Ship's rigging. Construction of sailing ships Armament running rigging of a modern warship

Ship's heading relative to the wind.

2. Spar and standing rigging of a four-masted barque

Spar (from the Dutch rondhout - round tree) - the general name of devices for setting sails (raising them, stretching them and holding them in the normal / working / position), performing cargo work, raising signals, etc. Previously, on ships of the sailing fleet, the spar was made of tree (in connection with which it was called spar tree), subsequently all the main parts of the spar (masts, bowsprit, yards) began to be made of steel or other materials of non-plant origin (for example, composite materials).

Diagram of the mast and running rigging wiring: 1 - topsail yard 2 - flagpole 3 - gordeni bull 4 - perts 5 - topenats 6 - gitovs 7 - upper topsail yard 8 - upper topsail yard 9 - lower topsail yard 10 - upper topsail yard 11 - upper topsail sheet 12 - lower topsail yard 13 - lower yard 14 - reef hoist 15 - lower sail tack 16 - lower sail sheet 17 - topenant tackle 18 - bayfoot yoke 19 - topsail platform 20 - topsail drawer 21 - saling 22 - top top drayrep 23 - bom-bram-drayrep
A - top topsail B - top topsail C - lower topsail D - top topsail D - lower topsail E - lower sail (foresail or mainsail)

The spar includes:
  • Masts- vertically standing spar trees, which are the basis for attaching yards and rigging.
  • Topmasts- vertically standing spar trees, which are a continuation of the masts.
  • At the junction of the mast and topmast, Mars And salings.
  • Rhea- horizontal spar trees used to carry straight sails, which are attached to the yards with their upper edge (luff).
  • Ryu (Latin rheas) - used to carry the lateen sail.
  • Gaffs- inclined spar trees, lifted along the mast and resting against it with the heel, at the same time having the ability to move freely from the beam of one side to the beam of the opposite side. The gaffs are used to stretch the upper luffs of oblique quadrangular sails - trysails - along them, as well as to fasten the clew corners of additional oblique sails of topsails raised above the trysails. On small ships and boats with slanting sails, gaffs are used to attach the foresail and mainsail. Signals and sometimes a flag are also raised on the gaffs.
  • Geeks- spar trees, which serve to stretch the luff of oblique sails, can be firmly fixed or movable.
  • Bowsprit- an inclined mast, installed on the bow of the vessel, serves to lift and fasten jibs, as well as carry standing rigging; a continuation of the bowsprit can be a jib and a boom jib.

Scheme of fastening halyards of jibs and staysails

Names of spar and sails

Names of the spar and sails of the barque Kruzenshtern

4 – column (lower mast) of the foremast; 5 – fore topmast (continuation of the column); 6 – fore topmast; 7–for-bom-topmast (continuation of the topmast); 8 – pennant (flagpole) of the foremast; 9 – fore-mars (mars platform) of the foremast; 10 – for-saling;

11 – column of the 1st mainmast; 12 – main topmast; 13 – main topmast; 14 – main-bom-topmast; 15 – flagpole of the 1st mainmast; 16 – mainsail; 17 – main saling;

18 – column of the 2nd mainmast; 19 – main topmast; 20 – main topmast; 21 – main-bom-topmast; 22 – flagpole of the 2nd mainmast; 23 – mainsail; 24 – main saling;

25 – mizzen mast column; 26 – topmast; 27 – topmast cruise; 28 – flagpole of the mizzen mast; 29 – top of the mizzen mast; 30 – ezelgofts;

31 – fore-beam; 32 – lower fore-Mars-ray; 33 – upper fore-Mars-ray; 34 – lower forebrain; 35 – upper fore-frame; 36 – for-bom-bram-ray;

37 – main yard of the 1st main mast; 38 – lower grotto-marsa-rey; 39 – upper grotto-marsa-ray; 40 – lower main beam; 41 – upper mainframe; 42 – main-bom-bram-ray;

43 – main yard of the 2nd main mast; 44 – lower grotto-marsa-rey; 45 – upper grotto-marsa-ray; 46 – lower main beam; 47 – upper main-frame; 48 – main-bom-bram-ray;

49 – boom; 50 – lower gaff; 51 – upper gaff;

86 – antenna yards, 87 – spots.

Sail

52 – fore-staysail; 53 – jib; 54 – midship jib (middle jib); 55 – boom jib; 56 – jib-topsail; 57 – mainsail-staysail I (1st mainmast); 58 – main-top-staysail-staysail I; 59 – main-bom-brow-staysail-sail I; 60 – mainsail-staysail II (2nd mainmast); 61 – main-top-staysail-staysail II; 62 – main-bom-brow-staysail-sail II; 63 – upsel; 64 – cruise-staysail; 65 – lower mizzen-trysel; 55 – upper mizzen-trysel; 67 – gaff-topsail; 68 – foresail (sail); 69 – lower fore-topsail; 70 – upper fore-topsail; 71 – lower fore-bramsel; 72 – upper fore-bramsel; 73 – fore-bom-bramsel; 74 – mainsail (sail) I (1st mainmast); 75 – lower main topsail I; 76 – upper mainsail topsail I; 77 – lower mainsail topsail I; 78 – upper mainsail topsail I; 79 – main-bom-bramsel I; 80 – mainsail (sail) II (2nd mainmast); 41 – lower main topsail II; 82 – upper main topsail II; 83 – lower mainsail-branch II; 84 – upper mainsail topsail II; 85 – main-bom-bramsel II;

Standing rigging

Standing rigging(Dutch takelage (from takel- equipment)) - a set of ship's gear that serves to fasten the fixed elements of the spar and transmit the thrust of the sails to the ship's hull. Once wound, the standing rigging always remains motionless. Standing rigging includes: shrouds, forduns, stays, backstays, perths, as well as the jib and boom jib of the lifeline.

Guys hold masts and topmasts in transverse directions and partly behind, Forduns- behind and partly from the sides, stays- in front. High demands are placed on the strength reliability and durability of standing rigging. The most massive standing rigging gear (lower mast shrouds) is made from steel cables with a diameter of up to 50 millimeters, placed in pairs on both sides to the girth of the mast top, carried down to the shrouds, where they are covered with turnbuckles. In addition, single shrouds (top shrouds) on each side are inserted into special shrouds on the top of the mast. On a four-masted The barge's lower mast is supported by six pairs of shrouds and four single top shrouds. The butts of the shrouds are inserted into the forks of the turnbuckles, twisted towards the stern and secured with benzels made of soft wire. To protect the cables from unwinding, a pile is placed at the turnbuckles - a special stopper made of bar or strip steel, which is attached to the butts of the cables. Turnbuckles are also fixed with steel rods.

Forduns and forestays(both paired and single) are also made from thick cables and fastened in the same way as cables.

All the shrouds and top shrouds are complete, and the stays and stays where they touch the sails are caged and trimmed with a rigging range to protect them from dampness. The remaining cables of the standing rigging are sometimes coated with waterproof white for decorative purposes.

Standing rigging also includes Perth- vegetable or steel 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 behind the mast. The feathers are supported by props - short slings placed around the yardarm.

