Lee Macmillan's sailing dream. Sailing ships, their types and characteristics. Sailing yachts. Photo

The question of the possibility of sailing with very high (faster than the wind!) Speeds was first considered at the end of the last century by G. Gerlach. Despite the still low level of development of hydro- and aerodynamics, the researcher came to a rather bold and correct general conclusion, showing the possibility of a sailing vessel moving faster than the wind and predicting the existence of a theoretical limit on the speed of a yacht. However, for obvious reasons, Gerlach was unable to indicate how to create such high-speed sailing ships.

The well-known American designer of sailing catamarans N. Herreshoff took up the implementation of this idea. At the beginning of our century, he built and tested a small (0.76 m long) model of a catamaran with sailing weapons in the form of a flat wing frame (“carrying a kite”). This sail was so located relative to the wind that it counteracted the heeling moment, so the catamaran could move with a very large wind force. According to F. Herreshof, the model reached a speed of 10 knots; according to his calculations, a ship built according to the same principle, with a length of about 9 m, should have developed a speed of 30 knots.

Subsequently, F. Herreshof developed interesting project a light gliding catamaran, on which two wings of a convex-concave profile were used as a “carrying kite” (Fig. 1). When changing the tack, the wings turned around the longitudinal axis. Unfortunately, such a ship was not built, and interest in this problem faded for many years.

The rapid development of aerodynamics and the improvement on its basis of racing yachts in Lately again gave impetus to research in the field of creating high-speed sailing ships. The ideas of father and son Herreshofov were developed by prof. X. Barkla. In 1951, his article appeared, in which, analyzing the ways of creating high-speed yachts, he put forward a number interesting ideas and proposed the design of such a vessel (Fig. 2, a). Barkla decided to overcome the “hydrodynamic barrier” with the help of gliding, and to increase the longitudinal and lateral stability of the yacht, he proposed the idea of ​​a three-point trimaran (called a triskaf) with the third hull extended back. Triskaf sails are made in the form of a box of rigid wings with high aerodynamic qualities. The wings are so oriented in space that they reduce or even eliminate the heeling moment of the wind (Fig. 2.6); in this way, the speed limit associated with stability is eliminated.

X. Barkla's calculations showed that a triskaf with a sail area of ​​20 m 2 is capable of developing a speed of 30-40 knots with a wind of 20-30 knots (6-7 points), i.e., it can move one and a half times faster than the wind. Barkla developed several projects for such vessels and built a small triskaf, on which he was going to set a speed record under sail.

In 1956 prof. K. Davidson, noting the hopelessness of attempts to significantly increase the speed of ordinary yachts, indicated three possible ways (Fig. 3) to improve the hydrodynamics of sailing ships (catamarans, gliding yachts, hydrofoil yachts). He saw the prospect of a further increase in speeds in an increase in the ratio of the drift force maintained by the vessel to the weight of the vessel. Possible constructive schemes for solving the problem, in his opinion, are; a scheme of a catamaran, a scheme of a hydrofoil yacht and a scheme of a sailing rig of the “carrying kite” type.

In the same years, planing dinghies and catamarans appeared that overtook the wind, and then the hydrofoil yacht Monitor, which set a speed record under sail (30 knots with a wind speed of 13 knots).

Starting from 1950, the author of these lines also dealt with similar problems. In the article, on the basis of modern ideas, the possibility of moving faster than the wind under sail was theoretically shown. At the same time, the theoretical speed limit was found, above which no sailing vessel (or ice rink) can move. A very simple criterion is found that determines the speed modes of the yacht , ; the concept of an ideal ship and the hydrodynamic coefficient of perfection of a sailing ship was introduced. The importance of the aerodynamic quality of sailing equipment for modern high-speed sailing ships is shown.

Since we will need the conclusions of the paper in what follows, we briefly recall them.

The criterion of speed (speed factor) of a sailing vessel is the ratio , :

where T V = 2c α S α V 2 - sail thrust at true wind speed V;
R V \u003d c h ΩV 2 - hull resistance when the yacht is moving at a speed equal to wind speed V,
where c α and c h are the sail thrust and hull drag coefficients, respectively; S α and Ω are, respectively, the sail area and the wetted surface of the hull.

Given that:

The analysis shows (curve b) that for a high-speed yacht on wings, a further increase in speed with a constant aerodynamic quality of the sailing rig is also practically impossible: with any decrease in resistance, its speed cannot exceed the limiting value υ r 0 determined by the quality of the sailing rig (in the limit point 3 moves on a curve G to the point υ r 0). Thus, for a further significant increase in the speed of a high-speed yacht, it is necessary to improve the aerodynamic quality of the sailing rig. The use of rigid sails or a wing mast allows you to increase the speed of high-speed yachts almost to the theoretical limit (point 4).

Theoretical speed limit, equal to speed the course of an ideal yacht fo, is found by the expression:

Note that all the ideas put forward earlier and put forward now are aimed at implementing the main provisions given above, and expression (3) is the ultimate goal towards which all attempts of the creators of high-speed sailing ships are directed. The crown of these attempts are the studies of B. Smith, on the basis of which he proposed the design of a yacht capable of breaking the record of the "Monitor", which he called "aerohydrowing" (40 knots with a wind speed of 15 knots!).

Consider the basic principles on which the design of B. Smith's ship is based. As follows from the very concept of an “ideal sailing ship” and formula (3), in order to achieve high speed it is necessary: ​​to reduce the hull resistance to the maximum; maximize the aerodynamic quality of the sailing rig; eliminate roll, drift and trim; improve course stability.

Drag reduction is achieved by using hydrofoils. Since the hull is not needed when the yacht is moving on the wings, according to Smith, it should be disposed of. The role of the hull is played by displacement wings. To reduce their area, it is advisable to choose wings of a "thick" profile. To create maximum longitudinal and transverse stability, the wings-hulls are spaced according to the triskaf scheme.

Obviously, the dimensions of hydrofoils will depend on the weight of the structure, or on the so-called wing loading. Suppose that the load on the air and hydrofoils is the same and equal to q αh , kg/m 2 . Then the required total area of ​​hydrofoils:

Smith proposed to install displacement hydrofoils-hulls at an angle to the vertical to create a lifting force R z that pushes the ship out of the water, i.e. eliminates the displacement of the ship (Fig. 5). Without touching on the issues of drift, roll, agility, etc., let's consider the possibilities of such a wing. To keep the hydrodynamic qualities of the wings unchanged, we assume that the wings have a triangular shape in plan and their plane is set at an angle β=10° to the water surface. We further assume that there are no inductive and wave resistances of the wings, there is no cavitation, and the wing moves along a smooth (unperturbed) water surface. In this case, the ship's weight will be perceived by both the hydrodynamic lifting force of the wing and the buoyancy forces of its submerged part. Based on the equilibrium condition, it is possible to obtain the following relationship between the speed υ of the hydrofoil and the depth of immersion of hydrofoils h :

From (5) it can be seen that with υ=0 (floating mode) h/h 0 =1, and with υ→∞ (wing mode) h/h 0 →0 e. reducing the resistance to movement.

