Anna was born in 1908 at Okeanskaya station near Vladivostok. Father Ivan Ivanovich, originally from the village of Chumai, Verkhne-Chubulinsky District, Kemerovo Region, worked as a switchman, forester, worker and employee on ...

Anna was born in 1908 at Okeanskaya station near Vladivostok. Father Ivan Ivanovich, originally from the village of Chumai, Verkhne-Chubulinsky District, Kemerovo Region, worked as a switchman, forester, worker and employee in the fisheries, carpenter and commandant of dachas in the Regional Department of the NKVD. Mother Maria Filosofovna is also from the Kemerovo region. Brother Vladimir Ivanovich was born in Vladivostok, worked as a workshop foreman at the Aircraft Plant at the station. Varfolomeevka Primorsky Krai.

In 1919 A.I. Shchetinina began studying at an elementary school in Sadgorod. After the entry of the Red Army into Vladivostok, the schools were reorganized, and from 1922 Anna Ivanovna studied at a unified labor school at the Sedanka station, where in 1925 she completed 8 classes. In the same year, she entered the navigation department of the Vladivostok Marine College, where she was the only girl on the course among the Komsomol guys. While studying at the technical school, she worked as a nurse and cleaner in the dental office of the technical school. During the period of study, she sailed as a student on the Simferopol steamship and the Bryukhanov security ship of the Dalryba state association, served as a sailor on the First Krabol steamboat. In 1928, she married Nikolai Filippovich Kachimov, a naval radio operator, later head of the Fishing Industry Radio Service in Vladivostok.

After graduating from a technical school, Anna Ivanovna was sent to the Joint-Stock Kamchatka Shipping Company, where she went from sailor to captain in just 6 years. She also worked on the schooner Okhotsk, which left in her memory vivid memories associated with one incident: “During the stop at the factory, where repairs had just been completed at Okhotsk, the watch mechanic started the auxiliary engine that ensured the operation of the generator, and violated safety rules. There was a fire. After the people were removed, the engine room was closed, the ship was towed aground near the southern shore of the bay and flooded, for which it was necessary to cut through the wooden sheathing of the side. The fire has stopped. The divers closed the hole in the hull, pumped out the water, and the ship was again taken to the factory for repairs. Then Anna served as a navigator on the ship "Koryak".

Anya Shchetinina

In 1932, at the age of 24, Anna received a navigation diploma. In 1933 or 1934 she received A.A. Kacharava (the future commander of the steamer "Sibiryakov", who entered into battle with the "pocket" battleship "Admiral Sheer" in 1942) in the position of senior assistant to the captain of the steamer "Orochon", owned by the Joint-Stock Kamchatka Society.

The first flight of Anna Shchetinina as a captain took place in 1935. Anna had a hard time - not every sailor could accept a 27-year-old beautiful woman as a captain, it was too unusual. Anna had to transfer the ship "Chinook" from Hamburg to Kamchatka. The flight attracted the attention of the world press.

Anna Ivanovna said:

“In Hamburg we were met by our representative engineer Lomnitsky. He said that “my” steamer had already arrived from South America and, after unloading, was docked to inspect the underwater part of the hull, that the captain had been warned of my arrival and was stunned that a woman would come to replace him. Immediately, Lomnitsky examined me rather critically and said that he never thought that I was so young (he apparently wanted to say - almost a girl). He asked, among other things, how old I was, and, having learned that I was already twenty-seven, he noted that they could give me five years less.

I also, as it were, looked at myself from the side and thought that I was not solid enough for the captain: a blue silk hat, a gray fashionable coat, light shoes with heels ... But I decided that a uniform suit would be later, on a ship, when I was doing business . After breakfast and accommodation at the hotel, everyone went to the ship. At the city pier, we boarded a boat and set off along the Elbe River to the so-called "Free Harbor", where there was a steamer, which I so wanted and was so afraid to see. Lomnitsky answered my questions: - See for yourself. Such an intriguing answer made us wary and expect some kind of surprise. Good or bad? The boat runs briskly along the river, and I look around uneasily, trying to be the first to see and recognize “my” ship myself. But they don't give me.

Engineer Lomnitsky warns:- Around the bend, on the other side, there will be a floating dock. Look! The boat turns and rushes to the opposite shore, and I see a floating dock and on it - a ship, stern to us. The underwater part of its hull has been cleaned and from one side it has already been painted with bright red-brown paint - minium. Minium is not only for beauty, it protects the sides and bottom of the quarry from rust ... The freeboard is green, the superstructures are white, the intricate brand of the Hansa company on the pipe. At the stern, the name is "Hohenfels" and the port of registry is Hamburg. I even choked with pleasure, joy, pride - whatever you want to call it. What a big, clean, strong steamer! What wonderful body contours! I tried many times to imagine it. The reality exceeded all my expectations.

The boat stops at the pier. We rise to the floating dock and go to the ship. They give way to me: the captain must board the ship first. I'm touched. I see people on deck: they meet us. But I haven't looked at them yet. As soon as I cross the gangway, I touch the ship's gunwale with my hand and, greeting him, whisper a greeting to him so that no one notices. Then I turn my attention to the people standing on the deck. The first in the group of those who meet are the captain - I judge this by the galloons on the sleeves - and a man in a civilian gray suit. I extend my hand to the captain and greet him in German. He immediately introduces me to a man in civilian clothes. It turns out that this is a representative of the Hansa company, authorized to formalize the transfer of this group of ships. I understand the captain in the sense that at first I should have greeted this 'high representative', but I deliberately do not want to understand this: for me the main thing now is the captain. I can’t find in my stock of German words the necessary expressions for a polite greeting - for this, several German lessons taken in Leningrad are not enough. I switch to English. And only after saying everything that I considered necessary to the captain, I greet the representative of the Hansa company, keeping his last name in my memory. This must be strictly followed. If at least once you were told the last name of a person, especially with such representations, you must remember it and not forget it in subsequent conversations. Here I also tried to manage in English.

Then we were introduced to the chief engineer - a very elderly and very handsome-looking "grandfather" - and the chief mate - a desperately red and freckled fellow of about thirty. He especially shook my hand and spoke a lot, now in German, now in English. This rather lengthy greeting made the captain jokingly remark that my appearance on the ship made a strong impression on everyone, but, apparently, especially on the chief officer, and the captain was afraid that he was losing a good chief officer at the moment. Such a joke somehow helped me come to my senses and hide my involuntary embarrassment from everyone's attention. After everyone got to know each other, we were invited to the captain's cabin. I fluently, but memorizing every detail, examined the deck and everything that came into view: superstructures, corridors, ladders and, finally, the captain's office. Everything was good, clean and in good order. The captain's office occupied the entire forward part of the upper deckhouse. It contained a solid desk, an armchair, a corner sofa, a snack table in front of it, good chairs. The entire rear bulkhead was occupied by a glazed sideboard with many beautiful dishes in special nests.

The business part of the conversation was short. Engineer Lomnitsky acquainted me with a number of documents, from which I learned the basic conditions for accepting the ship, as well as the fact that the ship was given the name of our Far Eastern large salmon fish - "Chinook". The entire group of accepted vessels received the names of fish and marine animals: "Sima", "Kizhuch", "Tuna", "Whale", etc. Here, the captain and I agreed on the procedure for receiving the ship. It was decided to call the team with the next flight of our passenger ship from Leningrad. At present, it was necessary to get acquainted with the progress and quality of the repair and finishing work, stipulated by the agreement on the transfer of the vessel. After a business conversation, the captain invited us to drink a glass of wine.

The conversation began. Captain Butman said that he was surprised by the news that the ship was sold to the Soviet Union and that it should be handed over now. He did not hide that he was very upset. He has been sailing on this ship for six years, got used to it, considers it a very good seaworthy vessel, and he is sorry to leave it. He gallantly added that, however, he was glad to hand over such a wonderful ship to such a young captain, and even the first woman in the world who deserved the right and high honor to stand on the captain's bridge. Toast followed toast. The short toast of the representative of the Hansa company sounded dry, in a businesslike way. It was felt that he was upset that Germany was forced to sell its fleet to the Soviet Union: he understood that the Soviet navy was growing, which means that our entire national economy was growing and developing. The toast of the “grandfather” who greeted all our sailors sounded very good and simple. He clinked glasses with everyone, and said a few warm words to me that sounded downright paternal. The sergeant-major spoke again for a long time. From his German-English speech, I understood that he would try to hand over the ship in such a way that the new (again compliments followed) captain would have no complaints and that the new crew would understand that the ship was taken from real sailors who knew how to protect and maintain it in due order. Wow! Now that's the thing! If this is not just polite chatter, then a friend has been acquired who wants to help with the reception of the ship.

