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

Krusenstern (barque)

Krusenstern
PADUA, renamed 1945


Service:	Hamburg (1926-34) Hamburg (1934-46) Riga (1946-81), Tallinn (1981-91) Kaliningrad (1991-)
Vessel class and type	KM-1
Sailing type	barque
Manufacturer	Joh. C. Tecklenborg Werft (Bremerhaven)
Commissioned	August 20, 1926
Main characteristics
Displacement	for summer GVL 5805 t
Upper deck length	114.5 m
Midship width	14 m
Draft	7 m
Deadweight	1645 t
Travel speed	17 knots (limited by driving manual)
Crew	120 (cadets) + crew and officers

"Kruzenshtern" - four-masted barque, Russian training sailing vessel. Built in 1926 in Bremen (Germany), when launched it was named Padua, became the property of the USSR through reparations and was renamed in honor of the famous Russian navigator Admiral Ivan Fedorovich Kruzenshtern. The ship's home port is Kaliningrad. The ship made numerous transatlantic and round-the-world expeditions.

Technical data

Launching: June 23 under the name Padua (Padua), as the last four-masted barque of the Flying-P-Liner series
Shipyard: Johann C. Tecklenborg in Wesermünde (Bremerhaven)
Serial number: S.408
Shipping Company: F. Lajes, “Flying P-Liner” series
Overall length: 114.50 m
Overall width: 14.04 m
Summer waterline draft: 6.27 m
Side height: 8.48 m
Sail area: 3400 m²
Mast height: 55 m above deck
Power of two engines: 1472 kW
Sail speed: 17 knots
Engine speed: 10 knots
Number of decks: 5
Number of bulkheads: 7
Crew: 70 people
Number of cadets: 120 people
Main engine (qty*kW, brand): 2*736, 8NVD 48A-2U
Rowing device (qty*type): 2*Fixed pitch propeller, solid cast, four-blade
Steering device: rudder feather
Auxiliary diesel generator (number*make): 4*MAN Nutzfahrzeuge AG, D 2866 LXE 30, output power limited to 135 kW due to the characteristics of the exhaust tract, installed in 2*2005 and 2*2009

Story

Barque Padua was laid down on June 24, 1925 at the Johann Tecklenborg shipyard in Geestemünde (now Bremerhaven) under the serial number S.408, the equipment was installed at the Blohm & Voss shipyard in Hamburg. It was consecrated and launched on June 23 and on August 30 of the same year, under the command of Captain Karl Schuberg, it set off on its maiden voyage.

The Johann C. Tecklenborg shipyard received this order because it already had extensive experience in building giant sailing ships. She already had on her account both five-mast Potosi and Preußen, as well as four-mast Placilla, Pisagua and Pangani.

"Padua" belonged to the famous series of sailing ships, which had the general name “Flying-P-Liner”, the names of all ships in this series began with “P”: “Pangani”, “Petschili”, “Pamir”, “Passat”, “Pommern”, “Beijing”, “Potosi”, “Prussia” (Preußen). This series of ships was built by the Hamburg shipping company F. Laeisz" (F. Laeisz). All these ships wore a blue pennant with the initials of the company FL. The ships were used on the Europe-Chile line, which the sailors called in the English manner, peculiarly translating the initials of the company, as Flying Liner. The letter “P” was added to this name, since the names of all ships in this series began with this letter. This is how the name Flying-P-Liner was formed.

At the moment, of the entire series, the only one that remains in service is "Kruzenshtern". In 1946, after World War II, the barque "Padua" passed to the Soviet Union as reparation and received its current name - "Kruzenshtern".

"Kruzenshtern" refers to the so-called “windjammers”. The name “windjammer” comes from the English “to jam the wind”, which means “squeeze the wind”, in the sense that the sailboats of this series were the fastest, they seemed to squeeze all the speed out of the wind.

During voyages to South America and Australia, the ship set voyage speed records: from Hamburg to the Chilean port of Talcahuano, around Cape Horn, in 87 days, and back in 94 days. Flight from Hamburg to Port Lincoln (Australia) in -1934 - 67 days.

In 1926, captain "Padua" was Karl Schuberg (German) Carl Schuhberg). In / years "Padua" under the command of Captain Richard Wendt (German). Richard Wendt) made a record-breaking speed voyage along the route Hamburg - Chile - Australia - Hamburg in 8 months and 23 days. Under the command of Captain Jürgen Jurs (German) Jürgen Jürs) barque "Padua" circled Cape Horn four times. Jürgen Jurs died on the day the ship was handed over to the Soviet Union.

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

After a major overhaul completed in 1961, for five years the expeditionary oceanographic vessel “Kruzenshtern”, as part of a large group of other vessels, carried out research work in the Atlantic Ocean under the program of the USSR Academy of Sciences and at the same time provided maritime practice for cadets of naval educational institutions.

