Who is the captain on the ship. The captain is the last to leave the ship. Reviews about the profession

Details Updated: 12/22/2018 19:23 Published: 05/08/2017 18:39

The captain of the ship makes the final decision on all issues, whether it is the choice of course, unscheduled repairs, an emergency situation on board. He directs the actions of the team, solves problems with the purchase of food, loadinggoods, agree on the time of arrival at the ports,ensures timely refueling of the shipfuel, etc. The captain understands everything fromfrom the device of the ship and its technical equipmentand ending legal subtleties design documents.

Profession features:

You should always be prepared for the unexpected. Anything can happen in sailing - a strong storm, a collision with drifting icebergs, holes, and the cargo must be delivered on time, safe and sound. Most of the time the captain has to spend on the voyage. The captains of river vessels in Ukraine have seasonal work - only in summer, in winter - vacation.

Place of work:

Companies engaged in fishing, passenger and cargo transportation.

Personal qualities:

First of all, the captain is a leader who knows how to manage people. He is able to find an approach to each member of the crew, remaining friendly and, at the same time, demanding. This job is for those who love the sea, are not afraid of difficulties, and have good health. On passenger ship the captain is the face of the ship, and among his mandatory qualities are a presentable appearance, the ability to interest the interlocutor, good manners. It is still an exclusively male profession (Professions for men). Girls are not accepted to the corresponding specialties in educational institutions (

First Mate
On most ships, there was a position of first mate, who performed captain's duties during his absence. The first mate was also needed to lead the team in capturing an enemy ship, along with the quartermaster. Some of the pirate captains always had a first mate on the ship, but most often this position was occupied by the owner of the ship. But often the first mates led riots on ships against the captain. Especially dangerous was the collusion of the first mate with the quartermaster or boatswain. In fact, two or three officers could easily seize power on the ship into their own hands without bloodshed, it was enough just to draw up a new agreement with the team, and then the most terrible fate awaited the former captain. He was either landed on a desert island, or hung on the yardarm of his own ship, although it sometimes happened that the former captain became a simple member of the team.

Quartermaster
The quartermaster was responsible for the condition of the ship. His main task was to distribute and supply various materials needed on the ship, including gunpowder, as well as carry out repairs, distribute spoils and punish the offenders. Thus, it can be said that the duties that were performed on an ordinary ship by one person - the captain, were distributed among the pirates between two. This made it possible to exclude unity of command on the ship, which the pirates hated so much. When the captain was leading the ship in battle, the quartermaster had to lead the boarding party and be in the hottest part of the battle. He also had to determine how valuable the captured cargo was and distribute the booty. Naturally, gold and silver were of the greatest value in mining. But the quartermaster also had to determine how to deal with the cargo of the captured ship. After all, often the hold of a pirate ship could already be filled with booty, and one product had to be thrown away for the sake of another, more valuable one. The quartermaster was also the only person on the team who could determine the punishments for the offending pirate. The captain could only demand that the guilty be punished, but the degree of guilt was determined by the quartermaster, even if this went against the opinion of the majority. In addition, the quartermaster acted as a judge in disputes between members of the team and also in duels, if they did not contradict the pirate code. Thus, the quartermaster in matters of military operations, the division of booty and management of the team was higher than the captain of the ship. The very word "quartermaster" testified that the person who held this post got a quarter of the booty.

Navigator
The most experienced sailors, who know the pilot's nautical charts became navigators. Plotting a course and determining the location of the ship were at that time very difficult tasks. The navigator was required to be able to use various astronomical instruments, he had to calculate the course of the ship and navigate it in the most dangerous places during the voyage. Often the navigator could single-handedly save the ship during the battle, directing it only to him alone through the known passage between the rocks. The navigator was in charge of priceless nautical charts, navigational instruments and ship's clocks. If there was no clerk on the ship, then keeping records and accounting was also assigned to the navigator. In turn, the first mate sometimes acted as navigator.

Boatswain
The crew of the ship has always had people whose responsibility was to maintain the technical condition of the ship and manage the crew. It was these duties that were performed by junior officers - ship's boatswains. One boatswain was responsible for equipping the ship, the other for managing the deck crew. There was also a boatswain, carrying out the setting of the ship at anchorage. Of course, on a small ship, all these duties were combined by one person. In this case, boatswain duties were carried out by captains and quartermasters. The boatswain monitored the condition of the sails, gear and rigging, and also duplicated the captain's commands during a battle or a storm. The entire spars, rigging and gear were repaired by the ship's carpenter, but the boatswain also had to take an active part in this. The boatswain was responsible for storing spare ropes, a repair tree, sailcloth, and organized ship repair work. The duties of the boatswain also included the maintenance of the ship's flag, communication with other ships using special signals, maintaining order among the crew and maintaining the boats. The boatswain was also responsible for the condition of the ship's clock. If it was necessary to punish one of the team members, the role of the executioner was also often assigned to the boatswain.

A carpenter
The carpenter was an extremely important member of the crew, who was responsible for maintaining the buoyancy of the ship, the health of the hull and masts. Good carpenters were also highly valued by carpenters - pirates were sometimes even allowed not to participate in hand-to-hand combat. The carpenters were responsible for quickly repairing damage to the hull during the battle, and also fastened the planks of the hull during a storm. In addition, the carpenter's duties included maintaining the good condition of the wooden masts, the deck, as well as purchasing quality materials from the shore for repairs on the high seas. During the cruising of the ship, the main part of organizing this hard work also fell on the carpenter, but at the same time the whole team helped him. At sea, the carpenter was vigilant in monitoring the condition of the ship's hull and, at the slightest leak, to eliminate them and report everything to the captain. Because of this, carpenters were exempted from keeping watch and other work on the ship. But the carpenter had plenty to do anyway. He had to inspect not only the condition of the hull, but also the masts and spars several times a day. The carpenter's pantry always kept the required number of wooden bars and boards, tow and various tools. At the same time, the carpenter did not have the right to enter this warehouse alone, so the keys to it were kept by the first assistant or quartermaster.