Standing rigging arrangement

1. water stays 22. water backstays
2. Martin stay 23. jib-backstags
3. Martin stay from bom-stay 24. bom-fitter-backstags
4. forestay 25. fore shrouds
5. fore-moose-stay 26. fore-wall-shrouds
6. for-elk-wall-stay 27. fore-frame-wall-shrouds
7. fore-stay-stay 28. for-sten-forduns
8. jib-rail 29. for-bram-sten-forduns
9. fore-gateway-stay-stay 30. for-bom-bram-sten-forduny
10. boom-jib-rail 31. main shrouds
11. for-bom-bram-wall-stay 32. main-wall-shrouds
12. mainstay 33. grotto-gateway-wall-shrouds
13. main-elk-stay 34. grotto-sten-forduny
14. main-elk-stay-stay 35. grotto-bram-wall-forduny
15. main-stay-stay 36. grotto-bom-bram-sten-forduny
16. main-frame-stay-stay 37. mizzen shrouds
17. main-bom-bram-stay-stay 38. cruise-wall-guys
18. mizzen stay 39. cruise-bram-wall-shrouds
19. cruise-sten-stay 40. kruys-sten-forduny
20. cruise-bang-staen-stay 41. kruys-bram-sten-forduny
21. cruise-bom-bram-wall-stay 42. kruys-bom-bram-sten-forduny

Running rigging of slanting sails

Running rigging(Dutch takelage (from takel- equipment)) - cable equipment of a vessel (cables and chains used for lifting weights and various signals, raising, lowering and changing the direction of individual parts of the spar relative to the centerline of the vessel, cleaning and setting sails) secured at only one end. Second free end - running, or Lapp, usually passed through one or more blocks, clots, thimbles or deadeyes, forming a tackle, and then secured in the appropriate place. Running rigging performs work related to traction, hauling and pickling. In turn, the running rigging is divided into running rigging of the spar and running rigging of the sails. Running sail rigging: Hailards, Nirals, Sheets, Tacks, Gordenis, Gitovs

Sheet(Dutch. schoot) - running rigging gear designed to stretch the lower (clew) corners of sails along the yard or boom. Also using sheets they pull back the corners of sails that do not have a spar.

Gorden(Dutch. gording) - the running rigging of a sailing vessel, with the help of which straight sails are pulled to the yards when they are retracted. Depending on their location, gordens receive additional names (bull-gorden for the lower luff of the sail, nok-gorden for the side luff. Gorden lifting- the simplest lifting device, consisting of a stationary single-pulley block, tied to some object, for example, a topsail or a yardarm, and a cable or pendant passed through it. Gives a convenient direction of traction without gaining strength. Thin pride is called proud

Running rigging of oblique sails of the barque Kruzenshtern // Source http://kruzenshtern.com/barque/

Foremast: 1 — fore-staysail; 2 - jib; 3 - midship jib (middle jib); 4 — boom jib; 5 — jib-topsail; 17 — sheets of the fore-staysail; 18 - jib sheets; 19 — midship jib sheets; 20 — boom jib sheets; 21 — jib-topsail sheets; 22 — fore-staysail niral; 23 — jib niral; 24 — midship jib niral; 25 — niral boom jib; 26 — boom jib tack; 35 — boom jib halyard; 36 — jib-topsail halyard;

1st mainmast: 6 — mainsail-staysail I; 7 — main-top-staysail-staysail I; 8 — main-bom-brow-staysail-sail I; 37 — sheets of the staysail; 38 — sheets of the top-staysail; 39 — boom-bram-sten-staysail sheets; 40 — staysail niral; 44 — top-staysail tack; 45 — boom-brow-staysail tack; 46 — staysail halyard; 47 — halyard of the top-staysail; 48 — halyard boom-brow-staysail;

2nd mainmast: 9 — mainsail-staysail II; 10 — main-top-staysail-staysail II; 11 — main-bom-brow-staysail-sail II; 49 — sheets of the staysail; 50 — sheets of the top-staysail; 51 — boom-bram-sten-staysail sheets; 52 — staysail trim; 53 — niral top staysail; 54 — niral boom-bang-staysail; 55 — staysail tack; 56 — tack top-staysail; 57 — tack boom-brow-staysail; 58 — staysail halyard; 59 — halyard of the top-staysail; 60 - halyard boom-bang-staysail.

Mizzen mast: 12 — upsel; 13 — cruise-staysail; 14 — lower mizzen trysail; 15 — upper mizzen trysail; 16 — gaff-topsail; 61 — axle sheets; 62 — sheets of the cruising staysail; 63 — niral axel; 64 — niral cruise-staysail; 65 — topsail tack; 66 — cruise-staysail tack; 63 — niral axel, 64 — niral cruis-staysail; 65 — topsail tack; 66 — cruise-staysail tack; 67 — axle halyard; 65 — sheet of the lower mizzen trysail; 69 — counter sheet of the lower mizzen trysail; 70, 71 — gitovs of the lower mizzen-trisail; 72 — halyard of the lower mizzen-trisep; 73 — niral of the lower mizzen trysail; 74 — sheet of the upper mizzen trysail; 75 — counter sheet of the upper mizzen trysail; 76 — gitovs of the upper mizzen-trisail; 77 — halyard of the upper mizzen trysail; 78 — niral of the upper mizzen trysail; 79 — topsail tack, 80 — topsail sheet; 81 — countersheet of the topsail; 82 — cruise-staysail halyard; 83 — niral gaff-topsail; 84 - topsail halyard.

3. Maneuvering a straight-rigged sailing vessel

TACKING

Tacking is used in cases where the place to which the sailing vessel must sail is in the wind. In this case, by alternating tacks, the ship gradually goes into the wind, gaining some space on each tack. Based on this, on each tack you should strive to keep it as steep as possible to the wind, and when changing tack, it is more profitable to tack, since when turning through a gybe, the ship descends into the wind for some time, moving away from the intended target. The latter circumstance is of particular importance when tacking on short tacks.

TACKING TURN

The essence of this maneuver is to, using the rudder and sails, force the ship to lie on a different tack, moving its bow through the wind line. The entire process of making a turn can be divided into three successive stages:

  1. the ship is driven to the wind;
  2. the ship crosses the wind line;
  3. the ship falls to the desired course.

Let's consider each of the stages of rotation more closely timidly. In order for the ship to go to the wind, it is necessary, in addition to the action of the rudder, to shift the center of sail to the stern. To do this, the sheets of the bow sails are pulled apart and the sheets of the stern sails are tightened.

TURN THROUGH FORDEWIND

A jibe is a turn when the ship changes tack, crossing the wind line with the stern. This maneuver, like the previous one, can be divided into three successive stages: the first stage - the ship falls to the gybe course, the second - when it crosses the wind line, and the third - the ship begins to adjust to the desired course.

4. Ship alarms

A) general alert- continuous signal with a loud bell for 25-30 s, repeated 3-4 times;

A general ship alarm is declared by the captain or the officer in charge of the watch in cases where the participation of the entire crew is necessary to combat the emerging danger to the ship, people and cargo, as well as when explosive objects get into the fishing gear.

  • in the event of a fire (explosion), the general ship alarm signal is accompanied by frequent strikes of the ship's bell and is announced by voice via radio broadcast about the location of the fire;
  • in case of a hole - after the general ship alarm signal, it is announced by voice via radio broadcast about the hole and its location;
  • if the possibility of radioactive, chemical or bacteriological contamination arises, after a general ship alarm signal, it is announced by voice via radio broadcast that the ship is being prepared for protection from weapons of mass destruction, indicating the type of contamination and the actions of the crew that need to be taken in this regard. When radioactive contamination is detected, a “radiation hazard” is declared, and a chemical or bacteriological contamination is declared a “chemical alarm”;
  • in the event of an emergency, leakage (breakthrough) of ammonia - after the general ship alarm signal, it is announced by voice via radio broadcast about the breakthrough of ammonia;

b) when leaving the ship- at least seven short and one long (5 - 6 s) signals with a loud bell, repeated 3-4 times;

c) anxiety "Man overboard"- three long (5 - 6 s each) signals with a loud bell, repeated 3-4 times. The "man overboard" alarm is declared by the captain's officer of the watch when a person falls overboard or when a person is detected overboard.

