Koch and Spanish ship comparison. The Russian fleet was before Peter

Good day, dear guests of the blog!

Today is the Day of the Black Sea Fleet, it's time to remember Pomeranian fleet

Opening today new rubric, I, on the basis of photographic materials of the local history museum (Arkhangelsk), acquaint you with the ships of the coast-dwellers, of bygone years.

In those distant times, horse-drawn transport and horse riding dominated on land. The main role waterways played - river and sea.

KARBAS

(Greek - carabosse, etc. . Slavic bark, box)

The most common deckless sailing-rowing keel vessel in the North. It was used on the sea, lakes, rivers as a fishing, cargo, passenger ship. Karbas sailed on oars and under raked or sprint sails.

1 - 2 masts. The forward mast was usually located on the very bow, almost at the stem. Built from pine and spruce. Karbasy had a length of up to 12.5 meters, a width of up to 3 meters, a draft of up to 0.7 meters, and a carrying capacity of up to 8 tons.

Norwegian fishing vessel of the 13th - 20th centuries. With high stems, sharp extremities (bow, stern), with a sharp keel. The Arkhangelsk Pomors bought these ships in Norway and used in fishing off the coast of Murman because of the lighter hull relative to shnyaki.

The Norwegian yela was a sailing and rowing vessel that was light on the move, had direct, rake or oblique sailing rigging on one mast. There were also large 2-mast fir trees - femburns with a carrying capacity of up to 6.5 tons.

BELOMORSKA LODIA. 19TH CENTURY.

Pomeranian three-masted fishing and transport vessel. Boats were built in Kem, Onega, Pinega, Patrakeevka, Kolya, Mezen.

The type of ship arose in Novgorod times (11-12 centuries) in the circle of the North-Western maritime culture and gradually developed into a well-adapted to large

Arctic trips, a floating craft that was modified in the 18th and 19th centuries and survived until the middle of the 19th century.

Only from the middle of the 19th century, the Pomeranian schooner finally replaced the boat. The good seaworthiness of the boat was noted by foreign sailors as early as the 17th century. With a fair wind, the boat could travel 300 km per day.

Length - up to 25 m, width - up to 8 m. Load capacity - up to 200 - 300 tons

FRIGATE - A sloop built in Arkhangelsk in the middle of the 19th century.

Model from the old museum collection

CLIPPER-BOAT "NEPTUNE"

(ENG. Clipper - FAST GAIT)

There were many types bots for various purposes And sizes from small 11-meter boats up to 80-ton deck sailing vessels with a crew of up to 40 people (wadboat, whaleboat, packet boat, skherboat, etc.)

Not used on long voyages.

The model was made by Stepan Grigorievich Kuchin, known in the late 19th - early 19th century. 20th century Onega captain and Pomor public figure, father of A.S. Kuchin,

to demonstrate a floating high-speed vessel, what clipper hull lines, sharp keel, lead false keel-ballaster, sailing armament "Yol".

The model entered the museum in 1975

By the type of sailing armament, the brigantine (schooner - brig) was somewhat like a galleass: straight sails on the fore mast (1 - mast from the bow) and slanting on the main mast (2 - mast from the bow).

Thanks to its good seaworthiness and maneuverability, it spread widely in Pomorie in the second half of the 19th century and finally replaced the boat in fisheries and transportation.

Displacement - up to 300 tons. Model from the old museum collection. Catalog of the Arkhangelsk City Public Museum 1905

To be continued.

marine koch

During the time of the tsars, between the 16th and 17th centuries, when the Russian lands were not yet heavily populated, there lived a people called Pomors. They were destined to settle in the northern regions, so they mastered the vast expanses of the polar seas and Siberia. Their true friend was a ship called " koch". It was on such that they made their outstanding campaigns to the northeast of Asia. With changing navigation conditions, it changed and koch adjusting to the new environment. In the Barents Sea, sailors sailed sea ​​koche, which easily overcame the ice, on the great Siberian rivers koch gradually turned into river boat. Pomors acted by trial and error and checked the correctness of technical solutions in ice voyages, when they had to pay for miscalculations with their own lives.

