Construction of waterfront buildings. Embankment design. Visiting the Afonins

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The construction of embankment walls in the coastal zone, in addition to the main purpose - protecting the territory from erosion, is also associated with the creation of berthing facilities for organizing the loading and unloading of raw materials and finished products.

Within populated areas, embankment walls, in addition to the purposes indicated above, can also be arranged for the purpose of landscaping the coastal territory (to serve the needs of water sports, etc.).

Embankment walls should also provide protection of the coastal area from flooding by flood waters, in connection with which the mark of the cornice of the walls is taken 0.5 m higher than the calculated high water level. The maximum flood horizon with a frequency of 30-40 years is usually taken as the calculated level. In special cases, depending on the possible damage as a result of flooding of the coastal area by flood waters, floods of less frequent frequency can be taken as the design level.

In the conditions of populated areas, the walls of embankments are located along the lines of regulation of rivers and reservoirs. Under the line of regulation is meant the line of intersection of the low water horizon with the surface of the wall of the embankments. The control lines determine the design width of the river and must be consistent with the red lines of the development of the coastal area.

Embankment walls are built of stone, concrete and reinforced concrete. In areas rich in forests, in particular in the north of Russia, wooden embankment walls are widely used.

Concrete and reinforced concrete embankments can be built from monolithic concrete, as well as from prefabricated elements prefabricated at the construction industry.

According to the constructive solution, the following main types of embankment walls are distinguished: gravitational, the stability of which is ensured by the own weight of the wall, and piled, the stability of which is ensured by embedding piles in the soil massif.

The choice of embankment wall design is based on a thorough study of the geological conditions of construction, for which, based on the results of drilling, longitudinal geological profiles are compiled along the embankment regulation line and several transverse geological sections in the most characteristic sections.

It should be borne in mind that geological strata of rocks are rarely permanent even in relatively short sections. The diversity of geological strata and significant changes in the thickness of the layers, and their positions often make it necessary to change the design of the embankment walls every 50-100m.

With a close occurrence of rocky soils from the bottom of the river, the walls of the embankments are erected on a natural foundation. At the same time, the depth of the base of the wall is determined by the depth of occurrence of sufficiently strong non-eroded rocks and in most cases does not exceed 40-50cmbelow the bottom of the river.

In all other cases, embankment walls are erectedon a pre-arranged bed of riprap or on a pile foundation. The rockfill device ensures the leveling of the river bottom and the distribution of pressure from the embankment wall to a large base area.

Wooden embankments are arranged in the form of rows of continuous or through felling, filled with stone, or in the form of piled flyovers. Given the limited use of wooden embankments due to their short service life, their constructive solutions are not considered in this paper.

Usually it is an integral part of a wider range of measures for the improvement of the coastal territory and, in the case of the use of standard and repeated design solutions, is carried out in two stages.

In the design assignment, in accordance with the coastal area planning project, the boundaries of the coastal strip to be strengthened by the construction of retaining walls, as well as (in conjunction with the red building lines) the reservoir regulation lines, are established. Depending on the height of the coast, the hydrological, geological and hydrogeological characteristics of the coastline, the nature of its use and other factors, based on a comparison of options, a transverse profile and a type of constructive solution for retaining walls are established, and their height position is justified; the locations and main dimensions of ladders, piers, moorings and other elements are established that provide access to water for the population and the use of a reservoir for economic, transport, sports and other purposes; considerations for the organization of work are being developed.

Working drawings must contain detailed design solutions for all elements included in the compositionprojected embankment , providing the possibility of their implementation; specifications of elements and parts to be manufactured outside the construction site are compiled, as well as layout drawings necessary to transfer the project to nature.

We expose another fake of official history: the construction of the first granite embankments in St. Petersburg in the second half of the 18th century.

Embankment of the Neva at the Summer Garden

"One of the first decrees of Catherine II, who ascended the Russian throne, was to establish a "Commission on the stone structure of St. Petersburg and Moscow." The task of the commission was "to bring the city of St. Petersburg into such an order and condition that would correspond to the capital of such a vast state."

By the middle of the 18th century, all the largest and most beautiful buildings of the capital were built along the banks of the Neva, while the Neva embankments themselves remained wooden as before. Therefore, first of all, the Commission took up the development of a project for facing the Neva embankments with stone. A special decree was issued, which said: "Here in St. Petersburg, against all our palaces, gardens and state-owned houses, the banks should be made of stone." The general management of these works fell on the shoulders of the architect Y. Felten. In 1762, the construction of the Winter Palace was completed, and the first stone embankment was built here. Then the construction continued upstream the Neva.

