Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary rese... more Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary research on the Hanse" (2015-2018), established by the Leibniz Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-type 1. The main object of the resulting research was the late medieval Bremen-Cog, from 1378-1379, which was found in 1962 in the River Weser close to Bremen and is today on display at the museum in Bremerhaven. The project did not begin with the intention of reconstructing an already reconstructed ship find, but rather to examine the overall hydrodynamic and seakeeping abilities of the ship, in order to see whether ships of this building method were the oceangoing trading vessels of their era, and could sail the North Atlantic all the way to Iceland. In order to evaluate the complex concepts of seakeeping and oceangoing, a reliable hull form as well as accurate construction details are required. Establishing the vessel's overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity.
The following methodology has been developed to model and analyse the hydrostatic and hydrodynami... more The following methodology has been developed to model and analyse the hydrostatic and hydrodynamic characteristics of a reconstructed hull. The Drogheda boat physical scale model was 3D laser scanned and processed using Geomagic Studio software. Each individual component is solid modelled using Rhinoceros 3D software and assigned a material. This enables the Orca 3D software, a plug-in for Rhinoceros 3D to calculate important factors such as centre of gravity and density and establish a floatation condition for the vessel, and examine external influences such as ballast, cargo, crew, and wind loading. Using this digital approach quickly allows for multiple variables to be tested and modified in order to reach a definitive original hull form
Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval S... more Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval Ship have been excavated, cleaned, documented, modelled, and are now midway through conservation treatment. Digital documentation methods, including laser scanning and contact digitising, were used extensively to record the hull timbers. e manufacture and assembly of a 1:10 scale physical model of the vessel remains has provided both construction sequence information and a suitable foundation from which to reconstruct the missing or damaged areas. e physical model was then digitised and a set of lines extracted and faired using Rhinoceros3D software. e lines were turned into a digital model representing the original hull form and analysed in a related modelling software plug-in called Orca3D, which has been used to determine the hydrostatic and hydrodynamic characteristics of the modelled hull form. e use of the abovementioned advanced digital modelling software has allowed archaeologists to accurately characterise the capabilities, capacity, and seaworthiness of the original vessel.
Within the three-year project "Between the North Sea to the Norwegian Sea: interdiscipli... more Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary research on the Hanse" (2015-2018), established by the Leibniz Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-type 1. The main object of the resulting research was the late medieval Bremen-Cog, from 1378-1379, which was found in 1962 in the River Weser close to Bremen and is today on display at the museum in Bremerhaven. The project did not begin with the intention of reconstructing an already reconstructed ship find, but rather to examine the overall hydrodynamic and seakeeping abilities of the ship, in order to see whether ships of this building method were the oceangoing trading vessels of their era, and could sail the North Atlantic all the way to Iceland. In order to evaluate the complex concepts of seakeeping and oceangoing, a reliable hull form as well as accurate construction details are required. Establishing the vessel's overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity.
The following methodology has been developed to model and analyse the hydrostatic and hydrodynami... more The following methodology has been developed to model and analyse the hydrostatic and hydrodynamic characteristics of a reconstructed hull. The Drogheda boat physical scale model was 3D laser scanned and processed using Geomagic Studio software. Each individual component is solid modelled using Rhinoceros 3D software and assigned a material. This enables the Orca 3D software, a plug-in for Rhinoceros 3D to calculate important factors such as centre of gravity and density and establish a floatation condition for the vessel, and examine external influences such as ballast, cargo, crew, and wind loading. Using this digital approach quickly allows for multiple variables to be tested and modified in order to reach a definitive original hull form
Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary rese... more Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary research on the Hanse" (2015-2018), established by the Leibniz Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-type 1. The main object of the resulting research was the late medieval Bremen-Cog, from 1378-1379, which was found in 1962 in the River Weser close to Bremen and is today on display at the museum in Bremerhaven. The project did not begin with the intention of reconstructing an already reconstructed ship find, but rather to examine the overall hydrodynamic and seakeeping abilities of the ship, in order to see whether ships of this building method were the oceangoing trading vessels of their era, and could sail the North Atlantic all the way to Iceland. In order to evaluate the complex concepts of seakeeping and oceangoing, a reliable hull form as well as accurate construction details are required. Establishing the vessel's overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity.