The next day, dressed in work clothes, I began to inspect the ship. The captain did not accompany me everywhere. This was done by the senior assistant. Holds, rope boxes, some double-bottom tanks, coal pits, and the engine room were inspected. Everything was looked at in detail. Time was not spared. They worked until two o'clock, then they sorted out the drawings and other documents. After the working day, I changed my clothes and, at the invitation of the captain, took part in lengthy conversations that were held daily in the captain's cabin with members of the German command staff of the ship and our sailors, who came at the end of the working day. After such conversations, we, Soviet sailors, went to our hotel, dined, walked around the city, although not always. We were all very burdened by the atmosphere of the city, and we tried to spend time in our own circle. I was in Germany for the third time. I used to like it there, I liked the people - so simple, cheerful and good-natured, businesslike and reasonable. I liked the exceptional cleanliness and order on the streets, in houses, in shops and shops. Germany in 1935 was unpleasantly struck by some deadly emptiness of many streets, an abundance of flags with a swastika and a measured clatter of forged boots of thugs in khaki with a swastika on the sleeves, who, as a rule, paced the streets in pairs, came across in the corridors of the hotel, in the dining room. Their loud barking voices cut their ears. It was somehow especially uncomfortable, as if you were in a good mood at the house of your good old friends and found yourself at a funeral ... And I, frankly, was just scared in this huge hotel. It was terrible at night to listen to the same measured clatter, which was not drowned out even by the carpets in the corridors. I counted the days until the arrival of my team and until the final acceptance of the ship, when it would already be possible to get on it. With the arrival of our team, things began to boil in a new way, the acceptance of property and spare parts began. As always in such cases, opinions appeared that “this is not so” and that “not quite so”. There was a desire to redo something, to do something anew. I had to strictly ensure that people did not get carried away and understood that the ship was not its own veranda and it was not at all necessary to remake it in your own way. A few days later, our entire crew came to the conclusion that the German team behaves very loyally towards us, helps a lot in the work and does a lot even beyond what is required by agreement. The first officer of the German team did not break his promises. From the very beginning, he proved that he was handing over the ship not only in good conscience, but even more.

By the way, not without a joke. Whenever I came to the ship, he always met me not only at the gangway, but even at the pier. If I carried anything, he offered his help. In a word, he looked after him in his own way, probably, he liked me as a woman ... My first mate, and all the assistants asked me: what to do with him - break his legs or leave him like that? And how to behave: to meet your captain at the entrance to the plant, or to recognize this right for the German? I had to laugh it off: since we were not on our own land, we must reckon with this, but it does not interfere with our young people to learn politeness and attentiveness. Our team began to call the German first mate "fascist", but then, seeing his friendliness and businesslike help, they simply called "Red Vanya". By the end of the reception of the vessel, a solemn raising of the flag was being prepared. What a great event this is - the acceptance of a new vessel for our navy. We brought the flags of the Union of Soviet Socialist Republics and the pennants of our organization with us, and we looked forward to their solemn hoisting.

I invited the German captain and crew, as well as the representative of the Hansa company and other representatives to the solemn hoisting of the flag. All, as one, answered that they probably would not be able to accept the invitation: the captain was leaving for Berlin that very day, the representative of the Hanse should go on business to other ports - and that’s all. We understood very well that they were simply forbidden to be present at the hoisting of the Soviet flag on our ship. Our guesses were confirmed by the fact that on the appointed day the German flag was no longer raised on the ship. I had to limit myself to the fact that, even before the raising of our flag, I invited the German command staff for a glass of wine at my place. Again there were toasts and wishes. And then the Germans quickly left the ship one by one.

The captains and crews of our host vessels arrived, as well as our representatives. And now a command sounds on our ship: - Flag of the Union of Soviet Socialist Republics and raise a pennant! And slowly, in expanded form, our scarlet flag will rise and with it the pennant of the Joint Stock Company of Kamchatka. The flag and pennant are raised. We all sing the Internationale with enthusiasm. The sounds of a unique melody are pouring over the ship and the piers, which were recently still full of people, and now are empty, as if for many miles there is not a single person except us, Soviet people, on the deck of a Soviet ship, which has now become a piece of native territory. How much it means to be away from the Motherland and feel at home! And the ship is also native land!…”

Steamboat "Chinook"

On June 15, 1935, the ship arrived in Odessa. A month later, on July 16, 1935, he left for Kamchatka with 2,800 tons of cargo, among which was equipment for a shipyard under construction in Petropavlovsk. The journey here from the Black Sea took fifty-eight days. On the morning of September 12, 1935, the Chinook was solemnly welcomed in the port of Petropavlovsk. After a small repair, the steamer proceeded to the coastal combines: its long-term daily voyages began with supply cargo and passengers.

In mid-December 1935, the Chinook was in Mitoga. The strongest storm that swept over the plant destroyed many buildings and structures. Fortunately, there were no casualties. On December 14, the ship handed over food and warm clothes to the shore for the victims.

In February In the winter of 1936, the Chinook was covered with ice for eleven days in the area of ​​the Olyutorsky fish processing plant. During the forced drift, food came to an end. The sailors sat on a meager ration: the team was given 600 grams of bread a day, the command staff - 400 each. Fresh water also turned out to be running out. The crew and passengers collected snow from the ice floes, poured it into the forepeak, and then melted it with steam. So they got about 100 tons of drinking water and boilers. This allowed the ship to remove almost all fish products in Olyutorka.

During the whole day of ice captivity, Anna did not leave the captain's bridge, steering the ship with her own hands, looking for a convenient moment to take the Chinook salmon out of the ice. The ship's crew worked smoothly and without fuss. The senior assistant to the captain and the sailors tried to cut the ice floe with a saw to free the ship, but they failed to do this. To turn the Chinook, a light anchor was brought onto the ice. As a result of titanic efforts, the ship left the heavy ice without damage to the hull. In order to avoid damage to the propeller, the captain decided to sink its stern, for which the crew and passengers reloaded the contents of the bow holds into the stern for several days. However, although the draft of the vessel increased astern, three propeller blades were bent.

A. I. Shchetinina commanded the "Chinook" until 1938.

She received her first Order of the Red Banner of Labor precisely for these difficult, truly “male” flights through the Sea of ​​Okhotsk. On January 10, 1937, the leadership of the AKO ordered her to be sent "to Moscow to receive an order." The corresponding order that day came to Kamchatka from Glavryba.

Anna in the captain's cabin with her beloved pets - a cat and a dog

On January 23–24, 1937, a conference of AKO enterprises was held in Petropavlovsk. Her transcript contains many episodes that characterize the state of the society's fleet during this period. The main problems hindering its normal operation were voiced by the captain of the Chinook A. I. Shchetinina, who by this time had achieved all-Union fame. Outstanding personal qualities, as well as great authority among the sailors, gave the words of Anna Ivanovna considerable weight, forcing party and economic leaders of high ranks to listen to them.

The main problem in the operation of the fleet was its long idle times. According to A. I. Shchetinina, each ship should have been assigned to a certain fish processing plant: “then both the ship and the shore will mutually try to get the job done.” It was required to clearly plan the work of ships in non-navigation time. Often they went into repair at the same time, then left it at the same time and accumulated in the unequipped Petropavlovsk port, which was not suitable for their mass processing. It was necessary to timely transmit notices to the ships about changes in sailing conditions in order to avoid situations like: “We were not told that lights were displayed in Petropavlovsk, and we do not know where they are displayed.” In winter, it was necessary to organize the transmission of weather reports and ice conditions.

In 1938, A. I. Shchetinina was appointed head of the fishing port in Vladivostok. In the same year, she entered the Leningrad Institute of Water Transport at the Faculty of Navigation. Having the right to attend lectures freely, she finishes 4 courses in two and a half years.

At the beginning of the Great Patriotic War, Anna Ivanovna received a referral to the Baltic Shipping Company. In August 1941, under fierce fire from the Nazis, she drove the Saule steamer loaded with food and weapons along the Gulf of Finland, supplying our army. In the autumn of 1941, together with a group of sailors, she was sent to Vladivostok at the disposal of the Far Eastern Shipping Company.

or, female expansion at sea.

Inspired by the upcoming holidays.
Karoch, guys, what is going on in the world while you are dismantling atomic rockets into molecules.
Relax, drop this.
Otherwise, in the heat of sofa-geopolitical battles, you will not notice how they will take you by the ear and take you to the kitchen with the words - know your place.
Look, the women are striving for power in all directions, including the sea.

Data?
Easily.
The German cruise ship operator AIDA has taken the lead of militant feminists by appointing a woman as the captain of the cruise ship.

Will command this ship, "AIDAsol"

Nicole is 34 years old and the first cruise ship captain in Germany.
And there are 12 more captains on the way (well, maybe), because in this company, 12 women work in different command positions. Not in serving tourists, but in command positions.
German feminists are already thumping for the third day with joy, and are tearing off the epaulettes from these pitiful peasants.

In general, Germany is a productive country for women captains.
A total of 1,455 container ship captains are registered there. Of this number - 11 women.
A small video about this topic.

They thump in Germany, because in Sweden they already thumped their own.
In Sweden, a woman became a cruiser captain a long time ago.

Karin Star Janson. Citizen of Sweden.

In 2007, she was appointed captain of this ship, "Monarch of the Seas", one of the liners of the first rank. Royal Caribbean International.
Karin has a higher specialized education, and she has a diploma that allows her to hold the position of captain on ships of any type and size.
So, unshaven nonentities.

Gone are the days of admiring female captains. Gone.
Now this is a harsh reality.

Laura Pinasco.
Girl from Genoa.
The captain of one of the largest cattle trucks (hmmm, symbolic, however) in the world.

Laura herself. She is only 30 years old. (When do they have time to dial the qualification?)

And her ship full of cattle and cattle, "Stella Deneb"

Do you think, world tankers fleet, this plague has bypassed?
Haha.

Belgium.
Captain Evelyne Rogge.
Not only a captain, but also the first captain in the history of gas tankers.

And the steamer Evelyn.
LPG carrier "Libramont"

How without India then?
There is caste and oppression of women.
But where do women navigators and women mechanics appear under such conditions?

We look.
Radhika Menon, tanker captain.

Sampurna Swarajya tanker captain

In 2016, she received an award from the IMO (International Maritime Organization) for bravery in rescuing those in distress at sea.

With the crew.

Another strange country is Japan.

