Bowsprit mount. Sailing modeling
On the desktop is an almost finished model of an old sailboat. She carries shrouds and fordoons, and stays are neatly laid on top of the shrouds. To finish with the standing rigging and move on to installing the running rigging, all we have left is to equip the bowsprit. But is this really such a small thing? Let's get a look…
Bowsprit rigging
First of all, we lay lashings (water-vuling) on the bowsprit - a cable that goes around the bowsprit and passes through the hole in the bowdiged or through the butt in the stem. Water-wooling consists of 9-11 lines intersecting each other, and ends with a dozen more horizontal lines. It's hard to come up with The best way for a strong connection of the bowsprit with the bow of the ship. That is why, starting from the 16th century, almost all sailing ships of the Old and New Worlds were equipped with water wooling.
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| The bow end of the brig "Mercury" - just above the main elk forestay there is a waterway. |
A little later, in the 17th century, to counteract the thrust of the fore-stay and fore-stay, they began to install additional tackle - a water-stay, which held the bowsprit from below. At first, the water stay was a simple hoist attached to the ship's bowdiged and bowsprit.
On the model, we pass the water stay through the hole in the knyavdiged, weaving (splicing) the ends together and ending at the top with a stay block. We install the paired block near the bowsprit eselgoft. Using a thin cable (for us it’s just a thread), we string on the blocks - and the water stay turns into a single whole! On models of English ships, we fill the water stay a little differently, using a pair of ordinary deadeyes.
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| The bow end of the battleship "Ingermanland" - the water stay mount in the knyavdiged. |
The bowsprit rig will be somewhat more complicated if we are looking at a model of a 19th century ship. On such a model, water backstays must be installed to support a long bowsprit on the sides. Water backstays are attached with hooks to the butts on the ship's cheekbones and are stuffed with hoists on the bowsprit eselgoft.
Don’t forget about such an important piece of standing rigging equipment as the bowsprit backrest. It was a kind of cable handrail that served as insurance for sailors when walking on the bowsprit. On the one hand, the backrest is attached to the bulkhead of the tank or to the bollard of the stem, on the other hand - to the butt on the bowsprit eselgoft. Sometimes the backsprit of the bowsprit in the middle can be supported by a guy attached to the ship's foresail.
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| Brig "Mercury" - a pair of backstays runs parallel to the bowsprit, and water stays and water backstays are also visible. |
Rigging of jib and bom-judge
Once the bowsprit is rigged, it's time to move on to installing the standing jib rigging. To understand why the already long bowsprit was supplemented with a jib, let’s look at history...
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| brig "Mercury" - in the place where the fore-stay is attached, the lashing lashings are visible. Guiding the jib stay through the martin boom and the guide thimble under the bowsprit. |
In the 18th century, the place of bulky straight sails on the bowsprit was taken by more efficient and convenient jibs. But straight sails were not immediately abandoned - on the contrary, in order to install additional straight sails, the bowsprit was lengthened by installing a jib. There was a hole in the jig's spur through which it was lashed with a bowsprit. In turn, the jig had to be strengthened with some additional tackle to compensate for the tension of the foremast stays. This type of tackle was called a jib stay or martin stay. It was applied with a fire to the bow of the jig and, to increase the spread, it was passed through the hole in the bowsprit shot - the Martin boom, attached to the bowsprit's ezelgoft. Next, the marin stay was led through a guide block or thimble in the middle of the bowsprit and the hoists were stuffed onto the ship's forecastle. We will follow the same sequence on the model.
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| The battleship "Tsesarevich" - the bowsprit has a double headstay. |
A few words about the features of wiring a double martin stay. From the bow of the jig it passes through two martin boom shots spaced at an angle of about 100°, then through two blocks on the bowsprit and ends with a pair of tackles on the forecastle.
If the ship carries a jib and a jib, made of one piece of wood, we will have to cover two simple mainstays. First we carry out the boom-stay. From the bow of the boom jig it goes through the hole in the martin boom and is stuffed with hoists on the right side of the forecastle. The stay jib, fixed to the top of the jib, must pass through another hole in the martin boom, higher than the previous one. We fill it with hoists on the tank, but on the left side.
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To support the jig from the sides, we install special paired cables - backstays. The first pair of them was placed on the leg of the jig, long pendants were passed through the krengels on the blind yard and ended with tackles about 1 meter from the yard. Paired blocks of these hoists were fastened with hooks - in the butts on the front side of the crane beams, on small bits of the tank, or on the cheekbones of the ship. The second pair of buckshots were fixed for side points in the jib ring. (This was the name of a ring with a hook or a roller, which moved freely along the jig and served to fasten the fore-stay-stay.) Next, the backstays were carried in a similar way through the second pair of krengels on the blind-yard, located closer to the jib, and ended, as usual, hoists.
