Sees a dream at the sea soima
E. G. Guro. Day through the cloud - dune (1910-1913)

The term "soima" is recorded in historical and fiction as the name of common river and lake vessels used in the Gulf of Finland, Ladoga, Onega lakes and flowing rivers from about the 16th century. Most researchers believe that the design of the “soima” was developed in Novgorod, archaeologists have not yet found the ancient “soims”, we know the design and performance characteristics of this vessel from the sources of the 17th century.

1) Existing etymology

A) Max Fasmer's etymological dictionary

Soima, "single-masted ship with a deck", Ladoga, Onega. (Dal), Olonetsk. (Kulik.), Arkhang. (Sub.), old. soim - the same, from Peter I. Borrowings. from Olonetsk. saimu "a small sailing ship with a deck", people, Veps. soim, fin. soima "large boat, plow", probably related by alternation with Fin. saima "a kind of boat"; see Kalima 219; Leskov, ZhSt., 1892, no. 4, p. 102.
(It has been mentioned in written monuments since 1576; see Shmele; in, ALL, 5, p. 195. - T.)

B) S.A. Myznikov, St. Petersburg. About vocabulary of Baltic-Finnish origin in Kostroma dialects

* Soyma, a boat with two sails… 1860… There is a keel in the middle of the soyma;
* The title of ships from the canal to the Neva River: semi-baroque, vodovik, soyma (Moscow Ved., 1764 No. 17).

C) Leskov N. On the influence of the Karelian language on Russian within the Olonets province // Living antiquity. 1892. Issue. 4. S. 97 - 103.
Soima - a river or lake vessel. This word is identical with the Korelian and Finnish "soima", "saima" - a large open or only half closed vessel.

D) Almanac "Solovki Sea" No. 6. 2007, A. Yepatko

* Notes of the Novoladozhsky captain Mordvinov about his four trips to the Solovki http://www.solovki.info/?action=archive&id=394

“The origin of the very name “soima” is interesting. Most likely, this is a derivative of the Finnish word "suomi" (literally: the land of Sum). This was the name of the tribe that lived on the territory of modern Finland and subsequently gave the name to the whole country. It is likely that the Ladoga Soyma is a type of ancient Finnish vessel, mastered over the years by the Karelians and later by the Novgorodians.

* Almanac "Solovki Sea". No. 7. 2008, Construction of the St. Arseniy Ladoga community: http://www.solovki.info/?action=archive&id=435

“Not a single insurance company in Russia undertook to insure ships sailing with cargo on the open Ladoga. Only in 1858 did the Admiralty send an expedition to Ladoga under the guidance of an experienced hydrographer, Colonel A.P. Andreeva. He was instructed to make a survey of Lake Ladoga, map its coasts, lighthouses, describe the most dangerous capes, shoals, reefs and determine the direction of the winds.

The task of the researcher also included a detailed inspection of boats of local types. Describing them, Andreev noted the outstanding seaworthiness of a two-masted fishing boat - soima. At the same time, he came to the conclusion that nothing is known about the design of the ships that sailed along Ladoga during the time of Veliky Novgorod.

“While visiting the surrounding monasteries on duty, the colonel noticed that the icons of the local ascetics depict ships that are quite similar to the Ladoga Soyms of the present. “Based on this similarity,” the colonel wrote, “and taking into account that the Ladoga soims have retained some primitive character to this day, we can conclude that the vessels of the Novgorodians were almost the same as the current soims.”

“Admiral Count Apraksin in 1716 anxiously wrote to Menshikov: “It was ordered to make thousands for ten people, so that more is better, soims that go to Murmansk.” Further, Apraksin complains in the same letter that “we don’t know the sample of those communities and there are no craftsmen and supplies.” A month later, Menshikov informs the tsar: “I went to the senate and advised on how to make the soims known to you, what the merchant people of Ladoga are called to do, who do not deny it, they only ask for an exemplary vessel, which one I found here.” A curious fact follows from this sovereign correspondence: in the first quarter of the 18th century. the people of Ladoga didn’t even know what a soima looked like!”.

2) Application of the term in Russian

A) Dictionary of the Russian language of the XI-XVII centuries, RAS, M., 2002, no. 26
http://etymolog.ruslang.ru/doc/xi-xvii_26.pdf

Soima. A small river or lake vessel with one sail (1366). “That summer of Veliky Novgorod, Novgorodians in Nizhny Novgorod captured guests and robbed them in<с>omah come." Arkhan. years., XVII-XVI centuries.

B) National corpus of the Russian language

N. I. Berezin. On foot along the Karelian waterfalls (1903): “Have you seen what ships are here; galliot and soyma. ... After all, soima, Novgorodians still swam here, and Peter will teach how to build galliots.

3) Generalization and conclusion

Soima is a “sewn” keel vessel designed for sailing on the high seas and in the basins of giant lakes (Ladoga, Onega). It had different sizes, small boats served for local navigation and fishing, larger deck "soims" were intended for transporting people and goods, were used in military operations and sea fishing until 50 of the XX century.

A) The original design of the "soyma"

The stems (bow and stern beams) are littered back, the hull is sewn with vices (roots) - a flexible design, which facilitated navigation in shallow areas of the sea and lakes, where short steep waves arise during waves. The depth of the Neva Bay of the Gulf of Finland is 2-6-15 m; depth on Ladoga - 3-20-70 m, storm winds are frequent; Onega - Wednesday. 20-70 m., frequent unrest, wave height up to 3.5 m. When fishing, vessels are often close to each other;

We can conclude that the "soima" was intended for sailing on the high seas and in the Ladoga and Onega lakes, this boat-vessel was able to endure stormy weather, go through a raging sea or lake. Therefore, her name should contain a description of the ship's seaworthiness; ambiguity in language, what language did the term belong to?

B) Monasteries

During the monastic colonization of the North, a number of monasteries were founded, some of them were located on the islands. Along with cultural and religious activities to Christianize the local population, the monks were engaged in crafts: shipbuilding, commercial fishing, salt production and trade (salt, fish, pearls). In order to ensure economic and military activities, large monasteries had their own fleets of river and sea vessels.

