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The largest sailing ships. Sailing ships of the world

TO No matter how hard motor ships try to take advantage of sailing ships once and for all, they do not succeed. There are a number of reasons why sailboats are still needed, and they are unlikely to leave the scene in the coming years. The cargo, which does not have to be delivered in a hurry, is much more profitable to send under sail. The training of a young sailor, received under sail, "eats in" more strongly.

In the "manual work" associated with gear, and in the risk of rush jobs, a team is better created. And, finally, there are still enough people for whom romance is not an empty phrase.

That is why there are still hundreds and thousands of sailing ships sailing the seas - from tiny yachts to cruise ships. Some of them have auxiliary vehicles, but the panels on the masts remain the main mover. This article will introduce you to the ten largest ships that continue to operate.

Well, those who want to see these beauties not only in the photo, let them prepare: from April 30 to May 27, 2014 years will pass legendary SCF Black Sea Tall Ships Regatta. A significant part of the route of the Black Sea sailing regatta will pass along the coast of Russia, and therefore residents and guests of Sochi, Novorossiysk and other cities will have the opportunity to admire dozens of magnificent ships. Sailboats over 40 feet in length will participate, and over 20 teams from different countries... Among them will be the pride of the Russian fleet: Mir, Sedov, Kruzenshtern, Nadezhda and Pallada. By the way, all of them are included in the TOP-10 of the largest sailing ships in the world.

Viking

The TOP-10 is opened by the oldest of the large sailing ships. The four-masted barque "Viking" was launched in 1906, was used as a cargo ship (although even then most of the freight was received by motor boats), transported mainly wheat. After half a century of working history, it became a training ship, but since 1966 it did not go out to sea anymore, since now only cooks are taught on it. Nevertheless, since the ship remains in the fleet, the sailing equipment has been preserved and is capable of evolving (which it does on holidays in the city of Lilla Bommen), it can be counted among the operating ships.

This three-masted ship (i.e. a ship with full sail armament) is often called a frigate, although this is not entirely true. The present training ship (home port - Vladivostok) and the legendary research frigate, after which it was named, simply merge in our memory. The current ship was built in Gdansk in 1989 and is one of the fastest sailing ships in the world: 18.7 hauls. Diesel plant with a total capacity of 1140 hp. serves only for sailing in stormy conditions, as well as when entering and leaving the port. Driven by a car, the ship develops only 10 knots.

The permanent crew is 51 people, but Pallada regularly receives 144 trainees. The ship sailed around the world, and, in addition to training tasks, participated in research missions.

The Gift of Youth was also built in Gdansk in 1982. It was also used as a training ship, and was recently withdrawn from the fleet, becoming a memorial. Nevertheless, all functions are fully preserved, so for the time being we can speak of the ship as an operating vessel. "Gift of Youth" has participated in international regattas many times and won many times (in Japan, Canada, Portugal). Permanent crew of 37 people, 136 trainees. Speed up to 17.8 knots, machine power 1500 hp.

Just like the Pallada, Gift of Youth, Mir and other vessels included in the rating, Nadezhda was built in Gdansk and is a training vessel. Attributed to Vladivostok, Russian flag raised in 1992. She regularly performs training voyages, including long-distance ones, moving at a speed of up to 17.6 knots. Sometimes the sails are helped by machines with a capacity of 1222 hp. Crew of 50 people, 143 trainees.

Of the same design as the Nadezhda and Pallada, the Mir ship was built at the same Polish shipyard in 1987 according to the design of Zygmund Khoren. It is considered almost the fastest sailing ship in the world, as it has repeatedly confirmed the speed of 21 knots. Has won numerous regattas, including the world's most prestigious 500th anniversary of the discovery of America. Crew of 55 people, 144 cadets. The ship "Mir" is rarely seen in St. Petersburg, where it is assigned: most often a three-sailing handsome man is in the sea, and not only Russian cadets are trained on it, but also from other countries, incl. England and the USA. The sails are assisted by engines with a capacity of 1550 hp, but not with propellers, as on most of the same type of ships, but with water cannons.

Built in Spain and launched in 1953, this vessel raised the Chilean Navy's flag in 1954 and still sails under it. Esmeralda, like most sailing giants, is a training vessel, often diplomatic. He often participates in sailing regattas, and has made transatlantic expeditions many times. The permanent crew is 300 people and 90 cadets. Due to the elongated proportions of the hull and a considerable area of the sails, it is a good walker, but not so much a record as capable long time maintain a high average speed. It is distinguished by a kind of topsail armament, thanks to which it is recognizable in more than 300 ports visited by it.

Sharing 4-5 places with the Chilean barkentina Esmeralda in length and width, Juan Sebastián Elcano can still be placed a line higher due to its greater windage. Otherwise, these are very similar ships, although the Spanish was built much earlier - in 1927. Until now, it serves as a base for training midshipmen, and during the war years it became an auxiliary warship. Named after the famous navigator who led the expedition of Magellan after the death of his senior colleague. Barkentina made a huge number of various trips, including round the world.