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| "Saint Nicholas": guiding the backstays through the fenders on the blind yard. |
To work with sails, the jib and boom jib must be equipped with perches. Perts were applied with a fire to the leg of the jig and secured to the bowsprit ezelgoft. The second pair of perts was put on the leg of the bom jib and fixed to the upper part of the jib. The perts hung at a height of approximately 2 feet and did not have supports, and in order to prevent the sailors' feet from slipping, knots were tied on the perts - buttons.
“Is it possible to exactly repeat all the nuances of wiring the rigging on the model?” - you ask. Of course you can. But only if you carefully choose threads for making rigging gear - they should be without noticeable lint, have the color and structure of a real twisted rope. Put the light threads aside immediately. As the standing rigging was rigged, it eventually turned black. Due to the slightly different composition of the range, the color of the standing rigging on French ships was dark brown.
For rigging, threads made from artificial fibers are best suited: they are easy to twist, durable, and their length changes little with fluctuations in temperature and air humidity. But do not forget that synthetic rigging requires especially careful gluing of the knots (they tend to unravel spontaneously).
And finally, Hamlet’s famous question “To twist or not to twist?” I would answer this in the affirmative, as only twisted rigging looks realistic. Of course, on models smaller than 1:50 it is difficult to reproduce all the gradations in the thickness of the rigging, but we should at least strive for this!
Usually, the diameter of the mainstay (the thickest cable on the ship) was calculated empirically: it was taken equal to 0.166 of the diameter of the mainmast in the pyatner. We will calculate the thickness of the remaining rigging gear as a percentage of the diameter of the mainstay.
Standing rigging thicknesses
| Bowsprit | |
| Water stay | 80% |
| Knights | 40% |
| Wuling | 18% |
| Topmast blind | |
| Backstays | 20% |
| Guys | 16% |
| Cable lanyards | 8% |
| Copper | |
| Martin stay | 20% |
| Backstays | 16% |
| Perth | 8% |
| Foremast | |
| Foresail stay | 80% |
| Guys | 40% |
| Cable lanyards | 20% |
| Fore topmast | |
| Fore-stay-stay | 40% |
| Guys | 20% |
| Cable lanyards | 10% |
| Forduns | 20% |
| Fore topmast | |
| Fore-gateway-stay-stay | 20% |
| Guys | 16% |
| Cable lanyards | 8% |
| Forduns | 16% |
| Mainmast | |
| Mainstay | 100% |
| Crag stay | 75% |
| Guys | 50% |
| Cable lanyards | 25% |
| Main topmast | |
| Mainsail-stay | 50% |
| Guys | 25% |
| Cable lanyards | 13% |
| Forduns | 25% |
| Main topmast | |
| Mainsail-gate-stay-stay | 20% |
| Guys | 16% |
| Cable lanyards | 8% |
| Forduns | 16% |
| Mizzen mast | |
| Mizzen stay | 40% |
| Guys | 25% |
| Cable lanyards | 13% |
| Cruy topmast | |
| Kruys-sten-stay | 20% |
| Guys | 16% |
| Cable lanyards | 8% |
| Forduns | 16% |
| Cruys topmast | |
| Kruys-bram-sten-stay | 10% |
| Guys | 8% |
| Forduns | 8% |
Author - Dmitry Kalmykov (Dmitry Kalmykov - Head coach national teams of the Republic of Belarus in technical and aviation sports, head of section “C” of the BFSS, judge of the international category (certificate NAVIGA BY-01B), master of sports of international class.)
Exclusively for the site
The main parts of the deck and superstructures of a sailing ship (starting from
nose), formed in the sailing fleet:
latrine -
? the overhang in the bow of the sailing ship on which the bow decoration was installed, and along the sides? latrines for equipment
page (currently all toilets on ships and vessels, regardless of location, are called latrines);
tank
-? a superstructure at the bow end of the ship, starting from the stem, serving to protect the deck from flooding on the oncoming
wave, for placement office premises(painting, skipper
and etc.). Such a superstructure partially recessed into the ship’s hull (usually half the height) is called a forecastle;
waist ? - part of the upper deck from the foremast (the first from the bow), or from the bow superstructure to the mainmast (the second from the bow), or the aft superstructure;
quarterdeck (deck) ? - the aft upper section of the deck, raised by a ledge, where all the controls of the sailing ship were located;
ut ? - part of the deck between the mizzen mast (third aft mast) and the aft flagpole.
In the 15th-16th centuries, a fourth stern mast was installed on ships, which the British called Bonaventure ? mast, and the Italians? fell .
A strongly inclined bow mast is called bowsprit , its angle of inclination to the horizon is now about 20°, on ancient ships and galleys it is approximately 36°.
Sails were placed on the masts, which ensured the propulsion of the vessel. Did the sails consist of several sewn panels of special linen fabric? canvas.
Are there two main types of sails?- straight And oblique. Straight sails are carried on yards, oblique sails -? on stays (staysails) and on gaffs(trysails).
The edges of the sails, called luffs , for strength they are sheathed with a special rope, it was called lyctrosome . Due to the large number different sails, rigging and tackle, there are special names for them, which constitute a kind of maritime specificity and a source of special pride for real sailors.