So by whom and when was it created koch? We will not get an answer to this question. It was the fruit of the collective labor of more than one generation. shipbuilders And seafarers. The name comes from the word "kotsa". This is a special skin, which was also called the "ice coat". Its boards were attached to the main skin smoothly and protected the latter from damage by ice.

The main advantage of the vessel koch there was the ability to swim in broken ice, since the underwater part of the hull was ovoid, and when compressed by ice koch pushed up. Such vessels were also suitable for dragging overland. It was a thoughtful and balanced ship design.

koch

Koch made from dry pine wood, resilient and flexible. The boards were fastened to the main cladding with wooden "ruffs". "Kotsa" was in the area of ​​​​variable waterline, where the hull was in contact with the ice. The seams of the skin and the gaps between the boards of the deck were caulked with tar hemp. The lower boards of the bulwark were 10 - 15 cm above the main deck, so that the water that entered during the waves would flow overboard. The easily replaceable false keel, invented by the Pomors, was attached to the deck from below, protecting it from damage when sailing in shallow water and when dragging the vessel by drag. The cladding boards were sewn together in the “vice” grooves. Vikings, for example, fastened them with metal rivets on blade washers. The fact is that the stitched boards could slightly shift relative to each other, giving the body the necessary elasticity, which was necessary when the load on it became extreme. It is known that the keel is the most durable part in the ship's set. If the ship was dragged, then its weight was transferred to the keel through the jibs and pillars, and all structural elements were evenly loaded. And if koch fell into an icy grip? Through the ice coat and skin, their pressure was transferred to the side branch of the frames, they sagged slightly and then, like a bowstring, the jib began to work, part of the load was transferred to the beam, and the hull was squeezed upward.

supposed places where Pomors lived

On koche there were two small boats with skids. They served for transportation of the extracted animals and other needs. Given the simplicity of the design and their reliability, the service life of the koch was determined up to 30 years. Shipbuilders placed on each ship a mortgage board with the image of its scheme, which was necessary for repairs that were carried out even on campaigns.

Koch- wooden, one- and two-mast, flat-bottomed, one-deck. They were classified according to their carrying capacity. Small ones took from 800 to 10,000 kilograms of cargo, had a relatively small draft and could walk in shallow water, including the mouths of rivers and lakes. Vessels with a capacity of up to 30 tons were intended for long-distance voyages, which was the limit for the conditions of navigation in ice and dragging ships by portage. Mover kocha there was a sail 13 m high and 8.5 m wide. In the bow, with the help of shrouds, a high mast was fixed - a carduelis, and there was steering in the stern.

river koch

marine koch

For the manufacture of a large sail, up to 120 square meters were required. meters of reindeer skin, on which linings of thin suede were sewn - frozen snow and ice were easily removed from it. The koch's rigging was straight. On the mainmast, the mainsail and mainsail were raised, on the bowsprit, a triangular jib and a boom jib, a staysail above the deck. The mizzen mast was not stationary, it could be removed, so the Pomors often set a sail - a spruyte - simple and easy to use.

For their daring voyages along the northern lands, the descendants of the Novgorod Pomors continuously improved their ships. By the 17th century, Pomeranian kochi had undoubtedly become masterpieces of Russian shipbuilding, vessels excellent in their strength and seaworthiness.

Pomeranian sailors made very strict demands on ships, and this is understandable: in the short Arctic summer, they had to cover thousands of miles, and in difficult ice conditions and severe storms. Hence the extraordinary strength of the kochi, high maneuverability, speed. It has been documented that in the 17th century, with favorable winds, Kochi could travel 70-80 miles a day, and some skilled and successful sailors even squeezed 100-120 miles.