* White Sea: Nikolo-Karelsky Monastery, osn. in 1410; Solovetsky Monastery (islands), osn. in 1420-30.
* Lake Ladoga: Valaam Monastery (islands), osn. in the XIV century; Konevsky monastery (island), osn. 1393, Staraya Ladoga monastery, osn. in the 15th century

We found an image, SOIMA - a ship designed to sail in the turbulent waters of the White Sea, Onega and Ladoga lakes; V. Dal: "Whoever has not been to the sea, he did not pray to God to the full." The term must contain a characteristic - a boat for sailing in a stormy sea. It is advisable to consider the term "soima" in connection with biblical images and vocabulary, the consciousness and thinking of a Russian person of the Middle Ages was religious.

4) Hebrew Terminology and Biblical Imagery

A) Terminology

Let's bring the term into a form close to the Hebrew grammar and highlight the roots SOYMA = SO + YMA, we instantly have rational (reasonable) Hebrew words-concepts - SOE stormy, storm + YAM sea, lake.

* SOIMA \u003d SO + YMA \u003d Heb. SAA storm, storm wind, whirlwind; forms SOA, SOE stormy + YAM, YAMA sea, lake; those. boat - a vessel designed to sail in rough seas.

Source

* See Hebrew strong 5584, CAA gust of wind, gale, stormy

* See Hebrew and Chaldean etymological dictionary for the books of the Old Testament, Vilna, 1878.
SAA vortex; http://www.greeklatin.narod.ru/hebdict/img/_332.htm

B) Biblical image

Westminster Leningrad Codex, the most complete text of the Old Testament, dated 1008, written in Hebrew in Cairo, found in the Crimea (c. 1838); the verses in the Russian Synodal translation do not correspond to the Jewish text of the Code.

* Psalm 55:9: "I would hasten to hide from the wind (SOA), from the storm."

* In Israel, in the south of the country, east of Beersheba, there is a wadi, a temporary stream formed during the rainy season, which bears the name Nachal Soa (turbulent stream), Nachal So'a; see https://cs.wikipedia.org/wiki/Nachal_So

Thus, the materials of researchers and biblical terminology allow us to conclude that the ancient Russian shipbuilding term SO + YMA is composed of two biblical words-concepts - storm + sea, lake; designates a vessel capable of enduring stormy sea and lake conditions.

Characteristics:

Housing length overall	7.8 m
Hull width overall	2.1 m
Draft at full load	0.5 m
Case weight	1100 kg.
Sail area	18.3 m2
Number of oars	6 pcs.
Passenger capacity	12 people
Price:	RUB 1,210,000

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Description:

The drawings of the traditional folk boat "Soima" were developed on the basis of a sketch published in the book by G.V. Ash "Guide for sailing enthusiasts", published in St. Petersburg in 1895.

The design of the boat's hull is similar to that of boats and is designed for harsh operating conditions, so it is perfect not only for recreation on the water, but also for fishing and fishing.

The hull of the soyma has whaleboat contours, i.e. sharp bow and stern. The main material for the manufacture of the wooden hull of the boat is selected shipbuilding pine. The longitudinal body set is laminated. Sheathing - cut on copper rivet nails, bent frames. Metal parts are made of structural steel. Galvanized bolts and screws are used to connect the body parts.

The body of the soyma is primed on the outside with red lead and painted with oil paints, and from the inside it is impregnated with natural linseed oil and covered with drying oil. An alternative is the traditional impregnation of the boat inside and out with a mixture of linseed oil, tree resin and turpentine. The steel parts are epoxy coated.

The soima is equipped with six roller oars, a rudder with a wooden tiller, and a two-masted sprit sailing rig.

On the boat it is possible to install a stationary engine complete with shafting, systems and remote control. The engine is installed in the aft part under the casing.