Kruzenshtern

Now called in honor of the famous navigator I.F. Kruzenshtern, before the barque went under a different name and with a different purpose. When built, completed in 1926, the ship was named Padua and was a private carrier. In this capacity, it served for several years until it was introduced into the navy of Nazi Germany. In 1946, under reparations, it became the property of the USSR, and received a new name. Served as an expeditionary oceanographic vessel, provided naval practice for naval cadets. Then she received the pennant of the fishing fleet with the home port of Riga. With the collapse of the Union, it changed its home port to Kaliningrad and again became part of the military fleet, and then again raised the fishing pennant.

For the first quarter of the 20th century, such a construction was quite common, and Padua is just one hull from the Flying-P-Liner series. However, not a single vessel from the series has survived to this day. For its time, it was one of the best walkers, and even now it develops an impressive 17 knots under sail, and about 10 knots under a machine (2 x 1000 hp). The permanent crew of 70 people, 120 cadets. Has made several round-the-world voyages, successfully participated in various international regattas.

Launched in the city of Kiel in March 1921. At first it was called Magdalene Vinnen II, after the owner's daughter. At that time it was the fourth largest sailing ship in the world. As a merchant ship sailed to South America and Australia. In 1936, she changed ownership, received the name Kommodore Johnsen and became a training vessel. During the Second World War, he became a military ship, was engaged in the supply of troops. After the war, the reparations passed to the USSR. Repaired and returned to learning activities, instructing military sailors (until 1966 belonged to the Navy). From 1975 to 1981 passed overhaul and modernization due to enormous wear and tear, then returned to service and is now based in Murmansk. He regularly takes part in regattas, in 1991 and 1995 he won the prestigious Cutty Sark Tall Ships' Races. Under sail, develops up to 18 knots, moving only with machines with a capacity of 2176 hp. - 10 knots.

He underwent many adventures not only in voyages: in 2000 he was arrested in French Brest for debts Russian government but is safely released. In 2012-2013, a vessel with more than 90 years of history made its first voyage around the world. From 1928 to 1999, it was considered the world's largest sailing ship in operation.

After 70 years of leadership the barque "Sedov" took over the baton of the five-masted ship Royal Clipper. The author of his project is Sigmund Khoren, the same one who built several more vessels from the TOP-10. The ship of the early 20th century "Prussia" was taken as a model, and then for some time it was considered the first in the world. But unlike her, which performed only cargo functions, the Royal Clipper was originally built as a cruise ship. Owned by Star Clippers along with two other large sailboats - Star Clipper and Star Flyer. In summer, as a rule, travels in the Mediterranean, in winter - in the Caribbean. In the off-season, he makes transatlantic cruises. In addition to sails, under which it develops about 20 knots, it is equipped with auxiliary diesel and electric motors (speed with the machine - 8 knots). The crew of one hundred ensures a pleasant sailing experience for 227 passengers. It is considered by some to be not only the largest sailing vessel in operation, but also the most beautiful sailing vessel ever built.

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The Royal Clipper is a five-masted cruise sailing ship that was built in 2000. The hull was originally intended for the three-masted Gwarek, but in 1999 it was rebuilt into a large sailing ship. Today it is the largest and only five-mast square-rigged sailboat in the world.

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The famous German five-mast windjammer "Preußen", launched in 1902, became the prototype of the sailing ship. It was the largest and fastest sailing ship the world has ever seen, but unlike the Prussia, the Royal Clipper was designed as a passenger ship. Now tourists are offered comfortable cabins, a Royal Spa, a beauty salon, a Moroccan steam room, a gym, three swimming pools, a library, a shop, as well as a special platform for water sports (water skiing, diving, snorkeling, kayaking). In addition, on the lowest deck, Captain Nemo's Hall, through twenty-four illuminated windows, one can admire the beauty of the underwater world.

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The author and implementer of the project was the Swedish entrepreneur Mikael Kraft, the owner of a small fleet of large cruise ships, who from a young age dreamed of creating a royal sailing ship. When, receded into the background financial questions M. Kraft learned that the Polish shipyard is ready to part with the "ownerless" hull of the sailing vessel. Calculations showed that this hull itself is good and on its basis a sailboat of the desired dimensions and proportions can be built. She was towed to the pier of the Merwede Shipyard (Hardinksfeld-Giessendam, near Rotterdam) and after almost a hundred years a windjamer was launched with almost the same shape and dimensions as the Prussia.

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Now the Royal Clipper has taken the place of the largest sailing ship in the world, but the Royal Clipper is completely different - an automated sailing section designed by Choren Design & Consultancy. Now only twenty people are engaged in setting the sails, while the officer of the watch from the bridge gives "push-button" commands to the mechanized rotating yards, and powerful hydraulic winches do the cleaning.

