City, adm. c. Constanta County, Romania. Founded approx. 320 and named Constanta after Constantia, the sister of the then ruler of Rome. Emperor Constantine I. Geographical names of the world: Toponymic dictionary. M: AST. Pospelov E.M... Geographical encyclopedia

Constanta- CONSTANTA, a city in Romania. Over 350 thousand inhabitants. The country's main port on the Black Sea (cargo turnover is about 15 million tons per year); international Airport. Shipbuilding and ship repair; pulp and paper, furniture, light, food industries. Museums:… … Illustrated Encyclopedic Dictionary

Noun, number of synonyms: 2 city (2765) port (361) ASIS synonym dictionary. V.N. Trishin. 2013… Synonym dictionary

- (Constanţa), a city in Romania, a port on the Black Sea, the administrative center of the county of Constanta. 349 thousand inhabitants (1994). The port's cargo turnover is about 15 million tons per year. International Airport. Shipbuilding and ship repair, pulp and paper, furniture,... ... encyclopedic Dictionary

I Constanta (Constanţa) is a county in the southeast of Romania, in the southern part of the Dobrudzha plateau, off the Black Sea coast. Area 7.1 thousand km2. Population 513.3 thousand people (1970). Administrative center of Constanta. Industry provides 2.1% of gross... ... Great Soviet Encyclopedia

Constanta- city, adm. c. Constanta County, Romania. Founded approx. 320 and named Constanta after Constantia, the sister of the then ruler of Rome. Emperor Constantine I... Toponymic dictionary

- (Constanta) city in Romania, port on the Black Sea. 150.7 t. (1962). On the site of K. in the 6th century. BC e. The polis of Thoma was founded by the Ionian Greeks. In Hellenistic the era of Toma means. bargain. center; in 29 BC e. conquered by the Romans. I was in exile here (8... ... Soviet historical encyclopedia

Constanta- the name of a female clan of a place in Romania... Spelling dictionary of Ukrainian language

Constanta- (Constanza, rum. Constanta)ConstanzaConstanta, ch. port of Romania on the Black Sea; 315,920 inhabitants (1989). It was founded as a Greek colony in the 7th century. BC, later captured by the Romans. The Roman poet Ovid (43 BC - 17 AD) lived here in … Countries of the world. Dictionary

The name of two representatives of a noble family of Avalos. Constanza d'Avalos (1460) Duchess of Francavilla, widow of Federigo del Balzo, who was named among the possible models of Gioconda (based on the lines of a sonnet by Enea Arpino). Lived in Ischia and in... ... Wikipedia

Books

• Soldier's Field, Vladimir Osinin. The title of this book, which includes stories about the Great Patriotic War and the first post-war years ("The Flood", "Bamboo Spears", "Liebese", "Nurs", "Constanza", "After ...
• Take away Mozart! , Nikolay Shumakov. The novel “Joy and Passion” is dedicated to the youth of Wolfgang Mozart, the time when he, in childhood and adolescence, amazed the world with his unusual talent, tried in vain to achieve recognition. Action…

Results of the yearThe port of Constanta today covers an area of ​​almost 4000 hectares and has 140 berths. The total berth length is almost 30 km, and the depths at the berth wall reach 18.5 m. The length of the breakwaters is 14 km. The throughput capacity of the port of Constanta is 120 million tons per year. It should be added that the port fully complies with current EU standards. In January 2007, Constanta received free port status.

Ports of Ukraine, No. 05 (77) 2008
Konstantin Matei
Hot topic: Danube

Results of the year
The Port of Constanta today covers an area of ​​almost 4,000 hectares and has 140 berths. The total berth length is almost 30 km, and the depths at the berth wall reach 18.5 m. The length of the breakwaters is 14 km. The throughput capacity of the port of Constanta is 120 million tons per year.
It should be added that the port fully complies with current EU standards. In January 2007, Constanta received free port status.
Last year, 2007, the sea cargo turnover in the port of Constanta amounted to 47.015 million tons - 81% of the total cargo turnover of the port. But Constanta is also a river port, the largest transport hub of the Lower Danube. River traffic at the port amounted to 10.769 million tons last year - 19% of the port's total cargo turnover. Thus, the total cargo traffic of Constanta in 2007 reached 57.784 million tons. In 2007, 5,663 sea vessels and 7,135 river vessels moored at the port’s berths - 44% and 56% of the total number of ship calls, respectively.
In 2007, 38.745 million tons of bulk cargo (14.010 million tons of liquid and 24.735 million tons of dry) and 6.119 million tons of general cargo were processed at the port's berths. Of particular note is the growth of container handling in the port of Constanta - 1.411 million TEU were processed last year, or 12.643 million tons of containerized cargo - 36% more than a year earlier. Container cargo is the leader in the range of cargo processed by the port. In second place is iron ore (10.794 million tons). Then - in descending order: crude oil (8.543 million tons), coal (4.798 million tons), grains (4.259 million tons), petroleum products (3.772 million tons) and rolled metal (3.694 million tons).
Constanta, located on the Black Sea, plays an extremely important role in the development of river navigation. The port is connected by river to the countries of Central and Eastern Europe - Austria, Bulgaria, Hungary, Moldova, Slovenia, Germany, the Czech Republic, Serbia and Croatia. The port is connected to the Danube by a canal, the length of which is 64.4 km and the width is 90 m. The depth of the canal reaches 7 m, and the height under the bridges is 17.5 m. The range of river cargo includes coal, iron ore, grains and rolled metal products .

