It is believed that the prototype of the sail appeared in ancient times, when a person just started building boats and dared to go to sea. In the beginning, the sail was simply a stretched animal skin. The person standing in the boat had to hold it with both hands and orient it relative to the wind. When people came up with the idea to strengthen the sail with the help of a mast and yards, it is not known, but already on the oldest images of ships that have come down to us Egyptian queen Hatshepsut can see wooden masts and yards, as well as stays (cables that keep the mast from falling back), halyards (tackle for raising and lowering sails) and other rigging.

Therefore, the appearance of a sailing ship must be attributed to prehistoric times. There is much evidence that the first large sailing ships appeared in Egypt, and the Nile was the first deep river on which river navigation began to develop. Every year from July to November, the mighty river overflowed its banks, flooding the entire country with its waters. Villages and cities were cut off from each other like islands. Therefore, the courts were for the Egyptians vital necessity. In the economic life of the country and in communication between people, they played much big role than wheeled carts.

One of the earliest types of Egyptian ships, which appeared about 5 thousand years BC, was the barge. It is known to modern scientists from several models installed in ancient temples. Since Egypt is very poor in forests, papyrus was widely used to build the first ships. The features of this material determined the design and shape of the ancient Egyptian courts. It was a sickle-shaped boat, bound from bundles of papyrus, with a bow and stern curved upward. To give the ship strength, the hull was pulled together with cables. Later, when regular trade with the Phoenicians was established and Egypt began to arrive in in large numbers Lebanese cedar, the tree has become widely used in shipbuilding. An idea of ​​what types of ships were being built at that time is given by the wall reliefs of the necropolis near Saqqara, dating back to the middle of the 3rd millennium BC. These compositions realistically depict individual stages in the construction of a plank ship. The hulls of the ships, which had neither a keel (in ancient times it was a beam lying at the base of the bottom of the vessel), nor frames (transverse curved beams that ensure the strength of the sides and bottom), were recruited from simple dies and caulked with papyrus. The hull was strengthened by means of ropes that fitted the vessel along the perimeter of the upper plating belt.

Such vessels hardly had good seaworthiness. However, they were quite suitable for swimming on the river. The straight sail used by the Egyptians allowed them to sail only with the wind. The rigging was mounted on a two-legged mast, both legs of which were installed perpendicularly. middle line vessel. At the top, they were tightly bound. The beam device in the ship's hull served as a step (nest) for the mast. In the working position, this mast was held by stays - thick cables that went from the stern and bow, and legs supported it towards the sides. The rectangular sail was attached to two yards. With a side wind, the mast was hastily removed.

Later, by about 2600 BC, the bipedal mast was replaced by the one-legged one that is still used today. The one-legged mast made sailing easier and for the first time gave a ship the ability to maneuver. However, a rectangular sail was an unreliable means that could only be used with a fair wind. The main engine of the ship was the muscular strength of the rowers. Apparently, the Egyptians own an important improvement of the oar - the invention of oarlocks. They did not yet exist in the Old Kingdom, but then the oar began to be fastened with rope loops. This immediately allowed to increase the power of the stroke and the speed of the vessel. It is known that the elite rowers on the ships of the pharaohs did 26 strokes per minute, which made it possible to develop a speed of 12 km per hour. They controlled such ships with the help of two steering oars located at the stern. Later, they began to be attached to a beam on the deck, by rotating which it was possible to choose the desired direction (this principle of steering the ship by turning the rudder blade remains unchanged to this day).

The ancient Egyptians were not good sailors. On their ships, they did not dare to go to the open sea. However, along the coast, their merchant ships made long journeys. So, in the temple of Queen Hatshepsut there is an inscription reporting on a sea voyage made by the Egyptians around 1490 BC. to the mysterious country of incense Punt, located in the area of ​​\u200b\u200bmodern Somalia.

The next step in the development of shipbuilding was taken by the Phoenicians. Unlike the Egyptians, the Phoenicians had an abundance of excellent building material for their ships. Their country stretched in a narrow strip along the eastern shores of the Mediterranean Sea. Extensive cedar forests grew here almost at the very shore. Already in ancient times, the Phoenicians learned how to make high-quality dugout single-deck boats from their trunks and boldly went out to sea on them. At the beginning of 3 thousand BC, when maritime trade began to develop, the Phoenicians began to build ships.

A marine vessel is significantly different from a boat; its construction requires its own design solutions. Major discoveries on this path, which determined the entire subsequent history of shipbuilding, belong to the Phoenicians. Perhaps, the skeletons of animals led them to the idea of ​​installing stiffening ribs on one-poles, which were covered with boards on top. So for the first time in the history of shipbuilding, frames were used, which are still widely used. In the same way, the Phoenicians first built a keel ship (originally, two trunks connected at an angle served as a keel). The keel immediately gave the hull stability and made it possible to establish longitudinal and transverse bracing. Sheathing boards were attached to them. All these innovations were the decisive basis for rapid development shipbuilding and determined the appearance of all subsequent ships.