Further, I quote the book "Embankments of the Neva", written in 1954 by V. I. Kochedamov. http://www.russianlaw.net/files/art/kochedamov/nab_nevy_web.pdf
"None of the cities in the world in the 18th and 19th centuries knew such significant urban development measures to strengthen the banks of rivers and canals as St. Petersburg. Along with the embankments of the Neva, granite banks of the Ekaterininsky (now Griboedov) and Kryukov canals, the Fontanka and Moika rivers are being erected, the walls of the Peter and Paul Fortress are being faced with granite, etc. Only in 25 years, in the 60-80s of the XVIII century, more than 30 km of granite embankments were built.

To do this, it was necessary to clear the riverbeds, dig new canals, strengthen the banks with hundreds of thousands of piles, lay tens of thousands of cubic meters of granite and even more rubble slabs. The amount of work to date is enormous! On page 27 of the above book, you can see the bank reinforcement scheme and the driven piles in the section.

Considering that all the grandiose construction was carried out by hand, a picture of a truly titanic work is presented, in which the people act as the creator. Thousands of serfs, released by the landlords "for quitrent", in incredibly difficult conditions of merciless exploitation by contractors erected the most complex structures for that time. A lot of ingenuity and skill were shown by engineers and craftsmen, especially when arranging pile foundations for embankments.

In this book, as in the entire official history, there is no mention of the use of any mechanisms, machine tools, equipment, machines, technologies, vehicles, without which the construction of granite embankments would not have been technically possible. If we mention these mechanisms, machines and equipment, then the question immediately arises: what kind of energy did they all work on? And since the disclosure of energy sources was under the strictest ban, that is, there were no official sources of energy at that time, it is logical that there were no mechanisms operating on non-existent energy either!

In studies devoted to the architecture of Leningrad, as
vilo, not given due attention to the granite embankments of the city
kind. (Why pay close attention to the construction of granite embankments in the second half of the 18th century, you will still run into unpleasant questions for which official history does not have an answer.) Meanwhile, a significant part of them were built during their heyday
Russian classicism, and they are an excellent example of engineering
Nernye structures, which, thanks to the unity of design and art-
chitecture forms have become outstanding works of architecture.

Preparations for the construction were carried out vigorously. Not only in Pe-
Terburg, but also in Moscow, Revel, Novgorod and Vyborg
hiring "working people" who, due to the rush in construction, were forced to work by candlelight at night: "working people do their work under
made by tents until ten o'clock in the evening by candlelight "
The pile driving under the embankment of the first distance started in February.
Rale of 1763. More than 1,500 piles are driven in half a month.

It is openly stated that random, untrained, illiterate serfs were involved in the construction of granite embankments, who literally manually created careless ones, which are a work of art!

The artistic qualities of the granite wall of the Neva embankment on-
so perfect that it is perceived as an outstanding
static work. Heavy and dense material - granite
acquired skillful forms of semicircular descents, and the
a feeling of the large weight of the structure and its reliable stability,
on the one hand, the force of the surf of the Neva wave, on the other hand, the pressure
coast masses. Built in the second half of the 18th century,
Berezhnaya is one of the earliest monuments of Russian architecture.
classicism.
The embankment of the left bank of the Neva is built of gray coarse grain
low Vyborg granite. The height of the wall is 3.5 - 3.6 m. Its length
together with bridges (Hermitage, Nizhne-Lebyazhy and Prachechny) - 3
780 m (excluding Admiralteyskaya embankment). Granite parapet
rum 85 x 45 cm. Approximately every 125 m were located
descents and congresses to the water. 18 descents have survived to our time and
3 congresses

“Granite alone,” Rossi pointed out, “can give great
private nature and provide this exceptional advantage. By-
this material should be applied to all parts of the structure,
exposed to the air."

Where were the quarries for the extraction of granite for the construction of embankments in St. Petersburg?
The book gives an answer to this question: "Special granite developments were created near Vyborg."

"Vyborg is a city in Russia, the administrative center of the Vyborgsky municipal district of the Leningrad region. It is located 68 km north-west of the administrative border and 122 km from the historical center of St. Petersburg." (Wikipedia).

The granite mined in the Vyborg quarry had to be transported 122 km to the construction site! How did it happen? Official history will answer this without hesitation: of course, horses were harnessed!
This is how many horses need to be harnessed in order to deliver the necessary 30 km for the construction within 20 years. embankments amount of granite!
Railways in those days, according to official history, did not exist. The first Russian railway was opened only in 1837 and connected St. Petersburg and Tsarskoye Selo.

