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Although the types of the Ottoman ships in the age of sail are well known to historians, sources on their technical characteristics are notably limited when compared to their counterparts in western Europe. While Ottoman archives usually offer rich inventory accounts, harbor logs and fiscal records, direct technical evidence such as plans, sketches or hull lines drawings are scarce. A recent research of Russian archives has provided new evidence of 18th and 19th century Ottoman ships. This study presents a multi-view hull lines drawing of an 18th century cargo ship kept at the Russian Navy Archives in St. Petersburg. Notes on the drawing suggest that the ship serving the Ottoman navy was captured by Russian forces and then documented through a detailed scaled drawing. The drawing can arguably be the oldest actual plan of a çekeleve or a sacoleva type ship of the period. [ABSTRACT FROM AUTHOR]

Using diverse sources, including archaeological evidence, this paper scrutinises the technology of the ordinary British Atlantic merchant ship, assessing continuity and change during the formation and development of the Atlantic empire (1600–1800). The paper argues that observable continuities and changes in rig, in hull design, and in defensive armament were responses to risks posed to owners, builders, and crews. I state that ‘risk mitigation’ was the main policy of the actors involved in the business, thus suggesting an innovative research path to assess decisions to innovate and decisions not to. This can thus contribute to a better understanding of Atlantic and technological history, as well as to an understanding of risk mitigation as a driving force in business and technology, beyond the more commonly used concept of disruptive innovations. Naturally, changes did take place, and investigate why that is helps us understand the continuity more fully, and ship technology more fully. [ABSTRACT FROM AUTHOR]

Late medieval shipbuilding in Catalonia followed the Mediterranean trend in adopting a frame-first shipbuilding principle with planking placed edge-to-edge. The predetermination of frame shapes using moulds had modified the construction process, as seen in the 11th-century Serçe Limanı vessel with the use of a series of moulds, and 13th-century Culip VI, with the use of a master mould, rising square and rule. Between the 13th and 15th centuries all known Mediterranean shipwrecks were built using the master-mould method, but other factors caused variation in the construction process-not the principle-as exemplified by the 14th-century Les Sorres X built with two overlain keel timbers. [ABSTRACT FROM AUTHOR]

This article draws upon a wide ranging combination of historical traditions, documentary history and archaeology to demonstrate that Tangaloan-rigged Tongan tongiaki and hamatefua voyaging canoes were of mixed autochthonous Melanesian and intrusive Tangaloan descent, and that the Micronesian-rigged drua/kalia and camakau/hamatefua voyaging canoes which succeeded them in Fiji and Western Polynesia were developed from them as an outcome of Tongan adoption of the Micronesian rig in the 18th century, and the corresponding transfer of voyaging canoe construction from Samoa to Fiji. [ABSTRACT FROM AUTHOR]

SUMMARY: The Dutch East India Company shipZuiddorp(also known asZuytdorp) met its demise in 1712 at the base of steep cliffs along the Western Australian coast. Material from the shipwreck includes an extraordinary example of a caryatid herm from the ship’s stern counter. A recent study of this sculpture and the pigments found on its surface demonstratesZuiddorp’s archaic stern construction and adornment, which is more of a late 17th-century, than an early 18th-century, Dutch Indiaman. This paper discusses the results of this study and emphasizes how the smallest pieces of evidence can broaden our understanding of contemporaneous regional Dutch East India Company shipbuilding practices. [ABSTRACT FROM PUBLISHER]

Hornell's publications on 'native watercraft' form a unique 'library' dealing with boatbuilding and boat use. His quest for the origins of water transport, on the other hand, was unsuccessful. In a clarification of the issues involved, Hasslöf criticized Hornell's use of the term 'carvel' and proposed 'shell-first' and 'skeleton-first' as best able to characterize boatbuilding traditions. Those terms subsequently gave way to 'plank-first' and 'frame-first'. Certain north-west European vessels, each built in both those sequences, were identified by Hasslöf as a link between 'plank-first' and 'frame-first'. Such a transition would have been facilitated by the use of 'framing-first', a building sequence used in north-west Europe and in the eastern Mediterranean from the early 1st millennia AD. [ABSTRACT FROM AUTHOR]

The survival of late medieval Mediterranean techniques to conceive and build ships and boats in Brazil was noted by John Patrick Sarsfield in the 1980s, but his study of the Valença shipwrights was interrupted by his untimely death in 1990. This paper summarizes Sarsfield's account of these shipbuilding techniques, examines that published by Lev Smarcevski (1996), and provides some preliminary results of the pilot stage of a project to further research traditional shipbuilding in Valença and the Baía de Todos os Santos region. [ABSTRACT FROM AUTHOR]

