Naval Architecture (History)

In this work, we are reconstituting the framework of the hull in its entirety. Many elements of the structure are not shown on Chapman's historical plan. This involves redrawing the spacing between the frames, calculating the dimensions of the frames, beams, spars, etc. Research into the types of connections that existed at the time, redrawing the fittings, the purpose of each compartment, artillery, rigging and sails, planking and rigging, etc. To achieve this, we adopted two approaches that we considered to be correct from the point of view of historical reconstruction. The first approach is to know and master the construction of galleys. The reason is simple: the origin of chebec is a galley. There is no shortage of documentation on the construction of galleys in the archives (4). The second approach is inspired by "le requin" (5). This monograph is essential for any archaeological research into the construction of a chebec. Although the generations are different between the two chebecs, the keel lengths (around 38 m) are very similar. In any case, the rigging, sails, fittings, anchors, pulleys and ropes are inspired by the "le requin". A third complementary reference used for this work is that of Wolfram M. (6). In his monograph, the author presents a historical study of a Spanish chebec. The author mentions a model on exhibit at the Barcelona Maritime Museum. He also presents a relatively detailed 2D construction plan. A plan of the rigging, sails, ropes and masts is also presented. Curiously, there is a striking resemblance between this plan and that of the Algerian chebec (1). The use of 3D digital drawing software helped us enormously in reconstructing the various details of the hull. Each part is carefully drawn in solid mode. The parts are then isolated on the drawing and their templates printed on 2D paper.The advantage of digital drawing in solid mode is that you can estimate the weight and centre of gravity. A complete project can then be completed by studying stability and navigation. This is programmed into future work.

The site of Thonis-Heracleion located in the Nile's Delta contains more than a hundred ancient shipwrecks, most of which date to the Egyptian Late (664-332 BC) and Ptolemaic (332-31 BC) periods. Shipwreck 5 was excavated by the Institut Européen d'Archéologie Sous-Marine (IEASM) in 2019 and dates from the first half to the middle of the 4 th century BC. The ship caught fire and sank during a putative naval battle. The preserved portion of the hull measures seven by three meters while the original length of the ship may be estimated at 14 to 15 m. The hull's remains were in a good state of preservation and contained a considerable amount of thick ropes.

Abstract— This work consists of research on S & T & I sponsored by CNPq, which concerns
the development and technological innovation or social technology a vessel in ferrocement you
want to contribute to poor communities in the state of Pernambuco, living from fishing and
waste recycling Urban, as a source of income. This research involves from the design,
development, testing and implementation and testing and field testing of a Naval Engineering
design for small craft and use of alternative materials to more usual as wood and aluminium the
"Canoe concrete." To this end it was researched various combinations of materials that generate
various types of mortar through suitability tests on the use of these products, intensive contact
with water, its structural properties, and hull behaviour with respect to their behaviour when the
water in place.

Despite the image of decadence that has allegedly characterized the history of the Portuguese
Navy at the beginning of the 19th century, especially with regard to shipbuilding, the
figure of the naval engineer-shipbuilder Manuel Luís dos Santos is of singular importance.
He is an example of the effort to keep the tradition of great shipbuilding alive, particularly
with regard to its modernization. According to the praising words of Cardinal Saraiva, in
1842, he was “the most skillful and distinguished Shipbuilder in the Portuguese navy today”.

M.Sc. Alejandro Mirabal (1964) is a Marine Archaeologist with a further graduate degree in Marine Biology and a master's degree in Marine Ecology, all by the University of Havana. Born in Cuba and naturalized Portuguese, Alejandro Mirabal has 28 years of work experience worldwide and is the author of several publications. He has worked on more than 300 historical wreck sites as archaeologist, operations manager, surveyor and diver in Cuba, Cape Verde, Mozambique, Vietnam, Brazil and Indonesia, and has clocked up more than 10,000 diving hours. From 1985-98 he worked at the state company CARISUB in Cuba. Since 1999, Alejandro Mirabal has worked for Arqueonautas as an archaeologist where, in close cooperation with Dr. Margaret Rule (CBE, FSA), he worked on the scientific publications of documented shipwrecks in Cape Verde and Mozambique. Besides his duties as Arqueonautas' main archaeologist, since 2005 he has also been Chief Operations Officer (COO) responsible for the Company's marine archaeology expeditions. Additionally, he has played a key role disseminating scientific knowledge, having presented lectures on marine archaeology at local universities in Cuba, Indonesia and Austria, and having participated in scientific events in the United States,