From the middle of 2 thousand BC. the rapid flourishing of the Phoenician cities began, owing their prosperity to the Mediterranean trade. Pot-bellied Phoenician ships became a bridge between countries. They crossed the sea in all directions and returned laden with treasures. The enormous wealth that the Phoenicians extracted from their enterprises made them more resolute and brave. In distant lands, they founded their trading posts and colonies, which over time also turned into flourishing cities. Their trade routes stretched from India to Africa and Britain. Six centuries BC. several Phoenician ships sailed from the Red Sea, circled Africa and returned to the Mediterranean Sea from the Strait of Gibraltar. In addition to merchant ships, the Phoenicians built many warships equipped with powerful rams. They were the first to think about how to increase the speed of the ship. At a time when the sail played only an auxiliary role, in battle and during the chase, one had to rely primarily on oars. Thus, the speed of the ship directly depended on the number of rowers. First, the length of the ship was chosen based on the required number of oars. However, it was impossible to increase it indefinitely. The way out was found in the construction of ships with several rows of oars. At first they began to build ships in which the oars were located one above the other in two tiers. The earliest image of a two-tiered ship was found in the palace of the Assyrian king Sannacherib. The lower row of rowers on it is hidden under the deck, and the upper one was located right on it. Later, three-tiered ships appeared - triremes. According to Clement of Alexandria, it was the Phoenicians who built the first triremes, which, as history has shown, turned out to be the most the best option rowboat. These were ships of very considerable size, having three rows of oars arranged one above the other in a checkerboard pattern. The oars were of various lengths, depending on which row the rowers were in. The strongest sat on the upper deck, as they had to steer the longest oars. Triremes were very light on the move, maneuverable and had good speed.

Following the example of the Phoenicians, all the maritime peoples of the Mediterranean began to build them. Of course, more than once attempts were made to increase the number of rowing tiers. The Macedonian king Demetrius Poliorket had ships with 6 and 7 rows of rowers. The Egyptian king Ptolemy Philadelphus had two ships with 30 rows of oars, and the other Egyptian king Ptolemy Philopatre had a ship with 40 rows of oars. It was not inferior in size to a large modern liner, had 4,000 rowers, 3,000 crew members and 400 servants. But all such ships were bulky and clumsy. Later, the Romans returned to the well-established triremes, which remained the main type of sea vessel throughout antiquity.

Mankind does not know what was the first means for overcoming the expanses of water among people. There are no chronicles that would record what the very first ship in the world was like, where and by whom it was built: there are only rock paintings. But still, the ancient Egyptians and their boats made of reed and papyrus are considered the first builders: after all, trees in Egypt were rare, highly valued, therefore, the first ship in the world was reed.

We can safely assume that in order to swim across the water barrier, a person used a piece of log. This gave him the idea to go further and create a floating craft by tying several logs. It is possible that this is how the first raft appeared. The same log, elsewhere on the planet, gave people the idea to make their first boat by hollowing it out from the inside. To control these floating devices, a long pole was used, then oars.

So human thought developed, experience appeared and the very first ship in the world was created, which could go on a trip or be used for fishing, transporting goods. The history of shipbuilding says that the Ancient Egyptians were the first. Their reed vessels are mentioned as early as 3000 (BC).

Yes, trees for the Egyptians are, in modern terms, a deficit. But they had more than enough papyrus reed: it grew along the banks of the Nile and served as material for the production of papyrus. The ancient Egyptians came up with the idea of ​​tying reeds into very dense bundles, which served as the basis for the construction of the first ships in the world. In the future, even sailing reed ships were created for sailing the seas. It was a real maritime power, which had both a merchant fleet and a navy.

What is surprising is that Ancient Egypt becomes such a country - after all, they value wood more than gold because of its absence. Therefore, the very first ship in the world was reed: its design and shape were special, and the parts were connected by cables. The key to the quality of a floating craft was its quality bond. The sides of the boats were covered with the skins of animals.

The famous traveler and naturalist, Thor Heyerdahl, in the seventies of the last century, experienced exact copy reed Egyptian boat. A boat was created - the catamaran "Ra", on which the traveler and his team set off, deciding to overcome the ocean. The first ship in the world - "Ra", turned out to be very durable and proved that this was exactly what the fleet was like in ancient times.

Already after 5 centuries, in 2500 (BC), wooden river boats were also being built in Egypt. By that time, they began to buy cedar trees in Lebanon and use them in the construction of ships. It was from the cedar that the barque was built, on which the pharaoh Cheops was buried. The shipbuilders of Ancient Egypt won victories even in naval battles, as the frescoes of Medinat-Khabu, on the walls, in the temple of Pharaoh Ramses III tell about.

Shipbuilding in the world has come a long way: the ships that plow the seas and oceans of the planet are made of very durable materials, technically, they are equipped with modern navigation instruments and radars. And the very first ship in the world was built in a country where there was not even a forest. But the Egyptians built ships from reeds and even fought on them! And the very first state in the world, which became maritime power, walked ahead of the rest - was Ancient Egypt.

Today, my little friends, we will find out with you how shipbuilding has developed over thousands of years of human development. With what watercraft it began, and what ships are in our time. The very first ship on which a person first floated on the water was a raft. Tired of people looking for a ford to cross over wide rivers and they figured out how to melt through them without hindrance, and transport luggage.

Steamboats are no longer in use today. They were replaced by motor ships, electric ships and nuclear powered ships. Such a ship flies through the expanses of the sea at great speed. Instead of blade wheels, it has a propeller, which moves the ship much faster, screwing into the water. Not ships, but entire floating cities are now floating on.

Modern ships are built at shipyards and are also designed for different purposes. There are powerful military cruisers, sheathed in thick, strong armor, which sail along the sea borders of our homeland, protecting the territory from smugglers, poachers and other violators.

"St. Peter" is the first Russian warship that carried the Russian flag in foreign waters. It was built in Holland in 1693 by order of Peter the Great and in the same year arrived in Arkhangelsk, the only port of Russia at that time. This small sailing ship had one mast with straight and slanting sails and was armed with 12 guns. Shvertsy (balancers) were hung along the sides for greater stability in rough seas. In 1693 on a yacht to survey the coast White Sea Peter 1 left. He was on board twice more: during a trip to the Solovetsky Monastery, and later - fighting foreign merchant ships with the entire squadron of Russian warships to the White Sea. In subsequent years, the yacht "Saint Peter" was turned into a merchant ship.