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The Royal Clipper is capable of navigating lower bridges than the height of its masts in working position. The Royal Clipper pegs can be lowered to the required level quite easily. In addition, air is supplied to diesel engines and exhaust gases are removed through two aft tubular masts. The Royal Clipper is not only the largest sailing ship, but also the most modern.

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The largest sailing ship in the world

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The author and implementer of the project was the Swedish entrepreneur Mikael Kraft, the owner of a small fleet of large cruise ships, who from a young age dreamed of creating a royal sailing ship. When financial issues receded into the background, M. Kraft learned that the Polish shipyard was ready to part with the "ownerless" hull of the sailing ship. Calculations showed that this hull itself is good and on its basis a sailboat of the desired dimensions and proportions can be built. She was towed to the pier of the Merwede Shipyard (Hardinksfeld-Giessendam, near Rotterdam) and after almost a hundred years a windjamer was launched with almost the same shape and dimensions as the Prussia.

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The largest sailing ship of the line ...

"Santisima Trinidad"(“Santisima Trinidad”, Spain, 1769)

Length - 59.6 m

Width - 16.1m

Draft - 8.1m

Armament - 144 guns.

As a rank 1 ship, it was built in 1769 at the Spanish naval shipyard in Havana, Cuba. The hull and deck are entirely made of Cuban mahogany, while the masts and yards are made of Mexican pine. The thickness of the sides is 60 cm. For the first time a vessel of this class had four gun decks. Among the many hostilities that took place at that time, Santisima Trinidad took part in 1772. in the second siege of Gibraltar as part of the combined fleet Mediterranean Sea... Participated in the attack on British convoys. In February 1797 he takes part in the battle of Saint Vicente, where he fights with 7 (!) British ships. The "Holy Trinity" fought as part of the combined fleet of Spain and France in the battle of Trafalgar on October 21, 1805 against 5 British ships. In this battle, she lost her masts and was captured by the enemy, despite heroic resistance - 312 killed and 338 wounded. Numerous volleys from British ships could not sink the ship, but nevertheless it suffered a sad fate: the ship sank two days after the battle during a storm.

The 1st rank ship was built in 1769 at the Spanish naval shipyard in Havana (Cuba). by Mateo Mullan, Ignacio Mullan and Pedro de Acosta. Initially designed as a 120 gun ship in accordance with the norms English system brought to Spain by British craftsmen.

The hull and deck are entirely made of Cuban mahogany, while the masts and yards are made of Mexican pine. The parameters of the ship were as follows: length 59.54 m; keel 50.83 m; width 16.09 m; depth 8.06 meters. The thickness of the sides is 60 cm.

The ship was rebuilt several times in order to eliminate defects, increase the power of the onboard salvo and improve seaworthiness. In 1795, the ship was thoroughly altered, and its dimensions were as follows: length 61.44 m; keel 51.83 m; width 16.25 m.; depth 8.01 m. The number of guns on the ship increased to 134: 36 32-pounder guns; 34 24 lbs; 36 12 pounds; 18 8-pound and 10 24-pound mortars.

Among the many hostilities that took place at that time, the Santisima Trinidad participated in 1772 in the second siege of Gibraltar as part of the combined fleet of the Mediterranean. Participates in the attack on the British convoys. In February 1797 he takes part in the battle at San Vicente, where he fights with British ships: Captain (100 cannon) and Culloden (74 cannon), then Blenheim (98 cannon), Orion "(74-gun)," Irresistible "(74-gun)" Excellent "(74-gun). The Spanish ships "Pelayo" and "Principe de Asturias" saved the ship from destruction.

While repairing damage received in battle, a fourth battery is additionally installed on the ship. The repair was completed in 1799 and 136 guns were installed on the ship: 32 36-pounder guns, 34 24-pounders, 36 12-pounders, 18 8-pounders, 10 24-pounders mortars and 6 "esmeriles".

Before the Battle of Trafalgar, 4 more mortars were installed on the upper deck. On October 21, 1805, the commander of the Spanish squadron, Admiral Don Baltazar Hidalgo, was on the ship. After many hours of battle with English ships: "Neptune" (80), "Leviathan" (74), "Conqoueror" (74), "Africa" (74) and "Prince" (98) on the ship, all masts were shot down, 312 were killed and 338 people were wounded and he was captured by the British.

British frigates "NAIADE" and "PHOEBE" are trying to tow the ship to Gibraltar, but due to the deterioration weather conditions On October 22nd, the damaged ship sinks, ending her 35-year service in the Spanish navy.

Although the priority in the construction of the largest warships of the era of the sailing fleet is usually attributed to the British, the largest and most powerful ship of its time was the Spanish ship Santisima Trinidad.