A. Zaitsev

Modeling of small wooden boats is a favorite pastime for the technician of the architect of the Spetsproektrestavratsiya Institute, Alexander Zaitsev.
His first work - a model of the Algerian brigantine XVII Vienna - was published in our magazine No. 6 in 1971 and attracted the attention of many readers.
Passing military service on the Order of the October Revolution on the Red Banner cruiser "Aurora", a young sailor under the guidance of the most experienced modeller of our country, the commander of the Aurora, Captain First Rank Yu. I. Fedorov, built a model of the Russian frigate "Peter and Pavel". This work was awarded a diploma at the general naval competition of modellers in 1972.
As a result of a five-year search in the archives and libraries of Leningrad and Moscow, A. Zaitsev managed to recreate the exact appearance of one of the most original types of Russian lake vessel - the Novgorod soyma. The drawings of this ship published in this issue allowed its author to make a model, which in 1979 at the 1st Moscow competition of desktop models brought him first place in the C3 class. Speaking with this model at the 1st All-Union competition in Leningrad in 1980, Alexander Zaitsev took second place. Now the modeler is finishing the reconstruction of the drawings of the Russian military tender Sokol. It is enough to glance at the map of Ancient Rus' to understand what a convenient geographical position Veliky Novgorod occupied at that time.
Remoteness from the Baltic Sea made it less vulnerable to aggressive western neighbors - the Swedes and the Livonian Order, and impenetrable forests and swamps reliably protected the city from the Tatar cavalry, which devastated the plains of Eastern and Southern Rus' in the XIII-XV centuries.
At the same time, it was possible to get to the shores of the Baltic, White, Black and Caspian Seas from Novgorod along rivers and lakes, through portages. This made the city one of the largest trading centers of medieval Europe: after all, rivers for merchants and pioneers from ancient times were considered more convenient and safer than land roads. In addition, horse-drawn carts could not compete with ships in terms of carrying capacity, and land transportation was much more expensive.
One of the most important objects of foreign and domestic trade of the Novgorodians was fish, which was found in abundance in the rivers and Lake Ilmen. Novgorodians, stocking up for future use, dried it, dried it, smoked it or salted it. Such "canned food" served as the main food of Russian soldiers during campaigns. It was much easier and faster for the inhabitants of Novgorod to catch fish than to get the same amount of food by hunting, but it was incomparably cheaper than corned beef from domestic animals.
Trade, fishing and the desire to expand their possessions - these are the main economic reasons that led to the development of shipbuilding in ancient Novgorod.
Huge forest reserves along the banks of the rivers determined the design features and construction technology of Novgorod ships, and the navigation area - their proportions, optimal dimensions, contours and sailing equipment.
Soyma is considered one of the most common types of courts of ancient Novgorod. Its distinguishing features are the body embroidered with a vice and stems heaped back. The latter is due to a short steep wave of shallow lakes. Fishing soims had to be in close proximity to each other during the seine plant, and the stem littered back excluded the possibility of hooking someone else's side when one vessel was piled on another.
The lightest boat of this type, up to 6 m long, was called a soiminka. The length of the hook soyma ranged from 7-8 m, and the length of the tethered soyma - 9-10 m. The boats, the length of which reached 12 m, had a deck and a fish tank for live fish. They were called live fish, or pre-solid soims. However, if necessary, the cages were built into any boat, for which they put two waterproof wooden bulkheads, and holes were drilled in the sides between them for water circulation.
Fast on the move under sail, light on oars, well tacked and able to walk steeply to the wind, the soims were used by the Novgorod bands for trips to the White Sea for "fish tooth". Rapid rivers were overcome on them without the risk of breaking the keel (when swimming through the rapids, hitting the stones, the keel board of the boat springy). On the lakes, high stems ensured good germination on the wave. It was easy to drag light soims across the watersheds.
The sailing equipment of these ships is extremely simple. The mast was inserted through the opening of the can into the steps, construction was superimposed on the legs of the sprints, the sail was stretched diagonally by the sprint when it was filled with wind, the mast was securely held without shrouds. The sail was controlled with the help of a sheet, when harvesting the sails of the sprints, they pulled them to the mast with their hands, wrapped both with a sail and tied it with a sheet.
The reconstruction of the drawings of the soyma, made by me, belongs to the era of the end of the 17th century. This is exactly what the ships looked like, which in the early years of the Northern War Peter I was forced to use for military operations. 14 guns. 400 soldiers of Colonel Ostrovsky, planted on soims and karbass, daringly repulsed the Swedes. In another operation of the Russian Soyms under the command of Colonel Tyrtov, Numers, having lost several ships and 300 soldiers, retreated to Vyborg, leaving Lake Ladoga forever. Undoubtedly, the participation of the soyms in the capture of Noteburg, Nyenschanz, as well as in the Neva victory, when the Russians boarded the Swedish 10-gun galliot "Gedan" and the 8-gun shnyava "Astrild". Even after the appearance of large warships in Russia, soims continued to be used for night sorties, reconnaissance, and often for the daring capture of small Swedish warships.
Later, cargo soims began to carry a bowsprit and a straight sail on the foremast, their carrying capacity reached 100 tons. Such ships were also built on the White Sea, but at the end of the 18th century they were supplanted by more seaworthy shnyaks and yols. On Ladoga, soims were still built in the old way, that is, they were sewn with vice until the beginning of the 20th century, and nails were used only for attaching planks to the posts. Over the years, this method was replaced by a more technologically advanced and faster assembly on copper nails and rivets. Few people now know that in 1941-1944 the soims participated in supplying the besieged Leningrad from the beginning of navigation until the autumn freeze-up, delivering ammunition and food and taking the wounded and children on the way back.
And today, in the expanses of Ladoga and Onega, and even on the Neva, no, no, and a strange snub-nosed boat will come across - a monument to the seafaring wisdom of the ancient Novgorodians.

HOW TO BUILD A SOMA MODEL

The greatest effect in the manufacture of this model can be achieved if you use a small-layer "scale" wood, and the curvilinear parts of the body are made of wood, which has a natural curvature similar to the outlines of the object being made. Since real soims were built from pine, coniferous species with a fine structure can serve as material for building a model: larch, yew, thuja, etc.
Start the construction with the keel, which is a flat plank of elliptical section 3 mm thick. Then cut out the stems and use glue and dowels to install them so that the end of the keel is closed. Frames No. 1 and No. 9 are made from the forks of two knots. Insert them into the sockets on the stems and fasten them with dowels in a vertical position. The rest of the frames are in two parts, fastened with dowels. Install them on the keel and strengthen with the same dowels. Start skinning the boat from the keel to the sheerstrake. First, cut the edge of the first, narrowest, board adjacent to the keel, and cut the ends obliquely so that they fit into the tongue grooves of the stems. Press the board to the frames with clothespins or clamps. After that, drill blind holes in the board and stem and hammer in the dowels on the glue. Then make the same hole in the board and frame and hammer the dowel on the glue again. In exactly the same way, attach the board to all other frames up to the sternpost. Lay the next board with an edge on the edge of the first, mark its position, drill blind holes and fix it with dowels on the glue. Steeply curving boards must first be steamed.
Fasten the skin of the boat as follows: drill a through hole in the edges of the boards superimposed one on top of the other at a certain angle to the plane. Then, with an indent of 3-3.5 mm, the next one, as if towards the previous one. The third hole is punched parallel to the first, the fourth - parallel to the second and so on. On the side of the board where the distance between two adjacent holes is smaller, cut a groove from one hole to another for laying the wick (stitching material). Novgorodians used thin branches of bird cherry or juniper as vitsa, after steaming them in boiling water. Our model can be sewn with one strand of brown thread. Sew should be from the inside of the hull from bow to stern. The thread inserted into the hole is pulled and fixed with two "matches" - thin round pegs, the protruding ends of which are then cut off.
After sewing the hull, insert the half-bulkheads, cut in the banks, the steps of the mainmast, make the spars, sails and details that should be in the boat.
Pay attention to the fastening of the sprints to the masts. Their lines cover the mast with a long loop, which, under the weight of the sprints and sails, is tightened and does not slip. In the lower corners of the sail, tie the sheets with a clew, put the masts in place, hang the sprints. The bow and top corners of the sails must be tightly hinged on the toes of the sprints.
Ropes to the eye of the anchor and cat anchor knit with a fishing bayonet. Anchors, hook, ax make blued - from low-carbon steel. Paint the hull of the soyma from the outside to the sheerstrake under resin, sheerstrake - white, cover the inside of the hull, rudder, tiller, all wooden parts, spars, oars, gaff handle and ax handle with drying oil.
The relief on the under the model board can be made of foam, papier-mâché, plasticine or clay with the addition of glue and painted with tempera or gouache. Here the imagination and artistic taste of the modeller will be the best guide.