The International Journal of Nautical Archaeology, 2020
This article describes the digital reconstruction of the ship remains from Mound 1, at the early ... more This article describes the digital reconstruction of the ship remains from Mound 1, at the early 7th‐century Anglo‐Saxon burial ground at Sutton Hoo, East Anglia, UK. This research provides a critical component of the wider project to build a full‐scale reconstruction of the Sutton Hoo ship. The nature of the archaeological record relating to the Sutton Hoo ship is outlined, and the subsequent assumptions underpinning the digital reconstruction explained, followed by a step‐by‐step account of that work. Hydrostatic testing of the resulting digitally reconstructed hull is then presented, allowing new insight into the capacity and capability of the vessel.
Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval S... more Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval Ship have been excavated, cleaned, documented, modelled, and are now midway through conservation treatment. Digital documentation methods, including laser scanning and contact digitising, were used extensively to record the hull timbers. e manufacture and assembly of a 1:10 scale physical model of the vessel remains has provided both construction sequence information and a suitable foundation from which to reconstruct the missing or damaged areas. e physical model was then digitised and a set of lines extracted and faired using Rhinoceros3D software. The lines were turned into a digital model representing the original hull form and analysed in a related modelling software plug-in called Orca3D, which has been used to determine the hydrostatic and hydrodynamic characteristics of the modelled hull form. e use of the abovementioned advanced digital modelling software has allowed archaeologists to accurately characterise the capabilities, capacity, and seaworthiness of the original vessel.
Baltic and beyond. Continuity and change in shipbuilding. Proceedings ISBSA 14-Gdansk 2015, 2018
The necessities of representing complex three-dimensional shapes on two dimensional surfaces such... more The necessities of representing complex three-dimensional shapes on two dimensional surfaces such as paper led to the development of a set of conventions for drawing in which the object is represented as a series of intersecting views, traditional ‚top down' or plan, side and front orthographic views typically perpendicular to each other. Usually in the case of regular box-shaped objects such as buildings, these are parallel to the surface they represent and often supplemented with slices or sections through the object. Documenting ship timbers has traditionally followed these principles, using sketches with dimensioned annotations to enable the later production of scaled plan-elevation-side view orthographic drawings, 1:1 contact tracings on clear plastic to produce developed surface style drawings or elevated plane (projection-by-eye) tracing to create full size plan-elevation-side view orthographic drawings. However, are the resultant reconstructions valid simply because the drawings produce sweet curves or nicely faired hull lines? Coates (1995) discussed the need to produce one or more hypothetical, fully functional reconstructions, which have to be tested to be tenable. This paper presents a methodology in which the hypothetical reconstruction is digitally modelled and analysed in three dimensional space at full size scale. At the very least, this approach will reduce or completely remove any potential scaling, transcription, or draughting errors, and the subsequent naval hydrostatic testing should lead to a more definitive hypothetical reconstruction.
Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval S... more Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval Ship have been excavated, cleaned, documented, modelled, and are now midway through conservation treatment. Digital documentation methods, including laser scanning and contact digitising, were used extensively to record the hull timbers. !e manufacture and assembly of a 1:10 scale physical model of the vessel remains has provided both construction sequence information and a suitable foundation from which to reconstruct the missing or damaged areas. !e physical model was then digitised and a set of lines extracted and faired using Rhinoceros3D software. The lines were turned into a digital model representing the original hull form and analysed in a related modelling software plug-in called Orca3D, which has been used to determine the hydrostatic and hydrodynamic characteristics of the modelled hull form. The use of the abovementioned advanced digital modelling software has allowed archaeologists to accurately characterise the capabilities, capacity, and seaworthiness of the original vessel.
The following methodology has been developed to model and analyse the hydrostatic and hydrodynami... more The following methodology has been developed to model and analyse the hydrostatic and hydrodynamic characteristics of a reconstructed hull. !e Drogheda boat physical scale model was 3D laser scanned and processed using Geomagic Studio software. Each individual component is solid modelled using Rhinoceros 3D software and assigned a material. This enables the Orca 3D software, a plug-in for Rhinoceros 3D to calculate important factors such as centre of gravity and density and establish a floatation condition for the vessel, and examine external influences such as ballast, cargo, crew, and wind loading. Using this digital approach quickly allows for multiple variables to be tested and modifed in order to reach a definitive original hull form.
Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary rese... more Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary research on the Hanse" (2015-2018), established by the Leibniz Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-type 1. The main object of the resulting research was the late medieval Bremen-Cog, from 1378-1379, which was found in 1962 in the River Weser close to Bremen and is today on display at the museum in Bremerhaven. The project did not begin with the intention of reconstructing an already reconstructed ship find, but rather to examine the overall hydrodynamic and seakeeping abilities of the ship, in order to see whether ships of this building method were the oceangoing trading vessels of their era, and could sail the North Atlantic all the way to Iceland. In order to evaluate the complex concepts of seakeeping and oceangoing, a reliable hull form as well as accurate construction details are required. Establishing the vessel's overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity.
