How the Sedov sailboat is structured - a plan of the ship from the hold to the captain's cabin. Four-masted barque "Sedov" Ship premises and names of sails

The four-masted barque "Sedov" is a training sailing ship. As of 2017, it is the largest barque in operation. The sailing ship was built at the Krupp shipyard in Kiel (Germany) in 1921. The first owner of the sailing ship, Karl Winnen, named it in honor of his daughter - Magdalena Winnen II. But the crisis of the 30s occurred and the shipowner had to sell several sailing ships, including the barque “Magdalena Winnen” - in 1936. The four-masted barque was purchased by the shipping company Norddeutscher Lloyd. The new shipowner equipped the barque with cockpits for 70 cadets and the ship began to be used both as a cargo ship and as a training vessel. The sailing ship was given the name "Commondor Johnsen".

After World War II, the USSR received the Kommondor Johnsen as reparations. The training sailing ship bark “Sedov” was named after the polar explorer Georgy Yakovlevich Sedov. In January 1946, "Sedov" was transferred to the category of training sailing ships. In 1991, the barque was transferred to the Murmansk State Technical University. In connection with the change of the founder of MSTU (Rosrybolovstvo to the Ministry of Education of the Russian Federation), in 2017 the bark changed its registration from Murmansk to Kaliningrad in order to continue working as a training sailboat for sailing practice for cadets of maritime specialties.

History of the sailing ship "Sedov"

The four-masted ship “Magdalena Winnen II” (named after the customer’s daughter) was launched in the spring of 1921 in the city of Kiel (Germany) at the Krupp shipyard. On September 1 of the same year he went to sea for the first time. The sailing ship carried cargo from the ports of Europe to Australia, Oceania, South America and Asia - wood, coal, pyrites, wheat, etc., but the crisis of the 30s occurred and the shipowner had to sell several sailing ships, including the barque “Magdalena Winnen” ” - in 1936. The Norddeutscher Lloyd company, which acquired the sailing ship, renamed it Commodore Johnsen and turned the ship into a training ship.

About 100 cadets could undergo maritime practice on a sailboat. Taking on board a group of young cadets, the sailing ship set off for Australia for a cargo of grain, but in the North Atlantic the sailing ship came face to face with a strong storm. The crew was literally two steps away from death, but thanks to the excellent work of the crew, the ship managed to keep the ship afloat. The Commodore Johnsen spent the Second World War in the Baltic Sea. In December 1945, the ship was transferred to the Soviet Union as reparations, and on January 11, 1946, the ship began to belong to the Soviet Navy and bear the name of the Russian polar explorer Georgy Yakovlevich Sedov.

Many had no hope that the ship would be able to serve for a long time, but thanks to a career officer of the Navy, Pyotr Sergeevich Mitrofanov, who devoted his entire life to the development of Soviet sailing, the sailing ship was restored after the war. After the war, the Baltic Sea was full of mines, and the passage of a ship of this size, and even with an inexperienced crew on board, was very dangerous. But despite all the difficulties, the team pulled it off. Young sailors learned to handle sails while they were moving. Since 1957, the barque “Sedov” began to perform the functions of a research oceanographic vessel. The data obtained during that period is still used to forecast wind waves in different areas of the World Ocean. Together with a team of scientists, the cadets who were on board erased white spots from the maps of the Atlantic Ocean.

Photo: Russian Geographical Society/ LiveJournal Sergey Dolya

In 1966, the barque was transferred to the USSR Ministry of Fisheries as a training vessel for the fishing fleet, and served the country in this role for another ten years. Opinions were divided when the question arose about the next repair of the sailboat. The new owners wanted to cut the ship into metal, saying that no one would need it anymore, but Captain Mitrofanov and more than a hundred famous sailors, for whom the Sedov became a part of their lives, were against this outcome. Their requests were heard and the sailboat underwent major repairs at the Kronstadt Marine Plant for six years (from 1975-1981). Only the windjammer body was left from the Magdalena; the rest had to be replaced. The ship received quarters for 164 cadets, classrooms, an assembly hall, a wardroom, dining rooms, a gym, a museum and a sauna.

In 1981, the sailing ship “Sedov” was put into operation again and set off on a journey around Europe. On the way back from Sevastopol, the bark “Sedov” was caught in a strong storm. Wind gusts reached 35 m/s, and the ship's list was 25 degrees. But the ship again prevailed over the elements. All European countries started talking about the sailing ship again, because repeatedly since 1986 the restored ship proudly visited European ports, participating in many regattas, competitions and exhibitions. Twice the sailboat won The Cutty Sark Tall Ships’ Races, managing to reach speeds of up to 18 knots under sail. In 2012-2013, the legendary “Sedov” completed the first circumnavigation of the world. In 2015, the sailing ship made an expedition in honor of the 70th anniversary of Victory in the Great Patriotic War. Every year the sailing ship “Sedov” is visited by hundreds of thousands of tourists around the world. “Sedov” was even listed in the Guinness Book of Records as the largest training sailing ship that has survived to this day.