A steam whistle, typhon, siren and other means can be used as backup means of giving alarm signals. In the absence of radio broadcast, the crew is notified by voice about the type of alarm, the location of the fire, hole, contamination and ammonia breakthrough. When conducting training exercises (drill drills), after the general ship alarm signal, the word “training” is transmitted by voice or broadcast. The end of all alarms is announced by voice or via the ship's radio broadcast.

Drill ship alarms are announced only by order of the ship's captain.

5. Types of sailing equipment

6. Safety requirements when working with sailing equipment

1. Work with sailing rigs includes:
walking and working on spars (masts, yards, topsail and saling platforms, bowsprit, etc.) and standing rigging at any height above the deck or deck;
working with running rigging to control and maintain sails;
working with sails.
2. Work with sailing rigs is considered high-risk work and requires skills, abilities and increased attention from the performers.
3. Persons who have undergone theoretical training and practical training in safe techniques, methods of performing work and have passed the exam of a commission consisting of commanders of a sailing vessel, chaired by the chief mate, are allowed to work with sailing rigs.
The results of the examination are documented in a protocol signed by members of the commission and persons who passed the examination. Admission to independent work is announced by order of the captain.
4. Practical training in safe techniques and methods of working with sailing equipment should be carried out directly at the workplace by work managers.
5. The work managers are:
during work by the entire crew (during emergency sailing) - mast commanders according to the schedule;
when working on a watch basis - the watch assistant;
when performing certain specific work - the boatswain on watch or a designated person of the command staff.
6. At least once every 3 months, each crew member authorized to work with sailing equipment must undergo a knowledge test with appropriate documentation of this in the safety briefing log.
7. A crew member who demonstrates unsatisfactory knowledge must be removed from working with sailing equipment and undergo repeated training and examination.
8. Each crew member who feels unwell, which, in his opinion, interferes with the safe work with sailing equipment, must warn his immediate commander or the person who gave the order about this.
9. During work with sailing rigs, the commands of the immediate supervisor of the work must be followed.

Work on the spar

10. When working with sailing equipment, crew members must be dressed appropriately for the season, wearing lace-up, tight-fitting shoes with non-slip soles. There should be no items in clothing pockets. Nails should be cut so that they do not protrude beyond the pads of the fingers.
11. All workers must wear safety belts with straps that fit tightly to the body.
12. Exit to the shrouds and any work with the sailing rig is carried out only with the permission of the work manager.
13. When walking on cables, at least two points of support must always be provided. In this case, the right arm and left leg are simultaneously transferred, then vice versa. You should hold onto the shrouds with your hands, and place your feet on the pads with the middle of your feet.
14. When sailing in the presence of a fresh wind and a constant list, in which the leeward shrouds take a vertical position or a negative slope, sailing is permitted only along the windward shrouds; When rolling, you should move along the cables only at moments of positive angles of inclination of the cables, and stop when they are negative.
15. The transition from the shrouds to the topsails and salings must be carried out along the routes established for each specific vessel. At the same time, if possible, one should avoid identifying these pathways by putenovenants.
16. When moving to the yards, you must first secure the carabiner of the safety belt's safety rope to the safety rail, and then move to the perths. Movement along the yards is permitted only along the perths.
The braces and topenants must be covered and secured, the movable yards must be mounted on the topenants.
17. When performing work with sails, the carabiner of the safety rope of the safety belt must be securely fastened to the fixed parts of the spar, standing rigging so that there is no possibility of its slipping and minimal slack in the rope is ensured, allowing the unhindered performance of the necessary actions of the worker.
18. It is prohibited when moving along the spar and rigging:

  • movement of oncoming flows;
  • accumulation of people on the cables, on the platforms in an amount exceeding the required number of people;
  • movement on standing rigging gear not specifically designed for this purpose;
  • ascending and descending the cables with any objects in your hands.

19. The tool must be in a bag or attached to a belt on a pole and located so as not to interfere with movement along the shrouds and spar. The rest of the tools and accessories must be fed on the working gantry.
20. If necessary, with the permission of the chief mate, movement of standing rigging using a gazebo is allowed.
21. During work involving going beyond the bulwark (on the bowsprit, tacks, etc.), all workers must be insured with carabiners of the safety belts, and there must be a support person nearby on the deck until they return.
22. All running rigging gear must be covered and secured in regular places, and their running ends are folded into coils. In this case, the coils must be assembled in such a way that when fishing on them, the gear comes out without pegs and the hoses do not get caught.
To prevent the formation of pegs or unwinding of the direct descent rope, it should be laid in coils clockwise, and the reverse descent rope - counterclockwise.
23. When working with running rigging you should:

  • give a command about any actions with gear with a sufficient number of people directed to carry out this operation;
  • attach no more than one tackle to one dowel or cleat;
  • fasten the tackle in the place intended for it;
  • use vegetable or synthetic ropes for stoppers;
  • disassemble the tackle and secure it after finishing the work.

Working with sails

24. Retrieval of running rigging gear that is under high tension or experiencing dynamic jerks should be done through a dowel or cleat, leaving one or more hoses on them. In this case, there must be at least two people, one of whom ensures unhindered exit of the running end from the bay. The hands of workers should not be closer than 1 m from the dowel or cleat through which the tackle is pickled.
25. When performing any actions with gear that experiences or may experience dynamic jerks as a result of the actions performed, it is prohibited to place your hands in front (closer to the sail) and closer than 1 m from the deck baguettes or outlet blocks. Workers should be located on one side of the running end.
26. When working with sails, the actions of a group of people ensuring the implementation of this operation with one sail must be coordinated and carried out simultaneously at the command of the leader.
27. When setting, cleaning or other actions with any sail, it is prohibited to be on its leeward side, and if the lower and after luffs are soft, workers must be at a safe distance from the clew of the sail.
When setting and cleaning the slanting sails, do not allow excessive slack in the sheets.
Particular care must be taken when working with forefoot sails when rinsing them while turning.
28. During repair or maintenance work on sailing rigs, it is prohibited to have people directly under those working above. On the deck near the area prohibited for people to be in, there must always be a person providing communications and monitoring of the workers at the same time.
29. Upon completion of work, you must make sure that no objects are left at the work site.
30. Prohibited:

  • work with gloves or mittens;
  • be on the deck under those working on the mast;
  • hold on, lean on, secure the carabiner to the running rigging;
  • give away the fastening of the running rigging of any sail while people are near it;
  • wrap the gear around your arm or around your body and stand inside the hoses.

7. Construction of oblique and straight sails, mizzen

Straight sails They have a quadrangular - rectangular or trapezoidal shape and are attached to the yard with their upper side. The lower side, usually slightly curved towards the top, is attached to the underlying yard or deck of the ship using sheets and tacks.

The sails consist of several parallel panels of canvas, overlapped and sewn together with a double seam. The distance between the seams is 2-3 cm. The edges of the sail are folded and stitched, so they are usually double. A vegetable or flexible steel cable, called a lyctros, is sewn along the edges of the sail. The top edge of the sail, which is tied to the yard, is called the luff or “head”, the side vertical edges are called the luffs and the bottom edge is called the luff or “sole”.

The upper corners of the sail are called bow corners, the lower ones are called clew corners. To strengthen the sail, strips of canvas are sewn in the most stressed areas. If they run parallel to the luff, then they are called bows; if they run obliquely, then they are called bows. The clew and toe corners and the cable rope are additionally sheathed with leather. Reefs are called horizontal rows of ties - reef lines threaded through the sail, which allow, if necessary, to reduce its area. When taking reefs, the canvas between the yard and the corresponding reef bow is rolled up, and the resulting roll is tied with reef bows. This method of taking reefs has survived to this day.