Torcato José Clavina (a.k.a. Clavine) is one of the most important and industrious Portuguese shipbuilders of the 18th century, a leading figure of a new period in the History of Naval Architecture and shipbuilding, integrated in a homogenization policy of the Armada.
Despite being often mentioned as the author of some of the most remarkable ships of the late 1700s, however, till now, very little was known about the life and work of this master shipbuilder, who was in service, for more than four decades, at the Royal Arsenal of Lisbon.
The few biographical references known to date, were written by the famous Venetian geographer Adriano Balbi (1782-1848), who was in Portugal during the first quarter of the 19th century, who mentions him in a chapter dedicated to Naval Architecture; and later, by Friar Francisco de S. Luís (Cardinal Saraiva), in his well-known list of some Portuguese artists, published in 1839.
In addition to being recognized for its extensive production and activity, and the excellent ships built by him, Clavina is pointed out by Balbi as having adopted the theory of the famous Swedish shipbuilder Frederik Chapman. This is, without a doubt, an extraordinary circumstance in the History of Portuguese Naval Construction that we intend to examine here, along with the characterization of his work and the contribution of new biographical data.

Can toponymy, a subaltern discipline of history, question its parent discipline? The answer is obvious. But  not everyone is happy about it.
These place names call into question the Viking legend constructed in the 19th century. This Viking legend has made the British Isles the alpha and omega of invasions, but toponymy tells us another History.

Testo di legge del Regolamento per prevenire gli abbordi in mare. L. 27 dicembre 1977, n.1085: ratifica ed esecuzione della convenzione sul regolamento internazionale del 1972 per prevenire gli abbordi in mare, firmata a Londra il 20 0tttobre 1972.

In this paper  a very obscure and most difficult question will be explored: Were there any Scandinavian incursions to Bordeaux and into Gascony at the end of the 970s which culminated in a battle in about 982 in the Landes where William Sanche,  the count of Gascony, defeated the Northmen to such an extent that they never returned to the region?

Introduction Lake Mareotis represents one of the most distinctive geomorphic features in the north-west coastal region of Egypt. In antiquity, it was fed by means of a number of canals, which bifurcated off the Nile’s defunct Canopic Branch, and flowed into the southern and eastern sides of the lake (Fig. 1). Some of these canals were navigable, which enabled merchandise to be transported to and from the hinterland. By the Greco-Roman period the lake was also connected to the sea through a navigable canal that debouched at Alexandria (Strabo 17.1.7). Its connection to both the Nile and the sea resulted in Mareotis becoming a vital conduit of communication in Egypt’s internal transport system. Moreover, it supported around its shores various agricultural activities and embraced major production centres for different industries, which contributed significantly to the economy of Alexandria and to Egypt as a whole. Accordingly, this paper will look at the role that Lake Mareotis played ...

Recent scholarly work demonstrated that artisanal watercraft is an important aspect of Cypriot maritime culture, seaborne transport history, and trade deserving further study. A careful study of visual and historical sources allows for a discussion of this craft within its nineteenth-century setting and understanding of local market needs. A careful study of a variety of sources provides information on vessel types, local ownership, and, occasionally, the shipwrights. The Ottoman Empire’s nineteenth-century administrative inertia, combined with the fact that Cyprus was a stop along seaborne routes leading to other ports rather than a regular destination itself, impeded development of a local shipbuilding industry. Improvements on port infrastructure after Cyprus’s 1878 annexation by the British Empire initiated a modest growth but the industry never became vibrant like that of Greece. Nonetheless, analysis of the collected data illuminates previously unknown aspects of seafaring, coastal trading, and transportation. They demonstrate a cycle of choices and adaptations shaping coastal communities islandwide that are reinforced by oral testimonies of interlocutors born during the 1890s to 1920s period. Their testimonies highlight which aspects of maritime life survived in the twentieth century, such as established seaborne trade port destinations, island-wide supply networks (exchanges and trade of products), and seaborne transportation of people and goods. The data further illuminate the evolution of watercraft construction practices to meet local market demands for larger vessels (like the karavoskaro [caique]), which were bought from Greece in early to mid-nineteenth century, whereas in the late nineteenth century they were constructed locally.