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

"Kruzenshtern" in Bremerhaven in 2005

In 1983, the Kruzenshtern UPS was transferred from the Baltic detachment of training ships in the port of Riga to the production association of the fishing industry "Estrybprom" in the city of Tallinn (ESSR).

In 1991, according to the order of the Ministry of Fisheries, the ship was transferred from the Estrybprom association in Tallinn to the Kaliningrad Higher Marine Engineering School (KVIMU) in Kaliningrad.

Today bark "Kruzenshtern" belongs to the Baltic State Academy of Fishing Fleet of Russia and is used for educational purposes. Bark regularly participates in international sailing regattas. Kruzenshtern achieved its greatest success in international regattas in 1992 in the regatta dedicated to the 500th anniversary of the discovery of America. "Kruzenshtern" won the race from Boston to Liverpool. During this race, he reached a record speed of 17.4 knots (32.4 km/h).

Already in the Soviet Union, the bark "Kruzenshtern" under the command of captains P.V. Vlasov and N.T. Shulga made voyages from the Baltic Sea to the Black Sea.

Captains

Captains of Padua

Carl Schuberg - Aug.1926 - Jan.1928
Hermann Pienig Apr.1928 - Oct. 1930
Robert Clauß Dec. 1930 - Feb. 1932; Oct.1935 - May 1937
Jürgen Jürs Oct. 1933 - May 1935; May 1937 - May 1938
Richard Wendt May 1938 - Dec. 1940
Otto Schommartz Apr.1941 - Jan.1946

Captains of the Kruzenshtern

P. V. Vlasov, 1961-1972
G. G. Savchenko-Osmolovsky
N. T. Shulga
I. G. Schneider, 1976-1984
V. T. Roev
V. A. Tolmasov
J. A. Semelteris
A. B. Perevozchikov
G. V. Kolomensky, 1983-1995
O. K. Sedov, 1995-2007
M. V. Novikov, 2007 - to present time

Around the world travel and expeditions

First circumnavigation 1995-1996 Second circumnavigation 2005-2006

It was dedicated to the 60th anniversary of Victory in the Great Patriotic War and the 200th anniversary of the circumnavigation of Russian ships under the command of I.F. Krusenstern. Bark set out on a round-the-world expedition from St. Petersburg on June 24, 2005. "Kruzenshtern" took part in the Tall Ships Race 2005, calling at the ports of St. Petersburg, Ireland, England, Spain, Portugal, the Canary Islands, Uruguay, Argentina, Mexico, and Hawaii.

International transatlantic expedition 2009-2010

It was dedicated to the 65th anniversary of the victory in the Great Patriotic War, the 90th anniversary of the formation of the fishing industry in Russia and the 60th anniversary of the first Russian herring expedition. During the expedition, the ship took part in the transatlantic regatta Atlantic Challenge - 2009, visiting the ports of Spain, Bermuda, the USA, Canada, Iceland, Holland, Germany, Belgium, Panama, Mexico, Venezuela and Cuba. On May 9, 2010, on the day of the 65th anniversary of the Victory, the ship returned to its native Kaliningrad. After the stern of the two stages of the voyage, about 39,000 miles and 299 days remained, a third of the route was covered under sail.

Prizes

1974 Soviet sailing ships "Kruzenshtern" And "Comrade" for the first time took part in the international sailing regatta Op Sail-74 (“Operation Sail-74”) on the Baltic Sea. In the race Copenhagen (Denmark) - Gdynia (Poland) "Kruzenshtern" won 4th place. The captain then was I. G. Schneider. "Kruzenshtern" was awarded a silver model of the sailing ship Cutty Sark for the greatest contribution to the development of international cooperation, mutual understanding and friendship between young people from different countries of the world. In the entire thirty-year history (1974-2003) of the existence of this most prestigious award for vessels of the sailing training fleet "Kruzenshtern" is the only Soviet and Russian sailing ship to win the “Cutty Sark” prize.

1976 Barque "Kruzenshtern" took part in the international sailing regatta "Op Sail-76", dedicated to the 200th anniversary of the US Declaration of Independence. In the first race Plymouth (England) - Santa Cruz de Tenerife (Canary Islands), the ship took 2nd place. In the race across the Atlantic Ocean from Santa Cruz de Tenerife to Bermuda the bark took 2nd place in the race along the route: Bermuda - Newport (USA) the ship was 9 m. The captain of the ship was I. G. Schneider.

1978 The vessel took part in the international sailing regatta Op Sail-78 in the North Sea. In the race Oslo (Norway) - Harwich (England) he took 1st place. The captain then was J. A. Smelteris

1980 Bark took part in the international sailing regatta Op Sail-80 on the Baltic Sea. In the race Kiel (Germany) - Karlskrona (Sweden) he took 4th place. The captain of the bark was A. B. Perevozchikov.