Tomoko Konishi, female captain of NYK, Japan.

Steamboat Konishi-chan.
Not small, however.

But the most chaos was going on on this ship.
Horizon Navigator, USA.

Three at once. Three!!! command positions were seized by women.
Captain, first mate and auditor.

Already on this ship, it would hardly have been possible to put your hands in the pockets of your overalls and play your favorite pocket billiards. They will quickly sew on some kind of harassment thread, you will forever forget how to lazily roll balls from the left side to the right side, and back. And, no matyukov!
One solid - yes, ma'am.
Strangle me somewhere in the tiller room along the quiet one, when I see that three female commanders are climbing on board at once along the ladder.

Do you think you forgot about the USSR / Russia?
And here it is not.

About Anna Shchetinina, it’s not even worth starting a conversation.
Probably everyone has heard about her.
First female sea captain.
If you approach formally, then not the first, but in the 20th century - for sure.
May her memory be blessed.

Ludmila Tibryaeva.
Captain's badge No. 1851.
The girl at one time made her way to the Minister of the Navy and received personal permission to enter the nautical school.

Not just a captain, but an ice captain.
She commanded "carrots", ice-class ships SA-15, type "Norilsk"

Alevtina Alexandrova.
Unfortunately, she died.
Captain of the Sakhalin Shipping Company.
She also persistently wrote letters to the country's leadership with requests for permission to enter the nautical school.
At less than 16 years old, she nevertheless became a cadet at the Nevelsk Naval School.

Ukraine.
Tatiana Oleinik.
Sea captain.
She is not only the sea captain, but also the maia of the captain. Her son also became a sea captain.

At present, girls are also studying in the country's nautical schools, at the nautical faculties. And they don’t need any special permissions, there would be a desire and perseverance.

Tanker Natalia.

And I have not yet mentioned the female captains of the fishing fleet, and the female commanders of warships.
You can’t remember everyone, these are just those who got caught offhand.
Although you can ... remember about the military
The other day in Japan, a woman was appointed to the post of squadron commander.
Not to command a ship, but a combat formation led by the Izumo flagship.
Well, there in Japan there are some difficulties with the formation of crews, there are not enough men, and the Japanese authorities are trying to fill the shortage with women.

Ryoko Azuma, 44 years old.

And so, nothing ... the Japanese quite succeed. Cute chans are in command.

And, in general, it is not easy for them there.

Happy holiday, women.
And not just captains.