Staysails These triangular sails run on forestays, which is why they get the name staysail (German: stag - forestay, segel - sail). Cleaver. These triangular sails are placed between the foremast and the bowsprit, sometimes directly on forestays or rails specially stretched for them. Cleavers appeared in the 18th century.

Details of the oblique sail: 1 - panel; 2 — filing; 3 - lyktros; 4 — boots; 5 — luff; 6 — luff; 7 — lower luff; 8 — tack angle; 9 — kick angle; 10 — clew angle; 11 — grommets for fastening frames; 12 — krengels;

8. The name of the sails of a four-masted barque.

Sailing vessel. Barque. Blueprints

BOWSPRITT SLAMS SAILS

  1. Bom jib
  2. Jib
  3. Midship jib
  4. Fore-staysail

FORE MAST

  1. Lower fore topsail
  2. Upper fore topsail
  3. Lower fore-bramsel
  4. Upper fore-bramsel
  5. For-bom-bramsel

FORWARD SAILS 1 GRAIN

  1. Mainsail-staysail of the 1st mainsail
  2. Mainsail staysail of the 1st mainsail

1 GRAIN MAST

  1. First grotto
  2. Lower topsail of the 1st mainsail
  3. Upper topsail of the 1st mainsail
  4. Lower bramsel of the 1st mainsail
  5. Upper bramsel of the 1st mainsail
  6. Mainsail-bom-bramsel of the 1st grotto

FORWARD SAILS 2 GROTTOES

  1. Mainsail-staysail of the 2nd mainsail
  2. Mainsail staysail of the 2nd mainsail

2 GRAIN MAST

  1. Second grotto
  2. Lower topsail of the 2nd mainsail
  3. Upper topsail of the 2nd mainsail
  4. Lower bramsel of the 2nd mainsail
  5. Upper bramsel of the 2nd mainsail
  6. G mouth-bom-bramsel of the 2nd grotto