Sail Master
On major courts the carpenter and the boatswain could no longer cope with the repair and setting of the sails. From among the most experienced sailors, a special person was chosen who was responsible for the sailing equipment of the ship. He had to acquire high-quality canvas, sew and repair sails, as well as use them competently. There was a clear division of responsibilities between the boatswain and the master of sails. The master of sails was responsible for setting the heavy, upper and storm sails, while the boatswain supervised the setting of light sails on the lower yards of the masts. The sailmaster's cabin was next to the carpenter's, so he could always be in the right place quickly and get the job done. The master of sails most often reported to the first assistant, but in his submission did not have any of the team members, although he was considered a privileged specialist.

Gunner
The gunners were also highly valued specialists who were responsible for the serviceability of the guns, their readiness to fire, and also personally commanded their guidance during the battle. This science was very difficult, so they were required not only to have a good eye and sober calculation, but also years of constant training and participation in real naval battles. In addition to the gunner, the cannon crew could consist of several people, whose duties included cleaning the gun barrel, loading, lighting the fuse, rolling the gun back into place after the shot. A separate team could be responsible for the tray of cores and gunpowder, opening and closing loopholes. On pirate ships with a small crew, the cannon crew often consisted of 2-3 people, and fire could only be fired from one side. The gunner was also responsible for storing all the tools needed to maintain the cannons, gunpowder and shells. During a storm, the gunner made sure that all cannon ports were closed, otherwise the ship could be flooded with water. The most dangerous place on the ship - the powder magazine was also run by the gunner. The gunner calculated the amount of gunpowder loaded into the cannon, made charges and hand grenades, aimed the cannons, and, at the command of the captain, fired at the enemy. For calculation, the gunner had special tables and tools. The gunner performed another important task - storing weapons on board the ship, so he was in charge of the weapons room.

ship's doctor
Doctors were highly valued among pirates, and often, when an enemy ship was captured, the doctor was first of all offered to join the winning team. The doctor was the only person who was allowed not to sign the pirate agreement. Often the doctors of a captured ship were paid a reward if they simply provided assistance to members of the pirate crew. If there was no real doctor on the ship, any suitable pirate who had at least some knowledge of medicine was chosen for this position. A case is mentioned when a ship's carpenter was chosen as a doctor - as he had the necessary "tools" to perform amputations. Sometimes ship cooks were involved in healing - they were familiar with working with meat, but they were less skilled than carpenters. The ship's doctor had a set of tools for performing emergency operations and a small set of medicines. The doctor himself was responsible for replenishing the supply of medicines, so in the port he usually hurriedly went to the local pharmacy, where he bought the necessary medicines. The main ship medicine for pirates was rum - it was used both as a cure for stomach diseases and as an anesthetic during operations.

Ship cook (Cock)
The ship's cook was responsible for food, food supply and fresh water. In order to become a real cook, one had to learn how to butcher meat carcasses, know the rules for storing food, and also follow certain rules for cooking, otherwise the team could easily send the unfortunate chef overboard due to wasted food or rotten drinking water. When visiting ports, the ship's cook had to provide the ship's crew with provisions throughout the entire upcoming voyage, so with the help of the strongest sailors, he had to visit local markets and food stalls. On big courts a separate person, a stewart, was responsible for storing food. During the voyage, assistants were constantly allocated to the koku, whose duties included maintaining the fire in the hearth and carrying food. The food was cooked in special ovens, as wooden ships were highly flammable. During the battle, the cook participated in the battle along with the entire team.

Clerk
Most of the team members were illiterate, but the need for keeping records and calculations has always existed. For this, one of the team members was appointed clerk. He was supposed to keep a ship's log, which recorded all the events that occurred on the ship, keep records of supplies and weapons, and also conduct various calculations. An important task of the clerk was also the drafting of letters and wills, he had to write notices of the death of team members, keep records of decisions made by the team - for example, the election of a captain. Clerks often spoke several languages, so they were also used to communicate with foreigners.

gunpowder monkey
This position originated in the British navy. That was the name of the boys who were part of the weapons team. Pirates often kidnapped or lured the most dexterous and sly port boys onto their ships and used their dexterity and dexterity. 11-13 year old pirates were engaged in cleaning weapons, cleaning ship premises, bringing gunpowder and charges during the battle, in a word, they were ordinary errand boys. They could crawl into the most hidden corners of the ship, so pirates often used them to look for various caches on captured ships. On the shore, the boys delivered secret letters to the allies of the pirates and were used as scouts in enemy cities. Due to their agility and speed, gunpowder monkeys were often the only ones who managed to escape during the death of a ship or the capture of pirates. Beginners on a pirate ship were usually trained as gunpowder monkeys regardless of age. The gunpowder monkeys were the most underpaid and unskilled sailors.

cabin boy
Jungs were significantly higher in status than gunpowder monkeys. As a rule, boys from noble families became cabin boys, who were sent to study the basics of navigation. Yoongi, as they mastered maritime science, became ship officers. Sometimes they served as envoys to the captains of ships, carried out missions to deliver messages, looked after officer uniforms and weapons, and prepared food. For this, the officers taught them the basics of navigation and trade. Young sailors had to do a lot of difficult and uninteresting work, but they could always count on a decent reward, and often young sailors who aspired to become naval officers agreed to this position.

Specialties: navigation and navigation, maritime navigation, river navigation

Specialization depending on the type, purpose and displacement of the vessel (passenger coastal, passenger high-speed, cargo-passenger of the "river-sea" type, cargo-passenger of the "icebreaker" type, cruise liner of large medium and large displacement, etc.)