Ediciones oleccionArt COINS OF POTOSÍ Colonial Period (1575-1825) 8 Escudos • 8 Reales ALL RIGHTS RESERVED. Parts of this book can be reproduced only with permission of the Editor. However paragraphs, foot notes and numbering can be transcribed mentioning the source.

Thiago goMes de araúJo O diário cuja resenha ora apresentamos, o qual abrange o período de 08 de fevereiro a 31 de dezembro de 1866, é de autoria do Capitão-Tenente Manuel Carneiro da Rocha, que pertenceu ao Estado-Maior do Vice-Almirante Joaquim Marques Lisboa, conhecido como Visconde de Tamandaré; ambos foram combatentes na Guerra do Paraguai (1864-1870), evento que envolveu Brasil, Argentina e Uruguai contra o Paraguai. A Guerra do Paraguai foi um momento específico da história nacional no qual um inimigo externo, mas também forjado, colaborou em certa medida para a valorização de qualidades e atributos, tais como: coragem, bravura e heroísmo. Os estímulos para a luta foram criados em função do embate contra um adversário que se mostrava aos olhos do governo imperial como desumano e cruel. Os diários e memórias escritos durante a Guerra do Paraguai (1865-1870) são ricas fontes para a interpretação da identidade nacional brasileira no século XIX, revelando condutas e comportamentos dos homens da Esquadra brasileira em luta contra o Paraguai. Ao investigá-los, nos deparamos com a instigante discussão sobre as múltiplas manifestações, representações e apropriações do conceito tempo. As fontes informam não somente o desenrolar do tempo histórico (cronológico), mas, também, atrelam o tempo da natureza à lógica e ao desenrolar dos combates. Manuel Carneiro da Rocha nasceu na Bahia em 1833. No ano de 1865 é nomeado ajudante-de-ordens do comandante em Chefe da esquadra em ROCHA, Manuel Carneiro da. Diário da Campanha Naval do Paraguai: 1866. Rio de Janeiro: Serviço de Documentação da Marinha, 1999. 351p.

The city of Taposiris-Magna (Abusir) enjoys a distinct geographical location 45km west of Alexandria, on the northwestern shore of Lake Mariout. It was known in ancient writings as Taposiris or Taphosiris, which refers to its association with the Egyptian god Osiris. It witnessed a human settlement, most notably during the Greek and Roman eras and continued till the 7th century AD. It includes many important ancient monuments, such as the temple, tower, tombs, baths, quarries and other monuments. It received tremendous attention throughout the ages and was mentioned in many ancient historical sources, for example, Greek Manuscripts and Papyri, as well as in the writings of ancient writers, historians, geographers, and others. During the nineteenth century, restoration work on the site began and continues until now. The main objectives of the research are to trace and study the city's historical background and survey the works of archaeological excavations and restoration on that site. The methodology is based on an analytical study of the city's ancient archive through the chronological events from oldest to latest.

dans le fond du golfe d'Ajaccio (Corse du Sud). Elle a été découverte le 23 novembre 2003 par Hervé Alfonsi sur les indications d'Alain Bianchi lors de la fouille de l'épave Porticcio A (N° de déclaration AFFMAR : 5/03). La cargaison apparente est constituée de minerai de plomb réparti sur une grande surface au voisinage des secs.

In this thesis the writer is examining the nature and historical development of Sudanese culture, through the examination of the activities of boat builders and users in the Sudan. Chapter One explains the aims of the study, definition and objectives of the subject of ...

El presente estudio busca ofrecer una interpretación más completa
acerca del sentido de la tonelada de arqueo en la industria naviera
filipina, basada en el prorrateo de piezas por tonelada, la “cuenta
cúbica”, la tonelada de regidores y el impuesto de almojarifazgo,
desde finales del siglo xvi hasta el año de 1760. Se ha demuestra
que la institucionalización de la “cuenta cúbica” y la adopción de
la tonelada de ocho piezas sólo pueden comprenderse a partir del
uso de la Tonelada de Regidores y de su relación con el debate sobre
la tasación de Almojarifazgos. La correlación entre estos factores
representa el proceso a través del cual se homologaron gradualmente
los parámetros de la industria naviera en Filipinas con los estándares
tecnológicos, administrativos y fiscales previamente establecidos
a nivel imperial.