An idea of the sails of ships of the 18th century is given in Fig. 9.8, which shows three-masted ship 1st rank with full armament. Such ships carried the following sails.
Straight sails (the names are indicated in the figure in numbers in order from bottom to top):
on the bowsprit there is a blind (1) and a bow-blind (2); on the foremast? foresail (3), foretopsail (4), foretopsail (5); on the mainmast? mainsail (6), main topsail (7), main topsail (8); on the mizzen mast? - cruys-topsail (9), cruys-bramsel (10). Oblique sails: on the bowsprit? fore-or fore-sail (11), fore-staysail (12), jib (13); between the foremast and mainmast? mainsail staysail (only on ships with less than 50 guns), mainsail staysail (14), midships staysail (15), mainsail staysail (16), mainsail staysail; between the main and mizzen masts? mizzen-staysail or upsail (17), cruising-staysail (18), cruising-top-staysail (19); on the mizzen mast? mizzen (20).
In favorable weather, to increase speed, in addition to the main straight sails, additional ones were installed? foxes :
on the fore and main masts? under- and marsa-foxes. By the end of the century, bram-lisels also began to be used.
It should be noted that sailing weapons are very diverse, depending on the type of vessel and the period of development of shipbuilding.
Placement of weapons, ballast and provisions on sailing ships was strictly regulated, which was the result of a long test of time.
Loading a sailing ship in the 18th century was carried out as follows (Fig. 9.9). In the lower part of the hull, in the so-called water hold, there was cast iron ballast. These were cast iron bars weighing 8 and 2.4 pounds*), which were laid, pressing tightly against each other, from one side to the other. Moreover, in the area of the main mast, in the center of gravity of the vessel, the most large quantity bars. To prevent ballast from rolling from side to side during pumping, the hold was divided into longitudinal compartments, which were called banks. After the cast iron ballast was filled with small stones, empty water barrels were placed on it. In this case, the largest barrels in the bottom row were placed tightly against each other and half buried in stone ballast. After laying the bottom layer (lag, from here maritime term“stand upside down”, i.e. on the side), the barrels, starting with the middle one, located in the center plane of the vessel, were filled with water from a hose. The middle log of the smaller barrels was placed on the bottom layer.
For sailors to work in the hold, a space of about one meter was left above the barrels. The voids between the barrels were filled with firewood. Some barrels contained provisions (wine, butter, corned beef).
The water accumulating at the bottom of the hold was pumped overboard using pumps installed near the mainmast. To protect the pumps from clogging and damage from the very bottom to the lower deck, a special box was built around the mainmast, which was called a bilge or vel.
To place all the dry provisions (sacks of flour, salt, cereals) and the cooking equipment (cauldrons, plates, glasses, scales) under the lower deck, a platform was made across the entire width of the ship at a distance of 1.9 m
(cockpit).
The space under the cockpit (hold) was divided by transverse bulkheads into a number of large compartments: in the central part of the ship? water hold, bow (large) and stern (small) crew chambers.
Kruyt chambers were intended for storing gunpowder in barrels, which were tightly stacked on racks. Gunpowder was poured into caps*) in specially designated areas.
Provisions were stored in the captain's and officer's cellars, which were located in front of the aft cruise chamber. The bottom of these cellars was covered with sand. They also had special departments for bombs
and pomegranate. Artillery accessories and supplies (horns, kokoras, leather and incendiary pipes) were laid out above the crew chambers. The skippers' cabins were located near the exit from the cruise chamber. Canvas, awnings, sailing threads, lines, piles, hammers and other ship accessories were also stored here.
The galleries along the sides of the cockpit were used by carpenters and caulkers to seal holes during battles.
The middle part of the cockpit was intended for the sick and wounded, as a place with the least impact from pitching.
Sailors, gunners and soldiers lived on lower deck, closer to the bow of the ship. There were anchor fairleads right there. At the point where the anchor ropes were retracted there was a hawse tank for storing the anchor chain or rope. The claw tank was intended to prevent water from spreading throughout the ship when choosing an anchor; it was well caulked and tarred, and had scuppers for water drainage.
Artillery officers and navigators lived in a cabin behind the mainmast. The ship's office was located nearby. Boarding weapons (muskets, pistols, pikes, etc.) were stored nearby. There was a special place for guns in front of the mizzen mast.
To retrieve the anchors, a large spire was used, which was located between the main and mizzen masts. It had two drums: one on the first and the other on the second battery deck. For heavy lifting
A small spire was used, which was located on the upper deck between the foremast and mainmast.
Lieutenant captains and lieutenants occupied the wardroom, which was located in the aft part of the ship on the upper deck (foredeck). Midshipmen and midshipmen lived under the quarterdeck.
On the quarterdeck there was a ship's compass in the binnacle. On the upper deck between the foremast and mainmast there were rostras? stands for boats and a spare spars. The captain's cabin is
was placed at the stern of the ship.