For comparison, we note that English merchant ships calling at Arkhangelsk traveled no more than 45-55 miles per day, and Dutch frigates - 35-40 miles.

The Pomors treated the construction of the koch with exceptional responsibility; the work was supervised by experienced "nomadic masters" - a title that denoted the highest qualification of a shipbuilder.

History has preserved the names of famous craftsmen who passed on knowledge and experience from generation to generation, this is how clans or dynasties of shipbuilders were formed: the families of the Deryabins, Vargasovs, Vaygachevs from Kholmogory; the Kulakov brothers from Arkhangelsk; Pinega residents Anton Pyhunov, Efim Tarasov...

The construction of koches was carried out in Verkhoturye, Tobolsk, Yeniseisk, Ust-Kut, and the craftsmen used their own "nomadic" tools: specially made drills, gimlets, adzes, saws, axes.

Kochi cost 200-300 rubles, which at that time was considered a huge amount.

The traditions of the Pomor shipbuilders turned out to be so strong that even when Tsar Peter, the great reformer of Russia, forbade building "old-fashioned" ships under the threat of terrible cars, the Pomors, despite the ban, continued to create their kochi. The almighty sovereign turned out to be powerless before the centuries-old traditions and technical perfection of these ships.

Kochi are among the most durable types of ships in Russia, having been built for at least five centuries. They passed through the entire 19th century, and even at the beginning of the 20th century - in the report on the activities of the Arkhangelsk port for 1912 - from 4 to 16 koches are mentioned.

The Pomeranian koch is a wooden sailing ship 16-17 meters long, about 4 meters wide, with a draft of no more than one to one and a half meters, which allowed it to enter the mouths of the rivers at any time of the year. Koch took on board up to 30 tons of cargo and up to 50 crew members and passengers.

A characteristic feature of the body of the koch was the ovoid shape, which Nansen subsequently applied on his "Frame", and after him the creator of the "Ermak" Makarov. When compressed in ice, such a vessel was not subjected to excessive overloads, but simply squeezed upwards, and this seemingly simple solution can be safely attributed to the most brilliant technical inventions.

The hull was made from "good" wood - thin-layered, often pine and larch. Special care was taken about the bottom. It was made with the greatest care, separately from the rest of the hull, and the bottoms were usually made for the future. It is known, for example, that a fair amount of bottoms were always stored in the port of the city of Yakutsk, they were spent as needed. Subsequently, shipbuilders will call this method of forming the hull "assembly from pre-fabricated large volumetric sections."

Special strength was required from the bottom, because it served as a supporting structure for the entire hull and, moreover, was most subject to destruction (when stranded, hitting a stone or ice floe, etc.).

The keel beam was a tree trunk located along the bottom. Staves were attached to the ends of this trunk, and kokors were attached perpendicular to the keel beam, that is, tree trunks along with the root located at right angles to the trunk. Kokors were prepared in a very original way. In the forest, the roots of a suitable tree were exposed, the best of the roots was chosen, and the rest were cut off. Then the tree was felled, protecting the chosen root, and a log was cut out of the felled tree, which was processed. Kokors were laid on the keel in such a way that the tree trunk formed the bottom branch of the frame frame (what is now called the floor), and the root formed the side branch (that is, the frame). From above, the ends of the kokor were connected with seams (modern beams). Several dozens of such kokors went to one ship.

Outer sheathing boards were attached to the kokors, the Pomors called them naboi, or sheathing. At the level of the waterline there were logs - trunks sawn lengthwise into two parts, they were fastened at the stems with their ends. The railings served as an ice belt, well protecting the section of the hull's variable waterline from the onslaught of ice.

A deck was laid over the seams. A tarred hemp rope was hammered into the grooves between the skins. Narrow thin boards were laid over the harness and nailed to the sheathing with iron staples. This was called "spread out the koch". The fastenings of the kokor to the keel beam and the ob-shivin to the kokor were stitched with nails. At the junctions of the kokor with the keel beam and beams, iron strips fastened with iron bolts were nailed so that the mounts “did not move”, did not loosen. Each koch took 2-3 thousand iron staples.