Leading operators of Constanta
CONVEX is the main port operator involved in the processing of iron ore and coal. Stevedores have 13 berths at their disposal, the depths of which reach 18.5 m. CONVEX is able to carry out transshipment operations - from sea vessels to river barges. The throughput capacity of the company's terminals is 25 million tons per year, and the warehouse capacity allows for the simultaneous storage of up to 3.5 million tons. In 2007, CONVEX, together with the Minmetal company, handled 15.568 million tons of iron ore and coal. By 2010, 30 million EUR will be invested in the company's terminals, which will increase the terminal capacity by 33-40%. CONVEX will be able to transship up to 60 thousand tons daily, which in annual terms will be about 20 million tons.
Grain processing at the port is carried out by TTS, North Star Shipping and Silo Trans. The capacity of the existing grain terminal currently amounts to 8 million tons per year. In 2007, TTS built a new grain terminal worth 22 million EUR, and Silo Trans built a terminal that allows processing up to 2.5 million tons of grain per year.
The cement transhipment terminal is located in Constanta South Port. Stevedores working at the terminal are able to process up to 700 tons of cargo per hour. The terminal's berths can accommodate vessels up to 45,000 DWT. The annual throughput capacity of the terminal is 1 million tons.
The port of Constanta has a powerful terminal for handling roro cargo. The terminal's warehouse area is 2.5 hectares, which can accommodate up to 1,600 cars. According to the current plan, the area will be increased to 5 hectares, and then it will be possible to store approximately 3,700 cars. Currently, up to 110 cars per hour pass through the terminal. The terminal's annual capacity is 234 thousand cars. Operator: Romcargo Maritime.
Direct lines connect Constanta ferry terminal with Marseille, Valencia, Algiers, Piraeus, Ilyichevsk and Derince. The terminal operators are the companies CFRMarfa, Umex, RomTrans.
The capacity of the Constanta passenger terminal allows it to receive up to 100 thousand passengers per year. The terminal is clearly underloaded: in 2007, only 24 thousand passengers were served here, of which 14 thousand were tourists arriving by sea, 10 thousand by river boats. The berth of the passenger terminal stretches for 293 m, and its depth reaches 13.5 m, which allows it to accommodate ships with a draft of up to 11 m.
But the main thing that the port of Constanta is associated with is the most powerful container processing on the Black Sea. At the terminals of Constanta - CSCT (operator - DP World Constantsa), ARM Terminal, UMEX and SOCEP - 1.411 million TEU were processed in 2007.
The Constanta Container Terminal, operated by DP World and located at Pier 2S, covers an area of ​​31 hectares. Once the expansion work is completed, it will cover 65 hectares. The terminal is equipped with the most modern equipment, in particular, three post-Panamax class berth cranes manufactured by Mitsubishi, two superpost-Panamax class cranes manufactured by ZPMC, and three mobile cranes. Currently, the terminal's throughput capacity is 1.1 million TEU per year. DP World Constantza is currently working on the implementation of a master plan for the development of the terminal. The beginning was made last year. Upon completion of the work, the terminal’s capacity will increase to 1.7 million TEU per year, which automatically means an increase in the total capacity of Constanta container terminals to 2 million TEU. It should be said that DP World uses exclusively its own resources to implement the project.

Other development projects
Among the projects aimed at intensifying shipping in the river-sea port section is the development of a terminal capacity for processing cargo transported by barges along the Danube. Upon completion of the project, the terminal's throughput capacity will be 10 million tons per year. The berth length of the terminal under construction is 1200 m, and the depth at the quay wall is 7 m. In addition, it is planned to construct a berth for port fleet vessels 300 m long and with depths of up to 5 m. The total cost of the project will be 24 million EUR.
The port of Constanta intends to extend the Northern Breakwater by 1 km in order to improve navigation conditions and operating conditions of the terminals. The economic feasibility study for the project was carried out back in 2002 by SP IPTANA. In April 2007, the project was once again subjected to closer scrutiny, and a technical decision was made on it. The estimated cost of carrying out the necessary work to implement the project is 122 million EUR.
The construction of a bridge across the Danube-Black Sea canal will also require serious investment. The need for the construction is obvious: the bridge will serve as a kind of bypass for the Bucharest-Constanza highway. Financing is expected to come from the European Bank for Reconstruction and Development. The cost of the project is 31 million EUR.
In the Constanta region, further development of the railway system and the construction of a modern railway complex are planned. At the first stage, of course, we are talking about laying railway tracks. Then transport workers and rolling stock operators must give their forecast for the volume of freight traffic until 2020. According to experts, the implementation of the first stage of the project will cost 15 million EUR.
In addition to the above-mentioned “DP World” project to develop the container potential of the port, the project for the construction of a new container terminal at berth 3S should be mentioned. Approximately 35 hectares of land will be allocated for the construction of the complex. The estimated cost of construction is 67 million EUR. Time, or rather an international tender, will tell who will become the concessionaire.
A floating oil terminal will be built in the port of Midia, located 8.7 km into the open sea. Its throughput capacity will be 14 million tons per year. Tankers up to 160 thousand DWT will be able to arrive at the terminal for processing. The operator of the terminal is RomPetrol, and the cost of its construction will be approximately 60 million EUR.
And finally, a grain terminal worth EUR 25 million and a capacity of 2,600 tons per hour will significantly increase the port’s grain capacity. The terminal operator will be United Shipping Agency. Warehouse capacity assumes the possibility of simultaneous storage of up to 214 thousand tons of grain (17 silo towers with a capacity of 12 thousand tons each and 2 towers of 5 thousand tons each).