Here is such a comical fake story about the embankments of St. Petersburg presented to us by official historians. To see how this invented official story is false and has no real basis, let's see how granite blocks are mined, transported and processed in our time to make sure that it is impossible to build embankments by hand!

Granite mining in quarries:

Mining and processing of granite

Extraction of natural natural stone. Granite, gabbro.

How granite is mined

See how the granite blocks are loaded and unloaded, and at the same time pay attention to which vehicles they are transported on.

Loading stone blocks of granite, gabbro.

Unloading granite blocks with a manipulator

What mechanisms exist today for cutting straight and figured cutting of granite:

cutting granite blocks

Processing of granite and gabbro in the workshop.

Rope saw for sawing marble and granite blocks

Cable for curly and straight cutting of stone

And this is how piles are driven:

Driving piles on the pier

As we can see, the writings of a pack of official historians have absolutely nothing to do with reality! If only to bring together all the gentlemen of official historians and force them to build at least a hundred meters of granite embankment together, why are they worse than those serfs?

Sources:
Construction of granite embankments

One of the first decrees of Catherine II, who ascended the Russian throne, was to establish a "Commission on the stone structure of St. Petersburg and Moscow." The task of the commission was "to bring the city of St. Petersburg into such an order and condition that would correspond to the capital of such a vast state."

By the middle of the 18th century, all the largest and most beautiful buildings of the capital were built along the banks of the Neva, while the Neva embankments themselves remained wooden as before. Therefore, first of all, the Commission took up the development of a project for facing the Neva embankments with stone. A special decree was issued, which said: "Here in St. Petersburg, against all our palaces, gardens and state-owned houses, the banks should be made of stone." The general management of these works fell on the shoulders of the architect Y. Felten. In 1762, the construction of the Winter Palace was completed, and the first stone embankment was built here. Then the construction continued upstream the Neva.

Embankment of the Neva at the Summer Garden

For almost twenty years, the Neva embankments became a construction site. The work was not easy and time-consuming, because it was quite difficult to strengthen the banks of the Neva because of their unsteadiness. First, piles were driven in, and then the space between them was filled with earth and cobblestones. On the site near the Summer Garden, from which there used to be a descent directly to the Neva, a rather large strip had to be poured in order to level the general coastline. After fortification, the banks of the river were lined with granite. Embankments were made high enough, always remembering the danger of floods.
In the course of the work, descents to the Neva were also built, which served as moorings, they were decided to be made in a beautiful oval shape. Today, when these slopes are rarely used for their intended purpose, they have become, perhaps, the most romantic places on the Neva embankments.

Construction work also included the construction of bridges across the Fontanka, Lebyazhya and Zimnaya canals at their confluence with the Neva. The graceful bridges that appeared here are often called "humped" for their shape; they have become unique details of the beautiful ensemble of the Neva granite embankments. To be convinced of this, it is enough to approach the Winter Canal and see how the outlines of the whole system of bridges across it repeat the curve of the smooth transition from one building of the Hermitage to another.

Simultaneously with the construction of the Neva embankments, granite lining began on the banks of small rivers. The banks of the Fontanka, the Ekaterininsky Canal (the current Griboedov Canal) were dressed with stone, and later they began to strengthen the banks of the Moika. These small rivers in the 18th century were real transport arteries of a huge city, so here they also made descents to the water, necessary as moorings, threw new bridges and strengthened the old ones.

Today St. Petersburg is unimaginable without high and beautiful stone embankments. They have become a kind of pedestal for buildings that seem to grow out of the granite banks of the Neva.

The text was prepared by Galina Dregulyas

For those who want to know more:
1. Architects of St. Petersburg. XVIII century. SPb., 1997
2. Lisaevich I.I. St. Petersburg. Architectural portrait. SPb., 2002

Consideration of stone works made in Russia before the revolution. This time we are exploring the embankments of St. Petersburg. This is of great help to Kochedamov's book "Embankments of the Neva", the information from which I am supplementing with information from other sources.

"None of the cities in the world in the 18th and 19th centuries knew such significant urban development measures to strengthen the banks of rivers and canals as St. Petersburg.

Along with the embankments of the Neva, granite banks of the Ekaterininsky (now Griboedov) and Kryukov canals, the Fontanka and Moika rivers are being erected, the walls of the Peter and Paul Fortress are being faced with granite, etc. In just 25 years, in the 60–80s of the 18th century, more than 30 km of granite embankments were built.. To do this, it was necessary to clear the riverbeds, dig new canals, strengthen the banks with hundreds of thousands of piles, lay tens of thousands of cubic meters of granite and even more rubble slabs. Near Vyborg, special granite developments were created.