The present text intends to address the universe of tobacco contractors and merchants (estanqueiros) in the seventeenth to the nineteenth centuries, their social and geographical origins, parentage and religious confession, the latter particularly relevant for the sixteenth century, given the significant presence of New Christians in the tobacco trade, the cursi honorum and the search for an identity and social affirmation (either by obtaining degrees from the Holy Office, as well as habit insignia from military orders), the relationship with the political center and magistrature, the quest to obtain and preserve privilege regimes, social and mercantile relations, the networks established, especially on the Iberian level and in the overseas territories of the empires, the links of contamination, resistance and conflict with other social groups, also involved in the dynamics of the tobacco business (legally and illegally), and in legal and military regulations, also present in the context of the Mirrors of Mercury.

Boote (Gebrauch) Bateaux (Usage) Ancient Egyptian boats are defined as river-going vessels (in contrast with seagoing ships). Their use from late Prehistory through the Ptolemaic and Roman Periods included general transportation and travel, military use, religious/ceremonial use, and fishing. Depending on size and function, boats were built from papyrus or wood. The oldest form of propulsion was paddling, although there is some evidence for towing as well. Sailing was probably introduced towards the end of the late-Predynastic Period.

As England and France were engaged in regular naval battles throughout the 18 th century, the situation was rather quiet in Denmark, while Sweden experienced sporadic wars. Nevertheless, the overall political situation was nothing but unstable, so while the motivation for keeping the navy on its toes was high within all four nations, the methods of gaining advanced technology for shipbuilding were very different. Technological exchange carried out between European shipyards took the form of prizes of war, industrial espionage and migration. It resulted in a network of relations that rendered national shipbuilding a technologically international matter.

Many ships from Thonis-Heracleion, a submerged city on the Mediterranean coast of Egypt, show numerous parallels with the construction of the Nilotic freighter baris as described by Herodotus (Hist. 2.96). During the spring mission of 2022 four massive constructional pieces of the bow from these ships were excavated and studied. Bow pieces played an important role in the structure of a baris. Obtained information complements the documentation of a baris as described by Herodotus and serves as a new architectural signature for this type of construction.

Background: Screening programmes for type 2 diabetes inevitably find more individuals at high risk for diabetes than people with undiagnosed prevalent disease. While well established guidelines for the treatment of diabetes exist, less is known about treatment or prevention strategies for individuals found at high risk following screening. In order to make better use of the opportunities for primary prevention of diabetes and its complications among this high risk group, it is important to quantify diabetes progression rates and to examine the development of early markers of cardiovascular disease and microvascular diabetic complications. We also require a better understanding of the mechanisms that underlie and drive early changes in cardiometabolic physiology. The ADDITION-PRO study was designed to address these issues among individuals at different levels of diabetes risk recruited from Danish primary care. Methods/Design: ADDITION-PRO is a population-based, longitudinal cohort study of individuals at high risk for diabetes. 16,136 eligible individuals were identified at high risk following participation in a stepwise screening programme in Danish general practice between 2001 and 2006. All individuals with impaired glucose regulation at screening, those who developed diabetes following screening, and a random sub-sample of those at lower levels of diabetes risk were invited to attend a follow-up health assessment in 2009-2011 (n = 4,188), of whom 2,082 (50%) attended. The health assessment included detailed measurement of anthropometry, body composition, biochemistry, physical activity and cardiovascular risk factors including aortic stiffness and central blood pressure. All ADDITION-PRO participants are being followed for incident cardiovascular disease and death. Discussion: The ADDITION-PRO study is designed to increase understanding of cardiovascular risk and its underlying mechanisms among individuals at high risk of diabetes. Key features of this study include (i) a carefully characterised cohort at different levels of diabetes risk; (ii) detailed measurement of cardiovascular and metabolic risk factors; (iii) objective measurement of physical activity behaviour; and (iv) long-term follow-up of hard clinical outcomes including mortality and cardiovascular disease. Results will inform policy recommendations concerning cardiovascular risk reduction and treatment among individuals at high risk for diabetes. The detailed phenotyping of this cohort will also allow a number of research questions concerning early changes in cardiometabolic physiology to be addressed.

