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The forecastle was also made smaller and moved back. These changes, pioneered by the English under Elizabeth, made their galleons faster and more manoeuvrable and enabled them to sail considerably closer to the wind. Galleons also started using portholes to allow guns to be mounted lower in the hull and not just on deck.
This made it possible to have more powerful guns which would not capsize the ship when fired. The Galleon was a sound multi-purpose design.
War ships would have cannons on all decks whereas a merchant might have one gun deck and use the others for cargo.
Whereas, carracks were usually very large ships often over tons , galleons were mostly under tons. The Manila galleons, were to reach up to tons, were the exception. From to , these were Spanish trading ships that sailed once or twice per year across the Pacific Ocean between the Philippines and Acapulco in New Spain. Goods would then be taken overland to VeraCruz and hence to Spain. The galleon continued to be used until the early 18th century, when better designed and purpose-built vessels such as the fluyt , brig and the ship of the line rendered it obsolete for trade and warfare respectively.
In time, the long beak became curved and shorter, top sails were added, jibs were introduced and the lateen-rigged mizzenmast was replaced with a gaff rigged spanker sail. Modern Junk Rig. Borrowed from Glendale School. Anything that floats can be lashed together to serve as a primitive boat and, starting with log rafts, early man went on to develop dug-out canoes, reed boats and kayaks.
Viking Drakkar. Cog on Paris Crest Northern Cog. Mediterranean Cog. Caravela redonda. Large Caravel. Vespucci's ship tons, 86 men. Magellan's Victoria Replica. Columbus ship Single hold. A ton India Nao 4 decks below. This was typical of the versatile cargo ships of northern Europe between the early Middle Ages and the era of great discoveries, although this type later coincided with the nava, more typical of the Lateen-rigged cargo ships. The clinker kogge was the first and most emblematic of these northern ships.
It was not created as an imitation of the nava but rather a derivative of the Scandinavian cargo ships, lined with clinkers, while in the Mediterranean freeboard construction, as in the past, Predominated. The Kogge was above all a functional, very large and belly-ish cargo ship: 3 to 1 ratio, rarely more than 30 meters long and tons. She possessed only one mast, but in the fifteenth century two or three, before turning into a carrack.
Classical kogges primarily used primarily in the Baltic by the rich merchant cities of the Hanseatic League united in , were built in oak with ash couples, and with a deck clearing a large hold. Their slowness was to be Compensated by better management of the hold, well-closed bilge panels to avoid flooding, and a single sail. The small bow mast, served only to to suspend a small square sail for harbour duties. The hull was often reinforced by transverse beams, like those showed here.
Quickly adopted by the British who also produced a local version of the nava, the Roundhip Cog had a raised platform for archers and a small front forehead almost always rectangular.
The stern post was almost straight, supporting a large rudder with straight bar, the transverse lever system only appearing much later.
The hull was quickly adopted in the Mediterranean, with local constructions, such as the freeboard, and a rounded bow instead of right. In fact they were almost identical to the naves. This ship dominated trade waterways for three centuries as an all-purpose do-it-all ship, evolving by first adopting a mizzen carrying a Lateen sail on the quarter-deck and then a short bowsprit carrying a small square sail.
The Trade Nava was well used in the medieval period, in the Mediterranean, strongly influenced by the Byzantine cargo ships, from which she shared many characteristics, including the galley-type rear, tilted front mast and Lateen sails. The Franks made great use of it in the Mediterranean, also marrying square sails to this rigging.
Such a ship was unstable and designed for pure speed. Therefore Snekkars were very fast warships. Their sails were much less developed than other Langskips as they had to be able to pull down the masts quickly, and propulsion by oar was practically default. Smaller ones like this illustration above were not decked and the frames rested on the keel rather than being embedded.
Perfectly symmetrical, they were designed so that the helmsman could move his rowing from the rear to the front and the mast was in the center to balance the masses. Snekkars were clinker-built overlapped planks like on a roof , scandinavian-specific, but often from green pine, which gave them their great flexibility, or Oak Like the Oseberg ships.
Curved parts came from trees or branches in the desired shapes. Snekkars, known sagas, were probably the main ships of the Vikings from the ninth to the twelfth centuries.
