In what century did plows and boats appear. V. Dygalo, M. Averyanov. Ship history. Rook of the Slavs. Sailing and rowing frigate "Apostle Peter"

The first "ship" made of flexible rods, sheathed in bark and then in leather, was intended for short trips and, according to scientists, was familiar to the Eastern Slavs from ancient times. The wicker basket is quickly replaced by a more comfortable one-tree canoe for swimming. In Russia it was built like this. A cut down huge tree, most often an aspen, an oak or a linden, was given an elongated shape. In order to finally correct the contours of the ship, the resulting deck was steamed and “butchered” with stakes.

Sometimes the core of the deck was pre-cut to a third of the thickness. There was another way to make a deck. Shipbuilders made a crack in a living tree trunk for the entire length of the boat, gradually, year after year, driving wedges and struts into it so as to achieve the desired shape of the future hull. Only after that the tree was cut down, and the excess wood was burned or hollowed out.

From the inside, the deck was filled with water and kept in this state for about a week. After the “water procedures”, fire was laid out along the deck. The tree rebuked, became flexible. Now it was already possible to insert the so-called springs into the hull - primitive lightweight frames. The basis of the skirt was a cocord - hewn spruce ridge, which had a natural curvature. The painstaking work on the boat hull sometimes took up to five years!

The first Russian canoe-odnoderevka was found in 1878-1882. expedition A.A. Inostrantseva on the shore of Lake Ladoga. The age attributed by historians to this small vessel, only 3.5 m long and 0.86 m wide, is enormous - about four and a half thousand years. The Slavs for a long time did not want to part with light one-trees. Archaeological finds confirm that even in modern times, the ancestors of the Russians continued to build boats “in the old fashioned way”, however, at least doubling their size. Frames, which received the right to life only in the 10th century, made it possible to build up the sides of the boat with sheathing, which means making it more spacious. The Russian canoe, sheathed smooth with boards that were planted on spikes, began to be called a nasada. The ancient nasada floated in Russian waters right up to the end of the 15th century, until it was finally supplanted by type-setting ships.

Shuttle-odnoderevka

Sheathing is a method of sheathing wooden ships, in which the joints between the boards were smooth.

The third most time-consuming type of vessel in Ancient Russia was the “padded boat” - the successor to the boat, created in the 10th century. for trading voyages and military campaigns. Compared to her counterparts, she had higher sides. Racks were attached to the sides, and several planks were nailed to them, in turn. Such a simple improvement significantly increased the internal dimensions of the boat, and most importantly, its carrying capacity and stability. A light vessel no more than twenty meters long could take on board no less than 15 tons of cargo. After the completion of the “packed boats”, they were equipped with oars (for rowing and steering), anchors, a mast with a small straight sail and simple rigging. The rapids of the Dnieper, through which the boats were dragged by portage, did not allow the shipbuilders to significantly increase the length of these ships. Despite this, the Russian boats, plowing the waters of the Black Sea up and down, were perfectly adapted for long-distance voyages.

Russian boat

In the ninth century Russian merchants become frequent guests at the Constantinople market. The laws of competition, apparently, acted even then. In the spring of 860 in Constantinople, several Russian merchants were captured. The story of the hostages quickly developed further. Having assembled a powerful flotilla of 250 different ships, the Russians immediately laid siege to Constantinople, more than paying off its treacherous citizens. This and other sea campaigns of the Eastern Slavs to Byzantium undoubtedly did their job: they went on for many years, and the trade of Russian merchants with the East and West remained duty-free.

In the growing strength of Kievan Rus in the XII century. large deck boats are ubiquitous. Unlike other types of Slavic ships, they had a solid plank deck that covered the rowers from above. On the equally pointed extremities there was a steering oar - potes, which made it possible, without turning the boat, to quickly change its course. In ancient chronicles, a Russian vessel of this type was called not only a “lodya”, but also a ship, a skedia, a naseda. Of course, twenty meters long, three wide and forty people of the crew - quite a bit for a ship, and yet it was a real ship. Gradually, "Mr. Veliky Novgorod" is coming to the fore among shipbuilding centers. And no wonder: it was through him that the glorious path “from the Varangians to the Greeks” passed (from

Baltic waters along the system of rivers to the Black - the Arabs called it Russian - the sea). Meta and Tvertsa connected the great city with the Volga and the Caspian Sea, Shelon with Pskov, and the Svir and the waterways of Lake Onega with the northeastern countries. In the middle of the 11th century, when the state of Yaroslav the Wise broke up into hostile principalities, the importance of river and sea transit routes was greatly shaken. From that moment on, Novgorod shipbuilding began to develop independently, independently of Kyiv.

Novgorod ship

History has preserved a lot of evidence of the power of the Slavic navy, although the Slavs were not distinguished by the aggressiveness characteristic of many northern peoples. So, throughout the X century. military operations of the Slavs at sea took a total of no more than 9-10 years. But in the middle of the XII century, the Swedish king Eric, who conquered Finland, manages to penetrate the mouth of the Volkhov and besiege the city of Ladoga.

The atrocities of the invaders did not last long. Prince Svyatoslav with the naval squad who came to the rescue defeated the Swedes, capturing 43 out of 55 enemy ships. Subsequently, the Novgorodians brutally took revenge on the strangers for this daring raid. Through the stream of the Stockzund, at which Stockholm later grew, they, entering Lake Mellar, attacked the rich coastal city of Sigtuna. The famous Sigtun trophy - a luxurious bronze gate - still stands in Novgorod, near the southwestern facade of St. Sophia Cathedral.

Kochmar

Novgorodians, who for a long time held in their hands the key exits to the White Sea, were forced to sail in extreme conditions, protecting their sea routes and trades from rivals. Gradually, a new type of ships knocked together from boards is being formed, convenient for moving by portage from one river to another. They were a flat-bottomed light shitik and a boat "ushki". Rumors about river ears started in the 13th century, when the freemen of Novgorod began to indulge in frequent raids on their Slavic neighbors.

These were light, shallow-draft rowing punts capable of accommodating up to 30 warriors. Abalone up to 14 meters long was built more thoroughly. The set and plating of the vessel were made of durable pine wood. The shipbuilders carved a bar keel from a single tree trunk. The ship had stems - straight vertical or with a slight outward slope (the stem was higher than the stern). The frames were made up of two or three branches, hewn along the plane of contact with the skin. In the bow and stern, holds with hatches were fenced off with bulkheads, where food and valuable luggage were stored. The middle part of the ushkuy was left open for rowers.

Fishing, which was in a special honor among the Slavs, brought the Novgorod settlers to the shores of the northern seas.

Pomeranian karbas

A straight sail is a sail that is fixed across the vessel with the help of yards.

An oblique sail is a sail that is attached along the ship.

Gradually, the Pomors become the same masters of the Baltic as the Normans. Starting from the XII century. Pomors, who traded foxes, reached Grumant (Svalbard), and colonies of Slavs appeared even on the shores of England. The harsh North dictated its conditions to the shipbuilders, and the Pomors began to build new, unlike the others, ships: aspens, ranypins, kochmars, shnyaks. The fishing shnyaks did not have a common deck. To the bow of the transverse bulkhead was placed a mast about 6 m high with a straight or sprint sail.

The largest (about 12 m) shnyaks carried a low second mast with a gaff sail at the stern. The vessel was equipped with a mounted rudder with a long tiller. Fast aspen boats, equipped with a crew of shnyaks, transported a rich catch to the coast. The most popular among small vessels were sailing and rowing karbas. Karbas could have a deck, or he could do without it, but skids, attached on both sides of the bottom parallel to the keel, always remained an obligatory attribute of this vessel. With the help of skids, the ship moved easily on the ice.

In the invention of the windthrower, an ancient device for determining the course of a ship, historians give the palm to the Pomors. The device of the windthrower was simple: rods were inserted into a wooden disk - one in the middle and 32 around the circumference. The main points were called akin to the four cardinal points. Bearing with a windthrower the signs specially installed on the shore, the coast-dwellers determined the course of the vessel. In the absence of landmarks, the course was set at noon according to the sun, and at night - according to the North Star.

Pomeranian Koch

Sprint sail - a quadrangular sail stretched diagonally by a sprit sail.

Gaff sail - an oblique sail attached to the gaff.

or varom and closed with slats on staples. The underwater part of the ship's hull had a rounded shape, the bow and stern were somewhat raised. Due to the streamlined shape, the koch, caught in the ice vice, seemed to be “squeezed out” to the surface, while remaining unharmed. The anchor was raised with the help of a gate installed on the deck. In the stern they arranged a treasury - a small cabin for the captain and clerk. The ship's crew, consisting of only 10-15 people, not counting the fishermen, was located in the hold. The uncomplicated sailing armament included a mast and a straight sail, sewn from leather at first, and then canvas. The oars, sail and tailwind allowed the koch to reach a speed of 6-7 knots. To communicate with the shore, there were always one or two small boats on the cochs.