Wing drag:

The analysis shows that the resistance to movement varies from zero (at υ=0; h/h 0 =1) to R ∞ (at υ=∞; h/h 0 =0).

At speeds υ>5 m/sec, the yacht is completely on the wings, and its resistance is R x ≈ D 0 /K h = const. Thus, in the entire mode of motion, the resistance R x
To analyze the real capabilities of the hydrofoil, it is very useful to obtain an analytical relationship between the speed υ and the main parameters of the hydrofoil that affect it. Approximately, this dependence can be obtained as follows (see Fig. 4). Connect the points T 0 and υ D 0 with a straight line. Then the point 5 of the intersection of this line with the line R ∞ will give the minimum ("guaranteed") value of the speed υ Δ of the hydrofoil. The true speed is in the limit: υ Δ

As can be seen from fig. 5, b, with a symmetrical arrangement of hydrofoils, they do not create lateral resistance, as a result of which the hydrofoil will have excessive drift. Therefore, B. Smith proposed an asymmetric installation of the wings (Fig. 5, c), in which a directed force of lateral resistance is created.

The design of B. Smith's vessel has already been described, so we will not dwell on it in detail. General scheme three-winged boat is clear from fig. 6 and 2, the city of Outrigger made it possible to spread the wing-hulls and increase the lateral stability of the vessel. The tilt of the sail-wing made it possible to almost completely eliminate the heeling moment. Additional lateral resistance is created by a special bend of the side wing (Fig. 2, c). Stability on the course is created by air stabilizers. Turning, of course, is carried out with the help of an air rudder. Shown in fig. 6 the model can move only on one tack (note that on the model B. Smith used a wing mast in combination with a soft sail). On a full-scale vessel, for movement on both tacks, it is necessary to install symmetrical wings and stabilizers. After turning, the hydrofoil moves in this case “stern forward” (like the Polynesian “prow”). As you can see, the design is directed towards the realization of an ideal sailing vessel, which is its theoretical limit. Attitude:

B. Smith built and tested several models and a full-scale model of the hydrofoil, but the speeds achieved are not reported in the press.

What are the really achievable aerohydrowing speeds? Obviously, the actual design of the vessel will differ in its characteristics from the models, and even more so from the theoretical scheme of B. Smith. Assumed by B. Smith, the real value of the ship's aerodynamic quality K 0 = 10 is hardly achievable. The similar quality of modern racing boats with wing-sails does not exceed 4.5-5. At the hydrofoil, hydrofoils that have come to the surface (their area is about 5.5 m 2 with a sail area S α \u003d 20 m 2), stabilizers, various braces, beams and an outrigger, a passenger gondola, etc., located in the air flow, apparently , reduce the aerodynamic quality.

Cavitation, spray formation, wave resistance, inductive drag and a number of other phenomena will apparently lead to the fact that the hydrodynamic quality of the hydrofoils will also be significantly lower than the theoretical one. It can be assumed that the hydrodynamic quality will be of the order of K h = 8÷10.

Then, with a true wind V = 7 m/s, the speed of the hydrofoil can reach the value (7):

A few words about the trim of the hydrofoil. A thrust force equal to D 0 /K h at a low value of K h can amount to several tens of kilograms, which will cause trim on the nose and deepening of the nose wing. Experience will show how this will affect the speed.

Literature

• 1. Ash G. V., A guide for sailing enthusiasts, St. Petersburg, 1895.
• 2. L. F. Negersoff, The Common Sense of Yacht Design, v. II, 1947.
• 3. Barkla H. M., High-speed sailing. Transactions of the Institution of Naval Architects, 1951.
• 4. Davidson K. S. M. The mechanics of sailing ships and Yachts, Surveys in Mechanics, Cambridge, Univ. Press., 1956.
• 5. Kryuchkov Yu. S., The yacht overtakes the wind, Military Knowledge, No. 8, 1960.
• 6. Kryuchkov Yu. S., Can a sailing yacht go faster than the wind?, Shipbuilding, No. 6, 1961.
• 7. Kryuchkov Yu. S., Lapin V. I., Sailing catamarans, Sudpromgiz, 1963.
• 8. Smith B., The 40-knot Sailboat, N-Y. 1963.
• 9. Tyuftin M. S., “Boats and yachts”, vol. 9, 1967.

The very first sailing ships (to be described in this article) appeared more than three thousand years ago in Egypt and were an ordinary raft with a straight mast and steering oar. A little later, the Phoenicians began to make more advanced models. For their construction, they used the wood of the Lebanese cedar and oak. There were shipyards in the ports of Phenicia, which produced merchant single-masted boats and better-equipped warships. Approximately in the 5th century. BC e. navy already had the ancient Greeks and Romans. However, large sailing ships appeared in Europe during the great geographical discoveries. It was then that the most powerful European powers, in search of new colonies, began to equip navy fleets for traveling not only across the ocean, but also around the world. Thus began a stubborn struggle for dominance at sea, which contributed to the active development of the shipbuilding industry.

in modern world

In our time, when the navy is made up of powerful ships equipped with the first word of technology, sailing models have been used mainly for entertainment. Most of the modern sailboats are yachts. In Europe and America, where there are sports yacht clubs, sports regattas are held annually. Most often, these events are attended by

A regatta is a water competition between sailing or rowing vessels.

Traditionally, such competitions are held in America and England. Some regattas are major international competitions, such as. America's Cup.

The classification of sailing ships is determined depending on the equipment and technical characteristics. Below are the main types of varieties of sailboats.

Classification by sail type

Vessels with direct sails.

Vessels with slanting sails.

A straight sail was used by the ancient Egyptians and Phoenicians. It is a canvas in the form of a trapezoid, attached to a horizontal rail. Ships with square sails go well only with a fair wind, so they were quickly changed to ships with slanting sails.

The oblique sail is located on the back side of the mast, to which it is attached with its leading edge. Ships with slanting sails sail well both under a fair wind and under a sharp course to the wind. Oblique sails, in turn, are divided into:

Latin.

Gaff sails.

Cleavers and staysails.

Classification by number of masts

Single masted sailing yachts.

Double masted yachts.

Multi-masted yachts.

The mast is part of the sailing rig. It is a vertical ship structure, which is usually supported with special guy wires. Masts were made mainly from coniferous wood.

Masts in the modern world

On large modern ships that do not have sailing equipment, the masts have lost their main function and are used for other purposes:

To carry the national attributes of their country (flag and coat of arms).

To bear identification marks current state ship (quarantine on board, fire on board, drill, etc.).

For installation of various lighting signal signs.

To install some sound signaling devices.

In order to pay tribute to the state in whose waters the ship is currently located. Mounted on the mast National flag this country.

If there is a dead person on board, then the national flag is flown at half mast as a sign of mourning and tribute to his memory.

Mast types

Foremast. This is the very first mast, counting from the bow of the ship.

Main mast. It is the second structure of this type from the bow of the ship. On two-three-masted ships, it is also the highest.