Sloop "Mirny"

MIRNY, sailing sloop of war, ship of the 1st Russian Antarctic round the world expedition 1819-1821, who discovered Antarctica. At the Olonets shipyard in Lodeynoye Pole near St. Petersburg in 1818, an auxiliary vessel "Ladoga" was built for the fleet. In an effort to speed up the departure of a high-latitude expedition to Antarctica, they decided not to build a new ship, but to use the Ladoga. navy he was given a new name "Mirny" and immediately began to rebuild. The work was supervised by the commander of "Peace" MP Lazarev. By fitting shtultsev, the stern was lengthened at the sloop, a knyavdiged was placed on the stem, the hull was additionally sheathed with inch boards, firmly fixed with copper nails. The hull was carefully caulked, and the underwater part, so that it would not become overgrown with algae, was covered with copper sheets. Additional fasteners were placed inside the hull in case of ice floe impact, the pine steering wheel was replaced with oak. The previously installed standing rigging, shrouds, stays and other gear made from low-grade hemp were replaced by stronger ones used on ships of the navy.

The Mirny sloop was a three-masted two-deck ship armed with 20 guns: six 12-pounders (caliber 120 mm) and fourteen 3-pounders (caliber 76 mm). The crew consisted of 72 people.

The dimensions of the Mirny sloop according to drawing no. 21 stored in the Central state archive Navy in Leningrad, the following: length -120 feet (36.6 m), width - 30 feet (9.15 m). draft - 15 feet (4.6 m). These dimensions increased slightly after the rebuilding of the vessel, the same applies to the displacement of the Mirny.

The first Russian battleship "Poltava"

"Poltava" - the first battleship built in St. Petersburg. Laid down on December 15, 1709 at the Main Admiralty in St. Petersburg, launched on June 15, 1712. The construction of "Poltava", named after outstanding victory On June 27, 1709, Russian troops over the Swedes near Poltava, led by Peter I.

Length - 34.6 width - 11.7, draft 4.6 meters, armed with 54 guns of 18, 12 and 6-pounder calibers. After commissioning, this ship participated in all campaigns of the Russian Baltic naval fleet in the years Northern war, and in May 1713, covering the actions of the galley fleet to capture Helsingfors, was flagship Peter 1. After 1732, this ship, which became unusable for further naval service, was excluded from the lists.

Battleship "Pobedonosets"

The desire of the Russian state to conduct an active foreign policy in the middle of the 18th century required a revival Russian fleet, which fell into decline after the death of Peter I. “A significant strengthening of Russia is unthinkable without the actions of the Russian Navy” - these words of Catherine II were brilliantly confirmed by history. In the second half of the 18th century, Russia waged a fierce struggle for access to the Black and mediterranean sea, and also strengthened its position on the Baltic Sea. Therefore, the size of the fleet during this period of its development was mainly determined by two factors: the threat from Turkey in the south and Sweden - in the Baltic. AT legislative order quantitative and qualitative composition fleet was determined by the staff position, developed by the Admiralty College and approved by the head of state.

After the conclusion of the Kuchuk-Kaynardzhy peace treaty with Turkey on July 10, 1774, there was no need to further increase the size of the fleet, since "the number of sailing ships exceeded that assigned for a large military set." Therefore, from 1775, the intensity of the construction of battleships in Russia began to fall and soon ceased altogether. Only in 1779 did the completion of the ships that were on the stocks begin. The break in the construction of the fleet was used by Russian shipbuilders and sailors to further improve ship architecture, improve the combat and seaworthiness of warships.

In 1766, tests were carried out on the ships "ISIDOR" (74 cannon rank) and "INGERMANLAND" (66 cannon rank), armed with new proportions of rigging, sails, masts, topmasts and yards. The author of the new proportions was Vice Admiral S.K. Greig. Based on the results of the above tests, the Admiralty Board decided: “... from now on, arm the ships in the same way as the ships ISIDOR and INGERMANLAND were armed.

Thus, the interim regulations of 1777 were adopted, which, taking into account the artillery staff of 1805, formed the basis of the second Ship Regulations of 1806, which continued the traditions of the Russian shipbuilding school.

In 1779, Russia resumes the construction of battleships in order to replace those "that have fallen into disrepair due to their dilapidation." Over the next four years, 8 battleships and 6 frigates were built. Among them was the ship of the 66th cannon rank "POBEDONOSETS", laid down on June 9, 1778 and launched on September 16, 1780. Built according to the drawings and under the direct supervision of one of the most talented Russian shipbuilders A. Katasonov, the ship had the following dimensions: length along the lower deck - 160 feet; midsection width - 44.6 feet; depth of intryum - 19 feet. The armament consisted of twenty-six 30-pounders, twenty-six 12-pounders and fourteen 6-pounders.

The ship made its first long voyage to the Mediterranean Sea under the command of Brigadier Captain A. Spiridonov as part of the squadron of Vice Admiral V. Chichagov in 1782. After spending more than 7 months at sea, the ship returned to Kronstadt, deserving appreciated Admiral Chichagov, not only by his actions during the voyage, but also by high seaworthiness: “... as for the fortress, all ships are solid in the underwater part, and on the surface, on the contrary, all are weak, except for the Victorious ship.

He was one of the few Russian long-lived ships. During the 27-year service to the Fatherland, many glorious deeds were inscribed in the biography of the ship, including participation in the naval battle near Vyborg on June 22, 1790, where, with its intense artillery fire on Swedish ships, it largely contributed to the defeat of the enemy squadron. In 1893, the ship was re-tempered and received appearance different from the design one. The ship was broken up in 1807 and removed from the fleet lists.

Ship "Fortress"

"Fortress" is the first Russian warship that entered the Black Sea and visited Constantinople.

Built in Panshin, near the mouth of the Don. Length - 37.8, width - 7.3 meters, crew - 106 people, armament - 46 guns.