Considering that all the grandiose construction was carried out by hand, a picture of a truly titanic work is presented, in which the people act as the creator. Thousands of serfs, released by the landlords "for quitrent", in incredibly difficult conditions of merciless exploitation by contractors erected the most complex structures for that time. A lot of ingenuity and skill were shown by engineers and craftsmen, especially when arranging pile foundations for embankments.

G. I. SKORODUMOV GRAPHIC SHEET "CONSTRUCTION OF THE NEVA EMBANKMENT". 1780

During the construction of St. Petersburg, the experience of the Netherlands came in handy, where, due to the swampy soil, piles became a necessary component of construction. P. P. Gnedich writes that “thanks to the piles, the Dutch defended themselves from the sea and won back a significant area of ​​land from it. Amsterdam, with a quarter of a million people, is built entirely on stilts.

The fact that Peter I used the Dutch experience because of the similarity of soils is evidenced by his letter to I. Korobov. He points to study "the manner of Dutch architecture, and especially the foundations." The September order, issued by Peter in 1715, read "... each, against his house, paved piles for upholstery of the banks, with a measure of three yards, how many pillars could go against each yard of these pillars." Two months later - a new order "On the completion by the inhabitants of St. Petersburg by next spring, breaking piles against their houses, along the banks of the large and small Neva and channels, under the fear of taking away those yards." So the first embankments were made of wood: oblique wooden piles were driven in, behind which fascines were laid and earth was poured on top. These embankments were washed away by the floods of 1720-21. Therefore, the coast had to be strengthened again and again. Gradually, the banks moved into the riverbed.

The Menshikov Palace, a wooden embankment and a pier, painted like brick. 1917 Engraving by Zubov.

The same place on the axonometric plan of 1764-1773. The increment of the coast is clear.

Nowadays.

The shore in the place where the Winter Palace was later built had a shoal nearby, and therefore it was difficult to strengthen it so that it was possible to drive up to the shore by boat, as prescribed by decrees. Therefore, “the taking away of the territory near the river began, namely, piles were driven in, on which houses were built. First, the coast was poured, then, from 1716, they began to build the wall of the embankment, hammering in paved piles. So the coastline moved towards the river by 80 m. Frequent rebuilding of the embankment gradually reclaimed the territory from the river, and in 1754 it was moved forward by another 9 meters. During the reconstruction of the embankment in our time, it turned out that almost all of its roadway rests on solid piles.

In 1720-1721, the embankments were destroyed by floods. After that, not a single year was complete without the arrangement of new and repair of old embankments. So it was until the middle of the 18th century, when the development of Olonets granite, begun under Catherine II, gave wide building opportunities.

“Care for the creation of a stone Neva bank is especially persistent with the start of construction in 1754 according to the project of the architect V. V. Rastrelli of a new winter palace. In January 1756, an order arrives at the construction office: and the bank opposite to it from the Neva river is so narrow that it is hardly possible to have a junction, why for how much of it and with what fortification to increase it, the chief architect de Rastreliy made ... the plan and profile and it was ordered to widen this bank ... "25. In the same Work began in 1998. To build the embankment, boxes of logs filled with wild stone were lowered to the bottom of the river, but the entire bank was cluttered with warehouses of building materials for the palace, and the construction of the stone bank slowed down, it was resumed only in 1761.

There are four drawings related to the design of the stone coastal wall of this time. Two drawings from 1758 solve the problem of embankment foundation in different ways (Fig. 14 and 15). According to the first of them, boxes filled with stone and lowered to the bottom of the river are reinforced with piles hammered on both sides, and on top they are connected with crossbars, which simultaneously serve as a grillage for the masonry of the wall. The second drawing of the same year provides for the replacement of the boxes with a complex pile foundation system with filling the space between the piles with cobblestone. The same design is indicated on the third drawing of 1760 (Fig. 16).

The fourth drawing, dated 1761, depicts the plan of the embankment and the arrangement of boxes with stone (Fig. 17)26.

During these years, the particular task of strengthening the coast was solved only against the Winter Palace. According to the projects, the granite wall consisted of five rows of large blocks, fastened together with iron anchors. The fencing of the embankment was supposed to be made of stone balusters between stone pedestals - the shapes of the wooden embankment were repeated in the stone. But during the construction, the balusters were replaced with a solid granite parapet.

It is generally accepted that the grandiose construction of the granite wall of the embankment on the left bank of the Neva in 1763 began from the site in front of the Winter Palace. Meanwhile, the embankment here was built in 1762. The only image of it with two straight stairs to the water we find in the drawing by M. Makhaev, referring specifically to 1762 (Fig. 18)27. This is confirmed by one of the first historians of the city, A. Bogdanov28.