Note. In educational institutions of this industry, generalists are usually trained, students and graduates choose their own specialization, based on their own interests and employment circumstances.

Required education (level of education, type of educational institution):

Specialized secondary(navigator, watch assistant to the captain of a cargo ship of small and medium displacement, senior technician-navigator) - river and nautical schools or colleges, river command schools, PU and vocational schools river fleet RF.

Higher(Navigator-engineer, shift officer) - higher nautical schools and academies

Specific abilities necessary for successful mastery of the profession:

Upon admission, a special medical examination is passed: the future navigator must be in good health, including good eyesight and no tendency to seasickness. It is also necessary to have a pronounced interest in traveling through the expanses of water, be able to quickly make vital decisions and not be afraid to take responsibility for the life and health of people. It is desirable to have innate ability to understand geographical maps and remembering geographically important

information, as well as to quick learning to use control and measuring and navigation equipment and other equipment.

Major subjects of the school curriculum and additional education:

Geography, mathematics, physics, physical education, life safety, swimming, other sports sections, classes in the navigation studio *, navigation history, literature and Russian, foreign languages.

The nature and content of the work:

Organizational-navigational, administrative-command. Work in various shipping companies - general management of the entrusted vessel, keeping watch on the captain's bridge, calculating the course, periodically acting as a helmsman, conducting financial transactions related to the commercial activities that the vessel carries out.

Obvious advantages

Opportunity to work outdoors and constantly travel, for the captain long-distance navigation- opportunity to see different countries and become a member of an interesting scientific expedition, high income, which includes not only salary, but also a bonus based on the financial results of the work of the ship's team.

Pitfalls, obvious disadvantages

Prolonged isolation from both the hard surface underfoot and from the family, since not all wives and children of sailors have the opportunity and desire to sail the sea most of the year. The work is associated with a risk to health and life (piracy attacks and getting into a strong storm and even a tornado are possible). It is necessary to constantly show the severity of the character of the captain and be responsible for the behavior of each crew member and passenger. Bearing financial responsibility for the transported goods.

Possible occupational diseases: motion sickness, vegetovascular dystonia - the risk is moderate.

Salary range (average in rubles per month)*

In Moscow and the Moscow region: 40,000 - 70,000 (mainly coastal pleasure boats and small-tonnage boats chartered for corporate trips)

On international lines, including transoceanic: 120,000 - 400,000

In large regional centers, including river cruise ships: 50 000 – 80 000

Outback Russia: 25,000 – 40,000 (mainly small and medium displacement cargo ships)

By and large, the profession of a sailor-navigator, that is, a specialist in driving water transport, is obvious to everyone who sometimes watches films about captains and sea voyages, even if the actions in these films take place in times sailing frigates. As for the captain, this is rather a leading position on the ship and a rank in the table of ranks for employees of sea or river navigation. This report card was introduced in Russia during the reign of Peter I and at first fully correlated with the report card of the ranks of sovereign servants and people of military rank. But it has been like this since ancient times, almost from the initial era of navigation, discovered, apparently, by the fearless Phoenicians. Any ship, even a merchant ship, was necessarily “part-time” military, and the sailors, led by the captain, were the combat guards of this ship.

Today, the merchant, cargo and passenger fleets have nothing to do with military purposes, but the captain on any ship is still the commander, who has the right to arrest and imprison any violator of public order. That is, the captain is the main person on the ship, who is fully responsible for the safety of the people on it. And just being a qualified navigator, that is, being able to plot a course, use complex navigational instruments and give the right commands to the helmsman, as well as steer the ship in the helmsman's place, is not enough for the captain.

That is why the rank and position of a coast captain (mainly river and sailing at relatively short distances from the home port) or, moreover, a sea captain can be safely distinguished as a profession. The path to which lies not only through graduating from the relevant educational institution in the relevant specialty, but also through a fairly long practice on board the ship as a navigator or assistant captain.

I must say that all the captains civil courts, approved for this position, is assigned an officer rank. And from his subordinates on board the ship, the captain is obliged to demand unquestioning obedience, like in the navy. In such a tradition, which has ancient roots, lies deep meaning creating conditions on the ship that are most conducive to the safe navigation of the ship in a deliberately unsafe environment. Even an ordinary and not wide river is fraught with a lot of dangers for a seemingly unsinkable metal ship by a small storm. And if one of the passengers (especially on cruise ships, where people relax and often allow themselves to drive much more relaxed than on shore) starts to create a nervous mood on the ship or, even worse, starts with one of the other passengers or team members fight, then the captain is obliged to immediately stop his actions.

summon water police(police) is often impossible due to the distance of the vessel from the nearest locality, and it is usually not customary to keep police officers on ships: it is believed that in the conditions of the water element, there should not be any parallel armed and empowered structures on the ship so that in case of a critical situation, their actions do not harm the safety of the ship. That is, the commander and administrator who makes decisions should be alone on the ship, and this person is the captain.

It must be said bluntly: not every certified navigator can become a captain. But the same can be said about any specialist. That is, not every qualified specialist is able to work as the head of the company according to the profile received at the educational institution.

Nevertheless, maritime universities approach the selection of cadets with such a “sight” that each graduate should eventually become the captain of a modern ship. Here, for example, is what is published on the website of the State Maritime Academy named after Admiral S.O. Makarova (Faculty of Navigation):

“Those who want to study at the Faculty of Navigation should be prepared for the fact that they will be subject to at least the following requirements (i.e. what an applicant for studying at this faculty should have. Note by the author):

a developed sense of responsibility, commitment, conscientiousness, discipline, perseverance, desire and ability to live and work “by the rules”;

calmness, balance, masculinity;

desire and ability to lead a team;

readiness for constant, throughout the professional life, training and self-training, professional development;

desire and ability to master foreign languages, primarily English, which is a professional language for navigators.

