Awareness of the need for the navy for Russia found a vivid exponent in the person of Peter I, whose energy, attraction to the maritime business and the political tasks posed prompted an accelerated pace to set about creating a fleet. As a 17-year-old young man, with the assistance of foreign leaders and Dutch craftsmen who remained in Moscow after the construction of ships in Dedinovo, he was building a flotilla on Lake Pereyaslavsky near Moscow. In 1692, two small frigates and three yachts were built at the Pereyaslav shipyard, and Peter himself took a personal part in the work, including carpentry. Not satisfied with this, Peter in 1693 went to Arkhangelsk to "escort foreign ships." There he builds a shipyard and builds two ships, and the third orders in Holland. The following year, he again goes to Arkhangelsk to arm the built ship St. Paul and receive the 44-gun frigate Holy Prophecy that came from Holland. With a fleet of three ships, he enters the White Sea and escorts foreign ships.

These first attempts to create a navy could not satisfy Peter. The White Sea in the short navigation was close to his intentions. Leaving Arkhangelsk and turning his ships built into merchant ships, Peter undertakes a campaign against the Turks. The first Azov campaign of Peter (1695) was unsuccessful; the assaults on the fortress from land were repulsed, and she herself received unhindered supplies from the sea and military supplies, since the Russians did not have a fleet.

The outcome of the first Azov campaign proved the need for a fleet, and the serious construction of ships for the second Azov campaign began.

In 1694, Peter ordered a 32-galley galley in Holland, intended to be sent to the Caspian Sea; she was delivered by ship in parts to Arkhangelsk. It was ordered to deliver it hastily to Moscow, and in the village of Preobrazhenskoye at the sawmill, the production of individual parts for 22 galleys and 4 firewalls immediately began on this sample. Both local, Arkhangelsk and Vologda carpenters, foreigners and soldiers were involved in this work. A shipyard was founded in Voronezh, where parts of the galleys for assembly were transported. Despite the new hard work and a number of problems, these ships were built in 3 months. The greatest length of these galleys is 38 m, the length along the waterline

29 g, hull width 6 m, height from keel to deck 3.8 m, armament - from three to five copper 5- and 2-pound cannons, crews of 130-170 people (Fig. 164). і

In addition, two 36-gun Ap ships were laid in Voronezh. Peter is 35 m long, 7.6 m wide and Ap. Paul length

30 m, 9 m wide; both of them were similar in type to modern foreign ships of the 4th rank. For transportation of troops in Voronezh,

^ ■ At first, the Russian galleys were called penal servants and furcataia, 3 ships were galeases, but then they got the usual names.

Kozlov and other surrounding cities were ordered to build 1300 plows (flat-bottomed barges) and 100 rafts.

In May 1696, the first detachment of 8 galleys headed along the Principium gallery, commanded by Peter himself, moved along the Don; then the rest of the ships set sail, except for the ship Ap. Paul, who was not ready. Fig. 165 shows the ship Ap. Peter and the galleries before Azov.

After the capture of Azov on July 18, 1696, at meetings on military affairs, Peter expressed his opinion “nothing better than being at sea, it’s too close to eat and conveniently many times more than on a dry route, and the fleet is needed for this.” It was decided "to make the ships with all readiness and with guns and a small gun,

Fig. 1C4. The first Russian galleys.

how should they be towards war ”; all the people had to take part in the construction of the ships, for this required the means of large ones that the state had.

“Cumpanism,” that is, company. All the landowners, who had more than 100 peasant households, were to join together to provide one fully equipped ship for every 10,000 households. The clergy - for every 8000 households - one ship. Organizing, merchants and townspeople had to build 12 ships. Owners with fewer than 100 yards were taxed at half a yard. The deadline was given to all on April 1, 1698. The merchants, in order not to get involved with this incomprehensible business, thought to get rid of the service by making a contribution of money, but Peter added 2 more ships to stop such attempts. The owners of the estates comprised 18 kumpanisms, the clergy 17, and the merchants 14. The forest for the construction of ships was given by the government, but it also took care of hiring ship masters who were called from Holland, Sweden, Denmark and Venice.

To conduct all the affairs of building ships, the number of which was determined at 52, 1 was formed Vladimir court order, a prototype of the admiralty of other countries.

The shipyard in Voronezh was expanded, warehouses for timber were built, shops for storing ship parts and weapons, workshops and arsenals (warehouses). In some places, closer to the Don, other shipyards were equipped. Some of the kumpanism began to work, others fled and had to threaten them with strict decrees; the work was difficult, unprecedented before in Russia, and therefore met with misunderstanding and hostility. Not all foreign shipbuilders turned out to be knowledgeable, but because Peter decided to familiarize himself with the case at the best European shipyards, which were then in Holland and An-Glia, and invite the best specialists from there; In addition, it was decided to send 69 young people abroad for training in ship and maritime affairs. The instruction given to them states: “to know the blueprints or maps, compasses and other signs of the sea, to own a ship both in battle and in a simple procession and to know all the gear or tools that belong to it - sails, ropes, and hard labor oars and leaking. " Particular royal mercy was due to those who b) "children" to know how to make those courts in which they accept their temptation. "

In 1697, at the head of Admiral Lefort, an embassy went to Moscow from abroad, into which the tsar himself entered under the name of Peter Mikhailov. The trip lasted one and a half years; during this time, Peter first worked as a simple carpenter to build a ship, from bookmark to launch, in Amsterdam at the shipyard of the East India Company. Unsatisfied that the Dutch “build ships just out of skill and experience without any cunning drawings,” Peter left for England, where he worked at the royal shipyard in Deptford, drawing up ship drawings under the guidance of experienced builders.