Granite embankment near the Winter Palace fig. Makhaeva 1762

At the same time, it becomes necessary to build a stone wall for the embankment on one more section of the Neva...

The first architect involved in the development of the project was an experienced builder S. A. Volkov... At Volkov's suggestion, the total length of all embankments was to be over 6 km (2,862 sazhens) and cover not only the section along the Neva from the Admiralty to the Foundry House, but also part of the banks of the Fontanka, Moika and the Winter Palace Canal. However, a decision is made to confine itself to the construction of only the Nevsky Embankment "from the Galley Yard to the Foundry House." Volkov is drawing up a new project, according to which the length of the embankment is reduced to 3.5 km (1,600 sazhens). Approximately in this volume, construction was carried out32.

The planned coastline is divided (excluding the section opposite the Winter Palace) into four construction distances: the first - from the old Winter Palace to the canal "where the promenade was", that is, to the later destroyed Red Canal near the Marble Palace; the second - “from this channel against the meadow and the 1st garden to the Fontanka; the third - from the Fountain River to the Foundry House "to the current Foundry Avenue; the fourth - "from the Admiralty Glazis to the Galley Yard" covered the current Decembrists Square and the Red Fleet Embankment.

Initially, the construction is entrusted to the office of the “buildings of the Alexander Nevsky Monastery”, which appoints the “garden inspector” I. Rossi as the manager of the work. Then a special “Building Office in St. Petersburg along the Neva River of the Stone Bank” is created. The structural drawings and estimates presented by I. Rossi were modeled on the site already built in 1762 near the Winter Palace.

At the descent to the water opposite house 30 on the Palace Embankment, the date “1764” inscribed on granite has been preserved. On several stone slopes upstream of the river, the dates of the construction of the respective sections are also engraved on granite.

Soon, significant changes took place in the fate of the project that determined the architecture of the embankment ... We learn about the changes in the project from the statement of 1767, which describes the work carried out in the first three years of construction: “five piers, or stairs, were previously relied on direct ledges from the shore , but according to the highest command, they were made into an oval figure in the Neva River and, due to pure work, they cost more”33.

Equally serious changes took place in the architecture of the bridges: “although the bridge was previously assigned to be stone only from the banks across the Fountain River, and wooden lifting in the middle, but for strength it has to be all stone with vaults.”

And finally, the architecture of the embankment itself includes an explanation: “although the balustrades were appointed with iron bars along the shore and piers, but according to the above, for strength, panels were made of sea hewn stone”, and further: “the stone coast, although at first the stone was relied against , as in front of a new winter house, but ... it is made with a tesk on the front side and is very cleaner in the seams.

The layout of the embankment has also undergone significant changes. So, “against the 1st garden at 130 sazhens, although at first the stone bank was supposed to yield to the Neva River by 5 sazhens at the end of the Fontanka, but at the discretion in practice for a straight line of the 3rd distance and so that the water would flow faster into the Fontanka, yielded up to 25 sazhens and in the depths of the Neva river with great fortification, the foundation, as well as the shore, almost comes to finish.

Significant innovations, significantly changing the architecture, were undoubtedly caused by the architectural design of the entire embankment developed by that time. Its author is unknown. In the documents of the first six years of construction, the name of the author of the project is not mentioned, but if the architect is mentioned, it is always S. A. Volkov 34.

Signature drawings also did not survive. There are a number of drawings with images of congresses and descents to the water and a bridge across the Winter Palace Canal, but these are apparently late executive ones.

Facade of the bridge across the Winter Canal (Neva embankments in the section from Pracheshnoy Bridge to the Admiralty, built on 10. M. Felten in 1764-1788)

"... in St. Petersburg it was necessary to create a frame for the mighty and full-flowing river. The large scale of the Neva determined the attitude towards its stone banks, and any rather subtle artist, put in the place of Felten, had to look for the most monumental architectural language. That is why all the masters, those constructing the embankments of the Neva, up to Tom de Thomon and Rossi (the construction of the St. Petersburg embankments was carried out for more than 70 years), strove for heavy stone masses.Thick-walled semicircular ledges protruding into the Neva, arrays of rostral columns, mighty lions at the berths, heavy cast-iron rings above the water itself and, finally, the widest granite parapets - all this was prompted by a deep understanding of the Petersburg landscape. That is why Felten, in the construction of embankments, turned into an artist of monumental forms, and the very granite frames of the Neva became a unique and original work of Russian architecture. http://townevolution.ru/ books/...