1984 "Kruzenshtern" took part in major international maritime events dedicated to the 450th anniversary of the voyage of the Frenchman Jacques Cartier to Canada, which took place in the ports of Halifax, Quebec, Alfred. In the transatlantic race for the World Cup of Canadian Ports on the route Sidney (Nova Scotia) - Liverpool (England) bark "Kruzenshtern" took first place in class “A” and throughout the fleet. The captain then was G.V. Kolomensky

1986 Barque "Kruzenshtern" took part in the international sailing regatta Cutty Sark Tall Ships Races-1986 in the North Sea. In the race Newcastle (England) - Bremerhaven (Germany) - Larvik (Norway) - Gothenburg (Sweden) the ship took 1st place. The captain of the ship was G. V. Kolomensky

1989 The sailboat took part in the international sailing regatta Cutty Sark Tall Ships Races-1989 in the North Sea. In the race London (England) - Hamburg (Germany) the barque took 2nd place. The captain of the ship at that time was G.V. Kolomensky.

1990 The ship took part in the international regatta Cutty Sark Tall Ships S Races-1990. In the race from Bordeaux (France, Bay of Biscay) to Zeebrugge (Belgium, English Channel), the ship took 2nd place. The captain of the ship was G.V. Kolomensky.

1992 "Kruzenshtern" took part in a global maritime event - the Grand Regata Columbus-92 Quincentenary, dedicated to the 500th anniversary of Columbus’s voyage to the shores of America. Several races were held as part of the regatta. In the first race along the route Lisbon (Portugal) - Cadiz (Spain) "Kruzenshtern" took 3rd place among class A ships." In the passage across the Atlantic along the route Cadiz (Spain) - Canary Islands - Puerto Rico (USA), the bark finished seventh. In the transatlantic race Boston (USA) - Liverpool (UK), the ship took 1st - 1st place in this race. "Kruzenshtern" reached a record speed for the entire period of its operation since 1961 - 17.2 knots. The captain of the bark was G.V. Kolomensky.

1994 The ship took part in the international regatta Cutty Sark Tall Ships Races-1994. In the race Weymouth (England, English Channel) - La Coruña (Spain, Bay of Biscay) the ship took 1st place. The captain of the ship was G. V. Kolomensky

1995 Bark took part in the international regatta Cutty Sark Tall Ships Races-1995. In the race Edinburgh (Scotland) - Bremerhaven (Germany) the ship took 1st place. The captain then was G.V. Kolomensky.

1998 Barque "Kruzenshtern" took part in the international regatta Cutty Sark Tall Ships Races-1998. In the race Falmouth (England, English Channel) - Lisbon (Portugal, Atlantic), the ship took 1st place. In the race Vigo (Spain) - Dublin (Ireland) the barque took 3rd place. The captain of the ship was O.K. Sedov.

1999 The sailboat took part in the international regatta Cutty Sark Tall Ships Races-1999. In the race Saint-Malo (France) - Greenock (Scotland) the ship took 4th place. In the race Lerwick (Scotland, Shetland Islands) - Aalborg (Denmark) the barque took 3rd place. The captain of the ship at that time was G.V. Kolomensky.

2000 "Kruzenshtern" took part in the international transatlantic regatta Tall Ships Races-2000. In the race Southampton (England) - Cadiz (Spain) "Kruzenshtern" took 3rd place. In the race across the Atlantic on the route Cadiz (Spain) - Bermuda, the ship took 3rd place. The captain of the ship was O.K. Sedov. In the transatlantic passage Halifax (Canada) - Amsterdam (Netherlands), the barque took 1st place. The captain of the bark was G.V. Kolomensky.

To the cinema

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

barque "Padua"