A spacious cabin was built on the deck - a "treasury", in which "order people" lived, or, in modern terms, command staff. The rest of the crew was located below deck in small closets - "fences".

A mast towered above the deck (according to the terminology of the Pomors - “shegla”), carrying a large rectangular sail. Since the success of navigation largely depended on the mast, increased requirements were placed on its strength, and a special shegel forest was always kept in the port of the city of Yakutsk. The mast was fixed on the deck with the help of "legs" (guys, now called stays and shrouds): two legs in the stern, two in the bow, four along the sides and two attached directly to the deck.

On the mast, they strengthened a strong “rayna”, a yard, “from a good red forest”. Rayna was attached to the shegle with wooden and iron hoops, which freely slid up and down the mast. To raise the sail, it was enough to pull on a special rope - a drog. The sail was controlled by "reins" - sheets going from the corners of the sail to the helmsman. By loosening or tightening the reins, the sailor set the sail in the desired position. As you can see, the koch's sailing equipment was very simple, but it could not be otherwise: the crew size was too small (only 10-15 people), and, in addition, the danger of icing was reduced in this way.

Swimming in the Arctic seas has always been associated with a mortal risk, so there were always one or two karbas on board.

Sometimes small cannons were installed on the cochs - it was too restless then on the sea roads, even the polar ones ...

Pomors traveled to Novaya Zemlya, Svalbard, along the White and Kara Seas, along the coasts of northern Chukotka, and across the Pacific Ocean. The great Russian pioneers Semyon Dezhnev, Yerofey Khabarov and many other outstanding discoveries made it on the kochs.

An attentive reader in my article about the Azov flotilla may notice an alleged inconsistency and ask the question - was this how Russian ships were built before Peter the Great or not?

I answer. There was a fleet in Rus' before Peter, and his tsar, the “reformer”, practically ruined, as, however, he ruined everything that he could reach with his playful little hands. I will not analyze the consequences of his activities in all spheres of the life of a great country, this is a separate issue, I will limit myself to a “great leap” in the field of shipbuilding.

So, I repeat - there was a fleet in Rus'. According to the legends of ancient times, the Kyiv princes Oleg and Igor did not go to Constantinople on rafts, but on red boats and plows. And Stenka Razin did not push his annoying mistress off the cliff into the Volga, but overboard the chested boat. By the way, he brought it, according to legend, from Persia, where the Cossacks went “for zipuns”, crossing, among other things, the Caspian Sea.

You say: “Fi, dude! Me too, Navy!

More for the conduct of hostilities and was not required. Just imagine a Spanish 50-gun galleon with a displacement of 1500 tons in the Dnieper and Volga open spaces! But the commercial Caspian beads with the same displacement looked quite appropriate. Beads were built in the upper reaches of the Volga, loaded with goods and rafted down on them, reaching Persia. There were no special requirements for seaworthiness, and the quality of construction, since these ships almost never returned home, but were sold along with the goods.

Peter I, preparing for the Persian campaign, forbade the construction of beads, and ordered the construction of ships according to the Dutch model, much more complex, respectively, much more expensive. The Persian campaign was very successful from a military point of view - the western and southern coasts of the Caspian Sea with the cities of Derbent and Baku were annexed to the Russian Empire. But after the death of Peter, Tsaritsa Anna Ioannovna successfully missed these possessions.

Along the way, the technology of building beads was lost.

