the enemy. The landing force, having occupied the coastal strip, began to advance inland and occupied a lighthouse, a weather station, a hydroacoustic station, a village and several warehouses. Several thousand pieces of art were discovered in one of the warehouses. shells. An artillery position with equipped gun yards was discovered not far from the warehouse, but there were no guns there. As it turned out later, in these places there were 152-mm field guns, which the Japanese took into the interior of the peninsula at a distance of 1.5-2 km. The landing soldiers sent to the garrison met a Japanese battalion consisting of 700 soldiers and 28 officers. After negotiations, the garrison capitulated and laid down their arms. 2 batteries were captured: one 152-mm 4-gun, the second 42-mm 4-gun, over 400 rifles, ammunition, and a radio station. The entire landing force and the BO-319 boat were left to guard the prisoners. The boat PK-33 with 4 captured officers and the head of the garrison returned to Otomari on the night of August 29. The next day, TSCH-599 delivered reinforcements in the amount of 79 people to the cape.”

(Report on the landing operation to capture the islands of the Kuril ridge. OOSH STOF. TsAMO RF. F. 238. Op. 1584. D. 158. L. 11-12)

In the mid-1990s, the board with the inscription was lost, and in its place the soldiers of the Crillon border post installed a new one with the text: “Seven Soviet paratroopers who died during the liberation of South Sakhalin from the Japanese imperialists are buried here. August-September 1945. Names unknown." The number of those buried was “established” by the number of machine gun cartridges embedded in the concrete at the base of the obelisk. In 2005, with funds from a grant from the governor of the Sakhalin region, employees of the Nevelsk Museum of Local Lore and enthusiasts made and mounted a plaque with the original text on the monument.

Since 2005, on the eve of May 9, the traditional annual mass jeep march to Cape Crillon dedicated to Victory Day has been organized. The ultimate goal of the event is to lay wreaths at the mass grave of Soviet paratroopers. The organizers of the car rally are traditionally the Kholmsky jeep club “SUV”.

Every year the event is gaining momentum, and now fans of extreme off-road driving from Sakhalin, Vladivostok, Khabarovsk and Moscow take part in it.

vnedorog:
Eugene! Are you already sitting on your backpack?
I meet you, in Yuzhny we take a person, fly to Kholmsk, overload, start the Boeing and move to the starting point - on the morning of the 7th the start is off-road

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golovach:
Sergey - I am duplicating the flight.
YUZHNO SAKHALINSK, EArrival at 13:20 Thu.

vnedorog:
Okay Evgeniy...
I'm keeping an eye on it. I'll meet you myself...

All eight hours, the plane was flying somewhere straight....

Cape Krillon is the southernmost point of the Krillon Peninsula and the entire Sakhalin Island. The name was given in honor of the French military leader Louis-Balbes de Crillon by the great French navigator Jean-François de La Perouse.

In the north it is connected by a narrow, but high and steep isthmus with the Krillon Peninsula, in the west it is washed by the Sea of ​​Japan, in the east - by Aniva Bay of the Sea of ​​Okhotsk. From the south is the La Perouse Strait, separating the islands of Sakhalin and Hokkaido.

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On the road from Yuzhno-Sakhalinsk to Kholmsk it was very windy, but not cold. The wind was so strong that you could sit on it =)

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Having gathered part of the crews, we set out on the route to Cape Crillon.

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The road along the seashore, it is different... The air is salty and smells sharply of the ocean with a clear hint of iodine.

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The entire coastline is cut through by small rivers, this one is called the Sixth.

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To overcome water obstacles, a navigator is posted along the entire length. Otherwise, the risk of falling into a ravine, or bumping into a stone or tree trunk is very high. And the current is very strong.

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Here begin the fields of seaweed washed ashore.

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Sea kale is a very smelly and slippery substance.

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Driving along it is extremely difficult. The stems wrap around the bridges and the car literally gets stuck in it.

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It is impossible to go through here alone.

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Teamwork and winch anchors help out.

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Very slippery...

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And then the road begins, along which you can drive for hours. Hills on the left, ocean on the right.

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Highway! =) It was getting dark, it was decided to set up camp.

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We walked several kilometers along the “beaches” and stopped to gather the group near the Liberty transport ship.

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The ship sank in 1944. It has been lying here ever since.

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People began to arrive. There was a pass and a valley ahead. Raspadok is a place between two hills. The height is different and the technique of overcoming is also different.

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Turnout to the pass.

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Nature is rapidly beginning to change, and the ambient temperature is rising.

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The fastest ones turned out to be “Jimnik-Suzuki-Samurai”, they go everywhere, except that they don’t know how to jump! All the roads here were built by the Japanese during the occupation of the island.

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The most unpleasant thing is to fall into a ravine. The depth of the puddle can be up to 2 meters!

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Raspadok.

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This is bamboo, yes yes - bamboo. This plant is a nightmare for local jeepers. Very strong, flexible and sharp. Tearing off the steering bipod is no big deal, puncturing a tire is easy.

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Everything is big on Sakhalin! There was no ice age on the island and therefore all the plants are huge compared to exactly the same ones, for example, in the middle zone. If it's a burdock, then wow!

It so happened that we were the first to cross the pass and stopped at a small parking lot for a snack.

And I always wanted to eat there. This was facilitated by the fresh Pacific breeze and the crazy smell from the camp pots.

While the water was boiling, the men caught crabs.

There is a cunning fishing technology. The crab is big and angry.

And all around... Amazing freshness...

Streams with the purest water. With this water, ordinary dumplings acquire a divine taste!

-How are you, Moscow? =) The people always tried to feed me and took care of me in every possible way. Thank you guys!

We waited for low tide and walked along the ocean line. Enchanting action.

The diesel engine rumbles, something gurgles under the bottom, and you partly drive, partly swim...

The military unit at Cape Crillon appears ahead! We were not very lucky with the weather; the sun came out for 2 hours during the entire expedition. The landscape is very dull in color.

We are slowly approaching the end point.

The green house on the right is the border guards' dorm. Japan, across the "road".

We've arrived.

Remember the song?

And mail with transfersflies from the mainlandTo the farthestUnion HarborAnd I throw stonesfrom the steep bankDistantLa Perouse Strait...

In the photo below - pebbles and my hand =)

And so, these pebbles flew into the strait =)

A childhood dream has come true. When I was little, I often laid out a map on the floor and, crawling along it, would randomly come across Sakhalin and its “tails.” All the time I thought - How is it there? And I always really wanted to get there.

Cape Crillon.

On the cape itself, there is a lot of Japanese abandoned land left.

For example, an old boiler room (Japanese) which is more than 80 years old.