During the period of study at the faculty, cadets during training and swimming practices will spend at least 12 months in sea and ocean voyages on ships of leading Russian and foreign shipping companies with calls at the ports of many states.

Already after the first swimming practice on the world famous training sailboat"Mir", owned by the academy, cadets receive the first maritime specialty "Sailor on watch", which, in accordance with international requirements, gives the right to participate in keeping a navigational watch on sea vessels.

Upon completion of training, all graduates who have successfully completed the training program and practice programs receive an all-Russian engineering diploma and a marine diploma of a watch officer, which has international status and gives the right to work both on ships under the Russian flag and on foreign ships. Graduates of the faculty are in demand and competitive, and upon graduation from the faculty, all receive referrals to work in their specialty in Russian and foreign shipping companies.

After graduating from the faculty, as they gain work experience, positively proven graduates regularly receive promotions, becoming, as a rule, captains of modern sea vessels in 7-10 years.

And what about the boys (history has not yet known female captains), who really want to grow into a captain in water transport, but they are not at odds with English. First of all, do not put an end to learning English ahead of time. However, since there are usually high competitions in nautical schools, and Russian navigable rivers for the most part are no worse than seas and lakes, why not enroll in one of the water river transport schools? For example, in Omsk there is an excellent river command school (specialized secondary education) with a long tradition, from which future captains and others are well prepared to work on river vessels of various displacements and purposes.

But, choosing the profession of a sailor or a riverman, regardless of the specialty, it is necessary to be aware that for personal life this profession is far from being for everyone and is not always convenient. Most the best option, if the husband and wife (and then the children) take long trips on the water with the same interest, and the most optimal is when both work on the same ship. But this is how fate will turn out. The majority of water transport workers have to part with their families for the entire navigation. Which, on the seas (except the Black) continues, in fact, year-round, and the captains and their subordinates do not see their wives and children for six months or longer in a row. And the breaks between going to sea are most often no longer than three months.

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The captain is the main specialist on the ship, however, not a single ship can do without a team of watch sailors and other specialists subordinate to him. Alone, you can manage relatively small sailboats or single-engine longboats and boats. Therefore, on the vast majority of cargo and cargo-passenger ships, not to mention cruise liners, at least two navigators (first and second navigators), one or two boatswains, one of them is senior), the chief ship engineer and subordinates usually serve under the command of the captain. minders-mechanics, as well as sailors on duty, whose tasks include not only the notorious wet cleaning of the deck. Here, for example, what specialties are trained in one of the reputable educational institutions of navigation, the St. Petersburg Marine Technical College: "Organization of transportation and management in maritime transport" (technician), "Management in water transport" (manager), Assistant Mechanic of the River Fleet”, “Boatswain”, “Motor Operator (Machinist) of Refrigeration Units”, “Cook” (cook) – professional primary education.

On the basis of specialized primary vocational education (NPO), according to an accelerated program, training is conducted in the following specialties: "Navigation", senior technician-navigator; “Maritime navigation”, specialization “Maritime navigation in mixed (river-sea) navigation”, navigation technician; “Operation of transport power plants (on water transport)”, senior ship mechanic; “Technology of public catering products”, technologist (ship kitchen and culinary).

... All applicants for training in professions and specialties of seafarers undergo a medical commission that determines suitability for work on the sea and river transport. For cadets, it is mandatory to wear naval uniforms ... "

In addition, in the river and sea schools, you can get the qualification of a sailor on duty and, separately, a waiter to work on cruise ships.

I must say that in the days of the USSR, rather high requirements were imposed on applicants for work as a waiter and flight attendant on international lines. Many young men and women wanted to get the right to be employed as a waiter or cook on such a cruise ship, so a competition was formed in the schools and preference was given to those who could communicate well in English. Today the situation is not so acute, since purely educational and consumer motives (to have access to foreign goods in ship buffets and port shops) have come to naught among young people: it is not necessary to be an employee cruise fleet to go abroad or buy imported goods. However, the waiter and another member of the ship's crew cruise ship it is highly desirable to communicate tolerably in English and to be sufficiently sociable and friendly.

But if you love technology and water at the same time, then why don't you become an engine room specialist (motorist, mechanic)? Ship mechanics and minders spend most of their working hours in the engine room of the ship and do not see the open spaces of water. On the other hand, they feel like they are the owners of the ship's engines, and on their territory, the minders create something like an engine diocese. No one else, except for them and senior commanders (the captain, his assistants and navigators) has the right to appear in the engine room. But the machinists can always go on deck to get some fresh air.

A certain popularity was gained among future sailors and rivermen by such a specialty as a boatswain, in fact a kind of deputy. head of the vessel on all economic issues and work with personnel. All sailors on duty report directly to him, but he is also responsible for each of his subordinates and trains them to work on water transport.

The “pitfalls” of this work, regardless of the specialty and level of education, all lie on the surface, but some are really on the water - these are reefs that a sea vessel always runs the risk of running into. But accidents on cargo and passenger ships, ending tragically for the ship and many passengers with crew members, are not so frequent and natural that someone who dreams of working on the water surface refuses to fulfill his dream. Health would correspond to the requirements of the sea or river charter, and even a guy who at school did not differ in special zeal in all disciplines, except for physical education, could really get a job as a sailor. Everything else is surmountable and not so scary if a person is contaminated with water.

And others do not go to water transport. So good luck, future shipbuilding specialists. I must say that the salary for these people is not a factor that determines their attitude to the profession.