Almanac "Solovki Sea". No. 7. 2008

Andrey Yepatko

Construction of the Ladoga Soyma "Saint Arseniy"

It is difficult to find a ship in the North-West of Russia that would be as closely connected with the White Sea as the Ladoga Soyma. This strange snub-nosed boat, proudly carrying two masts, owes its birth to Ladoga and its indigenous inhabitants - the Finns. However, thanks to the glory of the Solovetsky Wonderworkers, she saw the soyma and the lead waters of Lake Onega, and the salty wave of the White Sea. Her faded sails loomed near the Klimenets monastery and the Kizhi churchyard, in sight of the noisy Povenets and on the schismatic Vyga. But the soyma found rest only under the walls of the legendary White Sea monastery, founded by the Monk Zosima and Savvaty. Pilgrims from Olonets, St. Petersburg, Pskov and Tikhvin, who arrived on the Soyma, crossed themselves on the high domes and, with an unsteady gait after the rolling of the sea, set foot on the holy Solovetsky land ...

About this amazing boat, which has always been a worthy "guest" on the White Sea, and our story will go.

A special role in the history of the Russian North and, in particular, the formation of local shipbuilding was played by Ladoga, which arose in the Baltic-Finnish and Sami environment (Kirpichnikov A.N. 1988, p. 40). According to archaeological research and dendrochronological analysis, its foundation dates back to the 750s (Ryabinin E.A. 1985, p. 27).

At the end of the ninth century in Ladoga, for the first time, a stone fortress was being built, which implies the presence of a suburb. The latter undoubtedly existed in the second half of the ninth century. (maybe even earlier), when Ladoga, judging by the finds, was an early city settlement with its inherent blacksmithing, jewelry and shipbuilding crafts (Kirpichnikov A.N. 1985. P. 170). It was here, in Ladoga, that the Slavs came into contact with the population, who had long been moving on ships across large expanses of water. On Lake Ladoga, which is not inferior in size to any of the bays of the White Sea and similar to it in hydrographic conditions, the Russians apparently acquired skills in building marine-type ships and, possibly, as T. A. Bernshtam notes, in fishing Ladoga seal (Bernshtam T. A. 1978, p. 25).

According to A. N. Nasonov, Ladoga was not only an outpost of the northern borders of Rus', but also actively participated in the development of the legendary Biarmia - the Northern Dvina, the White Sea, including the Kola Peninsula (Nasonov A. N. 1951. P. 80). Moreover, according to A. V. Kuza, the Novgorod land was headed by Novgorod, Pskov and Ladoga. It was these three centers that were part of the main state territory and formed it (Kuza A.V. 1975, p. 188).

The geographical position of Ladoga - at the junction of sea and river roads - favored its development. Its formation as a transshipment point, a harbor, a place of contact between various ethnic groups and cultures, made Ladoga stand out as a major shipbuilding center.

A large number of items found during archaeological excavations in Ladoga are associated with river and lake fishing. In addition, according to chronicles and sagas, travelers moving in the XI century. to the west to the sea, the Volkhov rapids passed on “small ships”, and in Ladoga they transferred to sea vessels equipped with “Russian gear” (Rydzevskaya E. A. 1945. P. 63). The battle of the Ladoga residents with the Swedes and the Emyu on Lake Ladoga and the Neva suggests that they have a navy (Bernshtam T. A. 1978, p. 23).

The spread of the influence of the Ladoga residents in territories that are geographically much more distant than the Lower Dvina can be judged from one episode. The chronicler, who visited Ladoga in 1114, included in his narrative the story of the Ladoga residents about the “old men” who went during the reign of Yaroslav the Wise “for the Yugra and the Samoyed” (Nasonov A.N. 1951. P. 80). It is most natural to believe that their path at the end ran along the Mezen to the throat of the White Sea (Bernshtam T.A. 1978, p. 24).

In the Novgorod Fourth Chronicle, under 1032, a campaign of a certain Uleb to the Iron Gates is mentioned. In Uleb, S. M. Soloviev saw Eilif’s brother, the Ladoga Jarl Ulf (Soloviev S. M. 1959. P. 216), and the Iron Gates, according to one version, are located near the mouth of the Northern Dvina. This was the name of one of the straits (Nasonov A.N. 1951, p. 93). The military action of one of the Ladoga Normans was undoubtedly associated with the subordination of some part of the White Sea to Ladoga (Kirpichnikov A.N. 1988. P. 58).

No matter how disparate the above facts are, they testify that it was from Ladoga (perhaps before the 11th century) that the penetration of Russian squads, tribute collectors, and then settlers went north (Bernshtam T. A. 1978. P. 20) . Moreover, it was carried out mainly by water on ships adapted for long voyages.

Archaeological sources give an idea of ​​the main types of watercraft of medieval Ladoga, as well as some features of the Ladoga shipbuilding and navigation.

1. Ships of the rook type with rigid connections - that is, keel ships with clinker sheathing, built in the Scandinavian tradition, played a very prominent role in Ladoga.

At least 62 iron rivets are known from city excavations (Sorokin P. E. 1997. P. 33). Here one can compare the situation with Novgorod, where about 50 rivets1 have been found to date (see Fig.

