Successful experience in the use of naval mine weapons during the Russian-Turkish war of 1877-1878. caused increased attention on the part of the command of the Russian navy to the development of tactical methods for waging war with a mine and methods of laying minefields. It was supposed to arrange minefields of two types. Barriers of the first type were installed in the waters of their bases, coastal fortifications and ports. Their task was to prevent the entry of enemy naval formations into positions convenient for the operation of naval artillery. These barriers were installed in most cases in advance, often in peacetime on the basis of hydrographic measurements, and were controlled from coastal mine stations. Obstacles of the second type were planned to be produced during the active phase of the war in the waters of enemy ports, in areas of gathering and maneuvering of enemy squadrons, as well as on sea transport communications. These fields had to be established secretly, without preliminary hydrographic studies of water areas. They also had to be autonomous, i.e. detonate automatically upon contact with the hull of an enemy ship or vessel.
The problem of autonomy was removed with the advent of improved galvanic impact mines of the Hertz system. The installation of active minefields, carried out on the move of the ship at regular intervals and at a given depth, became possible thanks to a number of original inventions made by officers of the Russian fleet at the end of the 19th century. All this paved the way for the creation of a special mine layer.
The issue of building mine transports for the Black Sea was first raised by the Ministry of War. At the beginning of 1889, it proposed to build two ships capable of carrying and installing barrage mines in order to strengthen the protection of the Black Sea coast. Especially for this, the Ministry of Finance opened a loan from a special secret fund in the amount of 800 thousand rubles in June of the same year. for the construction of two mine transports and 324 thousand for an increase in the stock of mines. The development of the project was entrusted to the Marine Department, and on September 13, the Marine Technical Committee (MTK) was assigned the task of drawing up drawings and specifications. In order to save money and shorten the construction time, it was decided to use steam engines and boilers removed from the steamer "Experience" (the former "round" yacht "Livadia"); It was this circumstance that was decisive in the choice of the main characteristics of ships - a displacement of 2885 tons, length 87, 8, width 13, 4, draft (stern) 5, 6 m.
Having familiarized themselves with the main elements of the project, the command of the Black Sea Fleet rightly noted that these single-rotor, too long and deep-sitting vessels would not meet the tasks of laying minefields. In general terms, it formulated the main requirements for vehicles for laying mines in the Black Sea. Twin-shaft installation, deepening no more than 4, 6 m, speed in full load (13 knots) and maneuverability sufficient for operations as part of a squadron. Based on this, the Maritime Ministry rejected the initial project of the MTK and ordered to draw up a program for ordering ships to a private plant, based on the following prerequisites: a displacement of about 1200 tons, a twin-screw mechanical installation, a speed of 15 knots, the cost of each is not more than 400 thousand rubles.
In the new technical specifications developed by the ITC, approved on February 20, 1890, it was noted that the transport should be of such dimensions as to meet all the requirements imposed on it, but at the same time not go beyond 400 thousand rubles. Thus, the contractor was asked to build two ships with a length-to-width ratio of no more than six and a draft of no more than 4.5 m. The meta-centric height is about 0.9 m with a half supply of coal and mines; two steam engines of triple expansion with a total power sufficient to reach 14 knots; coal reserve for 1000 miles of full speed; artillery armament - six 47- and four 37-mm guns with an ammunition load of 3,000 and 4,000 rounds, respectively, mine - 350-500 mines with anchors; provided for auxiliary sailing rigging with a developed mast and, as a consequence, the characteristic "clipper" formations of the stem with a small bowsprit.
At the beginning of March 1890, the assignment was sent to several factories at once - Nyulandsky (Norway), Bergsund (Stockholm), Burmeister og Wein (Copenhagen) and Creighton (Abo). Three weeks later, the Swedish joint-stock company Motala was involved in the competition. The Main Directorate of Shipbuilding and Supply (GUKiS) received the first options for design developments and conditions for construction in May. Motal's project turned out to be the best, however, MOTC, after reviewing it, immediately returned it for correction. The drawings and specifications received after the revision were approved. On September 29, Motal's trusted representative, engineer A. G. Vesblad and the head of the GUKiS, Vice Admiral V. I. Popov signed a contract for the construction of two mine transports in Gothenburg at the Lindholmen shipyard and their delivery to the Black Sea. The cost of each was determined at 40, 3 thousand pounds sterling, including shipping costs; The company undertook to build the first transport within 12, the second - 15 months from the date of signing the contract. The design displacement at a stern draft of 4.57 m (95 tons of coal and 425 min) was 1360 tons, the length at the waterline was 62, 18, the width at the midship without plating was 10, 36 m.