Rivermen receive about half as much as sailors, but they see their relatives and friends much more often and practically do not experience the “charms” of pitching, when the stomach literally cramps from hunger, but it is impossible to eat. On average, ordinary workers in water transport receive about a widow less than their captains and no less than in many other sectors of the economy. So good luck, future shipbuilding specialists.

This article is devoted to some marine words and expressions that are widely used, but often incorrectly and incorrectly sound from the lips of the layman. This "sin" and the sailors themselves. The correct interpretation can be searched in marine dictionaries, and finally on the Internet. As it turns out, the answers to the questions that arise in these sources are not always complete and exhaustive, or even completely absent. Let us turn to the speakers of the maritime language - to those who consciously and carefully treat the preservation of maritime traditions.

A few words about the origin of Russian marine terminology. In the preface to the "Complete Marine Encyclopedia" N. S. Andryushchenko edition of 2006, candidate of philological sciences E. P. Shibinskaya writes:

“... In the era of the great geographical discoveries Italian was the main source of replenishment of the maritime and commercial vocabulary for all European languages. In the very Italian special vocabulary was created on the basis of the Genoese and Venetian dialects. Italian sailors in everyday communication borrowed terms from the Greeks and Arabs, who retained the Phoenician and Egyptian terms ... For a very short time, no more than a hundred years, the borrowing language was Spanish.

In the Petrine era in Russia, the first source language of marine terms was Italian for a short time, then it became mainly Dutch. Borrowings from the English language also began under Peter I, and by the beginning of the 20th century. it became the leading source language and intermediary in the formation of new maritime terms. In addition, with the help of formants of Germanic origin (such as -man, -lin, -falsh, -tov) they began to form new Russian words ... "

Here is the first widespread misconception that Italians- mediocre sailors who do not have long-standing maritime roots and traditions.

To the base or to the base. In almost all publications in the press, even the naval one, and reports about the fleet, something like “... after the successful completion of the combat mission, the ship returned to base” often sounds. So which is correct "to the base" or "to the base"? It depends on what base we are talking about. If we are talking about a coastal base (supply point, storage place), then it would be correct to say: “a batch of beef has arrived at the coastal base.” It should be noted that ships almost never arrive at the barbaza, this is the lot of vehicles. But if the point of basing ships is meant, then they only say this: “the ship requested permission to go to the base” or “the ship arrived (should) go to the base.”

Rynda or bell? A significant part of the maritime brotherhood sincerely believes that the rynda is a ship's (ship's) bell. Moreover, the ship's bell Everyday life almost everyone is already called nothing more than a rynda. In fact, "rynda" is a signal that is given at noon by a bell on ships of the Navy of the 1st and 2nd ranks. As for the ship's (ship's) bell, in all current guiding documents, including international ones (COLREGs), it is called nothing more than a bell. When giving orders on a ship (vessel), the term "bell" is also used. There is one item (not a signal) that contains the word "rynda" in its name. This is a short braided end, for which the tongue of the ship's bell is set in motion - "ryndybulin". But still, if someone wants to show off their knowledge of maritime affairs, it is worth using the expression “ship (ship) bell”.

Avral - a command or a signal? Another common, especially on auxiliary ships of the Navy. The misconception concerns the concept of "hands-on". As you know, all-hands work is a ship's work performed by the entire crew or most of it. On the ships and vessels of the Navy, a bell signal (No. 6) is provided, which is called “Collection” (“Avral”), but the “Avral” command is not provided for by any governing documents. Therefore, after the characteristic emergency calls, the commands are heard: “Big collection”, “ personnel line up for a divorce to work”, “Stand in places, remove the anchor (mooring lines)”, but the word “Avral” should not sound on the ship’s broadcast. As they say, the ear cuts.

The captain of the ship and the captain of the ship. What is the correct way to call an official heading the crew of a sea or air ship (vessel) a commander or a captain? In the general case, the commander is a soldier who commands a warship, and the captain is the head and sole head of the ship's crew. The expressions "captain of the ship" and "commander of the ship" are not used: these are alogisms.

There are, however, exceptions. It is well known that in civil aviation the commander of the ship supervises the crew and controls the aircraft. Fishermen in Murmansk stubbornly call their captains commanders, and at the same time no one calls fishing vessels ships. Agree, it would be foolish to argue with them. Until recently, Navy auxiliary vessels with civilian crews were led by military commanders. The position was called that - “commander of a hydrographic vessel”, for example.

It is not necessary to strictly judge those who are no-no, and even call the commander of the ship a captain (but still not a captain of a ship). After all, sailors often call their commanders exactly that - “cap” (behind the eyes, of course). This somewhat slang expression has even entered into marine dictionaries. The influence of the West, as some believe, has nothing to do with it.

English at sea. It's no secret that the Navy doesn't pay enough attention to the English language. But in vain, it is always easier and more reliable to agree on a divergence with an oncoming vessel than to secretly carry out calculations known to you alone. Besides, no matter how much it bothers someone, English language on the sea is international language communication. And here it must be borne in mind that the generally accepted maritime jargon is somewhat different from ordinary English.

Here are some features. On VHF, they are presented not as they usually do when calling in Russian “I am such and such (I am ...)”, but “this is such and such calls ( This is … calling)". If “I didn’t understand” they still say it like “Not understood”, then “Understood” at sea more often sounds like “ Roger". "Right" and "left" at sea are not "right" and "left", but " star board" And " port". Naval phrasebooks do not fully take into account the peculiarities of maritime English jargon. It should be borne in mind that on a Greek or French vessel with which a VHF connection is established, the same "English" as you are, and they may simply not understand ornate English expressions. Once upon a time there was an article on this topic on the pages of foreign military review.

Walk or swim. Knowledgeable people say that sailors walk and ships float. You can also hear the opposite. So how is it right? The answer to this question is not as simple as it seems at first glance.