In the summer of 1699, the "Fortress" under the command of Captain Pamburg delivered an embassy mission to Constantinople, headed by Duma councilor Em. Ukrainians. The appearance of a Russian warship near the walls of the Turkish capital, and the appearance of the entire Russian squadron near Kerch, forced Turkish Sultan to reconsider their attitude towards Russia. A peace treaty was concluded between Turkey and Russia. This campaign of the "Fortress" is also notable for the fact that Russian sailors for the first time made hydrographic measurements of the Kerch Strait and Balaklava Bay, and also drew up the first plans for the Crimean coast.

During the stay in Constantinople, many Turkish and foreign specialists visited the Fortress and gave a high appraisal to Russian shipbuilding. In June of the following year, 1700, the ship "Fortress" with 170 Russian prisoners returned from Turkey to Azov.

Galley Principium

The galley was built at the beginning of 1696 in Voronezh according to the Dutch model, on April 2 of the same year, along with two other ships of the same type, it was launched. Length - 38, width - 6 meters, height from keel to deck - about 4 m. 34 pairs of oars were set in motion. Crew size - up to 170 people. She was armed with 6 guns. According to the Principium type, with only some changes, another 22 ships were built to participate in the Azov campaign of Peter 1. sailed to Cherkessk. During this transition, on board Peter 1, the so-called "Decree on galleys" was written, which was the prototype " Maritime Charter”, which stipulated day and night signals, as well as indications in case of a battle.

On May 27, this vessel, as part of the fleet, entered the Sea of ​​Azov for the first time, and in June participated in the blockade from the sea of ​​the Turkish fortress of Azov, besieged by Russian troops, which ended with the capitulation of its garrison.

At the end of hostilities near Azov, the galley was disarmed and put on the Don near the fortress, where it was subsequently dismantled for firewood due to dilapidation. In the documents of that time, it was more often found under the names "His Highness" and "Kumondera".

Sloop "Diana"

Pvc 3-masted sloop of war, which made in 1807 - 1813. long-distance navigation under the command of the famous Russian navigator V. M. Golovnin. It was rebuilt from a transport for transporting timber in 1806 by shipbuilders I. V. Kurepanov and A. I. Melekhov. In 1807 he moved to Kamchatka along the route Kronstadt - Cape Horn - Cape of Good Hope. In Simonstown (South Africa) in 1808, due to the outbreak of the Anglo-Russian war, the sloop was captured by the British, but in 1809 the team managed to take it out of the bay and flee. "Diana" continued its journey and, rounding Tasmania from the south, in May 1809 arrived in Petropavlovsk-Kamchatsky. Cruised from Kamchatka to Russian America, delivering cargo for Russian settlements. From the board of "Diana" an inventory was made Kuril Islands. After the capture of the commander of the sloop Golovnin by the Japanese in 1811, senior officer P. I. Rikord took command. In November 1813, the Diana made its last voyage, after which it served as a warehouse on the shallows in the Peter and Paul harbor. The strait between the islands of Keta and Simushir (Kuril Islands) is named after the sloop.

Displacement 300 tons, length 27.7 m. Armament: 14 6-pound guns, 4 8-pound carronades, 4 3-pound falconets.

Galiot "Eagle"

Russian navigation has a centuries-old past, recognized in the world. The English naval writer F. Jane began his book “The Imperial Russian Navy: Its Past, Present and Future” with the words: “The Russian fleet, the beginning of which, although usually attributed to a comparative late institution founded by Peter the Great, actually has great rights to antiquity, than the British fleet. Centuries before Alfred built the British ships, Russian ships fought desperately. naval battles; and a thousand years ago they, the Russians, were the first sailors of that time ... "

The subject of this article will be the ship, which is traditionally considered the beginning of the Russian fleet, this is the double-deck sailing ship "Eagle". So, let's delve into the history of the Russian State, so that we can better understand some aspects of the development of the Russian fleet...

In the first half of the XVI century. The Muscovite state begins the struggle for the return of its ancestral lands in the west, stubbornly making its way to the seas (I remind you that they were lost even before the Grand Duchies were united and Moscow became the capital). In 1572-1577. the troops of Ivan IV (the Terrible) managed to free from oppression Livonian Order Russian lands in the Baltics - but, alas, not for long. At the same time, Russia, having completely defeated the Mongols and annexed Kazan, Astrakhan and Siberian Khanate, the Nogai Horde and the lands of the Bashkirs, took possession of the Volga river route with access to the Caspian Sea.

Cut off from the Baltic shores, the Muscovites begin to create their own merchant navy on the Volga. In 1636 in Nizhny Novgorod built the first Russian sea ​​ship"Frederick" is 36.5 m long, 12 m wide and 2.1 m deep. The European-style ship had a flat bottom, three-masted sailing equipment and 24 large galley oars. About 80 people were on board the ship during the first voyage. To protect against attack, several guns were installed on the ship. The ship "Frederick" went with the embassy to Persia, and the appearance of such an unusual vessel for the Caspian waters greatly impressed the eyewitnesses. Unfortunately, the Frederick's life was short-lived: during a storm, it crashed and was washed ashore near Derbent.

In May 1667, on the 19th, Tsar Alexei Mikhailovich issued a decree stating: “For parcels from Astrakhan to the Khvalynsk (Caspian) Sea, make ships in the Kolomensky district in the village of Dedinovo and that ship business is in charge of the order of the Novgorod couple to the boyar Ordin - Nashchokin, and the Duma clerks Dokhturov, Golosov and Yuryev ... "

For two years, the Eagle sailing ship, a yacht, two sloops and a boat were made here. Kolomna took a direct part in their construction, and Kolomna cable craftsmen equipped the ships.

In subsequent years, the shipyard in Dedinovo continued to operate. Famous barges were built here - kolomenkas with a length of 15 - 20 sazhens, and a width of 2 - 4 sazhens (sazhen - a Russian measure of length equal to 2.134 meters), on which merchants transported from 7 to 12 thousand pounds of cargo ... But let's dwell on the sailboat in more detail " Eagle".