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The body color has been the same since 2004 - black and white. The spar, as can be seen on the Kruzenshtern, is yellow, and on the Sedov it is red-orange. These can be considered "company colors".
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The Kruzenshtern also has 5 decks and 7 bulkheads. Only the forecastle deck, here called the boat deck, is much longer, reaching almost to the poop deck (bow). In the article about the History of Sedov there is a picture of how the size of this deck has evolved over the years - initially on the Sedov it was very short. I don’t know when such a long tank appeared on the Kruzenshtern. In addition to the visual differences, this is also important because it is under this deck, on the Main deck, that the main living and public spaces of the ship are located, which means their area on the Kruzenshtern is noticeably larger.
If you stand on this ladder (slightly to the right of the center of the photo) on the Sedov, a completely different picture will appear -
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View from the navigation bridge to the stern.
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However, the most important differences, essentially, are related to the control of the bark - the rudder and the navigation station. An “autopilot” was installed on the Kruzenshtern and this affected many things. The steering post with the steering wheels on the Kruzenshtern is not real, fake, fake! The steering cables have been dismantled. It was left only as “the place next to which everyone takes pictures.” Alas.
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Notice also how close the steering wheel is located to the chart room. When he was real, you could only steer by being on his side.
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The emergency helm station is not located in the tiller compartment on the main deck, but outside on the boat deck, and behind it there is this “coffin”.
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Inside the steering gear.
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There is also a tiller compartment on the Main deck of the Kruzenshtern, but comparison is pointless due to the presence of an autopilot.
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The bow of the ship, the poop deck, is the same on both sailboats. Everything is the same here: a bowsprit and a mechanism for lowering and securing anchors, an anchor crane. bollards for mooring.
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Turbonau rufit bark.
On the bell there is the former name of the barque Padija and this is true - the bells do not change. But it’s not clear why there are no historical names on “Sedov”
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Below the deck of the poop, everything is also very similar: toilets, storage and windlass - anchor winch. The windlass is of a slightly different type, but the characteristics of the anchor system are similar - the same 200 meters of chain allow you to anchor at depths of up to 70 meters.
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A repair kit for the “Chain Mail” sail also hangs here. This was not the case at Sedov.
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Those who have read know the story about Arc de Triomphe
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Suddenly the kitchen is a galley. The galley here is also located on the upper deck, but has a skylight to the boat deck.
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I remember how photographing the galley on the Sedov was almost a struggle, but then I stuck my camera in and started shooting! And the corresponding aroma spreads across the deck.
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The food seems to be the same. Meal times are the same with 4 hour intervals: 07:30, 11:30, 15:30, 19:30.
The crew's dining room is located next to the galley and buffet; the cadets' dining room is also one level lower - on the Lower Deck. The difference is that there is a separate dining room for foreign students. But the important difference is that all these rooms on the Kruzenshtern are located closer to the bow of the ship than on the Sedov, and the foreign trainees’ dining room is almost under the poop deck. But the closer to the center, the smaller the amplitude of the swing, the less it swings - this is important for cooking and eating. I admit that the more favorable location of these premises on the Sedov is a consequence of taking into account the errors discovered during the reconstruction of the Kruzenshtern.
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The chart room is noticeably more spacious, but perhaps the area is not much different, it’s just that on the Sedov there is a large navigation table in the center that blocks everything. The equipment is about the same - the screen on the left is a radar monitor. From here there is also access to the top of the navigation (walking) bridge.
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Well, the wheelhouse itself is, of course, the cabin of a starship after Sedov. Spacious, with autopilot and power plant control panel.
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Taxiing of the barque occurs with the help of a small “rudder”, whereas on the “Sedov” on the Bridge they only control the course and give orders to change it, adjust it.
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On the right is a block with walkie-talkies, SAAB GPS navigator, AIS data monitor - the same one that is displayed on the Marinatraffic website http://www.marinetraffic.com/, "alarm panel" ("black" box).
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Above the steering wheel there is a navigation unit - an electronic compass,axiometer - a pointer indicating the deviation of the steering wheel from the longitudinal axis, "speedometer".
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To the right is the engine telegraph handle and the diesel control unit. On the Sedov, this is all located on the street, outside the wheelhouse.
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The darkened monitor on the left is the radar screen, then the computer monitor, on which the navigation map is now displayed.
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On the left side of the dashboard there is a computer (you can see that it is Windows) and a radar screen.
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Radar control panel. Read more about control and measuring instruments in the article
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View from the navigation bridge forward.
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The navigator's bridge is the open part. In the center there is also a compass - a compass with a ruler and a device for determining azimuth.
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The same view from the opposite side. on Sedov it was made from the bridge wing - appreciate the difference in size of both the bridge and the wheelhouse.
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In the middle of the Bridge there is a bright red “black box”. Obviously, because this is one of the top points on the hull and if flooded, it can be easily detected and taken out. The "box" is not self-popping in this case. I didn’t see this on the Sedov - there was an emergency buoy on the bridge, but it was on the side and not bright.
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It is important that on the wings of the bridge - both have a post with an engine telegraph. The captain of the Sedov, for example, has to shout orders from the wing while mooring, but here everything can be done on the spot.
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Now let's go down to the engine room.
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The fundamental difference is that the Kruzenshtern has 2 diesel engines, not one. But the total power is the same. Let me remind you that the Sedov is equipped with since 1986) Finnish diesel "Wärtsilä" 8L20 - in cylinders with a diameter of 20 cm 2100 hp.. On the Kruzenstern there are German diesel engines 8NVD 48A-2U - 8 cylinders with a diameter of 32 cm and a piston stroke of 48 cm. Twice 750 kW is approximately 2000 “horses”.
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The machine room here is more spacious. On the left there are 4 diesel generators (on the Sedov there are three + one emergency on the Main deck)
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The boiler here is German, not Ukrainian.
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But the essence is the same - gas-pipe liquid fuel. A diesel samovar, in short.
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We were shown the medical department in detail. In general, it’s time to talk about the premises on the Main Deck. On the Sedov, everything is quite symmetrical and laconic - crew cabins along the sides, plus two dining rooms. In the center between them is a galley with a buffet, a large flagship cabin and an emergency diesel generator. It's more chaotic on the Kruzenshtern. In addition to the cabins, and here it seemed to me that there were a little more cabins with toilets, there is a large dining room, a small mess room next to the small flagship cabin, a medical block and a museum.
The diagram of the medical block shows that there are as many as 5 rooms here, including the bathroom. In general, everything is more spacious and, it seemed to me, better equipped.
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"Office"
40