Olga Tonina. Sea captain - Anna Ivanovna Shchetinina. The world's first female sea captain. Anna Ivanovna Shchetinina was born on February 26, 1908 at Okeanskaya station near Vladivostok. Father Ivan Ivanovich (1877-1946) was born in the village of Chumay, Kemerovo Region, Verkhne-Chubulinsky District, worked (1908 and later) as a switchman, forester, worker and employee in the fisheries, carpenter and commandant of dachas in the Regional Department of the NKVD. Mother Maria Filosofovna (1876) from the Kemerovo region. Brother Vladimir Ivanovich (1919) was born in Vladivostok, worked as a workshop foreman at the Aircraft Plant at the station. Varfolomeevka Primorsky Krai. In 1919 A.I. Shchetinina began studying at an elementary school in Sadgorod. After the entry of the Red Army into Vladivostok, the schools were reorganized, and from 1922 Anna Ivanovna studied at a unified labor school at the Sedanka station, where in 1925 she completed 8 classes. In the same year, she entered the navigation department of the Vladivostok Marine College. While studying at the technical school, she worked as a nurse and cleaner in the dental office of the technical school. She was constantly at work and was never afraid of "black" work. During the training period, she swam as a student on steamer "Simferopol" and guard ship "Bryukhanov" Dalryby, a sailor on the "First Crab Fisher" p/v. In 1928, she married Nikolai Filippovich Kachimov, who worked as a radio operator on fishing industry ships, and later as head of the Fishing Industry Radio Service in Vladivostok. (In 1938, Nikolai Filippovich was arrested and kept under investigation in the Vladivostok prison for a year. In 1939 he was released and rehabilitated. From 1939 to 1941 he worked at the Radio Center of the People's Commissariat of Fishery in Moscow. In 1941 he volunteered for the front, served in the Ladoga military flotilla chief of warship-4. He had 4 government awards. He died in 1950.) After graduating from a technical school, Anna Ivanovna was sent to the Joint Stock Kamchatka Shipping Company, where she went from sailor to captain in just 6 years. She also worked on a schooner "Okhotsk", which left in her memory vivid memories associated with one incident: “During the parking lot at the plant, where repairs had just been completed at Okhotsk, the minder on duty started the auxiliary engine that ensured the operation of the generator and violated safety rules. A fire broke out. After the engine room was closed, the ship was towed aground near the southern coast of the bay and flooded, for which it was necessary to cut through the wooden sheathing of the side. steamboat "Koryak" In 1932, at the age of 24, Anna received a navigation diploma. In 1933 or 1934 she received A.A. Kacharava (the future commander of the steamer "Sibiryakov", who entered into battle with the "pocket" battleship "Admiral Sheer" in 1942) in the position of senior assistant to the captain of the steamer "Orochon", owned by the Joint-Stock Kamchatka Society. Kacharava was then 23 or 24 years old. Anna Shchetinina, who is four years older than him (the difference in this age is noticeable), respectfully addressed him - "Anatoly Alekseevich."
Steamboat "Chinook" December 12, 1937. Shchetinina's first voyage as a captain (1935. She is already or only 27 years old.) - the passage of the Chinook steamer from Hamburg to Kamchatka - attracted the attention of the world press. Anna Ivanovna received the Hohenfels cargo steamer bought in Germany and given the new name Chinook. Repair of the ship at the shipyard "Hovaldsverke" was completed in early summer, and it went to the USSR. Anna Ivanovna recalls: “In Hamburg, we were met by our representative, engineer Lomnitsky. He said that“ my ”ship had already arrived from South America and, after unloading, docked to examine the underwater part of the hull, that the captain had been warned of my arrival and was stunned by the fact that Lomnitsky looked at me rather critically and said that he had never thought that I was so young (he apparently wanted to say - a girl). He asked, among other things, how old I was, and, learning that I was already twenty-seven, noted that I could be given five years less. I, too, looked at myself from the side and thought that I was not solid enough for the captain: a blue silk hat, a gray coat, light-colored shoes. But I decided that I was uniform suit - this is later, on the ship, when I do business. After breakfast and accommodation at the hotel, everyone went to the ship. At the city pier, we boarded a boat and set off along the Elbe River to the so-called "Free Harbor where was the steamer, which I wanted so much and was so afraid to see. Lomnitsky answered my questions: - See for yourself. Such an intriguing answer made us wary and expect some kind of surprise. Good or bad? The boat runs briskly along the river, and I look around uneasily, trying to be the first to see and recognize "my" ship myself. But they don't give me. Engineer Lomnitsky warns: - Behind the bend, on the other side, there will be a floating dock. Look! The boat turns and rushes to the opposite shore, and I see a floating dock and on it - a ship, stern to us. The underwater part of its hull has been cleaned and has already been painted with a bright red-brown paint on one side. The freeboard is green, the superstructures are white, the intricate Hansa brand on the funnel. At the stern, the name is "Hohenfels" and the port of registry is Hamburg. I even choked with pleasure, joy, pride - whatever you want to call it. What a big, what a clean boat! What wonderful body contours! I tried many times to imagine it. The reality exceeded all my expectations. The boat stops at the pier. We rise to the floating dock and go to the ship. They give way to me: the captain must board the ship first. I'm touched. I see people on deck: they meet us. But I haven't looked at them yet. As soon as I cross the gangway, I touch the ship's gunwale with my hand and, greeting him, whisper a greeting to him so that no one notices. Then I turn my attention to the people standing on the deck. The first in the group of those who meet are the captain - I judge this by the galloons on the sleeves - and a man in a civilian gray suit. I extend my hand to the captain and greet him in German. He immediately introduces me to a man in civilian clothes. It turns out that this is a representative of the Hansa company, authorized to formalize the transfer of this group of ships. I understand the captain in the sense that at first I should have greeted this "high representative", but I deliberately do not want to understand this: for me the main thing now is the captain. I can’t find in my stock of German words the necessary expressions for a polite greeting - for this, several German lessons taken in Leningrad are not enough. I switch to English. And only after saying everything that I considered necessary to the captain, I greet the representative of the Hansa company, keeping his last name in my memory. This must be strictly followed. If at least once you were told the last name of a person, especially with such representations, you must remember it and not forget it in subsequent conversations. Here I also tried to manage in English. Then we were introduced to the chief engineer - a very elderly and very handsome-looking "grandfather" - and the chief mate - a desperately red and freckled fellow of about thirty. He especially shook my hand and spoke a lot, now in German, now in English. This rather lengthy greeting made the captain jokingly remark that my appearance on the ship made a strong impression on everyone, but, apparently, especially on the chief officer, and the captain was afraid that he was losing a good chief officer at the moment. Such a joke somehow helped me come to my senses and hide my involuntary embarrassment from everyone's attention. After everyone got to know each other, we were invited to the captain's cabin. I fluently, but memorizing every detail, examined the deck and everything that came into view: superstructures, corridors, ladders and, finally, the captain's office. Everything was good, clean and in good order. The captain's office occupied the entire forward part of the upper deckhouse. It contained a solid desk, an armchair, a corner sofa, a snack table in front of it, good chairs. The entire rear bulkhead was occupied by a glazed sideboard with many beautiful dishes in special nests. The business part of the conversation was short. Engineer Lomnitsky acquainted me with a number of documents, from which I learned the main conditions for accepting the ship, as well as the fact that the ship was given the name of our Far Eastern large salmon fish - "Chinook". The entire group of received vessels received the names of fish and marine animals: "Sima", "Kizhuch", "Tuna", "Whale", etc. Here, the captain and I agreed on the procedure for receiving the ship. It was decided to call the team with the next flight of our passenger ship from Leningrad. At present, it was necessary to get acquainted with the progress and quality of the repair and finishing work, stipulated by the agreement on the transfer of the vessel. After a business conversation, the captain invited us to drink a glass of wine. The conversation began. Captain Butman said that he was surprised by the news that the ship was sold to the Soviet Union and that it should be handed over now. He did not hide that he was very upset. He has been sailing on this ship for six years, got used to it, considers it a very good seaworthy vessel, and he is sorry to leave it. He gallantly added that, however, he was glad to hand over such a wonderful ship to such a young captain, and even the first woman in the world who deserved the right and high honor to stand on the captain's bridge. Toast followed toast. The short toast of the representative of the Hansa company sounded dry, in a businesslike way. It was felt that he was upset that Germany was forced to sell its fleet to the Soviet Union: he understood that the Soviet navy was growing, which means that our entire national economy was growing and developing. The toast of "grandfather" who greeted all our sailors sounded very good and simple. He clinked glasses with everyone, and said a few warm words to me that sounded downright paternal. The sergeant-major spoke again for a long time. From his German-English speech, I understood that he would try to hand over the ship in such a way that the new (again compliments followed) captain would have no complaints and that the new crew would understand that the ship was taken from real sailors who knew how to protect and maintain it in due order. Wow! Now that's the thing! If this is not just polite chatter, then a friend has been acquired who wants to help with the reception of the ship. The next day, dressed in work clothes, I began to inspect the ship. The captain did not accompany me everywhere. This was done by the senior assistant. Holds, rope boxes, some double-bottom tanks, coal pits, and the engine room were inspected. Everything was looked at in detail. Time was not spared. They worked until two o'clock, then they sorted out the drawings and other documents. After the working day, I changed my clothes and, at the invitation of the captain, took part in lengthy conversations that were held daily in the captain's cabin with members of the German command staff of the ship and our sailors, who came at the end of the working day. After such conversations, we, Soviet sailors, went to our hotel, dined, walked around the city, although not always. We were all very burdened by the atmosphere of the city, and we tried to spend time in our own circle. I was in Germany for the third time. I used to like it there, I liked the people - so simple, cheerful and good-natured, businesslike and reasonable. I liked the exceptional cleanliness and order on the streets, in houses, in shops and shops. Germany in 1935 was unpleasantly struck by some deadly emptiness of many streets, an abundance of flags with a swastika and a measured clatter of forged boots of thugs in khaki with a swastika on the sleeves, who, as a rule, paced the streets in pairs, came across in the corridors of the hotel, in the dining room. Their loud barking voices cut their ears. It was somehow especially uncomfortable, as if you were in a good mood at the house of your good old friends and found yourself at a funeral ... And I, frankly, was just scared in this huge hotel. It was terrible at night to listen to the same measured clatter, which was not drowned out even by the carpets in the corridors. I counted the days until the arrival of my team and until the final acceptance of the ship, when it would already be possible to get on it. With the arrival of our team, things began to boil in a new way, the acceptance of property and spare parts began. As always in such cases, opinions appeared that "this is not so" and that "not quite so." There was a desire to redo something, to do something anew. I had to strictly ensure that people did not get carried away and understood that the ship was not its own veranda and it was not at all necessary to remake it in your own way. A few days later, our entire crew came to the conclusion that the German team behaves very loyally towards us, helps a lot in the work and does a lot even beyond what is required by agreement. The first officer of the German team did not break his promises. From the very beginning, he proved that he was handing over the ship not only in good conscience, but even more. By the way, not without a joke. Whenever I came to the ship, he always met me not only at the gangway, but even at the pier. If I carried anything, he offered his help. My first mate, and all the assistants asked me: what to do with him - break his legs or leave him like that? And how to behave: to meet your captain at the entrance to the plant, or to recognize this right for the German? I had to laugh it off: since we were not on our own land, we must reckon with this, but it does not interfere with our young people to learn politeness and attentiveness. Our team began to call the German first mate a "fascist", but then, seeing his friendliness and businesslike help, they simply called "Red Vanya". By the end of the reception of the vessel, a solemn raising of the flag was being prepared. What a great event this is - the acceptance of a new vessel for our navy. We brought the flags of the Union of Soviet Socialist Republics and the pennants of our organization with us, and we looked forward to their solemn hoisting. I invited the German captain and crew, as well as the representative of the Hansa company and other representatives to the solemn hoisting of the flag. All, as one, answered that they probably would not be able to accept the invitation: the captain was leaving for Berlin on that very day, the representative of the Hanse should go on business to other ports - and that's all. We understood very well that they were simply forbidden to be present at the hoisting of the Soviet flag on our ship. Our guesses were confirmed by the fact that on the appointed day the German flag was no longer raised on the ship. I had to limit myself to the fact that, even before the raising of our flag, I invited the German command staff for a glass of wine at my place. Again there were toasts and wishes. And then the Germans quickly left the ship one by one. The captains and crews of our host vessels arrived, as well as our representatives. And now a command sounds on our ship: - Flag of the Union of Soviet Socialist Republics and raise a pennant! And slowly, in expanded form, our scarlet flag will rise and with it the pennant of the Joint Stock Company of Kamchatka. The flag and pennant are raised. We all sing the "Internationale" with enthusiasm. The sounds of a unique melody are pouring over the ship and the piers, which were recently