In the last and bloodiest battle of the sailing era, on October 21, 1805, an English squadron under the command of Admiral Lord Horatio Nelson defeated the Franco-Spanish joint squadron at Cape Trafalgar. England's victory marked the end of Spain as a naval power, and the British have since been unmatched in shipbuilding. However, according to the sailors and captains of the ships of that time, the most powerful ship among those who took part in the Battle of Trafalgar was the Spanish battleship Santisima Trinidad (" Holy Trinity") with a displacement of 1900 tons, which was a" floating battery "with sides made of mahogany 2 feet thick. The ship's crew consisted of 1200 people. Even enemies of the Spanish crown admired the ship, and Admiral Nelson himself paid tribute to its design and extraordinary strength. However, the ship" Santisima Trinidad "suffered a sad fate: he was captured by the British, who, fearing that the ship might be repelled by the retreating enemy or, due to the damage inflicted in the battle and during the storm, would not withstand towing, sank it two days after the battle. the peculiarities of this remarkable sailing ship can only be judged on the basis of its modern reconstruction.

Santisima Trinidad is the most big ship, who participated in the Battle of Trafalgar. This is how he is depicted in a painting by the artist of the time, Alejo Berlingerro de la Marc and Gallego. The ship was built in 1769 and the naval shipyard in Havana. Mahogany grown in Mexico and Central America were used as a building material. In the aft part, the windows of the officers' cabins are visible. This was the most vulnerable spot during the fighting. The ship had four gun decks, and due to this, its armament was the most powerful in comparison with other ships of the XVIII century. During the Battle of Trafalgar, 1200 sailors and Marine Corps were on board. Cannon volleys from British ships could not sink this ship. The painting is kept in the Madrid Naval Museum. History did not pay due attention to the shipbuilding of Spain for the reason that in the XVIII century. the Spanish fleet suffered a series of defeats, which, however, were more a consequence of the excellent military tactics at sea and the more skillful navigation of the British, and not of miscalculations in the design of the Spanish ships. The glory of the British overshadowed the merits of Spain in the development of sea trade routes to the New World.

Nevertheless, Spanish sailors of the late 15th and early 16th centuries, possessed by religious zeal in the fight against the Reformation, achieved tremendous success, discovering new lands. Moreover, already in 1600, just 80 years after Cortes first landed on the coast of Mexico, there were about 50 settlements in Spanish America. Communication with most of them, as well as their defense, was provided only from the side of the sea. The fact that they continued to successfully exist can also be explained by the fact that the Spaniards were traditionally considered the best shipbuilders and did not know themselves equal in this area for another 300 years.

Colonization of the New World would hardly have been successful if the Spaniards made their voyages to distant shores on ships such as galleys, although they played a significant role in the history of shipbuilding. The galley, which was a sailing-rowing vessel with steep sides, was widespread in the Middle Ages mainly in the fleets of the Mediterranean powers. (The last major battle of the era of the rowing fleet, in which the combined squadron of Spain and others European countries defeated the Turkish fleet, took place in 1571 off the coast of Greece.) This type of ship could hardly be considered suitable for a long voyage across the Atlantic. Columbus and subsequent navigators began to use the so-called round ships, which by the end of the 16th century. drove out the galleys. Round ships were larger and had several decks, which made it possible to place on them large quantity provisions, guns, as well as to increase the sail area and the number of the crew. All this was an important factor in the long voyage. And finally, the new vessel had good seaworthiness, since its hull had an enlarged underwater part.

There were two types of three-masted round ships: galleon and navio. Galleons were merchant ships carrying gold, silver, provisions, and passengers. Navio were considered warships and had thick sides and a large number of guns. The most powerful navios were ships of the line and were considered main force in all battles. The Spanish navios marked the heyday of the era of three-masted circular ships, the most perfect of which was the battleship Santisima Trinidad.

What was the navio of the 18th century? The Spaniards used the shipbuilding technology common in other maritime powers in Europe. The basis of the hull, or skeleton, of the vessel was the keel and keelson - one of the longitudinal bonds of the vessel, located directly above the keel and providing its longitudinal strength. A stem was attached to the keel in front, a sternpost was attached to the keel, and frames, or ribs, firmly fastened to the keel, both outside and inside the set, were installed on top of the keel. The connecting elements included wels - large wooden beams holding the set behind the frames, and transverse deck beams that connected the opposite side branches of the frames.

A set of hulls was fastened with oak or mahogany dowels or forged bolts, which were made at the royal shipyards. The bolts were inserted into holes drilled in wooden structures and secured with metal or wooden nuts. While the construction of the ship was in progress in the dry dock, sails were manually sewn from linen fabric, cables and ropes were twisted from hemp, which were supposed to fasten the masts and sails.