Just 130 kilometers of the seaside highway separate the Bulgarian resort of Varna, popular among Russians and Ukrainians, from the Romanian resort and seaport of Constanta, the fourth largest city in Romania. But in Varna, every couple of hours, another charter with tourists lands, and in Konstanz - peace and quiet, a tourist is a rarity here, hearing your English speech and attempts to communicate with the locals, people turn around en masse and look at you with interest. The Romanian Black Sea coast is no different from the Bulgarian one: the same beaches, the same hills and forests, the same colorful seaside towns and villages. Why is it that in relatively richer Romania resorts do not develop and to this day there is a feeling that they have returned to the past, while in poor and full of problems Bulgaria the coast just feeds the rest of the country? In search of an answer to this question, I traveled 2.5 hours by train from Bucharest to Constanta and spent two days in this city -

Constanta is not only Romania's sea gate to the world, but also the fourth largest port in Europe as a whole, did you know? The fact is that along the Danube and the Trans-Danube Canal, dozens of huge ships and dry cargo ships come here every day from countries that do not have access to the sea, but share the Danube among themselves: Austria, Slovakia, Hungary, Serbia. They all pass through Constanta. There is also a significant community of Muslims living in Constanta and its suburbs, these are descendants of Turks from the times of the Ottoman Empire (25 thousand people), Crimean Tatars (30 thousand people) and gypsies professing Islam, about 15 thousand people. Therefore, in the city you can find several mosques and a couple of old madrassas. And the dark-skinned people you met here are not refugees from Syria at all, but completely native Romanians, but of Turkish origin.

Even during the Second World War, Konstanz hosted the base of the German fleet, which allowed Hitler to control the northwestern part of the Black Sea. In 1944, Soviet aircraft began bombing Constanta, forcing the Romanians to immediately capitulate, arrest all German military personnel in Constanta, and allow advancing Soviet troops to take control of the city. The Romanians, who had already realized that the Soviets were gaining the upper hand in the war, immediately declared war on Germany (until now they had been allies of Hitler and even managed to fight on the side of the Germans at Stalingrad and Odessa) and agreed to the Soviet demands. The Black Sea Fleet landed near Constanta on August 29, 1944 and took the city without a fight, capturing the destroyers and a couple of submarines in the harbor that the Germans did not have time to evacuate. The surrender of the city saved Constanta, otherwise the city would have turned into a heap of ruins in the event of an assault.

Constanta is an inexpensive holiday destination. Even at the height of the holiday season, prices for accommodation in Constanta are encouraging: this room in a hotel, 500 meters from the embankment, costs only 19 euros, including breakfast. Looking ahead, I’ll note that in Bulgarian Varna the prices are the same, tomorrow I’m going there and there’s a hotel waiting for me for the same money.

The center of Constanta is absolutely Soviet, and the Romanian architectural style of socialist realism stands out for its unique ugliness. In any Romanian city there is a similar development of incomprehensible gray buildings with chaotically stuck balconies and windows -

The streets of the residential areas are full of greenery, it is quiet here and the birds are singing. And also the clumsy asphalt and mud after the rain that are so familiar to tears -

Here everything is from childhood -

The cars in the courtyards alone are worth it. Classic "Dacia", which I remember from 1990, when I was in Romania for the first time in my life. Then 99% of all cars on the streets were exactly like this -

And like this, also “Dacia” -

And like this -

What the hell is this?

Oh Trabant! I love this rarity from the GDR -

There are many museums in Constanta, for example the National Maritime Museum of Romania -

Constanta is located on two "levels". A narrow strip of coastline is allocated for a huge port, beaches and a promenade with restaurants, bars and a marina. The city itself is located on the hill, or rather the old part of it -

Port of Constanta -

Marine Station, from where there has been no passenger service for a very long time -

The main symbol of the city, an old casino that has not been functioning for a long time. Built in 1910, it was full of life until 1942, when the Germans and Romanians turned the casino into a hospital for arriving wounded from the Eastern Front. After the war and with the communists coming to power, there was no talk of any casino. There was a fashionable restaurant in the building, which operated until 1990, after which everything was abandoned. To this day, the beautiful building has not found an owner due to endless property disputes. Stands and gradually collapses -

Embankment -

And I thought that amber was a symbol of the Baltic states -

The embankment stretched for two kilometers -

One of the oldest hotels in the city, built in 1914 -

City beaches -

It must be said that Constanta itself is not a recreation center. The Romanian Riviera is located north of the city, in Mamaia, and south, towards the Bulgarian border, in Mangalia. But even here there is a place to relax -

The views are greatly spoiled by the unfinished construction of the era of wild capitalism in the early nineties -

The old part of Constanta could be beautiful if the city authorities brought the old buildings to life. Many of them are in terrible condition, standing without minimal repairs for decades. I'll show you a little lower -

There are a lot of cafes and restaurants here, but are they all kind of small? I don't know how to explain. There is no feeling that this is a big resort town. I don’t know, a kind of Kherson at best -

Soviet development -

The main square of the city, it seems quite attractive from this angle -

And everything would be wonderful, but they did not restore the historical buildings destroyed during the war, but simply stuck wretched Khrushchev-era buildings where graceful villas and churches stood -

The main square of Constanta and the state of the houses -

Let's walk another three hundred meters and find ourselves in the now abandoned Jewish quarter with its elegant buildings. The Holocaust overtook local Jews on June 22, 1941, with the outbreak of the war between Germany and the USSR, when the entire small community of 2.5 thousand people was rounded up and taken to a concentration camp. In fairness, it must be said that the local authorities did everything to save the Jews from reprisals against them by the Germans. The Romanians insisted that Jews were important to the city and that they could work. More than half of the Jews of Constanta even survived the war, but were no longer able to return to their homes - the communists confiscated all these villas in favor of the state. The same fate befell the local Turks - the mosques were taken away from the community and turned into warehouses. Only after the fall of Ceausescu in 1989 were Jews and Turks able to demand from the state the return of property taken away after the war.