The ship's chaplain lived in the cabin on the starboard side.
Galley
(the kitchen on the ship) was located in the bow under the forecastle.
Ahead of it, on one side, was the ship's infirmary, and on the other, a wick was attached and a barrel of water was installed.
On the upper deck between the small and large spiers, during voyages there were fences and cages for chickens, ducks, geese, pigs and calves.
On the ships of the slave traders (in the middle part), when accepting “live goods” on board, the upper yards and top booms were lowered onto the deck, which were fixed at a height of 2.5-? 3.0 m. In the same way, along the sides of the ship at the level of the handrail, they were strengthened logs Boards were placed on the resulting frame. So the entire upper deck was under a grate with holes of about 30 cm. The structure was covered with bamboo mats on top to protect it from the sun. Slaves entering the ship could not jump overboard: the part of the deck where they 
were located, fenced off with a wall of thick wooden planks? "barricade".
Around the entire ship, along the sides, nets were stretched inside, in which rollers were stored rolled up -? personal belongings of the team. During the battle, they protected personnel from buckshot and enemy bullets.
The placement of artillery on sailing ships of navies deserves special attention. The heaviest guns were located on the lower deck - the gondeck, medium-caliber guns - on the upper deck, and the smallest -? on the quarterdeck and forecastle. This arrangement was dictated by the desire to better ensure the stability of the vessel.
The guns were mounted on carriages (Fig. 9.10) and together with them were secured with thick (5?-8 inches) tarred ropes (trousers) 2.5 times the length of the gun, connected to the side eyelets (rings). Under 
the gun carriages contained crowbars and gun guns (wooden levers for changing the sight of the guns when firing), and under the guns? banniks (in the form of a ruff? for cleaning the bore), hammers (for delivering the charge to the place) and wads (corkscrew-like devices for removing wad residues). Next to the cannon, in rings made of thick rope (fenders), which prevented the cannonballs from rolling across the deck, there was part of the cannonballs. To protect the deck from damage, wooden cushions with grooves were placed under the cannonballs. The rest of the cores were placed in the middle of the deck and around the hold hatches. The cannonballs were stored in boxes located in the hold near the mainmast.
Particular attention was paid to mounting the guns in a marching manner (Fig. 9.11). This is not surprising, since the mass of the guns reached 500 kg. It’s easy to imagine what such a mass could do, moving along the deck as the ship rocked. It should be noted that the strong connections of the gun decks were made of large sizes (Fig. 9.12).
Among the design features of sailing ships (their appearance dates back to the 19th century), experts note the replacement of lever steering systems with kolderstock to more modern ones steering wheel (steering wheel). Since then, the helm has become one of the symbols of the maritime profession.
The designs of the steering drive with a calderrod and a steering wheel with cable wiring (called sturcable) are shown in Fig. 9.13. Steering line wiring made it possible to significantly increase the angle of deflection of the rudder blade (up to 15° versus the previous 5°), which improved the maneuverability of sailing ships.
It must be said that not only internal structures were given attention during construction sailing ship. During the period under review, shipbuilders appearance was considered no less important. Each vessel was an individually produced structure, and
shipbuilders tried to give it the features of a work of naval art.
Carved sculptures of religious and mythological content, ornaments and gilding? everything went towards decorating the ship. There were especially many decorations at the bow and stern. An idea of this kind of decor is given in Fig. 9.14.
In the subsequent period of development of the sailing fleet (the end of the 18th - first half of the 19th century), the decoration of ships became more modest; sculptures and bas-reliefs from the stern practically disappear, only the bow carved figures remain. With the advent of metal and steam, shipbuilders completely abandon this type of hull decoration.
SPbGMTU
Coursework on the discipline “Marine Encyclopedia”
on this topic:
Sailing ships
Teacher: Lyakhovitsky A.G.
Completed: student gr.91ks1
Mikheev Pyotr Vadzhikhovich
2003 /2004 uch. year
1. Introduction…………………………………3
2. Types of sailing ships…………………..3
3. Spar of a sailing ship…………….6
4. Standing rigging of a sailing ship....9
5. Running rigging……………………….12
6. Sailing rig…………………15
Introduction
Over the centuries, attempts have been made repeatedly to distinguish more or less rationally between types of ships. Due to rapid development world fleet and shipping, the need to classify ships according to their purpose, methods of construction and technical condition has increased even more. Special institutions are appearing in which employees experienced in shipping - surveyors - must monitor the construction of ships and their technical condition during operation and classify ships in accordance with international standards.
The oldest and most famous of such institutions is the English classification society Lloyd's Register, formed in the 18th century. The society got its name from the owner of the tavern, Edward Lloyd, where, starting in 1687, shipowners, captains and agents made deals, insured cargo and set freight prices. In 1764, it was decided to compile lists of ships - registers - with the available information for each of them, so that it would be easier to assess the quality of the ship and, therefore, determine the amount of insurance.
In 1834 the society was reorganized as Lloyd's Register.