FORWARD SAILS MIZAN MASTS

  1. Apsel
  2. Cruys-staysail

MIZAN MAST

  1. Lower mizzen
  2. Upper mizzen
  3. Mizzen-goof-topsail

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 of 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 oblique 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); - barque (two masts with straight sails, one with oblique sails); - barquentine (barque schooner; one mast with straight and two with oblique sails); - jackasse - a schooner, more precisely, a three-masted topsail schooner (all masts with forward 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); - a schooner, more precisely, a gaff schooner (two masts with slanting sails); - a schooner, more precisely, a two-masted topsail schooner (masts with oblique 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); - shebek (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); - “navisello” (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 oblique sails, the smaller one - the mizzen mast - stands behind the steering wheel); - ketch (two masts with slanting sails, with the mizzen mast standing 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 in coastal navigation). In addition to the listed sailing ships, there were also large seven-, five- and four-masted schooners, mostly of American origin, carrying only oblique sails. Sailing weapons The totality of all the sails of a ship is called sailing equipment. All sailing ships, according to the type of their sailing rig, are divided into ships with direct, oblique and mixed rigs. Straight or ship sailing is called a sailing rig in which straight sails are the main ones, and oblique auxiliary ones. The classic example of direct sailing weapons were battleships with three masts, and smaller warships - frigates, corvettes and brigs. Oblique is a weapon in which the main ones are oblique sails. These include schooners, tenders, ketches, boats, and yachts. Mixed-armed vessels include barquentines and brigantines. Ship's sailing rig: Jib boom; jib; fore topmast staysail; fore staysail; foresail - the lower rectangular sail on the foremast; fore-topsail - the second straight sail from the bottom, located on the fore-topmast; fore-best-topsail - the third sail located on the fore-best-topmast; fore-bom-bramsel - the fourth straight sail located on the fore-bom-browsel topmast; main staysail; main topmast staysail; mainsail staysail; mainsail - the lower rectangular sail on the mainmast; mainsail topsail; mainsail topsail; main-bom-bramsel; apsel - a slanting sail between the main and mizzen masts; cruisel - straight sail; cruys-bramsel; cruys-bohm-bramsel; mizzen - lower oblique sail (oblique mizzen). Straight sails Straight sails have a quadrangular, rectangular or trapezoidal shape and are attached to the yards with their upper side. Such sails are installed across the ship. The lower part of the sail is usually slightly curved upward. With the help of sheets and tacks, it is attached to the underlying yard or to the deck of the ship. The straight sails are turned to the desired position relative to the wind together with the yards using gear called braces and attached to the ends of the yards. Straight sails are named after the yards to which they are attached. The fore, main and mizzen sails are called lower sails, and the rest (topsails, topsails and top topsails) are called top sails. With the increase in the displacement of ships, power and the number of artillery on them, the area of ​​​​the sail armament also increased. For example, in the initial period of Peter the Great’s shipbuilding (the end of the 17th century), ships carried only two straight sails on the foremast and main mast; at the beginning of the 18th century, they had three, and from the end of the 18th century and the first half of the 19th century - four on three masts. On tea clippers and barges the number of straight sails reached 6-7 on each mast. In the times of Peter the Great and until the end of the 18th century, two more straight sails were raised at the bow of the ship (on the bowsprit) - the lower blind and the bomb blind. The lower blind was located under the bowsprit on the blind yard, and the bomb blind was located on the bomb blind yard mounted on the topmast of the bowsprit. Since the end of the 18th century, these sails have not been installed, and instead of them, triangular oblique sails - jibs and staysails - have been raised between the foremast and the elongated bowsprit (with the help of a jib and jig). Straight sails also include additional sails - foxes, which are added to the main straight sails when the wind is tailing. They are placed on the sides of the main straight sails on special spar trees - foxtails, extended from the yards. Lissels were installed only on the fore and main masts. Lisel on the left side consist of: Under-lisel; marsa-lisel; bram-foxel; shot; under-lisel slats; marsa-lisel-alcohol; Mars-Lisel slats; brahm-lisel-alcohol; slats of the brahm-lisel. Straight sail details: Bottom sail; top sail; lyktros; luff; filing; luffs; luff; shrouds; boots; reef seasons; reef cringels; reef tackle krengels; krengels spruit buleni; corner brackets; cable krengels; Krengels with thimble. Vessel structure Longitudinal section of a two-deck sailing ship of the line from the late 18th century: Kiel; stem; princediged; stern post; stern deadwood; bow deadwood; admiral's cabin; wardroom; steering wheel; steering; aft hook chamber; aft bomb magazine; rope box; bow camera; bow bomb magazine. Bow and stern parts of the sailing ship set: False keel; keel; fortimbers; bow deadwood; keelson; falsestem-knitsa; falsestem; stem; grep; princediged; lisel-indiged (support of the figurehead); beams; pillers; stern deadwood; keel heel; sternpost; starn-knitsa. The middle part of the body has almost round contours in cross section. 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. The bulwark of an 18th century sailing ship: Waterways; beams; bulwark velhout; bulwark pillars; bed mesh; 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. 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.
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 sailing ships with direct rigging reached a height of 60 m or more with a thickness of the lower part of up to 1 m. The masts were made of several trees that extended each other in height. The lower tree was called a column or simply a mast, and the extension was called topmasts. 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. Mast structure: Lower mast (column); axle; iron yokes; chicks; long-salings; spreaders; ezelgoft; topmast; topmast; boom topmast; flagpole; klotik; wuling; wooden yoke; fish; scale mount; Wooling mating. The tallest mast has always been the mainmast. Its height for three-masted ships with straight rigging was determined by the length of the ship along the gondeck, folded with 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 topsail 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 with the topmast. On both sides of the mast, shaped pieces called chicks were attached, to them were two longitudinal beams - long-salings, and on the long-salings they laid a topsail platform or simply a topsail. 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 the bow part was rounded. 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. Mars parts: Lower mast (column); chicks; long-salings; spreaders; dog holes; Mars; masthead; ezelgoft; topmast. Connection of the topmast with the topmast: Topmast; chicks; long-salings; spreaders; topmast; ezelgoft; shrouds; 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. 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. Length and diameter of the bowsprit There is different information about the size of the bowsprit. According to Montaigne, on merchant ships the bowsprits were 3/5 the length of the mainmast, and their diameters were 1" smaller; on military ships - 8/9 the length of the foremast. Dumel de Monceau indicates the length of the bowsprit is 1.5 times the length of the midship beam, the diameter is the average value between the diameters of the main and foremasts. The greatest thickness was above the stem; towards the bow it was reduced by half. The bowsprit spur was a foot from the foremast on the first deck. According to Court, the total length should have been 1 1/5 of the length of the midship beam, with a length equal to the midship beam extending beyond the vessel. The diameter was the average between the diameters of the main and foremasts, and its reduction was 1/6. Pari gave the length of the bowsprit as 1.565 times the length of the midship beam, and the diameter as 1/22 of this value. According to D. Steele, ships with more than 80 guns had a bowsprit length of 7/11 of the main mast, and smaller ships had 3/5 of this mast. For ships that had from 64 to 100 guns, Steele gives diameters that were 2" smaller than the diameter of the mainmast, while on ships with less than 50 guns, both the mainmast and the bowsprit were kept to the same diameter. The reduction in this diameter was on the first quarter of the bowsprit 60/61, in the middle 11/12, on the third quarter 4/5 and at the end 5/9. The spur of the bowsprit had 6/7 of its diameter. The introduction of the jib was a notable event. A significant change in armament was associated with this bow part. During the transition period from the blind-topmast to the jib, they were often carried together. In this case, the jib with iron yokes was attached to the side of the bowsprit and passed through the topmast of the blind-topmast. This design can be seen on models before 1730. Later, the topmast disappears, the blind-topmast decreases and turns into a jib rod. In the English Navy, the jib was placed above the bowsprit. Continental ships mostly had a jib rod on the bracket on the bowsprit and therefore the jib was carried on the starboard side at an angle of 45R. For the same reason, the jib was placed diagonally, and not perpendicular to the axis of the bowsprit. The length of the English jig at the beginning of the century was 6 feet less than the width of the ship (the length of the midship beam), and later from 7/10 to 5/7 of the length of the bowsprit. The diameter was 1/8" for each yard of its length. This diameter referred to the inner third of the jig, i.e. from the spur to the ezelgoft. Further towards the nock it decreased: in the 1st quarter 40/41, in the 2nd quarter 11 /12, in the 3rd quarter 5/6 and at the toe 2/3 of the diameter. E. Pari for the vessel "Real Louis" gives the length of the jig equal to the length of the midship beam, and the thickness 1/48 of the length. For a ship with a midship length -beam of 46 feet, he gives a length of 1.2 times the length of the midship beam and a diameter equal to 1/44 of the length.According to Kort, the length of the jig was equal to 1 length of the midsection beam, and the thickness was 1/48 of the length. Until 1735, the English jig was round along its entire length. Then the spurs, 3.5 times the diameter, began to be made octagonal. At 1.5 diameters from the end of the jig, shoulders (“stops”) were placed for the forestay. Until about 1775, the shoulders were parallel, and after that they were conical thinning, turned towards the stern. Immediately after the shoulders there was a vertical cutout of a pulley-hat with a pulley for the jib-ring. Another pulley-hat with a pulley was located 1.5 diameters from the spur and was located horizontally. It served for the jib's halyard. At the back of the spur there was also a horizontal hole for a lashing jig. Bowsprits, masts and topmasts on a sailing ship are secured in a specific position using special rigging called standing rigging. 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: Water stays; Martin stay; Martin stay from the bom-stay (or lower backstay); forestay; fore-moose-stay; fore-elk-staen-stay (serves as a rail for the fore-topmast-staysail); fore-wall-stay; jib-rail; fore-gateway-stay-stay; bom-jib-rail; for-bom-gate-wall-stay; mainstay; main-elk-stay; main-elk-wall-stay; mainsail-stay; main-frame-stay-stay; main-bom-bram-wall-stay; mizzen stay; kruys-sten-stay; kruys-bram-sten-stay; kruys-bom-bram-sten-stay; water backstays; jig-backstays; bom-fitter-backstags; fore shrouds; fore-wall-shrouds; fore-frame-wall-shrouds; for-sten-fortuns; for-bram-sten-forduns; for-bom-bram-sten-forduny; main shrouds; main-wall-shroud; grotto-gateway-wall-shrouds; grotto-wall-forduny; grotto-bram-wall-fortuny; grotto-bom-bram-sten-forduny; mizzen shrouds; cruise-wall-guys; cruys-bram-wall-shrouds; kruys-sten-forduny; kruys-bram-sten-forduny; 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 cables 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 beads. Hemp bleachings 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 stays, backstays, perths, etc.: Water stays; water backstays; jig-stay; backstay jig; bom-jib-stay; Martin backstays; bom-fitter-backstags; upper blind-backstay; lower blind-backstay; perty bom-fitter; jig's perts; lop stays. Water stays are standing rigging that holds the bowsprit from below, designed to counteract the thrust of the foresail and topstays and is a hoist. Water backstays are the standing rigging of the bowsprit, holding it from the sides. Jib-stay and bom-stay-stay - gear supporting the jib and bom-stay from below. Jib-backstay, Martin-backstay, bom-judger-backstay, upper and lower blind-backstay - gear that holds the spar trees of the bowsprit from the sides. Perts of jib and bom-stay, lop-stays - gear that serves as a rail when sailors move along the bowsprit. Running rigging - gear for sail control: Bom-jib-halyard; boom-jib-sheet; jib sheet; fore-topmast-staysail-sheet; fore-sail-sheet; fore-sheet; fore-tack; focal nok-gordeni; focal bull-gordeni; Phoca-gitova; foca bowline; for-Marsa-Gitov; for-marsa-bowline; reef pendant tackle - the end of the tackle, based between the blocks, for pulling up the sails when taking reefs; for-bram-gits; for-bram-bowline; for-bom-bram-gits; reef seasons (reef seasons); main sheet; mainsail tack; grot-nok-gorden; grot-bull-gorden; Grotto-Gitovs; main bowline; grot-marsa-gitovy; grotto marsa bowline; grot-bram-gita; grotto-bram-bowline; grot-bom-bram-gitov; Mizzen-Gitovs; Kruysel-Gitovs; cruiselle bowline; Kruys-Brahm-Gitovs; kruys-brahm-bouline; kruys-bom-bram-gitovy. Running sail control rigging includes halyards, sheets, tacks, gordenis, gypsum and bowlines. Halyards are the gear used to raise and lower sails (jibs and staysails), flags and signals. The sheets are used to control straight (lower) and oblique sails, which pull them towards the stern. Jib and jib have two sheets each, passing on one and the other side of the side or rails. These sheets are usually made double. On forefoot sails with a boom, where the clew of the sail is attached to the foot of the boom, a boom clew attached to the boom is used to control the sail. The clew corners of the foresail and mainsail are pulled, in addition to the sheet, by tacks, which are intended to pull the corners of the lower sails towards the bow, opposite to the sheets. Tacks can be double (and then they are carried out like sheets) or single. In the latter case, the main end of the tack is attached to the clew. The main tacks are pulled at the sides near the foremast, and the foresail tacks on the forecastle, through a block on the side tack (a short spar horizontal tree protruding in the bow of the vessel on each side to extend the windward corner of the foresail by means of the foresail tack). The gordens and gitovs are used to pick up the lower and side luffs and clew angles when cleaning sails and taking reefs. Bowlines - rigging located on the side luffs at the bottom of straight sails, designed to stretch the sail into the wind so that the ship can sail steeply into the wind.