The most important for maritime practice was the behavior at sea of the structure of the ship as a whole - the wooden hull, sails and rigging. Considering that thousands of wooden elements, held together by wooden dowels and metal bolts, were constantly under heavy loads as a result of wind and waves, the Navio - more than a modern sailing vessel - had to be carefully balanced in order to maintain the dynamic balance that all the time. watched by the captain and crew members. Navio creaked, groaned, breaking through the waves of the ocean. Sailors sailing modern steel-hulled sailing vessels undoubtedly feel much more secure.

The secret of the Spanish navio's success was the excellent quality materials used by the Spanish shipbuilders. The hulls of the English and French ships of that time were built of oak, and the masts and yards were made of pine. The Spaniards used hard woods for the construction of their ships, such as mahogany, which grows on the coast of Cuba and present-day Honduras. Compared to oak, mahogany is much less susceptible to dry rot, caused by the vital activity of fungi that devour the cellulose of dry wood and turn it into dust. All wooden ships are subject to this kind of destruction, therefore it was extremely important to have reserves of hardwood timber for building new ships and repairing old ones.

The availability of hardwood reserves, which could serve for a long time until the next repair, became the key to the successful development of the Spanish fleet. While the British and French had to seriously consider how to secure enough oak and pine to build new ships, Spain had huge reserves of hardwood imported from the American colonies. Most of this timber was transported to the royal shipyards in Havana, where 74 of the 221 three-masted navios built by Spain in the 18th century were launched. By the 70s, Havana shipyards had become the largest supplier of battleships. The Santisima Trinidad, whose hull and deck were entirely constructed of Cuban and Honduran mahogany, was launched in the shipyards of Havana in 1769.

The amount of wood required to build warships was impressive. About 3,000 trees, each of which could be cut into planks with a total length of over 200 m, went into the construction of one naval ship of the 3rd rank, called a "workhorse" in the navies of Europe. The pine used to make masts and yards, or the beams to which the sails were attached, grew primarily in what is now Mexico. Up to 40 pines were required to make 22 yards of a three-masted rank 3 warship. As already mentioned, the Havana shipyard was the largest in the 18th century, and, without a doubt, the ships of the line built on it were unmatched in size in the era before the industrial revolution. Nevertheless, the mass of all three-masted three-deck ships combined, which took part in the Battle of Trafalgar, was 120,000 tons, which is equal to the deadweight of a modern supertanker.

The reconstruction of the Santisima Trinidad was carried out on the basis of data collected by Rafael Berenguer Moreno Guerr, an officer of the administration of the Spanish Navy, from various historical documents. The length of the ship from bow to stern was about 63 m, and it weighed almost 1900 tons. After the superstructure of the fourth gun deck, 144 guns could be installed on the ship - more than on any other ship. Coffee pins, bittens and nedgs, on which the running rigging tackle was attached, were placed on the upper deck in strategically important places. Hanging bunks not used in daytime, folded and placed in special racks at the rails along the sides on the upper deck.

Part of the hull of the Santisima Trinidad, depicting the kit and deck equipment amidships. The construction of the ship began with the laying of the keel and keelson; frames were attached to them, which were held by pillers, deck beams and wels. Most of the sailing supplies were stored in the main hold. On the orlop deck there was an infirmary and ammunition depots with gunpowder and gun charges. The largest and heaviest guns were placed on the lower deck, directly above the orlop deck. The living quarters for the crew were mainly located on the middle and upper decks; the sailors hung their bunks between the guns. Repair of a warship in the 18th century. not limited to the deck, cabins, masts and sails, as on modern steel, aluminum, plastic and fiberglass ships; parts of the hull set also required updates, although, of course, the ships that participated in the battle of Trafalgar were no longer similar to the first warships. How the renovation work was carried out at that time is well known to today's yachtsmen. Ropes were attached to certain rigging of the ship's rigging, passing through the hoists installed on the shore. And after the guns were removed from the ship, the ship was cracked, i.e. tilted to one side. Then the replacement of the decayed wooden parts began. If this was not required, the hull was simply cleaned of sea growth and covered with a compound that protects it from decay. The bottom was often sheathed with copper sheets for additional protection from decay and woodworm.

Such repairs, of course, lengthened the life of the ship: the Santisima Trinidad served 36 years before sinking off Cape Trafalgar, and Admiral Nelson's flagship Victory was 40 years old. The clean bottom of the ship had its advantages: the ship, free from marine fouling, could develop high speed and had better maneuverability. However, speed has not always been the key to success. According to the chronicle of those times, in the Battle of Trafalgar, the English ship Royal Sovrin, whose bottom was recently sheathed with copper, went far ahead of its squadron and was attacked by the Spanish 112-gun ship Santa Ana.