Excavations at Yenikapı in Istanbul, Turkey, related to the Marmaray Project, have unearthed remains of Constantinople's Theodosian Harbour, including 37 Byzantine shipwrecks of 5th- to 11th-century date. Eight of these shipwrecks, six round ships and two of the first long ships, or galleys, to be excavated from the Byzantine period, were studied by archaeologists from the Institute of Nautical Archaeology. These well-preserved shipwrecks are an important new source of information on the maritime commerce of Constantinople and the gradual shift from shell-based to skeleton-based shipbuilding in the Mediterranean during the second half of the first millennium AD. [ABSTRACT FROM AUTHOR]

Salvage excavations conducted in the Yenikapı quarter of the historic peninsula of Istanbul by the Istanbul Archaeological Museums 2004-2013 have brought to light the Theodosian Harbour on the Sea of Marmara. In addition to thousands of archaeological artefacts, a total of 37 shipwrecks dating from the 5th to the 11th centuries AD were uncovered, constituting the biggest collection of medieval ships uncovered at a single excavation site. The present article deals with 27 wrecks in the charge of the team from Istanbul University's Department of Conservation of Marine Archaeological Objects, consisting of 23 merchantmen and four galleys. The wrecks are presented with their general characteristics. The preliminary evidence from the Yenikapı wrecks regarding the development from shell-based to skeleton-based philosophy is discussed, and various building phases presented. [ABSTRACT FROM AUTHOR]

In 2000, a well-preserved, c.21 m-long shipwreck, Doel 1, was found upside-down in a silted-up creek near the river Scheldt ( Belgium). An interdisciplinary research project was initiated, including 3 D registration of all timbers, wood species identification, dendrochronology and archaeobotanical analysis of the caulking material. Doel 1, of which 70% is preserved, displays the construction features of a cog. Unseasoned wood was used and dated by dendrochronology to AD 1325/26. Remarkable features include the symmetrical layout of the bottom planks, the atypical arrangement of the frames to the fore, and evidence of partial dissassembly of the ship after intensive use. [ABSTRACT FROM AUTHOR]

This paper presents the debate over the presence or absence of keels in the construction of Egyptian ships of the dynastic period. It contains an analysis of ship representations and models dating to the 18th-20th dynasties of the New Kingdom ( c.1539-1077 BC) that provide evidence for the introduction of keels in Egyptian shipbuilding, and new archaeological material from excavations at Thonis- Heracleion that sheds more light on the question. [ABSTRACT FROM AUTHOR]

Ship 17 is the first of 63 vessels from the submerged city of Thonis-Heracleion in Egypt to have been excavated. The peculiar constructional features of this ship, which dates to the Late Period (722-332 BC), allow us to argue for a previously undocumented type of construction that finds parallels in Herodotus' description of a Nilotic freighter known as a baris (History, 2.96, c.450 BC). The aim of this article is to outline the main characteristics and the possible sequence of construction of Ship 17. [ABSTRACT FROM AUTHOR]

The Newport Ship is the most substantial late medieval vessel excavated and recovered in Britain in recent years. It was abandoned after extensive salvage, possibly following attempts at repairs to the hull. More than 23 m of the clinker-built ship were recovered, along with significant artefact and environmental assemblages. Finds point to strong Iberian connections during the active life of the ship, which arrived in Newport in the Severn Estuary, after the spring of AD 1468. The dismantling and recovery of the ship has enabled detailed recording using innovative 3 D digital techniques and approaches to hypothetical reconstruction. Publication includes a digital archive hosted by the Archaeological Data Service, a substantial report and this article. [ABSTRACT FROM AUTHOR]

Did ancient Mediterranean shipbuilders at the turn of the first millennium have methods to pre-design the shape of their hulls prior to the construction of the ship? If so, can these methods be identified? This paper proposes that ancient shipwrights were in possession of such design methods, based on geometry, that are comparable to the medieval and post medieval hull-design procedures called whole-moulding. These methods are well suited to be transformed into rules-of-thumb, therefore allowing the storage and transmission of accumulated knowledge. The implications of this proposal on the present understanding of the transition from shell- to skeleton-building are explored. [ABSTRACT FROM AUTHOR]

In the 1980s, the Bulgarian Centre for Underwater Archaeology, led by Dr Kalin Porozhanov, undertook limited work on a post medieval wreck lost off Cape Urdovize, near the town of Kitten. In 2000, the Institute of Nautical Archaeology and the Centre for Underwater Archaeology returned to excavate and record the shipwreck in detail. The largest and arguably most important artefact was the hull itself, as it is the first complete excavation of a Black Sea merchantman, dated to the late 18th or very early 19th century. This paper offers a complete and corrected description of the structure of the vessel. [ABSTRACT FROM AUTHOR]