Thanks to their large, tightened form, and almost flat bottom they could go virtually unimpeded on all rivers in Europe. On the other hand, they are not strong enough to face the high seas serenely in heavy weather, except the Langskips of the largest dimensions. The latter formed the majority of the Snekkars.
The name was derived from Snekkja, which was borrowed from Snekjur. The shields rested on the Skjaldrim, a loose trim that increased buoyancy and protected spray while covering the oars and providing a tie to the shields. Archetype of the Byzantine war ship, the Dromon ruled over the eastern Mediterranean until the fall of Constantinople.
The Dromon is the most famous Byzantine ship. This fast galley was indeed the standard of the fleet of the Eastern Roman Empire from to AD.
The name evoked speed, but the Dromon was also a general type, including other units. The one that remained under this name was large enough to be much sharper than the heavy Roman quinqueremes, and much faster thanks to the systematic adoption of multiple rowing lines from 2 to 3 rowers by oar.
In general, the Dromon, a bireme, was propelled by 80 oars for the biggest ones like the one represented above, of 50 by 7 meters , and could total rowers, not counting the 80 soldiers, archers, officers, and crew for ballistae and catapults.
Sand and skins coated with vinegar were the only protections against these weapons. Moreover, the hull of the Dromons was often doubled in copper, in order to avoid the consequences of ramming, so these were also early ironclads. The Byzantine naval domination was also largely due to these ships, much improved over the centuries and soon at the origin of the whole range of specialized vessels, large and small.
The Nao lat. Nava was the generic Portuguese name given to carracks, which were widely used alongside caravels to build the first colonial empire in , extending from Africa to Asia. These solid ships married Latin and Nordic influences and were well suited to the Atlantic and long travels.
Their construction required clinker assembly and reinforcing beams. They had large holds to store food, water, live animals, an iron worker, a millstone, glassware for barter with indigenous, but also weapons and gunpowder to show strength. Artillery however was overall modest gun port had just been invented consisting in a few heavy pieces and a large majority of smaller calibre breech-loading swivel guns and swivel-fixed arquebus in the castles.
The idea was more to frighten and impress the locals than to fight against possible encounters at these latitudes. Its ancestor, the Byrding, was assimilated to a boat without sails, which nevertheless possessed many of the langskip peculiarities. However, there was a common ancestor which was close to it, dating back to the 3rd century BC. Possibly the first clinker-built boat, with overlapping planking such as the tiles of a roof.
This technique allowed a better strength in heavy seas and storms, frequent in these northern Sailing Boat 6 Letters Crossword Maker latitudes, but also ensured a greater impermeability. They had a lacing of couples in roots of spruce, giving them great flexibility. In this they inherited Neolithic skin boat. Drakkars are basically large symmetrical boats, able to reverse quickly if needed, with low draft and flat bottom, but also often without decks.
The mast, short and always single, was placed in the center of the ship, stuck in a bulge of the master-couple planted on the keel. This mast could be dismantled for manoeuvrers, but at sea it was almost always sufficient for the propulsion as there was no shortage of wind. The oars were manned by a single man in general, used mainly for river, bays and cabotage, where the shallow draft allowed them to go everywhere. It is often forgotten that these ships also traded a lot, therefore river cities which abunded throughout Europe and Russia were always capable to reach almost every of them, how deep inland they were, like Kiev now in Ukraine.
The strikingly handsome lines of the Oseberg ship are worthy of an art museum. Their hulls were also often ornamented with patterns of the same order proper to the Drekis, the type of Langskips related to the Snekkar but generally much more decorated. The Oseberg boat was discovered in by a farmer from Oseberg, in the Vestfjold region.
She was exhumed and preserved byarchaeologists Gustavson and Shetelig. This was not the first exhumation of a medieval scandinavian ship, because others had been cleared as early as the seventeenth century.
But the gorgeous ornamentation and perfect state of conservation were a first. Details of the decoration. As a Langskip, the Oseberg was rather short and wide 22 meters by 5 but was particularly unusual form was emblematic of the Dreki and Snekkars in general. Dated from AD. The mast was about 9 meters high and the sail was about 90 m2. She had to be able to sail at 10 knots just by wind power. The well-worked decorations of the stem piece perhaps because the owner was a woman? The Sud was the summum of the largest Langskips, a late type for worlwide expeditions.