Ten watertight bulkheads reaching the living deck divided the hull into 15 isolated compartments; in its middle part a double bottom was foreseen for 36 m. The power plant consisted of two triple expansion steam engines with a total indicated power of 1400 hp. and four cylindrical boilers with a total heating surface of 423.6 sq. m. It was stipulated that with full displacement and natural draft in boilers, the speed during acceptance tests should be at least 13 knots. Provided by the project, a fairly developed drainage system, consisting of three parts, included two Gwynne centrifugal pumps, three Downtons and two Worthington steam pumps. To accommodate 425 mines, four holds were envisaged - three in the bow, one in the stern, behind the engine room; in addition, 120 mines with anchors were placed in the aft part of the living deck, along the sides. Artillery armament consisted of ten Hotchkiss cannons: six 47-mm single-barreled, placed on the sides, including four in sponsons, and four 37-mm five-barreled (two in the bow of the upper deck and on the wings of the bridge).
All preparatory work was completed mainly by the beginning of 1891. By this time, the breakdown on the plaza was completed, the production of 43 tons of sheet steel and 59 tons of rolled products, which made it possible to start assembling the hull of the first transport in January, and in February to start building the second. By March 10, the keel, pins and all 106 frames were already on the first slipway; a keel and about 40 frames were installed for the second transport. The construction of these relatively small ships did not present any particular difficulties for an enterprise with a developed industrial base like the Motala society. The work was carried out successfully and quickly until April 1891, but then stopped due to a massive flu epidemic. In this regard, the management of the company appealed to the Main Department of Civil Engineering with a request to extend the construction time of the ships. The reason was recognized as valid, postponing the readiness of the first transport by two, and the second by one and a half months.
On May 18, 1891, the transports were included in the lists of the Black Sea Fleet ships under the names "Bug" and "Danube". At the beginning of the summer, the formation of the Bug's hull was completed, on July 2, they began testing the compartments for water tightness. On August 21, at the shipyard, in the presence of the Russian ambassador to Sweden Zinoviev, a solemn ceremony of installing the mortgages took place. On the same day, the Bug was launched. At that time, slipway work continued on the Danube, and on October 3, tests for water resistance began. Launching took place on November 13.
Bug, presented on November 20, 1891, for delivery, four days later, with an acceptance committee on board, went a measured mile near Gothenburg. In unfavorable weather conditions (wind five, excitement four points), the transport made four runs at an average speed of 13, 11 knots, the indicator power of the cars reached 1510 hp. with., the consumption of coal was significantly less than the contractual - 463 g / l. s.-ch. On November 25, tests were carried out in forced mode with artificial draft in boilers - an average speed of 14, 20 knots with an indicated power of 1932 liters. with. After making sure that the company had fulfilled all the terms of the contract, the commission on November 26 signed the documents on the completion of the tests. After a short preparation for the transition, the captain of the Swedish merchant fleet, V. Karlson, hired by the Motala company, took the Bug out of Gothenburg on December 6, and 19 days later brought it safely to Sevastopol. After several control trips to the sea, the commission of the Sevastopol military port found the ship in full working order. On January 2, 1892, the ship became part of the operating ships of the Black Sea Fleet.
The construction of the Danube was completed at the beginning of 1892. On the sea trials, he went on February 3 with 110 tons of coal and approximately the same draft as the "Bug". With natural draft in boilers, the transport showed an average speed of 13, 39 knots on a measured mile, having developed an indicator power of 1558 hp. with.; coal consumption was 531 g / l. s.h. On the same day, the mechanisms were tested on artificial traction - the transport passed a measured mile at an average speed of 14.76 knots with an indicator power of 2079 liters. with. After the completion of the test program, the Danube began to prepare for the transition, however, on March 3, when going to sea to destroy the deviation in the engine room, they mistakenly reversed, as a result of which the transport crashed stern into the coast. Fortunately, the ground in that place turned out to be soft, the ship was immediately refloated and put in the Lindholmen dock. The casing and propeller blades were damaged. Elimination of the consequences of the accident delayed the exit from Sweden by three weeks. Only on March 25, the Danube left the Gothenburg raid and on April 12 arrived in Sevastopol. Two days later, he was transferred to Nikolaev, where, after repeated tests on April 20, an acceptance by the port commission took place. Having started the campaign on June 1, the ship arrived in Yevpatoria nine days later, where she joined the Practical Squadron of the Black Sea.
The very first months of the transport service revealed some shortcomings: for example, there was insufficient lighting of the interior; in addition, the list of equipment for each ship provided for nine officer posts, but there were only seven cabins. During 1892-1893. The Sevastopol naval port managed to eliminate these miscalculations.