still full of people, and now are empty, as if for many miles there is not a single person except us, Soviet people, on the deck of a Soviet ship, which has now become a piece of native territory. How much it means to be away from the Motherland and feel at home! And the ship is also native land!..." On June 15, 1935, the ship arrived in Odessa. A month later, on July 16, 1935, it left for Kamchatka.The way here from the Black Sea took fifty-eight days.On the morning of September 12, 1935, the Chinook was solemnly welcomed in the port of Petropavlovsk. After a small repair, the steamer proceeded to the coastal combines: its long-term daily voyages began with supply cargo and passengers. In mid-December 1935, the Chinook was in Mitoga. The strongest storm that swept over the plant destroyed many buildings and structures. Fortunately, there were no casualties. On December 14, the ship handed over food and warm clothes to the shore for the victims. In February In the winter of 1936, the Chinook was covered with ice for eleven days in the area of ​​the Olyutorsky fish processing plant. During the forced drift, food came to an end. The sailors sat on a meager ration: the team was given 600 grams of bread a day, the command staff - 400 each. Fresh water also turned out to be running out. The crew and passengers collected snow from the ice floes, poured it into the forepeak, and then melted it with steam. So they got about 100 tons of drinking water and boilers. This allowed the ship to remove almost all fish products in Olyutorka. During the whole day of ice captivity, A. I. Shchetinina did not leave the captain's bridge, steering the ship with her own hands, looking for a convenient moment to take the Chinook salmon out of the ice. The ship's crew worked smoothly and without fuss. The senior assistant to the captain and the sailors tried to cut the ice floe with a saw to free the ship, but they failed to do this. To turn the Chinook, a light anchor was brought onto the ice. As a result of titanic efforts, the ship left the heavy ice without damage to the hull. In order to avoid damage to the propeller, the captain decided to sink its stern, for which the crew and passengers reloaded the contents of the bow holds into the stern for several days. However, although the draft of the vessel increased astern, three propeller blades were bent. AI Shchetinina commanded the "Chinook" until 1938. She received her first Order of the Red Banner of Labor precisely for these heavy, truly "male" voyages through the Sea of ​​Okhotsk. On January 10, 1937, the leadership of the AKO ordered her to be sent "to Moscow to receive an order." The corresponding order that day came to Kamchatka from Glavryba. On January 23-24, 1937, a conference of AKO enterprises was held in Petropavlovsk. Her transcript contains many episodes that characterize the state of the society's fleet during this period. The main problems hindering its normal operation were voiced by the captain of the Chinook A. I. Shchetinina, who by this time had achieved all-Union fame. Outstanding personal qualities, as well as great authority among the sailors, gave the words of Anna Ivanovna considerable weight, forcing party and economic leaders of high ranks to listen to them. The main problem in the operation of the fleet was its long idle times. According to A. I. Shchetinina, each vessel should have been assigned to a certain fish factory: "then both the vessel and the shore will mutually try to establish work." It was required to clearly plan the work of ships in non-navigation time. Often they went into repair at the same time, then left it at the same time and accumulated in the unequipped Petropavlovsk port, which was not suitable for their mass processing. It was necessary to timely send notices to the ships about changes in navigation conditions in order to avoid situations like: "We were not told that lights were set in Petropavlovsk, and we do not know where they are set." In winter, it was necessary to organize the transmission of weather reports and ice conditions. In 1938, A. I. Shchetinina was appointed head of the fishing port in Vladivostok. In the same year, she entered the Leningrad Institute of Water Transport at the Faculty of Navigation. Having the right to attend lectures freely, she finishes 4 courses in two and a half years. At the beginning of the Great Patriotic War, Anna Ivanovna received a referral to the Baltic Shipping Company. In August 1941, under fierce fire from the Nazis, she drove a steamer loaded with food and weapons. "Saule" along the Gulf of Finland, supplying our army. In the autumn of 1941, together with a group of sailors, she was sent to Vladivostok at the disposal of the Far Eastern Shipping Company. There she worked on the ships "Karl Liebknecht", "Rodina" and "Jean Jaures"(type "Liberty") - transported military cargo across the Pacific Ocean. One of her post-war colleagues relates the following story from her life: "...During the war, I quite often had to attend receptions in the United States and Canada," she said. before the deadline and was also introduced to the audience.In addition, one of the employees of the Soviet embassy, ​​who took care of me, introducedl with the people he called"important people useful to our state" . And then Anna Ivanovna told how, talking with one of the persons introduced to her, she asked him to name himself again. For this oversight"guardian" from the embassy made a stern remark to her. The embarrassment greatly upset Anna Ivanovna. - She came to her ship, locked herself in the cabin, and burst into tears like a woman, - she admitted. It was hard for me to even imagine this courageous woman crying. I did not see tears on her face either during the funeral of her mother, Maria Filosofovna, or later, after the death of her brother, Vladimir Ivanovich. She explained that what failed in this case was that before this reception in Canada, at a similar protocol event in CSHA, everyone present was given "identification marks" , where the surname, name and position were indicated. Hey tThey also issued a business card with the inscription " CAPTAIN Anna Schetinina , which aroused special curiosity and attention of others. and Anna Ivanovna and said that after this "Canadian embarrassment" , she did not give up, but took the role of the ship and began to train her memory for names and faces. - I read names, surnames and mentally imagined a face, special signs that every person has. Then everyone in the team began to call only by name and patronymic. Literally a few days later, my constant companion on flights, the barmaid Annushka (A.A. Tsarevskaya), happily announced that there was a rumor in the crew about my amazing memory. And in the future, I always applied the practice I found to show courtesy towards people....." At the very end of World War II, on August 25, 1945, Anna Ivanovna Shchetinina participates in the VKMA-3 convoy in the transfer of the 264th Infantry Division to southern Sakhalin. In 1947, the ship "Dmitry Mendeleev", commanded by Shchetinina , delivered to Leningrad the statues stolen by the Nazis from Petrodvorets during the occupation.Many years later, she will say about herself: "I went through the whole difficult path of a sailor from beginning to end. And if I am now the captain of a large ocean ship, then each of my subordinates knows that I did not come from the foam of the sea! "After the end of the war with Japan, she filed a request to be released to Leningrad to graduate from the Leningrad Institute of Water Transport Engineers. She worked in Leningrad until 1949 in the Baltic Shipping Company as the captain of the ships "Dnestr", "Pskov", "Askold", "Beloostrov", "Mendeleev". On the "Mendeleev" she sat in the fog on the reefs of Senar Island, for which the Minister of the Ministry of Finance was transferred to the captain of the ships of the V group for one year She commanded the timber carrier "Baskunchak" before it moved to the Far East. Since 1949, Shchetinina went to work at the Leningrad Higher Marine Engineering School as an assistant and at the same time completed the 5th year of the navigation faculty in absentia. In LVIMU in 1951, she was appointed first as a senior lecturer, and then as a dean of the navigation faculty. In 1956 she was awarded the title of Associate Professor. In 1960, he was transferred to the Vladivostok Higher Marine Engineering School to the position of associate professor of the Department of Marine Engineering. In the archive of Moscow State University. adm. G.I. Nevelskoy (former VVIMU and DVVIMU), documents related to A.I. Shchetinina, for example, in the "Minutes of the meeting of the department dated May 30, 1963 on the re-election of Shchetinina as an associate professor of the department, good lectures were noted in the courses "Meteorology and Oceanography", "Marine Affairs", "Navigation and Piloting", management of theses, writing manuals and books .". In 1963, having become the chairman of the Primorsky branch of the Geographical Society of the USSR, Shchetinina published an appeal to navigators, urging them to report observations "of unusual, anomalous or rare phenomena", the study of which "will expand human knowledge" In 1969 and 1974 she was again re-elected, but already in the department "Ship management and its technical operation". In 1972, FEHEMU petitioned for the appointment of the sea captain Shchetinina A.I. republican pension. Unfortunately, to as it often happens in the state where mentally handicapped people, like N.S. Khrushchev, come to power, instead of attention and care for those who are engaged in a real and necessary business, the authorities begin to glorify and praise those who bend their back better. That's whythe long-deserved title - Hero of Socialist Labor - Anna Ivanovna Shchetinina received only by the 70th anniversary. Captain Shchetinina was awarded several orders for commanding ships during the Great Patriotic War, on which she performed the now well-known orii " fiery flights " . Her successes in peacetime were noticed not only in the USSR, but also abroad. Indicative in this sense is the fact that even unshakable conservatives - Australian captains and leaders - violated their age-old tradition for her sake: not to allow a woman into the holy of holies- "Rotary Club" . And before A.I. Shchetinina opened the doors. Moreover, they gave the floor on their forum. And later, during the celebration of her 90th birthday, the President of the World Association of Captains, Mr. Kawashima, presented Anna Ivanovna with congratulations on behalf of the captains of Europe and America. But in her country, the first woman sea captain A.I. Shchetinina for a long time was not awarded the title of Hero of Socialist Labor. Although by this time two women who became captains after her - Orlikova And kissa bore this title. The management of the school prepared and sent the relevant documents to the government. But the award did not take place. Secretary of the Regional Committee of the CPSU for Ideology A.G. Mulenkov explained that officialsto the award commission said: "What do you expose your captain? I have a woman in line - the director of the institute, and a woman - a well-known cotton grower!" . Attempts to explain that this is the world's first female captain of a distant plAvaniya, he just shammed: "You would also introduce the world's first carriage driver ...". The reason for the refusal was "dissenting opinion" one of the representatives of Morflot in the Central Committee of the CPSU, previously the deputy head of the Baltic Shipping Company for personnel. In my time A.I. Shchetinina sharply his criticized for unseemly deeds in this post. In the late 70s, A.I. Shchetinina receives an invitation from the head of the FESCO, V.P. Byankin to the post of captain-mentor. The award found her on her 70th birthday. It was on February 26, 1978, when Anna Ivanovna's birthday was celebrated in the old Sailors' Club, that the award case fell on the table to L.I. Brezhnev, and was signed.
The first in the world. Shchetinin and Tereshkov. A.I. Shchetina became a member of the Writers' Union of Russia and wrote two books, one of which is called On the Seas and Beyond the Seas. The writer Lev Knyazev said about her: "Anna Ivanovna is a wonderful writer, the only woman in the world, as far as I know, a marine painter. She did not turn to the so-called" pure "artistic prose, although, judging by the language in which the books are written, she could well to do this.The value of her books is in their absolute truthfulness, high professionalism and another, not so frequent quality - kindness.Telling about real events, describing hundreds of sailors and other people with whom her sea roads collided, she never "She didn't say a bad word to them. She is a sailor and understood sailors with their virtues and shortcomings. That is why her books will surely outlive many works of art and preserve her legendary image." The author's song developed in the 70s with the active participation of Anna Ivanovna. The Tourist Patriotic Song Competition held in Vladivostok, where she headed the jury, will turn into the Primorsky Strings festival in a year, which will later become the largest bard festival in the Far East. Anna Ivanovna was also the organizer of the "Club of Captains" in Vladivostokin the old building of the Palace of Culture of Sailors on street Pushkinskaya. Washing into a glass has become an obligatory rituale badge of honour"sea ​​captain" for the newly minted chief commander of the ship. She is amazed experienced captains with her directorial finds, which Eldar Ryazanov himself would envy. These were also comic competitions between the teams of artists of the Primorsky Regional Theater named after M. Gorky and a group of captains And demonstration of fashionable women's clothing And ballroom dances, in which gallant cavaliers performed bizarre steps of a forgotten polonaise, famously danced in a Polish mazurka, and collective holiday performances . Anna Ivanovna had to persuade some captains for a long time to play an unusual role.. Elders of the "Captains Club" helped young commanders in their official and domestic affairs, they often had to go directly to the management of the shipping company. The Club also accepted the captains of the fishing fleet of Primorye, and the most worthy commanders of the Pacific Fleet. They did not pass by misconduct discrediting the title of capEthan, removed from the guilty " shavings". Anna Ivanovna died on September 25, 1999. At the Sea Cemetery in Vladivostok, a monument was erected to her, built at the expense of shipping companies and ports. Hero of Socialist Labor, Honorary Worker of the Navy, Honorary Citizen of the City of Vladivostok, Honorary Member of the Geographical Society of the USSR, Member of the Union writers of Russia, an active member of the Committee of Soviet Women, an Honorary Member of the Far Eastern Association of Sea Captains in London, FESMA and IFSMA.For her work, Anna Ivanovna was awarded many government awards: two Orders of Lenin, the Order of the Patriotic War II degree, the Order of the Red Star, the Order "Red Banner of Labor", the medal "For the victory over Germany in the Great Patriotic War of 1941-1945", the medal "For the victory over Japan", the gold medal "Hammer and Sickle", the insignia "Hero of Socialist Labor". 20 On October 2006, the name Shchetinina was given to a cape on the Shkota Peninsula in the Sea of ​​Japan. The hotel was inhabited by a woman captain, a square named after her was laid out. A memorial plaque was opened on the building of the school, which Anna Shchetinina graduated from in 1925. The issue of assigning her name to one of the streets of the city of Vladivostok is being considered. Used naya literature : http://rodoslov.ru/index.html http://www.strings.primorsky.ru/Vip-s.htm http://news.mail.ru/society/1625674/