Mizzen mast. The stern mast, which on any ship is the last one from the bow.

What types of water vehicles are there?

Classification of sailboats by type of hull:

Wooden.

Plastic.

Steel.

Classification of sailing ships by the number of hulls:

Single-hull

Double-hulled (sailing catamarans)

Trihull (sailing trimarans).

And finally, the classification of sailing ships depending on the use of the keel:

Keel yachts (on such vessels they use a heavy one, which can significantly reduce the drift of the vessel and lower the center of gravity).

Dinghy boats (a special daggerboard is installed on such yachts, if necessary, it can be raised and the draft of the vessel can be reduced).

Compromise yachts (they use intermediate design solutions between dinghies and keel structures).

Vessel variety

Names of sailing ships should be listed.

Aak is a small, single-masted, flat-bottomed vessel designed to carry small loads.

A bark is a large ship with three to five masts. The ship is mainly equipped with straight sails, only one oblique is fixed on the aft mast.

Barkentina - sea three-five-masted sailing ship. Most masts are equipped with slanting sails. Only the bow structure has a straight sail.

A brig is a two-masted ship with direct sailing equipment on the mainmast and foremast and a slanting gaff sail on the mainsail.

A brigantine is a light two-masted vessel with slanting sails on the mainmast and straight sails on the foremast, this type of sailing rig is called mixed.

Galleon - a large multi-deck naval vessel with powerful artillery weapons. Galleons were intended for long-distance sea voyages and battles. Such sailing ships were quite fast and maneuverable and made up the bulk of the Spanish and English fleets.

Dzhonka - a wooden two-four-masted vessel, which was used mainly in Southeast Asia and was intended for river or coastal sea freight transport.

Iol is a two-masted vessel with slanting sails and the position of the aft mast behind the rudder axis.

Caravel is a three-to-four-masted sea vessel with mixed sailing equipment, designed for sea voyages and significant cargo transportation.

Galley - this is the name of almost all sailing and rowing ships, they were used in antiquity. In addition to sailing weapons, they had one or two rows of rows.

Karakka is a large three-masted ship used for commercial and military purposes. The ship could have up to three decks and had an impressive cannon armament.

Katch is a small two-masted ship. It differs by the location of the aft mast in front of the rudder axis.

A frigate is a military three-masted ship with full sailing equipment. The classic frigate was created in France in the middle of the eighteenth century and was a light, maneuverable vessel with good weapons.

Flute is a good sea sailing vessel designed for military transport purposes. Due to the fact that the length of this ship was several times its width, the flute could go quite steeply into the wind, and this gave him a significant advantage over other, less maneuverable ships.

A sloop is a military three-masted ship sailing under direct sails. Used as a patrol and vehicle.

Schooner - a light sailing vessel that had at least two masts with slanting sails. Schooners are very easy to manage. They were mainly used for various commercial traffic.

Yacht

Initially, sailing yachts were fast and light vessels used to transport high-ranking people. Subsequently, a yacht began to be called any or simply a sailing vessel intended for tourist or sporting purposes.

The first yachts appeared in the eighteenth century. They were quite fast and comfortable, which is why rich people preferred this type of sea transport. Modern sailing yachts have an outboard motor that makes it easy to maneuver in port and sail at low speed even during complete calm. They are divided into cruising (there is a cabin on board), pleasure and racing.

Buy in the store

Today, many historical sailboats no longer exist and have remained only on the pages of adventure novels and in pictures in magazines and books. But don't get too upset. In the store you can buy craft designed for themed decor. There are also special kits and manuals for assembling sailing ships with your own hands. It is worth noting that collecting ship models is a very entertaining hobby that is gaining momentum in Russia.

The most famous and legendary sailing ships, photos and models of which are popular:

Bark "Endeavour" is the famous ship of James Cook, on which he sailed to the then unexplored shores of Australia and New Zealand.

"Neva" and "Nadezhda" are two sloops that for the first time in Russian history circumnavigated the world.

"Prince" - an English frigate that sank in 1854 in the Black Sea after a catastrophic storm. He gained popularity thanks to rumors about the sunken treasures that he was transporting.

"Mary Rose" - the flagship military of the English King Henry the Eighth, which tragically sank in 1545.

"Great Republic" - the largest clipper ship of the nineteenth century, which was built by the famous shipbuilder Donald McKay.

Ariel is a British clipper ship that became famous due to the fact that in 1866 it won the famous "tea race" from China to London.

"Adventure" is the ship of one of the most famous pirates - Captain William Kidd.

Conclusion

The era of sailing ships was a truly exciting time of adventure and romance. Sailing ships took part in numerous naval battles, sailed to uncharted shores and transported priceless treasures, with which a great many legends are associated. A huge number of literary works are devoted to ships of this type. Based historical events and mystical stories with the participation of sailing models, many famous adventure films have been shot.

About a year ago, the famous Russian magazine Yachting, which is dedicated almost exclusively to motor yachts, turned his face to sailing yachts and began to pay increased attention to this topic.

We invite you to get acquainted with a series of large-scale interviews by Katya Malysheva, published on the pages of the magazine.

The conversation with the famous yachtsman, Briton Lee MacMillan took place in the fall, during the Extreme Sailing Series regatta in St. Petersburg, and the interview was published in the Yachting 2015 magazine, No. 6 (80) November - December.

Interview of Katya Malysheva with Leigh MacMillan, a famous English yachtsman, participant of the 2004 and 2008 Olympic Games, star of the Extreme Sailing Series, one of the stages of which is held in the very center of St. Petersburg for the second year in a row.

The history of the Extreme Sailing Series officially began in 2007 - these are stadium format races in the central waters of the world. The Wave team, Muscat, and its skipper, Lee MacMillan, are the most decorated members. Lee has been racing in the series almost since its inception and has repeatedly become the winner. It was especially interesting for me to talk with him about the international sailing, the strongest yachtsmen and, of course, women, without whom the future of the sail is no longer possible.

I want to start with Extreme 40. This year there are not many strongest teams among the participants, such as Alinghi, J.P. Morgan, Groupama, what do you think about this year's line-up? Is he strong enough? Are you still interested in competing?

You know, it's still interesting, even though we missed a few big teams this year. Teams that have been in the Extreme Sailing Series for a long time, such as Red Bull and SAP, are participating in the races now. And they have enough experience, and they have improved over the past year. Therefore, they are the teams that need to be fought, they are at the top. Alinghi were the strongest last year, but they were also the strongest the previous two years, and these guys are very hard to beat, so it's hard to say anything about their departure. I think, you know, as we move forward, we meet more and more people who come in and it becomes hard to beat them.

- Do you consider yourself the strongest team of this year?

No, you know, we've been a team for many years, and there are pros and cons, because when you've competed together so many times and for so many years, it's very hard to keep improving. So it's very difficult for us to compete near the top of the group and, you know, one of the challenges in this year's series is that we're not an exceptionally strong team. In some conditions we feel confident, but in other cases there are teams obviously stronger than us. All that remains for us is to continue to do our best to win.