In 1668, Russian shipbuilders built the first large combat sailing ship, the Orel galliot, on the Oka River. In length (24.5 m) it was only slightly larger than the "gull" or plow, but twice as wide (6.5 m). In the water, he sat much deeper (draft 1.5 m), and the sides were high. Crew - 22 sailors and 35 archers ("ship soldiers"). This two-deck ship carried three masts and was armed with 22 squeakers (six-pounder guns). Unlike the Frederik, this ship did not have rowing oars and was the first purely sailing warship built in Russia. On the fore and main masts of the Eagle, straight sails were installed, and on the mizzen mast - oblique. In addition to the Orel, small warships were built at the same time. Here are the lines from the decree of Tsar Alexei Mikhailovich on this ship: “The ship, which was made in the village of Dedinovo, should be given the nickname “Eagle”. Put an eagle on the bow and stern and sew eagles on the banners. When the "Eagle" was ready, wooden carved double-headed eagles, painted in gold, were strengthened on its stern and bow. These heraldic symbols royal power were a kind of confirmation of the name of the ship, and then became a traditional decoration of all military ships.

“Ordin-Nashchokin, worried, waved his hand, and the bell ringers struck all the bells of the Dedinovo belfry. "Eagle" started off and slid along the slipway. The solemn chime was drowned out by volleys of salute. A minute or two later, the first Russian warship swayed on the blue expanse of the Oka backwater.

Unfortunately, there are no heroic battles in the history of this ship. Having sailed for some time along the Volga and the Caspian, the "Eagle" was captured in the city of Astrakhan by the Cossacks of Stenka Razin. This happened in the summer of 1669, after the "Eagle", a yacht, an armed plow and two boats accompanying them came to Astrakhan. It was not burned in Astrakhan along with the rest of the southern flotilla, as was previously assumed. The rebels, fearing that Tsar Alexei Mikhailovich would later use a warship against them, in the spring of 1670 drove him into the Kutum channel, where he stood for many years until he fell into disrepair. But nevertheless, he forever entered the history of Russia as the first military sailing ship.

Introduction

1. Historical development of shipbuilding

2. Formation of shipbuilding

3. The heyday of the sailing fleet and the transition to mechanical movement

Bibliography

Introduction.

Shipbuilding is one of the oldest industries. Its beginning is separated from us by ten millennia.

The history of shipbuilding begins from the appearance of the first rafts and boats, hollowed out of a whole wooden trunk, to modern handsome liners and rocket ships, goes back to ancient times. It is as multifaceted and has as many centuries as the history of mankind itself.

The main stimulus for the emergence of navigation, as well as the shipbuilding associated with it, was the development of trade between peoples separated by sea and ocean expanses. The first ships moved with the help of oars, only occasionally using a sail as an auxiliary force. Then, approximately in the X-XI centuries, along with rowing ships, purely sailing ships appeared.

The shipbuilding industry, being one of the most important branches of the national economy and having scientific, technical and production potential, has a decisive influence on many other related industries and on the country's economy as a whole, as well as on its defense capability and political position in the world. It is the state of shipbuilding that is an indicator of the scientific and technical level of the country and its military-industrial potential, accumulating in its products the achievements of metallurgy, mechanical engineering, electronics and the latest technologies.

1. Historical development of shipbuilding

Since time immemorial, people have used the expanses of water - rivers, lakes, the sea - at first as hunting grounds and then like comfortable roads for moving and transporting goods. The first primitive ships appeared long before the wheeled cart. Man went to sea at the very dawn of his formation. Mythology, ancient descriptions of travels and sagas allow you to collect information about ships. sometimes they report in great detail on the construction and equipment of the "first ships", indicating that they were built by people at the will of the gods. Such is the case with Noah's ark.

The oldest one-tree canoe from Pesse, Graningen (Netherlands), -6315 + 275 BC. Already about 2500 BC. the ships were different: for the carriage of goods, for the carriage of passengers. They were propelled by poles, oars and sails. In those days, the ships were mainly military, merchant or fishing. Later, recreational boats appeared, which were sailed simply for the sake of entertainment.

The Roman emperor Caligula (37 - 41 AD) ordered to build such a ship for his pleasure trip on Lake Neli. The unusually wide and flat design of the ship is explained by its purpose: a ship for court entertainment. The hull itself was made of wood, and hollow beams made of baked clay were used as supports for the upper deck. To ensure the impermeability and safety of the ship, the outer skin boards were covered with lead plates, the inner flooring consisted of marble tiles.

In Russia, shipbuilding and navigation have been known since ancient times. Rock paintings dating back to about 3000 BC, depicting a sea animal hunt with a harpoon, were found on the coast of the White Sea.

One of the oldest vessels discovered on the territory of Russia dates back to about the 5th century. BC.

In all Slavic languages there is a word ship. Its root - "bark" - underlies such words as "basket". The oldest Russian ships were made of flexible rods, like a basket, and sheathed with bark (later - skins). It is known that already in the 8th c. our compatriots sailed the Caspian Sea. In the 9th and first half of the 10th c. Russians were full owners Black Sea, and not for nothing at that time Eastern peoples called it "Russian Sea".

In the 12th century for the first time deck ships were built in Russia. Decks designed to accommodate warriors also served as protection for rowers. The Slavs were skilled shipbuilders and built ships of various designs:

Shitik - a flat-bottomed vessel with a hinged rudder, equipped with a mast with a direct sail and oars;

Karbas - equipped with two masts carrying straight rake or sprit sails;

Pomeranian lodya - had three masts carrying a straight sail;

Ranshina - a ship where the hull in the underwater part was egg-shaped. Due to this, during the compression of the ice, among which it was necessary to swim, the ship was "squeezed out" to the surface without being deformed and again plunged into the water when the ice diverges.