In 2000, the remains of a cog, Doel 1, were found in Doel, Belgium. Wood species identification of all ship timbers and smaller elements was performed. European oak was the dominant species, followed by alder that was used for the fairings. In total 150 ring-width series were recorded. The construction date was set at AD 1325/26 and the timbers proved to originate from forests along the rivers Elbe and Weser. For the bottom strakes a strict symmetrical layout was observed. The keel plank was hewn from a trunk with a slightly earlier felling date. Repairs were performed with high-quality boards, some with a southern Baltic provenance. [ABSTRACT FROM AUTHOR]

The Tektas, Burnu ship (440-425 BC) sank along a rough and desolate stretch of the Turkish Aegean coast. Archaeological excavation of the shipwreck site by the Institute of Nautical Archaeology at Texas A&M University resulted in the retrieval of hundreds of small fragments from the ship's wooden hull and its metal fasteners. Recent study of this artefact assemblage suggests that the coastal trader was built with pine planks and made-frames, and assembled by a shell-based construction method. Fasteners include pegged mortise-and-tenon joints and double-clenched copper nails, and the ship may have had laced extremities consistent with other contemporaneous shipwrecks. [ABSTRACT FROM AUTHOR]

The article reports on post-medieval archaeological research being conducted on ship remains located along the Thames River in the greater London, England area. Nautical archaeological work related to the 19th century shipbuilding industry is presented at sites including Anchor and Hope Wharf. World War II-related archaeological evidence is also reported upon.

This article documents the participation of British and Irish immigrants in an ambitious programme of naval reform in eighteenth-century Spain. In so doing, it explores their integration in their new host country in the town of Ferrol, located in north-west Spain. This town grew up around the royal dockyard which was established there by the middle of the century. In this period, the government of the Spanish monarchy actively developed a policy to attract and import foreign labour for the dockyards in order to face serious competition with foreign countries, gain supremacy over the seas, defend the country and protect its interests abroad. The migration of technicians and craftsmen from British yards to Ferrol has been often analysed on the basis of foreign experience and technology for the development of the shipbuilding industry but little attention was paid to the internal structure of this immigrant population and to the nature of the motivating factors behind these individuals's decision to move to Spain. Based on this argument, this study addresses the presence of women in this migration process, analyses the incentives for migrating and considers the role of social networks as a channel for migration and integration. These issues have been dealt with using data from primary sources which provide a more complete picture to understand this migration to Ferrol and to study the identification and adaptation of immigrants within their new social and cultural environment. [ABSTRACT FROM PUBLISHER]

The aim of the article is to show that the Mutiozabal shipyard in Orio, Gipuzkoa, Spain, was using the tools and procedures of non-graphic hull-design methods into the latter 19th and early 20th centuries. These procedures allow a hull to be designed with a very simple set of tools: a template of the master-frame and some simple graduated gauges or graminhos. The plan of a 65- Burgos-foot (18.11 m) trading boat is used as the basis of the study. The nature of the templates and graminhos is shown in detail, as well as their use. [ABSTRACT FROM AUTHOR]

The article focuses on archaeological studies of Viking era boat building and repair at Sigtuna, Sweden. It states while the preservation conditions for organic matter are poor, a few wooden artefacts have survived while a larger number of iron artefacts have been discovered. It comments on the discovery of parrels which are used in ship rigging to hold yards to masts, as well as the discovery of clench nails. It mentions one well-preserved ancient anchor was discovered in 1961 above sea level.

We report recent fieldwork on an early-16th-century wreck in the Stockholm archipelago, Sweden. The discovery not only provides new insights into early carvel shipbuilding and its adoption across northern Europe but manifests the changing role of ships and the nature of power and agency in the process of state formation at the dawn of the modern world. © 2012 The Authors [ABSTRACT FROM AUTHOR]

As part of a larger project promoting the development of historical dendrochronology in the Iberian Peninsula, ship-timbers from the Arade 1 wreck (mostly planking and framing elements), stored at the DANS/IGESPAR in Lisbon, were examined. Of these, 52 samples were identified as deciduous oak ( Quercus subg. quercus) and two as chestnut ( Castanea sativa). Of 24 timbers selected for dendrochronological research, 23 could be dated, placing the origin of the wood in western France and the felling of trees between AD 1579 and 1583. Their homogeneity suggests they are part of the original construction, which probably took place shortly after AD 1583. © 2012 The Authors [ABSTRACT FROM AUTHOR]