- How do you like the race in St. Petersburg, was it an easy stage? You won, it seems to me, quite simply.

It was truly a great race. Strong current and wind against the current, which makes it even stronger. Pennant wind. All this created just excellent conditions for the race. It's so cool, it's fantastic to come to a place where sailing competitions are not usually held, and do something out of the ordinary, unusual for this racing area. This is a new experience for us in sailing.

The Extreme Sailing Series is unique in that each stage is new country. Do you like to try something new in every city, relax?

Yes of course. We don't have a lot of free time, we are very focused on yachting, but when we go to new places we like to get to know those special things that they can show us, and St. Petersburg is an amazing city in this regard.

- Agree. But back to racing, what sailing classes and events are you participating in this year?

This year my focus is on Extreme 40 and Bullitt GC32. These are catamarans, but they are more technologically advanced. Because they are hydrofoils, like in the America's Cup, so it's great for us to race them and have that experience. These are the two main categories that I focus on.

- Only two classes? And nothing more?

Yes, it's pretty stressful as it is.

Will it be easy for you, for example, to return to sailing boats after catamarans, or does it take time to change your technique?

I don't think it will take long. You know, last year I joined in a month, even went to the World Championship, having mastered a single-seat hydrofoil racing yacht, which is a completely different vessel compared to monohulls, ordinary keel boats or catamarans. And I came 23rd at the World Championships in Australia; you know, I didn’t win, but in such a short time I understood and learned to cope with the boat quite well.

- Do you have a dream related to sailing?

My dream with sailing... It used to be to win gold in the Olympics - that was my dream as a child and teenager when I competed in two Olympics and wanted to win. But the sport is moving forward in my mind, so now it's hydrofoil racing, it's going to be fantastic to win the America's Cup.

- Do you dream of the "America's Cup" with the Oman team?

This is my personal dream, there are no plans yet associated with any particular team.

- When do you plan to implement it? Next season?

When the opportunity arises, it will be great to participate.

- What do you think about the development of sailing in general? What is changing, what is it - the sail of the future?

The main change now is technology. There are already many hydrofoil boats, they accelerate to incredible speed, the ability to go so fast has revolutionized this sport. It changes a lot: strategy, how you steer the boat, how the sail is supposed to react to the wind. It's a completely different feeling and it's a huge change, probably one of the biggest we'll see in a lifetime because all boats are now getting faster and spending less time in the water. This is a very exciting time.

- Does it become easier to control the boat? I mean in terms of technology?

Of course, all systems are updated. It seems to me that sailing is developing in the same direction as motorsports like Formula 1, becoming more interesting for the audience, more spectacular. Since the main problem, in my opinion, in the development of sailing is that people who come to the beach to look at ordinary boats, not catamarans, as a rule, do not really understand what is happening and why everything is so slow.

- Interesting. And what happens to yachtsmen? Are there many newcomers to sail now?

You see, now there are many opportunities for young people to get into this sport, probably even more than ever. Boats are getting faster and young people are learning faster. So it's becoming more and more natural for them to be successful with these technically advanced boats, because they kind of grew up on all of this, while people who grew up on slower boats have more difficulties. So there are a lot of opportunities, and young people are coming, and this will continue as the technology goes deeper and deeper into small, young boats, they will become faster, it will become second nature to them.

- What do you think about the strongest yachtsmen? Who is at the top of the rankings?

You see, this question is difficult to answer because there are people who have achieved a lot over the long term who are still competing, such as Russell Cootes, who has won many America's Cups and now manages the Oracle team. We are following Ben Ainsley, who is probably the most successful yachtsman in the world, the current Olympic champion. These are the guys who really changed the sport.

- What about women?

Women? We have a girl on the team - Sarah Ayton, who is twice the winner of the Olympic Games, you know, she is very talented and, by the way, is also the mother of two children. So she puts it all together. Yes, and the SCA women's team finishing the Volvo Ocean Race is an incredible achievement. And they plan to compete again, they want to use all their experience from this last race, if they can repeat it, they will be right on the front line, competing with the guys. So, you know, there are a lot of opportunities for girls too, but it's hard, this sport has traditionally been dominated by men, but now there are more and more opportunities for women.

Do you think there is an opinion among yachtsmen that this is precisely the “man's world”, I mean the world of yachting? For me, this is absolutely true. Of course, I like female participation in various sports events, but this sport requires strength, special abilities, which are more natural for men than for women. Or is it not?

You know, I think that's traditionally been the case for many years, but things are changing. These are progressive changes: men and women are becoming more and more equal, but for the number of women to grow, it will take time for them to come and take advantage of these opportunities, achieve success and become full-fledged professional athletes. So, you know, historically it's been a male-dominated sport, but that's changing, it's progressing towards being more equal and I'm sure it will continue to be.

- Do you like that this sport is changing?

Yes, definitely!

I think it's great for the men's team to have a woman on the boat. It's for good luck! But I have a weird question. Is it hard to be a yachtsman's girlfriend? After all, you are always busy, far from home, how does this affect your relationship?

You know, any relationship is complicated, it's never easy, but in my experience, sailing doesn't get in the way of a relationship. Leaving is hard, but you come back and spend time at home, sometimes you take your family to competitions. You see, it's a completely different lifestyle, but at the same time it gives you opportunities to do something unique, to travel and do things that are good for the relationship too. So in my experience it's not difficult, I have a wonderful girlfriend and she is very interested in sailing, loves what we do. Sometimes it's hard to be away for a long time, it's hard to wait a long time, but in general we try to find compromises, trying to do our best. When you travel, you also try to manage your time, so it's not so one-sided.

- How much free time do you usually have? A week, a month?

You know, roughly speaking, 50/50. You can spend one or two weeks of each month traveling and two weeks at home. When you're at home, you work on your fitness and schedule, prepare the team, so it's kind of like you're still working, but you have time for your family and partner.

- Do you go in for sports for yourself or is it just necessary in the profession?

The general level of fitness is very important in sailing. That is, for some people, good physical shape on a boat is vital, of course, there are those on the ship who will pull heavy sails, ropes and winches, but it’s still important for me to be in good shape in order to move quickly around the boat and use my hands for hydraulic equipment. So needless to say how important fitness is, even though I don't have to be as strong as a team that does a lot of hard work.

- What about intelligence? What combination of mind and physical strength is needed to win?

For many sports, it's always about the mind and how you use it to race and evaluate all the moments, you know, a lot happens in the head: it is important to have the right mindset, experience and know the technical side. It all adds up to create a competitive, original team and is perhaps more important to many people in sailing than the physical aspect. It is necessary to understand this sport: the wind, complex movements, everything that happens. So, yes, the mind is very important, but both are necessary. And if you don't have physically trained people, but you have a mind, then the boat will not be able to cover the distance in the race.

- How about talent? Is it important to have talent in this area?

Definitely yes! Talent is part of the mind. That's exactly what I'm talking about: the intellectual side, talent, natural instinct, physical fitness are those things that are invested physically and intellectually, forming an excellent basis for winning a race or a regatta.

- That's such an interesting formula. Thank you!