Property disputes and litigation have been dragging on for almost 20 years; some of the former owners (more precisely, their descendants) were able to return family nests, others are still suing to this day. The problem is that these houses are inhabited by people who received housing there shortly after the war. If the court orders the return of the building to its rightful owners, something must be done with the residents who have not done anything wrong. And here the main problem begins: in the event of the return of property, the state is obliged to pay compensation to the residents and relocate them to equivalent housing, and all this ultimately falls on municipal budgets, where there is no money anyway. In a word, everything is not easy...

The litigation has caused housing in the city center to plummet in price. Residents are trying their best to sell their apartments before the owners show up and start suing them. By 2015, hundreds of old houses in the center of Constanta stand abandoned due to property disputes -

It's sad to look at this devastation -

The authorities do not want to invest in major renovations of buildings that are in the final stages of being considered in court and are about to be returned to their rightful Jewish owners. Fair? Undoubtedly. But people still live there -

And they are forced to walk up these stairs, risking falling into an empty elevator shaft -

Such an interesting city, you could make a candy out of it! But no, everything is peeling and forgotten. Damn, fellow Romanians, you will resolve the issue humanely, return the property to the owners, and allocate housing to the current residents in new buildings. This is not such a lot of money on a national scale, but the beautiful city would get a second life -

And in the center of Constanta there are excavations of the ancient city.

You can walk here for hours and days, constantly finding another quiet corner, an ancient destiny -

But abandonment is a big hindrance...

However, if the issue with Jewish houses is complex and ambiguous, then why ordinary residential buildings built after the war are in such a terrible state is a mystery.

The hellish style of socialist realism contrasts poorly with the elegant buildings of the 19th century -

Time stood still in this restaurant. I didn’t take pictures inside, but believe me, there’s a time machine there. The most natural. Everything is old: tables, chairs, elderly “Soviet” waitresses in aprons, pensioners who drink, twilight -

New Constanta looks something like this, exactly like any Russian provincial city -

Summarizing my impressions of the main Romanian “health resort”, I will say this: I would not go to Constanta for the purpose of relaxation. The city has great potential, but until they bring the historical center to life, such a vacation will be of interest only to connoisseurs of “abandoned buildings” and the history of the Holocaust. In some way, the center of Constanta reminded me of the Polish city of Lodz, remember I talked about it in the article ""? So, here's something similar.

In terms of infrastructure, Constanta has everything your heart desires, from simple guesthouses for 15-20 euros for a fairly large room, including breakfast, to luxury resorts from 100 euros per day. Everything is great with transport too. And although the local airport is not very functional (several flights a day to Rome, London and Frankfurt), Bucharest airport is only 2.5 hours away by train. In addition, there is an extensive bus station with connections throughout Romania, plus Bulgaria, Greece, Turkey and even Chisinau and Odessa. I was especially surprised by the last two directions; I didn’t think that Odessa residents like to relax in Constanta.

And I’m heading to Bulgaria to see the city of Varna. Let's compare!

p.s. Who do you think is sponsoring my trip to Romania? Maybe the Russian FSB, or the Mossad? Not at all, sponsor.

Since not all readers have a Livejournal account, I duplicate all my articles about life and travel on social networks, so join:
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Port of Constanta

During the lunch break, Vasily Vasilyevich Kolodenko, political officer of the Forel submarine, was supposed to talk about the last military campaign.

Having finished my business, I got off the “baby” and headed to the cypress alley, where a gathering of all the sailors, foremen and officers of the division’s ships off duty was scheduled. On the pier I met old acquaintances - Metelev and Selivanov, who were also going to talk with a group of their comrades. We went together.

We were a little late for the conversation. The submariners of the division, located in a clearing in the shade of tall cypress trees, were already listening to Kolodenko with interest.

The boat was heading to Cape Shabla. In the conning tower at the periscope stood the ship's commander, Lieutenant Commander Dmitry Surov. We were approaching the border of minefields that the boat had to overcome.

To the depths! - Surov commanded. - Small move!

In front of the minefield, the Trout, having removed the periscope, went to the required depth.

Soon she touched the first mine and began to carefully overcome the minefield.

Finally, the dangerous belt was passed, and the boat surfaced to periscope depth.

The sea was almost completely calm. The contours of Constanta were clearly visible on the horizon. Individual houses were difficult to distinguish; the city was covered in a shroud of smoke escaping from numerous chimneys of oil refineries.

“No one is visible in the harbor,” the commander said with annoyance.

The radiogram said that the transport should go to sea at nightfall,” Kolodenko recalled.

Before dark, the Trout maneuvered underwater at the entrance fairway of the port of Constanta. Then she surfaced and, coming almost close to the pier enclosing the harbor, began to drift.

The ship's commander and signalman Shuvalov remained on the bridge.

This is the port pier. It is at least two hundred meters away. A fascist sentry walks along it, do you see? - Surov explained the situation to the sailor-signalman in a whisper.

I see. Damn it, I should crawl up to him and...

It's none of our business. Let him walk.

We are barely visible, like a floating barrel. Are there a lot of barrels floating in the sea now?

“You’re right, comrade commander,” the signalman agreed and suddenly whispered in a changed voice:

From the sea a boat... according to the exchange rate one hundred and twenty...

In the central one! - the commander ordered in a whisper. - Artillery alarm! Don't give any signals! With your voice!

The artillerymen quickly prepared their guns for battle. - Are we going to fight? - Shuvalov asked, looking at the commander.

“If he doesn’t climb on his own, we won’t,” answered the commander, without taking his eyes off the enemy ship.

What about immersion?

It’s shallow here, you still can’t escape the hunting boat.

Having rushed past the Trout, the boat raised such a wave that the boat swayed on it like a piece of wood.

The appearance of the boat was the only incident of the night. In the morning it was necessary to go under water, but the transport still did not appear...