Before returning to Russia, he accepted the experienced Dutch admiral Kruys, five captains of ships

1 The cost of the ship at the rate of that time was about 10 000 rubles.

and many sailors and sailors (about 600 people in total); some of them were English, and some were Dutch.

Meanwhile, ships continued to be built at Voronezh shipyards; the construction period was extended until the end of 1698, but the Kum Panam were invited to build another 19 ships, and then another 6, but in fact only 12 of them were laid down. By the appointed time, the ships were almost ready, although due to the haste the construction A pz of damp, unstable forest was conducted; because of this, as well as due to unsatisfactory drawings, various alterations took place. The ships built consisted of those corresponding to the 4th rank of foreign ships (see § 10), ^ then from the six-bombardier ships and twelve galleys. The ships were up to 35 m long, 8-10 l wide, with a draft of 2.0-2.5 .and armed with 26-44 guns, the last

Fig. 166. Construction of ships at the Voronezh shipyard,

they were 12-, 6-, 4-pound and gamblers. Bombardier ships, 25-2Sm long, 8.5 ^ wide, were armed with two mortars and several 24- and 12-pound cannons. The galleys were larger: the smallest was 41 m long, the largest 53 l<, ширина 7,3 м, вооружение состояло из одной 20-фунтовой пушки и нескольких 6- и 3-фунтовых и картечниц. Пушки частью приобретались заграницей, частью изготовлялись на тульских заводах. Кроме того, шведский король Карл XI подарил в 1697 г. Петру 300 пушек,которые были перевезены в Воронеж.

In fig. 166 shows a general view of the construction of ships at the Voronezh shipyard (according to an old engraving). Upon his return from abroad, Peter, together with Kruys and the newly appointed Admiral Golovin, who was appointed the head of the fleet, arrived in Voronezh. There he was engaged in tidying up and correcting poorly constructed ships, entrusting the monitoring of this case to Kruys; last at the same time

^ According to the unsteady Dutch-Venetian terminology, these ships were first called 6apEanoBa.4h (Lars longae) and barbarians, vessels, i.e., built on the model of the Moorish.

a hundred hours to establish the uniform terminology of the parts of the corps and weapons, since there was an incredible confusion in this regard, especially when writing out individual products and monitoring work.

by the spring of 1700 the ships of the kumpanism were ready and accepted. * However, their construction was far from perfect; having for the most part wooden fastening of the parts, they dried up and flowed, all the more so as they were poorly caulked and tarred. The recall of the Dutch resident Gulst, who visited Voronezh, says that out of 30 ships, only 4-5 are serviceable, the rest cost a little. Therefore, Peter, even from Holland, stopped building ships according to old models and decided to continue building with the help of the government, which already had a sufficient number of ship masters, good drawings and gained experience in this matter. A 58-cannon ship Pre-Destination with a length of 36 g and a width of 9.4 m was laid down; it was built according to the drawings brought in from England and is similar to the English ships of that time, as can be seen from a comparison of Fig. 167 with fig. 72 and 73. At first, Peter himself was the builder of this ship, but upon departure he entrusted this matter to the first two Russian naval engineers Sklyaev and Vereshchagin, who studied in Venice. At the same time, the English shipbuilder Joseph Nye began the construction of another 56-gun turtle ship, and the Italian Jacob Moreau started building the “great galeas” 50 m long, 9.4 m wide - the luxuriously finished ship that Peter intended to have for solemn trips. 2

Fig. 167. The ship of predestination.

d All the work of building the kumpaist ships cost them a total of 14 years, after the descent, the water stood for the same number of years and was broken.

A total of 11 ships were built by the treasury. The shipbuilding management and ship scaffolding management was transferred from Vladimir to the Moscow Admiralty Order with the appointment of admiralty captain F. Apraksin - in the future, Fleet Admiral General.

In order to conclude the most favorable peace with Turkey, Peter, whose requirements included the free navigation of Russian warships in the Sea of \u200b\u200bAzov and the Black Sea, decided to demonstrate his fleet to Turkey. As part of a squadron of 11 ships (it was no longer possible to assemble due to a lack of crew), several galleys and other small vessels, he entered the Sea of \u200b\u200bAzov. The squadron included the Admiral's 62-gun ship Scorpio, the Vice-Admiral's 34-gun Good Beginning, the 32-gun Color War of the Shout Benaht (Rear Admiral), the 42-gun Open Gates, commanded by the Tsar under the name of Peter Mikhailov; the remaining ships, under the command of foreign commanders, had from 22 to 46 guns. On the 46-gun ship, the Fortress was sent to Constantinople by the Russian ambassador of the Ukrainians, who, before Kerch, was accompanied by a Russian squadron. The unexpected appearance of Russian ships in the Black Sea made a strong impression on Turkey; a peace agreement was concluded for 30 years, according to which the Azov Territory and part of the coast of the Sea of \u200b\u200bAzov went to Russia, but the question of the free navigation of Russian ships in the Black Sea remained open.