Technical characteristics of the bark "Sedov"

Sailboat diagram

1 - Nationality: Russia

2 - Home port: Kaliningrad

3 - Year of construction: 1921

4 - Shipyard: Germaniawerft, Kiel

5 - Vessel type: 4 mast barque

6 - Housing: steel

7 - Displacement: 6148 t

8 - Length: 117.5 m

9 - Width: 14.7 m.

10 - Draft: 6.7 m.

11 - Mast height: 58 m

12 - Sail area: 4.192 m²
13 - Number of sails: 32 pcs
14 - Engine brand: Vyartsilya
15 - Engine power: 2.800 hp.
16 - Wind energy: 8.000 hp.

17 - Sailing speed: up to 18 knots
18 - Speed ​​under engine: up to 10 knots
19 - Tonnage: 3556 dp. T

20 - Crew: 54

21 - Cadets: 102

22 - Trainees: 46

23 - Official website of the bark "Sedov": http://www.sts-sedov.info

Ship's premises and names of sails

Upper deck:

1 - Navigation room

2 - Radio room

3 - Captain's cabin

Main deck:

4 - Hospital

5 - Officers' wardroom

6 - Galley

7 - Toilet

8 - Cabins company of ratings

9 - Training chart room

10 - Crew cabins

Lower deck:

11 - Cadet quarters

12 - Trainees' cabins

13 - Cabins for a company of cadets and trainees

14 - Toilet

15 - Crew quarters

Let's take the "Sedov" apart "bone by bone": from the hold to the captain's cabin. When looking at a sailboat from the side, it may seem that it has two outer decks: an upper and a lower one. In general, this is true, only the lower deck is the “Upper”, and the upper is called the “forecastle deck” - on the bow or the “deck deck” - the remaining part. In the previous one you saw how and when the deck of the poop changed, as well as the evolution of the interior of the barque was shown there. In addition to these two decks, the sailboat has three more - “lower deck”, “platform” and “hold”. Let’s say right away that only the Upper and Lower decks are residential (and partly the poop deck on which the captain’s cabin is located), and the remaining decks are occupied by public and utility rooms.

However, it is impossible to travel around the ship by walking along the decks. From bow to stern you can only walk along the upper deck. Deeper down, the ship is divided by partitions into 7 compartments. Therefore, it is more convenient to look at the premises from top to bottom. And that’s exactly what we’ll do in this review. Some of the diagrams presented below can be downloaded in full size by clicking on them and thoroughly studied at your leisure.

Quick facts. "Sedov" is the oldest and largest among training sailing ships. In absolute terms, this is the second largest operating sailing ship (after the replica barque “Royal Clipper” built in 1999). Length with bowsprit 117.5 meters, and without it 97.9 m Width 14.66 meters, draft 7.5 meters (with cargo). Displacement 7320 tons. Other data is available on historical German documents.

General plan of the ship. I immediately apologize for the quality of this and some subsequent diagrams, but they are so large and covered with reflective polycarbonate, so I had to shoot in fragments and then combine them in Photoshop. When you click, the full-size image will open.

The ship's hull is steel, riveted.

And immediately another diagram of tanks (cisterns). As you can see, there are a lot of them and you can distinguish them by the type of liquid stored in them:

1. Drinking water: 6 tanks with a total capacity of 318.6 m3 (318,600 liters)


2. Washing (for household needs) water: 10 tanks 574.6 m3


3. Fuel tanks: 6 tanks 259.4 m3


4. Oil-contaminated water 2 tanks 89.1 m3


5. Ballast: 13 tanks 1337 m3


6. Feces 4 tanks 45 m3


7. Oil tank 13 m3


8. Boiler water 9.6 m3

A--- The bow of the ship.
1.

Tank deck. As you might guess, the main purpose of the deck is mooring devices - bollards and anchor equipment. In addition, there is a lookout post with a bell. (see part 6)
Let's talk about anchors separately. It can be seen that Sedov has two anchors located outside the sides. These are classic Admiralty type anchors, each weighing 3.5 tons. Moving the anchor, as well as lifting it into the stowed position, is carried out by a crane located here - its red boom is located slightly to the left of the mast in the photo
2.