What are we waiting for, Comrade Commander? - Shuvalov was impatient. - Maybe there is no one at the port. Isn't it possible to go in there? Nobody sees anyway.

This is what is called arrogance. There are no blind enemies.

It’s coming, leaving the harbor!.. - Shuvalov reported after a minute pause.

"Trout" went on the attack. At the same time, hunting boats jumped out of the harbor. They examined the nearby area, but did not notice the boat, pressed almost close to the pier. Transport appeared. The hunter boats began to take up space around him, but did not have time to complete the maneuver when an explosion was heard, followed by another... Two caps of fire illuminated Constanza. The transport, tilting to the left side, slowly sank.

The hunting boats rushed to pursue the Trout and bombed the submarine for a long time... But to no avail.

Early in the misty morning, the Trout returned safely to base.

After the political officer’s speech, the submariners asked Shuvalov to talk about how he managed to complete the task. Shuvalov hesitated for a long time, blushed, and when he finally decided to open his mouth, an air raid alarm sounded.

I ran to the “baby”, noticing along the way that one of the bombs had exploded in the harbor right next to the “baby”. Tons of water crashed onto the upper deck. Several people were washed overboard, and the sailor Fomagin was thrown ashore by a wave.

Met by hurricane fire from anti-aircraft artillery, the enemy planes flew away.

On the same day, we took up a combat position and headed to the area of ​​​​the port of Constanta, where the Trout distinguished itself.

The actions of our Navy on the southern flank of the gigantic Soviet-German front had by that time acquired particular importance.

The Soviet Supreme High Command was preparing to defeat the Crimean group of Nazi troops. To do this, on the bridgeheads of the northern and eastern parts of the peninsula. powerful military groups were concentrated. The bulk of the forces of the 4th Ukrainian Front lowered the defenses on the Perekop Isthmus and south of Sivash. A separate Primorsky army was concentrated to strike the enemy from the Kerch bridgehead. But the Black Sea Fleet, which was entrusted with supporting the land front, was preparing for amphibious operations and providing its own sea transportation, and also carried out tasks to disrupt the enemy’s sea communications between the ports of Romania, Bulgaria and Crimea.

Due to the successful offensive of our armies, the situation for the Nazis on the Black Sea was very unfavorable. The enemy troops located in Crimea found themselves completely isolated from land, and their supplies could only be carried out by sea. But in order to more or less normally supply them by sea, not only was there not enough transport, it was necessary to overcome the powerful opposition of our Black Sea Fleet. To this end, the fascist German command strengthened its combat and transport fleet, drawing a large number of transports captured in occupied countries and floating assets from the Danube to the Black Sea. New transport vessels of the “KT” type with a displacement of 1,300 tons each were also specially built. Finally, some of the enemy ships we had sunk were raised, repaired and put into operation.

Considering the exceptionally great importance of the Crimean Peninsula, the Nazis transferred troops and military equipment from the western fronts to Crimea. The ships arriving in Crimea with troops and military equipment took factory equipment, rear facilities, wounded and sick soldiers and officers from here to the west.

The movement of convoys on enemy sea lanes between the ports of Crimea, Romania and Bulgaria became increasingly intense. The enemy strengthened the security of transports, using for this purpose destroyers, patrol ships, high-speed minesweepers, hunter boats, minesweeper boats and even high-speed barges. However, all these measures did not guarantee the enemy from the daring and crushing blows of Soviet ships. Our submarines and naval aviation inflicted colossal losses on the Nazis. Every second enemy transport that went to sea was sent to the bottom, every third escort ship was destroyed. But the enemy did not take into account any losses.

Occupying a combat position off the coast occupied by the Germans, the crew of the “baby” well understood the significance of the combat operations of our ship in these decisive days of expelling the invaders from their native Crimea and did everything in their power to find the enemy convoy and deal it another blow, send it, as the sailors joked , to “Delfingrad” the next batch of Nazi soldiers and officers.

At dawn, the “little one” began the search. We intended to thoroughly explore the well-sheltered cove behind the cape.

The sultry summer sun was setting to the west when, having made sure that there were no enemy ships in the bay, we turned around and were about to leave.

Comrade commander, there are two boats on the left stern! - hydroacousticist Ivan Bordok suddenly reported.

Leaving foamy breakers behind them, two submarine-hunting boats burst out of the bay and headed straight for us.

And this time the flat surface of the sea and excellent visibility let us down. Perhaps we were discovered from coastal observation posts.

“Malyutka” went into the depths and began to maneuver. This area could not be left: the Nazis kept anti-submarine weapons in the bay, therefore, enemy ships could pass here.

The boats obviously maintained hydroacoustic contact with us and therefore immediately went on the attack.

The first series of depth charges fell on the starboard side, followed by others. They - for the umpteenth time! - caused damage to our boat. I had to lie down on the ground.

But as soon as we lay down on the ground, the boats lost us, and we managed to repair the damage relatively quickly.

But soon the acoustician reported:

To the right of the stern are the noises of the propellers of large ships! Can't hear clearly! The distance is more than forty cables.

Prepare to ascend! - came the command.

Ivan Bordok could not be mistaken: the noise of the propellers came from the direction of the bay. Apparently, the Nazis were withdrawing ships from it, hoping to guide them through the danger zone under cover of darkness.

High-pressure air hissed and the main drainage system began to work, throwing tons of water overboard that had entered the boat through the hole.

Everyone was gripped by a fighting impulse. But when there were only a few meters left to the surface, something began to drum heavily on the hull of the boat, the electric motors suddenly received a large additional load, and they had to be stopped. The boat, having negative buoyancy, began to dive, and soon we found ourselves on the ground again.

Something must have gotten wrapped around the screws! - the mechanic suggested. That's what I thought too.