Pomeranian ship

Pomeranian kochi, which remained “in service” for many centuries, laid the foundation for the further development of Russian navigation. It is these ships, in the XVIII century. having finally conquered the water space along the northern coasts of Europe and Asia, they became the prototype of the navy created under Peter I. They also played a significant role in the geographical discoveries of the 16th-17th centuries. (Let us recall, for example, S. Dezhnev, who first descended on a koch along the Indigirka to the Arctic Ocean and reached the Alazeya River by sea).

But experts consider the sea (in the annals of the 13th century “overseas”) boat, armed with three masts, to be the fastest ship that sailed long distances in northern waters. The first two of them carried straight rake sails, and the last one carried gaff sails. Tailwind, blowing almost half a thousand square meters. meters of sailing equipment of a sea boat, forced it to pass up to 300 km per day. At the same time, she could carry up to 200 tons of cargo. (By the way, in terms of displacement and carrying capacity, Slavic sea boats were significantly superior to other northern ships. So, the San Antonio of the famous F. Magellan could take on board only 120 tons.)

In length, the boat reached 18-25m, and in width - 5-8m. "Overseas" boats were the first fully stacked flat-bottomed ships with a transom stern and a mounted rudder. The ship's hull was divided by bulkheads into three compartments. The crew lived in the forward compartment. There was also a brick oven for cooking. The aft compartment was assigned to the helmsman. In the middle between the bow and stern was a cargo hold. The set of the hull was fastened with dowels or nails, after which it was sheathed with smooth planks.

Pomeranian boat

Transom stern - stern in the form of a flat cut.

One of the oldest and most famous dynasties of Novgorod shipbuilders is the Amosov family. In the XIV century. Trifon Amosov, the grandson of one of the first Russian sailors who hunted animals in the White and Kara Seas, moved from Novgorod to Kholmogory, where he began the construction of a shipyard, which became the mother of the first large Russian ships sailing in the northern ice. The hulls of the largest of them were given a shape reminiscent of the contours of modern icebreakers. The bow and stern of the Kholmogory ships were made with a high lift, and the sides - with a significant collapse. The ship was steered with a hinged rudder. The traditions of the glorious Amosov family were followed by their descendants, who built in the 19th century. such famous ships as the frigate "Pallada", the 110-gun ship "Rostislav", the brig "Mercury" and many other ships of the Russian fleet.

The first Slavic "ship", in fact, was a large wicker basket, lined with bark or leather. It was quickly replaced by a one-tree canoe, hollowed out from a whole tree. Sometimes the boat was created in a different way.

Ancient shipbuilders made a crack in a living tree trunk for the entire length of the boat, gradually, year after year, driving wedges and struts into it in order to achieve the desired shape of the future hull. Only after that the tree was cut down and the excess wood was cut off, burned out and hollowed out. Then the tree was treated with water and fire to give it flexibility, after which a primitive frame was inserted inside - braces. The painstaking work on the boat hull sometimes took up to five years.

For the first time, a one-tree boat on the shore of Lake Ladoga was found in 1878-1882. expedition of A. A. Inostraitsev. The age attributed by historians to this small vessel, only 3.5 m long and 0.86 m wide, is huge - about 4.5 thousand years. The Slavs for a long time did not want to part with light one-trees. Modified canoes with sheathing and large sizes - nasads - floated in Russian waters until the end of the 15th century. They were later supplanted by type-setting ships.

The successor of the canoe was created in the X century. for trading voyages and military campaigns "packed boat". Compared to its counterparts, it had higher sides, to which racks were attached. Several boards were nailed to them. Such a simple improvement significantly increased the internal dimensions of the boat, and most importantly, its carrying capacity. Now a light and small vessel could take on board no less than 15 tons of cargo. After completion, the ship was supplied with oars, an anchor and a mast with a simple straight sail. By the way, these vessels were made small due to the fact that the vessel had to be dragged across the rapids of the Dnieper. But despite this, they were still superbly adapted to sea voyages, and Russian sailors boldly plowed the waters of the Black Sea on them.

In the ninth century Russian merchants became frequent guests at the Constantinople market. In the spring of 860, an incident occurred in Constantinople, during which several Russian merchants were captured. In response, the Russians, having assembled a powerful flotilla of 250 ships, immediately laid siege to Constantinople, more than paying off its perfidious citizens. This and other sea campaigns of the Eastern Slavs to Byzantium undoubtedly did their job: the trade of Russian merchants with the East and West remained duty-free for a long time.

In the XII century. in Kievan Rus, which was gaining strength, they increasingly began to build large boats, which had a solid plank deck that covered rowers from above. The bow and stern of these ships were equally pointed, and they were placed on the steering oar - potesi. They allowed, without turning the rook, to quickly change course. In Russian chronicles, such ships were also called skedia, naseda and ship. Of course, 20 meters long, 3 meters wide and 40 crew members is not much for a ship, and yet it was a real ship. Gradually, "Mr. Veliky Novgorod" came to the fore among the centers of shipbuilding. And no wonder. After all, the famous route “from the Varangians to the Greeks” passed through it, that is, from the Baltic along the rivers to the Black Sea, then called the Russian Sea. When in the middle of the XI century. the state of Yaroslav the Wise broke up into many warring principalities, the importance of river and sea transit routes was greatly shaken. It was then that Novgorod shipbuilding began to develop independently of Kyiv.

History has preserved a lot of evidence of the power of the Slavic navy. Although the Slavs did not differ in aggressiveness, they taught a good lesson to the Swedish king Eric, who in the middle of the XII century. laid siege to the city of Ladoga. The Novgorodians defeated the Swedes, capturing 43 out of 55 enemy ships. In response, a campaign was undertaken against the city of Sigtuna, which ended in a brilliant victory for the Russians.

Novgorodians for a long time held in their hands the key exits to the White Sea. They swam in extreme conditions, constantly defending themselves from rivals. Gradually, new types of ships were formed, which were conveniently dragged from one river to another. These were a flat-bottomed light shitik and a boat "ushki". Ushkus, containing up to 30 soldiers, were convenient ships for raids on neighboring Slavic principalities than in the 13th century. and hunted Novgorodians. Fishing, which was in a special honor among the Slavs, brought the Novgorod settlers to the shores of the northern seas. Gradually, the Pomors became the same masters of the Baltic as the Normans. From the 12th century Pomors reached Grumant (Svalbard), and Slav colonies appeared even on the coast of England.

The harsh northern seas dictated their conditions to the shipbuilders, and the Pomors began to build new, unlike other ships: aspen, ranynins, kochmars and shnyaks. Schnyaks were from 6 to 12 m long and equipped with one or two masts with a straight or sprint sail. Aspen boats transported the caught catch to the shore. But the most popular were sailing and rowing karbas. These ships could have a deck, or they could do without it, but skids attached to the bottom were an obligatory attribute of this ship. With their help, the karbas easily moved on the ice.

In distant sea wanderings, the Pomors used koch - a single-deck flat-bottomed vessel with a maximum of 25 meters in length. With a displacement of 60 tons, the koch had a draft of about one and a half meters. The lining of the first koches was tied to the hull set with straps or hemp ropes, and only much later did they begin to use iron nails and bolts. The grooves and joints of the skin were carefully caulked with tarred tow, filled with pitch and covered with slats on the brackets. The underwater part of the ship's hull was rounded, and the bow and stern were raised.
Thanks to such a streamlined shape, the koch, squeezed by ice, seemed to be squeezed out to the surface, while remaining unharmed. At the stern of this ship they made a breech - a small cabin for the captain and clerk. The crew, consisting of 10-15 people, was located in the hold. Sailing armament was very simple: it included a mast and a straight sail, at first sewn from leather, and later - canvas. The oars, sail and tailwind allowed the koch to reach a speed of 6-7 knots.

Pomeranian kochi, which remained in service for many centuries, laid the foundation for the further development of Russian navigation. It is these ships in the XVIII century. became the prototype of the navy created under Peter the Great. They also played a significant role in the geographical discoveries of the 16th-17th centuries. Suffice it to recall the campaign of S. I. Dezhnev, who first descended on a koch along the Indigirka to the Arctic Ocean and reached the Alazeya River by sea.

The fastest ship sailing long distances in northern waters is considered to be a sea (in the annals "overseas") boat with three masts. Good sailing equipment with a fair wind gave the sea boat the ability to travel up to 300 km per day, while it could carry up to 300 tons of cargo. In length, the boat reached 18-25 m, and in width 5-8 m.
"Overseas" boats were the first fully stacked flat-bottomed ships with a transom stern and a mounted rudder. The ship's hull was divided by bulkheads into three compartments. The crew lived in the front, on the middle there was a cargo hold, and the aft compartment was assigned to the helmsman.