But, when sailing across the oceans, where the waves are long and strong and can knock out the anchor (especially since it is positioned with its paws facing forward), the anchor is dragged onto the deck and placed on supports - such a black trapezoid between the bollard and the rope. To the right, directly at the side there is a trigger mechanism - if you remove the stoppers, the anchor will begin to fall, unwinding the chain. This is only permissible at depths of no more than 40 meters. At greater depths, the inertial force will be such that it can destroy the winch, so the anchor is carefully lowered using a winch. The maximum depth is up to 80 meters - a third of the total length of the solid anchor chain of 250 meters each.
3.


4.

The anchor winch - windlass - is located directly below the forecastle deck. It is electric on the Sedov.
5.

In addition to the windlass, there are toilets, which are mainly used by cadets (trainees), storage rooms, and trash cans.
6.

Bowsprit base location.
7.

Here, right at the descent from the forecastle deck, there is a double descent to the lower deck, where there are two large cadets' quarters (), a washroom, dressing rooms for overalls, storage rooms, and in the very bow there is a chain locker.

Even lower are the production premises: skipper's room, carpentry room, sailing workshop (), clothing storeroom, cable storeroom.

And even lower down there are tanks mainly with drinking water.

B--
Now let's move on to the first mast - the foremast. Here on the upper deck there are two superstructures. The one farthest from us (closer to the nose) is almost entirely occupied by the medical service.()
8.

And the second superstructure (in this photo it is on the right) is almost entirely occupied by the training and navigation class. You can find information on the Internet that there used to be a training bridge for cadets on the roof of this cabin. Perhaps, but now they just store the necessary things there. In addition, there is a small souvenir shop (brown door) and two entrances to the gangway leading to the lower decks. Let's go down.
(top left is the captain of the Sedov, Viktor Yuryevich Nikolin, and the foremast boatswain, Nikolai Mitrofanovich Lushchenko).
9.

On the Lower Deck, along the sides, there are 16 cabins for mid- and lower-level crew: mechanics, electricians, mechanics, sailors, etc. There is also a baker's cabin and next to it a bakery and a flour storeroom. In the center there is a toilet, a storage room for work clothes, a rest room, and an ironing room. And a sauna with a mini-pool.
10.

It wasn’t the tiles that were laid so crookedly, it was the “Sedov” that day that was sailing with such a list to starboard. In addition to the pool, there is a changing room and shower.
11.

Well, the steam room itself is an electric heater with exposed stones, however, most of the body is lined with brick, so there should be less “fouling”.
12.

We go down even lower to the “Platform”. Here on the starboard side there are two classrooms (see part 8), on the left side there is a “rocking chair” gym (and Lenin room. Several more storage rooms, a tank with utility water. And also a library (sorry for the quality) with 4 shelves. They use books, but mostly for educational purposes.
13.

C---
On the poop deck, in the central part of the ship, there is a Navigation room with a navigation bridge.
14.


15.

View from the navigation bridge forward.
16.


17.

This is a complex structure - we will discuss it together with the main steering control station, located on a raised bench directly in front of the Bridge

In the Navigation Room there is the navigation cabin itself and the captain’s cabin, which consists of an office, a bedroom and a bathroom.
18.

Let's go down to the lower deck. This can be done directly from this wheelhouse (the captain's cabin door is located directly in front of this staircase, as well as at the entrance to the chart room), or from the “street” - two entrances are located to the right and left of the steering wheel.
19.

Lower deck. Here along the sides are the main living quarters for the crew. All cabins are generally standard: bed, table with TV, washbasin. The chief mate, chief mechanic and chief boatswain have double cabins - with a bedroom and a bathroom. There are also two dining rooms along the sides, closer to the bow. On the starboard side for senior staff
20.

21.

and strictly opposite, on the left side for everyone else. The room is exactly the same, only the decoration is a little simpler and there is not one common table, but separate ones are installed across.

In the middle, between these dining rooms there are galley rooms (. From the galley you can also go down to the Platform where the food pantries are located. Further, a spacious room is occupied by a backup generator (), a charging station and the largest cabin "Flagman". Who is the "Flagman", according to the English spelling of this room is "Shipowner" (ship owner), then this is the cabin of the rector of the Murmansk Technical University S.A. Agarkov. But, in general, most likely, this is just a VIP cabin and therefore I propose to call it the Putin room (following the example of the Lenin room) Putin` s room.
The continuous upper deck allows us to move further to the stern, but in order not to violate the logic of the story, we will not do this, but will go down to the Lower Deck.
22.

And we’ll immediately find ourselves in the Canteen of cadets and foreign trainees (with a dishwasher and a serving station. And next to it, as I already wrote, are the cabins of foreign trainees and their shower

And even lower we get to the heel where there are three toilets, the entrance to the museum and the assembly hall. The museum was described in detail in, where they also said that the adjacent room was the “Captain’s Salon”. This is a luxurious room, very warm in atmosphere, so retrograde. Amazing.
23.

The wind rose on the inlaid parquet designates the geometric center of the vessel.
24.