The repair of warships was not cheap for the governments of the maritime powers. According to economics historian Jose P. Merino Navarro, an employee of the Madrid national university, the warship "Victory", the construction of which in 1765 cost England 63 thousand pounds, demanded repairs in the period until the end of the Napoleonic wars (1815) in the amount of about 372 thousand pounds. However, to defend its interests in America and the Philippines, Spain had more dockyards than England and France. Spanish ships have always been in better combat shape than English ships. The English Admiral Lord Cuthbert Collingwood, one of the greatest navigators of his time, repeatedly reported to Nelson and the Admiralty about the deplorable state of the English ships of the line. Historians wrote that England was not able not only to win, but also to participate in another battle, like Trafalgar, without having to "cleanse the royal fleet from rot". This task would undoubtedly require enormous expenditures from the British Government.

Renovation of the Spanish fleet in the 18th century. was part of a modernization program in various sectors undertaken by King Charles III, one of the "enlightened despots" of his century. Charles III improved the methods of management and long-term planning in the country's industry; this also affected the royal shipyards. One of the innovations was the standardization of warship designs. At the beginning of the 18th century. each built warship was unique in its design. By the 70s of the 18th century. Navios were divided into six main ranks, and ships of each rank were built in accordance with general design requirements. Moreover, the design of the hulls and decks where the weapons were located, as well as the sailing equipment of ships of different ranks, had to be the same. All this contributed to a sharp increase in the productivity of shipyards, which was important at a time when Spain was in dire need of new ships to defend its expanded possessions.

Each of these six designs included measures to combine the stability of the gun platform with good maneuverability and sailing performance. The classification was based on the number of gun decks and cannons on board. Rank 1 Navios, such as the Santisima Trinidad, were considered the largest and were armed with the most powerful artillery. The Santisima Trinidad was the only warship to have four decks and 144 cannons. Other ships of the 1st rank were three-masted and three-deck. Navio 2nd rank also had three decks and 80 to 98 cannons. The ships of the 3rd rank had only two decks and from 74 to 80 guns. Ships in these top three ranks were generally considered ships of the line.

The classification of ships by rank was based on the number of guns and gun decks. The 1st rank warships were the most powerful. Most of them had 80 to 110 guns on three gun decks. Ships of the 2nd rank - from 80 to 98 guns on three decks, and the 3rd rank - from 74 to 80 on double decks. The ships of the line included only these three ranks. Ships of the 4.5 and 6 ranks were lighter and therefore faster. They were used as cruisers and for postal services. Ships of the 4th rank had from 50 to 60 guns on two decks, the 5th rank - from 32 to 44 guns on a single deck and the 6th rank - from 20 to 28 guns also on the same deck. Ships of the 4th, 5th and 6th ranks, which had a small number of guns and could develop high speed, were considered cruisers. The ships of the 4th rank had two decks with 50-60 guns, the ships of the 5th and 6th ranks - one deck each; the number of guns was 32-44 and 20-28, respectively. The ships of the 6th rank were considered the fastest in the Spanish navy and were often used for postal communications with distant Spanish colonies.

The height of the 1st rank Spanish navio from the keel to the upper deck was equal to the height of a modern five-story building. Above the slates was the main hold, above which was the orlop deck, or the lowest deck. Above it were three main gun decks - lower, middle and upper. The high position of the three heavy decks caused a strong side roll, and often the guns of the lower deck (this mainly concerned British ships) turned out to be below the waterline.

The lowest deck (orlop-deck) was considered the safest. It housed an infirmary, which was rarely empty during fierce battles, and in which urgent amputations were carried out and wounds were treated. On English ships, the Orlop Deck was usually painted with red paint, which was less visible stains of blood flowing from the surgical table. On the battleship Santisima Trinidad, a large crucifix, a symbol of religious faith, for which many gave an arm, a leg, or even their lives, hung above the surgical table on the bulkhead. On the lowest deck there was also an ammunition depot, which held ready-to-use gun charges.

Cannons and mortars of warships of the 18th century On the lower deck of the Santisima Trinidad were thirty 32-pounder guns (named after the mass of the cannonball they fired and). At the end of the XVI II century. The 32-pounder guns were the largest in the fleet. They had a barrel length of more than 3 m and could hit the chain at a distance of 1.5 miles. On the middle deck of the Santisima Trinidad were two 18-pounder and twenty-six 8-pounder guns and mortars. When the fourth gun deck was added, the number of guns increased from 120 to 144. Gear for setting up guns after retraction is shown for the 32-pounder gun. In order to reduce the roll, the hull of the Spanish Navio was built in such a way that the width of the lower deck was greater than the width of the middle and upper decks. Naturally, the lower deck was more stable and had the largest cannon (3 m long), firing 32-pound cannonballs. The Santisima Trinidad had 30 such cannons, 15 on each side. At close range, a cannon cannonball could pierce a side of an oak tree about 1 m thick. Two or three cannonballs could cause serious damage to an enemy ship. The 32-pound cannonball was capable of hitting targets up to 1.5 miles away.