Much depends on the context. Both ships and sailors go away into the sea, not float away. ship on the sea goes and not float. And we can say that both the ship and the sailor sailed. New navigation signs and alignments swim, and, of course, do not bypass. There are fixed expressions in which sailors swim. For example, " swam - we know". Another expression " floating admiral"indicates that not all admirals walk in the sea. You can say "according to this map we are already swam", but always say "next let's go(but we don’t sail) on the map number ... ”As you can see, it’s all about the nuances.

Far from immediately, a sailor, having stepped on the deck of a ship, begins to understand these subtleties, to speak correctly and understandably for the rest of the sailors. Currently, for the rank and file of military and civilian sailors, there are numerous "machine gun courses", after which young sailors, in theory, should understand the commands given to them. Unfortunately, this is not always the case. But even for a banal mooring, people on deck should know what fire, bollard, clewse, bale plank, duck, spire, windlass. And if the case takes a more serious turn, then open lac-ports, go abgaldyri and so on. And if some items on the ship have their counterpart in land life, then there are those that are only on the ship, and no one knows how to call them differently.

What does it have to do with " gadget"? This word, especially with the advent of mobile phones, tablets and other gadgets in our lives, as we now say, has firmly entered our everyday life. But it's old English nautical word. The missing ordinary members of the team in those distant times were recruited anywhere, as a rule, in port taverns. Since the recruits, of course, did not understand the commands, the officers called objects that they did not understand, to begin with, the word “gadget” (gadget). Over time, sailors got used to maritime terms, but the word "gadget", if necessary, easily replaced any name on the ship.

The same universal word exists in the modern Russian fleet, but we will not give it here, since it, like many other words and expressions used on ships, is outside the normative vocabulary. Is it necessary to fight the naval obscenity? The answer is asymmetric: you need to learn the structure of the ship!

Since the boats of our distant ancestors began to accommodate not one, but several people, among them the one who controlled the boat with a steering oar began to stand out, while the rest, following his instructions, rowed or set sail. This man, who enjoyed the unlimited confidence of the crew, because he was able to navigate the ship, relying on own experience and intuition, and was the first helmsman, navigator and captain all rolled into one.

In the future, with the growth in the size of ships, the number of people needed to set the ship in motion and control it also grew. A natural division of labor began, when everyone became responsible for their specific business and all together - for the successful outcome of the voyage. Thus, gradation and specialization began among seafarers - positions, titles, specialties appeared.

History has not preserved the first names of those whose lot was navigation, but it can be assumed that already thousands of years before our era, the coastal peoples had terms that determined whether people belonged to the maritime profession.

One of the seven estate castes in Ancient Egypt there was a caste of helmsmen. These were brave people, according to Egyptian concepts - almost suicide bombers. The fact is that, leaving the borders of the country, they lost the patronage of domestic gods ...

The first reliable information about the system of naval ranks dates back to the times of Ancient Greece; later it was borrowed by the Romans. Arab navigators developed their own system of maritime knowledge. Yes, in everything European languages the word "admiral", derived from the Arabic "amir al bahr", which means "lord of the seas", has firmly entered. Europeans learned about many of these Arabic terms from oriental tales"A Thousand and One Nights", in particular, from "The Journey of Sinbad the Sailor". And the very name of Sinbad - a collective image of Arab merchants - is a distorted Indian word "Sindhaputi" - "ruler of the sea": this is how the Indians called the shipowners.

After the 13th century, an original system of maritime ranks arose among the southern Slavs: shipowner - "wanderer" (from "ford" - ship), sailor - "brodar" or "ladyar", rower - "oar", captain - "leader", team - "Posada", the head of the naval forces - "Pomeranian governor".

In pre-Petrine Russia, there were no maritime ranks and could not be, since the country had no access to the sea. However, river navigation was very developed, and in some historical documents of those times there are Russian names of ship positions: captain - "head", pilot - "vodic", senior over the team - "ataman", signalman - "mahonya" (from "waving" ). Our ancestors called sailors "sar" or "sara", so that in the formidable cry of the Volga robbers "Saryn on a kitchka!" (on the bow of the ship!) "Saryn" should be understood as "ship's team".

In Rus', the shipowner, captain and merchant in one person were called "shipman", or guest. The original meaning of the word "guest" (from Latin hostis) is "alien". In the Romance languages, it went through such a path of semantic changes: a stranger - a foreigner - an enemy. In the Russian language, the development of the semantics of the word "guest" went in the opposite direction: a stranger - a foreigner - a merchant - a guest. (A. Pushkin in "The Tale of Tsar Saltan" uses the words "guest-gentlemen" and "shipmen" as synonyms.)

Although under Peter I the word "shipman" was replaced by new, foreign ones, it existed as a legal term in the Code of Laws Russian Empire"until 1917

The first document in which, along with the old Russian words "shipman" and "feeder", there are foreign ones, were "Article Articles" by David Butler, who led the crew of the first Orel warship. This document was a prototype of the Naval Charter. On its translation from the Dutch by the hand of Peter I, it is written: "The articles are correct, against which it is worthy of any ship captains or initial ship people to apply."

In the reign of Peter I himself, a stream of new, hitherto unknown job titles and titles poured into Russia. "For the sake of" he considered it necessary to "create" the Naval Charter, so that on every large and small ship "everyone knew his position, and no one would excuse himself with ignorance."

Let's try to cast at least a cursory glance at the history of the origin of the main terms related to the composition of the ship's crew - the crew of a yacht or a boat.

BATALER- the one who manages clothing and food supply. The word has nothing to do with "battle", as it comes from the Dutch bottelen, which means "to bottle", hence bottelier - cupbearer.