“Dentistry” I don’t know about the equipment, but the chair is much more modern than on “Sedov”
41

Isolator for 2 places. A defibrillator, an ECG machine and an iron are visible.
42

"VIP cabin" - infirmary for one bed.
43

with an individual bathroom - bath, shower and toilet!
44

45
Of course, we also visited the museum. Here it is more conveniently located than on “Sedov” in the depths of the “Platform”. The exposition is approximately the same - history and awards. Only there are no stands about Ivan Fedorovich himself. Keep in mind that displaying cups on podiums is clearly not a casual option. In the middle they built a stand with marine fauna and placed a globe, with the pole looking at the polar star in the ceiling - there is also a star map in the ceiling.
46

Collection of ship bells.
47

Present.
48

The historical part is poorer. There are almost no German documents.
49

branded lamps - you can compare them with "Sedovsky" ones - however, in the museum on "Sedovsky" there are other sconces.
50

Radio room. It was not possible to photograph it on the Sedov, but in principle there are no or not many differences.
51

There is also a chapel on the Kruzenshtern and it is noticeably larger in size. Located on the site of the former navigation class.
52

A few more “fleeting” differences - in one shot.
On "Sedov" there is an inflatable boat, but here there is a whole inflatable boat.
53

Axes and hooks were not seen on the Sedov.
54

So do video cameras. In general, according to the general opinion, discipline on the Kruzenshtern is stricter. The cadets on the Sedov have much more freedom here; it’s almost like an army. And not only the cadets, but also the crew are told not to be late when returning on board at the ports - strictly at 23:00. “Sedovites” look at this with bewilderment all their lives.
55

And a few more differences
"Kruzenshtern" is not afraid of France - this year alone it stopped at the ports of this country twice, but "Sedov" avoids it in every possible way, even if they are on the planned route. Yes, it was with “Sedov” that there was an unpleasant precedent for his arrest in Brest, but there is no fundamental difference in terms of ownership at all, so this is a general precedent.

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

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

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

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

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

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

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

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

This is what it looked like...

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

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

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

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

But who is interested in the history of this ship:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

There were about 65 of them. The famous commercial sailing ships of the Lajesh shipping company, deservedly named by the British “Flying P” for their speed, maneuverability and with a reference to the first letter in the name of each. Legendary windjammers, literally “wind squeezers”, they, thanks to their design uniqueness and the entrepreneurial spirit of their owners, pushed back the day by several decades when the throne of the sea was forever occupied by ships driven by powerful motor devices - “coal and diesel absorbers”, if you like.

Everything you learn about the Kruzenshtern from different parts of its history, starting from the times when the barque was still the German ship Padua (as Kruzenshtern was previously called) and sailed under the sails of the Lajesh shipping company, may seem like a fairy tale . In the middle of the last century, no one could have imagined that the barque would last so long and not at all as a floating museum. Today you are unlikely to find a person who would risk making even a small bet on how much more is allocated to Kruzenshtern. Rather, they will tell you that it is immortal, adding: “with proper use.” In fact, eternal life was given to the sailing ship by people - those who, with sapper precision, took it out of the mined waters into the Second World War, those who could not wrap their heads around how a four-masted sailing ship, the last of its kind, could serve as a barracks or even go to war. cut, those who to this day give their lives to serving the sea and sail, giving it sacred value.

At first glance, it is difficult to understand why in 1925, when ships with mechanical engines were already sailing across all seas, the German company Lajes decided to build a sailboat. Moreover, in the complete absence of an auxiliary engine, which significantly increased the duration of the transition due to long waits for a tailwind. Let's add to the disadvantages of such a solution the ports that are not equipped with the necessary infrastructure and the difficulties with manning the crew - work on such large “trucks” is physically difficult, and the flights are long. The only condition under which the construction of a sailboat with a large carrying capacity could be profitable is transoceanic transportation. But let's get back to history. 1925 In Germany, after the shameful defeat in the First World War and the signing of the humiliating Treaty of Versailles, hunger, unemployment and social instability reign. Where to find such cargo shipments so that each flight is economically profitable? Back then the real reasons were not spoken loudly. Now, almost a hundred years later, the Germans openly admit: large commercial sailing ships delivered saltpeter from Chile, a raw material for the production of industrial explosives. To some extent, it was the sailing ships that prepared the Second World War, no matter how it sounds. There were practically no exclusively peaceful transportations.

But there was another reason for the construction of such a large sailing ship, which had an indirect relation to commerce. Humiliated by defeat in the war, the Germans tried with all their might to challenge the priority of the British on ocean routes. And they succeeded not without the help of the Layesh company and its “flying P” or “windjammers” (“wind squeezers”) - the most technically advanced sailing ships of the 19th century, the last of which was the “Kruzenshtern” (ex-Padua). . All his followers were already motor-sailing vessels and were used only for training purposes.