One of the oldest and most famous dynasties of Novgorod shipbuilders is the Amosov family. In the XIV century. Trifon Amosov, the grandson of one of the first Russian sailors who hunted animals in the White and Kara Seas, moved from Novgorod to Kholmogory, where he began the construction of a shipyard, which became the mother of the first large Russian ships sailing in the northern ice. The hulls of the largest of them were given a shape reminiscent of the contours of modern icebreakers. The bow and stern of the Kholmogory ships were made with a high lift, and the sides - with a significant collapse. The ship was steered with a hinged rudder.
The traditions of the glorious Amosov family were followed by their descendants, who built in the 19th century. such famous ships as the frigate "Pallada", the 110-gun ship "Rostislav", the brig "Mercury" and many other ships of the Russian fleet.

Along the Oka from Ryazan to Gorky

Behind Ryazan, the eye flows along a flat valley, fancifully meandering among the verdant meadows. In the distance, from the deck of the ship, Ryazan can still be seen on the high bank. The eye is narrow here. Villages are rare, because during a large spring flood, the river powerfully overflows along low-lying banks, in some places for 10-12 kilometers.

23 kilometers from Ryazan, on the right bank of the Oka, there is an interesting place - Lgovo. here in the thirteenth century. Vsevolod Suzdalsky defeated the Ryazan troops. Further along the right bank of the Oka is the village and station of Vyshgorod, the ancient city of Ozhsk, below is the Polovskiy junction, then the village of Troitsa-Polenitsa.

In the collective farms of coastal villages, green onions are grown in large quantities, which are sent far beyond the region. In recent years, tomatoes have been grown on the left-bank collective farms near the town of Spassk (on an area of ​​up to 40 hectares).

The first pier from Ryazan is Spassk (93 km) on the Oka. The city is located on the Spasskoye Lake, connected to the current Oka bed by a two-kilometer channel. Spasskoye Lake is the former channel along which the oka flowed in ancient times.

Opposite, on the picturesque heights, overgrown with trees, is the village of Shatrishche, which is separated by a large ravine from the village of Staraya Ryazan, which was once a city. This is ancient Ryazan, founded in the 11th century. and the former capital of the Ryazan principality until 1237, when it was destroyed by the Mongol Khan Batu.

Until now, the remains of earthen ramparts that surrounded Old Ryazan have been preserved.

Near the village of Staraya Ryazan, in ancient times, the Pronya river flowed; now its mouth is 7 kilometers upstream.

The heights on the Oka soon end, going far to the left and right. The Oka meanders again among the water meadows.

The next pier is Kistrus (on the left bank). It is also a pier for the underlying village of Isada (on the right bank).

Isadi is one of the most beautiful villages on the Oka. "Isadi" or "Isad", in the old days served as the name for fishing villages, river piers, lakes in which fish were caught.

Below the pier, the steamer goes through a bottleneck. Here is a semaphore.

Further, Shilovo is one of the largest marinas in this section of the Oka, located on the right bank. Near the pier is the Shilovo station of the Moscow-Ryazan railway (line Moscow - Ryazan - Syzran). In Shilovo, there is a dairy-garden state farm and a starch factory.

Below Shilov is the village of Yushta. The Oka here turns to the north, skirting the Kasimovskaya ridge.

Next, a number of piers of local importance: Tyrnovskaya Sloboda (on the right bank), Izhevskoye (on the left bank), Kopanovo (on the right bank). In Izhevsk there is a collective farm-millionaire "Red October" and a breeding nursery - a livestock farm. A little lower to the left, Pra flows into the Oka.

In this section of the Oka, there is the Bear's Head rift (the Oka here makes a meander resembling a bear's head), Dobrynin Island and Denezhka Volozhka (Volozhka is a branching of the river channel, separated from the main channel by an island) - one of the most significant in length. It is a great place for recreation, fishing, hunting, swimming and water sports.

According to folk legend, the hero Dobrynya Nikitich lived on Dobryninsky Island, and on another mound, 5 km away, there was the headquarters of another epic hero - Alyosha Popovich. Despite such a distance, the heroes spoke freely, and once Dobrynya even threw an ax to his friend.

Along the banks of the Oka, meadows extend to the village of Rubetskoye, below which forests begin. They stretch for hundreds of kilometers along its right bank. These are the remains of the once famous Murom forests.

The next jetty is Lashma. Here a small factory produces dishes. Ten kilometers below, on the left bank, the village of Zabelino is a forest pier. Here the river flows into the Oka. Goose. The wooden barges that were once built here were called "geese" after her name. Now baroque ships are not built here.

Having passed Selezovo - a rest house for rivermen and the Kasimovsky backwater of the Moscow-Oka Shipping Company, the steamer approaches Kasimov.

Kasimov is the regional center of the Ryazan region. The nearest railway station is 60 km from the city. In summer, the most convenient connection is along the Oka, which connects Kasimov with the railway network via Shilovo (up the Oka) and Murom (down the Oka). Kasimov is also connected by bus to the Tuma station, on the Moscow-Vladimir line.

The city is beautifully located on the high left bank. Houses, slopes, hillocks are buried in greenery. During the boat stop, you can see the old Gostiny Dvor - shopping malls with an arcade, a former Gothic cathedral on the square and an earthen bridge built in the 18th century. (on Dzerzhinsky street). In the former Tatar part of the city, where a picturesque green street leads, in the building of an old mosque with a minaret, there is a museum of local lore, where the nature of the Kasimovsky district is well displayed. Nearby is the tekiya museum, where the Kasimov khans are buried.

Kasimov was founded in the 12th century. and was then called Meshchersky Gorodets.

Vasily the Dark granted it to the inheritance of the Horde prince Kasim, after whom the city is named.

In 1636, the city was visited by the famous traveler Olearius, who made his trips across Russia and the Volga.

In Kasimov, one of the largest net knitting factories, with mechanical workshops, in fact, an independent plant that produces machines and spare parts for net knitting factories; factories iron foundry, ironing, sheepskin coat. Near the city on the river there is a quarry for the extraction of rubble and limestone, which is sent by river to Moscow, Ryazan and Gorky for construction and the chemical industry.

In Kasimov there is a backwater and chemical workshops, where current and overhaul repairs of the fleet are carried out.

Kasimov is a wonderful summer cottage. There are all conditions for a healthy summer holiday - good swimming, picturesque surroundings.

Below Kasimov Oka makes a sharp turn again. The steamer goes with a bow for about 100 kilometers, while the direct distance between the ends of this bow (Kasimov - Elatma) is no more than 25 kilometers.

22 km below Kasimov is the village of Pochinki, located on the high right bank. On the opposite bank there is a pine forest.

Below, the Moksha flows into the Oka on the right side, which, together with its tributary Tsna, cuts through a number of grain-growing regions. The confluence of the Moksha into the Oka is not visible from the steamer, since it flows into the oxbow (old channel). Shipping is moving in a new direction.

Moksha is known for its oak forests, its channel is littered with writhing. Deadwood and black oak.

Slightly below the mouth of the Moksha, on the right bank, is the Vatazhka pier. Further interesting is the Belynskaya Prorva, along which the ship goes for 4 kilometers. Breakthrough semaphore. In addition to the coastal setting, it is furnished with buoys. The running lane is narrow, the current is fast, especially in big water.

In the distance, on the left bank of the Oka, you can see the beautifully located city of Elatma - one of the best summer cottages on the Oka. On the opposite bank, opposite the city, there is a large protected forest.

Below Elatma, the Oka enters the Vladimir region.

33 kilometers from Elatma - Dmitrievy Gory - the first steamship pier on the territory of the Vladimir region. The river valley widens considerably here. Both banks are low.

7 km below - the Shimorsky shipyard and the backwater, located on the right bank of the Oka. The factory lights are visible at night far from the pier. Here, in a pine forest, almost on the very bank of the Oka, there is a children's sanatorium.

Below, the Zhelezinka River flows into the Oka, flowing from the depths of the Murom forests through the area. rich iron ore. A group of ponds, dug by serfs, descend in terraces to the river.

Near them are the famous Vyksa factories, the pier for which on the Oka is the village of Doschatoe.

Vyksa and Doschatoe became part of the newly formed Arzamas region.

The pier is connected with the city of Vyksa by a narrow-gauge railway. In Doschaty, one of the Vyksa factories producing sheet iron.

27 km on the left bank of the Oka is the city of Murom. This is the oldest city in the river basin - it was first mentioned in 862. The Muroma tribe lived here, giving the city its name. From 1097 to 1392 Murom was the capital of the Murom Principality. Before the capture of Kazan, it was a border fortress of the Russian state, a stronghold of the struggle against the Kama Bulgarians. In the first century of its history, Murom was a Slavic city, an outpost of the struggle in the east with hostile tribes. In the 17th century construction, leather, blacksmithing and other crafts, as well as gardening (Murom cucumber, onion), were widely developed in Murom. In 1879, mechanized flax spinning appeared in Dmitrievskaya Sloboda. In the future, the development of the city was slow.