Organized naval shipbuilding in Russia began at the end of the 15th century, when a shipyard was founded in the Solovetsky Monastery for the construction of fishing vessels. Later already in the 16-17 centuries. a step forward was taken by the Zaporizhzhya Cossacks, who carried out raids on the Turks on their "Seagulls". The construction technique was the same as in the manufacture of Kiev lashed boats (in order to increase the size of the vessel, several rows of boards were nailed to the dugout middle from the sides).

In 1552, after the capture of Kazan by Ivan the Terrible, and then the conquest of Astrakhan in 1556, these cities became centers for the construction of ships for the Caspian Sea.

Under Boris Godunov, unsuccessful attempts were made to establish a navy in Russia.

The first in Russia marine vessel of foreign design "Friderik" was built in 1634 in Nizhny Novgorod by Russian craftsmen. In 1667-69 at the shipyard in the village. Dedinovo, the sea ship "Eagle" was built; the organizer of the construction was the boyar Ordyn-Nashchekin. The further development of the Russian fleet is closely connected with the name of Peter the Great.

In June 1693, Peter I founded the first state-owned shipyard in Arkhangelsk for the construction of warships. A year later, Peter again visited Arkhangelsk. By this time, the 24-gun ship "Apostol Pavel", the frigate "Holy Prophecy", the galley and the transport ship "Flamov" formed the first Russian military flotilla on the White Sea. The creation of a regular navy began.

In the spring of 1700, the 58-gun ship "Goto Prdistination" was built. In 1702, two frigates were launched in Arkhangelsk: "Holy Spirit" and "Mercury". In 1703 St. Petersburg was founded, the center of which was the Admiralty - the largest shipyard in the country. The first large ship to leave the slipway of the Admiralty Shipyard was the 54-gun ship "Poltava" built by Fedosy Sklyaev and Peter the Great in 1712. By 1714 Russia had its own sailing fleet.

The largest ship of the time of Peter the Great was the 90-gun ship "Lesnoye" (1718).

Under Peter I, the following courts were introduced:

Ships - 40-55 m long, three-masted with 44-90 guns;

Frigates - up to 35 m long, three-masted with 28-44 guns;

Shnavy - 25-35 m long, two-masted with 10-18 guns;

Parmas, boats, flutes, etc. up to 30 m long.

In 1719, serf Efim Nikonov applied to Peter with a petition for permission to build a model of the first "hidden" ship. The first test, which took place in 1724, ended in failure, and after the death of Peter I, all work was stopped.

The period of calm experienced by Russian shipbuilders after the death of Peter I was replaced in the second half of the 18th century. new rise, and by the end of the 18th century. The Black Sea Fleet was created.

At the beginning of the 19th century introduced a technically sound classification of ships. During the reign of Alexander I, shipbuilding work was reduced, but river shipbuilding continued. A very perfect for its time (end of the 18th century) type of wooden cargo ship appeared - bark.

In 1782 Kulibin's "navigable vessel" was built. At the beginning of the 19th century a successful "machine" using horses for traction was invented by master Durbazhev.

The first scheduled steamship on the St. Petersburg-Kronstadt line was built in 1815. On the one that has come down to us, it can be seen that its pipe is made of brick. In a later drawing, the pipe is iron.

In 1830, in St. Petersburg, the cargo-passenger ship "Neva" was launched, which, in addition to two steam engines, also had sailing equipment. In 1838, the world's first electric ship was tested on the Neva in St. Petersburg. In 1848, Amosov built Russia's first propeller-driven frigate Archimedes.

Shipping on the Volga and other rivers began to develop especially rapidly after the abolition of serfdom in 1861. The main shipbuilding enterprise was the Sormovsky plant founded in 1849. The first iron barges in Russia and the first passenger-and-commodity steamer were built here. The world's first application of the Diesel engine on river vessels was also carried out in Russia in 1903.

In the second half of the 19th century for changing wooden ships came iron. It is curious that in Russia the first military metal ships were two submarines in 1834. In 1835, the semi-submarine vessel "Brave" was built. It sank below sea level, leaving only a chimney above the water. At the beginning of the 19th century steam engines appeared on ships, and the use of first wrought iron, and then rolled steel as a structural material in the construction of ships, led in 1850-60. revolution in shipbuilding.

The transition to the construction of iron ships required the introduction of a new technological process and a complete transformation of factories.

In 1864, Russia's first armored floating battery was built. In 1870, the Baltic Fleet already had 23 armored ships. In 1872, the battleship "Peter the Great" was built - one of the strongest ships in the world at that time.

For Black Sea Fleet A. Popov developed the design of the coastal defense battleship Novgorod in 1871.

In 1877, the Makarovs designed the first torpedo boats in the world. In the same year, the world's first seaworthy destroyer "Vzryv" was launched.

Russian transport shipbuilding of the late 19th century. far behind the military. In 1864, the first icebreaker "pilot" was built. In 1899, the icebreaker "Ermak" was built (floated until 1964).

2. Formation of shipbuilding

shipbuilding shipbuilding fleet

Modern historical science does not define any exact dates about the construction of the first sea vessels, however, in all written evidence that has survived to this day, mention is made of sea vessels and the existence of sea trade routes, connecting almost all human civilizations on the coast of the oceans. Chronologically related story Mediterranean civilizations in no way denies the developed eastern maritime infrastructure that has existed in the Pacific and Indian Oceans since ancient times. The legends and narratives of the ancient Greek philosopher Plato even mention an even more ancient maritime civilization - Atlantis, which ruled not only on the European and African coasts of the Atlantic, but also on the American continent, with chronological references to 9000 years BC.