There is a bar counter, souvenirs, awards, gifts that are not included in the museum. In general, this room is not used, which is a pity. In my opinion, the wardroom for foreign trainees should be built here, and not in the Lenin room (at least with the level of renovation that it now has), because this is prestige and the face of the country. But we’ll talk about this much later.
25.

And there was an “epic fail” with the assembly hall - I’ve been there many times, but it turns out I didn’t photograph it separately. Here's just a photo from a small cadet skit.
26.

And right there is a hatch into the Hold. You can walk along the U-shaped corridor along the tanks. On the left are tanks with oil-contaminated water, on the right with utility water.
27.

On the left are ballast tanks, on the right with a utility tank.
28.

Since we are talking about tanks again, their filling holes can be found on the deck.
29.

The gray box contains rods (cables) from the steering wheel to the tiller compartment.
30.

D--- Feed
On the poop deck behind the navigation superstructure there is a superstructure in which several rooms are located. The main ones are the ship's duty room - from here invitations to meals, exercises, classes, etc. are sent over the radio broadcast network; Radio room - from here you can send a telegram; a small battery room, essentially a storage room.
31.

Also here, since 2014, there has been an Orthodox chapel consecrated in honor of the Smolensk Icon of the Mother of God, called “Hodegetria” and this means “Guide”
32.

This man is in charge of it (unfortunately I don’t remember his name)
33.

Further on the poop deck there are observation windows for the engine room and tiller room.
34.

Let's go down to the upper deck. Here, as we have already said, the crew cabins continue to stretch along the sides. And it’s also very hot here because there is a ventilation room with a boiler room located below. Further, that is, closer to the stern, on the left side there are ironing and drying rooms, and on the starboard side there are toilets and a washroom. At the very stern there is a tiller (

XX century there was no longer any place for “Uranias”, “Phoenixes”, “Kronshlots” and “Epiphanies”. Such giant sailing ships of the past as the five-masted sailing ships “France-i” (France, 5633 per. tons, 1912-1922, crashed on the reefs off the island of New Caledonia), “R. Z. Rickmers" (Germany, 5548 reg.t, 1906-1917, torpedoed at the entrance to the English Channel), "Preussen" (Germany, 5081 per. t, 1902-1910, lost in a collision in the English Channel) , “Thomas W. Pawson” (USA, 5218 per. t, 1902-1907, died on the rocks at the entrance to the English Channel), “Maria Rickmers” (Germany, 3822 per. t, 1892-1892, went missing on the first voyage). For some time, the five-masted barques "Potosi" (Germany, 4026 per. tons, 1895-1924), "Copenhagen" (Denmark, 3965 per. tons, 1921 -1929) and a six-masted wooden schooner still remained in ocean service "Wyoming" (USA, 3730 per. tons, 1909-1924). In March 1924, during a severe storm, leaks in loose grooves in the wooden planking sank the old ship Wyoming off the eastern shores of CLUA. The following year, 1925, a fire off the coast of Argentina destroyed the beautiful Potosi. Less than five years later, in the zone of the “roaring forties”, the last of the glorious windjammers, the five-mast Copenhagen, went missing.

From that time to the present day, the list of active sailing ships of the world fleet has invariably been headed by the four-masted bark “Sedov”, the leader of the detachment of Soviet training sailing ships.

When talking about him, it is difficult for authors to remain within the framework of cold impartiality, and there are good reasons for this. One of them was lucky four decades ago, in the post-war years, to take command of the barque “Sedov” and become an active participant in the epic of bringing it back to life, and two decades ago he had to lead a group of enthusiasts, thanks to whose actions it was possible to preserve the “unpromising” ship. For another of the authors, “Sedov” became the first maritime school, where there were the first gangway and deck, boat and oar, navigational instruments and sophisticated sailing terminology. The sailing ship “Sedov” helped a Kronstadt schoolboy choose the profession of shipwright.

In February 1921, a solemn ceremony of launching a four-masted bark, named Magdalena Winnen, took place in Kiel (Germany). Its customer, the German shipowner F.A. Winnen, assumed that the Magdalena Winnen would operate on lines connecting the ports of Europe with the ports of South America, Australia, Southeast Asia and Oceania.