During the years of Soviet power, Murom turned into a major industrial center, a city of mechanical engineering. Murom gives the country machines, fabrics, furniture, building materials.

Under the Soviet regime, Murom railway workshops grew into a large locomotive building plant. There are two large textile factories in the city; on the way to Karacharov there is a large plywood mill.

Horticulture is widely developed in the city and its region. Murom cucumbers are very famous as the best variety of early ripening cucumbers, giving high yields. The culture of seed cucumber in the Murom region has been known for a long time.

Opposite Murom is the Oka-Lipnya pier, from which a narrow-gauge railway goes to the Kulebak plant. Above the steamship pier there is a railway bridge (Moscow-Kazan-Sverdlovsk line), opened for traffic in 1912.

In front of the bridge, 2 kilometers above Murom, is the village of Karacharovo. According to epics, Karacharovo is the birthplace of the legendary hero Ilya Muromets.

Karacharovo can be seen from the ship. In the ravines of this village, bones of a mammoth, a rhinoceros and weapons of the Stone Age were found.

15 km below Murom, a 260 km long raftable Teshi river flows into the eye.

Behind Murom, Oka again enters the meadow area. 20 km below, near the village of Blagoveshchensky, a blackening hollow is visible - the remnant of a prehistoric lake. Many old items have been found here. The Oka Valley between Murom and Pavlovo is one of the most remarkable in the USSR in terms of the richness of the remains of antiquity.

The river enters the Gorky region.

Murom is followed by local marinas on the right bank: Monastyrek, Aleksandrovo, Zhaisk. This area is interesting for a kind of handicraft - chests are made here. Somewhat lower in Varez, the production of axes and knives is developed.

From Varez on the right bank of the Oka you can see Pavlovo - one of the wonderful corners of the Gorky region, the center of an original art craft, rare in the skill of finishing metal products.

The history of this region goes back to ancient times, when here, on the wooded shore, there was one building of the carrier Pavel (as the folk legend says). With the colonization of the Volga region, Pavlov Perez found itself at the crossroads of water and land routes. Trade began to develop here, and craft workshops and forges appeared.

The working conditions of the Pavlovsk handicraftsmen were difficult. There is considerable literature about the old Pavlov.

At present, the working and living conditions of the Pavlovsk metalworkers have changed radically. The doors of schools, clubs, libraries, theaters are wide open for them. During the years of five-year plans, dozens of multi-storey buildings and public buildings were built in Pavlovo; The streets were asphalted and paved, water supply was laid.

Among the Pavlovian handicraftsmen, one often encounters native talents, real virtuosos, arousing the astonishment of researchers. The unique products of the Pavlovians can serve as decorations for the best museums in the world.

A number of remarkable products of the Pavlovtsy are in Gorky, in the museum of local lore. In Pavlov, the local museum has a wide range of works by the local craftsman Volkov. Among them is the cover for the book "Mother" by A.M. Gorky. Each cover letter is a folding knife with multiple blades. All together they form a bright amazing ensemble. There are also other works by Volkov: the knife "Hammer and Sickle" of 34 items, a fish-knife weighing 0.26 g, the "Kremlin Tower", consisting of 353 parts. In the museum you can get acquainted with surgical items made by the Pavlovians during the Great Patriotic War.

During the parking of the steamer, you can have time to see the museum and even visit the city center. By the time the steamer arrives, a kiosk with Pavlovian products (knives, scissors, etc.) opens on the landing stage.

Below Pavlova Oka makes a steep bow to the west. The shores become more picturesque; The Oka passes through the so-called Oka Gates, formed from the east by the Gorbatovskaya Luka, and from the west by the spurs of the Gorokhovets Uplands. Here, on the left side, its main tributary, the navigable Klyazma River, flows into the Oka. In terms of length, it ranks first among the tributaries of the Oka (721 km), in terms of the size of the basin (42500 sq. km) - the second (the first place is occupied by the Moksha basin).

Klyazma originates in the northwestern part of the Moscow region. On the Klyazma there are the cities of Pokrov, the regional center Vladimir, Kovrov, Mstera, Vyazniki, Gorokhovets. The Gorky railway passes through these points. On the left navigable tributary of the Klyazma - Teza is the city of Shuya.

Beyond the mouth of the Klyazma, the city of Gorbatov is soon visible, located on the inner side of the meander, so that the steamer, approaching it from above, as if goes around it. At the foot of the coast ridge, along the mountainous bank of the Oka, there is the village of Izbylets, famous, like Gorbatov, for its cherry. Gorbatovsky variety of Vladimir type cherries is one of the best domestic cherry varieties. Maroon, large, it is used to make the best varieties of liqueurs and liqueurs.

From the boat, the city is exceptionally beautiful. Here is one of the best places for summer holidays not on the Oka. There are several holiday homes around.

From Gorbatov to Gorky, there is one more stop for steamboats on the Moscow-Ufa line - Dzerzhinsk.

The city of Dzerzhinsk is the center of the chemical industry in the Gorky region. The city is heated, has a tram, water supply and sewerage. The city has a number of new buildings, a clinic, two palaces of culture, the House of Soviets.

Dzerzhinsk is located on the line of the Gorky railway (Moscow - Gorky). The railway station is 2 km from the pier. By rail from Dzerzhinsk to Gorky 32 kilometers.

Behind Dzerzhinsky, Oka makes a sharp meander to the left, then to the right and comes to a high mountain, at the foot of which Dudenevo is located, a pier for steamboats on the Moscow-Gorky line. In Dudenev there are large ship repair shops and a large backwater. The pier serves the tannery Bogorodsky district.

Having passed the Oleninskaya Volozhka, the steamer passes Doskino, one of the largest backwaters of the Volga basin. Here is the shipyard. Zhdanov.

Soon the attention of the tourist will be attracted by the reinforced concrete buildings of the automobile plant named after. Molotov. It is the largest industrial giant in the Oka. Together with the working town of the plant, it is not inferior to the pre-revolutionary Nizhny Novgorod in terms of population. In 1930, where there was a wetland, the first stone of the Gorky Automobile Plant was laid, and after 18 months the first cars began to roll off the assembly line.

There is no such corner in the Soviet Union where we would not meet a truck or car with the brands GAZ, M-1, M-4, Pobeda, ZIM - these brands are known to everyone.

From the deck of the ship coming from Moscow, we will see ships of a special design at specially equipped berths of the automobile plant, on which trucks and cars are transported. On the way, we will meet them more than once with the products of the Gorky Automobile Plant.

Next to the car factory, a new car factory district of Gorky has grown. All the streets of the town of car manufacturers are buried in greenery and flowers. We see new high-rise buildings, entire blocks of residential individual stone houses, vast buildings of schools, a new concert hall, a department store.

The newly laid out park with a large stadium is in direct contact with residential areas of car manufacturers. The park goes to the river as a wide boulevard of greenery. The lattice of the park is memorable, it undoubtedly belongs to the best examples of Soviet architecture.

Near the car plant, on the site of a swampy bog, another industrial giant was built - the greatest machine tool plant in terms of its capacity and equipment. He produces many times more machine tools than all the machine-tool factories of tsarist Russia produced.

Below the automobile plant, on the right bank of the Oka, there is the Manor, connected with the Gorky tram service, and Molitovka.

On the right, parallel to the Oka, is the canvas of the Moscow-Kazan railway. Along the banks of the Oka cargo piers. Before the construction of the Oksky permanent bridge, steamships of the Moscow-Gorky line ended their voyages here.

Ahead is a large arched reinforced concrete bridge across the Oka, built during the years of the first five-year plans instead of the old floating (pontoon) bridge.

Having passed the Oka bridge, passenger steamers of the Moscow-Gorky and Moscow-Ufa lines enter the Volga.

Tourists traveling on the steamers of these lines first get acquainted with the Volga in Gorky. Here is the Volga hub of the passenger oil and dry cargo fleet.

The city is visible from the deck of the ship from afar. As if shrouded in a light haze of fog, the terraces of houses, the greenery of gardens descending to the Volga and the Oka, emerge before the gaze of the tourist. Before you is a grandiose amphitheater of one of the largest and most beautiful cities of our Motherland - Gorky.