A similar story happened in the North. Pomors living on the shores of the White Sea have long built kochi - magnificent ships ideally adapted to sailing in ice, unlike high-speed European ones. The stubby body, resembling a nutshell, simply squeezed out of the water when compressed. Suffice it to say that brave seafarers on kochs calmly went to Mangazeya - a city on the Taz River, the north of Western Siberia, to Matochka - Novaya Zemlya, Grumant - Svalbard. Semyon Dezhnev and his comrades for the first time in the world passed through the strait between Asia and America. But this strait bears the name of Bering, who passed the same way after 80 years. Well, at least the cape was named after Dezhnev.

They also traded with Norway, they even reached England. This was called "going to the German end." And everything would be fine, but it brought the hesitant Tsar Peter to those parts, obsessed with the idea of ​​\u200b\u200brebuilding Russia in a European way. Seeing the kochi with ungodly contours of the hull, he became indignant, personally deigned to sketch a drawing of the “correct” Dutch ship and ordered to immediately start building the same ones, according to the highest approved drawing. Don't believe? Here is a genuine royal decree for you: “After receiving this decree, announce to all industrialists who go to the sea for fishing on their boats and kochas, so that instead of those ships they make sea vessels galliots, gukars, kats, flutes, which of them they want, and for that (until they correct themselves with new sea vessels) they are given only two years to go on the old ships.

But the Pomors were not at all in a hurry to change to foreign cars and continued to build in the old fashioned way, knowing full well that on the "new-mannered" ships they would only swim to the first ice floe. Therefore, the renegades who reject progress were ordered by decree of March 11, 1719 to “re-eagle” (brand) all the old sea vessels - lods, kochi, karbasy and soims, “let them reach those eagles, but again it wouldn’t be at all, but if anyone starts doing new ones after this decree, those with punishment will be exiled to hard labor, and their ships will be cut down.” Ottoman!

And the tsar mobilized the bulk of the northern shipbuilders at the shipyards of Voronezh, then the Baltic. There they had to retrain on the go, because there was still a difference between a koch and a frigate.

Pomeranian shipbuilding was ruined. Well, not quite, of course, in the remote corners, where the tsar could not see them with his cloaks, kochi were still being built on the sly. And they survived until the 20th century! The famous Fram by Fridtjof Nansen is a classic koch, just with a motor.

I hear the question: “So how, after all, with“ there was nowhere for master shipbuilders to come from in a land country?

Russia, unlike the same England, is really a land country. Pomors and Volgars made up a small proportion of the population, and the majority had no idea about any seas there. It is in states whose economy was based on the fleet, every boy dreamed of sailing the oceans. Stevenson's "Treasure Island" and Jules Verne's "Children of Captain Grant" are well written about this. And in Russia, the very idea of ​​sea trips was incomprehensible to almost anyone. “They will take you to the fleet!”, they said ominously to the young recruit, and the guy tore his claws on the Don and in Zaporozhye in the dark night, just not to get into a terrible service. Is it any wonder that the expensive toy of the crowned "romantic" was instantly lost after his death. The country was literally left with nothing.

Yes, even this is not the point. It’s just that the fleet in the form that Peter dreamed of having was not needed at that time. Russia did not face tasks in which ocean-going ships could help. In the era of Catherine, when the state recovered from Petrukh's experiments and became quite strong militarily and economically, where did it come from! Here you have a modern fleet, and Chesma, and Navarin, and Sinop ... And the round-the-world trip of Ivan Krusenstern, and the discovery of Antarctica by Bellingshausen and Lazarev. And a whole galaxy of other brilliant naval officers, who equally relaxed and free felt themselves both in St. Not to mention the serfs, to whose feet they tied hay-straw to teach them how to march. Disgusting gentlemen...

Just don't say that Peter laid the foundation for future victories. There was no succession. It's like saying that the foundations of astronautics were laid by Tsiolkovsky.

Slaves cannot have their own fleet. If only a rower in a galley ... And do not twist your finger at your temple. In the entire vast country, only one person was free - Peter the Great, who was completely undeservedly called the Great. But that's a topic for another article...