We should not forget that the years of construction of the sailing ship occurred in the second decade of the 20th century, the century of steam and electricity, as it was called then. For more than 50 years, the Suez Canal had been in operation, which predetermined the end of the voyages of the “tea” fleet clippers. Using the canal, even very run-down steamships, unable to circumnavigate southern Africa, provided “tea” freight, methodically plying between the ports of Europe and the countries of the Asian continent. The era of “woolen” clippers, specially built to make throws across the ocean without intermediate bunkering, without which steamships could not yet do, was already behind us. The testing of the Panama Canal has already taken place, its appearance threatening to make the heroism of the sailors meaningless while sailing around Cape Horn. In short, the steam engine replaced the sail. But, contrary to the expectations of many, he did not disappear. Sailboats (we won’t talk about the future now) continued to make long voyages with cargo, the hasty delivery of which their senders and recipients did not insist on: South American saltpeter, Australian wheat, heavy ores and coal. Sailboats also worked successfully, taking 3-5 thousand tons of Australian grain and arriving in Europe each at their own time, which was even beneficial for the owners of receiving elevators, who during the season could not cope with cargo processing due to the simultaneous arrival of several ships at the ports . They were inferior in displacement to steamships, the size of which became more and more impressive, but they could enter shallow-water ports. In other words, the four-masted barque was destined for the fate of a “wind-squeezer” - a windjammer.

In those years, shipping companies in Europe still enjoyed a strong reputation, trying in the new conditions to continue making a profit from the operation of traditional “pure” sailing ships, which did not have even the most low-powered machine to help their mighty sails. Such ships remained among those actively operating, they even continued to be built. To increase profitability, the creators increased the size of sailboats and tried to improve sailing weapons. Along with this, there were other companies that succumbed to new trends. They tried to “combine” a sail and a car. The sails, naturally, played the role of the main propulsion device, the mechanical installation was used as an auxiliary element. At the same time, additional costs were inevitable: for the creation of an engine room on the ship, fuel, operation and repair of the engine, and wages for ship mechanics. The hopes of the innovators were also clear - the mechanized sail was losing its hopeless dependence on the vagaries of the wind. It represented a more solid basis for the commercial success of the enterprise.

The beginning of the ocean service of the four-masted barque was successful. As planned, it transported bulk cargo with extremely low freight from Europe to Australia, South America, and the islands of Oceania. First,

The 15-year period of its operation confirmed the vessel’s full compliance with the selected operating mode. It had good economic indicators.

In the 30s The global economic crisis has arrived. A large number of ships then found themselves laid up, and their crews on the labor exchange. Company "F. A. Winnen sold several of her sailboats at very low prices. In 1936, the Magdalena Winnen also had to be sold. It was acquired by Norddeutscher Lloyd, which enjoyed government subsidies. The four-masted barque became known as the Commodore Jensen and was converted into a training ship, but the holds were retained for the carriage of cargo.

Some time was spent on the conversion: two superstructures - the spardeck and the poop - were connected by a common deck. Thanks to this, it was possible to fence off the premises initially for 60, and later for 100 trainees. There were hanging bunks, dining tables and cans, a 40-ton drinking water tank, and bathrooms.

After the defeat of Nazi Germany and the end of the Second World War, in accordance with the decisions of the Potsdam Conference, the military and auxiliary German fleets were divided between the Allies. The Soviet Union, as compensation for the sailing ships lost during the war, received the four-masted bark "Padua" (3257 per. tons), which acquired the name "Kruzenshtern", the bark "Gorkh Fok" (1392 per. tons), its new name "Comrade-I" " and "Commodore Jensen", renamed in honor of the famous Russian polar explorer Georgy Yakovlevich Sedov (1877-1914).

G. Ya. Sedov was born into the family of an Azov fisherman, graduated from the Rostov-on-Don nautical classes, and in 1901, as an external student, passed exams for the course of the Naval Cadet Corps, ■ after which he was promoted to lieutenant in the Admiralty. During the Russo-Japanese War, he commanded a destroyer on the Amur. In 1902-1903 he participated in the hydrographic expedition of the Arctic Ocean, in 1909 he examined the mouth of the Kolyma River, in 1910 he surveyed Krestovaya Bay off the western shore of Novaya Earth. In 1912, G. Ya-Sedov led the Russian expedition to the North Pole, equipped with funds from private donations. The expedition ship "St. Foka" spent the winter of 1912/13 off the western shores of the northern island of Novaya Zemlya, exploring the coast. The ship spent its second winter in Tikhaya Bay on Franz Josef Land. On February 16, 1914, G. Ya. Sedov, already ill, accompanied by two sailors on a sleigh, made a desperate dash to the North. He died on March 5, 1914 at 3 km from Rudolf Island, and was buried at Cape Auk.

In 1938, a flagpole was found at the burial site, with the help of which the hero of the tragic epic intended to hoist the Russian flag at the North Pole. It is interesting that the flagpole was nevertheless delivered there, but already in 1977 by the nuclear-powered icebreaker "Arktika"...

Initially, on January 11, 1946, the sailing ship “Sedov” was transferred to the Soviet Navy as a training ship. It is known how difficult the post-war years were for the country as a whole; the fleet had to solve a wide range of problems. Despite this, funds for the restoration of the sailboat and the necessary materials were allocated.