The period in the history of “Padua” associated with the transportation of saltpeter lasted until World War II. The last time the sailing ship went to sea as a commercial vessel was in November 1940 from Estonian Revel (Tallinn) with a cargo of lumber. At the end of the voyage, the bark remained in Stettin; its further operation was impossible: there was a war going on, and the Padua did not have mine protection.

The transfer of the sailing ships Padua and Commodore Johnsen (the future Sedov) to the Soviet Union took place on January 11, 1946 in Swinemünde (today Swinoujscie, Poland). In the first two decades, “Sedov” and “Kruzenshtern” under the USSR flag had a common history. In post-war conditions, the state had no need for sailing ships. Both without an engine, without a qualified crew, and even in the Baltic conditions, full of undefused mines. For the next few years, the Kruzenshtern, converted into a barracks for 400 people, was moored in the Leningrad region. Two enthusiasts - Russian officers Ivan Shneider and Pyotr Mitrofanov - became a real salvation for the trophy sailing ships. In June 1952, Captain Mitrofanov took the Sedov, equipped with a vehicle, on a test voyage in the Gulf of Finland. Three years later, the Kruzenshtern also set out on its first independent voyage. In subsequent years, after a major overhaul, “Sedov” and “Kruzenshtern” worked as part of a group of ships led by Mitrofanov, which carried out a large amount of research in the Atlantic. A new stage in the history of sailing ships continued until 1965, when the threat of disposal again loomed over them. The need for constant repairs and the mere mention of the age of the “Kruzenshtern” and “Sedov” killed all chances of keeping them on the water. Captains Mitrofanov and Schneider again came to the rescue, convincing the Ministry of Fishing Industry: sailing ships must be preserved for the training and education of professional sailors. In 1991, “Kruzenshtern” was transferred to the balance of the Kaliningrad Higher Marine Engineering School - now the Baltic State Academy of Fishing Fleet. Since then, the sailing ship, on board of which more than 360 cadets of maritime educational institutions annually practice, has completed two round-the-world trips and a transatlantic crossing.

Ask why future sailors need practice on a bark, of which there are only two left in the world - the Kruzenshtern and the Sedov? For the same reason, why does a resident of a metropolis need to be able to chop wood or, if this resident is female, have an idea of how pancakes are baked. Of course, it is not at all necessary for a navigator or, say, a mechanic who will spend his life in the engine rooms of modern bulk carriers to control a living sailboat using a hand wheel. But according to this logic, he doesn’t need stars, because GPS devices and the ability to tie sea knots will do the math for him. Someday this will probably be the case: robots will take over control of ships on the seas, and they will also be taught how to knit knots. It is not known what new things a person will gain during this period of development of civilization, but it is absolutely clear what he will lose, and of course, this loss will be significant.

Technical characteristics of "Kruzenshtern"

Dimensions of the barque “Kruzenshtern”:

3722 square meters - total sailing area,
272 square meters - the area of the largest sail,
10-64 mm. - thickness of ropes,
44 square meters is the smallest sail,
711 tons - fresh water reserve,
516 tons - fuel reserve,
250 meters - length of anchor chain,
3 tons - Hall anchor weight,
6400 tons - displacement,
14.02 meters - width,
17.4 knots (32.4 km/h) - maximum speed,
114.50 meters is the length of the vessel.

Date of construction of the vessel: 1926
Vessel type - windjammer
Fuel - diesel
There are several bells installed on the barge, but the main one is the one on the bow of the vessel

Scheme and drawings of the barque "Kruzenshtern"

Scheme of the sailing ship “Kruzenshtern”

Drawing of the sailing ship “Kruzenshtern”

1 - boom-stay, 2 - water-stay, 3 - rotating cut-beam, 4 - cargo boom, 5 - foremast, b - manual capstan, 7 - radar antennas, 8 - cable side rails, 9, 18 - fan, 10 - first main mast, 11 - magnetic compass, 12 - steering wheel, 13 - navigation bridge, 14 - cadet bridge, 15 - gyrocompass, 16 - bridge railing, 17 - second main mast, 19 - mizzen -mast, 20 - lifebuoy, 21 - spare wheel, 22 - flagpole, 23 - tiller superstructure, 24 - deflector, 25 - radio room, 26 - engine room skylights, 27 - training chart room, 28 - racks, 29 - navigation room wheelhouse, 30 - life rafts, 31 - similar vestibule of the bow survivability shaft, 32 - shaft for loading food, 33 - cargo winch, 34 - anchor machine, 35 - marin backstays, 36 - bale bar with two rollers (4 pcs.) , 37 - cut-beam hoists, 38, 43 - bollards, 39 - Admiralty anchor - 2 pcs., 40 - anchor machine, 41 - left side light, 42 - bow eye for mooring cable, 44 - topsail winch, 45 - gravity double-hinged davit, 46 - USAM-51 boat, 47 - boat deck, 48 - box for signal flags (2 pcs.), 49 - searchlight (2 pcs.), 50 - USAR-55 boat, 51 - handrail, 52 - USAR-36 boat, 53 - single-pulley blocks, 54 - shot, 55 - stern view for mooring cable, 56 - boat winch (6 pcs.), 57 - drawstring winch (3 pcs.), 58 - engine telegraph, 59 - telephones, 60 - outboard ladder, 61 - galley and dressing room skylights, 62 - towing rope view, 63 - perline view, 64 - decorative turret, 65 - starboard light, 66 - nofel strip, 67 - boom jig -backstay.