To date, I know of several female captains, all commanding very respectable ships, and one the largest ship of its type in the world. Anna Ivanovna Shchetinina, deeply respected by me, is considered the first woman captain in the world, although in fact it is unlikely - it is enough to recall Grace O'Neil (Barky), the most famous filibuster woman from Ireland, during the reign of Queen Elizabeth 1st. Probably, Anna Ivanovna can be safely called the first female captain of the 20th century. Anna Ivanovna once said that her personal opinion is that there is no place for a woman on ships, especially on a bridge. But let's not forget that even with the relatively recent past, the middle of the last century, much in the sea and the world has dramatically changed, so modern women prove to us with considerable success that there is a place for a woman on ships, in any position.

The largest livestock ship in the world is headed by a woman

April 16, 2008 - Siba Ships appointed the captain of her largest livestock ship, concurrently and the largest ship of this type in the world, Stella Deneb, woman - Laura Pinasco.

Laura brought Stella Deneb to Fremantle, Australia, her first voyage and first ship as a captain. She is only 30 years old, she got a job at Siba Ships in 2006 as a first mate.
Laura from Genoa, at sea since 1997. She received her captain's diploma in 2003.

Laura has worked on LNG carriers and livestock carriers, and was a first mate on Stella Deneb prior to captaincy, notably on a record-breaking head voyage last year when Stella Deneb loaded an A$11.5 million shipment in Townsville, Queensland, Australia. , assigned to Indonesia and Malaysia.

20,060 cattle and 2,564 sheep and goats were taken on board. It took 28 railway trains to deliver them to the port. Loading and transportation were carried out under the careful supervision of the veterinary services and met the highest standards.

Men and strangers are not allowed to enter - the only ship in the world completely managed by women

December 23-29, 2007 - container ship Horizon Navigator(gross 28212, built 1972, US flag, owned by HORIZON LINES LLC) 2360 TEU of Horizon Lines were captured by women.

All navigators and the captain are women. Captain Robin Espinoza, first mate Sam Pirtle, 2nd assistant Julie Duchi. All the rest of the total crew of 25 men are men. Women fell onto the bridge of a container ship, according to the company, quite by accident, during a union competition. Espinoza is extremely surprised - for the first time in 10 years she works in a crew with other women, not to mention navigators. The International Organization of Captains, Navigators and Pilots in Honolulu says it is 10% female, down from 30 years ago to just 1%.
The women are amazing, to say the least. Robin Espinoza and Sam Pirtle are schoolmates. They studied together at the Merchant Marine Academy. Sam also has a diploma as a sea captain. Julie Duci became a sailor later than her captain and chief officer, but sailors-navigators will understand and appreciate her hobby (in our times, alas and alas, this is a hobby, although without knowing a sextant, you will never become a real navigator) - “I'm probably one of the few boatmasters who uses a sextant to locate, just for fun!”
Robin Espinoza has been in the Navy for a quarter of a century. When she first began her maritime career, a woman in the US Navy was a rarity. For the first ten years of work on ships, Robin had to work in crews that consisted entirely of men. Robin, Sam and Julie love their profession very much, but when many weeks separate you from your native shore, it can be sad. Robin Espinoza, 49, says: “I really miss my husband and 18-year-old daughter.” Her age, Sam Pearl, never met someone with whom she could start a family. “I meet men,” she says, who want a woman to look after them all the time. And for me, my career is a part of myself, I can’t even for a moment admit that something could prevent me from going to sea. ”
Julie Duci, who is 46 years old, just loves the sea, and simply cannot imagine that there are other, more worthy or interesting professions in the world.
Details about the glorious command staff of Horizon Navigator, and photos, were sent to me by a children's writer, a former sailor, Vladimir Novikov, for which many thanks to him!

The world's first female captain of a mega liner

May 13-19, 2007 - Royal Caribbean International appointed captain of a cruise ship Monarch of the Seas woman, swedish Karin Star-Janson.

Monarch of the Seas is a liner of the first, so to speak, rank, gross 73937, 14 decks, 2400 passengers, 850 crew, built in 1991. That is, it belongs to the category of the largest liners in the world.

The Swedish woman became the first woman in the world to receive the position of captain on vessels of this type and size.

She has been with the company since 1997, first as a navigator on the Viking Serenade and Nordic Empress, then as an XO on the Vision of the Seas and Radiance of the Seas, then as a backup captain on Brilliance of the Seas, Serenade of the Seas and Majesty of the Seas. Her whole life is connected with the sea, higher education, Chalmers University of Technology, Sweden, bachelor's degree in navigation. She currently holds a diploma allowing her to command ships of any type and size.

First female Belgian captain

And the first female LPG tanker captain...
Tanker LPG Libramont (DWT 29328, length 180 m, beam 29 m, draft 10.4m, built in 2006 Korea OKRO, flag Belgium, owner EXMAR SHIPPING) was accepted by the customer in May 2006 at the OKRO shipyards, a woman took command of the ship, the first female captain of Belgium and, apparently, the first female captain of a gas carrier tanker.

In 2006, Rogge was 32 years old, two years since she received her captain's diploma. That's all that is known about her.

Sergey Zhurkin, a reader of the site, told me about it, for which many thanks to him.

Norwegian pilot

Pictured is Marianne Ingebrigsten, April 9, 2008, after receiving her pilot's certificate, Norway. At the age of 34, she became the second female pilot in Norway, and this, unfortunately, is all that is known about her.

Russian female captains

Information about Lyudmila Tebryaeva was sent to me by a site reader Sergey Gorchakov, for which I thank him very much. I dug as much as I could and found information about two other women in Russia who are captains.

Lyudmila Tibryaeva - ice captain

Our Russian female captain Lyudmila Tibryaeva is, and it seems to be safe to say, the only female captain in the world with Arctic sailing experience.
In 2007, Lyudmila Tebryaeva celebrated three dates at once - 40 years of work in the shipping company, 20 years as a captain, 60 years since her birth. In 1987, Lyudmila Tibryaeva became a sea captain. She is a member of the International Association of Sea Captains. For outstanding achievements, she was awarded in 1998 the Order of Merit for the Fatherland, second degree. Today, her portrait in a uniform tunic against the backdrop of a ship adorns the Museum of the Arctic. Lyudmila Tibryaeva received the badge "Captain of a long voyage" number 1851. In the 60s, Lyudmila from Kazakhstan came to Murmansk. And on January 24, 1967, 19-year-old Luda went on her first voyage on the icebreaker Kapitan Belousov. In the summer, a part-time student went to Leningrad to take a session, and the icebreaker went to the Arctic. She made her way to the minister to get permission to enter the nautical school. Lyudmila also had a successful family life, which is rare for sailors in general, and even more so for women who continue to swim.

Alevtina Alexandrova - captain in the Sakhalin Shipping Company In 2001 she turned 60 years old. Alevtina Alexandrova came to Sakhalin in 1946 with her parents, and even in her school years she began to write letters to nautical schools, and then to the ministries and personally to N.S. Khrushchev, with a request to be allowed to study at the nautical school. At the age of less than 16, A. Alexandrova became a cadet at the Nevelsk Naval School. A decisive role in her fate was played by the captain of the ship "Alexander Baranov" Viktor Dmitrenko, with whom the navigator girl was practicing. Then Alevtina got a job at the Sakhalin Shipping Company and worked there all her life.

Valentina Reutova - captain of a fishing vessel She is 45 years old, she seems to have become the captain of a fishing vessel in Kamchatka, that's all I know.

Girls rule

He goes to the fleet and youth, and letters to the president or minister are no longer required. Last year, for example, I gave a note about a graduate of Moscow State University. adm. G.I. Nevelskoy. On February 9, 2007, the Maritime University gave a start in life to the future captain Natalya Belokonskaya. She is the first girl in the new century - a graduate of the Faculty of Navigation. Moreover - Natalia is an excellent student! Future captain? Natalya Belokonskaya, a graduate of the Far Eastern Higher Medical School (MGU), is getting her diploma, and Olya Smirnova is working as a helmsman on the river m/v "Vasily Chapaev".

North America's first female captain dies

On March 9, 2009, North America's first certified female merchant marine captain, Molly Carney, known as Molly Cool, died at the age of 93 in Canada. She graduated as a captain in 1939 at the age of 23 and sailed between Alma, New Brunswick and Boston for 5 years. It was then that in the Merchant Shipping Code of Canada, the Canadian Shipping Act was changed at the word "captain" "he" to "he / she". Pictured is Molly Carney in 1939 after receiving her captain's diploma.