The former commanders-in-chief of the USSR Navy, Admirals of the Fleet of the Soviet Union N.G. Kuznetsov and S.G. Gorshkov, provided great assistance to the sailors in this.

The changes were fundamental. The rigging and sailing equipment, which had fallen into disrepair during the war years, required special care. It also took time to train a crew capable of operating a four-masted barque in any conditions. But even when both the ship and the crew were ready, they had to wait a while before going to sea. The post-war Baltic was still full of mines. Sailing of a large sailing ship with a large number of cadets on board in difficult mine conditions until the early 50s. was an extremely risky undertaking. In addition, the sailboat would be deprived of freedom of maneuver due to the limitation of the fairway.

But 1952 came, and the long-awaited launch of the bark took place. On the first trial voyage across the Baltic Sea, young sailors were tasked with mastering navigational techniques in practice. These tasks were solved successfully.

In a short time, thousands of first- and second-year cadets of military schools completed their first naval training on this sailing ship. Among the sailing ships of that period are the current captains of the 1st rank and admirals. The ship with cadets on board went to the shores of North and South America, Africa, and visited many ports and harbors. It was also a school for the education of sailors, where P. V. Vlasov, P. M. Mironov, V. I. Nechaev, A. B. Perevozchikov, V. T. Roev, Ya. A. Smelteris were formed as long-distance sailing captains , I. G. Schneider, D. O. Tsaune. The sailing masters - boatswains V.I. Kalinin, I.I. Koshil, K.S. Yakubov - deserve kind words.

In 1957, "Sedov", remaining in the class of a training vessel, began to perform the functions of an oceanographic vessel part-time. His first such experience was associated with participation in the program of the III International Geophysical Year. Voyage participants remember the atmosphere on the ship. At that time, a remarkable Soviet scientist, the creator of marine physics as a science, Academician V.V. Shuleikin, took part in the work. The scientific work of the main team of the expedition was led by an energetic and knowledgeable oceanographer, a charming and never despondent person, a candidate of physics and mathematics

Sciences Associate Professor M. M. Kazansky. In the course of oceanographic research, the team of “Sedovites” - sailors and scientists - erased many “blank spots” from the map of the Atlantic Ocean.

In 1966, the four-masted bark “Sedov” was transferred as a training barque to the Ministry of Fisheries of the USSR. But before talking about the new stage of his life, it is necessary to restore the picture of past years. This is not difficult to do, just turn to the documentary footage, filmed under the direction of the then-beginning director A. A. Saltykova-Lazo, which depicts the ship in a deplorable condition, with a ruined ship's facilities, with deckhouses, boarded up boards, sagging gear lying interspersed with soot and snow on the deck. The ship stood in Leningrad near the Lieutenant Schmidt Bridge with anchors hanging from the fairleads, a broken fore-yard, rusty sides that had once sparkled with immaculate whiteness. In general, it was a monument testifying to the indifference of its new owners to it. Instead of worrying about its fate, the people who occupied the cabins of the sailing ship prepared for repairs essentially planned to scrap it, proving in office reports the futility of the idea of ​​updating the training ship. More than 100 famous sailors and heads of maritime schools defended this idea. Their efforts had an effect. The ship was sent to Kronstadt for repairs. The efforts of performing non-standard repair and restoration operations were taken over by the shipbuilders of the Kronstadt Marine Plant.

The “headquarters” for repairing the ship were led first by Captain P.S. Mitrofanov, then by Captain V.T. Roev. One of the assistants was V. A. Tsvirkunov, a graduate of the Leningrad Shipbuilding Institute and the Higher Art School named after. V.I. Mukhina, an engineer and artistically gifted person, “sick” with a couple of

Design drawing of the sailing ship "Sedov", longitudinal section and side views. The shoulders of this boatswain, sailmaker and designer all rolled into one were responsible for restoring the spars and rigging, designing interior elements, and solving operational problems.

The result of the repair was the third birth of the now 60-year-old four-masted barque. It featured comfortable classrooms, a training cabin and bridge, an extensive library and a spacious cinema hall. The cadets received cabins that met all established standards (164 seats). For full-fledged training, a training chart room with full-scale, state-of-the-art navigation instruments was provided. Each of the training classes turned out to be interesting in its own way: maritime practice, navigation, ship mechanics and radio engineering. It was a holiday of sun and color, which was recorded on film by the same tireless A. A. Saltykova-Lazo.

In the summer of 1981, the first test sailing of the sailing ship took place. A rally took place at the Kronstadt Marine Plant. Addressing the workers, the captain of the Sedov, V.T. Roev, said: “Our barque owes its new birth to you, because you built, I repeat, built the ship anew!”

