Browsing by Subject "Shipbuilding"
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Item Hull Remains from the Pabu? Burnu Shipwreck and Early Transition in Archaic Greek Shipbuilding(2010-10-12) Polzer, Mark EdwardIn 2002 and 2003, the Institute of Nautical Archaeology excavated the remains of an East Greek ship that sank off the coast of Pabu? Burnu, Turkey, sometime in the second quarter of the sixth century B.C. The scant remains of the vessel?s hull have provided the first archaeological evidence for laced shipbuilding in the Aegean. The diagnostic features preserved in the hull fragments are consistent with those of Greek laced construction, as evidenced in other shipwrecks from the same period found in the western Mediterranean. The planking joinery included edge inserts, or coaks, between the planking strakes and ligatures laced through oblique holes drilled along the sides of the planks through tetrahedral notches. The ship?s framing consisted of pre-fashioned made-frames alternating, on the upper sides of the hull, with top-timbers. The frames had trapezoidal sections, were notched over the planking seams on their underside, and were lashed to the hull. The top-timbers had rectangular sections and were both lashed and treenailed to the planking. Notable in this vessel?s construction is the use of tenons as coaks in its original construction, the earliest example of tenon usage in Greek shipbuilding. The hull?s construction features are virtually identical to those of the Cala Sant Vicen? wreck in Majorca, and mostly similar as well to those of wreck 1 at Gela. The Pabu? Burnu and Cala Sant Vicen? ships are further similar in the use of traditional cylindrical dowel coaks for making repairs to the hull, wherein they are inserted obliquely along one side through the face of the replacement plank. These features testify to a critical phase in Greek shipbuilding when tenons replaced dowels as coaks in laced construction, paving the way for the eventual supplanting of lacing by pegged mortise-and-tenon joinery. Furthermore, examination and comparison of numerous construction details of these and other Greek shipwrecks from the sixth through fourth centuries B.C. suggest that mortise-and-tenon technology could have evolved naturally within the Greek tradition of laced construction, rather than being incorporated directly from some foreign?most likely Phoenician?shipbuilding method.Item Sunrise in the East, sunset in the West : how the Korean and British shipbuilding industries changed places in the 20th century(2013-12) McWiggins, Dan Patrick; Louis, William Roger, 1936-; Minault, Gail; Falola, Toyin; Metzler, Mark; Oppenheim, RobertIn 1965, Britain was less than a decade removed from world shipbuilding supremacy. They yet remained second only to Japan in the industry and boasted a long and proud heritage as one of the world’s best shipbuilders. South Korea, by contrast, at that time had only the barest rudiments of a shipbuilding industry and was not even an inconsequential factor in world shipbuilding. What little shipbuilding was done in Korea in 1965 was primarily concerned with wooden vessels. By 1982, the situation had completely reversed. South Korea was the world’s second-leading shipbuilder and gaining rapidly on Japan, the industry leader. Meanwhile, Britain’s presence in the industry had declined to near-irrelevance and was fading rapidly. This paper examines the technological, social, economic and governmental factors involved in that positional shift and explains how, in roughly two decades, Korea became a world shipbuilding power while the British shipbuilding industry virtually disappeared.Item The Batavia shipwreck(2009-05-15) Van Duivenvoorde, WendyBatavia, a Dutch East Indiaman, sank in 1629 on its maiden voyage to the Indies in the Houtman Abrolhos Archipelago off the coast of Western Australia. The ship gained notoriety for the mutiny and horrific massacre that engulfed the survivors after the wreck, but the vessel itself was lost for centuries. The remains of the ship were discovered in 1963, and excavated between 1971 and 1980 by a team of archaeologists from the Western Australian Museum. The surviving hull timbers, raised from the seabed by archaeologists, represent approximately 3.5 percent of the original hull. They include part of the transom and aft port quarter of the ship. To date, Batavia represents the only excavated remains of an early seventeenth?century Dutch East Indiaman that have been raised and conserved in a way that permits detailed study. This is of great significance as there are no lines drawings or construction plans for any Dutch ships from this period. The study and comparison of the Batavia hull timbers with those of other Dutch shipwrecks and historic documentation contributes to the understanding of Dutch shipbuilding techniques at the end of the sixteenth and beginning of the seventeenth centuries.Item The nau of the Livro Nautico: reconstructing a sixteenth-century Indiaman from texts(Texas A&M University, 2007-09-17) Hazlett, Alexander DeanDocuments and illustrations show that the premier ship in Portugal's India trade during the 16th century was the nau, a beamy, three-masted ship, known in northern Europe as a ??????Carrack.?????? For decades these vessels carried passengers and cargo between Portugal and Asia. Despite the number of vessels involved, relatively little archaeological evidence of these ships exists. While 16th century shipbuilding documents predate the development of ships plans, they include theoretical treatises and scantling lists. From these documents it is possible to reconstruct the construction of a nau timber by timber, employing the mathematical relations and formulas used by the Portuguese shipwrights in conjunction with the timber specifications from a scantling list, creating a 3D computer model of the ship with Rhinoceros 3 modeling software. The result is an annotated and illustrated construction sequence that shows the placement of every timber in the vessel.Item The Venetian Galley of Flanders: From Medieval (2-Dimensional) Treatises to 21st Century (3-Dimensional) Model(2012-07-16) Higgins, Courtney RosaliNautical archaeologists and scholars often try to recreate how ships were built and maneuvered. Due to the delicate nature of older wooden vessels, there is often little archaeological evidence remaining to aid in these studies, and researchers must supplement what little they have with other resources, such as texts. By using computer programs to synthesize and enhance the information in the texts, scholars can better understand the vessel and explore questions that even hull remains may not be able to address. During the High to Late Middle Ages, Venice was a key city for trade and commerce. Its location on the Adriatic Sea connected merchants throughout mainland Europe and the Mediterranean Sea. Since its founding in the low Middle Ages, Venice has been connected to the sea, leading to a long history of seafaring and shipbuilding. By the end of the Middle Ages, Venice had established several trade routes throughout the Mediterranean and Black Seas, and one long sea route into the Atlantic, to Lisbon, Flanders, and London. Although no archaeological evidence of these galleys have been found, several contemporary texts describe the merchant galleys of the 15th century. Two of these texts, dating to the first half of the 15th century discuss the dimensions the galley: The book of Michael of Rhodes and the book of Giorgio "Trombetta" da Modone. Perhaps complementary copies of the same original, these texts contain enough information to reconstruct a 3-dimensional model of the galley of Flanders's hull, in this case using off-the-shelf software ((Rhinoceros). From this computer model the vessel can then be analyzed for volumetric information in order to better understand the hull capacity and how the ship was laden.