No less famous is the French classification society Bureau Veritas, founded in 1828 in Antwerp and from 1832 to the present day located in Paris.
Types of sailing ships
Sailing vessels include ships and boats (boats) driven by the force of the wind acting on the sails. In this case, the ship can carry sails on one, two, three or more vertical masts.
Depending on the type sailing equipment The following sailing ships are distinguished:
five-masted ship (five masts with straight sails);
five-masted barque (four masts with straight sails, one at the stern with slanting sails);
four-masted ship (four masts with straight sails);
four-masted barque(three masts with straight sails, one with oblique sails);
ship (three masts with straight sails);
bark (two masts with straight sails, one with slanting sails);
barquentine (barque schooner; one mast with straight and two with oblique sails);
jackass schooner, more precisely, a three-masted topsail schooner (all masts with fore-and-aft sails and several upper straight sails on the foremast);
brig (two masts with straight sails);
brigantine (schooner-brig: one mast with straight sails, one with oblique sails);
bombard (one mast almost in the middle of the ship with straight sails and one, shifted to the stern, with oblique sails);
schooner, more precisely, gaff schooner(two masts with slanting sails);
a schooner, more precisely, a two-masted topsail schooner (masts with forward sails and several upper straight sails on the foremast);
caravel (three masts: the foremast with straight sails, the rest with lateen sails);
“trabaccolo” (two masts with lugger, i.e. raked, sails);
shebeka (three masts: fore- and main-masts with lateen sails, mizzen mast with slanting ones);
felucca (two masts inclined towards the bow, with lateen sails);
tartan (one mast with a large lateen sail);
tender (one mast with slanting sails);
“bovo” (two masts: the front one with a lateen sail, the rear one with a gaff or lateen sail);
“navicello” (two masts: the first - in the bow, strongly inclined forward, carries a trapezoidal sail, attached to the main mast; the main mast - with a lateen or other oblique sail);
“balansella” (one mast with a lateen sail);
sloop (one mast with slanting sails);
iol (two masts with slanting sails, the smaller one - the mizzen mast - stands behind the steering wheel);
ketch (two masts with slanting sails, with the mizzenmast in front of the rudder);
dinghies (one mast with a gaff sail carried to the bow);
luger (three masts with raked sails, used in France for coastal navigation).
In addition to the listed sailing ships, there were even larger seven-, five- and four-masted schooners, mostly of American origin, carrying only oblique sails.
Longitudinal section of a two-deck sailing ship of the line from the late 18th century:
1 - keel; 2 - stem; 3 - knyavdiged; 4 - stern post; 5 - stern deadwood; 6 - bow deadwood; 7 - admiral's cabin; 8 - wardroom; 9 - steering wheel; 10 - steering; 11 - aft hook chamber; 12 - aft bomb cellar; 13 - rope box; 14 - bow camera; 15 - bow bomb cellar.
Bow and stern parts of a sailing ship set:1 - false keel; 2 keel; 3 - fortimbers; 4 - bow deadwood; 5 - keelson; 6 - false stem; 7 - false stem; 8 - stem; 9 - grep; 10 - knyavdiged; 11 - fox-indiged (support for the figurehead); 12 - beams; 13 - pillers; 14 - stern deadwood; 15 - keel heel; 16 - sternpost; 17 - starn-knitsa.
The middle part of the body cross section has almost round contours. The bulwark is somewhat heaped inward, i.e. The width of the waterline is slightly greater than in the upper deck area. This was done so that the guns installed on the upper deck did not extend beyond the width of the waterline.
1 - keel; 2 - fal orta shkil; 3 - keelson; 4 - first velkhout; 5 - second velhout; 6 - third velkhout; 7 - external cladding of false walls
ota; 8 - internal lining; 9 - beams; 10 - lapel ports.The bulwark of an 18th century sailing ship:
1 - waterweiss; 2 - beams; 3 - bulwark velhout; 4 - bulwark posts; 5 - bed mesh; 6 - hanging bunks.
The main part of the hull of a sailing ship is the keel - a longitudinal beam of rectangular cross-section, running from bow to stern. Along the sides of the keel there are long recesses (tongues) into which the first row of sheathing boards, called tongue and groove, extends.
To protect against damage, a strong oak board, a false keel, was attached to the bottom of the keel. The bow of the keel ends with a stem, which is a prism-shaped beam. The lower part of the stem could be curved in an arc or at an angle. Attached to the stem from the inside is the inner part of the stem - the sternwood - a complex structure of thick beams, forming a smooth transition from the keel to the hull. In front of the stem there is a cutwater, the upper part of which is called knyavdiged. A nasal decoration - a figure - was installed in the upper part of the knyavdiged.
At the rear of the keel, a beam called a stern post is installed vertically to it or with a slight slope towards the stern. The outer part of the stern post is slightly expanded to protect the rudder mounted on the stern post. The stern and stem of a wooden sailing ship consist of several parts.