In 1700, a war broke out with the Swedes, diverting Peter's attention to the north, to the Baltic Sea; This war lasted 21 years. New shipyards are being laid up on Onega and Ladoga lakes, on Svir, in Olonets (Lodeynoy Pole), and then in the new capital Petersburg. However, unstable relations with Turkey, initiated by Sweden against Russia, forced to continue building ships in Voronezh, as well as at new shipyards in Tavrov (near Voronezh) and in Taganrog. Ready ships were transferred to Azov, some of the bad ones were turned into provisions warehouses, some old ships were rotten, several large 80-gun ships could not be launched due to the shallowing of the Voronezh and Don rivers, and they were dismantled. When Turkey declared war on Russia in 1710, Kruys sent to Azov could only assemble a squadron of 4 battleships, instead of the planned 19, 3 shnivy, 2 brigantine and 2 galleys. The Turkish fleet, sent to the Sea of \u200b\u200bAzov, consisted of 18 ships and 14 galleys; however, on either side, no action at sea, other than minor clashes, took place. Further measures to strengthen the Azov fleet were stopped by the conclusion of peace with Turkey (after the unsuccessful Prut campaign), along which the entire Azov region returned to Turkey. In 1712, Azov and Taganrog were destroyed by the Russians, guns were sent inside the country, part of the ships were sold to Turkey, the rest were burned. Voronezh construction was completed, the craftsmen and workers were sent to St. Petersburg, where Kruys and the commanders and crews of ships returned. Unfinished ships in Voronezh shipyards until 1727 stood on the slipways, until a fire destroyed them and shipyard equipment.

Subsequently, all activities were aimed at creating a navy in the Baltic Sea. The beginning of the war with the Swedes was marked by the appearance of a Swedish squadron of 5 frigates and 2 haliotes in the White Sea and their attack on Arkhangelsk, which ended in failure - one frigate ran aground and was taken, as well as both haliotes, the rest left. Peter ordered the fortification of Arkhangelsk and the construction of two small frigates there, which were completed in 1702, in the same year the Swedish fortress of Noteburg (present-day Shlisselburg) was taken at the exit of the Neva from Lake Ladoga, and in 1703 the Nyenschanz fortress on the Neva was laid New city - Petersburg; the way for the Russian fleet from Lake Ladoga to the sea was open and it was necessary to intensively create this fleet.

In addition to the shipyards mentioned above, a shipyard is being created on the Syasi River, which flows into Lake Ladoga, and it has six 18-gun frigates (with three-pound guns) and several small vessels. To speed things up, they were allowed to build them from an unstable forest and from hewn, unencumbered planks, as it was broken, and Russian carpenters, who knew the ax well, were not accustomed to using saws. Due to the slowness of construction, a shipyard was also founded in Novgorod (on Volkhov) for the construction of six frigates 20-30 m long, five yachts and five other ships. A 24-gun frigate Standard was laid in Olonets, 24 m long, 7.3 m wide, 2.7 m draft, two shmak, one flute, one galliot and four bots. Small ships were built at shipyards in Staraya Ladoga, on the rivers Luga and Izhora; galleys were built in Vyborg taken away from the Swedes. In addition, tremendous work was carried out to drag land from Arkhangelsk to Lake Onega, and from there to the two frigates built there on Lake Ladoga and Neva.

The first ships built at the Olonets Shipyard corresponded to the 4th rank of English and Dutch ships; they had high stern with guns located in them and one or two battery decks. Since these ships were heavy on the go, the squadron had faster boats - shnavy (Fig. 168), which had two masts with direct sails and 12-16 guns located on the open deck. The ratio of length to width for them was 4, while for ships it was about 3. Small ships were called Pgaaks, flutes, buers, galliots and bots. Shmaki - small brigs - had two masts with slanting sails and a jib; flutes also had two masts, like shmaks; the buers (Fig. 169) had one mast with marseille and one small mast in the stern with mizan; brigantines, bots, etc. had one mast with tender weapons (Fig. 170). Small vessels could also go under oars; their armament consisted of several small cannons, besides large galleys, in the fleet there were still small (up to 30 m long) high-speed galleys - scamnavs (from the Italian word in flight via - to run away); they had three masts with slanting sails and 20 oars.

In 1704, the Baltic Fleet consisted of ten frigates armed with 22-43 six-pound cannons, and nineteen other ships.

Around the island of Kotlin, the Kron-slot fortress was built. The Swedish squadron approaching it was repelled. Peter Burg was protected from the sea, could receive merchant ships coming from abroad, and also build ships at home. Ships were under heavy construction at all shipyards and headed to St. Petersburg, and on November 5, 1704, the Admiralty

the shipyard and builder appointed Fedosey Sklyaev - the best Russian shipbuilder of that time.

After the defeat of the Swedes near Poltava, the capture of Vyborg, Revel, Riga and other cities, the construction of ships in order to strengthen the Bal

Fig. 170. Swedish bot Gedon, taken by the Russians in 1703

the navy was widely developed. Ships were built in Arkhangelsk (three frigates crossed the sea to St. Petersburg), as well as in other shipyards. Large ships were mainly built in the St. Petersburg Admiralty (on the site of the present); in fig. 171

shows a general view of the construction of ships with located at the ends of the Admiralty warehouses of ship parts and patterns, shops and forges. Galleys were built at the mouth of the Neva on the Galerny Ostrov (now the Marty plant), and on the seashore the Galernaya Harbor was built to repair and park them, which has retained its name to this day.