BOATSWAIN- the one who keeps order on the deck, the serviceability of spars and rigging, supervises general ship work, trains sailors in maritime affairs. It is formed from the Dutch boot or English boat - "boat" and man - "man". In English, along with boatsman, or "boat (ship) man", there is the word boatswain - this is the name of the "senior boatswain", who has several "junior boatswain'mates" (boatswain'mate, where our old "boatswain" comes from).

In Russian, the word "boatswain" is first encountered in D. Butler's "Article Articles" in the forms "botsman" and "butman". In the same place, for the first time, the scope of his duties was defined. In the merchant marine, this title was officially introduced only in 1768.

WATCH GUARD- at first this "land" word came into the Russian language from German (through Poland), in which Wacht means "guard, guard". If we talk about maritime terminology, then the Maritime Charter of Peter I contains the word "watchers" borrowed from the Dutch.

DRIVER- boat helmsman IN given value this Russian word appeared recently as a direct translation of the English draiver. However, in the Russian maritime language it is not so new: in the pre-Petrine era, the words of the same root - "vodic", "ship's leader" - were called pilots.

"Boatmaster" is a currently existing and purely official term (for example, in maritime law), as well as "amateur boatmaster" - in the meaning of "captain", "skipper" of a small pleasure-tourist fleet.

DOCTOR- a completely Russian word, is the same root as the word "liar". They come from the Old Russian verb "lie" with the primary meaning "talk nonsense, idle talk, talk" and the secondary - "talk", "treat".

CAPTAIN- one-man on board. This word came to us in a complicated way, having entered the language from medieval Latin: capitaneus, which is formed from caput - "head". In the written monuments, it is found for the first time in 1419.

The military rank of "captain" first appeared in France - the so-called commanders of detachments numbering several hundred people. The rank of "captain" entered the navy, probably from the Italian capitano. On the galleys, the captain was the first assistant to the "sapro-comite" in military matters; he was responsible for the training of soldiers and officers, led boarding battles, and personally defended the flag. Subsequently, this practice was adopted on sailing military and even merchant ships that hired armed detachments for protection. Even in the 16th century, those who could better protect the interests of the crown or the shipowner were often appointed to the position of the first person on the ship, since military qualities were valued above maritime knowledge and experience. So the title of "captain" from the 17th century became mandatory on warships of almost all nations. Subsequently, captains began to be divided into ranks in strict accordance with the rank of the ship.

In Russian, the title of "captain" has been known since 1615. The first "ship captains" were David Butler, who led the crew of the Orel ship in 1699, and Lambert Jacobson Gelt, who led the crew of the yacht built together with the Orel. Then the title of "captain" received an official status in the Amusing Troops of Peter I (Peter himself was the captain of the bombardment company of the Preobrazhensky Regiment). In 1853, the rank of captain in the navy was changed to "commander of the ship." On ROPiT ships since 1859 and Volunteer Fleet since 1878, skippers from officers of the navy began to be informally called "captains", and officially this rank in the civilian fleet was introduced in 1902 instead of "skipper".

COOK- a cook on a ship, has been called that since 1698. The word came into Russian from Dutch. Derived from lat. cocus - "cook".

COMMANDER- head of the yacht club, head of a joint trip of several yachts. Initially, it was one of the highest degrees in knightly orders, then, during the time of the Crusades, it was the title of commander of an army of knights. The word is derived from Latin: the preposition cum - "with" and the verb mandare - "to order."

In the Russian navy at the beginning of the 18th century, the officer rank "commander" was introduced (between a captain of the 1st rank and a rear admiral; it still exists in foreign fleets). The commanders wore the admiral's uniform, but the epaulettes did not have an eagle. Since 1707, instead of it, the title of "captain-commander" was assigned, which was finally abolished in 1827. This title was worn by outstanding navigators V. Bering, A.I. Chirikov, and one of the last - I.F. Krusenstern.

KUPOR(English cooper, Dutch Kuiper - "cooper", "cooper", from kuip - "tub", "vat") - a very important position on wooden ships. He not only maintained the barrels and tubs in good condition, but also monitored the watertightness of the ship's hull. The foreign word "cork" quickly entered into everyday Russian speech, forming derivatives "cork" and "uncork".

PILOT- a person who knows the local conditions of navigation and takes on the safe wiring and mooring of the vessel. Usually this is a middle-aged navigator, about whom sailors jokingly, remembering the lights installed for the pilot ship, say: "White hair - red nose." Initially, the pilots were members of the crew, but in the XIII-XV centuries, those who work only each in their own specific area appear. Such a "pilot" among the Dutch was called "pilot" (loodsman, from lood - "lead", "sinker", "lot"). The first document regulating the activities of pilots appeared in Denmark (the “Naval Code” of 1242), and the first state pilot service was organized in England in 1514.

In Rus', the pilot was called the "ship's leader", and his assistant, who measured the depth on the bow with a lot, was often called the "carrier". In 1701, by decree of Peter I, the term "pilot" was introduced, but until the middle of the 18th century, the term "pilot" could also be found. The first state pilotage service in Russia was established in 1613 in Arkhangelsk, and the first manual for them was the instruction for pilots of the St. Petersburg port published in 1711 by Admiral K. Kruys.

SAILOR- perhaps the most "dark" word in origin. It is only known for certain that it came to us in the 17th century from the Dutch maritime language in the form of "matroz". And although the form "sailor" is already found in the Naval Charter of 1724, until the middle of the 19th century, "sailor" was still more common. It can be assumed that this word comes from the Dutch mattengenoot - "comrade in bed": matta - "mat", "mat", and genoot - "comrade".

In the middle of the century, the word mattengenoot in a truncated form matten came to France and was transformed into the French matelot - a sailor. And after some time, this same "matlo" returned to Holland again and, not recognized by the Dutch, turned first into matrso, and then into a more easily pronounceable matroos.