Petersburg. Facade, plan and section of the semi-circular descent to the Neva near the Senate Square

Preparations for the construction were carried out vigorously. Hiring "working people" for the construction of the embankment was carried out not only in St. Petersburg, but also in Moscow, Revel, Novgorod and Vyborg. Piling for the first embankment distance began in February 1766, and over 1,500 piles were driven within a half-month.

In addition to the construction of the embankment itself, it was necessary to build several more stone bridges, the construction experience of which has not yet been.

"The work was carried out according to specially drawn up instructions. From the former wooden embankments, it was necessary to protrude into the river up to 4 m or more. The base of the stone wall had to rest on seven rows of piles. the banks of the second continuous row, and then five more rows.At the first row, a beam "below ordinary summer water" was laid, along the next three rows a beam was attached to the piles with iron bolts and the embankment wall was erected, three more rows served "for the sake of buttresses". they were filled with wild stone and rubble, then "mattresses made of wild upland moss" were laid on which the stones of the first row of masonry were lowered from the equipped "spiers" and blocks of ships. The second row of stones was laid along the first row on a thinner layer of moss. In the masonry of the first and second rows for draining water and "henceforth for any need for houses" holes were left. Above, a wall was erected of slabs lined with granite blocks..

The stone wall was made with a slope of 14.5º. It ended with a "cardon stone" - a cornice separating it from the parapet. Granite blocks were 30, 5, 25, 5 and 20 m high and from 1 m to 2.7 m long.

(with a specific gravity of granite of 2800 kg / m3 and with a block width of approximately 0.5 m, we have a maximum block weight of 2.7x0.305x0.5 \u003d 1152.9 kg

We look at the blocks of the Griboedov Canal embankment exposed during the destruction, and we see that their width does not exceed their height. Therefore, the weight of the blocks of the longest length is about 692 kg - Vzor)

Already in 1764, part of the embankment, starting from the Winter Canal upstream of the Neva, was ready. On the parapet of the first semicircular descent behind the Winter Canal, the date “1764” is carved, and then there are descents marked “1766” and “1767” (Fig. 22).

By 1767, work on the first three distances was largely completed. It remains to complete the bridges. In the summer of 1768, they hurried to finish the entire embankment, but there was not enough “consolidated stone” for the bridges and it was hewn from the stones left over from the laying of the wall.

Bridges across the Fontanka, Lebyazhy and Red Canals were built in the summer of 1763 on previously prepared pile foundations. They were built by master Timofey Ivanov36. In the same year, contractors were called for the production of a pile driver on the fourth distance section - “from the Admiralty eye to the Galley Yard”.

Due to the reduction in the volume of work in March 1770, the "Office of the construction of the coast" was liquidated, and its affairs were entrusted to the "Office of the construction of houses and gardens." From that time on, the construction of the embankment was supervised by the architect Yu. designing a site for the monument, including the embankment.

A copy of the drawing has been preserved, depicting a significant segment of the embankment near the present Decembrists Square, with two staircases and a central exit to the river (Fig. 25 and 26). A monument to Peter I is outlined in silhouette along the axis of the congress. The Thunder-Stone, which serves as a pedestal for a rearing equestrian statue, did not yet have a finished form and had not even been delivered to the site. This is also reflected in the project. The image on the drawing of the raw stone once again confirms that the project was indeed drawn up at the end of 1769. and, apparently, belongs to Felten, because in January 1770 it was “for the architectural design of the place for the equestrian statue of Peter the Great, the architect Felten was awarded the appointment”38.

(so who there doubted that the thunder-stone was brought?)

In the winter of 1770, it was planned to beat the piles, but the construction of the embankment was delayed. First of all, it was necessary to arrange a pier for unloading a huge "thunder-stone"41. When the issue of building a pier was discussed, the stone was on its way to St. Petersburg, and on September 22, 1771, a barge with it moored to the place of unloading. Taking advantage of the delay in construction, Felten began to remodel the embankment near the Winter Palace, built back in 1762. Its builders made a number of technical errors. The heavy stone wall was erected on an insufficiently strong foundation, which led to its rapid destruction, and already in 1765 the question of rebuilding was raised.

We found it most rational to "retreat a few fathoms from the old shore and make a completely new one." But the restructuring was carried out only in 1772-1773. Following the instructions of the commission, they hammered in new piles and erected a new

wall pushed into the riverbed. This explains the large width of the embankment in this section, compared with the section beyond the Winter Canal. The difference in width was smoothed out by the convenient location of the exits near the bridge over the Winter Canal and at the Admiralty (Fig. 27 and 28). The construction work was supervised by the architect Y. Felten and the "square business master" Y. Nasonov.