1 Probably the Novgorod rivets belonged to small ships (coming to Novgorod or built on the spot), since large seaworthy ships of D ° Novgorod could not reach because of the Gostinopol thresholds on the Volkhov. W

Chapter III), but, given the much larger scale of the Novgorod excavations, the specific number of rivets per unit area will clearly be in favor of Ladoga. Moreover, in the Ladoga materials there are two fragments of boards of ship plating with rivets dating back to 30-50 years. 9th century and 30-50 years. 10th century (Sorokin P. E. 1997, p. 31). There are no such finds in Novgorod at all. Mention should also be made of the large number of rivets found during the study of the burial mound of the 9th century. in the Plakun tract, connected directly with the Staraya Ladoga settlement. Here, in each of the four mounds containing the remains of cremations in the boat (there are 18 mounds in total), from 1-2 dozen to 100 or more rivets were recorded (Nazarenko V.A. 1986, pp. 159, 162). Iron rivets were also found in a hill-like mound near the Plakun tract (Nosov E.N. 1985, p. 154).

Another find associated with the Scandinavian shipbuilding tradition is a 2.4 m high T-shaped post of a ship's canopy, found in the strata of the 2nd half. 9th century (Sorokin P. E. 1997. P. 41) (Fig. 4.3). Similar details were recorded on Viking ships, in particular on the ship from Gokstad (Von Fircks, 1982, fig. 58, 60, 63). However, one curious fact should be noted. The aforementioned post was found together with plating boards and hull frames, which obviously belonged to a vessel of a tag or baroque-rook type (Ravdonikas V.I. 1950, p. 5). And, despite the fact that all the parts were in secondary use (they were parts of the pavement), it can be assumed that they belonged to the same ship. In this case, we are faced with a typical mestizo design, when an introduced detail was used on a local flat-bottomed river craft, which is typical for seaworthy Scandinavian ships. However, the lack of information does not allow us to reasonably substantiate this version.

Speaking about the Scandinavian shipbuilding tradition in Staraya Ladoga, one cannot fail to mention the craft complexes associated with the repair and maintenance of ships.

The first of these complexes was discovered in 1958 in strata of the 2nd half of the 9th century. The workshop was focused on the processing of Iron and bronze, and the craftsman who worked here, among other things, made “rivets, obviously, for the repair of northern ships that arrived here” (Davidan O.I. 1986, p. 100). Another unique industrial complex was explored during the excavations by E. A. Ryabinin in the pre-continental layer of the Earthen settlement of Staraya Ladoga (50-60s of the 8th century). Here were presented the remains of a blacksmith and metalwork and jewelry workshop, one of the specializations of which was

Rice. 4.1. Fragment of ship plating. 10th century (according to P. E. Sorokin) Pig. 4.1. Part of vessel boarding. 10th century (according to P. Ye. Sorokin)

Rice. 4.3. Ship canopy stand. 2nd floor 9th century (according to P. E. Sorokin) 4.3. Awning stanchion. 2nd half of the 9th century (according to P. Ye. Sorokin) ^ j.

ship building and repair services. This is evidenced by the concentration of iron rivets and blanks of large rods, as well as the presence of large pen-shaped drills among the tools (Ryabinin E.A. 1985. S. 55-64).

2. In the Old Ladoga archaeological material, keelless ships of the Baroque and Baroque-rook types with smooth hulls are very widely represented.

In the cultural layer of the city, not to mention individual cladding boards, a significant number of accumulations of remnants of the cladding of such vessels was recorded, and, most importantly, in some cases we can even talk about fragmented collapses, since they contain parts that were originally interconnected .

So, on Varyazhskaya street in layers of the 10th century. V.P. Petrenko examined a fragment of the side of the vessel 14.3 m long and about 1 m wide, consisting of three whole boards connected by ribs-planks. The extreme board had a complex L-shaped section and was planshire (or, according to P. E. Sorokin, gate) (Petrenko V. P. 1989. P. 46; Sorokin P. E. 1997. P. 26) (Fig. 4.2).

Another fragment of sheathing, recorded in the strata of 930-960, contained gate and side boards connected by two frames-planks (Sorokin P. E. 1997. P. 157, Fig. 11.3) (Fig. 4.1). In the strata of the IX-X centuries. separate under-gate boards were also noted. All of them belonged to baroque type ships with a rectangular turn (90°). However, judging by the fact that some of the L-shaped boards mentioned had not only dowels but also sub-rectangular holes with rounded edges, it is possible that such boards can also be interpreted as gunwales, in which the elongated holes served for tying tackle (see Fig. boards with similar holes from Novgorod - Chapter III).

A very interesting fragment of ship plating was recorded during excavations at Zemlyanoy settlement by E. A. Ryabinin in strata of the 2nd half of the 9th century. Here, against the wall of the so-called. The “big house” (in the construction of which separate ship parts were used) adjoined, which is part of the yard pavement in secondary use, a frame-plank 3.3 m long, to which two sheathing boards were attached with dowels (Ryabinin E. A. 1985. P. 46. Fig. 11). The most important thing here is that in this case, for the first time, we actually see a fragment of a two-layer plating of a vessel of a tag or rook-type vessel.

The largest number of accumulations of planks of sheathing was recorded in Staraya Ladoga in the strata of the 2nd floor. IX - con. 10th century It seems that all the investigated clusters contained (except for the already mentioned gate or gunwale boards and frames) only rectangular boards of a simple section.

Frames. Kokors (there are at least 15 of them) constructive? but do not differ from Novgorod. It is only necessary to mention four ko- * bark (2nd half of the 9th century) from Baroque vessels with a rectangular fold, i.e. e. without the collapse of the sides. It is characteristic that all the known Ladoga gate-boards (if their interpretation is correct) also belonged to token ships without collapse of the sides.

At least 36 pieces are known of frames-slats. They date from Ser. VIII - con. 10th century (Sorokin P. E. 1997, p. 29). Structurally, they do not differ from Novgorod. Known frames-slats up to 3.3 m long (Novgorod, as a rule, are shorter).

3. Dugout vessels are represented in the Ladoga archaeological material extremely weakly. One can only mention a boat bench dating back to 750-760, an arched frame of the 16th-17th centuries. and, finally, an oak fish (750-760) (Sorokin P. E. 1997. P. 29, 32, 33, 120) .. Of course, some part of the oars and, perhaps, oarlocks are associated with doblenki.