Prepare two divers,” I ordered.

The depth, comrade commander, is great,” the mechanic noted, as if in objection, looking first at me and then at the depth gauge.

It's nothing you can do. Terletsky and Fomagin - to the central one!

They probably won't make it...

They'll make it! - I reassured him. - It will also take time for the convoy to leave the bay and form into marching order. Everything will be done in an hour...

Chief Petty Officer Leonid Terletsky and sailor Ivan Fomagin were better than others in diving. That's why the choice fell on them.

Your task is to get out of the boat and inspect the propellers. If anything gets on them, you need to quickly release them. Every minute is precious. Clear?

Yes sir! - the sailors answered in unison.

Bordock could already clearly hear the noises of enemy ships. The convoy left the bay. Hunter boats raced all over the bay. Twice they passed almost over the “baby” itself.

Time passed, and Terletsky and Fomin did not give any signals. The Nazi ships were already leaving the bay. Another fifteen to twenty minutes and the enemy will be lost. But we had to wait patiently.

Finally the divers returned. The screws are loose.

Medium forward! Pop up! Torpedo attack!

“Malyutka” surfaced not far from the only large transport in the convoy.

A few seconds later the bay was illuminated with a bright flame. The transport hit by our torpedoes broke and began to sink.

The Nazis immediately began persecution. However, now that the job was done, we could retreat in any direction.

All night they unsuccessfully chased our “baby”. And at eight o'clock in the morning the last depth charges exploded behind us.

Remaining at great depths, the boat headed for its native shores. In the evening we surfaced.

Black Sea residents in the north

All activities of the Northern Fleet were subordinated to one great goal - the defeat of Hitler's military machine.

In factories and shipyards, in workshops and institutions, on ships and auxiliary vessels - everywhere people worked tirelessly, not sparing their strength.

The submariners also worked hard and persistently. We were confident that a submarine well prepared for combat operations was, as in the past, a formidable weapon not only in the fight against merchant shipping, but also against enemy warships.

Day after day, for many months, we persistently and persistently trained in maneuvering the ship, in the use of weapons, in the use of mechanisms. In addition, we, former Black Sea soldiers, had to undergo a special training course for operations in northern waters and pass the corresponding exam.

Well, Black Sea residents,” Tripolsky announced to us after the exams, “you have exceeded my expectations... Now I see that you did not come from your resort sea in panties and are ready to fight in our northern conditions.

The submariners had fun.

Heading to base! - Tripolsky commanded after a short pause, wiping his sweaty face. - Stop tormenting you. At the base, take supplies, rest a little and... let's go to war!

The boat's personnel were given two days of rest.

In those days, battles for Pechenga began in the Northern Fleet. It was clear from everything that the war was nearing its end, and those who had not been on military campaigns sought at all costs to get on the submarines leaving for the sea. Many people approached me with a request to take them on their next voyage, but I have never seen anyone as persistent as expedition sailor Viktor Pasha. He was the first person from whom I learned that I and my crew were being given a modern Soviet submarine to replace the obsolete English one, and I could not refuse his request.

In the second half of the Great Patriotic War, my fellow countrymen, the working people of Svaneti, raised funds for the construction of a submarine and, when the ship entered service, they turned to the Supreme High Command with a request to entrust me to command it.

The Svans proved their devotion to the Soviet Motherland during the difficult days of the Nazi invasion of the Caucasus. When the fascist mountain-alpine units attempted to break into Abkhazia, their path was blocked by brave mountaineers.

Soon the front moved away from the mountains of Svaneti, and those who were no longer able to bear arms decided to make their contribution to the defense of the country.

The submarine was named “Soviet Svaneti”, and we went on our first combat campaign on it.

In the evening, on the eve of going to sea, a concert was given for our crew at the brigade club. However, to my surprise, before the start of the concert there were a little more than ten people in the club. There were no our people in the cockpit on the shore either. I went to the submarine, which was located at the pier half a mile from the club.

Having gone down to the central post, I met with the foreman of the group of electricians. In his work uniform, with a portable electric lamp in his hands, he hurried into the compartment.

Here the mustachioed Kostenko was fiddling with the mechanisms.

Why don't you go to the concert?

“I drove my ears off to the concert,” the foreman answered.

Why are you here?

I check the mechanisms, not having time during the day...

The sergeant major argued for a long time that there was no way he could go to the concert, that everything needed to be checked before a military campaign.

When I finally forced the people to leave the submarine and went out onto the pier, I was met by the commander of the submarine brigade, Rear Admiral Kolyshkin, and Captain 1st Rank Tripolsky. They reported that the situation had changed and the submarine should go to sea earlier than scheduled.

This is for the better, Yaroslav Konstantinovich, we’ll end the war sooner,” the rear admiral smiled.

There were legends about Kolyshkin in the navy. He was the first North Sea submariner to be awarded the Gold Star of the Hero of the Soviet Union. A native Volga native, the son of a peasant, he began his working life as a boy in a leather shop. Then he ran away from his owner and joined an oil barge. In winter, when the barge was in the backwater, he studied voraciously and read a lot. Later, through the Komsomol recruitment, he joined the navy. The years spent in the North made him an expert on this harsh region. There was no case when the rear admiral did not take care of the newly appointed submarine commander during his first combat appearance.

A strict boss, Ivan Aleksandrovich was always a welcome interlocutor for sailors, foremen and officers, who saw in him not only a commander, but also an educator and a friend.

Together with Kolyshkin and Tripolsky, I was summoned to the fleet commander, Admiral Golovko, to receive special instructions.

When we returned to the pier after a short conversation with the admiral, Globa reported that the ship was ready to leave.