A few notes

The source data that was used in compiling these utilities was taken from

It should be remembered that the “classics” give some generalized, “academic” formulas for calculating the values ​​of the spars and rigging of ships and vessels. Tabular data (sizes of spar trees) for specific historical ships, given in their own works, rarely coincide with the author’s formulas with accuracy “to the last sign”. (Which, of course, is understandable and in no way detracts from the value of these works).

On the other hand, it is well known that (despite all the “regulation” of, for example, military departments) the dimensions of the spar and the sailing rig of the ship could change from navigation to navigation. (Moreover, as an example, there is a well-known case when the screw clipper "Oprichnik" changed its sailing rig already during a long voyage).

In other words, if you, when building a model of a historical ship, use data from the sources below, then you can hardly say: “The sailing armament of this ship was exactly like this,” but you can say: “The sailing armament of this ship could well have been exactly like this.” like this."

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List of on-line calculators:

Nothing new. There are plenty of similar calculators on the Internet. This one is simply somewhat adapted to the needs of (ship) modellers and will help you convert the endless feet-inches of various countries into millimeters, and on the scale you need

On-line calculator for calculating the spar elements of sailing ships - masts, yardarms, topmasts, compiled on the basis of data presented in the works of K.Kh. Marquardt, R.C. Anderson, W. Mondfeld, D. Steele.

On-line calculator for calculating the spar elements of "small" sailing ships - schooners, brigs, tenders... Compiled on the basis of data from J. Fincham, presented in the work "A Treatise on Masting Ships...".

On-line calculator for calculating the spar elements of Russian sailing ships of the late 18th - early 19th centuries. Compiled on the basis of data presented in the work of A.V. Zenkov "The art of making masts, topmasts, yards and other mast things."

As a continuation of the previous calculator, it is also based on data from A.V. Zenkov and is intended for calculating the dimensions of spar trees of Russian military brigs, schooners, tenders of the late 18th - early 19th centuries.

On-line calculator for calculating the elements of standing and running rigging of sailing ships, compiled on the basis of data presented in the work of V. Mondfeld “Models of Historical Ships”.

On-line calculator for calculating the size of blocks used in the mid-19th century on Russian military sailing ships. Compiled on the basis of data presented in the “States...” of 1840.

In addition, we suggest that you familiarize yourself with:

An article by Yu. Miroshnikov in the form of modern spreadsheets will undoubtedly be of interest to ship model builders and naval history buffs

List of primary sources used in compiling calculators:

  • K.H. Marquardt "Spars, rigging and sails of ships of the 18th century"
  • W. Mondfeld "Models of historical ships" (W. Mondfeld "Historische Schiffsmodelle")
  • D. Steel "The Elements and Practice of Rigging And Seamanship"
  • R.C. Anderson "The Rigging of Ships in the days of the spritsail topmast, 1600-1720"
  • R.C. Anderson "Seventeenth Century Rigging"
  • J. Fincham "A Treatise on Masting Ships and Mast Making"
  • AND I. Glotov "Explanation of accessories to the ship's armament"
  • A.V. Zenkov "The art of making masts, topmasts, yards and other mast things"
  • "Standard Regulations for the Present Armament of Ships, Frigates and Other Vessels Belonging to the Fleet" dated 01/18/1806
  • "Regulations for supplies and materials supplied for current weapons to military sailing ships" dated 10/19/1840

With sails are called connected panels of canvas that absorb wind pressure and are used to move the vessel. The totality of all sails is called sailing equipment ship. Windage refers to both the total area of ​​all sails and the types of sails that a given sail carries. vessel or boat (latin, straight, storm, etc.). A distinction is made between bow sail, the area of ​​the sails that are located towards the bow from the vertical axis of rotation. ship, and aft - the area of ​​the sails, which are located aft of this axis. These terms are used to study the effect that the corresponding sails have on the yaw and maneuverability of the ship.

Sail classification

Sails are divided depending on their shape and attachment location.
The shapes are divided into rectangular, trapezoidal and triangular sails.
Depending on the mounting location:
the upper edge of the sails, which are attached to the yard;
sails are one of the sides that are attached to the mast;
sails in which one of the sides is attached to a cable.
In addition, all sails can be divided into straight and oblique - the first are placed across, and the second along the center plane of the vessel. Oblique sails are divided into lateen, gaff, jibs and staysails.

Straight sails

Straight sails They have a quadrangular - rectangular or trapezoidal shape and are attached to the yard with their upper side. The lower side, usually slightly curved towards the top, is attached to the underlying yard or deck of the ship using sheets and tacks. Straight sails are easy to attach and set, and easy to divide into smaller ones. They are widespread, but it is extremely inconvenient for a ship to maneuver with them, since the smallest (effective) angle between the wind direction and the center plane of the bow of the ship is approximately 67 degrees. Vessels with such sails are the five-masted ship “Royal Clipper”, the four-masted barque “Kruzenshtern”. Depending on the yard to which the sail is attached, there are: foresails, fore-topsails (lower and upper), fore-topsails (lower and upper), main-topsails (lower and upper) and main-bom-topsails; mizzen, cruysels (lower and upper), cruys-bramsels (lower and upper) and cruys-bom-bramsels. (Fig. 1)

1 - fore-topmast-staysail; 2 - middle jib; 3 - jib; 4 - boom jib; 5 - foresail; 6 - lower fore-topsail; 7 - upper fore-topsail; 8 - lower fore-bramsel; 9 - upper fore-bramsel; 10 - fore-bom-bramsel; 11 - fore-trumsel; 12 - grotto; 13 - lower mainsail-bracket; 14 - upper mainsail; 15 - lower mainsail-bracket; 16 - upper mainsail; 17 - main-bom-bramsail; 18 - mainsail; 19 - mainsail (small sail, which was used on large sailing ships); 20 - mizzen; 21 - lower cruiser; 22 - upper cruiser; 23 - lower cruise-bramsel; 24 - upper cruise-bramsel; 25 - cruise-bom-bramsel; 26 - cruise ship; 27 - counter-mizzen; 28 - fore-under-foil; 29 - fore-mars-foil; 30 - fore-bram-foil; 31 - for-bom-bram-foil;