The Sedov, with cadets from the Leningrad and Tallinn nautical schools training fishermen, made its first voyage, now as the flagship of the training fleet of the Ministry of Fisheries of the USSR, to Denmark, where at that time the 300th anniversary of the birth of the Dane Vitus Jonassen Bering was celebrated (1681 -1741), who served in the Russian fleet and led the 1st and 2nd Kamchatka expeditions (1725-1730 and 1733-1741). The strait between the eastern point of Asia and North America, previously discovered in 1648 by Semyon Dezhnev, is named after this navigator and discoverer.

This was the beginning, and it was followed by no less interesting flights. In 1984, "Sedov", commanded by A. B. Perevozchikov, made a voyage, also timed to coincide with the anniversary, this time for the 400th anniversary of the founding of the city of Arkhangelsk. The voyage, which began in the Baltic, went around Scandinavia. In July, the sailboat arrived in Arkhangelsk, where the holiday began.

During its stay, the ship was visited by Arkhangelsk residents and guests of the city, who left numerous entries in the guest journal, reflecting the degree of their admiration for the ship. The acuteness of the sensation of what was seen was intensified by the fact that “Sedov” stood at the Red Pier, the same one from which once on the steam-sailing ship “St. Foka” Georgy Yakovlevich Sedov began his campaign.

During this voyage, declared a voyage of peace, visitors to the Soviet barque “Sedov” signed the Sail of Peace. There was also the signature of the Danish cartoonist Herluf Bidstrup.

The entire voyage lasted 87 days; 5,790 miles were covered in 41 running days. In the midst of anniversary troubles and other pleasant, but time-consuming, efforts, the crew and cadets did not forget the main thing - study. She went strictly according to schedule.

So “Sedov,” one might say, having experienced a third birth, once again joined the strict rhythm of naval training. Every year its track record became more and more impressive, and I would like the flagship of the Soviet sailing fleet to enter the new, 21st century as strong as it is today.

The four-masted barque "Sedov", according to the English naval historian G. Underhill, is "one of the most beautiful largest four-masted ships of our century."

The ship's hull is riveted steel, with a forecastle and an extended poop. During the modernization in 1936, the poop was connected to the middle superstructure, which made the hull somewhat heavier, but did not deprive the ship of its former grace. Corps recruited

no transverse system. The outer skin, also made of steel, has a thickness of 14-16 mm. The hull has two continuous decks: the main and lower (tween-deck). The platforms above the deep tanks were built into the former four cargo holds during retrofitting. The ship's hull is divided into seven compartments by six watertight bulkheads. The forged steel stem has the shape of a clipper stem. The stern is elliptical in shape, the sternpost is cast steel with a rudder piece and a semi-balanced rudder guard. After modernization, the sailboat was equipped with a fixed pitch propeller with a diameter of 2200 mm with four removable blades. The cross-section of the external timber keel is 75X250 mm.

The upper deck is covered with pine flooring. The first of two deckhouses, installed on the upper deck of the waist, includes a medical service room. The second cabin is a training navigation room, with 12 posts. The top of the first cabin is adapted for the cadets' navigation bridge. On the upper deck of the elongated poop, the old wheelhouse has been preserved, including the navigation and captain's quarters, and the navigation bridge above. Behind the second mainmast there is another cabin, which houses the radio room and the ship's duty room. Behind the mizzen mast and at the stern there are two skylights.

During the major refurbishment, an electric windlass was installed on the vessel. The vessel has two main anchors of the Admiralty type, traditional for sailing ships, weighing 3.5 tons each. The weight of the spare stop anchor stored at the forecastle bulkhead is 1250 kg, the weight of the rope at the stern is 500 kg. The anchor chains are solid cast with buttresses of 57 mm caliber, each 250 m long. The cat beam with cat hoists is installed on the forecastle. On the deck there are clew spiers of the foremast and main mast for trimming the tacks and tightening the sheets of the lower sails.

General arrangement: top view and deck plan

The main helm station is located on a raised banquette on the open poop deck forward of the navigation bridge. The manual drive mechanism is mahogany steering wheels with a diameter of 1.8 m mounted on one shaft. The manual steering gear consists of a gear transmission and a cylinder on which the ends of the steering cable are wound.