Frequently asked questions FAQ on technical specifications

What is the height of the sailing ship "Kruzenshtern"?
Side height: 8.48 m

How many sails does the barque "Kruzenshtern" have?
Sail area: 3400 m?

How many masts does the Kruzenshtern have?
Four

What is the height of the Kruzenshtern masts?
Mast height: 55 meters above deck

What is the maximum speed of the barque "Kruzenshtern"?
Maximum sail speed - 17.4 knots (32.4 km/h)

Engine speed: 10 knots

What do the numbers 1795 on the stern of the Krusenstern mean?

The four-digit number on the stern is the first number received by the ship in the register.

What is the hull of the sailing ship Kruzenshtern made of? Wood or metal?

Made of metal

Captains of the bark "Kruzenshtern"

Karl Schuberg: August 1926 - January 1928
Hermann Pinig: April 1928 - October 1930
Robert Klaus: December 1930 - February 1932; October 1935 - May 1937
Jürgen Jurs: October 1934 - May 1935; May 1937 - May 1938
Richard Wendt: May 1938 - December 1940
Otto Schommartz: April 1941 - January 1946
Pavel Vasilievich Vlasov: 1961 - 1972
G. G. Savchenko-Osmolovsky: 1972 - ?
N. T. Shulga: ? - 1976
Ivan Grigorievich Schneider: 1976 - 1977
J. A. Semelteris: 1977 -1980
Alexander Borisovich Perevozchikov: 1980 - 1983
Gennady Vasilievich Kolomensky: 1983 - 1995
Alexey Alekseevich Ignatiev: 1995 - 1996
Oleg Konstantinovich Sedov: 1995 - 2007
Mikhail Vyacheslavovich Novikov: 2007 - 2014
Mikhail Petrovich Eremchenko: from 2014 to the present

"Kruzenshtern" today

Today, the Russian four-masted sailing ship Kruzenshtern is used as a training sailing vessel. As a rule, it makes three training flights annually along different routes. Depending on the participation of the bark in socially significant events or regattas in various water areas and ports, the schedule also changes. Navigation usually begins in March-April, and in the fall the ship returns to Kaliningrad to undergo the necessary repairs or dry-docking during the fall-winter. Each training voyage, which lasts no less than two and no more than four months, carries 120 trainees on board. These are cadets of maritime specialties from educational institutions of Rosrybolovstvo: navigators, ship mechanics, radio operators. They are having their first swimming practice in their college or academy programs. In addition, together with the Travel Club of Mikhail Kozhukhov, expeditions are organized under the sails of the legendary bark "Kruzenshtern", in which anyone over 13 years old can take part. The first voyage of the Kruzenshtern in 2017 with the Travel Club starts on May 6.