Palace Embankment Hermitage Bridge

During the reconstruction of the embankment near the palace, the descents to the water (instead of the dismantled straight lines cut into the shore) were made the same as in other sections. But the wall received a stone treatment different from the old parts. The front side of the granite blocks was enriched with a notch in the form of small relief circles, giving an interesting chiaroscuro. The same texture was later applied by Felten on the section of the embankment near the monument to Peter I (Fig. 29). The stone panels of the semicircular wall of the descent are also drawn in a different way, which have become overhead instead of embedded.

The construction of the fourth, longest section of the embankment - from the Admiralty to the Galley Yard - proceeded more slowly than the first three. In 1770 piles began to be beaten, and only by 1776 the foundation was laid and the first rows of stones were laid. This is explained by the fact that due to the war with Turkey, the release of funds was limited.

The chief director of the "Commission on the stone structure of the cities of St. Petersburg and Moscow" I. I. Betskoy, insisting on the continuation of construction, pointed out that the lack of funds forced the workers to disband and there was no way to procure materials, which the proper and desired height, due to the indicated shortcoming, will not be raised at the present convenient time, and through what has been done so far, then everything will be washed from the waters that have arrived in the autumn at times and cause such harm that next spring it will not only be necessary to correct it at a great loss, but and done

redo it again this summer"43. And so it happened. The catastrophic flood of 1777 severely damaged the unfinished embankment. Work on the last section was completed only by 178844. During the completion of the embankment, the granite banks of the Winter Canal were also erected"

"The initial project of Rossi involved the creation of a stone wall of the embankment and a metal balustrade. Descents to the water were straight stairs with the same metal railings. part was to be made of wood.

It is worth noting that at that time not only the Palace Embankment was being built. The project envisaged stone cladding of the entire bank of the Neva from the Foundry Yard to the Galernaya Shipyard. On February 14, 1763, the first piles began to be driven into the shore. Already in the course of these works, their volume increased significantly, since it was decided to drive not one row of piles, but 13. In this case, round pine logs were used eight to ten meters long and 20 to 30 centimeters thick.

During the construction process, adjustments were made to the project. Since 1764, the descents to the water were created not straight, but oval. Fences "for strength" began to be made entirely of stone. The author of these changes is unknown. It is possible that they were offered to Catherine II by J. B. Vallin-Delamot, who was then engaged in the reconstruction of the premises in the Winter Palace. The museum of the city of Angouleme in France contains a drawing of Delamotte depicting an oval descent to the Neva.

In 1763-1766, a stone Hermitage bridge was built across the Winter Canal instead of a wooden one. To improve transport links with the Moscow side, the embankment was extended beyond the Fontanka. At the same time, in 1766-1769, the Prachechny Bridge was built across the Fontanka, and in 1767-1768, the Verkhne-Swan Bridge across the Swan Canal was built. The profile of these crossings is organically introduced into the silhouette of the granite embankment. Bridges form a single architectural ensemble with it.

The best architects thought about how to connect the Palace Embankment with the Senate Square and the English Embankment. So, Karl Ivanovich Rossi proposed to build a flyover to arrange a passage over the current Admiralteyskaya Embankment, so that passers-by would not interfere with the launching of ships that were being built at the Admiralteyskaya Shipyard. The project, of course, was grandiose. Rossi wrote: “The dimensions of the project I propose exceed those that the Romans considered sufficient for their monuments. Are we really afraid to compare with them in splendor? But, as the same Makovsky writes: “Later, because of profit, the city fathers allowed to build up the entire embankment with tenement houses ... blocking the Neva facade of the Admiralty, exceptional in beauty, spoiling and making senseless this creation of Zakharov, a piece of genuine old St. Petersburg.” However, the guide G.G. Moskvich for 1915 assures that it is here that old Petersburg is felt. The boulevard on the embankment is: “... one of the best places for a walk for a lover of Petrograd beauties. From here - a marvelous view of the Peter and Paul Fortress, the columns near the Stock Exchange ... "The author lists in detail all the really amazing views that open from here, and concludes:" In this area - you are in the charm of the era of Peter and Catherine, in the influence of Pushkin's stanzas ... "

A. K. Beggrov. View of the Neva from the Winter Palace. Early 1880s

I will touch upon in a few words how intricately they tried to solve the issue of the delivery of granite for the construction of this embankment. In 1869, a project appeared for backfilling the Catherine Canal and arranging Alexander II Avenue in this place. I spoke in some detail about the fate of this project in my book on the Catherine Canal. On May 1, 1870, at a meeting of the Highest Established Commission for Backfilling the Ekaterininsky Canal, the Governor announced the desire of the Minister of Internal Affairs that part of the granite from the dismantling of the embankments of the Ekaterininsky Canal be used to build a new embankment against the Admiralty (that is, this embankment did not have a name yet). The founders of the project agreed to this, but, as you know, in the end the City Duma rejected the project itself. So the granite for the embankment had to be taken elsewhere. And the waterfront was expensive. Mikhnevich, in his guidebook for 1874, lists it among the "huge capital constructions" undertaken by the city authorities in 1873. He cites the amount that it cost the city, and separately the amount that the city paid to the Naval Ministry for the land that went under the embankment.