During the 1st millennium AD ship-construction changed. Previously, ships were built 'shell-first'-strakes were installed before frames, giving the hull its shape and integrity. About the mid-1st millennium AD the concept and construction of hulls changed to being shaped by transverse frames fixed to the keel, reinforced by longitudinal members. During the transition varying combinations of the two technologies were used. It has been widely accepted that the transition was completed by the beginning of the 2nd millennium. Recent discoveries, mainly in Dor/Tantura lagoon and lately in Yenikapı, analyses of other hulls, and reassessment of evidence, indicate an earlier completion of the transition. Since this process was the result of many factors, including economic and social, and occurred in different areas of the Mediterranean at different times, no simple linear development is suggested, but a more complex process, which raises questions for future research. [ABSTRACT FROM AUTHOR]

Pollard and Robertson thought that the smaller, northern ‘company town’, in which the employers had greater control over employees and their wage rates, particularly suited the shipbuilding industry. The prosperity of all these towns was greatly affected by the fortunes of the local shipyard and some would have hardly existed at all but for the firms concerned. Employment in Palmers Brothers (later Palmers Shipbuilding and Iron Co. Ltd) yard, early pioneers of the vertical integration of iron production and shipbuilding, was central to the spectacular growth of Jarrow, on the southern bank of the Tyne, between 1851 and 1921. Palmers was Britain’s largest shipbuilders by the 1880s, and they specialised in the construction of ships for the Admiralty before and during the First World War. They remained a major firm in the early post-war period yet, by 1933, had failed so badly that the town’s name would become synonymous with industrial decline and distress. Using a wide range of archival sources, the paper examines the factors that made Palmer’s initially so successful and those that were later to bring about its failure as a business and to have such major effects on the town in which they operated. [ABSTRACT FROM AUTHOR]

The Western Ledge Reef Wreck, discovered and excavated in Bermuda, is an example of Iberian shipbuilding that is still little recognized within a broader Atlantic context. In order to better understand this technological model, the hull remains were revisited and studied during the summers of 2007 and 2008. By combining this new data with that from the original publications and previously unavailable material, this paper outlines details of the construction of a small Spanish vessel that sunk on its way from the New World some time at the turn of the 16th and 17th centuries. [ABSTRACT FROM AUTHOR]

The Warwick was wrecked during a hurricane in Castle Harbour, Bermuda, in 1619, whilst en route to Jamestown, Virginia. Operating as a magazine ship for the Virginia Company, the vessel was carrying supplies, settlers and colonial officials. The Warwick represents not only a suspected late 16th-century all-purpose warship, but also a merchantman that played a fundamental role in supplying the English colonies in North America at the beginning of the 17th century. Although only a small test area of the wreck was surveyed, the preserved starboard side of the vessel revealed significant structural features, shedding new light on the development of English shipbuilding. [ABSTRACT FROM AUTHOR]

The Bermudian shipbuilding industry was an important part of the local economy, and made a particular international contribution to trade and maritime design during the 18th century. Whilst its importance has long been recognized by historians, little archaeological attention has hitherto been paid to the extant remains. This paper describes archaeological survey of two shipbuilding sites, undertaken in 2004 and 2006. The project found that extensive remains of Bermuda's important shipbuilding industry survive; future directions for research are outlined. [ABSTRACT FROM AUTHOR]

This article analyzes the process of co-constructing the systems of maritime navigation, naval design, and the Atlantic slave trade during the nineteenth century. To do so, it reconstructs the complex relations between actors, artifacts, states, institutions, scientific and technological knowledge, ideologies, and the techno-productive systems involved in this process. From the end of the eighteenth century, the legitimacy of the transatlantic slave trade was increasingly questioned. In 1807, the British government -- representing the county with the greatest participation in the trade at the time -- unilaterally abolished it. Simultaneously, it started actively persecuting slave traders and promoted the abolition of the trade among the countries still involved. In this new scenario, transformations occurred among the heterogeneous elements tied to the slave trade, as well as the kinds and ways of interaction between them. To overcome mono-causal and deterministic explanations of technological development, the theoretical and methodological approach we use is constructivist. This allows us to identify new relations, reconstruct new processes, and generate new explanations. [ABSTRACT FROM AUTHOR]