Photo by Oleg Semenyuk

Text by Thomas Logish

As such, a typical cruising yacht simply does not exist, and this is due to the huge variety of models on the market. This is the opinion of one of the most famous German cruising experts, Wilhelm Greiff. Responsible for safety, he is responsible for checking the equipment of yachts participating in the annual transatlantic regatta (ARC - Atlantic Rally for Cruisers). The regatta starts annually in November and runs along the route Canary Islands- the islands of the West Indies. Some crews do not stop there and continue their journey further west to the beautiful atolls of the South Seas.

During his life, Greiff met a variety of sailing ships, on which brave crews crossed the Atlantic Ocean and embarked on circumnavigation. He observed the following: “More and more yachtsmen are sailing on series production yachts. This year alone, owners of 9 Bavaria, 9 Hanse, 13 Jeanneaus and 19 Beneteau models applied to participate in the regatta. The share of serial yachts reaches 25% of total number declared yachts. Of course, there are also a number of yachts made of Feltz steel, but their number is gradually decreasing.”

Steel cruising yachts of the Iron Lady type (" The Iron Lady”) are gradually losing their leading positions. Currently, new cruise yachts for long-term voyages (for example, the Allures 51 model) are built mainly from aluminum. However, fiberglass yachts such as Island Packet Estero are also well suited.

1 Material choice: steel, aluminum or fiberglass?

Once upon a time, yachts were built of wood, but today this is extremely rare. And we recommend buying a wooden yacht only to those who have a good idea of ​​what it is - the process behind a wooden ship, especially when sailing in the tropics.

In the case of steel yachts, the situation is similar - the yacht requires constant and careful maintenance, and its hull needs a special anti-corrosion coating. Hence the conclusion: when buying a yacht, it is absolutely necessary that it be checked by a highly qualified expert, since only he will be able to detect all hidden defects.

With his yacht Vindö 90, Günter Thomann traveled to all corners of the Mediterranean. In addition, he often overtakes new yachts. In general, he is well versed in courts of any type, and his opinion is categorical: “I am not at all an ardent fan of fiberglass, but the use of steel is becoming more and more exotic and strange solution. Ultimately, the choice of one or another material should depend on where you are going to walk. In favor of fiberglass is that it absorbs the noise of a running engine, propellers, and wind noise better than aluminum. In addition, it is preferable on boats of small sizes, because insulation, frames, and other elements of the set take up a lot of space in aluminum hulls. At the same time, aluminum has its advantages, for example, an excellent microclimate in the cabins. No fiberglass smell, no fumes provoked by it. In addition, metal yachts are themselves well protected against lightning, while plastic yachts must be equipped for this, which is a significant expense. Another argument in favor of aluminum: osmosis does not occur on such yachts. And finally, when stranded, aluminum hulls tend to cost less blood than plastic ones.

Christoph Junghof, who regularly moonlights as a skipper on the haul of yachts, makes similar arguments. From his point of view, steel is stronger than aluminum or fiberglass, but it has its drawbacks. And from a visual point of view, a steel yacht looks unattractive if rust spots appear on it.

“Feeling safe is extremely subjective,” Junghoff says. - However, I was personally convinced and bribed by an old Nordsee 43 model made of aluminum from the shipyard Dübbel und Jesse. Her hull is reinforced with floras, and a working rail is launched around the masts. Even after sailing 1900 miles and winds up to 50 knots, no damage. Here it is, excellent German quality and shipbuilding experience since 1977. Needless to say, an aluminum ship is an ideal and unpretentious toy for men, which will please you for a very long time.”

As for single-built models, aluminum is used especially often. Its main advantage is a strong body. Among the minuses are expensive internal insulation, significant construction time for the yacht, as well as high consumption of materials. Here it should be emphasized that in recent years the price of raw materials has risen significantly and now one kilogram of welded aluminum costs about 30 euros. All this must be taken into account, adding such a problem as the overload of construction shipyards and companies performing finishing work.

"Aluminum - a good thing, but the strongest and fastest yacht I have ever sailed was the 55-foot Ron Holland, says Junghoff. “This yacht was made of fiberglass, and thanks to a good sail, rigging and excellent quality in general, even after strong storms, the yacht did not suffer serious damage.”

Fact is fact: more and more yachts around the world are built from plastic. The old problems associated with plastic are safely solved, and osmosis, which so scared yachtsmen before, only leads to a heavier hull due to soaked water. Even if the owner of the vessel knows little about handling such a yacht, he still cannot seriously harm her. The most that can happen due to poor maintenance is the gel coating will fade. We agree: not very beautiful, but not scary!

Anna and Reinhard Zantner are strong believers in fiberglass. This couple sailed on their Nordica 430 SD from 2005 to 2008 except for short breaks. Their route ran from the island of Rügen through the Canary Islands (as part of the ARC regatta) to the West Indies, after which they returned to Europe through the Azores. The main arguments in favor of fiberglass for this pair are easy maintenance of the yacht and low repair costs. Also among the advantages - a relatively small weight and high speed.

In fairness, it should be noted that many yachtsmen consider insufficient rigidity of the hull to be among the disadvantages of fiberglass yachts, which sooner or later leads to the appearance of squeaks and various noises. On metal yachts, squeaks and noises appear later, but these sounds are much more disgusting.

The Atlantic Ocean is crossed with equal success by monohulls and multihulls. On the left - monohull yachts at the start, on the right - catamarans in the harbor.

What to choose - catamaran or monohull? In the end, it's just a matter of trust. Everywhere has its pros and cons.

2 Tough choice: single or double hull?

It is quite obvious that there is no unambiguous answer to the question that causes controversy between entire generations of yachtsmen.

Each yachtsman must weigh all the pros and cons, prioritize and only then make a choice.

Let's say monohull yachts are more economical in port, they just take less space. And when overkill, they themselves return to their normal position. At the same time, the internal layout of a monohull vessel is almost always the same, which means it is boring: bow and stern cabins, a wardroom in the center, aft or center cockpit. Let's add to this a significant draft (with the exception of yachts with a lifting keel), and this is increased ??? run aground, and even near the shore it is not always possible to get closer.

Catamarans are very decent walkers, especially on courses close to backstay. They have practically no roll, which is a very big advantage for long-distance transitions. They have large under-deck volumes, which can be divided into residential and technical compartments in any way with partitions. In addition, catamarans have a shallow draft, so they can enter shallow water without problems, and two propellers on two hulls provide easy maneuvering in harbors. True, due to the considerable width, catamarans are subject to higher port dues. It is true, and this is the main argument of their opponents, that catamarans are fraught with a hidden threat of capsizing when suddenly heavy squalls, and without any hope of returning to their natural position - up the mast.

It is unlikely that anyone knows keel yachts and catamarans better than the famous yachtsman Bobby Schenk. He says: “Before, catamarans did not inspire confidence in me - too wide, too unusual. Much more dear to me was my steel sloop Thalassa. But then I made up my mind and went on a catamaran from France to Thailand and Malaysia, and my doubts disappeared. The behavior of the catamaran on the water was ideal - it was fast, with a slight roll and coped well with the waves.