Straight sails Previously, they were installed on a blind-topmast (bomb-blinda-boven), as well as on a blind and bomb-blinda-yard (a blind under the bowsprit and a bomb-blind under the jig). Their special feature was two or three holes made to drain water that fell on the sail. The foresail, mainsail and mizzen are called lower or storm sails, the rest - topsails, topsails and top topsails - topsails. (Fig. 2)

set of straight sails


I - regular with one topsail: 1 - mainsail, 2 - topsail, 3 - topsail, 4 - top topsail;
II - with lower and upper topsails: 1 - mainsail, 2 - lower topsail, 3 - upper topsail, 4 - lower topsail, 5 - upper topsail, 6 - boom topsail;

lateen sails

lateen sails these are triangular-shaped sails, tied to the yard with the long side; in the center plane of the vessel, towards the stern, they are stretched using a sheet. Lateen sails are classified as oblique sails. They allow the ship to sail at an angle of 20 degrees relative to the ship's heading and wind direction. Latin sails are named depending on their belonging to a particular mast, namely: lateen foresail, mainsail and mizzen. The largest sail used on galleys was called “bastardo”, the middle one was “borda”, the smallest one was “marabotto”. Each sail was set depending on the strength of the wind. In case of bad weather, a straight storm sail was raised on the “fortuna yard”. Until the end of the 18th century, on ships with straight sails, the mizzen mast carried a lateen mizzen. Already from the middle of the 18th century, mizzen began to be used in two forms: traditional triangular (the so-called French-type mizzen) and trapezoidal, fixed with its upper side on the yard, and the front, vertical, on the mast (English-type mizzen). The mizzen of this shape was similar to a gaff sail - a trysail. (Fig. 3)

Gaff sails

Gaff sails have a trapezoidal shape and are divided into gaff sails (trisails)), gulf topsails, luger or rack And sprint. Trysail has the shape of an irregular trapezoid, which is attached with its upper edge to the mizzen gaff, the lower edge to the mizzen boom and the vertical side to the mast or trysail mast. Gulf topsail is a triangular sail, which with its lower side is attached to the mizzen gaff, and with its vertical side - to the topmast. Triseli placed on the mizzen masts of ships with straight sails and on all masts of a gaff schooner. On tenders, the trysail and gulf topsail are currently replaced by one triangular sail, the vertical side of which runs along the mast along a special groove or shoulder strap, and the lower side is attached to the boom. In the UK it was called Bermuda.

Luger or rack sails They are a type of gaff: their upper side is attached to a small rail, the halyard of which is attached to a third of the length of the rail, counting from the front end. They are called “Tretyaks”. The lower front corner of the sail is pulled towards the bow, and the rear corner - towards the stern. There is also a quarter. This is the name of a lugger sail, the front lower corner of which is attached near the mast, and the halyard is at one quarter of the length of the batten, counting from the front leg. Sprint sails are quadrangular sails with a sharp rear bow angle, which is stretched by a diagonally placed rod - the sprint. The lower end of the sprint rests against the line on the mast, and the upper end rests against the rear butt corner of the sail. Previously, gaff sails were divided into gaff sails with a gaff and a boom (brigantine); gaff sails without boom; sprint sails, similar to the above, called “livarda” - after the name of the sprint sail; luger sails, identical to the Tretyaks, and billanders, also similar to the Tretyaks. The billander was the main sail of ships used by the English and Dutch as merchant ships. These were two-masted ships with a very long trapezoidal sail, which hung on a small yard. Oblique sails include triangular sails: guari and large spherical spinnakers, installed on the bow using a shot - a spinnaker boom - and used in a tailwind. This sail is considered optional. (Fig. 4)

Staysails

These triangular sails run on forestays, which is why they get the name staysail (German: stag - forestay, segel - sail). Staysails, located between the foremast and main masts, are divided into the following: mainsail staysail (used extremely rarely), mainsail staysail (called “coal”, as the smoke from the galley chimney polluted it), mainsail staysail and mainsail -bom-bram-sail. An upsail, or “mizzen staysail”, was placed between the main and mizzen masts; cruise-staysail; kruys-bram-sailsail and kruys-bom-bram-sailsail (Fig. 5). Previously, the following staysails were distinguished: mainsail-sailsail, mainsail-staysail, “second” or “small” mainsail-staysail (midshipsail); mainsail staysail, cruise staysail or “cruise jib”; cruise-staysail, cruise-top-staysail and “second” cruise-top-staysail (rarely used).

Cleaver

These triangular sails are placed between the foremast and the bowsprit, sometimes directly on forestays or rails specially stretched for them. Cleavers appeared in the 18th century.

Modern sailing ships which have a long jib can carry the following jib: on the foresail - a storm fore-topmast staysail or fore-staysail (raised during a storm; in the 18th century, in these cases, a double sail or “storm jib” was installed); on the fore-stay-stay - fore-top-staysail; on the rails - a middle jib, a jib or a boom jib. Sometimes a sixth jib is also used, which runs along the fore-bang stay. With a small jib, sailing ships carried four jibs: a fore-topmast-staysail, a middle jib and a boom-jib (Fig. 6 b). Tenders and yachts are equipped with a special jib, the lower edge of which is of considerable length. Such jib called "Genoa" (Genoa staysail). Military vessels, as a rule, had four jibs: the fore-topmast-staysail, or “small jib”; middle jib, jib, or "second jib" or "false jib"; bom jib, or "third jib".

Additional sails

Sails that are added to the main square sails of a ship to increase speed in light winds are called auxiliary sails. These include: trapezoidal foils and top-foxels, which are placed on the sides of the topsails and topsails, triangular or quadrangular under-foxels, which are placed on the sides of the foresail and mainsail (Fig. 7 or 8).

Previously, canvas, which was attached to straight sails from the sides and sometimes from the bottom, was also called additional. These are foxes or bonnets. They distinguished: fore- and main-bonets (under-lisels), fore- and main-mars-bonets, fore- and main-bram-bonets. Sometimes bonnets or foxes were placed at both the mizzen and the cruisel. During the 14th-16th centuries, bonnets were attached from below directly to the lower sails, including the lateen mizzen. With the introduction of reefs, they went out of use (Fig. 6).

Storm sails

In stormy conditions, the sail area is usually reduced in accordance with the wind strength. Storm sails include the fore-topmast-staysail, storm fore-topmast-staysail, lower topsails, reefed mainsail, mainsail-staysail and reefed mizzen.

Sail parts

Straight sail details

The sails consist of several parallel panels of canvas, overlapped and sewn together with a double seam. The distance between the seams is 2-3 cm. The edges of the sail are folded and stitched, so they are usually double. A vegetable or flexible steel cable, called a lyctros, is sewn along the edges of the sail. The upper edge of the sail, which is tied to the yard, is called the luff or “head”, the side vertical edges are the side luffs and the lower edge is the luff or “sole” (Fig. 9).

The upper corners of the sail are called bow corners, the lower ones - clew corners. (Fig. 10). To strengthen the sail, strips of canvas are sewn in the most stressed areas. If they run parallel to the luff, then they are called bows; if they run obliquely, then they are called bows. The clew and toe corners and the cable rope are additionally sheathed with leather. Reefs are a horizontal row of strings - reef lines, threaded through the sail, which allow, if necessary, to reduce its area. When taking reefs, the canvas between the yard and the corresponding reef bow is rolled up, and the resulting roll is tied with reef bows. This method of taking reefs has survived to this day.

Along the luff of the sail there are grommets, through which small pieces of line are threaded - revenants, which serve to attach the sail to the yard line. (Fig. 11) The sail is placed on the yard and attached with small tips, the so-called outriggers, which are tied to the yard line. The jacket of the laid sail is secured with a triangular piece of canvas tied to the middle of the yard.

Vintage sails

Details vintage sails had the same distinctive features and the same designations as the parts of modern sails. Thus, on a straight sail they distinguished: panels or upper luff, “sides” (side luffs), “legs” (lower luff), clew and foot angles. There were “head”, “side” and “foot” lyktros. To reinforce the sail, boats, stopplates, reef bows with reef gats for reef seasons, etc. were sewn onto it.