4. Caulker and resin. In Staraya Ladoga in the strata of the VIII-X centuries. found 7 brushes for resin, similar to Novgorod. Among the finds there are also braces (Sorokin P. En 1997, pp. 34, 42, 124). G

5. Does multipurpose parts and tooling include items*? used on various types of watercraft (pins, * oars, oarlocks, etc.).

Nagels in the old Ladoga cultural layer can be traced starting from the earliest strata (VIII century). In total, at least 500 copies were found, both separately and in sheathing boards (Sorokin P.E.< 1997. С. 33).

Oars. In urban strata VIII-X centuries. 4 whole oars and 22 fragments were recorded. There are both rowing and steering oars. Of particular interest is a large oar with a balancer (920-950) (Sorokin P. E. 1997. P. 38-41). Two oars, probably from small shuttles, were found during the study of a hill-like embankment near the Plakun tract (IX century) (Nosov. E. N. 1985. P. 150, 154-155). Typologically, all oars from Staraya Ladoga are similar to those from Novgorod.

Oarlocks. In total, 9 pieces were found in the strata of the 8th-15th centuries: Despite the general similarity with the Novgorod material, the Old Ladoga oarlocks are closer to the Scandinavian samples: some of them were fastened with dowels both to the upper cut of the side and to the side of the upper plank of the casing. An oarlock with a vertical rod located behind the horn was also found (Sorokin P.E. 1997, p. 36). Another interesting find should be mentioned: in the strata of the 2nd half of the 9th century. a sheathing board was found (apparently, from a baroque or baroque-rook type ship) with an oar port (an oval hole with dimensions of 16.7x8.5 cm) (Orlov S.N. 1954. P. 243).

Gags, including large ones, are recorded in the strata of the 8th-10th centuries. Of particular interest is a gag woven into a bast rope, woven from six ends and reaching a length of 1.5 m (865-920) (Grozdilov G.P. 1950. P. 91-92).

Thus, consideration of the archaeological material from Staraya Ladoga shows that the main types of boats used here in the Middle Ages (primarily in the 10th-10th centuries) are round-bottomed keeled vessels with clinker sheathing and rigid ties (iron rivets), built in the Scandinavian tradition. and keelless ships of the baroque and baroque-rook type with smooth plating and dowel fastening, representing a pan-European tradition. A large number of finds (for example, in comparison with Novgorod) associated with the first of the mentioned types of ships is not surprising, taking into account the direct water communication between Ladoga and Scandinavia. The presence of seagoing vessels in this only “sea” port city in northwestern Rus' is beyond doubt, which is directly confirmed in written sources1. As for the ships of the baroque and baroque-boat types, intended exclusively for river and, partly, lake2 navigation, it was precisely such watercraft that were the main cargo and passenger transport connecting Staraya Ladoga with Novgorod and other cities of inner Rus'.

The small amount of material associated with dugouts is puzzling. The version of P. E. Sorokin, who connected this phenomenon with the peculiarities of the construction technology of one-tree houses in Ladoga (Sorokin P. E. 1997. P. 92), can hardly be considered justified,

1 For example: “That winter King Yaritsleif gave his daughter to Harald. Her name was Elizabeth; the Norwegians call her Ellisiv ... And in the spring he (Harald) got ready on his way from Holmgard and went to Aldeigyuborg in the spring, took a ship there and sailed in the summer from the east, turned first to Svitjod and headed for Sigtuna ”(Sturluson Snorri. Heimskringla (The Circle of the Earth), The Saga of Harald the Severe, Quoted from: Old Russian Towns... 1987, p. 81).

2 The possibility of widespread operation of ships of the tag and baroque-rook types in the waters of Lake Ladoga, which is difficult from the point of view of navigation, raises doubts (see, for example, Shubin I.A. 1927. P. 198) 4 b,

since, if dugouts in the Middle Ages were made in accordance with the traditions known here to this day (Sorokin P.E. 1997. P. 98. Fig. 4.1), then such vessels in the cultural layer should have left archaeological traces anyway.

It is unfortunate that no remains of rook-type vessels with clinker sheathing connected by flexible ties - vices, have been found so far, since, most likely, it was precisely such vessels that determined the further development of local lake shipbuilding.

Before turning now to ethnographic sources, let us briefly note the hydrological characteristics of Lake Ladoga, gleaned from research at the end of the 19th century, and, starting from this information, outline an “averaged” model of a watercraft that is optimal for this reservoir. According to data published in 1875 by A.P. Andreev, the southern part of the shore of the lake is low-lying, almost treeless and swampy. The soil is clayey or loamy. The western part from Shlisselburg to Kexgol-ma is also low-lying clayey, with sandy and rocky coasts. To the border of Finland, the relief gradually rises, the ground is pure clay. For r. Voksoy, 4 kilometers north of Kekegolm, the structure of the coast is changing. From here, skerries begin, going along the entire northern coast. The relief of the mainland and the islands is hilly, the coastal part is steep and composed of granite. The eastern shore of Lake Ladoga from the border of Finland to the south is at first quite high and consists of loamy soil, but the marginal part of the lake is sandy. Loamy soil extends southeast to Lodeynoye Pole. Clay dominates near the shore, which lies down to the river. Svir. The relief gradually becomes low-lying and swampy, the very edge of the lake, from the sand thrown from the lake, is purely sandy, hilly in places and covered with coniferous forest.

It is also necessary to note the nature of the Ladoga wave. She is rather tall, short, "bran and irregular". In the northern half of the lake, in deep water, with wind, the wave forms rather quickly and reaches a considerable height. In the southern part - at shallow depths, the wave is smaller. This remark refers to the western and eastern winds prevailing in the summer season. The most dangerous waves for navigation - high, short - form the north and northeast winds observed on the lake mainly at the beginning of navigation. In the southern part of the lake, these winds form a very strong surf. In July, on the bar, at the sources of the Neva, Svir, Volkhov and in other places with shallow depths and flowing water, extremely thin and long algae appear in the entire depth of the water. Their thickets are large, which interferes with the movement of steamers, “winding them on wheels, clinging to the steering wheel, propeller,

being sucked into the water-receiving tubes (kingstones). These algae stay on the lake until the end of August (Andreev A.P. 1875. Part 1. S. 134-204). On the whole, according to the modern sailing directions of Lake Ladoga, during 50% of the navigation time, access to the lake is dangerous due to weather conditions.