On the middle and upper decks, in addition to the cannons, there was most of living quarters for the team. The bunks were hung between the guns and folded and removed before the battle. In the middle of the ship there was a galley, on the only stove of which the sailors often cooked food and boiled water. The Spanish Navio crew was overly large and consisted of both professional sailors and people with no sailing experience. The crew of the Santisima Trinidad during the Battle of Trafalgar consisted of 1,200 sailors and marines, many of whom were still recovering from the epidemics of malaria and cholera that raged in southern Spain in 1802-1804. For comparison, the crew of the British 1st rank ship Victory consisted of only 900 professional sailors.

In contrast to the cramped and stuffy sailor's quarters, the officers' ranks had separate, comfortable cabins, not much different from the luxurious apartments in which they lived on the shore, and a luxurious saloon in the stern, where they had an exquisite table at their service. Often, a well-aimed salvo at the stern of the Navio from an English ship turned all this luxury into a heap of wreckage.

A large crew size was needed not only during battles: all work on the ship was done manually. Before going to sea, the sailors delivered everything they needed on board: ammunition, provisions and even guns. On the way, I had to constantly raise and then remove the sails, which was a very laborious task. The pumps installed on the middle deck in order to pump water out of the holds were also manually operated. During the battle, additional pumps were included in the work to extinguish the fire and flush blood from the deck. The hoists, which were used for lifting cargo on board, retrieving or releasing the anchor and setting the sails, also had to be rotated manually.

Unlike the British, the Spanish and French viewed warships as battle platforms for soldiers and guns. This strategy often led to the lack of discipline on the Spanish ships, which, in my opinion, was one of the reasons for the defeat of Spain in the Battle of Trafalgar. In principle, the combat tactics of the Spaniards was to demolish the masts of enemy ships with well-aimed volleys. The wrecked ship was taken on board. The tactics of the British were different. It consisted in aiming at the ship's hull. Partly due to the fact that English ships were more prone to rolling, the British were the first to replace the traditional fuse fuse with a flint fuse. This made it possible to ignite the charge almost instantly, which increased the likelihood of hitting the target with the nucleus before the ship went into again will start to roll.

In all cases, hostilities were undertaken taking into account the fact that the guns of the 18th century. the most accurately fired direct fire. When the Navio managed to make a successful maneuver and approach the enemy ship from the stern, a single salvo from several 32-pounder cannons was enough to demolish the richly decorated but poorly protected stern. Moreover, such a volley could incapacitate the gunners on the deck, overturn heavy cannons and, breaking the wooden sheathing into debris, litter the deck with burning pieces of wood, which were no less dangerous than deadly shells.

When two warring warships were side by side, the muzzles of the guns retracted in through the ports; volleys were fired from within and had tremendous destructive power. The roar of volleys spreading across the decks was so powerful that sometimes the sailors were permanently deaf. Red-hot cannonballs were rolled into the muzzles of guns with the help of special hand tools. After each volley, the rolling red-hot cannon had to be manually re-installed in its original place. In the continuous smoke from the guns, the gunners often, not seeing the cannon rolling back, fell under its wheels.

The accumulation of powerful military equipment on board the Spanish Navio did not reduce the ability of this type of ships to withstand close combat for a long time. "Santisima Trinidad", for example, was the flagship of the Spaniards during the blockade of Gibraltar in 1779-1782, fought at Cape St. Vincent in 1797, as well as at Trafalgar. Double and even triple volleys from the side of British ships could not sink the vessel. And although the victory remained with England, the great firepower of the Spaniards inflicted great damage on the English fleet.

It would be unfair to talk only about the military exploits of the Spanish Navios without mentioning their huge role in the field of geographical research and discovery. The round-the-world expeditions organized by Charles III were as important to science as the voyages of James Cook and George Vancouver. The purpose of these expeditions was to study the biology of the seas, obtain oceanographic data and improve navigation techniques. The captains of the ships, as well as botanists, geographers and cartographers who took part in the voyages, compiled detailed reports on their observations. Many of the Spanish captains who participated in the Battle of Trafalgar were not only skilled military strategists, but also excellent navigators, explorers, cartographers and mathematicians. For example, the name of Captain Dionisio Alcala Galliano, a glorious navigator, is immortalized in place names on maps of Chile and Canada. Brigadier Don Cosme Damian Churruca was famous not only for his works in the field of navigation and mathematics, but also for his studies of the west coast. South America... As with Admiral Nelson, the Battle of Trafalgar was the last of the two captains' lives.

10 largest sailing ships, according to https://ru.wikipedia.org

Sailing vessel- a ship that uses sail and wind power to move. The first sailing and sailing-rowing ships appeared several thousand years ago in the era of the most ancient civilizations. Sailing vessels are capable of speeds in excess of wind speed.