Today, the average length of cruising yachts exceeds 45 feet, but, of course, yachts of more modest sizes are also found.

3 Size matters: what length is right?

A modern 34-foot yacht provides a better crew (especially a small one) with space and comfort than a 12-meter yacht of the past. Yachts "aged" with their slanting sterns, elongated sternposts and flat superstructures may look more elegant, but they are clearly not able to pamper people with comfort.

Meanwhile, in recent years, the "average" yacht has increased somewhat, reaching again to the "average" length of 45 feet. And this is despite the fact that what longer yacht, the more expensive the insurance, maintenance, equipment, the higher the parking fee. In addition, sailing on large yachts, you are unlikely to be able to experience the beauty of small fishing bays, islands, shallow lagoons. However, comfort outweighs! In the end, you always have to sacrifice something.

The minimum size of a cruising yacht is due to another reason - the behavior of the yacht at sea. So, great importance has a region where the yacht is operated. If in the Baltic with its short waves, then 35 feet can be considered sufficient for a yacht. In the Mediterranean, the optimum length is 40 feet long. For the Atlantic, the best yacht for calm and safe navigation can be considered one whose length is not less than 42 feet.

Undoubtedly? The size of the yacht is directly related to the speed of the vessel. However, is this factor really that important? It is very doubtful, because during a long voyage, a yachtsman spends 10% on the water at most, the rest of the time - at anchor or at the pier. Is he not a racer? He is a traveler, he is not interested in records, but only in pleasure. He has nowhere to hurry.

4 Choice of shipyard: serial model or "piece goods"?

Today, the vast majority of yachts are production models. Models for individual orders are built much less frequently. And if in the first case, design solutions are polished and verified, then in the second, successful solutions coexist with unsuccessful ones, because designers and builders have to take into account the wishes of the customer, and they can be difficult to implement, and often illogical. Moreover, in the course of construction, these wishes in the unrestrained desire of the customer for the ideal can multiply and multiply, which leads to an increase in construction time. And this is not to mention the fact that they often begin to contradict each other.

As a result, it happens that truly “unique” yachts appear, the cost of which exceeds the originally planned almost twice. Why be surprised that fastidious customers, having come to their senses, soon get rid of them. And this plays into the hands of those who are ready to buy a used yacht, because there is a chance to purchase a truly “piece goods” for a very reasonable amount. But there is a problem: no matter how good the “individual model” is, it will take some time for everything on board such a yacht to work as it should and should.

On serial yachts, this is much less common. Yes, this is a typical sample, but you can not expect unpleasant surprises from it. True, as always with in-line production, the buyer will have to turn a blind eye to large gaps and other errors. Of course, this does not paint the yacht, but it affects its value! In the direction of its reduction, of course. Well, if the owner of a serial yacht suddenly wants to part with it, in percentage terms, he will lose less than the owner of the notorious "piece goods".

Before you go on a cruise sailing on a serial yacht, you need to, as they say, bring it to mind. And we must be prepared for the fact that this will require a certain amount of time and money.

Peter Reinke is one of Germany's most knowledgeable custom built yacht experts. He states: “The demand for custom built yachts remains high, but most future owners of such yachts do not really think about the fact that shipyard specialists should have both the relevant knowledge and considerable experience. In practice, this does not always happen. Especially often the gap between the willingness to fulfill the order and the understanding of how and what to do happens when it comes to aluminum yachts. In pursuit of savings, customers order hulls from enterprises that do not even know what a yacht is. The result is incomprehensible.”

Separation of functions, however, is now rather an ordinary phenomenon. And it's not always bad.

Here is the opinion of Heiner Uffen, director of the Benjamins shipyard in Emden: “We specialize in yacht hulls and are always responsible for our quality. The demand for durable aluminum cases is increasing every year. And the tasks before us are getting more and more difficult. For example, today yachts are increasingly equipped with a lifting keel, so that they can be used in coastal areas. We build the hull, install the keel, rudders, engine, after which we transfer the hull to another company where it will be refitted. This separation of functions is a guarantee of quality and significant cost savings.”

The Borssum shipyard is such a long-standing partner of Benjamins, and they also confirm that the demand for ever larger, more comfortable ships is not only there, but also growing.

Of course, the mass production of yachts does not require such ingenuity or such costs. With the exception of those cases, of course, when it comes to luxury models. Gregor Bredenbeck is responsible for the construction of the large yachts of the Hanseatic Shipyard Group. Here is his opinion: “Today, the equipment of all yachts over 45 feet in length, even if, in fact, they are serial, is carried out taking into account the wishes of the customer. A desalination plant, a washing machine, a generator, or increasingly ordered climate control systems - all this equipment has already become almost standard. However, we are in no hurry to translate this set into the category of mandatory options. The choice should remain with the customer, we respect his individuality and are always ready to follow his wishes.”

Unlike the large Hanseatic shipyards, the Sirius shipyard in Plön has its own niche. For 40 years, yachts for cruises have been built here. Shipyard director Thorsten Schmidt says: “We can 'fit' every ship of its future owner. And this is the advantage of small series! Our clients are aware of this and, as a rule, they select the equipment they want to install on a yacht. Many of them already have yachts, so they know exactly what they want. Of course, we suggest them to install a special frame for the panels solar panels and wind generator. or, for example, a thruster, or a distiller, but the last word, of course, is with the buyer.

With all the obvious advantages, small series, like single-build yachts, have drawbacks, and Thorsten Schmidt does not hide them: “We build about 14 yachts every year and are fully loaded with work. But the average waiting time sometimes reaches 1.5-2 years. In addition, a small-scale yacht, and even more so a custom-built yacht, is not a cheap pleasure. The lower limit is 280,000 euros, but often the amount rises to 500,000. It all depends on the equipment and the number of options.”

Heide and Erich Wilts first ordered the construction of the aluminum hull of their Freydis II yacht, and then moved the hull to another shipyard for final fitting. To make cruise trips, they ordered the construction. At the Hallberg-Rassy shipyard, yachts are built in a serial way, while the Sirius shipyard (pictured below) produces only 14 yachts per year.

5 Long or short keel?

Practice shows that a yacht with a long keel behaves much calmer at sea than a yacht with a short keel. It would seem that this is the best choice. However, if there is light, then there will be shadows. Long keel yachts are not very agile, while short keel yachts are excellent maneuverability, which is a definite plus when it comes to marinas, which are getting tighter every year.

When anchored, this feature plays a secondary role: a short-keeled yacht sways horizontally, but lies in the direction of the wind. Long-keel yachts, on the other hand, rarely align themselves at the right angle to the wind.

The same applies to any keel mechanics. The lifting and tilting keels are extremely practical in the intertidal zone, and in combination with bottom plates and twin rudders, you can easily manage the yacht in shallow water and moor to the pier even in a hurricane somewhere in the West Indies. However, complex mechanics require increased attention, and, in addition, in harbors often the sound of the centerboard or keel in the bindings gets on the nerves.