An analysis of the hydrological characteristics of the lake and its shores makes it possible to outline the main features of watercraft that are most optimal for given conditions. First of all, this is the good stability of the vessel and the flexibility (elasticity) of the hull exposed to high, short and bran waves. The most acceptable type of fastening of individual parts of the hull for creating such an “elastic construction” is sewing with a thread, leather straps, bast, etc. As is known, such a hull will not hold a huge load of short, secant waves, but evenly distribute it over each element) of the structure due to the flexibility (tensile and compression) of the fastening material. Another feature of ships for these hydrological conditions is the absence of a high keel. This is due to the viscosity of the soil - a ship with such a keel will burrow and be sucked into the clay or loamy bottom when mooring to the shore. The structure of the banks also determines the shape of the bow and stern stems. For the convenience of approaching the I coast with viscous soil and strong surf, straight endings inclined forward are expedient. In addition, the stem of such a shape! it cuts short and high waves better, and the stern-post, beveled downwards, protects the hinged rudder from hitting stones. ]1

According to the information provided by A.P. Andreev, on Lake Ladoga by the middle of the 19th century. the following types of ships became widespread: soims, galliots, gukkors, brigs and doshcouts. For communication between Shlisselburg, along the southern bank of the river. Svir, a trash cat was used, and for coastal fishing in the northern part (in Finland) typesetting boats with straight stems (Andreev A.P. 1875. S. 32-37, 241).

The galliot, as you know, is not the original Ladoga ship, but was borrowed by Peter I in Holland and introduced throughout the Russian North. The design of gukkors, brigs and doshkots is similar to the design of galliots and differs from the latter only in equipment and sailing equipment. Threshout (threshout) - a flat-bottomed vessel with one mast, used to transport goods and passengers. Its design was not well suited for fishing, which has long been common on Lake Ladoga. These are fishing: seine - in the coastal zone of the Shlisselburg Bay (on the western side), on Valaam, on the northeastern and southern coasts; merezhoy - in the southern part of the lake; garvoy - a special kind of large net, set up for catching salmon - mainly near Cape Storozhno, in the Volkhovskaya and Svirskaya bays and in some places along the southern and western sides of the lake; slings - a favorite projectile - throughout Lake Ladoga (Andreev A.P. 1875. Part 1. S. 211-212).

Various written sources brought us information about the Ladoga soima. In general, the soima, as originally a Finnish ship type, appeared on lakes Saima and Onega, further spreading to the waters of Ladoga and Ilmen. Later, along the Mariinsky water system, the soims reached the Upper Volga (Shubin I.A. 1927, p. 253). According to legend, the design of the soym has remained unchanged "since the time of the Varangians." Their archaism is also evidenced by the mention in the decrees of Peter I of this ship type among the so-called. “old-fashioned ships” along with boats, nasads, plows, beads, pauses, etc. (Kuznetsov V.P. 1956, p. 43). It should be noted that the concept of "soima" unites a whole group of similar lake vessels, which, however, have certain design differences associated not only with a variety of purposes, but also largely with the place of manufacture of the vessel - after all, as the area of ​​distribution of this vessel type expands, various new features appeared in the construction of soims, associated with local shipbuilding traditions.

A detailed description of the Ladoga Soyma is given by A.P. Andreev. He writes: “She is type-setting; curved frames; both stems are inclined from the outside and the vessel is sharp-keeled. Soima is built from pine forest; instead of nails, a thread of a tree root is used, according to the local name vichina (according to Andreev, the word vichina comes from the word forever).

The peculiarity of soims is precisely that they have a wooden fastening. The frames are attached both to the keel and to the skin with wooden dowels; beams and beams are also fixed on the knees with dowels. Sheathing boards are placed edge to edge, in a set, and sewn together with a root; the ends are also sewn together with vicina, but how firmly and securely this seam holds the boards, what one should be surprised at! And so that the root seam does not exceed the surface of the boards, then under it, where it lies, an incision is made in the board, in which the seam is preserved and does not deteriorate due to accidental friction of the joint.

The soima sits rather low on the water, and since it has almost no keel, for tacking, or as they say in the local language, to go to the rai - under the soima, a third of the distance of the keel, a false keel is nailed in the stern and bow.

The Ladoga Soyma is built in different sizes, depending on their purpose in use. Each soyma, depending on its size, has special names; for example: light, hook, sheer, salted. The light soima is the smallest, and is 15 to 20 feet long; hook - about 25; netting - about 30, and salting - reaches 40 feet;

Jans. 4.5. Soyma Ilmenskaya. Yuryevo, 1960s (photo from the archive of B. A. Kolchin) 4.5. Ilmen soima. Yuryevo, 1960s (photo from B. A. Kolchin's archives)

Rice. 4.6. Soyma Ilmenskaya. Body section. Yuryevo, 1960s -;4 (photo from the archive of B.A. Kolchin) and Fig. 4.6. Ilmen soima. Hull section. Yuryevo, 1960s (photo from B, A. Kolchin"s archives)"

Rice. 4.7. Soyma Ilmenskaya. Detail. Frame connection with skin, false keel * ... and kilson. Yuryevo. 1960s (photo from the archive of B. A. Kolchin)

Fig. 4.7. Ilmen soima. Part. Frame connection with boarding, false keel and keelson. *v **.t*H-* "*" Yuryevo, 1960s (photo from B. A. Kolchin"s archives) " ; et

the last genus of soims is larger and larger, then it is called cargo. The saline soima is otherwise called a live fish, it has a covered upper deck with a hatch, and in the middle of the soima there is a fish tank for live fish.

On large soims, the deck is blind, in the middle with hatches, has a slope to the sides of the vessel; there are no sides on the soyma; the crew quarters are located at the stern, and at the bow there is a small room for various accessories of the vessel.