Kolyshkin and Tripolsky walked around all the compartments and talked with the sailors and foremen. Then the crew was assembled in the second compartment and Kolyshkin addressed us with a short parting speech.

Your exit,” he said, “coincides with the day when the capital of our Motherland, Moscow, will salute the valiant troops of the Karelian Front, ships and units of the Northern Fleet, which today captured the ancient Russian fortress of Pechenga. You will finish off the fleeing enemy. Kirkenes has not yet been taken by our troops. They will begin to storm it when you are in a combat position. Not letting a single living fascist leave the bases is your task. Disrupt enemy communications! Sink all enemy ships!.. I wish you success! We are waiting for you with victory!

Stay in your places and get off the moorings! - I commanded as soon as Kolyshkin, Tripolsky and the staff officers accompanying them descended onto the pier.

My assistant Globa, now a captain-lieutenant, gave a command to the steering wheel:

Right on board!

The submarine, trembling, began to turn around. The diesel engines started working and we moved into the Barents Sea.

Constant storms and poor visibility require a lot of stress and endurance from sailors sailing in the harsh Barents Sea. And yet it is difficult to convey in words the feeling that gripped me when we entered the wide expanses of this formidable sea. I stood on the bridge and, without opening my eyes, looked at the lead-black angry waves crashing against our boat.

From the central post they reported that the radio operators were accepting the order of the Supreme Commander-in-Chief to liberate the Pechenga (Petsam) region. The text of the order was transmitted throughout the submarine compartments. Our entire crew was happy to learn about the liberation of the last piece of our native land.

Well, Trapeznikov? - I turned to the sailor jokingly. -Which of us is right? Did I say that we will still have time to make a military campaign before the end of the war? Remember?

Of course I remember! - the sailor smiled. - You also said then that we would drown... transports...

But what about it? Why are we going to a position so far away? Or do you want to say: “Don’t say hop until you jump over”? I will answer you: “And when you jump over, there is no need to shout.”

You need to jump in time, not scream!

Everyone in the compartment listened to our conversation with interest.

The combat position to which the boat was heading was at Cape Nordkin, the northernmost tip of the European continent. Enemy ships could not bypass this area. They tried, where possible, to pass inside the fjords, in skerry areas, and in narrow areas that made it difficult for Soviet submarines to operate. The most dangerous places for fascist ships were at night and in close proximity to the shore.

The high rocky shores served as good camouflage for ships. Against a dark background, especially if the moon was shining from the shore, it was very difficult to notice even large transports and ships.

The first day of maneuvering did not produce results. We did not detect any transports or any other enemy ships. There were no signs of life on land either. The coast seemed to have died out. The steep cliffs of Nordkin loomed gloomily almost above the periscope.

During the day of underwater maneuvering, we were able to view and study the entire coastline of the position area.

As darkness fell, we surfaced as usual and continued our search.

The watch officer, two signalmen and I, without looking up for a second, “rummaged” with our “night lights” along the hazy horizon. However, there was little chance of visual detection of enemy ships. Visibility did not exceed one and a half dozen cables, and at times it was even less. This meant that in practice we were unable to control even one third of the combat position allocated to us. Under these conditions, we again, as once on the Black Sea, relied on our ship’s “listener” Ivan Bordok.

During his stay in England, Bordock not only kept up with the modern level of training, but also managed to improve and improve the methods of his work with instruments. He sat for days in the sonar room of a submarine that had not yet been accepted from the British, listening to the noises from the ships in the base.

The British seriously believed that he was preparing for the world hydroacoustics competition.

This attitude to business was not slow to bear fruit.

It was four hours forty-seven minutes when the central post reported: “According to the true bearing, twenty-seven noise of the propellers of a large ship. Going left!

At the twenty-fourth minute, the silhouette of a lone tanker began to emerge, moving, judging by the thick smoke pouring out of the chimney, at a forced speed.

I gave the order to go on a combat course, and the boat fired a two-torpedo salvo from a distance of about 5 cables. But several minutes passed, and there was no explosion. The enemy apparently did not know that torpedoes had just been fired at him.

Both are full speed ahead! - I clenched my teeth until it hurt and gave a new command.

The submarine again rushed to attack.

At six hours and twenty minutes we again managed to take position and fired two torpedoes from the bow torpedo tubes.

The range of the salvo was no more than 5 cables, but alas!.. The torpedoes again did not hit the target. This time I was able to notice that the torpedoes passed along the bow of the tanker.

It became clear that the enemy's speed was less than we thought. Four combat torpedoes were spent in vain... But we still had two more unfired torpedoes, and I decided to try to attack again.

Unfortunately, the moment was missed: the speed of the submarine did not allow it to catch up with the enemy and take a position for a salvo. And the tanker, as it seemed to me, had already detected the presence of the Soviet submarine and increased its speed.

All that remained was to count on some change in the situation. Most of all, I hoped that beyond Cape Nordkin the tanker would turn towards the coast, heading towards Lafjord.

For the next twelve minutes we competed with the tanker in speed. But the tanker brought its speed to its maximum and passed Cape Nordkin without turning towards the coast.

Secretly I still hoped for something, and we continued to pursue the tanker.

Suddenly everyone on the bridge noticed that the distance between the boat and the tanker began to decrease. The enemy clearly slowed down. This could not be justified in any way, but the fact was obvious. And soon the tanker began to turn towards the shore.

I immediately commanded: “Right helm,” and the boat immediately set on a combat course. Two minutes later a salvo was fired from a distance of 3 cables.

For all the twenty-eight combat attacks in which I had to participate in the days of the Great Patriotic War, not one of the forty-two torpedoes fired at my command “Pli” brought as much excitement as this last one did. The rest of the submariners were also eagerly awaiting the results of the attack.

A huge column of water rose above the tanker, and thick black smoke enveloped the ship.