Among the most famous of the ancient texts, the Ormen lange long serpent , Busse of Olaf Tryggvason King of Norway in was renowned with its 45 meters length and 68 rowers divided into two series of 34 row banks. She was also known as high as a Knarr, characteristic of heay duty Busses. There was no doubt that these large fully decked ships had enough space for horses in their cavernous holds and large space for workshops, forges and all what necessary for long expeditions.
The illustration vessel, a large Sud, is an example of the largest Langskips ever built. Built in old Oak, with a crew of more than men including rowers, mostly divided into double rows on a double set of 20 alternate oars , was equipped with grappling hooks and four anchors.
The oars were so heavy that they were manoeuvred by two men each. This ship was about 50 meters long by 10 meters wide, which was still possible with the building techniques of the time used for Knarrs. The Gokstad and Skuldelev ships , stronger than the Oseberg, were reconstructions of these great Langskips, the meter-long Gaia and above all the Skuldelev 2, over 30 meters long as described by the Sagas, and restored by the Roskilde Museum team.
The Sud was even more impressive. Such a figure indicates that they had to have about 70 oars with swim, which gives in analogy of 80 meters, which seems incompatible with techniques of construction of the time� We know however that at least two ships corresponded to this late typology well after Viking invasions era, in the thirteenth century, such a the Mariasuden and the Kristsuden The latter, built by King Haakon Hakonsson, had 37 oars on each side, 74 in all, probably rowers.
The double, or even triple rowers double swim was induced by the length of the oars. Reported to the rest of the manoeuver crew and to any additional embarked warriors, these Langskips could actually approach the men. In any case, the largest Sud Kristsuden was described as having 37 sections, ca 52m according to the old measurement systems: Keel and lots were 74 so about The ships with 40 sections were 57m long. Like most Viking boats tied in sagas, the Byrding is quite old difficult to date until a wreck is found.
The Byrding was a smaller version of the Knarr, smaller even than the Karv, a merchant coastal vessel. Probably, its size should have been around meters. It was midway between the Karv, half-civilian half-military design, and the Knorr, a pure cargo boat.
With large sails, these were thus considered very good walkers, fast, with straight bow and stern cutters. This boat was also capable of deep-sea navigation over respectable distances, such as between Iceland and Norway.
During the great military expeditions, they were probably used to carry everything that the great langskips could not carry like food and water. With Christianization and adoption of southern roundships, the Byrding began to disappear. Draft was also higher, and most of these were decked. The sail was therefore important for propulsion in comparison to rowing, mostly limited to manoeuvrers, and the rowing ports were often relegated to the rear and front, clearing the central part, where the load was placed on the the highest, longest Knorrs.
The largest about meters long fully decked received forecastles on both ends so that the passenger sheltering from the heavy weather do not share the middle deck with animals. Its chords were much closer 80 cm for the Gokstad langskip and 74 cm for the Skuldelev Knarr. Construction remained close to Langskips, but much stronger.
Often Knarrs had a straight stem and stern, and a lower sailboard nailed rather than knotted. Framing was also thicker. Knarrs were reputed to be good long range seafaring ships, able to follow trade routes from Scandinavia to the Mediterranean since descriptions of these ships are reported by Arab merchants. His son Leiv Eriksson, had a fleet of these ships that landed in Canada founding a small colony of Helluland, Baffin Island, Marksland on the Labrador Coast, and Vinland in Newfoundland when accidentally attempting to reach Greenland nearly years before Columbus.
Very colorful, the Moras were related to the Scandinavian Langskips. With him, and his successors, Scandinavian shipbuilding was married with Frankish techniques. Thus, the Norman boats were characterized by certain similarities to the Scandinavian Langskips, including the Lion or Dragon head, the folding central mast, the fixed steering rudders, but also a specific construction profile, taller, wider and stronger to carry cavalry.