In the campaign of 1892, devices of various mine-laying systems were tested on transports; in the MTK magazine on mines of December 22, it was noted that the method of Lieutenant V. L. Stepanov is "faster and more comfortable on the waves", and he should be recognized as "the best both in speed and in the correctness of laying mines." In the course of experiments conducted in the Sevastopol region, it was found that the new device allows you to operate at a speed of 10 knots with a setting period of ten minutes every 30 m.
The next few campaigns "Bug" and "Danube" conducted as part of the Practical Squadron, training personnel in mine laying in various conditions. In connection with the aggravation of Russian-Turkish relations in 1897, the training sessions had to be stopped. For the first time, transports took on board full stocks of warmines, which, in the event of the outbreak of hostilities, should have been installed in the Bosphorus region. However, this time the conflict was resolved through diplomacy.
In 1905 "Bug" took part in the Sevastopol uprising of sailors. On the afternoon of November 15, 1905, he raised the red flag and headed for the exit from the South Bay to join the rebellious ships. However, it was impossible to break through to Ochakov, and the mine transport remained in the bay. On board at that time there were up to 300 combat mines. Some authors (R. Melnikov, V. Shigin) indicate that P. Schmidt blackmailed the government by opening fire on the Bug in the event of a cruiser shelling. Detonation of the order of 100 tons. explosives in mine vehicles could have serious consequences for ships in the bay, port facilities and for Sevastopol in general. Be that as it may, when the shelling of the rebel cruiser from three battleships and coastal batteries began, the Bug team, fearing an explosion of mines in the holds, opened the Kingstones and sank their ship in the middle of the South Bay. Most recent publications lack information that Bug supported Ochakov. However, the place where the transport was flooded still speaks in favor of the version of the authors of the Soviet era.
Lifting work began in 1906. In October, the hull was lifted off the ground and turned to an even keel, and in May 1907 the ship was finally lifted and docked. In the process of refurbishment (1907-1909) in the workshops of the Sevastopol port "Bug" was converted to service the Black Sea lighthouses - the artillery and mine racks were removed, and the holds were converted to store hydrographic property. In official papers, it was called a lighthouse transport.
The Danube also underwent major repairs. In August-December 1913, part of the structural elements of the living and upper decks, rostras, flora in the double bottom space under the boilers and part of the bulkheads of coal pits were replaced on it, the pipes of refrigerators were sorted out. Of the artillery weapons on the minelayer, six 47-mm guns remained, and the mine included 350 mines of the 1908 model. During the First World War, the Danube was part of a detachment of ships for the defense of the northwestern part of the Black Sea. "Bug" (since August 1915 - a messenger ship) the following year, as an auxiliary, was included in the newly formed battalion of network minelayers. The artillery armament has also changed: two 75- and four 47-mm guns were installed on the Bug (by 1917, of the last four, only one remained), on the Danube - two 57- and four 47-mm guns, as well as four machine guns (in 1917 the artillery was removed, leaving only machine guns).
Since the spring of 1917, both ships were laid up in Sevastopol without crews. In 1919, the White Guard included them in their fleet. "Bug" was used as an auxiliary cruiser (three 75-mm guns), and the refurbished "Danube" - as a port ship. On November 12, 1920, shortly before the arrival of the Red Army in Sevastopol, the Bug, as a result of a navigational error, ran into stones in the Ak-Mechet area and sank at a shallow depth. Later it was raised, but the restoration was deemed impractical, and in July 1924 it was handed over to the Black Sea Fund Commission for dismantling.
The Danube outlived its brother by more than two decades. After the Civil War, as a minelayer (76-mm Lender cannon and machine gun), it became part of the Mine Defense of the Black Sea Naval Forces and on December 31, 1922, it was named "May 1". In 1924 it was transferred to the class of hydrographic vessels, and eight years later it was renamed Hydrograph.
On November 4, 1941, "Hydrograph" left Sevastopol and in tow of the patrol ship "Petrash" sailed to Tuapse. At three o'clock in the afternoon, the ships near Yalta were attacked by German bombers. The hydrographic vessel managed to avoid direct hits, but due to damage received from nearby bomb explosions, a leak appeared on the vessel. The fight for survivability did not give the desired results, the flow of water continued and the "Hydrograph" sank 19 miles east of Yalta. There were no casualties among the personnel.
"Bug" and "Danube" were the first minelayers of special construction in the Russian fleet. Their creation became an important milestone in the development of domestic mine-sweeping forces. The experience of building and operating these quite successful ships was later embodied in the well-known minelayers - "Amur" and "Yenisei".