The publication of the Guide was prepared by Andrey Uritsk and Anatoly Talygin

Shipbuilding in the Vladimir-Suzdal Principality

Galea (Latin galea, Greek γαλέα) - a sailing and rowing vessel, specially adapted for Mediterranean sailing conditions, was used from IX to the end. 17th century as military, commercial and transport, it had a narrow and long hull up to 10 meters wide and up to 50 meters long, triangular sails and usually 26 oars from each side. The heaviest guns were located on the front special platform, the rest were on the sides. Galley in total could accommodate artillery sailors, soldiers and rowers up to 500 people. There were a number of galleys for special purposes, which was also reflected in the names of the vessel: for example, the galley of the bastard, gross, captain, liber, pianella, quarter-rat and so on.
So, for example, the Venetian trading republic sent its trading galleys to the east as part of caravans - these were the so-called “galleys of the line”. From a purely technological point of view, Galea is a galley, and in all modern European languages ​​​​galley and galley are not distinguished (English galley, Latin galea). Only in Russian is a traditional distinction made between a galley (as a warship) and a galley (as a Mediterranean trade ship).
This is explained by the fact that the two terms entered the Russian language at different times, from different sources.
Initially, the word "Galea" came into the Russian language from Byzantium, in the XII-XIII centuries, and, apparently, meant any sailing and rowing vessel (including a river one). In ancient Russian literature, it is mentioned in the "Walking of Father Superior Daniel" (XII century), and the Novgorod Chronicle I.

In historical toponymy, this word is preserved in the name of the Church of St. Nicholas on Galei in the city of Vladimir.
At the foot of the city heights, below the modern church of St. Nicholas in Galei, there was a ship pier, above the pier on a hill was placed the wooden church of the patron saint of "floating and traveling" - Nikola, mentioned in the sources of the XII century.

Regarding the types of ancient Russian courts, V.P. Kuznetsov in his book "River wooden ships" makes the following assumptions:
1. Signs of the ship: large size, high side, raised extremities, which often had carved decorations; sailing device, regardless of whether the ship was sea or river. Russian ship IX-X centuries. - a large deckless rammed boat for 40-60 people (S. 14-15).
2. A boat, unlike a ship, is a simpler smaller vessel with smaller sails, which could also be both sea and river. The term “boat” lost its nominal meaning relatively quickly due to the emergence of new ship names and the new term “vessel” from the 14th century. The boat was made entirely from a single tree trunk, or only the bottom with gates was made of solid wood, and the sides were built up by means of wooden boards (p. 15). The term "tamped" was applied to both sea and river boats and served as a designation of a constructive feature. The sea boat was always embossed, but the river boat was not, and the number of embossings of the latter was less. The size of the boat was determined by the number of naboevs (S. 16). In the form of a ship and a boat in Ancient Russia, a universal type of vessel was developed, suitable for both river and sea navigation. According to the technique of that time, when the art of sawing logs was not yet known, the type of boat of a single tree could best satisfy such requirements (p. 16).
3. In the initial period, nasad, plow, canoe, uchan and ushkuy were on a single-tree basis (p. 16).
4. Struga - at first, single-tree ships, then plank options began to appear. Single-wood plows were with and without ribs (p. 17).
5. Wuchang - a flat-bottomed river vessel (p. 18).
6. Ushkuy - either a large, or a small light and wide flat-bottomed ship with a shallow draft, sailing and oars (p. 18).
7. Pausok - a light vessel with a shallow draft, which served to pass through shallow rivers and unload large vessels. They were entirely plank (p. 18).

Typological scheme of ancient Russian river shipbuilding:
1. The shuttle dugout is the most massive river vessel, to which all types of ancient river vessels go back.
2. A simple boat-plow differed from a boat with a plank sheathing of the sides. The most common means for river transportation. Plow with a deck - uchan. This is the lowest class of river vessels.
3. Naboi, padded boat, boat with boards - structurally goes back to the lower class vessels, but has a higher carrying capacity due to the additional striping of the sides. The military variants of the embossing (nasad) and ushkuy did not differ structurally from the embossed boat, but, apparently, they had a modified equipment.
4. Pauses with carriages are typical variants of river cargo ships.

Novgorod ship

A dugout boat and a boat with a whole dugout base were a universal means of communication in Ancient Russia. Further development led to the improvement of the boat in relation to new needs (nasad) and, possibly, to the introduction of new types of ships (galley); plow and uchan served specifically for the transport of goods ...
Excavations of ancient Russian cities provide information about shipbuilding in medieval Russia. In 1976, an article by B.L. Bogorodsky, dedicated to the old Russian ship term "galley". Considering the navigation of the Vladimir-Suzdal Principality, the author comes to the conclusion that the name "galley" was applied to Russian types of ships without borrowing the type of foreign ship itself. In the annalistic report of 1182, boats and uchans (but not nasads) were apparently named that way. The palm in the application of this term to the Russian river military courts belonged to Vladimir, which, obviously, can be explained by his extensive European connections (Bogorodsky B.L. 1976. P. 265-268).

Galley galleys, according to N.N. Voronin, - the vessels are narrow and large, rowing and sailing and having a deep draft, that is, they met at home only in deep-water rivers. This ship term was borrowed from the West, thanks to the European connections of the Vladimir Principality, and applied to Russian ships of the nasad type. In assessing the characteristics of the plow and uchan, N.N. Voronin agrees with I.A. Shubin (p. 290).

The Laurentian Chronicle of 1151 for the first time mentions the river ships built by the Grand Duke Izyaslav Mstislavich to repel the attack on Kyiv by Prince Andrei Bogolyubsky. From the description, the design feature of the ships becomes clear: the rowers were covered from above with a boardwalk, on which a combat platform for soldiers was located.

Russian boat

Nasad is a boat with high sides and deck covering. It was created for the conditions of river combat and movement along narrow rivers, which necessitated the protection of rowers and warriors from unexpected coastal shelling.
The difference between the nada and the rammed boats is in the increase in capacity by means of a greater collapse of the sides and deck covering. The nasad first appeared in 1151 at the hands of Izyaslav Mstislavich, which was reflected in the famous chronicle report about boats covered with planks (pp. 288-289).
Russian ships are predominantly river boats, their evolution consists in the transition from a dugout one-tree through a padded boat and a nasad to plank ships that developed already in the post-Mongolian period ”(p. 290).

“There is a pier in Vladimir, which, by the way, is not known to every layman. This pier is near the railway. water towers on the river Klyazma. Under it - 2 dess. 760 fathoms. earth. Previously, 50 or more ships passed here, so in 1860 15 ships were loaded with 29.5 tons of goods for 45,000 rubles, 100 ships were unloaded with 900 tons for 800,000 rubles. (more bread). Recently, with the implementation of the railway. and with the shallowing of the river, no more than 20-30 ships with timber, bricks, utensils (from Gzhel) pass. It is unloaded only for tens of thousands” (Subbotin A.P., 1877).

The Klyazma River from its beginning to the border of the Vladimir province is not navigable and in many places is dammed up with dams, at which various private factories are arranged. From the border of the Vladimir province, being in its natural state, the Klyazma gradually becomes navigable, and starting from the city of Vladimir, the closer to the mouth, the more significant it is in relation to the benefits it delivers. There are five main piers on the Klyazma River: at the cities of Gorokhovets, Vyazniki and Kovrov, at the village of Mstera and a tract called Kholuysky Perevoz, near the confluence of the Teza River with the Klyazma. The sixth pier is located near the city of Vladimir, but it is very unimportant.
The number of ships passing along the Klyazma River reaches 800 or more, most of them are barges -
1. Goose, which have lengths from 12 to 26 fathoms, widths from 12 to 17 arshins;
2. Mokshans, having up to 18 fathoms in length and 14 arshins in width;
3. Kolomenki, from 14 to 16 sazhens in length and from 9 to 10 arshins in width;
4. Stripes from 6 to 10 sazhens in length and from 6 to 8 arshins in width;
5. Tikhvinki and Tezyanki, 9 fathoms long and 5 ¾ arshins wide.
On these ships, for the most part, bread of various kinds is brought from the piers of Orlovskaya, Morshanskaya, Vyshenskaya, Kopobkavskaya and Berezovaya; the importation of this product extends to 500,000 quarters. In addition, salt, bread wine, iron, alabaster, tar, and various materials for factory manufacturing establishments are delivered from different places for a rather significant amount, such as: potash, shadrik, vitriol, various kinds of dyes and horsehair.
The Klyazma River, through which all inland navigation of the Vladimir province is carried out, although in a small space, but nevertheless important, because the main product - grain stock, is obtained in significant quantities from the mentioned piers - had some places that made it difficult to navigate along it, such as then: 1. Dobroselskaya stranded 3 versts from the city of Vladimir; 2. Bogolyubovskie two shoals, 5 versts from Dobroselskaya; 3. Andreitsevskaya stranded 37 versts from Bogolyubovskaya; 4. Kunitsynskaya stranded 1 ½ verst from Andreitsevskaya; 5. Patkinskaya stranded 3 versts from Andreytsevskaya; 6. Stone ridge under the city of Kovrov; 7. Gorodets stranded 18 ¼ versts from Kovrov; 8. Venetskaya stranded 14 versts from Gorodets stranded; 9. Kisarovskaya in the 9th century. from Venetskaya; 10. Tolmachevskaya in the 4 ½ century. from the mouth of the Teza River, which flows into the Klyazma; 11. Krutitsky two shallows in the 6th century. from the mouth of the thesis; 12. Glushitskaya and Pustynskaya shoals near the same place; 13. Msterskaya stranded against the village. Mstera; 14. Krasnoyarsk in the 4th century. from Msterskaya; 15. Stranded against the graveyard of Archdeacon Stefan; 16. Lyulikhovsky shoal, at the mouth of the Lyulikh River, which flows into the Klyazma.
These shoals come from the expansion of the river bed, as well as from the division of the river stream into branches - why, in order to deepen the fairway on the shoals, where the river does not expand correctly, it narrows by means of water-constraining fascinated dams. The degree of this narrowing is determined by calculations based on the known rules of hydraulics, according to detailed and carefully made hydrometric measurements. And in those places where the shoals come from the division of the river into branches, they are blocked by fascine dams, in the belief that by turning the separated flow of water into a real bed of the river by increasing the number of channels, the shoals will have to be destroyed along it.
According to such assumptions, they have already been arranged to improve navigation along the lower part of the river. Klyazma from Vladimir to its confluence with the Oka, water-restricting and blocking branches of the river - fascinated dams, which, from experience, turned out to be very useful.
/ Vladimir collection. Materials for statistics, ethnography, history and archeology of the Vladimir province. Compiled and published by K. Tikhonravov. Moscow 1857./

Architect S.E. Evert January 8, 1885 began to draw up a project and estimate for the construction ferry through the river Klyazma and graduated on January 19th.