In the summer of 1875, the architect P.Yu. Suzor and a certain merchant of the 1st guild Kleiber turned to the City Duma with a proposal, which they based precisely on the fact that the costs of arranging this embankment can only be covered by selling plots along it - and there are no buyers, they say. They offered the city to build at its own expense a new building of the City Duma on two sections of the embankment, and in return to receive ownership of the old building on the corner of Nevsky and Dumskaya streets. So, if the City Duma had agreed then, now we would see a luxurious building between Azov, Kerch and Chernomorsky lanes. In the above sentence, these toponyms do not yet appear - the lanes received names only in 1887. Suzor and Kleiber promised to build a new building by the autumn of 1876. The city government discussed this issue on July 12, 1875. She comprehensively examined the building of the Duma that was then (however, we can see it now - it has not been rebuilt), and listed all its shortcomings. The first drawback was that the building was located on the narrow Dumskaya Street, which meant that it was difficult to accommodate the carriages. Then, part of the lower floor was occupied by benches, and 10 firemen were housed in the tower. However, I described all this in detail in my book on the Griboyedov Canal. Now I’ll just remind you briefly: “During the discussion of the Council’s report on this subject in the City Duma, some of the vowels supported the Council’s conclusion on the construction of a new building, while others found it possible to confine themselves only to the adaptation of the present building ...” Since opinions were divided, it was proposed to form a commission of vowels for consideration this question. On October 10, 1875, the commission was elected. Among its members, I would like to name the architect R.B. Bernhard and vowel I.I. Glazunov (whose report seemed to play a major role when the Duma discussed the question of turning the Catherine Canal into Emperor Alexander II Avenue). The commission, having studied the issue, proposed to build the building of the Duma on the Admiralteyskaya embankment. Apparently, the City Duma still did not accept this, so we do not see the Duma building here. We are leaving the Admiralteyskaya embankment to see another place nearby, proposed for the building of the City Duma...

The Promenade des Anglais was the 4th distance in terms of S.A. Volkov, it was built from 1770 to 1788. How once these two names of embankments harmonized - English and French. Meanwhile, the name "English" appeared much earlier - it existed unofficially since the end of the 18th century. Francisco de Miranda often mentions the "English Line" in his diary. In 1814 the name became official. And why Galernaya Embankment somehow began to be called English by itself, can be seen from Georgi's guidebook: “Gallery Embankment is a connection between houses on the left bank of the Neva from Petrovsky Square to the Galernaya Shipyard. Most of these stone houses are built in three tiers and some of them are very magnificent, also all these houses have back houses on Staraya Isaakievskaya Street. Most of the inhabitants are English merchants.

I. G. Mayer. View of the English Embankment from Vasilievsky Island. 1803

As noted in his book about this embankment, T.A. Solovyova: “The first front embankment of the Admiralteysky Island - the English Embankment - has always stood out for its harmony and austere beauty. For a long time, it played the same role for St. Petersburg as the front living room of a rich mansion ... ”In general, without a book by T.A. Solovyova "English Embankment" (St. Petersburg, 2004) it is impossible to consider this embankment. I would like to constantly refer to this book, but there is no point in retelling it.

Nevertheless, the same T.A. Solovyov contrasts the English Embankment with the Palace. In the book “Palace Embankment”, she says: “... looking at the refined, harmonious and at the same time strict in its cold beauty, the English Embankment, you understand: life in its houses was in full swing precisely because it was located away from the prim Palace - the main embankment of the capital of the Russian Empire, where natural feelings were subject to strict etiquette, the presence of power was felt, the spirit of the monarchy reigned ... "

1 - book by V. I. Kochedamov "Embankments of the Neva"

As could be understood from the texts I have cited, the construction of embankments required not only the processing of granite, but also numerous additional works, which, quite naturally, affected the complexity of the entire construction. In addition, the stone blocks of the embankments were processed not only by hand, but almost a quarter of them - according to a special pattern, which achieved such a smooth, like a stucco line of the embankments and their pattern. Alterations can also be added here. So, in terms of the amount of work, the construction of embankments can be approximately compared with the construction of the pyramids.

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