In 1999, underwater excavation by the European Institute of Underwater Archaeology (IEASM), in the Bay of Abukir, brought to light new fragments of a naos known since the early 19 th century as The Louvre Calendar. It was later called The Naos of the Decades because of the very particular decoration of its outside surfaces which were separated into frames, one for each group of ten days of the ancient Egyptian year. This new discovery was the third one in the series of archaeological episodes which allowed in the course of over two centuries to nearly complete the reconstitution of the monument: the roof of this naos was found in 1777 on land and belongs to the Louvre Museum; the base and the rear wall were found in 1940 under water in the Bay of Abukir, and our newly found items complete the major part of the lateral surfaces. Despite their stay of over one thousand years in salty water, the inscriptions preserved fairly well on the new items contradict the previously assumed distribution of the decades on the walls, and above all, shed an entirely new light on the interpretation of this important monument.

justice to local shipping, without getting into technicalities. 2 The word jong is known from earlier Javanese texts, after the 12th century. See H. Kern's remarks on this word in his Verspreide Geschriften 12: 237-38 and 13: 147-48. Up-to-date comments on the Javanese texts quoted by Kern will be found in P. J. Zoetmulder, Kalangwan (The Hague, 1974).

The article presents a new edition of P.Berl.Bibl. 6 (= SB I 423), which appears to be an acknowledgement of receipt of a leased ammokopregon ship. It is argued that the ship was used for collecting silt fertiliser in the marshy parts of the Nile near Memphis, and that the name of the ship, Myrismos, is a Greek epithet of the Memphite god of the water lily and of fragrance, Nefertem.

The 16th-century Riddarholmen Ship was discovered in the middle of Stockholm in 1930. Despite being exhibited since 1947, the efforts to reconstruct the ship have been limited. A substantial portion of the recovered parts has never been put on display. This paper aims to shed new light on the ship´s architecture using the original material from the excavation together with an inventory of the timbers in the collections of the Medieval Museum. From this, it is argued that the ship originally had a full deck, three masts, and a forecastle and that it resembles an early purpose-built, gun-carrying warship.

Las equivalencias en el sistema métrico actual de las medidas de longitud españolas antiguas quedaron aclaradas y definidas en el siglo pasado por la Comisión del IV Centenario del Descubrimiento. Todas las medidas de longitud usadas oficialmente en España hasta la implantación del sistema métrico decimal derivan de la vara castellana. Las que nos interesan desde el punto de vista de la arquitectura naval son: palmo, dedo, codo, pie de Burgos, pulgada y línea.

Hasta ahora, y al referirse a la historia de la asistencia sanitaria en el
puerto del Ferrol, se citaba al primitivo hospital de La Graña, creado en 1736, como la más antigua fundación, e incluso en algunos casos se afirmaba que en fechas anteriores no se encuentra vestigio de servicio sanitario propio de la Marina de guerra.
El hallazgo de nueva documentación en el Archivo General de Simancas ha permitido conocer la existencia de un Hospital Real de la Armada y Exer­cito de S. M ., creado en 1589 para la atención de los marineros y soldados de una importante fuerza naval que, integrada por muchos de los buques super­vivientes de la Gran Armada, había sido trasladada a Ferrol como nueva base de operaciones.   
En las páginas siguientes se estudian las circunstancias que concurrieron en la creación de este hospital y otros muchos datos relacionados con su exis­tencia que, aunque efímera, tuvo una gran importancia, pues de él surgieron otros dos hospitales, el hospital naval de Blavet, en la Bretaña
francesa, y el hospital que acompañó al Ejército Real en las operaciones de Aragón en 1591.

Issues related to the transformation of Late Antique fortresses on the east coast of the Adriatic Sea: the example of the Benedictine monastery of Sts. Cosmas and Damian located on the hill Ćokovac, on the island of Pašman ����������������������������������������������������������������������������������������������������������������������������������������������������������� 134 Josipa Baraka Perica and Božana Maletić Stivanje field in Telašćica Nature Park-from Antiquity into the Middle Ages ����������������������������������������������144 Jona Petešić Crkvišće-Bukovlje near Generalski Stol-Late Antique hillfort. Results of the 2012-2015 excavations ��������148