The heyday of Klyazma shipping occurred in the second half of the 19th century. Along the river on barges with a carrying capacity of up to 250 tons, various cargoes were actively transported. Until 1885, barge haulers could still be observed on the Klyazma, pulling these same barges (approximately, as in the famous painting by Ilya Repin). Later, towing and passenger ships went along the river.
But already to the horse. 19th century Klyazma began to shallow, the ships went mainly in the lower reaches - to Kovrov. And they reached the provincial city of Vladimir only during the flood.
With the construction of the railway and with the shallowing of the river, shipping traffic decreased by the end of the 19th century. up to 20-30 ships.

For the first time, the idea to open a water communication along the Klyazma from Moscow to Nizhny Novgorod was submitted by the Vladimir governor Osip Sudienko at the beginning. 1880s. Sudienko, in his report, complained about the reduction in shipping upstream of Vladimir due to shallowing and clogging of the channel and suggested cleaning up the fairway.
This topic has been brought up several times. In 1909, the shipowners of the Volga basin spoke in favor of the need to clear the channel of the Klyazma and proposed to install three dredges near Kovrov, in the Vladimir region and near the village of Orekhovo (the future city of Orekhovo-Zuyevo).

In 1900, according to the petition of the Gorokhovets district zemstvo assembly, the provincial zemstvo assembly instructed the provincial government to file a petition with the government to clear the bed of the Klyazma River.
This petition was initiated by the provincial government. In response to the petition, the Vladimir Governor, with a proposal dated June 24, 1901, No. 1044, informed the provincial government the following: to the petitions of the Vladimir provincial and Gorohovets district zemstvo assemblies for the government to take the necessary measures to clear the bed of the Klyazma River, they were presented at the discretion of the Minister of Railways. At present, the management of water and highway communications and commercial ports, by order for the minister and deputy minister dated July 14, No. 8032, notified that last year the department of communications produced temporary mud barriers on the side channels of the Klyazma River, which had some benefit to navigation, collecting scattered current in one direction, this year the straightening of two rifts with light stone semi-dams will begin.
However, to take more significant measures to improve the navigation conditions of the Klyazma River, consisting mainly in dredging, the Department of Communications is currently deprived of the opportunity due to the fact that the shallow water on this river occurs simultaneously with the shallow water of the Oka River. On the Oka River, there are only three dredges, which are far from being able to cope even with the rifts of the lower and middle Oka, which is why it is necessary to have a special projectile dedicated exclusively to this river to clear the shallows of the Klyazma.
The amount required for the construction of such a projectile is contributed by the board of the Moscow District to the proposal of work for the next year 1902 ...
On January 9, 1903, for No. 57, the provincial council was presented to the Vladimir governor with a request to give him further direction and to honor the council with a notification about the next.
In response to this petition, the governor, with a proposal dated March 10, 1903, No. 547, notified the provincial government that in response to the petition of the provincial zemstvo for clearing the bed of the Klyazma River, the department of internal waterways and highways notified him that in 1901 at the Archdeacon and the Tezyansky rifts of the Klyazma River in matters of straightening them, stone semi-dams were erected, and karche-lifting work was carried out over a total length of 1806 versts, with a total of 332 karches taken out. It was not possible to prepare a special dredging projectile for the Klyazma River due to the lack of funds allocated for this; in view of this, the improvement of the most difficult for navigation rifts of the Klyazma River of the Archdeacon, Tezyansky and Nizhe-Balinsky in 1902 was carried out by a dredge, temporarily transferred from the river. oki.
At the same time, the aforementioned department added that the Ministry of Railways was unable to take more significant measures to improve the navigation conditions of the Klyazma River due to the extremely limited funds allocated.

In 1912, one of the Vladimir steamboat owners raised the issue of connecting the Klyazma Canal to the Moskva River for navigation. In 1917, despite the revolutions, specific proposals were developed to create a new water system from Nizhny Novgorod to Moscow with the Klyazma lock and to create a harbor and creek in Kovrov for the wintering of ships.

Convenient bridges have been made across rivers and ravines; a floating bridge across the Klyazma (200 ar. Length and 12 ar. Width), which is bred for ships, is dismantled for winter and spring; 2 stone bridges across Lybid, a bridge across the Soldier's ravine and 8 wooden bridges. In order to remove obstacles to communication during the flood of the Klyazma, since 1878, the construction of a dam to the sands has been started. So far, about 50 thousand rubles have been allocated.” (Subbotin A.P., 1877).

Motor ship "Alexander Nevsky", cruising along the Klyazma on the route Vladimir - Spas-Kupalishche. 1959

In the photographs of Klyazma near Vladimir in 1950-60, two details are striking: the almost complete absence of vegetation on the banks, and the abundance of a wide variety of floating craft moored near the railway station, under the Assumption and Dmitrievsky Cathedrals. Walking along the river with a breeze on a motorboat or working with oars on a kayak or punt was one of the most favorite types of recreation for Vladimirians in those days. After work and on weekends, the working people hurried under the railway bridge on Rabochey Descent to the pier of the Klyazma operational site, where the boats were moored.

The operational area - more than 30 ships - was engaged in cargo transportation, mainly sand, and also rolled passengers and tourists. They rode on boats, on the passenger "veranda" with the tugboat "Sergey Tyulenin", which was moving at a speed of 5 kilometers per hour, on the ship "Zarnitsa", which arrived in Vladimir in 1973 from Astrakhan.

Personal boats were moored nearby. There were so many of them that in the newspapers of the 1960s they even wrote that boats spoil the southern panorama of the city. “The left bank of the river is dotted with boats of the most bizarre shapes and sizes. Each boat owner arranges his own “pier”, regardless of whether it fits in with the ensemble of the city. With the opening of navigation, this entire armada comes to life, rushing along the river, competing in speed, engine power, interfering with navigation.
If the slow-moving "Sergey Tyulenin" boatmen could safely catch up and overtake, then with the "Zarnitsa" these maneuvers no longer took place. All owners of small boats were warned to immediately leave the fairway as soon as they see the ship or hear its signals.

In 1976, Vladimirgrazhdanproekt, commissioned by the OSVOD Regional Council, developed a project for a parking base for 1,000 ships of a small fleet on the right bank of the Klyazma, opposite the railway station. The water area of ​​the base was arranged in the Klyazma floodplain, cut off from the river by a dam. It was planned to install 16 70-meter long piers in the harbor - 8 on both sides, slipways with electric winches - inclined coastal platforms for launching ships into the water, access stairs to the piers, a crane. In addition, areas for winter storage of piers and ships, 1000 lockers for storing inventory, a checkpoint at the entrance to the harbor, a checkpoint at the entrance to the territory of the harbor, searchlight masts, an observation tower, underground fuel tanks, filling stations, transformer substation, repair shop, control room, as well as 3 flagpoles, and even latrines.
The project of the architects Nikolaev and Pribbe, which was undertaken by the Vladpromstroy and Vladspetsstroy trusts, was mainly implemented due to the “extra-limit capital investments of the city of Vladimir”. True, in order to save money, changes were made to the project: cheaper types of fastenings were used for bank protection, they did not pave the bottom of the harbor with stone, they reduced the length of the berths and the width of the sidewalks between the lockers.
With the construction of the base, the boats moved from the left bank to the right in the harbor. There was a charge for mooring. In the lockers - brick sheds, locked with a padlock, they kept motors from boats, fuel and lubricants, hiking clothes and shoes, as well as what was needed for a good rest on the waters. Near their sheds, the boats were laid down for the winter, and in the spring, with the help of electric winches, they were again lowered into the harbor.
The base of the Vladimir water-motor club "Horizon", formed in 1976, settled in the administrative building, under the auspices of which they began to unite all boat owners who moved to the new harbor. This "will allow not only to restore order on the banks of the Klyazma, but also to conduct mass organizational and educational work on a broad front," the Vladimir newspapers wrote. Any owner of a small boat who paid dues could become a member of a club that has its own charter, emblem, badge, pennant.
In addition, this building, similar to a steamboat, housed methodological and technical rooms, where motorboat drivers and OSVOD workers were trained, medical rooms, radio rooms, diving, photo laboratories, dryers, showers, and repair shops.
There were plans to organize an exhibition pavilion for demonstrating ships and motors, a cafe "Neptune", a kayak pavilion, a sports town, and a hotel for travelers floating along the river.
These plans were no longer destined to come true. After perestroika, hard times began for the base. Now it makes a depressing impression - the administrative building has been abandoned, the OSVOD archive, machine tools, and furniture are still lying around in its premises. The lockers were opened, looted and turned into a dump. Here and there near them, on the overgrown paths, leaky and rotting boats have grown into the ground. Descents to the piers are falling apart, the piers are destroyed. At the former landing stage on a leash there are about a dozen boats, including those belonging to GIMS.