Pomeranian koch

The beginning of shipbuilding in the North dates back to the 11th century, when the Slavs-Novgorodians penetrated into this region. For hunting and fishing, pearling, they built wooden ships - boats, ushki and then kochi, karbasy, ranshins, shnyaks, kochmars. The first shipyards in Rus' were called plodches (from carpenter, carpentry). The construction of ships was carried out in winter-spring, in their free time from fishing. Vessels served 3-4 years.

The oldest centers of Pomor shipbuilding were the villages of Kandalaksha, Knyazhaya Guba, Kovda, Kem, Keret, Okladnikova Sloboda at the mouth of the Mezen, Podporozhye at the mouth of the Onega, Pustozersk at the mouth of the Pechora, the mouth of the Northern Dvina, Kholmogory. In connection with the further penetration of Russians to the north of the Kola Peninsula in the middle of the 16th century. the manufacture of fishing boats began in Ust-Kola (modern Kola) on the shores of a shallow non-freezing bay. Kola became the main center of shipbuilding in Murman. In Siberia, ships were built in Berezovsky prison and Obdorsk (modern Salekhard) at the mouth of the Ob, in Mangazeya, Yakutsk, and Kolyma prison.

The Pomeranian koch became the most original, widespread and well-known type of northern vessel. It was on the kochs that voyages were made, during which Pomors and Cossacks made many geographical discoveries. Kochi had a significant impact on the further development of the types of ships used for the development of the polar seas.

Koch - Pomeranian wooden sea and river vessel of the XIV century. - early 20th century It was the result of the development of the Novgorod ushkuy - a military and merchant ship built in the 13th-15th centuries. The keel of the ushkuy was hewn out of one trunk and was a beam, on top of which a wide board was laid, which served as the basis for the belts of the outer skin.

Pomeranian koch

The name "koch" probably comes from the word "kogg" (ships of the Hanseatic League, common in northern Europe in the 13th-15th centuries). According to another version, the Pomeranian word "kotsa" or "kocha" meant clothes. Equipping the hull with double skin, the Pomors, as it were, dressed their ships.

The initial length of a deckless koch is 18-19 m, width is 4-4.5 m, draft is 0.9 m, carrying capacity is 3.2-4 tons (200-250 pounds). They were built from pine or cedar boards more than 2 m long and 0.71 m wide. Boards were obtained by splitting wood into 3-4 planks and hewing them. More than 3,000 fastening brackets, about 1 km of ropes and ropes went to the construction of the koch. In calm weather, the koch moved with the help of four pairs of oars.

Koch was suitable for sailing or rowing in clear water and in broken ice, as well as for dragging not very wide and relatively even ice fields. They withstood the blows of ice floes, were very maneuverable, which is important when moving in bays, near the coast, in shallow water, and also in leads. Their shallow draft allowed the Pomors to enter the mouths of the rivers and land on the shore almost anywhere.

The main feature of the koch was the egg-shaped hull, due to which, when the ice was compressed, the ship was pushed up. The experience of the Pomors was subsequently taken into account by the Norwegian shipbuilder K. Archer when designing the Fram research vessel and Vice Admiral S.O. Makarov when creating the world's first Arctic icebreaker Ermak.

Pomor shipbuilders used their own terminology. Each detail of the kocha had its own special name. The details of the set were made mainly from pine and larch. The “matitsa” served as a keel - a trunk, at the ends of which inclined “corgis” (pins) were installed, and along the entire length, with an interval of about half a meter, “urpugs” (frames) and “hens” (ridges-hoops) were placed. From above, those and others were connected by "seams" (beams), and the upper deck was laid on them. Below it, to the frames with staples and less often with nails, piles and sheathing were fastened - boards of the outer skin, filling the grooves with tarred tow. Slightly above and below the waterline, additional skin was laid, the so-called "ice coat", or "kotsu".