The submarine was already on its retreat course and was in full swing when another strong explosion was heard. We were pretty shaken. Where the tanker was located, we saw a pillar of fire about a hundred meters high.

Pasha appeared on the bridge with a camera.

Well, Pasha, did you manage to photograph anything? - I asked.

No,” the sailor answered sadly, “they drove me off the bridge... I was in the way.”

Who drove away?

Major assistant. He says there’s enough here without you...

Well, it’s okay,” I reassured the sailor, “next time I’ll order that you be given the opportunity to photograph a night torpedo explosion.” Today the explosion was kind of... inexpressive, you still wouldn’t have time to film it...

“He won’t take it off next time,” Globa intervened.

Why? - I was surprised.

But no one will pose here, and he can’t work quickly... He crawls like a jellyfish...

No, Comrade Lieutenant Commander, I work quickly with the device.

Well, let’s see how you work,” I decided to put an end to the argument, “tomorrow or the day after tomorrow we’ll meet someone else, we’ll attack, and you shoot.”

The next day we actually met a Nazi convoy.

The evening before, we received a radiogram informing us that a convoy consisting of five transports, three destroyers and several small ships had left Bayfjord.

According to our calculations, he should have approached our position at about five o'clock in the morning.

We began to prepare for battle...

The night was dark. A strong swell interfered with the work of the sonar. The northeast, where we expected the enemy to appear, was covered in fog. Visibility dropped to several cables.

Early in the morning, an enemy destroyer suddenly rushed past the very bow of our boat at full speed. The boat was tossed violently by the waves. But they could not notice us from the ship, since we were against the backdrop of high rocky mountains.

I realized that we had failed to detect the convoy in a timely manner. And it could end sadly. To our right an armada of ships was moving: four transports in close formation followed one after the other, followed by many small ships. The destroyer, which we almost became a victim of, was leading at high speed.

Both full back! - I commanded after the announcement of the combat alert.

I managed to get a good look at the front passenger-type transport with a displacement of 10–12 thousand tons. Its poorly darkened portholes were clearly visible at close range.

Devices, please! - the command rang out when the stem of the first transport reached the aiming line. And the torpedoes rushed along the course of the submarine.

One of them exploded at the side of the first transport in the area of ​​the foremast. The fire instantly engulfed the ship, which broke in half before our eyes.

But then there was a new explosion. This was the second torpedo that hit another transport - the third in the ranks of enemy ships. The explosion was even more powerful. The burning wreckage of the ship, flying to a great height, fell into the water. And a few minutes later the ship disappeared under water.

The glow from the explosions of the next two torpedoes that hit the target was so bright that on the submarine of Captain 3rd Rank Kalanin, located 22 miles from Cape Nordkin, they wanted to play an “Urgent Dive” so as not to be noticed by coastal observation posts. Our other neighbor (the boat of captain 3rd rank Kolosov), located 17 miles from us, also saw the glow. Her logbook recorded: “By bearing 240 degrees, two caps of flame on the horizon.”

No wonder we were discovered. Numerous guards of the ship (we were not able to determine the exact number of ships) rushed to attack us. And the lead destroyer, as the signalman reported, opened artillery fire on the boat. I did not have time to check the accuracy of the report. The submarine was approaching the shore in reverse and could run into rocks every minute.

All down! Urgent dive!

Those on the bridge rolled down head over heels. A few minutes later we were at a depth of 55 meters.

To the left, forty-six, the sound of propellers is approaching! - Bordock's voice was heard.

I gave the command to evade, but at that moment there were explosions of the first series of depth charges falling on the left side of the submarine. The enemy obviously bombed at random, without having hydroacoustic contact with us.

The submariners, who knew well the cost of bomb pursuit, seemed to be calm, only Pasha was seriously worried. With his round brown eyes wide open, he looked around as if asking for help.

What, got a little cold feet? - Poedailo quietly sympathized with him. - It’s okay, it happens to everyone... and then it goes away. Bombs fall far away... I feel sorry for the fish.

What kind of fish?

Like which one? Cod. They're jamming it...

Ahh! - Pasha waved his hand. - To hell with the fish!

A new series of bombs exploded no closer than the first.

Closer! - Pasha burst out.

And our photojournalist is stuck in the central one? - I pretended that I had only just noticed the sailor.

Why aren't you in your compartment? - attacked Pasha Glob.

I... they didn't let me in. You're disturbing, they say...

The bombs, apparently thrown almost simultaneously from two ships, slightly shook the submarine's hull.

The distance to the bombing destroyers exceeds ten cables, Bordock reported. - According to the exchange rate, one hundred three and forty on the port side are moving away quickly! Other noises are not heard!

You see, they’re even moving away,” I resumed the interrupted conversation. - Well, how’s your picture, Pasha? The explosions were good!

A-a-! - He waved his hand and almost burst into tears. - Dropped the device overboard!

So you wore it on your belt!

When the torpedoes exploded, I don’t remember what I did... Only the device and its case fell overboard...

Nothing, nothing, it happens the first time,” Poedailo intervened, leaning over the combat log, “then it goes away...

Someone burst out laughing. Probably this story would have made others laugh, but new and rather close ruptures distracted our attention from the sailor.

Hunters! They suddenly approached from the right! Now they have turned away and are moving away astern! - Bordock reported.

“They have a base here,” I reasoned out loud. - Let's go towards the stern, which means they are also bombing at random and think we are somewhere behind...

The pursuit lasted four hours. We escaped with only a few broken light bulbs - these were the first victims of depth charges.

Breaking away from the enemy, the boat floated to the surface as morning came, and we saw a thick layer of oil spreading on the surface of the sea. This was all that remained of the transports.

This is how we ended our last campaign during the Great Patriotic War.

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