In 1712, the first 54-gun ship Poltava, built in St. Petersburg under the supervision of Peter himself, was launched (Fig. 172). All fleet and shipbuilding management was transferred from the Moscow order to St. Petersburg, declared in 1713 the capital of the state.

Fig. 172. 54-gun ship Poltava.

Until 1711, there were few battleships in the Baltic Fleet. The core of the fleet was 20-26-gun frigates and slugs; they were joined by firewalls, Irams - small flat-bottomed ships, shallow-sitting, with full contours, carrying 18-30 cannons of a large (by that time) caliber, shmak, galliotes, transports, etc. In addition, there was still a separate squadron - a galley. Each galley had one 24-pound gun and 14-16 small-caliber guns, brigantines (armed with three-pound guns) and provisions ships joined the galley squadron; the latter went in tow at the galleys and brigantine. In the period from 1703 to 1711, 20 ships and frigates were launched from Russian shipyards, 11 of them at the Olonets shipyard (including one 50-gun ship Pernov), ^ 5 Shnyav, 2 bombardier ships, 4 prames and 170 small vessels . They were poorly constructed, so that of the 20 ships and frigates mentioned in 1712, only 9 participated in the campaign, the rest were in timbering, and part of the frigates and shnivy turned into firewalls, i.e. recognized as incapable of carrying artillery.

In St. Petersburg, under the personal supervision of Peter, things went better. Since 1712, large linear ships were built. In addition to Poltava, 60-gun ships Catherine, Narva, Revel, Shlisselburg, Ingermanland and Moscow were built. In fig. The 64-gun ship Moscow is shown. Peter took part in the construction of ships and personally approved their drawings. In fig. 174a and 1746, an approved drawing of a 100-gun ship is shown. Since the draft of the indicated ships exceeded b, 2 m, for wintering them a harbor was built on about. Kotlin.

The most active shipbuilders of the Petrine era were Sklyaev and Brown, who built 11 ships each, then Kozenz and Nye, who built 6 ships each. In Arkhangelsk, builder Vybe-Hans built 9 ships. Great assistance in the construction of galleys and the organization of the galley fleet was provided by the Venetian Bocis, who switched from the Venetian fleet to Russian in 1703; in the post of Schautbenacht, he successfully acted at the head of the galley fleet in the war with the Swedes.

In addition to building ships at home, Peter decided to increase the fleet by buying ships abroad. For this, the ship master Saltykov was sent to Denmark and Holland; he purchased the 50-gun ship Antony in Holland (length 40 m, width 11 l). In his report, Saltykov mentions that this ship, built of oak with iron fastening, cost 35,000 guilders (about 19,000 rubles for the price of that time) without guns, which is only ^ / d of the cost of building ships in Russia from a pine forest with wooden mount. In addition, two more frigates were bought - the 32-gun Samson and the 22-gun St. Jacob.

All shipyards were loaded with shipbuilding; by 1712, ships bought abroad also arrived, and also made the passage from Arkhangelsk by sea.

The war with Sweden continued both on land and at sea. The Swedes in the Gulf of Finland had a strong fleet that impeded Russian maritime trade. In the spring of 1713, it was decided to displace

Fig. 173. 64-gun ship Moscow.

swedes from the Gulf of Finland, having captured Finland. A fleet of 93 galleys, 60 brigantines and 50 different small vessels was assembled; there were 16,000 people on the galleys. Under the general command of Admiral Apraksin, the fleet went skerries to Helsingfors; a naval fleet of 7 ships, 4 frigates and 2 shnivy under the command of Vice Admiral Kruys went by sea. The cities of Helsingfors, Abo and Borgo were occupied by Russians, and then all of Finland was annexed to Russia.

Fig. 174a. The theoretical building of the 100-gun ship, personally approved by Peter I.

The navy failed: at a meeting with the enemy fleet, three Russian ships, including the Admiral, ran aground and stopped the battle, losing the Swedish ships. According to the court, Kruys was exiled to Kazan, and Peter himself took command of the ship fleet.

To inflict a decisive blow to Sweden by accessing the Gulf of Bothnia and threatening its shores, a fleet of 18 ships and frigates, under the command of Rear Admiral Pyotr Mikhailov, 99 galleys and scampaways, as well as transport ships with troops, under the command of Apraksin, went to sea-Galerny the fleet reached the final destination of the Gulf of Finland - the Gangut Peninsula. The ship fleet also joined him, having increased after entering Revel to 24 units: sixteen 42-5-72-gun ships, 8 frigates and shnivy (18-32-gun). The further route was blocked by the Swedish fleet of 26 ships.

July 27, 1714 there was the first major naval battle of the Russian fleet at Gangut. Peter planned to bypass the Swedish fleet, dragging the galleys with a drag through the narrow isthmus of the peninsula. The Swedes, learning about this, divided their fleet: 1 frigate, 6 galleys and 3 skherbots went to the place of launching the galleys into the water, and the rest approached the remaining Russian ships.