Boat "Zarnitsa", 80s.

BEACHES

All beaches and bathing places near the city of Vladimir in Soviet times were assigned to plants and factories, which, according to the decision of the city executive committee, were supposed to provide measures to save people on the waters

In the “pre-Ministry” Soviet era, ensuring the safety of vacationers on the water fell on the shoulders of social activists, OSVOD activists, members of the Red Cross society, medical workers, district headquarters of the DND, district committees of the Komsomol, heads of factories, schools and pioneer camps.
Measures to ensure safety in recreation areas for the upcoming swimming season in Vladimir were prescribed in the decisions of the executive committee of the Vladimir City Council of People's Deputies, which was published in April of each year.
One of these decisions of 1979, signed by the chairman of the city executive committee, Robert Magazin, is at the disposal of the editors. Attention is drawn to the number of official bathing places in the regional center and the issue of assigning city reservoirs to numerous enterprises and institutions of Vladimir to organize the protection of people's lives.
Until May 15, 1979, the executive committee obliges all factories and organizations of the city to create and equip departmental posts on lakes and ponds and establish daily duty on them from 11:00 to 21:00 from May 15 to September 1 of two or three people.
The appendix to the decision of the executive committee contains a list of enterprises and organizations that set up departmental rescue posts in 1979.
The Sodyshka pond is assigned to the Vladimir Tractor Plant, the lake in Semyazino is assigned to the Central Design and Technological Bureau (TsPKTB) and the Foot and Mouth Institute, Glubokoe Lake and other bodies of water in the Country Park, including a sand pit (the so-called children's beach) , behind the plant "Elektropribor".
The supervision of the bathing place on the Rpen River in the area of ​​the bridge on Pekinka (200 meters to the right and left of it) was entrusted to the Teplichny state farm, behind the Gusinka lake - to the Vladimir ceramics plant.
Klyazma was divided by the Vladimir electrical networks (in the area of ​​​​collective gardens near the village of Lemeshki), the Reinforced Concrete Structures Plant (“Rakhmanov crossing at a distance of 1 kilometer downstream to the turn at the white leading sign on the left bank”), the Vladimir Chemical Plant (“from Staritsa downstream 1 km behind Rakhmanova crossing"), Tochmash plant ("200 meters below the CHPP beach downstream to Staritsa"), Vladimirskaya CHPP (200 meters below the CHPP beach upstream to the parking lot of boats of the Volna club), Avtopribor plant ” (“from the parking lot of the boats of the Volna club to the bay near the city beach”, Vladimir DSK (“the bay of the Horizon club and the sand mining bay”), the city rescue station (“from the bay upstream to the city water pump”), association "Tekhnika" ("from the city pumping station upstream to the beach at the so-called "cow sands"), VEMZ (from "Cow sands" to the turn of the river behind the VEMZ beach 800 meters upstream).

The old channels of the Klyazma, inhabited by camp sites, were assigned to the recreation establishments themselves: Chernovskoye Lake - to the directorate of the Ulybyshevo camp site and the regional council for tourism and excursions, Rakhmanovskaya oxbow - to the directorate of the Ladoga camp site, the oxbow lake in the area of ​​​​the camp site of the Vladimir branch of the railway - to the leadership of this camp sites.
The note to the application states that the stations should operate daily "With diving mode from 9:00 to 20:00 within a radius of 1400 meters, without diving mode - from 20:00 to 9:00 within a radius of 400 meters within the boundaries of fixed areas" .
In addition to the permanent duty officers at posts on Saturdays and Sundays, 1-2 patrols of 2 people in each of the trained OSVOD officers were to walk along the coast.
By the same decision of the city executive committee, it is prescribed to ensure public order in places of mass recreation for public figures, the navigation and technical inspection, and the executive committees of the city's district councils. Gorzdrav was instructed to ensure the duty of doctors on the most popular Vladimir beaches on weekends from 11:00 to 20:00.
The executive committee assigns the equipment of city beaches on Klyazma, Lake Glubokoe and a sand quarry in Zagorodny Park to the Vladimir DRSU. The pool in the same sand pit was to be equipped by the Elektropribor plant.
In addition, VTZ, VEMZ, Tochmash, the Tekhnika, Elektropribor, Avtopribor and VHZ associations were obliged, according to the approved schedule, to allocate a passenger car or minibus to the OSVOD City Council if necessary.
The city executive committee also took care of the organized transportation of children to the bathing places:
“To oblige (director) of the trolleybus department / t. Ilyushkin E.P. / From June 1 to August 30, 1979, at the request of the heads of urban pioneer camps, organize the transportation of children in transit trolleybuses according to the tariff to Zagorodny Park.
The city authorities did not forget about propaganda work either. To the head of the city film directorate Tunikov I.D. was instructed "to organize a systematic screening of films on OSVOD topics in cinemas, houses of culture and clubs of the city."
Author: Dmitry Artyukh Murom outpost. Bridge over the Klyazma
Fishing in the Klyazma, called Grom Waterways of communication of the Vladimir province in the middle. 19th century

Copyright © 2015 Unconditional Love

It is known that the Eastern Slavs began to sail the Black and Mediterranean Seas as early as the 6th-8th centuries. They were skilled shipbuilders. The campaigns of the Kyiv prince Oleg with his retinue to Constantinople in 907 proved the seaworthiness of Slavic ships. The Tale of Bygone Years tells about other sea campaigns. Under Prince Igor, Russian squads on more than 500 ships sailed the Black, Azov, and Caspian Seas, dragging ships from the Don to the Volga and back. The ships of the Slavs were called skedii, boats and ships. Lodya was a fairly large vessel, which housed 40 or more people. To increase the capacity, boards from boards were built up on the sides of the hull made of whole wood. Vessels with plank sheathing were called embossings, ships with flat sheathing were called nasads. The lodya carried a larger, richly ornamented canvas sail. The rowers took shelter from the sun under a canopy.

Novgorod ship

After the release of Novgorod land from Kievan Rus (1136), an independent feudal republic was formed in the basin of Lake Ilmen. Its capital "Mr. Veliky Novgorod", located at the junction of trade routes "from the Varangians to the Greeks" and the Volga, became one of the important points of foreign trade and original shipbuilding in Russia. Trade relations of Novgorod spread from Flanders and the cities of the trade and political union of the Hansa (which included Novgorod) to Astrakhan and Constantinople. Already in the 13th century, strong nautical deck sailing Novgorod beads, ushkis, shitiki and other vessels, which could take in their holds up to 6-6.5 thousand pounds of cargo, that is, about 100 tons (according to some sources - up to 200 tons of cargo). The shipbuilders of ancient Novgorod used tools that were quite perfect for their time: axes, chisels, drills, scrapers, adzes. Iron was “boiled” from local ores, and metal fasteners were widely used. The length of the Novgorod ship is about 20 m, width 4.5-5.5 m, draft 2 m. One straight sail with an area of ​​70-80 m2, ornamented with a stylized cross, was raised on a removable mast. In case of calm, oars were used. The ship's bottom accommodated 25-30 crew members and 15-20 soldiers.