As previously reported, in 2009, a female navigator, Aysan Akbey, a 24-year-old Turkish woman, was held captive by Somali pirates. She is on board the Turkish bulk carrier Horizon-1, which was hijacked by pirates on July 8. Interestingly, the pirates acted like a knight and told her that she could call home to her relatives any time she wanted. However, Aysan very dignifiedly answered that she would call home on an equal basis with other sailors, she did not need privileges.
The Women's International Shipping & Trading Association (WISTA) was founded in 1974 and has grown by 40% in the last 2 years, now has chapters in 20 countries and has over 1,000 individual members. According to the International Labor Organization ILO in 2003, out of 1.25 million seafarers worldwide, women accounted for 1-2%, mainly maintenance personnel, on ferries and cruise ships. The ILO believes that the total number of women working at sea has not changed significantly since then. But there is no exact data on the number of women working in command positions, although we can confidently say that their number is growing, especially in the West.
Bianca Fromemming, a German captain, says that of course it is harder for women at sea than for men. Now she is on the beach, taking a two-year leave to care for her baby son. However, he plans to return to the sea, again to work in his company Reederei Rudolf Schepers as a captain. By the way, in addition to captaincy, she also writes as a hobby, her novel “The Genius of Horror” about a girl - a student of a maritime college prone to murder, sold well in Germany. Among the 1400 German captains, 5 are women. In South Africa, the first woman in the history of the South African Navy became the commander of a patrol ship. In 2007, the famous Royal Caribbean International appointed the first woman in the history of the cruise fleet, Swedish Karin Star-Janson, as the captain of a cruise ship (see Women Captains). The laws of Western countries protect women from discrimination based on gender, providing equal rights with men, but this is not the case in many other countries. There are a few female navigators in the Philippines, but not a single captain. In general, in this regard, Asian women are much harder, of course, than their European sisters - the centuries-old traditions of a certain attitude towards a woman as a creature of a lower order affect. The Philippines is perhaps the most progressive in this matter, but even there it is much easier for a woman to succeed in the business field on the coast than at sea.
Of course, on the shore it is much easier for a woman to combine career and family; at sea, in addition to isolation from home, a woman is met with the deepest skepticism of male sailors and purely domestic problems. Momoko Kitada tried to get a maritime education in Japan, the captain-mentor of one of the Japanese shipping companies, when she came there as a trainee cadet, he directly told her - a woman, go home, get married and have children, what else do you need in this life ? The sea is not for you. In the United States, the admission of women to naval schools was closed until 1974. Today in Kings Point, New York, at the US Merchant Marine Academy, out of 1,000 cadets, 12-15% are girls. Captain Sherry Hickman has worked on US flag ships and is now a pilot in Houston. She says that many girls simply do not know that it is possible to get a maritime education on a par with men and have the opportunity to make a career at sea. And of course, many girls, after receiving an education and an appropriate diploma, do not work at sea for long - they start a family and go ashore without becoming captains.
South African Louise Engel, 30, is the first female captain in the well-known Belgian company Safmarine, which specializes in South African lines. The company is developing special programs for those of its employees who plan to return to the sea after having a family or still settle on the coast, but continue to work in shipping.
There is only one thing to complete this article - there are more and more women in the sea, and not in the service staff, but in command positions. So far, there are too few of them to try to assess whether this is good or bad. So far, those of them who reach the bridge undergo such a tough selection that there is no doubt about their qualifications and suitability for their positions. Let's hope it stays that way in the future.

April 16, 2008 - Siba Ships has appointed a woman, Laura Pinasco, as the captain of its largest livestock ship in the world, Stella Deneb. Laura brought Stella Deneb to Fremantle, Australia, her first voyage and first ship as a captain. She is only 30 years old, she got a job at Siba Ships in 2006 as a first mate.
Laura from Genoa, at sea since 1997. She received her captain's diploma in 2003. Laura has worked on LNG carriers and livestock carriers, and was a first mate on Stella Deneb prior to captaincy, notably on a record-breaking head voyage last year when Stella Deneb loaded an A$11.5 million shipment in Townsville, Queensland, Australia. , assigned to Indonesia and Malaysia. 20,060 cattle and 2,564 sheep and goats were taken on board. It took 28 railway trains to deliver them to the port. Loading and transportation were carried out under the careful supervision of the veterinary services and met the highest standards.
Stella Deneb is the largest livestock ship in the world.

December 23-29, 2007 - container ship Horizon Navigator (gross 28212, built 1972, US flag, owner HORIZON LINES LLC) of 2360 TEU of Horizon Lines company was captured by women. All navigators and the captain are women. Captain Robin Espinoza, XO Sam Pirtle, 2nd Mate Julie Duchi. All the rest of the total crew of 25 men are men. Women fell onto the bridge of a container ship, according to the company, quite by accident, during a union competition. Espinoza is extremely surprised - for the first time in 10 years she works in a crew with other women, not to mention navigators. The International Organization of Captains, Navigators and Pilots in Honolulu says it is 10% female, down from 30 years ago to just 1%.
The women are amazing, to say the least. Robin Espinoza and Sam Pirtle are schoolmates. They studied together at the Merchant Marine Academy. Sam also has a diploma as a sea captain. Julie Duci became a sailor later than her captain and chief officer, but sailors-navigators will understand and appreciate such a hobby of hers (in our times, alas and alas, this is a hobby, although without knowing a sextant, you will never become a real navigator) - “I, perhaps , one of the few boatmasters who uses a sextant to locate, just for fun!”
Robin Espinoza has been in the Navy for a quarter of a century. When she first began her maritime career, a woman in the US Navy was a rarity. For the first ten years of work on ships, Robin had to work in crews that consisted entirely of men. Robin, Sam and Julie love their profession very much, but when many weeks separate you from your native shore, it can be sad. Robin Espinoza, 49, says: "I miss my husband and 18-year-old daughter so much." Her age, Sam Pearl, never met someone with whom she could start a family. “I meet men,” she says, who want a woman to look after them all the time. And for me, my career is a part of myself, I can’t even for a moment admit that something could prevent me from going to sea. ”
Julie Duci, who is 46 years old, just loves the sea, and simply cannot imagine that there are other, more worthy or interesting professions in the world.

May 13-19, 2007 - Royal Caribbean International has appointed a Swedish woman, Karin Star-Janson, as captain of the Monarch of the Seas cruise ship. Monarch of the Seas is a liner of the first, so to speak, rank, gross 73937, 14 decks, 2400 passengers, 850 crew, built in 1991. That is, it belongs to the category of the largest liners in the world. The Swedish woman became the first woman in the world to receive the position of captain on vessels of this type and size. She has been with the company since 1997, first as a navigator on the Viking Serenade and Nordic Empress, then as an XO on the Vision of the Seas and Radiance of the Seas, then as a backup captain on Brilliance of the Seas, Serenade of the Seas and Majesty of the Seas. Her whole life is connected with the sea, higher education, Chalmers University of Technology, Sweden, bachelor's degree in navigation. She currently holds a diploma allowing her to command ships of any type and size.

And the first female LPG tanker captain
The tanker LPG Libramont (dwt 29328, length 180 m, width 29 m, draft 10.4 m, built in 2006 Korea OKRO, flag Belgium, owner EXMAR SHIPPING) was accepted by the customer in May 2006 at OKRO shipyards, a woman took command of the ship, the first woman - the captain of Belgium and, it seems, the first female captain of a gas carrier tanker. In 2006, Rogge was 32 years old, two years since she received her captain's diploma. That's all that is known about her.

Marianne Ingebrigsten, April 9, 2008, after receiving her pilot's certificate, Norway. At the age of 34, she became the second female pilot in Norway, and this, unfortunately, is all that is known about her.

Russian female captains
Information about Lyudmila Tebryaeva was sent to me by a site reader Sergey Gorchakov, for which I thank him very much. I dug as much as I could and found information about two other women in Russia who are captains.
Lyudmila Tibryaeva - ice captain
Our Russian female captain Lyudmila Tibryaeva is, and it seems to be safe to say, the only female captain in the world with Arctic sailing experience.
In 2007, Lyudmila Tebryaeva celebrated three dates at once - 40 years of work in the shipping company, 20 years as a captain, 60 years since her birth. In 1987, Lyudmila Tibryaeva became a sea captain. She is a member of the International Association of Sea Captains. For outstanding achievements, she was awarded in 1998 the Order of Merit for the Fatherland, second degree. Today, her portrait in a uniform tunic against the backdrop of a ship adorns the Museum of the Arctic. Lyudmila Tibryaeva received the badge "Captain of a long voyage" number 1851. In the 60s, Lyudmila from Kazakhstan came to Murmansk. And on January 24, 1967, 19-year-old Luda went on her first voyage on the icebreaker Kapitan Belousov. In the summer, a part-time student went to Leningrad to take a session, and the icebreaker went to the Arctic. She made her way to the minister to get permission to enter the nautical school. Lyudmila also had a successful family life, which is rare for sailors in general, and even more so for women who continue to swim.

Alevtina Alexandrova - captain in the Sakhalin Shipping Company In 2001, she turned 60 years old. Alevtina Alexandrova came to Sakhalin in 1946 with her parents, and even in her school years she began to write letters to nautical schools, and then to the ministries and personally to N.S. Khrushchev, with a request to be allowed to study at the nautical school. At the age of less than 16, A. Alexandrova became a cadet at the Nevelsk Naval School. A decisive role in her fate was played by the captain of the ship "Alexander Baranov" Viktor Dmitrenko, with whom the navigator girl was practicing. Then Alevtina got a job at the Sakhalin Shipping Company and worked there all her life.

Valentina Reutova - captain of a fishing vessel She is 45 years old, she seems to have become the captain of a fishing boat in Kamchatka, that's all I know.

Girls rule
He goes to the fleet and youth, and letters to the president or minister are no longer required. Last year, for example, I gave a note about a graduate of Moscow State University. adm. G.I. Nevelskoy. On February 9, 2007, the Maritime University gave a start in life to the future captain Natalya Belokonskaya. She is the first girl in the new century - a graduate of the Faculty of Navigation. Moreover - Natalia is an excellent student! Future captain? Natalya Belokonskaya, a graduate of the Far Eastern Higher Medical School (Moscow State University), is getting a diploma, and Olya Smirnova is working as a helmsman on the river m/v "Vasily Chapaev".