Fig. 1746. Drawing of a 100-gun ship, personally approved

The passage of the galleys was stopped, and Peter ordered 35 galleys, taking advantage of the calm, to go around the Swedish fleet by sea, and the rest in the fog to go ashore, taking advantage of the fact that the Swedish fleet stretched further from the coast to block the Russian galleys. All the galleys, circling the peninsula, blocked the detached Swedish ships and, despite the advantage of the latter in artillery, took them on board. The winners went to 10 Swedish ships, together with the commander of the shautbutnacht, Ehrenschild.

The Gangut victory opened the way for the Russian fleet to the shores of Sweden, which were subsequently attacked by the galley fleet. The ship fleet in the period 1714-1720 also had a number of successful battles and seizures of Swedish ships. After the sea battle at about. Grengama 35 Russian galleys with 14 Swedish ships, which ended with the capture of 4 Swedish frigates by the Russians, and the raid

60 galleys on the Swedish coast concluded the Nishtadt Peace, 00 to which Livonia, Estonia, Finland and the Prinevsky Territory went to Russia.

The composition of the Baltic Fleet was very diverse; it included battleships up to and including 100 cannons, frigates, galleys, and many small ships mentioned above. By 1715, half of the entire command staff and all the sailors were Russian; foreign shipbuilders are also being replaced by Russians.

Towards the end of the reign of Peter I, the navy consisted of 48 battleships and frigates, 787 galleys and other ships; the number of crews on all ships reached 28 000 people.

The peculiarity of the creation of the Russian navy was that everywhere it appeared after the development of maritime trade communications, in Russia its construction was caused by the need to provide for the seas, which until then the country did not have and without which its further development was impossible.

When SPBBLOG launched the project “Behind the Rare Occupations”, the first visit was organized at one of the oldest and most significant enterprises in St. Petersburg - the Baltic Plant.

The plant is so secret that it entered its territory in mid-spring, and the report was released only in the middle of summer! :)
The story of a visit to the Baltic factory began strangely not only with me, who was even late and could not attend. I had to change from one broken minibus to another, catch up with an electric train, be surprised to find out about the Vasileostrovskaya repair, which was ongoing for half a year at that time, and catch a taxi on Primorskaya. And all in order to catch time where I wanted to go a long time ago!

From the escort, we go to the classroom, where we sign an obligation not to publish any materials without the approval of the Plant Security Service. It’s not a joke, the company has a secrecy regime, the Baltic Shipyard is building ships and ships with nuclear power plants. We promise not to turn the lenses in all directions and, under strict supervision, we move into the factory’s shops, not forgetting to put helmets on our heads. Our tour guide, Konstantin Semenovich Hanukhov (he is in a white helmet), can only be listened to with the help of a radio transmitter, because the noise in the production is very strong.

2.

By the way, there is a sign language interpreter at the Baltic Shipyard, which helps people with hearing problems to work. Alina Manapova, instructor-translator for the maintenance of deaf workers in the photo on the right.

3.

In the first workshop, on our route, the metal is sorted, processed and marked

4.

The delivered metal is straightened on special rolls, the shot blasting machine cleans of rust and then the metal is divided into workpieces convenient for marking.

5.

A special crane with electromagnets lays out the sheets in a certain order.

6.

7.

I was always interested in the question: how do people find the necessary details in the middle of all this warehouse? There are so many of them and they are so similar! Even if marking is written on them!

8.

9.

On this transition we get to another workshop.

10.

Here is the cutting and welding of parts.

11.

It is often necessary to weld very large and very thick sheets of metal. Welding machines come to the rescue.

12.

People, of course, are present, control and conduct additional welding in manual mode, where the machine cannot be reached.

13.

Vitaliy Pavlyukov, collector of hulls of metal vessels of the 5th category

14.

Welding stands are very large.

15.

From the welded large parts, a module of any compartment of the future vessel is obtained.

16.

17.

Even metal cutting is often carried out precisely by people-- not everywhere automatic machines fail.

18.

For the convenience of work, the modules have to be tilted and rearranged.
Electromagnets are no longer able to hold such a mass, steel cables come into play.

19.

In order to weld curved parts correctly, set the desired angle of inclination, a guide stand and a mini-slipway are pre-constructed.

20.

Parts are placed on it and only after the nominal curvature and coupling are exposed and checked, the part will be welded.

21.

It would seem that there is a violation of safety procedures, there are no satellites (individual protective equipment) or headphones on a person. But, as the attendants reminded us, a lot of hard of hearing and deaf people work at the factory.

22.

Stripping and grinding joints. AES full set. Earplugs are not visible.

23.

Photo for scale. Spindle and module from one of the previous photos.

24.

The connected modules are removed from the workshop only with the help of a special transportation machine on 18 twin wheels, which can be controlled independently of each other. Unfortunately, this transport could not be seen.

The time of our tour, alas, is limited, we rush to the street, we must also look at the slipway! Lots of cranes.

25.

At that moment, the assembly of the Arctic icebreaker took place on the slipway.
Surprised scaffolding around the ship's hull.

26.

But we will return to it, in front of the workshop, where the screws and shafts of future ships and ships go through machining.

27.

The territory of the plant is very large. Transportation here is provided, including by internal rail.

28.

This image is processing one of the blades of the lead screw. The photo was originally banned for publication, by the way! However, then, they allowed, because special equipment was not included in the frame.