Prizes and awards

1974- The Soviet sailing ships “Kruzenshtern” and “Tovarishch” took part for the first time in the international sailing regatta “Operation Parus-74” on the Baltic Sea. In the race Copenhagen (Denmark) - Gdynia (Poland), Kruzenstern took fourth place.
Kruzenshtern was awarded a silver model of the sailing ship Cutty Sark for the greatest contribution to the development of international cooperation, mutual understanding and friendship between young people from different countries of the world. In the entire thirty-year history (1974-2003) of the existence of this most prestigious award for ships of the sailing training fleet, Kruzenshtern is the only Soviet and Russian sailing ship to win the Cutty Sark prize.
1976- the sailing ship “Kruzenshtern” took part in the international sailing regatta “Op Sail-76”, dedicated to the 200th anniversary of the US Declaration of Independence. In the first race Plymouth (England) - Santa Cruz de Tenerife (Canary Islands), the barque took second place.
1978- the sailboat took part in the international sailing regatta Op Sail-78 in the North Sea. In the race Oslo (Norway) - Harwich (England) he took 1st place.
1980- “Kruzenshtern” took part in the international sailing regatta Op Sail-80 on the Baltic Sea. In the race Kiel (Germany) - Karlskrona (Sweden) he took fourth place.
1984- In the transatlantic race for the World Cup of Canadian Ports on the route Sidney (Nova Scotia) - Liverpool (England), the sailing ship "Kruzenshtern" took first place in class "A" and throughout the fleet.
1986- the bark “Kruzenshtern” took part in the international sailing regatta Cutty Sark Tall Ships Races-1986 in the North Sea. In the race Newcastle (England) - Bremerhaven (Germany) - Larvik (Norway) - Gothenburg (Sweden) the ship took 1st place.
1989- the sailboat took part in the international sailing regatta Cutty Sark Tall Ships Races-1989 in the North Sea. In the race London (England) - Hamburg (Germany) the barque took 2nd place. The captain of the ship at that time was G.V. Kolomensky.
1990- the ship took part in the international regatta Cutty Sark Tall Ships S Races-1990. In the race from Bordeaux (France, Bay of Biscay) to Zeebrugge (Belgium, English Channel), the ship took 2nd place.
1992- “Kruzenshtern” took part in the Grand Regata Columbus-92 Quincentenary (“Grand Regatta Columbus-92 - Quincentenary”), dedicated to the 500th anniversary of Columbus’s voyage to the shores of America. Several races were held as part of the regatta. In the first race on the route Lisbon (Portugal) - Cadiz (Spain), “Kruzenshtern” took 3rd place among class “A” ships. In the transatlantic race Boston (USA) - Liverpool (UK), the ship took 1st place. In this race, the Kruzenshtern reached a record speed for the entire period of its operation since 1961 - 17.2 knots.
1994- the ship took part in the international regatta Cutty Sark Tall Ships Races-1994. In the race Weymouth (England, English Channel) - La Coruña (Spain, Bay of Biscay) the ship took 1st place.
1995- the bark took part in the international regatta Cutty Sark Tall Ships Races-1995. In the race Edinburgh (Scotland) - Bremerhaven (Germany) the ship took 1st place.
1998- the bark “Kruzenshtern” took part in the international regatta Cutty Sark Tall Ships Races-1998. In the race Falmouth (England, English Channel) - Lisbon (Portugal, Atlantic), the ship took 1st place. In the race Vigo (Spain) - Dublin (Ireland) the barque took 3rd place.
1999- the sailboat took part in the international regatta Cutty Sark Tall Ships Races-1999. In the race Saint-Malo (France) - Greenock (Scotland) the ship took 4th place. In the race Lerwick (Scotland, Shetland Islands) - Aalborg (Denmark) the barque took 3rd place.
year 2000- “Kruzenshtern” took part in the international transatlantic regatta Tall Ships Races-2000. In the race Southampton (England) - Cadiz (Spain), Kruzenshtern took 3rd place. In the race across the Atlantic on the route Cadiz (Spain) - Bermuda, the ship took 3rd place. In the transatlantic passage Halifax (Canada) - Amsterdam (Netherlands), the barque took 1st place.

Around the world travel and expeditions

The legendary sailing ship “Kruzenshtern” has sailed around the world twice in its 90-year history, and most recently, in 2009, made the Transatlantic crossing. While still a German cargo ship, the Padua, the barque circumnavigated the world twice. But these were commercial flights, not research flights. Therefore, it is generally accepted that the first circumnavigation of the Kruzenshtern took place precisely from 1995 to 1996 under the Russian flag.

First circumnavigation of the world from 1995 to 1996 was dedicated to the 300th anniversary of the Russian fleet, the 225th anniversary of the birth of Ivan Fedorovich Kruzenshtern and the 190th anniversary of the end of the first Russian round-the-world expedition. “Kruzenshtern” crossed the Atlantic Ocean, took Cape Horn, and made calls to the ports of Rio de Janeiro, Montevideo, Tahiti, Chile, Tokyo, Vladivostok, Singapore, Australia, and Cape Town. During the 5,389 sailing hours (224.5 sailing days) of the circumnavigation, 42,433 nautical miles were covered. Three oceans and 15 foreign ports of thirteen countries in Europe, South America, Asia, Australia, Oceania, and Africa. The equator was crossed four times.
Second circumnavigation lasted from 2005 to 2006. Already in December 2004, by a government decree, it was decided that Kruzenshtern would circle the globe for the second time. In honor of the 60th anniversary of Victory in the Great Patriotic War and the 200th anniversary of the first Russian circumnavigation of the world by Ivan Krusenstern and Yuri Lisyansky. The second voyage around the world of the bark “Kruzenshtern” lasted almost 14 months. Bark set out on a round-the-world expedition on June 24, 2005. "Kruzenshtern" took part in the Tall Ships Race 2005, calling at the ports of St. Petersburg, Ireland, England, Spain, Portugal, the Canary Islands, Uruguay, Argentina, Mexico, and Hawaii. During the circumnavigation period from June 16, 2005 to August 14, 2006, the ship covered 45,773.9 nautical miles and visited 21 foreign ports. The duration of the voyage was 425 days, of which 304 days the barque was at sea and 121 days in ports.

And I would be happy to write letters to you,