There is another interpretation. Some etymologists in the first part of the word see the Dutch matt - "comrade", others - mats - "mast". Some scholars see the Viking heritage in this word: in Icelandic, for example, mati - "comrade" and rosta - "fight", "fight". And together "matirosta" means "combat friend", "comrade in arms".

DRIVER- the word is relatively young. It appeared in those days when the sails in the fleet began to be replaced by a steam engine, and borrowed from it. Mashinist (from other Greek machina), but for the first time in Russian it was noted in 1721! Naturally, then this specialty was not yet marine.

MECHANIC- the origin is similar to the word "driver", but in Russian in the form "mechanicus" it was noted even earlier - in 1715.

SAILOR- a person who has chosen the maritime profession as his destiny. It is believed that this profession is about 9000 years old. Our ancestors called its representatives "morenin", "moryanin" or "sailor". The root "move" is very ancient. The expression "to walk on the sea" is already found in the annals when describing the campaign of Prince Oleg against Constantinople in 907. We can also recall Athanasius Nikitin's "Journey Beyond the Three Seas".

In the modern language, the root "move" has been fixed in the terms "seaworthiness", "navigation", "propulsion", etc. Peter I tried to instill a foreign Italian-French name for a military sailor - "mariner" (from Latin mare - sea). It has been found since 1697 in the forms "mari-nir", "marinal", but by the end of the 18th century it was out of use, leaving only a trace in the word "midshipman". The same fate befell another Dutch term - "zeeman" or "zeiman". It lasted only until the end of the first quarter of the 19th century.

PILOT- the driver (less often - the navigator) of the racing boat; an obvious borrowing from aviation "as a sign of respect" for high speeds. During the early Middle Ages, this was the personal title of a pilot who accompanied the ship throughout the passage from the port of departure to the port of destination. This word came to us through the Italian pilota, and its roots are ancient Greek: pedotes - "pilot", formed from pedon - "oar".

STEERING- the one who directly controls the course of the vessel, standing at the helm. The word goes back to the Dutch pyp ("rudder") and in this form is mentioned in the Naval Charter of 1720 ("To inspect the Ruhr before the campaign"). By the middle of the 18th century, the word "ruhr" had finally supplanted the ancient Russian "helm", but the title of "helmsman" was officially retained in the Russian galley fleet until the last decade of the same century.

SALAG- an inexperienced sailor. Contrary to the original "interpretations", for example, on the topic of a historical anecdote about the mythical island of Alag ("Where are you from?" "From Alag"), the prosaic version is closer to the truth, connecting this word with "herring" - a small fish. "Salaga" in some Russian dialects, mainly in the northern provinces, for a long time was called small fish. In the Urals, the use of the word "herring" as a nickname is recorded, that is, in the meaning of "salaga".

SIGNALER- a sailor who transmits messages from ship to ship or to shore by means of a hand-held semaphore or by hoisting signal flags. The word "signal" came to us under Peter I through the German Signal from Latin (signum - "sign").

STARPOM- both parts of this word come from Old Slavonic foundations. The senior (from the stem "hundred") here has the meaning "chief" because it must be the most experienced of the captain's assistants. And "assistant" originates from the now lost noun "mog" - "strength, power" (its traces have been preserved in the words "help", "nobleman", "sickness").

SKIPPER- captain of a civilian ship. The word is the "namesake" of the "shipman" - "shchipor", and then the goll. schipper (from schip - "ship"). Some etymologists see the formation from a word from Norman (Old Scandinavian Skipar) or Danish (skipper) with the same meaning. Others point to the proximity of the word to the German Schiffer (from schiff (s) herr - "master, head of the ship").

In Russian, the word first occurs at the beginning of the 18th century as a junior officer rank. According to the Naval Charter, the skipper had to "see that the ropes were well folded and that they lay neatly in the tank"; "in throwing and taking out the anchor, it is guilty to be at the biting [biting] and look over the tying of the anchor rope."

In the merchant fleet, the nautical rank of skipper was introduced only in 1768 with the obligatory passing of exams at the Admiralty. In 1867, the rank was divided into long-distance and coastal skippers, and in 1902 it was abolished, although the position of "sub-skipper" - the owner of the ship's supply for the deck part - still exists on large ships, like the word "skipper pantry".

SHOT- a sailor working on sheets (from Dutch schoot - floor). The word "sheet" (tackle for controlling the clew angle of the sail) is first found in the Naval Charter of 1720 in the form "shkhot".

NAVIGATOR- Maritime Specialist. This word in Russian was first noted in the form "sturman" in D. Butler's Article Articles, then in K. Kruys's "Painting for supplies on the barcolumn ..." (1698) in the forms "sturman" and "navigator" and Finally, in the Naval Charter of 1720, the modern form of the word is found. And it comes from the Dutch stuur - "steering wheel", "rule". In the heyday of navigation, when the ships of the Dutch East India Company were already plying the waters indian ocean and the role of navigators increased enormously, the Dutch word "navigator" became international. So in Russian, it replaced the ancient "helmsman" or "helmsman" (from "stern", where the ship's control post was located from ancient times). According to the "Article Articles", the navigator had to inform the captain "the acquired height of the semi-pole (pole) and show his notebook about ship navigation and the book of sea traffic in order to best advise on the preservation of the ship and people ...".

CABIN BOY- a boy on a ship, studying maritime affairs. In the domestic vocabulary, this word appeared under Peter I (from the Dutch jongen - a boy). At that time, there were "cabin cabin boys" recruited as servants, and "deck cabin boys" for deck work. Many well-known admirals, including the "Admiral of Admirals" - Horatio Nelson, began their naval service as cabin boys.