A resin keel was placed over and along the keel. Frames, which on ancient ships were composite, were attached to it and the deadwoods. In the middle of the ship's hull, somewhat closer to the bow, they placed the widest frame - the midship frame. Beams were used for transverse fastening of the ship's frame; the deck was laid on them. In the longitudinal direction, the frames were fastened with stringers.
After finishing assembling the ship's kit, we began covering the hull with oak planks. The dimensions of the boards depended on the size of the ship: their length was 6-8 m, width 10-25 cm. In the time of Columbus, ships were sheathed edge to edge, and by the end of the 16th century they began to sheath them end-to-end (smooth). The extreme ends of the boards went into the tongues of the fore- and stern-posts and were fastened with dowels made of galvanized iron or copper. In the area of the waterline and under the cannon ports, the sheathing boards alternated with thickened boards - velvets.
The deck flooring was made of pine or teak boards; they were attached to the beams using metal dowels or bolts, which were recessed on top and closed with wooden plugs.
To cover the bulwarks on wooden ships, relatively thin boards mounted on racks were used. The support of the bulwark is the bulwark velvet; its outer surface was usually painted. Above the bulwark there was a bunk net, into which the sailors placed rolled up hanging bunks, which protected them from enemy bullets in battle.
Sailing ship spar
All wooden parts used to carry sails, flags, raise signals, etc. are called spars. The masts include: masts, topmasts, yards, gaffs, booms, bowsprits, jigs, canopies and gunshots.
Rice. The mast of a three-deck, 126-gun ship from the mid-19th century.
1 - bowsprit; 2 - jig; 3 - bom-fitter; 4 - martin boom; 5 - gaff blind; 6 - bowsprit ezelgoft; 7 - rod guy; 8 - foremast; 9 - top of the foremast; 10 - fore-trisail mast; 11 - topmasts; 12 - mast ezelgoft; 13 - fore topmast; 14 - top of the fore topmast; 15 - for-saling; 16 - ezelgoft fore-topmast; 17 - fore-frame topmast, made into one tree with the fore-frame topmast; 18-19 - top forebom topmast; 20 - klotik; 21 - fore-beam; 22 - for-marsa-lisel-alcohols; 23 - fore-mars-ray; 24 - for-bram-lisel-alcohols; 25 - fore-frame; 26 - for-bom-bram-ray; 27 - fore-trisel-gaff; 28 - mainmast; 29 - top of the mainmast; 30 - main-trisail-mast; 31 - mainsail; 32 - mast ezelgoft; 33 - main topmast; 34 - top of the main topmast; 35 - main saling; 36 - ezelgoft main topmast; 37 - main topmast, made into one tree with the main topmast; 38-39 - top main-bom-topmast; 40 - klotik; 41 - mainsail; 42 - mainsail-marsa-lisel-spirits; 43 - main-marsa-ray; 44 - main-bram-foil-spirits; 45 - main beam; 46 - main-bom-bram-ray; 47 - mainsail-trisail-gaff; 48 - mizzen mast; 49 - top of the mizzen mast; 50 - mizzen-trysel-mast; 51 - cruise-mars; 52 - mast ezelgoft; 53 - topmast; 54 - top cruise topmast; 55 - kruys-saling; 56 - ezelgoft topmast; 57 - cruising topmast, made into one tree with cruising topmast; 58-59 - top cruise-bom-topmast; 60 - klotik; 61 - begin-ray; 62 - cruise-marsa-rey or cruisel-rey; 63 - cruise-bram-ray; 64 - cruise-bom-bram-ray; 65 - mizzen boom; 66 - mizzen gaff; 67 - aft flagpole;
A mast is a vertical or slightly inclined spar tree that serves as the basis for attaching other parts of the spar (topmasts, yards) and setting the sails. The masts of large straight-rigged sailing ships reached a height of 60 m or more with a lower part thickness of up to 1 m.The masts were made from several trees that extended each other in height. The lower tree was called a column or simply a mast, and the extension was called a topmast.
Depending on the size of the vessel and the type of sailing rig, the number of masts may vary. Each mast has its own name. So, on a three-masted ship, the first mast from the bow of the ship is called the foremast, the second is the mainmast, the third, the smallest, is the mizzen mast.
Fig: Mast structure.
1 - Lower mast (column); 2 - axle; 3 - iron yokes; 4 - chicks; 5 - long salings; 6 - spreaders; 7 - ezelgoft; 8 - topmast; 9 - topmast; 10 - boom topmast; 11 - flagpole; 12 - klotik; 13 - wuling; 14 - wooden yoke; 15 - scale; 16 - scale mount; 17 - vuling mating.
The tallest mast has always been the mainmast. Its height for three straight-rigged masted ships was determined by the length of the ship along the gondeck, folded to its greatest width and divided in half. The height of the foremast and mizzen masts, together with their tops, was determined by the height of the mainmast. So the length of the foremast was 8/9, and the mizzen mast was 6/7 the length of the mainmast. These proportions were often changed at the discretion of the builder.