29.

And from a different angle too.

30.

Cats monitor the observance of the regime of secrecy and the regime of eating!

31.

And here is the ship steering shaft. The impressive size design amazes with its size and is very precisely crafted!

32.

Prevention equipment.

33.

This workshop is smaller, but also huge.

34.

The biggest lathe of the factory.

35.

Now it has a spindle shaft installed. Representatives of the rare profession turner-rollman are responsible for its processing. It’s not easy to become a valikov, a very big responsibility lies on their shoulders. Any mistake can lead to disruption of the deadlines for the entire ship. In addition, the cost of procurement alone exceeds a million euros!

36.

And here’s one of the valoviks: Sergey Dulchevsky, a machine operator of a wide profile of 6 category

37.

The Baltic Shipyard, by the way, is therefore called the Shipyard, which produces on its territory all parts and components of ships and ships, with the exception of electric motors and weapons. This is its difference from a shipyard.

The shipbuilding activities of each maritime power are necessary, and therefore the construction of ships almost never ceases. Any activity at sea has always been considered very profitable, and so it is now. In world practice, the construction of ships provides for the transport of goods, and the cost of freight within the oceans is up to two hundred and fifty billion dollars annually. Only seafood and fish is produced annually at a cost of up to forty billion dollars. The construction of ships is also necessary for the extraction of gas and oil on offshore shelves, which is also estimated at up to one hundred billion dollars a year. The global market for shipbuilding products operates with amounts from seventy to eighty billion dollars a year.

Country Security

But the most important thing now is the construction of ships to ensure vigorous activity on the seas, transport and economic security of the state, especially if there are separate enclaves. This is how geopolitical tasks are solved, additional jobs appear, and population employment increases. All these reasons at the same time - this is the explanation for the fact that all the leading world powers are constantly developing the national shipbuilding industry, thereby increasing the number of major suppliers of technical equipment for marine activities.

The Russian shipbuilding industry, for example, has accumulated vast experience in the creation of ships and ships of all types and for all purposes. The construction of ships is carried out by many shipbuilding enterprises in the Russian Federation, and for this the country does not need to look for partners abroad. We have an excellent metallurgical industry that provides shipbuilding with unique non-magnetic high-strength steels and alloys. All world-class construction materials can be produced directly in our country.

Shipbuilding Veteran

In 1719, the largest hydraulic structure in Europe was built - the Staroladozh Canal, which immediately assumed a huge cargo flow. The ships required repairs and maintenance. But only in 1913 the Nevsky Shipyard opened, one of the flagships of domestic shipbuilding. More than three hundred ships of various purposes were built there only in the early years - passenger, tugboats, and river-sea vessels. Nevsky quickly mastered new technologies, increased production capacity, engaged not only in shipbuilding, but also in traditional ship repair.

Since 2009, it has consistently been fully loaded with shipbuilding orders from various Russian companies. All types of turnkey ships are being built here, but ship repair is also closely involved: navigation, current, medium repairs, as well as modernization and refitting of ships. The shipbuilding plant is conveniently located: a large waterway - the Volga-Baltic Canal - allows you to transport already completed orders both by internal routes and to the international sea port of St. Petersburg.

Factory today

At the Nevsky Shipyard, work is performed with high quality, reliable and timely. This is ensured by the most modern equipment, modernized production and, of course, the professionalism of the company's specialists and their exceptional skill. Nevsky Shipyard is certified by leading classification societies: Germanischer Lloyd, Det Norske Veritas, Bureau Veritas, Lloyd's Register of Shipping, as well as the Russian River Register and the Russian Maritime Register of Shipping.

Now this enterprise is modern and dynamically developing, they are able to solve the most complex technological and technical problems in order to produce products that are in demand by consumers, which meets international standards. The company works with both domestic and foreign customers.

Sredne-Nevsky Plant

Nearby in 1912 the Ust-Izhora shipyard was founded, which later became the Sredne-Nevsky Shipyard, one of the main suppliers leading the construction of ships for the Navy. The plant has a long and glorious history. However, it is even more interesting to observe his work today.

In the 2000s a complete modernization of production was carried out, since the plant was included in the target program for the development of the country's defense industry. Key industrial facilities, a bench base of research institutes and design bureaus where ship design was carried out were re-equipped. New machines and equipment, equipment, all software products were purchased.

New time

Already in 2003, the construction of a series of three-tier superstructures for corvettes began, and in 2008 the multi-purpose vessel Ataman, Lukoil was launched. In 2011, they set a world record in technology by forming a monolithic ship hull made of fiberglass sixty-two meters long. In the same year, construction began on a series of base minesweepers for the Navy.

In 2013, the construction of carbon fiber vessels was mastered, and work began on the site to create a series of raid minesweepers and tugboats. In subsequent years, many high awards have been received for their contribution to the country's defense. Composite construction of this plant has no equal in Russia. In 2016, the Russian Federation transferred a new-generation lead ship designed for mine defense, “Alexander Obukhov,” and in 2017, two more, “Vladimir Emelyanov” and “Ivan Antonov,” were laid, and a new ready-made minesweeper was handed over to the customer.