Sirius shipyard director Thorsten Schmidt says: “The moving keel mechanics are obviously subject to heavy wear and need to be replaced every two years. A movable keel should be ordered only for those who definitely need it because of the specifics of the navigation area.

When asked about the correct keel, Reinhard Zantner answers from experience: “A good alternative is a winged keel, such as the one on our Nordica yacht with a draft of 1.75 meters. The use of a semi-balanced outboard steering wheel without a skeg, in my opinion, is a risky business from a construction and technical point of view, since its design is not the most reliable.

Vindö 90 owner Günther Thomann disagrees: “I am completely satisfied with the long keel and 1.90 meter draft – all of which ensured the yacht’s smooth handling on the water, there were no slaps or shifts in the stern waves.”

6 Spars and rigging: one or two masts?

Experienced cruising yachtsmen like Günter Thomann know: “For cruising with a small crew, fractional rigging is a huge plus.” total area, distributed over several sails, is much easier to handle than one huge sail. Indeed, in the past, cruising areas were filled with numerous ketches, iols and schooners. Now the situation has changed: more and more often we see sloops. But this is not always the choice of yachtsmen - people buy what shipyards offer, and shipyards think about how to make their yachts cheaper. This is something like a vicious circle, from which only a few yachtsmen manage to escape - those who prefer to have two masts on long trips.

7 Equipment: better to try than to learn

To create a perfectly equipped yacht, the most useful thing is the experience gained during many years of sailing, say, during a vacation. After some time, some of the equipment from the yacht will most likely be removed, which means that it was bought in vain. But there is no other way than the empirical one. How else will you know what you really need and what you can safely do without?

Andreas Domeier and his family set out in June of this year on a long voyage to the West Indies.

“It took a particularly long time to upgrade the electrical system,” says Andreas. We spent several weeks and a lot of work on this. Now our yacht is equipped with a 24-volt on-board network and solar panels. The experience of previous voyages told me that it is better with them than without them.

Similarly, Michael Haufe, head of holiday and event agency Teamgeist, which organizes cruises, is doing the same. In 2008, his company purchased a Hanse 470e, which had just left the shipyard. By the end of the first season, some of the shortcomings that are usually characteristic of serial-built yachts were eliminated. But even after that, the yacht was constantly improved. In particular, it was decided to abandon many electronic "toys", as their functions were successfully taken over by the crew members. Naturally, no one had the thought to refuse some of the “benefits of civilization”, such as, for example, a desalinator ...

Here is another example. Helmut Weiler equipped his Van de Stadt 47 yacht according to his ideas of what should be on board. After passing 20,000 m.m. from Holland to Australia, among other things, he came to the conclusion that the wind generator is a complete disappointment that works the way he wants, not the owner of the yacht. The seawater pump started leaking after 100 hours of operation. Conversely, electronic devices, which he did not really trust, performed well. Guess here!

8 Energy: sun, air and water

If you are building or buying a new yacht, you need to make sure that the voltage of the on-board network is 24 volts. This way you will avoid the need to purchase thick copper cables.

The standard voltage for electric motors is 48-96 volts, and modern lithium-ion batteries can withstand up to 144 volts. However, such installations require skillful handling and must be installed and insulated by professionals. Such plants have many advantages, therefore, for example, a desalination plant sea ​​water from Echotec is already supplied with 144 volt motors.

Solar modules and wind generators are widely used. However, they only work well when pointed directly at the sun or into the wind.

Stainless steel construction specialist Frank Haese notes: “In recent years, the demand for solar mounts and wind turbine mounts with increased noise protection has grown exponentially. This shows how many yachtsmen in cruising are relying on renewable energy sources.”

There is no dispute, the wind generator is a good thing. But there is one “but”: they always make noise during operation, and sometimes they also create annoying vibrations. In addition, weather conditions greatly affect the strength of the current: it is one thing when the yacht is at anchor with a smooth and fairly strong wind, and quite another when it is cruising with a gentle course and weak ones - then the current is almost not generated. Therefore, whether or not to install a wind generator is the business of the owner of the vessel, and here no one advises him. But as for hydro generators, no one has any doubts about their effectiveness: they produce up to 500 watts, without having a noticeable effect on the course of the vessel. They cost more than wind turbines, but there are so many benefits from them that the costs pay off.

The ideal option is a combination of a hydrogenerator and modern photovoltaic modules that produce energy even at dusk. However, Holger Lade, Phaesun's production manager, notes: "Even the best modules will be useless if the battery charging process lags behind the rate of power generation."

Which exit? Again, a combination. This time from special batteries and photovoltaic modules of maximum performance.

In conclusion, let's say: preparing a yacht for a long voyage is not an easy task. But, as they say, there would be a desire, but there are no unsolvable problems.

power >>> wind

Personal experience: How to move to live on a yacht and not screw up

Anna Balagurova, former editor-in-chief of The Village Petersburg online newspaper, gave up her career and office work a little less than a year ago to travel across the Atlantic with her husband. On the website of Snob magazine, she maintains a detailed blog about her adventures, and she told us about how she got used to life on a ship while crossing the ocean.

I was on a sailing boat for the first time a year and a half ago. By some absurd accident, in Helsinki, during the Flow festival. My friend somewhere picked up guys from St. Petersburg who came there to race. We were, of course, invited to join, but only as detractors - we were not good for anything else. It seems that a friend was then instructed to "mine a spinnaker in a kitty." It was funny to me, but she was practically buried under sail.

Then, by another chance, I met my future husband - a yacht instructor. We drank a lot, talked about how we want to live and travel. In general, we were extremely romantic and agreed that a sailboat is an ideal option for both of us. This is at the same time a transport that is moved by the forces of nature (that is, free of charge), a house anywhere in the world (also inexpensive), and even an opportunity to earn money by teaching or simply driving people. Sounded like good plan and we decided not to give it up.

It remained to choose and buy a boat. There were several requirements - a reliable yacht for the oceans (the so-called blue water cruiser), in the Mediterranean Sea (so that you could reach the Canaries without entering the evil Biscay and the English Channel), costing up to 60,000 euros (to leave a little for an upgrade) and, of course in good condition. Through the Internet, we found several almost perfect options in Sweden for half the price of what we planned. But all these northern seas... in general, we became too lazy, because it was June, and already in November we were going to start in the transatlantic. We bought our 1985 Westerly in Greece. A solid English shipyard, pedantic owners, a beer opener on the step, again. I immediately felt sympathy for this neat and solid boat, for its funny chubby owners, who unashamedly declared that they did not like strong winds, and also that they would take away the grill, because without a grill their summer would be ruined.

A little paperwork with the registration of the boat and insurance - and already in July we began to slowly move towards Gibraltar with stops in pleasant coastal cities, from mossy Sicilian resorts to magnificent Syracuse and Palma de Mallorca. Thus began my life on the boat.