Like amazing historical monuments ground construction and masterpieces of urban architecture of antiquity, unique in terms of technological complexity and beauty, just as perfect navy existed at all times human civilization and has always been the personification of the most advanced scientific thought and the production potential of maritime states. Historical evidence of the long voyages of ancient navigators does not allow us to reject their ability to determine the position of a vessel far from the coast in clear or cloudy weather, day or night, as well as their knowledge of sea ​​currents, ebbs and flows, the accuracy of weather forecasts and sea winds. In addition to purely theoretical navigational and astronomical sciences, geographical knowledge in sea ​​directions and travel manuscripts, the art of navigation requires the preservation and transmission from generation to generation of unwritten practical experience, maintaining a high qualification of sailors capable of making confident, accurate and bold decisions about navigation in stormy winds high seas and dangerous fairways of coastal routes.

Ancient indirect evidence of the architecture of ships and the conditions of navigation often confirm the high maritime art of the East Asian countries, from where shipbuilding technologies came to the Mediterranean, new technical means and navigational sciences of long-range navigation.

The generally recognized and documented inseparable history of navigation originates only from medieval Europe, from the mighty and numerous Venetian fleet. During the period of the Crusades (1096-1270) Venice was the main supplier of large ships - naves. In subsequent centuries, the design of these ships was constantly changing, and by the beginning of the 16th century, the Venetian four-masted nave had a completely perfect hull shape and significant dimensions. The fore and main masts carried direct sails, the second main and mizzen masts were latin. Such sailing equipment made it possible to walk rather steeply towards the wind.

Until the beginning of the 20th century, each capital ship was considered a unique engineering structure, in the design and construction of which the navigators themselves, who had great experience sea ​​trips and accident-free navigation in difficult and stormy sailing conditions.

Responsibility for the seaworthiness and safety of navigation of new ships fell entirely on the same old ones. sea ​​captains, in anticipation of new long-distance cruises, becoming coastal shipbuilders, building new ships for their own future campaigns, taking into account how historical experience ship navigation, as well as their own practical skills and knowledge of the features of operating a ship in ocean navigation. Thus, the continuity of shipbuilding science was strictly verified by the ability of designers - captains, as well as the crews subordinate to them to carry out long-term sea expeditions, maintain the combat capability of the ship and their lives in the harsh conditions of navigation on their own designed ships.

It can be taken as true the statement that if certain design solutions hull shape and ship architecture have been preserved for centuries and replicated simultaneously in several countries, then the corresponding ships can be considered completely seaworthy or optimal in terms of navigation conditions in given areas of the ocean or, in maritime slang, satisfying the requirements of “good maritime practice” (the best and historically verified technical solutions that meet modern conditions navigation).

Obviously, not the ship that can sail at all is good, but only the one that is able to meet the requirements for autonomy, carrying capacity, speed and controllability in simple and difficult sailing conditions. At all times, from the beginning of navigation, a person tried to adapt the ship as best as possible to interact with the surrounding water and air environment. Namely, in a storm, these two media - water and air, interacting with each other, gave rise to the most dangerous factors. These are formidable waves under squall-hurricane winds.

For a long time, the experience of building river and sea vessels was acquired by trial and error, which led to very long historical periods in the evolution of shipbuilding. Often the experience gained perished along with its bearers - sailors. Followers were forced to repeat their path or create something new in the field of shipbuilding and navigation.

The first thing that thinking sailors came to was that the fight against the raging elements is absolutely hopeless. Rowers in stormy conditions are quite quickly exhausted, and the oars, if they are not removed, break and cripple the rowers. The sail breaks, the mast breaks - as a result, an uncontrollable ship with a crew, cargo and passengers remains on the surface of the stormy sea, praying to all known gods for mercy. And in such anxious hours, in addition to prayers and appeals, true sailors noted that wide and rounded hulls with high cheekbones are able to stay lag on a large wave, practically without flooding, and round ones, like barrels, least of all heels and breaks under the blows of waves, even if menacing wave currents often roam on the narrowed decks. Non-resistance to storm elements, as the main rule of consistent design, is clearly manifested in the shape of the hull and general ship architecture of all the most famous historical ships and oceangoing vessels.

The appearance of sailing ships of an unlimited navigation area led to the era of the Great Geographical Discoveries, when for several decades the end of the XV - early XVI centuries, the Spanish fleet visited almost all remote areas of the oceans. But already in the middle of the XVI century "Invincible spanish armada"Suffered a crushing defeat from a storm in sailing around the islands of Great Britain, when, in the absence of a minimum navigational and hydrographic arrangement of the coast, accurate navigation charts and the necessary knowledge of the hydrometeorological conditions of the navigation area, most of the ships of the great squadron ended up on rocks and shallows near the coast.

And now there are many coastal waters of the World Ocean, unprovided with harbors - shelters from storm winds. When sailing in such open waters, ships and vessels can rely only on the experience of the captains and on their own stormy seaworthiness. To a certain extent, such dangerous areas include coastal waters near Sakhalin, Kamchatka and the Kuril Islands, where storm seaworthiness is the most important condition for maintaining the effectiveness of maritime transport communications and a mandatory requirement for ships and offshore engineering structures engaged in the development of marine natural resources.

3. The heyday of the sailing fleet and the transition to mechanical movement

Returning to the issues of designing real historical ships, it can be noted that as the principles of setting the ship in motion are improved, already on galleys and sailing ships (the Pallada frigate) there are cases of ensuring stormy navigation modes due to active use storm sails, which made it possible to somewhat simplify the shape of the hull and the architectural appearance of these ships, as well as to provide significantly better driving performance in moderate waves (Cutty Sark clipper).

The Russian fleet was created under the influence of the European shipbuilding school, which by that time had reached the level of designing the best sailing ships in terms of seaworthiness. The ships of the English architecture of the corps were the first Russian ship "Eagle", as well as those built on Far East packet boats "Peter" and "Paul". The main ships of Peter I belonged to the Dutch ship school, they no longer had a developed aft superstructure and were quite high-sided in the bow. This meant that, by analogy with the Baltic countries, the shipbuilding program of Peter I first of all took into account the needs for providing close sea communications in the Baltic and in the northern seas.