Sail parts

I - lower sail or storm sail; II - topsail; III - bramsel;
1 - luff cables; 2 - side luff cables; 3 - reef-roll-hels; 4 - reef seasons; 5 - canvas of the corresponding reef; 6 - revenants; 7 - reef - bows; 8 - reef gates; 9 - krengel boots; 10 - filing; 11 - stopplat; 12 - revenants of the knocking angle; 13 - luff; 14 - side luffs; 15 - luff line; 16 - bowline spruit krengel; (Fig. 12)

full sailing rig of a three-masted ship of the 17th - 18th centuries



1 - grotto; 2 - foresail; 3 - topsails (mainsail, foretopsail or cruise); 4 - bramsel; 5 - bom-bram-sel; 6 - blind or bomb blind; 7 - mizzen; 8 - marsa-foxel; 9 - mainsail staysail; 10 - main-topmast-staysail; 11 - front canopy; 12 - under - fox; 13 - fore-topmast-staysail; 14 - boom jib; 15 - jib; 16 - middle jib; (Fig. 13)

rigging straight sails on a ship of the 18th - early 19th centuries(Fig. 14)

The sail was attached directly to the yard with the help of revants that passed through the eyelets of the luff. On the revant, so that it would not jump out of the eyelet, two knots were made. In a similar way, reef seasons were secured in reef ghats. The hoses were applied in opposite directions and then the ends were tied together. (Fig. 15)

Details of lateen sails

lateen sails They are sewn from canvas, and have folded edges trimmed with lyctross. The luff of the sail, which is attached to the yard, is called the oblique, the stern - the back and the last - the bottom (Fig. 16)

Jib parts

1 - panel; 2 - filing; 3 - lyktros; 4 - boots; 5 - luff; 6 - luff; 7 - lower luff; 8 - tack angle; 9 - kick angle; 10 - clew angle; 11 - eyelets for attaching frames; 12 - krengels;

The upper angle of the sail is called the halyard, the lower forward angle is the tack, and the lower aft angle is the clew. Also called staysail and jib parts. (Fig. 17)

lateen sails They are attached to the yardarms using a running end - a slack line, which passes through the eyelets of the sail and around the yardarm with the loops tightened with a special knot. (Fig. 18)

Gaff sail details

Gaff sails also sewn from panels of canvas and have folded edges around the perimeter. They are trimmed with liktros with corresponding reefs, krengels, bows and bows. The luff that is attached to the gaff is called the top or scythe, the luff that is attached to the mast is called the front (standing), back (clew) and last (lower). Gaff sail attached to the mast using wooden or iron hoops - segars. (Fig. 19)

Trisail parts

1 - panel; 2 - boat; 3 - lyktros; 4 - canvas of the corresponding reef; 5 - reef bows; 6 - reef clews; 7 - tack reef wings; 8 - luff; 9 - luff; 10 - luff; 11 - lower luff; 12 - knock-benzel angle; 13 - clew angle; 14 - tack angle; 15 - upper tack angle; 16 - eyelets for slack line;

Canvas for making sails

Sail sewn from linen, hemp or cotton fabrics. The latter have only transverse threads of cotton, and longitudinal (base) threads of hemp. There are five varieties of such fabrics: “katun” (for sails of shebeks and small ships), double “katun” for topsails and ship awnings, regular “katun” for boats, simple “katun” for shebeks and “katun” with small white and blue squares for tents and curtains. Sometimes “melistukh” canvas was used. It was made in Beaufort and Ogers in the departments of Mayeny and Loiret. There were two types of fabric: a thin and lighter one was used for topsails, staysails and jibs, and a coarser and stronger one was used for topsails, lower staysails, etc. Canvas always had a light gray color. Special sailing threads are used to sew sails.

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Even the smallest modern yacht has a rather complex structure. Structurally, any sailboat is divided into two large parts - the hull and the sailing rig. In turn, the sailing rig consists of the sails themselves, spar and rigging. Let's take a closer look at what it is .

Types of sailboat rigging

The maritime term rigging refers to the entire set of gear available on the yacht, intended for fastening the spar, for controlling the sailing rig and for performing various loading and unloading operations. In turn, all ship rigging divided into standing and running. Each of these types has its own purpose and its own characteristics.

Standing rigging

This includes gear that is stationary while the sailboat is moving. This is where its name comes from - “standing”. It is intended for bracing the spar - the frame on which the sails are attached. Refers to standing mast rigging, serving to space it and hold it in an upright position. So, the front forestay (forestay) and the rear forestay (backstay) keep the mast from falling forward or backward. To prevent the mast from falling to the side, it is secured with shrouds through spreaders - transverse crossbars. In addition to holding the spar in place, while the yacht is moving, the standing rigging takes on part of the running loads, transmitting, along with the mast, the driving force of the wind from the sails to the hull of the vessel.

Standing sailboat rigging attached to the hull of the yacht using pins. Putins are metal fasteners: staples, pins, chains, firmly connected to the hull of the yacht. The shrouds are attached to the stays, and the stays, respectively, to the stays. The tension level of the standing rigging is adjusted using lanyards and special devices in the form of threaded ties.

Standing rigging for ships is usually made from galvanized steel cables with a diameter corresponding to the size of the masts and the area of ​​the sails. Zinc coating makes metal gear more resistant to the aggressive effects of sea dampness. On large sailboats, steel cables up to 50 mm thick are used for standing rigging, and in exceptional cases, even steel chains are used to secure particularly massive elements. For greater flexibility, chains serving as standing rigging are made of shortened links. On small sailing boats, synthetic or natural (hemp) ropes can be used to make standing rigging. For durability and resistance to dampness, they are tarred.

Running rigging

Running rigging a sailboat called equipment designed for performing various rigging works. This can include setting and cleaning the sails, as well as controlling them while the ship is moving, installing the spar, loading and unloading operations, launching and lifting boats. In addition, with the help of running rigging passed through the mast, marine signals are given by raising certain signal flags.

The running rigging of ships received its name because of the possibility of its free movement as needed. One end of the cables is fixedly attached to the object that is to be controlled (sail, spar, load). The second end, called the “running”, remains free, is passed through the block or is temporarily fixed by nodes in the required position. Depending on its purpose, running rigging is divided into sail rigging and spar rigging.

On large sailing ships, running rigging is a very, very complex system, including about a hundred different cables and halyards, each of which performs its own tasks. On a small sailing yacht everything is much simpler. The rigging of the most common type of sailing ship today is the Bermuda sloop, which consists of sheets and halyards.

The halyards are intended for setting the yacht's sails and transferring the spar from non-working to working, and vice versa. The main halyard on a Bermuda yacht is intended for setting the mainsail. The jib is lifted, respectively, by the jib halyard. The sheets on a yacht control the sails and moving parts of the spar directly while moving.

The staysail sheets control the jib, the mainsheet tensions the lower edge (luff) of the mainsail, and the boom sheet serves to control the spar - the boom. The main sheet is routed over the boom. In its upper part there is a groove along which the slider moves, through which this sheet is passed. This mechanism allows you to reduce the effort required to set the sail. One end of the sheet is attached to the lower corner of the mainsail, and with its help, when setting, the sail is pulled out of the roll and stretched along the boom.

The mainsheet refers to the spar rigging and controls the boom. Its wiring is located from the bottom of the boom, in contrast to the mainsheet, which moves along the top of the boom. A topliner is a tackle that is thrown over the top and holds the boom in a horizontal position both when moving and while stationary. For example, the topenant prevents the boom from falling when the main halyard breaks or is released.

Before installing the mainsail, use the topliner to set the horizontal line of the boom. And after setting the sails, the topper is weakened so that the mainsail can work freely in the wind. The boom guy is used as a “counterweight” or balancer to the topenant. It pulls the spar down and works in tandem with the topliner or mainsail, preventing the boom from lifting up by the force of the wind at full courses.



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