Shipyard "Vympel"

It all started in 1930 with the construction of motor boats in Rybinsk, Yaroslavl region. During the war, the Vympel shipyard was rebuilt to produce boats with weapons - long-range torpedo boats. In the post-war period, raid minesweepers were produced and at the same time a ship assembly workshop was built, which exceeded all available facilities in area. From 1949 to this day, fire boats have been built here. In the 60s. The production of marine hydrographic bots began and towing motor ships marched in huge series.

A little earlier, the execution of orders of the Navy for the construction (with cruise missiles), which perfectly showed themselves in military conflicts in the Indian Ocean and the Middle East, began and continues to this day. Thanks to this success, the boat boom has begun in the world. In 1980, the Molniya lead missile boat was commissioned, which has still not left the level of world standards, surpassing all foreign standards in terms of power installation and driving performance. The plant is actively trading with the whole world: twenty-nine countries are buying its boats.

Problems

Today, the entry into the world market of domestic shipbuilding is associated with a number of problems. This production area is very specific, requiring the presence of a huge number of related industries - engineering, metallurgy, electronics and much more. Shipbuilding naturally stimulates their development, thanks to such orders related industries reach an ever higher scientific and technical level. One job in shipbuilding entails the creation of four or five jobs in other industries.

But the problem is the huge science-intensiveness of any modern ships and ships, as well as the long cycles of project development and construction itself, respectively, the capital intensity is also high. And the industry in the country after Perestroika has come to such a low level that most of the equipment has to be bought abroad. Domestic shipbuilding requires much more state support and the development of related industries.

Three-quarters of Russia's borders are maritime. More than 60% of the cargo turnover is carried out by sea vessels, mining of mineral resources on our sea shelf is actively developing. That is why the state should support its own shipbuilding. But the situation is different. The Russian fishing and merchant fleet found themselves on the verge of absolute extinction, despite the fact that this situation causes enormous damage from the economic side, and most importantly, national security is under attack.

Everything suggests that Russia has ceased to be a leading maritime power. The domestic fleet practically does not participate in the transportation of foreign trade cargoes (2001 - 4% of foreign trade cargoes passing through Russian ports, and in 1980 there were over 65%). And this is more than three billion dollars a year lost. Civil aviation also left this market - domestic planes do not fly abroad, and this is another billion dollars of damage. And the fleet follows the same path: it decreases both in tonnage and in quantity from year to year, disappears inexorably and steadily.

Ship building

Vessels flying the Russian flag are twenty years old, and no country in the world has such old ships. And the volume of construction of civil courts in Russia does not provide for the replacement of losses. In Soviet times, forty or more marine vessels were built per year. And in 2001, six of them were built. And it took at least three hundred to master the required load capacity. These negative trends need to be reversed, at an accelerated pace, establishing the replenishment of the merchant fleet with the most modern vessels. Now every ship is expensive at the shipyard, but no economically favorable conditions for mass construction have yet been created.

However, the situation with the fishing fleet is even worse. The fishing industry sharply reduced the number of vessels, and therefore the annual volume of fish catch was reduced to terrifying numbers. If in 1989 the country produced more than eleven million tons of fish and seafood, in 2000 only three million tons. Further, this amount has repeatedly decreased. Almost all fishing vessels have exceeded their service life and require replacement, however, the fleet is replenished very weakly, almost nothing. In Soviet times, more than a hundred fishing vessels were launched annually; now they are being built less than ten a year - five or six.

Situation today

In the past few years, certain steps have been taken to correct the disaster. Not all problems have been resolved, but some encouraging figures and facts can already be cited. Today, there are one hundred and seventy enterprises operating in the Russian shipbuilding industry in the following specialties: ship repair and shipbuilding - 65, electrical engineering for marine engineering - 43, marine instrument making - 56, plus 6 related businesses. Today, the industry can already build ships and vessels of absolutely all types with a maximum displacement of one hundred thousand tons.

The industry employs more than two hundred thousand people. This suggests that the situation is gradually stabilizing. 56 research institutes and design organizations that specialize in all types of design work work for domestic shipbuilding. These are shipbuilding and shipbuilding, marine instrumentation, marine engineering and electronics. Many research institutes received state status.

Defense

The growth rate of production of the military-industrial complex is growing, including in the construction of military ships, in contrast to civilian shipbuilding. However, more recently, the level of military shipbuilding, like the technological one, has fallen so low that almost irreversible processes have begun. Today, positive changes can be observed firsthand and hope that in the future, domestic shipbuilding will expand, and the industry will continue its reform.

Historically, there was a certain disunity of designers and builders. And the reform of the industry should first of all exclude such cases by creating integrated structures. The industry's products are extremely complex engineering structures of our time, and here you need to build immediately “clean”, bypassing all kinds of prototypes. Therefore, well-coordinated work is needed, and preliminary conceptual development and accurate formation of the technical appearance of ships and ships are necessary. The country's defense capability depends on this.

Central Research Institute named after Academician A.N. Krylova

This research institute could well again become the "forward looking" industry, as it was before Perestroika, that is, the leading scientific center. Initially, it is the focus of scientific development and all conceivable experimental means regarding shipbuilding areas.

Ship hydrodynamics (controllability, speed, etc.), all types of propulsors, structural mechanics, electric power and energy, including nuclear, radiation and nuclear safety, the acoustics of ships, mechanisms, equipment, electrodynamics, stealth technologies, and much more are practiced here much more. This is a unique and the only institution in Russia that accompanied the design, construction and delivery of ships and ships of all types and purposes. First of all, the activities of the institute are necessary for the Navy.