1 Barque "France II"
- French five-masted barque. It is still considered the largest sailing ship in the history of shipbuilding. Laid down at the Chantiers et Ateliers de la Gironde in Bordeaux in 1911. Full length is 146.20 m, displacement 10,710 tons. For example, the flagship of Columbus "Santa Maria" had a length of no more than 25 m.

2 Barque "R.C. Rickmers"
a five-masted steel barque built in 1906 by AG Rickmers, Bremerhaven in Germany. Its length is 146 meters, a displacement of 10,500 tons. The ship was equipped with a steam engine with a capacity of 1,160 l / s.

3 Schooner "Thomas W. Lawson"
In 1902, the steel giant Thomas W. Lawson, the only seven-mast vessel in history, floated off the stocks of Fore River Co. in Quincy. The idea of its creation belongs to the shipowner Don Crowley, who is obsessed with the desire to have the largest sailing ship in the world. The length of the vessel is 144 m, displacement 10,860 tons.

4 Barque "Royal Clipper"
Is one of the largest sailing ships in the world. And, they say, the most beautiful. She was built in March 1999 and became the third in the small fleet of Star Clippers, Ink (which also includes the Star Clipper and Star Flyer). The Royal Clipper is built in the image and likeness of the legendary five-mast Preussen, with only one difference: Preussen was focused on the transportation of goods, and everything on the Royal Clipper was only for the comfort of passengers.

5 Barque "Prussia",
the ship launched at the J. Tecklenborg shipyard in Geestmünde, it became the largest sailing ship in the world. The full displacement of "Preussen" was 11,150 tons, deadweight - 8,000 tons plus 550 tons of ballast water. The hull was distinguished by a reinforced structure, beams and frames were made of steel beams and-shaped section. The windlass, steering gear and cargo winches were steam driven. The entire mast was made of steel; the height of the masts from the keel reached 68 m; the lower yards had a length of 32.2 m, a diameter of 640 mm and a mass of 6.5 tons. total area all 47 sails - 5560 m2, weight of one sail - up to 650 kg. It took 700 m of chains and 45 km of hemp rope and a metal cable to wire the standing and running rigging. And a few more impressive figures: the ship had 1260 blocks, 248 screw lanyards, 560 m of cable, 27 rigging winches, eight capstans and six anchors, the heaviest of which weighed 4 tons.

6 Barque "Potosi"
- a huge five-masted barque "Potosi" - at that time (1894), the largest sailing ship in the world. This was a response to the challenge posed by France: the German Windjammer was significantly larger than the five-mast "France" and became the first sailing vessel in history, whose tonnage exceeded 4000 gross register tons.

7 Barque "Cobenhavn"
The last five-masted bark, Cobenhavn, was built by the Scottish shipyard Ramage and Ferguson by order of the Danish East Asian Company after the First World War. In terms of size among the five-mast, it occupied an average position, but it could rightfully be called one of the most beautiful windjammers in the world due to the graceful lines of the hull and the proportionality of the mast with a slightly increased area of the upper sails. Of course, the construction of the barge was not without technical innovations. Like France-2, Cobenhavn was equipped with a diesel engine (though one, not two). The two-bladed propeller adjustable pitch, the blades could be set in a position along the stream, which reduced drag when sailing. Rigging winches became electric. Well main feature: The Windjammer was not only a cargo vessel, but also a training vessel.

8 Barque "France I"
Length 133 m, width 14.9 m, displacement 7800 tons.

9 Schooner Wyoming
Built in the USA in 1909, the six-masted gaff schooner Wyoming is the largest wooden ship ever. This is a unique vessel in terms of gross tonnage at 380 per. t surpassed the no less famous four-masted barque "Great Republic" (Great Republic). Like other large schooners, it cruised along the east coast of the United States. An essential positive feature of the sailing equipment of the schooner "Wyoming" should be considered the same height masts and the interchangeability of sails on all masts, except for the mizzen, on which the mizzen was longer.

10 Barque "Sedov"
- a four-masted barque, named in 1945 in honor of the famous Russian polar explorer Georgy Yakovlevich Sedov. The largest traditional sailing ship in the world. When launched at the German shipyard in Kiel in March 1921, he received the name Magdalena Winnen II - after the daughter of the founder and owner of the shipping company, as well as the customer of the ship Friedrich Adolf Winnen - Magdalene Winnen. In 1936, it was bought by the North German Lloyd company and was renamed by the new owner as Kommodore Johnsen - named after the legendary Happag-Lloyd Commodore Nicholas Johnsen - and was converted into a training sailboat. At one time, the ship was the fourth largest sailing ship in the world. Built for the shipping company F. A. Wynnen ”- the company's ships were named after family members. Originally operated on South American and Australian lines. During World War II, the ship was part of the auxiliary fleet and was used to deliver supplies to the troops under tug. In accordance with the decision of the Potsdam Conference on Germany's reparations to the victorious countries, the ship was handed over to the Soviet Union in December 1945 and renamed Sedov.