The mast (shegla) was fastened with shrouds (in Pomeranian - “legs”), an arrow was subsequently attached to it for lifting loads. A “rain” (rai) was raised onto the mast with wooden, less often iron, rings freely sliding along it, to which a rectangular sail with an area of ​​up to 150 m2 was attached. Raina was lifted with the help of a rope "drog", and the sail was controlled by "vazhami" (sheets). The sail was sewn together from canvas panels, it had 13-14 m in height, 8-8.5 m in width. Kochi are considered the first Russian ships with a hinged rudder instead of a steering oar (later a steering wheel was installed on them). Like boats, they had three anchors (one spare). Koch could travel up to 250 km per day. The rich maritime terminology of the Pomors convincingly indicates that their ships sailed under the wind with the same tacks as modern sailing ships. They were also familiar with the badewind course, when the ship is sailing steeply downwind.

For a long time, it was customary to consider the seaworthiness of kochi as extremely low. The well-known polar explorer and historian of the development of the Arctic V.Yu. Vize wrote about the Pomors’ campaigns in Mangazeya in the 17th century: “... Russian Kochi - ships with undoubtedly very low seaworthiness, which, therefore, are usually vilified in literature (“fragile”, “somehow knocked together”, “clumsy”, etc.) - in this case represented, in comparison with foreign ships, rather some advantages, because they sailed to Mangazeya not on the open sea (where ice posed a great danger ), but near the coast, i.e., along a shallow fairway (“and in some places it’s deep in the lips, and in other places the ships are still”). Small ships could follow this fairway, but it was inaccessible to foreign expedition ships with a large draft. It was thanks to swimming near the coast itself, which could only be done on small "vessels", that our Pomors mastered the sea route to the Ob.

However, archaeological excavations and modern reconstructions of koches refute the opinion about their low seaworthiness. Yes, and Pomors could hardly go on very fragile "shells" on long voyages to Novaya Zemlya, Svalbard, at the mouth of the Ob. In 1648 S.I. Dezhnev went on his famous journey, which resulted in the passage of the Bering Strait on large koches built in the Kolyma prison.

By the middle of the XVI century. kochi are widespread in the northern region of the country. Especially a lot of them were built in the XVI-XVII centuries. in Karelia and at the shipyards of the Solovetsky Monastery, in the 17th century. - in Mangazeya, on the Yamal Peninsula, in Berezov and Kemi. By the 17th century koch became deck, its length sometimes reached 25-30 m, width - 6 m, carrying capacity - 400 tons (2.5 thousand pounds). The body of the koch was usually divided into three "attics" (compartments). In the bow there was a "fence" (kubrick) for a team of 10-15 people, a stove was also installed there. In the center, a cargo hold was arranged with a waterproof "created" (hatch), passengers - merchants and industrialists (up to 50 people) were accommodated here. The aft attic was assigned to the "breech" (cabin) of the feeder - the captain. Two boats were attached in front of the cabin (two small boats on large ships) for fishing, communication with the shore and refloating the ship. For swimming on small rivers and lakes, small kochis (pavozki, or pauzkas) were used - flat-bottomed, with low sides, at first straight, then with collapse.

The construction of koches was usually supervised by an experienced "nomadic master". Over time, entire dynasties of Pomor shipbuilders emerged in the North - the Deryabins, Vargasovs, Vaygachevs from Kholmogor, the Kulakov brothers from Arkhangelsk and many others.

The decree on the prohibition of maritime trade with Mangazeya, issued in 1619, slowed down the development of Arctic navigation for a long time. At the same time, purely commercial voyages of Pomors continued. At the beginning of the XVIII century. Peter I by a special decree forbade the construction of ships of traditional types, seeking to reorient shipbuilders to the creation of sailboats of an exclusively European type. But in spite of everything, the construction of koches continued. They are even mentioned in the report on the activities of the Arkhangelsk port for 1912.

The memory of the Pomeranian ships is also preserved on the map of the Arctic. So, at the mouth of the Yana there is Nomadic Bay.