The first thing you had to get used to was roll and roll. How to live when your world is tilted 30 degrees? How to sleep when you are thrown from side to side? Well, let's say you're not in the transition, but at the anchorage, but damn it, you're still rocking, it's water! You go out to the ground - you sway out of habit. After crossing the ocean, I almost stopped paying attention to it. Firstly, I caught zen from the realization that I would have to hang out in open water for at least three weeks. Secondly, I wanted pancakes and fried potatoes even in a five-meter wave, so I had to get out. Remember - sometimes at anchorages it shakes almost like in the middle of the Atlantic. So if you want to live on a yacht, train your vestibular apparatus. At least on the carousels.

Learn to conserve water. If you are not overly rich and cannot afford an extra 400-500 euros per month for comfortable marinas, get used to spending 10 liters of water on a major wash (in the ocean, 2-3 was enough for my body and hair, but this is too spartan ). About washing dishes or doing laundry fresh water, out of the question - everyone living on a yacht has sea water taps (although we do laundry in laundries and increasingly use paper plates). There is one controversial point here - all waste products are thrown out of the yacht straight into the sea. The so-called gray water (from dishes and showers) can be drained almost anywhere in the world. Black water (from the toilet) in many countries is required to be stored in collector tanks on the boat and pumped out in specially designated places. Taken together, this all sounds terribly crazy. Shit diluted in water is much more harmless than fairies or alkaline shampoos. On a yacht, I try to use eco-friendly household chemicals and cosmetics, but rather for complacency. Because on the scale of the oceans, this is simply ridiculous.

In addition to water, you will have to save electricity. We travel in sunny regions, so for our needs (refrigerator, recharging phones and laptops, light, autopilot), two solar panels are almost always enough. Many people install windmills and water turbines on boats - versatile, but prohibitively expensive. We also have a water maker installed - incredible useful thing giving full autonomy from the shore. True, distilled water should not be drunk for too long due to the complete absence of useful substances contained in ordinary water. We run full tanks every time there is such an opportunity. 350 liters of water is enough for the two of us for more than 2 weeks.

Those who live on the water need to periodically get out to the shore - not everything is to sit at home. For this purpose, they usually use a small inflatable boat with a motor or oars (although in the Canaries I saw two girls who ignored the oars and rowed with fins). It is almost impossible to leave this enterprise with a dry bottom. So, let's imagine: early Saturday morning, you fall out of the bar. What's next? That's right, you get into a taxi to go home to sleep. And I wander along the beach or the embankment in search of my seedy boat, which turned into inflatable pool, enter into an unequal battle with a wave, jellyfish, an engine even more sluggish than me. In general, one wrong move and the boat is on your head. We recently forgot to take our oars with us, for the first time in our lives. Of course, on the way back, our engine died, also for the first time in our lives. We were stuck on our inflatable hernia in the middle of the bay in the very center of Bridgetown, where at that time we were celebrating the 50th anniversary of the independence of Barbados. Under the hooting of the crowd from the embankment, they buried their hands and after 40 minutes they were on the yacht (the way under the motor was about three minutes). The ridiculous situations in which you find yourself while living at anchor are beyond count.

School of captains

Everyone can become a captain of a sailing ship - all you need is a desire and a good instructor. The Power of the Wind will teach you everything you need to know and be able to, and after passing the exam, you will be issued an international class driver's license. We conduct theoretical courses in the center of Moscow, and practice in the Mediterranean and the Canary Islands. Come to class!

Otherwise, everything is like at home or rather in the country. A bedroom with a large bed, a living room with a large table, internet (we have an aerial booster to steal wifi from coastal cafes), even an oven (to store frying pans). There is a TV in the cabin - exclusively for watching movies and TV shows. There are speakers in the cockpit so you can dance on deck or just have a feast. As for the feasts - yachtsmen are not fools at all to drink. One of the terms that came into my everyday life after moving to the boat - sundowner - means "a glass of alcohol drunk at sunset." Another term was coined by my husband - "Polish Yachting". This is when you rent a boat for a week and never leave the marina because you drink all day. From the name it is clear that the Poles do this mainly, not us.

Any racer will spit in my face when they see what my boat turns into at anchorages. A hammock dangles on the spinnaker boom, a bucket is tied to the fur sheet of the staysail (well, so as not to drop it), shorts are dried on the rails. Books and clothes are scattered everywhere, the kitchen is overgrown with a bunch of little things - this happens to everyone who hangs in one place for more than a few days. After a couple of weeks in the parking lot, it's hard to force yourself to go out to sea. Too lazy to collect everything, fix it, lay it out in lockers. Reluctance to mess with the anchor, then with the sails. Well, if you have to go for a short time and with a good wind. Transitions for more than a day in our case turn into seizure yachting. Long hours of procrastination on deck, and then - a sudden change in the wind, a gust, a torn sheet, running around under the heart-rending cries of the captain. At first, I was stunned by the fact that the captain is actually my husband. I still don't understand why he's yelling like that! They say that almost all skippers behave in a similar way, no matter how nice people they are in ordinary life. In the USA there is a yachting school for women, with women owners and teachers. So, their slogan is “No shout”. I think it's very cool and right.

I read in many yachting blogs that after life on a yacht it is difficult to return to the cities, because the boat gives a feeling of freedom and all that, and the city subjugates itself, leaving only the illusion of choice. It seems to me that in many respects this is slyness. To balance between the inexpensive gypsy life on a yacht and maintaining the boat in a condition suitable for serious transitions, you need money, at the current rate, quite a lot. This means that it is still impossible to exclude oneself from the circle of capitalist relations. To some extent, you become a slave to your own boat. If you want to radically change the situation, you need money not only for yourself, but also for the parking of the yacht. The apartment can be locked up and forgotten, and only a rather careless owner can leave the yacht hanging at anchor and just dump. The most painless, in my opinion, scenario is as follows: six months, while in Europe good weather, travel, stopping at anchor, and put the boat in an inexpensive marina for the winter (if you look, you can meet 600-700 euros for 6 months) and go home to work. With more exotic places, this will not work - flying away is expensive, leaving the boat is even more expensive. If everything is tired, you are in a hopeless situation.

A big bonus of owning a yacht in Europe is the opportunity to stay abroad almost indefinitely without worrying about a visa. If without unnecessary details - put a stamp on exit in any of the EU countries. This is done either at the local police station or passenger port. Both there and there there are more important things than you with your visa, so they put the seals without looking. Upon arrival in the next country, the entry stamp can be “accidentally forgotten” until it is necessary to fly home. Such an unexpected loophole still does not fit in my head, because we are all used to serious control at airports and land borders. The Caribbean, on the other hand, turned out to be quite a bureaucratic place. In almost every Antilles where we spend this winter, you need to draw up documents for entry and exit. In Barbados, among other things, we were sent to the medical office, where we had to fill out a questionnaire with questions like “have you died on board” and “does the crew have diarrhea”. But except on paper, there is no control. For more than half a year, our yacht has never been checked, although we have already crossed half the world. Even bring slaves, even enriched uranium. In that sense, having your own boat does give you a certain amount of freedom. This is probably why same-sex couples and all those who, for ideological or any other reasons, have ceased to be satisfied with life in modern cities quite often travel on yachts.