Once upon a time, on the banks of the Bertul River, people lived. And they called the village of Bertül, and they themselves were probably called the Bertülites. They lived at the expense of transportation and storage of salt. And they lived like this until the end of the century before last, until they decided to start reselling Baku oil in the village and built ship repair workshops dealing with a small wooden fleet. And then the Reds came, looked, thought, and, not waiting for Stalin's death, took and renamed Bertul into the Red Barricades, and converted the workshops into a shipyard. That's about him. And what inhabitants of the village are called now I do not know.

02.
There are several shipyards in the Astrakhan region, but the Red Barricades are the oldest and largest.

03.
Before us is the front door for hire. From this warehouse, through the gate, the metal enters the workshop where it undergoes anti-corrosion treatment and goes into work.

04.
I would love to show you a ship standing on the slipways, or even two. And he himself would have looked with interest, but not fate. Just before our arrival, the plant passed a large order and now the workshops are preparing for the construction of a new giant.

05.
There is where to turn around! One can only imagine what it looks like with a ship already assembled.

06.
We arrived early in the morning, before the shift began. More precisely, we just got to its beginning. Morning break.

07.
Let's walk around the metalworking shop a bit and look at the blanks, blanks and machine tools, and I'll tell you something interesting.

08.
As you might guess, the plant is a city-forming enterprise. The main products of the plant are technical vessels. These are oil rigs, and floating cranes, and pipe layers.

09.
After the collapse of the USSR, the plant managed to stay afloat and conclude several profitable contracts with foreign firms.

10.
Here is the guillotine. After the French Revolution, it underwent significant changes and now easily cuts not only the beautiful neck of Marie Antoinette, but also a rather thick sheet of rolled metal. Knowledgeable people corrected me, this is a beveling machine, i.e. large planer.

11.
I don’t know what. It looks like a pipe bender, but not it. And I’m very interested in what kind of balls in the background.

12.
Machine tools at the factory, although not super modern, but in good condition. And Soviet machines are more maintainable, in extreme cases, the spare part can be machined on a neighboring machine, and not wait six months from abroad.

13.
Machine tools are monumental. I wonder why before all the machines were green or, more rarely, yellow?

14.
A modern computer unit replaces the operator.

15.
Cutting frame of a thermal cutting machine. Here, the metal is cut according to the patterns, and then the details are fed to the edge planer in 10 photos.

16.
Cutters for every taste.

17.
Something from the torture tower. Yes, the overhead crane is powerful there.

18.
I don’t know what “no” is in the lockers, but there are definitely cats at the factory. Normal such working cats, in oil and metal shavings.

19.
Apparently, oxygen. Probably for welding or cutting.

20.
The whole territory of the plant in such railroad crossroads. On carts on rails bring material, finished parts, equipment. On them the finished ship leaves the workshop. And we have to go.

21.
After a morning break, the crews disperse in jobs. The schedule here is standard, eight-hour. There are night shifts during the emergency.

22.
Since the plant not only builds, but also repairs, here you can find ships and boats of various types and sizes. Here, for example, is a fishing vessel.

23.
But the floating hotel (in the background, do not mix it up!). Workers and specialists live in it during the installation and debugging of floating drilling platforms.

24.
And this is a real monster, a Pelican crane with a lifting capacity of 80 tons. Can lift a small ship.

25.
Handsome. The pelican was named because of its resemblance to a bird.

26.
And this is his feeding trough, he eats from here. In the background is a temporary paint shop.

27.
A transformer 380 \\ 220 was found nearby.

28.
We are near the slip. With the help of these engines, ships descend into the water. And rise, respectively, from the water. The engines drive the jamb carts on which the ship rests.

29.
These trolleys, there are nine of them. One such trolley can transport 200 tons.

30.
Safety in the enterprise is another song! She paid a lot of attention.

31.
A few years ago, the company received an international award for industrial safety. I must say that maintaining discipline in such a huge production is a lot of work.

32.
I was always interested in how foreigners translate our old words like “haunt” or “for.” Here, I found out

33.
Partners of the enterprise. Gazprom again

34.
In the conference room are models of ships released at the factory. You can stick there for a long time.

35.
At the end of the tour, we were received by the director of the plant, Alexander Sergeyevich Ilyichev. He is the director of this enterprise since April 1987, more than 23 years! Of course he had something to tell and show. In many respects, it was thanks to this man that the plant survived the collapse of the USSR, the difficult nineties, and during the last financial crisis there were no mass cuts in the enterprise, and therefore there was no surge in unemployment in the village.

36.
And just a week after our visit, Alexander Sergeyevich celebrated his 56th birthday. With what I sincerely, albeit belatedly, congratulations!

I foresee reproaches for not telling about the six-forging method of stamping parts of half-shells, invented at this plant. But I did not find any information about this method at all. Tell me!
  Reports macos   ‘A and borh_84 .

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

Nowadays steamboats are no longer used. They were replaced by motor ships, electric ships and nuclear powered ships. Such a ship flies through the open sea with great speed. Instead of wheel blades, he has a propeller, which moves the ship much faster, screwing into the water. Not ships, but whole floating cities now float on.

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