This article connects major changes of the late 1850s and early 1860s in Western shipbuilding technology and the history of the Russian empire. At a time when Charles Mitchell of Low Walker on Tyneside was one of the few shipbuilders in the world who could build warships out of iron rather than wood, the Tsar was responding to defeat in the Crimean War by initiating changes in every aspect of Russia's social, administrative, and military structure. Because Russia could not match recent Western innovations in shipbuilding, the Tsar needed foreign help with his naval reforms. The article recounts Russia's invitation to Mitchell and the work of the Low Walker company in St Petersburg. Mitchell's Russian experience put him in a position to expand his yard on Tyneside and so to become the partner of Tyneside's armaments manufacturer, Sir William (later Lord) Armstrong. [ABSTRACT FROM AUTHOR]

The article discusses the interpretation on the wrecks of ships in Po delta area in Italy. The author states that the wrecks discovered depicts an essential aspect on the history of ship construction in Mediterranean area which helps establish the chronological dating and construction mechanism. Several photographs are presented that depicts the different parts of the wrecks being discovered as well as the prevalent ship design during their production.

Bridlington Quay, Scarborough and Whitby have long possessed harbours. Scarborough and Whitby in particular were the bases for a range of maritime activities that for a period attained a degree of national and even international significance in the later eighteenth and early nineteenth centuries. However, overland transport difficulties constrained their abilities to service the growing inland industrial areas. All three harbours were largely reconstructed during the eighteenth and early nineteenth centuries with the aid of passing tolls paid by vessels engaged in the coal trade from the North-East. In the mid nineteenth century these tolls were abolished and the harbour authorities had to look for other sources of revenue. This paper seeks to examine how these harbours adapted to changing circumstances as their traditional maritime activities and sources of income declined and even disappeared during the nineteenth century. All three were increasingly marginalised in terms of maritime activity whilst their larger neighbours on the Tyne, Tees and Humber continued to expand. [ABSTRACT FROM AUTHOR]

Defining 15th- and 16th-century Iberian shipbuilding traditions related to European expansion overseas is a difficult task. Scarce documentary evidence and the systematic destruction of Spanish and Portuguese shipwrecks by those with a purely monetary agenda make the task even more complex. In spite of these obstacles, data suggests that a distinctive shipbuilding tradition existed on the Iberian Peninsula. Through careful mining of the documentary and archaeological evidence, the concepts behind lberian ship design can be articulated as well as compared and contrasted to other European shipbuilding traditions. [ABSTRACT FROM AUTHOR]

The ‘Gresham Ship’ was found in Princes Channel by the Port of London Authority in 2003. Investigations culminated in the recovery in 2004 of the remains of a small to medium-sized armed merchant ship built soon after 1574, probably in East Anglia or Essex. The wreck provides archaeological evidence of the documented practice of ‘furring’ (rebuilding a ship to increase its breadth). The cargo included folded iron bars, lead ingots and tin ingots, and amongst the four recovered guns is a rare English early cast-iron saker, marked with the grasshopper motif and initials of Sir Thomas Gresham. [ABSTRACT FROM AUTHOR]

A Pilodyn survey of the entire Mary Rose hull and selected timbers in storage was undertaken in order to determine the extent of microbial decay of the wood prior to active conservation. This method was adopted for its ease of use and non-destructive nature. Relatively sound timbers had needle penetration values ranging between 10 and 16mm, while maximum penetration of 40mm was only reported for isolated pockets of decay. It was concluded that there was little decay of timbers while in storage, due to the inability of microorganisms to penetrate deeper into the wood, because their physical and nutritional requirements were not met. [ABSTRACT FROM AUTHOR]

Focuses on the adaptation to shipbuilding employment of the peat-cutters from La Grande Briere, a marshland community in Saint-Nazaire, France. Strike staged by rural workers regarding Penthouet shipyard's reinstatement of its spring schedule of lengthened workdays and extended lunch period; Shift in occupational patterns caused by the labor dispute in Saint-Nazaire.

Attributes the competitive decline of British shipbuilding to British management's failure to substitute bureaucratic for craft methods of work administration during the two decades following World War II. How the failure of British management differs from the principal explanations of Britain's economic decline in the literature; Success and decline, 1890-1939; Evolutionary economics and competitive decline.

A review of the article "Transition from Shell to Skeleton in Ancient Mediterranean Ship-Construction: analysis, problems and future research," by P. Pomey, Y. Kanahov, and E. Rieth concerning shifts in shipbuilding of the First millennium AD is presented.

The article discusses the maritime history of Oman. Oman's past inaccessibility is said to have been replaced by a welcoming attitude under the sultanate of Monarch Qaboos bin Said. Expatriate archaeological teams are said to be exploring numerous 5th and 4th millennium Before Common Era (BCE) sites throughout Oman.