They were judged to be more stable but slower. They were also perfect for carrying a cavalry,the strong point of the Norman army. Their average size ranged between 12 and 24 meters and they could carry 20 to 30 rowers, who were also warriors. In , William the Conqueror built several hundred of these ships nearly to disembark his 15, warriors on the coasts of Great Britain. This episode and the ships he built are very well known to us through the very long tapestry of Bayeux, which shows of the very colorful Langskips.
Byzantine manuscript of the eleventh century describing the invasion of Crete by the Saracens in The Roman fleet in AD was a relatively light force destined for escort and piracy missions. The bulk of his forces consisted of Liburnae, a fast and modest tonnage ship, whose specificity was to have double swims, like Illyrian pirate ships of the same name. They had evolved, moving to two rows of superimposed swimming, and had grown elongated and weighted significantly, while remaining very fast.
Until the adoption of the redoubtable Greek fire, ballistae formed the bulk of embarked armament. Having an open bridge, these galleys had only reduced troops. It was, in a sense, a return to the frail triremes whose speed and capacity of ramming supplemented the lack of combatants on board. These fleets were nevertheless under the direction of great admiral vessels, heirs of the fifth. The only confrontation to which these fleets took part was the battle of the Hellespont in AD between Constantine the Great and Licinius, won by the first in spite of lower forces, but better manoeuvred in the narrow defile of the Dardanelles, and allowing him to land his troops in Asia Minor in order to lead the final battle of Chrysopolis and become emperor undisputed.
As a result, the Byzantine fleet stationed at Mysene became the most powerful in the Mediterranean. The Roman empire of the West saw its naval forces quickly weakened by the indirect effects of the barbarian invasions notably the lack of manpower and funds to maintain it, reserved for land-based clashes.
A threat came from , that of Genseric, the Vandal king of Carthage, whose naval forces dominated the western Mediterranean. A large expedition of more than ships and , men under Basiliscus failed sharply, putting the empire almost bankrupt, forcing it to a humiliating and very costly peace. The situation improved after the death of Genseric in The first uses of naval incendiary throwers dated from the confrontation between Admiral Marinus for the fleet of Emperor Anastasius I and his rebellious Magister Militum, Vitalian, which brought together a fleet of ships in It was not not in all likelihood of the siphons with Greek fire, but of another system precursor.
It should be noted that the pots amphorae filled with bitumen or inflamed pitch were used from the Hellenistic period. The latter had become the spearhead of the Byzantine navy, which became the most powerful in the Mediterranean. In under Justinian, it crushed the Goths who had mastery over the Adriatic and the Tyrrhenian Sea, and in intercepted and destroyed the invading Avar fleet, which was preparing to cross the Bosphorus to lend a helping hand to the Goths. What followed was the siege of Constantinople, and the passage of the Sassanid Persian armies.
From however, a new threat came with the advent of Arab Muslims in Syria and Egypt. The Arabs had access to the ports, ships and manuals of the local Byzantine fleets and copied their organization on the latter.
This threat resulted in a crushing defeat of the Byzantines at the battle of the masts in , which followed the capture of Cyprus. Byzantium lost most of its fleet, ships. The years that followed were crucial for the survival of the empire. It was undoubtedly the most amazing weapon of the Middle Ages. The naval version was much heavier and vast so as to have reserve, and a very long tube. The Greek fire was able not only to fire the enemy ship, but also the water around it.
Attempting to extinguish it with more water only exacerbated the fire. It was the best kept secret of the empire. Grenades filled with sharp points and this liquid were also projected by catapults, like incendiary bombs.
These weapons and general quality but also the perfect organization of the navy, especially reorganized under Justinian II, allowed the Byzantine empire to survive the Muslim maelstrom.
Byzantine spec ops: Attack swimmers. In , a second siege of Constantinople failed, once again thanks to the Greek fire. A last great confrontation opposed in the Byzantine fleet, though inferior in number, to the combined fleets of Syria and Alexandria of the Umayyad Caliphate.
The victory ensued the naval mastery of the Eastern Mediterranean and was accompanied by very severe restrictions on Arab maritime trade. Beginning in the s, the Byzantine navy slowly eroded. After , after a series of defeats, the Byzantines and Christians were on the defensive, and the Arabs had control of the sea.
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