In the XVIII century, sailing equipment reaches absolute perfection, now there is no need to solve the problem of safe storm navigation only by designing special form corps. Sailing armament is actively used to counter storm waves and hurricane winds. Navigators are tasked with maintaining a given course and maximum speed even in conditions of very fresh winds and moderate storms, in which small-tonnage caravels of the Age of Discovery necessarily switched to storm mode without running. Deck sailing ship straightens and becomes continuous, and sometimes almost horizontal, like the frigate Pallada. To improve maneuverability, a variety of oblique sailing rigs are now widely used, in light winds the yards of direct sails are lengthened with lissel spirits, and in stormy weather the vessel confidently keeps its course with the help of special storm sails, or reefs on the lower sails are used to reduce their area.

If the strength of the hurricane exceeds the crew's ability to control the sails, then there remains a radical emergency remedy: the "foremast - overboard" as a floating anchor, which turns the stormy fast sailboat into its historical prototype with a sail shifted to the stern due to the remaining masts, and bow pressed to the water by the drag force of the towed foremast. Unfortunately, modern mechanically propelled ships do not have similar emergency facilities, and the operation of engines and steering gears in stormy conditions is often carried out with serious or even dangerous overloads.

The beginning of the 19th century is marked by the construction of the first ships with steam engines. In 1815, the first Russian paddle steamer, which was called "steamboat" or "Elizaveta", embarked on the line St. Petersburg - Kronstadt. In 1819, the American paddle steamer Savannah crossed the Atlantic from New York to Liverpool in 24 days, sailing only a fraction of the way.

The mechanical drive significantly increases the seaworthiness of the ship, which is due to the possibility of maintaining the course of an arbitrary course in any state of excitement. An effective mechanical propulsion unit is able to overcome the onslaught of storm elements, and with a small skill of the helmsman in the dynamics of maneuvering between waves, it can save any, even the most awkward floating structure from capsizing. The new engine, being a complex mechanical structure, attracted highly qualified specialists on board the ships - mechanics, who, due to their valiant ingenuity, began to bring to the fleet the psychology of forceful "conquest" of the sea, instead of traditional maritime regulations resistance of the sea.

But still, at first, the requirements of efficiency and economy of navigation rather quickly led to the emergence of new "unwritten" rules of good maritime practice, the same as in sailing fleet compiled using real experience of storm navigation. New ocean-going ships of all countries of the world quite quickly acquired the same external shape, which is a necessary sign of the existence of global criteria for optimality in the design of a ship, which also testified to a unified approach to ensuring the seaworthiness of a ship in moderate seas and in stormy navigation conditions.

But still, the first paddle wheels were installed on sailing ships as an additional propulsion, and due to the technical imperfection of the main engines, such steamships had all the disadvantages of a rowboat:

Wide deck;

Vulnerability of the mover - paddle wheel;

Difficulties in using the paddle wheel in heavy seas.

The first large propeller-powered Great Britain was built in Bristol in 1843. Then, over the course of 50 years, the shape of the hull of an all-weather ship undergoes successive evolutionary changes, which, nevertheless, have always and fully inherited the best properties of their sailing and oar predecessors.

Undoubtedly, in the contours of a ship built at the beginning of the 20th century, one can read compromise solutions between humility and opposition to the sea:

The ram-bulb continues to serve as a means of stabilizing the hull and maintaining stability on the course in rough conditions. It is all the more important that for a high speed, in comparison with a galley at oars, this bulb favorably affects the reduction of wave resistance also in calm water;

The sharpening of the extremities and the low fullness of surface volumes in the bow and stern contribute to propulsion in waves and have a positive effect on reducing pitching and preventing slamming;

The obstruction of the sides in the middle part of the hull prevents concentrated wave impacts on the freeboard of the ship, and the rounded midship frame and the generally spindle-shaped and symmetrical hull with respect to the center line do not allow strong yaw and loss of speed when moving in almost any course relative to storm waves;

Practically all ships have a cut of the stem under water below the ram, which contributes to the stability on the course when heeling while rolling and at the same time allows the hull to freely roam in an oblique encounter with large waves and swell;

Just like the Mediterranean galley, narrow hulls are built to achieve high speed;

The narrowed overall width of the deck and long longitudinal superstructures serve the purpose of maintaining storm stability in conditions of high flooding of the upper decks;

Sufficiently low freeboard and low windage of the superstructures provide great opportunities for ship control and maneuvering in strong winds.

Many squadron battleships, as well as cruisers and destroyers built in the late 19th and early 20th centuries, had the ideal hull architecture according to all the above criteria. No less seaworthy and possessed battleships the first half of the 20th century, which had an underestimated and pointed forecastle and poop, and the main volume of the hull was concentrated in the middle part. This ensured stable movement in waves, in which there was no intense pitching, and, accordingly, the possibility of dangerous flooding of the extremities was excluded due to a decrease in the total area and continuity of the upper decks of the forecastle and poop, as well as the absence of bulwarks and a large loss of deck beams.

Bibliography

1. History of domestic shipbuilding. In five volumes. Edited by acad. I.D. Spassky. St. Petersburg: "Shipbuilding", 1994.

2. Kurti O. Construction of ship models. Encyclopedia of ship modeling. L .: Shipbuilding, 1977.

3. Mitrofanov V.P., Mitrofanov P.S. Sailing schools. L .: Shipbuilding, 1989.

4. Khmelnov I.N., Turmov G.P., Illarionov G.Yu. Surface ships of Russia: history and modernity. Vladivostok: Ussuri, 1996.

5. Polovinkin V.N. History and modernity of domestic shipbuilding. Great people and great things. - Kolomna, 2002