Main characteristics of the barque "Sedov"

Length between perpendiculars, m.......... 97.90

Midsection width, m................ 14.66

Height, mboard.... . -......... 8.74

timber keel............... 0.25

Maximum draft with keel, m........... 7.52

Total displacement, t.......... 7320.0

Deadweight, t................... 5340.0

Light weight of the vessel, t.............. 1980.0

Capacity, per. tail (construction)............ 3709.0

clean (construction) ............ 2972.0

Bruce's number......... ....... 3.34

Auxiliary diesel power, l. With.

construction................ 500

after refurbishment in 1980 ........ 1080

Speed, under sail (maximum practically achieved) 14.2

under the car in the calm (construction). . . . . . 5.0

» » » » (after conversion) ... 7.0

Crew, people................... 64

Trainees, people............ 160

As noted above, according to the type of armament, the vessel is a four-masted barque. It has a foremast, first and second mainmasts, and a mizzen mast. The entire mast (see Appendix 3), including mast columns, topmasts of all degrees, yard, boom, gaffs and bowsprit, is riveted steel. The exceptions are wooden flagpoles and masts. The mass of the spar together with the rigging is ~ 210 tons. The total height of the foremast (taking into account the column of the mast itself, the topmast, the topmast, the boom topmast and the flagpole with the topmast) from the upper edge of the keel to the topmast is 62.6, the first and the second mainmast - 63.5, mizzen masts - 54.7 m. The masts are given a slope: the foremast to the stern (from the vertical) - 3.5, the first mainmast - 4.0, the second - 5.0 , mizzen masts - 6.0°.

Masts with topmasts, as well as toptopmasts with boom toptopmasts, are made of one tree. By the way, the Sedov’s bowsprit, like on all modern sailing ships, is also made in a single-tree version or, as it is also called, “one-horned,” i.e., without firing jib and boom jib. However, to designate the corresponding sections of the monolithic bowsprit, the boundaries of which are fixed by the stay yokes, the previous names have been retained.

For amateur ship modellers, we remind you that the main plane from which the height of the mast with the topmast is measured passes at the level of the upper edge of the keel. The length of each yard is shown in full, i.e. from bye to bye. If you want to get the length of the working part of the yard to which the sail is attached, you should subtract the sum of the lengths of the legs (right and left) from the total length.

The spar is painted to match the color of the wood, i.e. with light orange or dark fawn paint. The flagpoles, pokes and tops, as well as all the turnbuckles, shrouds, shrouds and benzels that fasten the lower shrouds, are white. The section of the first mainmast where the galley chimney exits is painted black. All oak-coated parts of the standing rigging, as well as perts, props, unter-perts and backrests, are covered with a black rigging range, consisting mainly of rosin, soot, fat and other components, depending on the recipe.

A sailing ship looks very elegant, especially if the parts of the standing rigging free of castor (foreheads, stays, etc.) are polished with white lead.

Thirty-two sails of the Sedov are made of linen canvas. In the future, they are planned to be replaced with new ones made from durable and significantly lighter Dacron fabric that is not afraid of moisture. The areas of each of the 32 sails are shown below.

Sailing rig and side view of the four-masted barque "Sedov"

Sail area, m^, of the four-masted bark “Sedov”

Bom jib................... 73

Cleaver......................... 64

Midship jib......................... 63

Fore-staysail................... 75

Fok. . . . . :.......... 278

Lower fore topsail................ 147

Upper fore topsail................ 195

Lower fore-bramsel................ 105

Upper fore-bramsel................ 125

Fore-bom-bramsel......................... 90

Mainsail-staysail of the 1st mainsail.............. 156

Main-browsail-staysail of the 1st mainsail.............. 127

First grotto................... 285

Lower topsail of the 1st mainsail. ............ 147

Upper topsail of the 1st mainsail. ............ 195

Lower top bramsel of the 1st mainsail.............. 105

Upper bramsel of the 1st mainsail.............. 125

Mainsail-bom-bramsel of the 1st mainsail............. 90

Main-staysail-staysail of the 2nd mainsail.............. 156

Main-browsail-staysail of the 2nd mainsail.............. 127

Second grotto................... 294

Lower topsail of the 2nd mainsail. ............ 147

Upper topsail of the 2nd mainsail.............. 195

Lower bramsel of the 2nd mainsail. ............ 105

Upper bramsel of the 2nd mainsail.............. 125

Mainsail-bom-bramsel of the 2nd mainsail.............. 90

Apsel......................... 67

Kruys-sgen-sailsail.............. 77

The four-masted bark “Sedov” under sail. Photos of the authors

Cruys staysail ................ 90

Lower mizzen........ 107

Upper mizzen. .....4 . . 78

Mizzen-gaff-topsail................ 89

Total 4192 Despite its venerable age, which every time makes representatives of the USSR Register think twice when inspecting the sailing ship, it is still given the go-ahead to go out into the ocean. Dock inspections and control drilling of hull plating sheets delight the strict inspection team every time. Metallurgists could probably explain this phenomenon, but for the Register the fact itself is enough - the hull of the sailboat is still in excellent condition. There is hope that the oldest training sailing ship in our country, “Sedov,” will enter the new 21st century, because there are a little more than 10 years left before its onset.