March 9, 2009 - North America's first certified female merchant marine captain, Molly Carney, aka Molly Cool, died in Canada today at the age of 93. She graduated as a captain in 1939 at the age of 23 and sailed between Alma, New Brunswick and Boston for 5 years. It was then that in the Merchant Shipping Code of Canada, the Canadian Shipping Act was changed at the word "captain" "he" to "he / she". Pictured is Molly Carney in 1939 after receiving her captain's diploma.
Commentary: Our Anna Ivanovna Shchetinina received her diploma much earlier and became a captain much more, remaining a teacher at the Far Eastern Higher Medical School Vladivostok until the last, one might say, days. Honor and praise to all women captains, but what Anna Ivanovna did, no one has yet surpassed.

On April 10, 2009, Commander Josie Kurtz became the first woman to command a ship in the Canadian Navy, and she was recently appointed commander of the frigate HMCS Halifax, one of the most powerful ships in the Canadian Navy. Just 20 years ago, women received the right to serve on ships, but then it could not have occurred to anyone that a woman would ever be able to step on the bridge of a ship as its commander. In addition to Josie, more than 20 women serve on the frigate, but the male part of the crew as a whole treats her, according to her, as an ordinary commander and does not express any complexes about this. 6 years ago, the first woman became the watch commander of the coastal defense ship HMCS Kingston, she became Lieutenant Commander Martha Malkins. Interestingly, Josie's husband spent 20 years in the Navy, retired and now sits on the beach, at home, with their 7-year-old daughter. Features of the frigate HMCS Halifax:
Displacement: 4,770 t (4,770.0 t)
Length: 134.1 m (439.96 ft)
Width: 16.4 m (53.81 ft)
Draft: 4.9 m (16.08 ft)
Speed: 29 kn (53.71 km/h)
Cruising range: 9,500 nmi (17,594.00 km)
Crew: 225
Armament: 8 x MK 141 Harpoon SSM - missiles
16 x Evolved Sea Sparrow Missile SAM/SSM - Missiles
1 x Bofors 57 mm Mk 2 gun
1 x Phalanx CIWS (Block 1) - guns
8 x M2 Browning machine guns
4 x MK 32 torpedo launchers
Helicopter: 1 x CH-124 Sea King

Traditionally, the hearth and tow were considered the lot of women. In principle, this is correct, well, you won’t leave the house for a man? Someone has to be there with brains and a sense of responsibility. Men were always afraid to admit the fact that women in any business are capable of not only catching up with them, but also overtaking them. That is why they tried in every possible way to humiliate them, to hunt them down. But always born great women who escaped from the dullness of life. And if the lady got down to business - then her name thundered! It was these women who became the mistresses of the seas, the most famous pirates.

1. Princess Alvilda

According to the monk-chronicler Saxo Grammaticus (1140 - c. 1208), Alvilda was the daughter of the king of Gotland and lived in the late 9th and early 10th centuries. As usual, they tried to use the girl as a bargaining chip in the political games of men, to marry the son of the Danish king Alpha. The princemma did not agree with such a formulation of the question, grabbed a group of girls and went on a voyage through the fjords of Scandinavia.

The ladies put on a man's dress and carried out the usual activities for those times - they robbed merchants and coastal villagers. Apparently, they did it well, because very soon the king of Denmark was worried about the decrease in profits from merchants due to the presence of competitors and sent Prince Alpha personally to hunt for the brave pirates.

The failed groom at the time of the beginning of the hunt did not yet know who he would have to chase. But in the end drove a pirate ship in a goal, in single combat with a pirate leader, he forced him to surrender, and found his betrothed under the armor. As a result, the girl got the opportunity to evaluate the fighting qualities of her betrothed, his perseverance and other virtues, and immediately on ship the wedding took place. During the ceremony, vows were pronounced, among which the great woman gave her word to no longer play pranks in the seas without her husband.

2. Jeanne de Belleville(Jeanne de Belleville) (c. 1300-1359)

The life of Jeanne-Louise de Belleville Dame de Montagu flowed along the usual course for young medieval aristocrats: an easy childhood, at the age of 12, marriage to a gentleman chosen by her parents, the birth of her first children. But in 1326, Jeanne is left a widow with two children in her arms. But it would not be easy for a woman alone at that time to survive, and in 1330 she marries again.

The marriage was arranged, Olivier IV de Clisson was rich and powerful. But it turned out that Jeanne found not only protection, but also love. In warmth and happiness, the family continues to grow - five more children appear one after another. But here too fate intervenes - the Hundred Years War begins in 1337, followed in 1341 by the struggle for the Breton inheritance. Olivier de Clisson joined the party of supporters of the de Montforts, who sided with the king of England. By the way, this war was also connected with the rights of women, in particular the inheritance of the Capetians.

The struggle in Breton continued with varying success, until de Montfort was captured by the French in 1343, and the Breton knights were invited to the wedding of the second son of King Philip VI. But in Paris, the participants in the war on the side of the de Montforts were seized, executed, their bodies hung on Montfaucon, and de Clisson's head was sent to Nantes. It was there that Jeanne saw her husband for the last time. there she showed her head to her sons and swore revenge. It is not easy to kill a woman's feelings, she can be disappointed, she can be killed, but under the ashes of an extinct fire, the heat remains for a long time - it gave birth to a flame of revenge in Jeanne.

Jeanne raises an uprising, followed by the surrounding vassals. Bras was taken first, no one was left alive in the castle. Further, due to the captured booty or sold her jewelry, here the versions differ, but Zhanna equips three ship commanded by her sons and herself. The fleet goes to sea...

For four years, the Clisson Lioness has been raging on the sea and coast. Jeanne and her people appear suddenly, she is always in black, with gloves the color of blood. Jeanne attacks not only ships- trade, military, they make sorties deep into the coast, cutting out her husband's opponents, she herself always rushed into battle, perfectly wielding a sword and a boarding ax. Jeanne was driven by revenge ....

It is known that Joan had a marque of Edward III, and Philip VI ordered to catch her alive or dead. But the flotilla of the Clisson Lioness withstood several battles with the troops of the French king, more than once she managed to miraculously evade the chase. But in 1351, luck ran out...

During one of the battles, most of the fleet was defeated, the flagship was surrounded. Jeanne with her sons and several sailors escaped on a sloop without food and water. For several days they tried to reach the English coast, on the sixth day the youngest of the sons died, and later several more sailors died. It took almost 10 days until Zhanna got to land.

It was no longer the Lioness who stepped on the shore, the sea and the loss extinguished the fire in Jeanne's eyes. Madame de Clisson was well received at the court of Edward III. Surrounded by respect and honor. And a few years later she married Lieutenant King Gauthier de Bentley. Jeanne died in 1359. And her son Olivier de Clisson left an equally noticeable mark on the history of France, holding the position of constable in 1380-1392.

3. Mary Killigrew

Sir John Killigrew was governor of the Channel town of Flameth in the early 17th century. Among his tasks was to ensure the security of trade ships fighting pirates on the coast. In fact, Governor Killigrew's castle had its own pirate base as part of an old family business. Lady Mary helped to organize the parking and manage the sailors, who periodically went out to fish as well.

Usually no survivors were left on the captured ship, and Mary's secret remained unsolved for a long time. But one day, on a Spanish ship, the pirates did not pay attention to the captain wounded in the chest, who managed to escape from the ship during a stormy celebration of the capture and division of booty. On the shore, the captain first went to the local governor with a message about the pirate attack. And he was terribly surprised when he recognized in the presented sweetest wife his very cruel leader of the corsairs.

But the Spaniard managed to hide his surprise and, quickly bowing, he recovered straight to London to the king's court with a complaint against the governor and his wife. An investigation was ordered by royal decree. As it turned out, Mary was no longer a pirate in the first generation. She went to sea with her father Philip Wolversten of Sophocles. After an investigation, Governor Killigrew was executed and his wife was sentenced to prison.
But 10 years later, Lady Killigrew was talked about again. Only now it was Elizabeth, the wife of Sir John, Mary's son. But Lady Elizabeth's fleet was destroyed, and she herself died in battle.

4. Anna Bonnie And Mary Reid

The stories of these women can be enough for more than one adventure novel. Anna was born in 1690 to the lawyer William Cormac in Cork, Ireland. The strict father could not restrain his daughter's impulses; at 18, she got married to James Bonnie, a sailor. After that, the young were kicked out of their parental home, and he sailed to the Bahamas in New Providence. Meeting with Calico Jack changed dramatically destiny Anna.

Her husband was abandoned, she changed her name to Andreas, disguised herself as a man and went with Jack to look for a ship. Anna made her way to the ship under the guise of looking for work and studied his weak points. Finally fit ship was found, the pirates captured it and soon the "Dragon" under a black flag went fishing.

A few months later in team a new sailor appeared, which caused Jack a terrible fit of jealousy. After all, only he knew that Andreas was not even a man at all. But it turned out that McReid was actually Mary. The girl was born in London, at 15 she went to the military ship. After a while, she entered the French infantry regiment, fought in Flanders, where she met and married an officer. But after the death of her husband, with whom she carefully concealed everything, also pretending to be a man, she returned to the sea again.

After a while, the secret of Mary and Anna was revealed, but by that time team already enough imbued with respect for the talents of women. But in 1720, the English royal frigate attacked the Dragon and captured command practically without a fight, almost only Mary and Anna put up desperate resistance. In Jamaica, pirates were tried and sentenced to death. But unexpectedly, two of them demanded pardon on behalf of the "womb". Doctors confirmed that both pirates were women, and pregnant.

Their sentence was suspended. It is known that Mary died after giving birth from a fever, but about Anna it is only known that the birth took place, what became of her further remained a mystery ...

That's all I could find on the Internet about women captains. I think there will be many more such heroines on ships ahead.