All soims are armed without fail with two masts. The fore mast is placed at the very stem, and the main mast is placed in the middle. Both masts are not high; they have 2 sprinted sails, quite wide. Large catfish have a flying topsail.

The construction of soims is mainly carried out on the Pasha River, Petersburg province, Novo-Ladoga district. At the fair, which takes place in mid-January and March 17, in the village of Syasskaya Ryadki, at the mouth of the Syasi River, sometimes a lot of them are brought for sale. Soims are also sold in the summer, at the fair in Novaya Ladoga; to order, these ships are prepared at any time and very carefully. During hydrographic studies on Lake Ladoga, medium-sized soims were used for sounding work. They served for 9 years in such hard work without major repairs in the ship's hull, which clearly proves the strength of such ships.

Large soymy travel long distances. They continuously, in the course of the entire navigation, transport various luggage and live fish from Lake Ladoga and the rivers flowing into it - to St. Petersburg; they also swim in the Gulf of Finland - namely: to Vyborg, Rochensalm, Aborfors, Luga and beyond. The crew on the soyma is 2 people and is quite sufficient. Soima is light on waves, walks and maneuvers very well; small ones are very light on oars.

So, the Soyma is our own ship! Soima probably saw our ancient times, which are obscure even in history. The Soima has seen enough of the Hanseatic goods too!... And now the Soima is the only coastal vessel used on fresh waters in northeastern Russia. Soima without a deck, but with a roof on top, transports from St. Petersburg, through Lake Ladoga and Onega, to Povenets, pilgrims heading to the Solovetsky Monastery; the soyma also carries calves to St. Petersburg; The soyma transports both willow bark and live fish - it is good for everything ”(Andreev A.P. 1875. P. 37).

Further, A.P. Andreev notes that in the northern part of Lake Ladoga - in Finland, boats of a different type are used. They are type-setting and have almost straight stems. Their nose and stern are sharp and raised upwards. As a rule, boats have 2 masts and three sails: sprinted foresail, mainsail and jib. They are built along the entire Finnish coast, they are extremely easy to use, safe on the wave and have a small draft (Andreev A.P. 1875. P. 35).

Soima, as a ship type, has also been preserved on Lake Ilmen. When comparing the information of A.P. Andreev with the modern Ilmen soims, a number of differences immediately catches the eye, associated both with local traditions and with certain innovations introduced into Russian river and lake shipbuilding throughout the 20th century. So, if in the XIX century. on Lake Ladoga, soims were round-bottomed keeled vessels with clinker sheathing sewn with wicker in the form of tree roots and caulked with moss, then modern Ilmen soims are most often almost flat-bottomed, mostly keelless vessels with a small false keel, having a smooth sheathing with dowel fastening and fin sealing of seams (Fig. 4.4). Usually, Ilmen soims are equipped with two masts: a foremast located almost on the stem and a mainsail in the middle bank about an Ouse from the bow. Both masts are tilted forward (Fig. 4.5). The rigging consists of two rather wide sprint sails. On the move, soims are very light, fast and maneuverable. The stems are inclined, sometimes almost vertical, the stern is most often transom (Fig. 4.6, 4.7, 4.8). Another feature noted in modern soyms is the protruding centerboard well. Until recently, soims were still being built on the southern bank of the Ilmen in the village. Oyster.

According to the researcher of the late XIX century. Grigory Vasilyevich Esh, the general outlines and sailing armament of the soims made them look like fishing boats from Lake Peipsi, and also, most interestingly, like Norwegian fishing boats. Soims did not have permanent waterlines, and consequently, the midships, and even with a slight trim, the midships retreated to the stern. This is an extremely significant feature, since earlier all ships, without exception, had a midsection ahead of the middle, and only in the second half of the 19th century. yacht architecture, and after it all other branches of shipbuilding, recognized how important it is to place the midships closer to the stern (Esh G.V. 1895. p. 61).

Interesting information about the Ilmen Soyms was left by Mark Mikhailovich Barinov, who in the late 1960s. observed these ships and even crossed Lake Ilmen several times on them: “The Soima is not like any of the ships known to me ... At first glance, it refutes all the elementary laws of shipbuilding. Let's start with the fact that it has a trim on the nose. She has two short masts, and the front one is fixed right next to the stem, exactly in the place where the bow flagpole for the bow flag is located on large ships. The two masts, at any rate, are more than oddly placed. And besides, both masts are tilted ... forward! I’m not talking about such details that are understandable only to specialists, like the awkwardly placed forward centerboard well, etc. In a word, it’s not a ship, but a caricature, not to swim, but to tumble ”(Barinov M. M. B. G. S. 25-26).

However, then, having independently sailed on these "cartoon" vessels, M. M. Barinov admired their navigable qualities and optimal design, and also paid tribute to the rather peculiar fishing methods used by local fishermen. Here is a description of the first meeting with fishing communities on the stormy Ilmen: “Gloomy purple clouds rolled in from the northwest, and the horizon swirled with a white veil for all three hundred and sixty degrees. Ilmen was a formidable sight that night ... And suddenly, not far from us, I saw the black silhouettes of two ships going across. In less than three minutes, in the ghostly whitish haze of the northern night, I already distinguished two sailboats, easily and freely paving the way among the raging waves. Wide black sails, like wings, swept over black hulls, complete desertion on the decks and on the stern, where the helmsman is supposed to be, created a fantastic impression. They walked in parallel courses and quickly approached us. No matter how much I peered, I did not see a single person from the teams of these mysterious night wanderers. They were sailing with full wind, on a gybe, and their white, foamy whiskers seethed under their sharp stems. We missed each other no more than fifteen meters, and then I noticed that a cable was fixed on the stern of the nearest sailboat, going under water in the direction of the second. And still, not a single soul ”(Barinov M. M. B. G. S. 24-25).

As it turned out later, the author observed soims while fishing: “... having stretched a long net, they keep their course parallel in a stormy lake all night. And, as a rule, no one is on the helms of the ships! I can’t imagine how the amazing Ilmen navigators manage to do this!” (Barinov M. M. B. G. S. 27).