Rook Pomeranian

For navigation in the ice, the Pomors built especially durable ships, in particular, sea (overseas) boats intended for long-distance voyages. Pomeranian boat of the XIII century was a type-setting deck vessel with a transom stern and a hinged rudder. The hull was divided by transverse bulkheads into three compartments with hatches on the deck. In the aft compartment there was a cabin of the feeder (captain) and sailing tools were stored, in the bow there was a team of 25-30 people and there was a brick oven for cooking, in the middle compartment there was a cargo hold up to 4 m deep. The carrying capacity of a large boat is up to 200 tons (in at the beginning of the 16th century - up to 300 tons), length - 18-25 m, width 6-8 m, side height 2.5-3.5 m, draft - 1.5-2.7 m. The boat had a bowsprit and three masts: the first two with direct sails, the last with gaff. The sail area reached 460 m2, which made it possible to pass up to 300 km per day with a fair wind. On large boats there were two anchors weighing up to 0.5 tons each and, in addition, one spare. Anchor ropes 140 m long were made of leather, later of hemp. Anchors were selected manually with an ordinary collar. At the beginning of the 15th century, the Russian boat fully met the requirements for a sea sailing vessel. On such ships, Novgorod sailors went fishing from the mouth of the Northern Dvina to Grumant Island (Spitsbergen) at a distance of 2000 km and successfully made long-distance voyages around the Scandinavian Peninsula to the mouth of the Neva and further to the ancient city. The construction of boats was stopped in Russia at the beginning of the 18th century.

Koch Pomeranian

Koch - an old Pomeranian sailing and rowing vessel of the 11th-19th centuries. It had characteristic contours for ice navigation, was equipped with a mast, a mounted rudder and oars. At first, kochi were built without the use of metal: sheathing boards were sewn with straps to a set of hulls fastened with wooden dowels. The length of such a vessel was 10-15 m, width 3-4 m, draft 1-1.5 m. With a fair wind, a straight sail was set, sometimes made of skins, which allowed it to develop a speed of 6-7 knots. In the XVI-XVII centuries, this type of vessel spread beyond the Urals to Siberia, having undergone major changes. The length of the koch increased to 20-25 m, the width to 5-8 m, the draft to 2 m. The vessel could accommodate 10-15 crew members and up to 30 fishermen. Kochi for the "sea course" was built very firmly. The set was fastened with iron nails, bolts and staples. The grooves and joints of the skin were caulked with tarred tow, filled with pitch and covered with slats on the brackets. More than 3,000 special brackets were required to completely “spread out” the koch. About 1000 m of various ropes were needed. A sail 14 m high was sewn from separate panels - with a total area of ​​over 230 m2. At the end of the 16th - the beginning of the 17th centuries, they began to build stacked deck large three-masted koches. On these ships, a steering wheel was used to steer. In the stern they arranged a "breech" - a small cabin for the feeder (captain) and the clerk. The crew and galley were located in the hold. To raise the anchor from the water on the tank there was a gate (manual capstan). With fair winds, the ship sailed up to 250 km per day.

The first Russian sailing ship "Frederik"

The reign of Mikhail Fedorovich in 1634 was marked by a historic event: an embassy of the Duchy of Schleswig-Holstein arrived in Moscow with an unusual mission. At the request of the duke, the embassy received permission from the Russian tsar to build ten transport ships and sail along the Volga and the Caspian Sea to Persia (Iran) to purchase silk. In the charter of the tsar, issued to the Nizhny Novgorod governor and the ordering clerk, conditions were set: “They will build ships in our land, where they will find such forests that are suitable for that business, and they will buy that forest from our people by free trade, and carpenters for that ship business , to their shipwrights for an increase to hire our subjects willing people, to pay them under the contract ... and the first thing is not to hide shipbuilding from those carpenters. Construction of a bicycle shipyard in Nizhny Novgorod. In the summer of 1636, the ship was built, named after the Duke of Holstein "Frederick", and the flag of the duchy was hoisted on it. The ship is flat-bottomed, three-masted, sailing. Its length is 35 m, width 12 m, draft 2 m. In calm weather, the ship could move with the help of twelve pairs of large galley oars. The ship was armed with several cannons. When setting sail, there were 15 officers, 27 sailors and 78 members of the embassy on board. The appearance on the Volga and the Caspian of "Frederick" caused a huge sensation. However, during the very first voyage, the ship got into a storm and was washed ashore near Derbent. The construction of other transport ships did not take place.

Boat of Peter I

The boat of Peter I is a small oak deckless single-masted sailing and rowing vessel. It is believed to be made in England. The date of its construction is unknown; it was delivered to Russia in the 40s of the 17th century. The displacement is about 1.3 tons, length 6 m, width 1.97 m. In May 1688, the boat was repaired, and the young tsar sailed on it along the Yauza River and on the Millet Pond in Izmailovo. Then the boat was transported to Pereslavskoye (Plescheyevo) Lake. With these sailing trips, the future emperor's serious passion for shipbuilding and naval sciences began. Botik, in the words of the king, was a "fruitful seed" for the Russian fleet. Until 1722, it was kept in Moscow, and then it was solemnly delivered to St. Petersburg. In honor of the victories of the Baltic Fleet in the Northern War in the summer of 1723, the small boat was transported to Kronstadt, launched, and under the imperial standard it passed along the line of warships anchored in the roadstead. The boat was commanded by the first general-admiral of the Russian fleet F. M. Apraksin, the emperor himself stood on the steering wheel, and his closest associates sat on the oars. At a gala dinner in honor of the victory over the Swedes, Peter I called the boat the grandfather of the Russian fleet. In the same year, the ship was placed "for eternal storage" in the Peter and Paul Fortress. However, it did not become an "immovable" relic. Several times it was publicly demonstrated at celebrations in honor of significant events. Currently, the boat is stored in the Central Naval Museum in St. Petersburg.

Arkhangelsk merchant ship

Simultaneously with the construction of warships, Peter I took measures to create a marine transport fleet. During a second visit to Arkhangelsk in 1694, he ordered the construction of "ships for maritime affairs" (that is, for trade purposes). The construction of the first merchant ship was completed in 1697. After that, the construction of six merchant ships was simultaneously started at the Solombala shipyard. In all likelihood, they were built according to a drawing brought from Holland by the ship "St. Prophecy”, and were a kind of kata. The underwater part of the pine forest hulls was tarred with "thick pitch". The characteristic features of the Solombala kats were a more modest poop superstructure - a “breech”, which was used for housing the skipper and his assistants, and the presence almost at the very waterline, to the left of the sternpost, a “window for hauling timber”, a kind of lazport for receiving timber directly from the water. Two large hatches served for loading other goods (in Pomeranian - “created”): one on the waist, the other on the quarterdeck. The choice of anchors on Russian merchant ships was carried out by a simple wooden gate, located immediately behind the foremast. The vessels had full bow contours, a straight (transom) stern and a width-to-length ratio close to four: the maximum length was 45.33 m, the width without sheathing was 10.74 m. The freeboard amidships was 4.72 m. The carrying capacity of the vessel reached 840 tons. To repel possible attacks by privateers, from 8 to 37 small-caliber guns were installed on the ship, for which ports with iron-hinged bolts were cut into the sides.

Sailing and rowing frigate "Apostle Peter"

The Azov campaign of 1965 finally convinced Peter I that without the presence of a fleet, he would not be able to capture even a relatively weak seaside fortress. The city of Voronezh became the center of shipbuilding. Here, at the shipyard, 15 versts from the confluence of the Voronezh River with the Don, in April 1696, the 36-gun sailing and rowing frigate Apostol Pavel was launched.

The length of the frigate is 34.4 m, the width is 7.6 m. The ship was flat-bottomed. The sides in the upper part of the hull collapsed inward, which made boarding difficult. The quarterdeck was open, on the cut forecastle there were platforms to accommodate the boarding team. The ship had three masts with topmasts and a bowsprit with a vertical jib. Focal and mainsail were lower sails and topsails. There was only mizzen on the mizzen mast. In addition, there were 15 pairs of oars in case of calm and for maneuver. "Apostle Peter" for 14 years served quite successfully as part of the Azov fleet. In 1712, after the unsuccessful Prut campaign, it ceased to exist.

Frigate "Peter and Pavel"

In order to create a coalition to fight against Turkey for access to the Black Sea, in the spring of 1697, Peter 1 sent a "great embassy" to Holland, England and Venice - the maritime powers of that time. Together with the embassy, ​​more than 100 people were sent to study shipbuilding and maritime affairs. The group of volunteers under the name of Peter Mikhailov included the tsar himself. For about five months, Peter worked hard, he learned everything he could, learned all the tricks of a complex specialty. The tsar participated in the construction of the frigate "Peter and Pavel" from its laying down and almost to the end of the work. The construction was supervised by the shipbuilder of the East India Company Garrit Claes Pohl.

The main dimensions of the ship: maximum length 32.85 m, waterline length 27.3 m, width 7.2 m, draft 2.75 m. Up to 40 guns could be placed on one closed and open deck. Upon completion of work at the shipyard, the master issued a certificate to Peter I, which noted that he “... was a diligent and reasonable carpenter ... and not only ship architecture and drawing plans ... studied thoroughly, but also enlightened these subjects to such an extent, as much as we ourselves understand them. The knowledge of ship science at the shipyards of Holland, and then at the shipyards of England, allowed Peter I to personally design many ships and had a positive effect on the construction of the Russian fleet.