The word "fore" is added to the names of spar trees, parts of rigging and sails related to the foremast, but strengthened above the top platform. “Bram” is a word added to the names of a spar, rigging or sail, indicating that they belong to the third generation from the bottom. "Bom" - indicates belonging to the fourth generation from below. For strength, the lower masts, as well as the bowsprits, were made of several beams, tied together with bands - cable vulings. The lower end of the mast - the spur - ended with a pin, which was inserted into a step - a socket located on the keelson. The top of the mast is called the top. At its top there is a trunnion on which there is an ezelgoft, connecting the mast to the topmast. On both sides of the mast, shaped pieces called chicks were attached, to them were two longitudinal beams - long-saling, and on the long-saling a top platform or simply Mars.
Mars
Previously, on sailing ships with straight sails, the mars looked like a round basket. Around the middle of the 18th century. mars are starting to be made almost rectangular, only rounded bow. Three-masted ships carried three topsails, which were named according to their belonging to one or another mast: on the foremast there was a fore-topsail, on the mainmast there was a main-topsail and on the mizzen mast there was a cruising topsight.Rice. 1. Mars details:
1 - lower mast (column); 2 - chicks; 3 - long salings; 4 - spreaders; 5 - dog holes; 6 - Mars; 7 - top of the mast; 8 - ezelgoft; 9 - topmast.
Rice. 2. Connection of the topmast with the topmast:
1 - topmast; 2 - chicks; 3 - long salings; 4 - spreaders; 5 - topmast; 6 - ezelgoft; 7 - top shrouds; 8 - Schwitz-torn-sling.
All topmasts were also connected to each other using salings and ezelgofts, but of smaller sizes.
Ezelgoft is a wooden frame with two holes: a square one, into which the top of the lower mast is inserted, and a round one, into which the subsequent topmast is passed. Salings and ezelgofts, depending on their belonging to a particular mast, are called: for-saling, for-bram-saling, mast ezelgoft, for-sten-ezelgoft, kruys-sten-ezelgoft, bowsprit ezelgoft (connecting the bowsprit with the jib ) etc.
Bowsprit
A bowsprit is a horizontal or slightly inclined beam (an inclined mast) protruding from the bow of a sailing ship and used to carry straight sails - a blind and a bomb blind. Until the end of the 18th century. the bowsprit consisted of only one tree with a blind topmast. From the end of the 18th century. the bowsprit is lengthened with the help of a jib, and then a boom jib. The blind and bomb blind are no longer placed on it; it serves to extend the stays of the foremast and its topmasts, as well as to attach the bow triangular sails - jibs and staysails.The bowsprit itself was attached to the bow of the ship using a water-vulging made of a strong cable, and later (19th century) chains.
Rice. Bowsprits.
a - XVIII century; b - late 18th century; in the first half of the 19th century V.; 1 - bowsprit; 2 - knitsa; 3 - bowsprit ezelgoft; 4 - Mars; 5 - blind topmast; 6 - blind-topmast; 7 - flagpole; 8 - klotik; 9 - jig; 10 - bom-fitter; 11 - ezelgoft; 12 - gaff blind; 13 - Martin boom; 14 - rod guy; 15 - cable vuling.
Standing rigging of a sailing ship
Bowsprits, masts and topmasts on sailing ship are fixed in a certain position using special gear called standing rigging spar. Standing rigging includes: shrouds, forduns, stays, backstays, perths, as well as the jib and boom jib of the lifeline.
Once wound, the standing rigging always remains motionless. It is made from thick plant rope.
Standing rigging of a 90-gun, two-deck battleship of the 18th - 19th centuries:
1 - water stays; 2 - Martin stay; 3 - Martin stay from the boom stay (or lower backstay); 4 - forestay; 5 - fore-moose-stay; 6 - fore-elk-stay-stay (serves as a rail for the fore-top-staysail); 7 - fore-stay-stay; 8 - jib-rail; 9 - fore-gateway-wall-stay; 10 - boom-jib-rail; 11 - fore-bom-gateway-wall-stay; 12 - mainstay; 13 - main-elk-stay; 14 - main-elk-wall-stay; 15 - main-stay-stay; 16 - main-gateway-stay-stay; 17 - main-bom-gateway-stay; 18 - mizzen stay; 19 - cruise-stay-stay; 20 - cruise-brow-stay-stay; 21 - cruise-bom-bram-wall-stay; 22 - water backstays; 23 - jib-backstays; 24 - boom-jumper-backstays; 25 - fore shrouds; 26 - fore-wall-shrouds; 27 - fore-frame-wall-shrouds; 28 - for-sten-forduns; 29 - for-bram-wall-forduns; 30 - for-bom-bram-sten-forduns; 31 - main shrouds; 32 - main-wall-shrouds; 33 - main-frame-wall-shroud; 34 - main-sten-forduns; 35 - grotto-gateway-wall-forduny; 36 - grotto-bom-bram-wall-forduny; 37 - mizzen shrouds; 38 - cruise-wall-shroud; 39 - cruise-bram-wall-shroud; 40 - kruys-sten-forduny; 41 - kruys-bram-sten-forduny; 42 - kruys-bom-bram-sten-forduny.
Shrouds are the name given to standing rigging gear used to strengthen masts, topmasts and topmasts on the sides and somewhat at the rear. Depending on what kind of tree the shrouds hold, they receive an additional name: fore-stays, fore-wall-stays, etc. The shrouds also serve to lift sailors onto masts and topmasts when working with sails. For this purpose, across the cables at a certain distance from each other there are hemp, wood or metal tappings. Hemp shrouds were tied to the shrouds with a bleaching knot at a distance of 0.4 m from one another. The lower shrouds (hemp) were the thickest on sailing ships, their diameter reached 90-100 mm. The wall-cables were made thinner, and the frame-wall-cables were made even thinner. The shrouds were thinner than their shrouds.
The topmasts and topmasts are additionally supported from the sides and somewhat from the rear by forduns. The upper ends of the shrouds and forduns are attached to the mast or topmast using ogons (loops) put on the tops. Guys, wall-stays and frame-wall-stays must be paired, i.e. made from one piece of cable, which is folded in half. If the number of shrouds on each side is odd, then the last shroud towards the stern is made split, i.e. single. The same rule applies to Forduns. The number of shrouds and forearms depends on the height of the mast and the carrying capacity of the vessel.
The shrouds and forduns were stuffed (covered) with cable hoists on deadeyes - special blocks without pulleys with three holes for a cable lanyard. In former times, on all military sailing ships and large merchant ships, in order to increase the angle at which the lower shrouds and forduns go to the masts, powerful wooden platforms - rusleni - were strengthened on the outer side of the ship, at deck level. They were secured with shrouds forged from iron strips. The lower end of the shrouds was attached to the side, and the deadeyes were attached to their upper ends so that the latter almost touched their lower part with the channels.
The upper deadeyes are tied into the shrouds and forduns using ogons and benzels (marks). The topmast shrouds were equipped in the same way as the lower shrouds, but their deadeyes were somewhat smaller.
The standing rigging that supports the spar trees in the center plane in front is called stays, which, like the lower shrouds, were made of thick cable. Standing rigging also includes perths - plant cables on the yards, on which sailors stand while working with sails on the yards. Usually one end of the pert is attached to the end of the yard, the other to the middle of the yard. The perths are supported by props - sections of cable attached to the yard.
The standing bowsprit rigging serves to support and strengthen the bowsprit spar trees. It consists of forestays, backstays, perths, etc.
Standing bowsprit rigging:
1 - water stays; 2 - water backstays; 3 - jib stay; 4 - jib-backstay; 5 - boom-stay; 6 - Martin backstays; 7 - boom-jumper-backstays; 8 - upper blind-backstay; 9 - lower blind-backstay; 10 - bom-fitter perts; 11 - jib perts; 12 - lop stays.
Majestically cutting through the sea waves is a truly mesmerizing sight. Now you can see it with your own eyes, except at the parade of sailing ships in Amsterdam, which takes place every five years. Several centuries ago, watching a sailboat was a common activity among coastal residents. The more massive the ship, the greater the number of sails needed for its fast and smooth sailing. The sailboat has a complex design, and each mast on it has its own purpose. You can examine the structure of a sailing ship from its most advanced detail.
Timber at the forefront of a sailboat
Literally translated from Dutch, a bowsprit is an “inclined pole.” The design is a forward bow beam of a sailing ship. In other words, the bowsprit is a spar, which is a continuation of the bow of the ship and protrudes beyond the stem. It plays the role of the front mast and is installed inclined at an angle of 30-36 degrees. Initially it consisted of one section. Subsequently on big ships it became composite: a jig was installed as its continuation, followed by a bom- jib. Like any mast, the rear base of the bowsprit is called a spur. The front end is called the nock, as in a boom, gaff or yard.
Purpose of the design
The main purpose of the bowsprit is to carry forward the forward oblique triangular sails - jibs. Due to this design, the sail area of the ship is increased, which contributes to better controllability and higher maneuverability. In addition, the bowsprit is partially used to secure the foremast. Its functions do not end there, because... it is also necessary for securing and hoisting the bow anchor. Thus, the bowsprit of a ship is a multifunctional mast of a vessel.
Front mast dimensions
For ships of different profiles, the length of the bowsprit was different. As a rule, on merchant ships the length of the forward mast was equal to three-fifths of the length of the mainmast. On ships intended for naval combat, its length was equal to eight-ninths of the length of the foremast. The diameter of the bow beam was comparable to the diameters of medium-sized foremasts and mainmasts. At the same time, the thickness of the bowsprit decreased from the base to the tip by almost half.
Sometimes the bow of the ship was decorated with a latrine (or bow) figure, which was usually located above the bowsprit and depicted, most often, a mermaid, an attractive girl or the head of a lion. It is noteworthy that on the other side, on the same overhang, there were latrines for the crew.