The following methodology has been developed to model and analyse the hydrostatic and hydrodynami... more The following methodology has been developed to model and analyse the hydrostatic and hydrodynamic characteristics of a reconstructed hull. The Drogheda boat physical scale model was 3D laser scanned and processed using Geomagic Studio software. Each individual component is solid modelled using Rhinoceros 3D software and assigned a material. This enables the Orca 3D software, a plug-in for Rhinoceros 3D to calculate important factors such as centre of gravity and density and establish a floatation condition for the vessel, and examine external influences such as ballast, cargo, crew, and wind loading. Using this digital approach quickly allows for multiple variables to be tested and modified in order to reach a definitive original hull form
Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval S... more Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval Ship have been excavated, cleaned, documented, modelled, and are now midway through conservation treatment. Digital documentation methods, including laser scanning and contact digitising, were used extensively to record the hull timbers. e manufacture and assembly of a 1:10 scale physical model of the vessel remains has provided both construction sequence information and a suitable foundation from which to reconstruct the missing or damaged areas. e physical model was then digitised and a set of lines extracted and faired using Rhinoceros3D software. e lines were turned into a digital model representing the original hull form and analysed in a related modelling software plug-in called Orca3D, which has been used to determine the hydrostatic and hydrodynamic characteristics of the modelled hull form. e use of the abovementioned advanced digital modelling software has allowed archaeologists to accurately characterise the capabilities, capacity, and seaworthiness of the original vessel.
Within the three-year project "Between the North Sea to the Norwegian Sea: interdiscipli... more Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary research on the Hanse" (2015-2018), established by the Leibniz Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-type 1. The main object of the resulting research was the late medieval Bremen-Cog, from 1378-1379, which was found in 1962 in the River Weser close to Bremen and is today on display at the museum in Bremerhaven. The project did not begin with the intention of reconstructing an already reconstructed ship find, but rather to examine the overall hydrodynamic and seakeeping abilities of the ship, in order to see whether ships of this building method were the oceangoing trading vessels of their era, and could sail the North Atlantic all the way to Iceland. In order to evaluate the complex concepts of seakeeping and oceangoing, a reliable hull form as well as accurate construction details are required. Establishing the vessel's overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity.
The following methodology has been developed to model and analyse the hydrostatic and hydrodynami... more The following methodology has been developed to model and analyse the hydrostatic and hydrodynamic characteristics of a reconstructed hull. The Drogheda boat physical scale model was 3D laser scanned and processed using Geomagic Studio software. Each individual component is solid modelled using Rhinoceros 3D software and assigned a material. This enables the Orca 3D software, a plug-in for Rhinoceros 3D to calculate important factors such as centre of gravity and density and establish a floatation condition for the vessel, and examine external influences such as ballast, cargo, crew, and wind loading. Using this digital approach quickly allows for multiple variables to be tested and modified in order to reach a definitive original hull form
Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary rese... more Within the three-year project "Between the North Sea to the Norwegian Sea: interdisciplinary research on the Hanse" (2015-2018), established by the Leibniz Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-type 1. The main object of the resulting research was the late medieval Bremen-Cog, from 1378-1379, which was found in 1962 in the River Weser close to Bremen and is today on display at the museum in Bremerhaven. The project did not begin with the intention of reconstructing an already reconstructed ship find, but rather to examine the overall hydrodynamic and seakeeping abilities of the ship, in order to see whether ships of this building method were the oceangoing trading vessels of their era, and could sail the North Atlantic all the way to Iceland. In order to evaluate the complex concepts of seakeeping and oceangoing, a reliable hull form as well as accurate construction details are required. Establishing the vessel's overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity.
The International Journal of Nautical Archaeology, 2020
This article describes the digital reconstruction of the ship remains from Mound 1, at the early ... more This article describes the digital reconstruction of the ship remains from Mound 1, at the early 7th‐century Anglo‐Saxon burial ground at Sutton Hoo, East Anglia, UK. This research provides a critical component of the wider project to build a full‐scale reconstruction of the Sutton Hoo ship. The nature of the archaeological record relating to the Sutton Hoo ship is outlined, and the subsequent assumptions underpinning the digital reconstruction explained, followed by a step‐by‐step account of that work. Hydrostatic testing of the resulting digitally reconstructed hull is then presented, allowing new insight into the capacity and capability of the vessel.
Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval S... more Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval Ship have been excavated, cleaned, documented, modelled, and are now midway through conservation treatment. Digital documentation methods, including laser scanning and contact digitising, were used extensively to record the hull timbers. e manufacture and assembly of a 1:10 scale physical model of the vessel remains has provided both construction sequence information and a suitable foundation from which to reconstruct the missing or damaged areas. e physical model was then digitised and a set of lines extracted and faired using Rhinoceros3D software. The lines were turned into a digital model representing the original hull form and analysed in a related modelling software plug-in called Orca3D, which has been used to determine the hydrostatic and hydrodynamic characteristics of the modelled hull form. e use of the abovementioned advanced digital modelling software has allowed archaeologists to accurately characterise the capabilities, capacity, and seaworthiness of the original vessel.
Baltic and beyond. Continuity and change in shipbuilding. Proceedings ISBSA 14-Gdansk 2015, 2018
The necessities of representing complex three-dimensional shapes on two dimensional surfaces such... more The necessities of representing complex three-dimensional shapes on two dimensional surfaces such as paper led to the development of a set of conventions for drawing in which the object is represented as a series of intersecting views, traditional ‚top down' or plan, side and front orthographic views typically perpendicular to each other. Usually in the case of regular box-shaped objects such as buildings, these are parallel to the surface they represent and often supplemented with slices or sections through the object. Documenting ship timbers has traditionally followed these principles, using sketches with dimensioned annotations to enable the later production of scaled plan-elevation-side view orthographic drawings, 1:1 contact tracings on clear plastic to produce developed surface style drawings or elevated plane (projection-by-eye) tracing to create full size plan-elevation-side view orthographic drawings. However, are the resultant reconstructions valid simply because the drawings produce sweet curves or nicely faired hull lines? Coates (1995) discussed the need to produce one or more hypothetical, fully functional reconstructions, which have to be tested to be tenable. This paper presents a methodology in which the hypothetical reconstruction is digitally modelled and analysed in three dimensional space at full size scale. At the very least, this approach will reduce or completely remove any potential scaling, transcription, or draughting errors, and the subsequent naval hydrostatic testing should lead to a more definitive hypothetical reconstruction.
Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval S... more Since its discovery in 2002, the remains of the mid 15th-century clinker built Newport Medieval Ship have been excavated, cleaned, documented, modelled, and are now midway through conservation treatment. Digital documentation methods, including laser scanning and contact digitising, were used extensively to record the hull timbers. !e manufacture and assembly of a 1:10 scale physical model of the vessel remains has provided both construction sequence information and a suitable foundation from which to reconstruct the missing or damaged areas. !e physical model was then digitised and a set of lines extracted and faired using Rhinoceros3D software. The lines were turned into a digital model representing the original hull form and analysed in a related modelling software plug-in called Orca3D, which has been used to determine the hydrostatic and hydrodynamic characteristics of the modelled hull form. The use of the abovementioned advanced digital modelling software has allowed archaeologists to accurately characterise the capabilities, capacity, and seaworthiness of the original vessel.
The following methodology has been developed to model and analyse the hydrostatic and hydrodynami... more The following methodology has been developed to model and analyse the hydrostatic and hydrodynamic characteristics of a reconstructed hull. !e Drogheda boat physical scale model was 3D laser scanned and processed using Geomagic Studio software. Each individual component is solid modelled using Rhinoceros 3D software and assigned a material. This enables the Orca 3D software, a plug-in for Rhinoceros 3D to calculate important factors such as centre of gravity and density and establish a floatation condition for the vessel, and examine external influences such as ballast, cargo, crew, and wind loading. Using this digital approach quickly allows for multiple variables to be tested and modifed in order to reach a definitive original hull form.
The Bremen Kogge A Seakeeping, Stability and Performance Analysis - Museum Report, 2018
Within the three-year Project “From the North Sea to the Norwegian Sea – interdisciplinary resear... more Within the three-year Project “From the North Sea to the Norwegian Sea – interdisciplinary research on the Hanse”, founded by the German Leibniz-Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-Type. The main object of the resulting research was the Late Medieval Bremen-Cog from 1378/79, which was found in 1962 in the river Weser close to Bremen and is today on display at the museum in Bremerhaven. In order to evaluate the complex concepts of sea-keeping and oceangoing, a reliable hull form, as well as accurate construction details are required. Establishing the vessels overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity. This goal of the project was to examine the current form of the vessel on display, as well as attempting to distill several apparently conflicting data sets into a valid hypothetical reconstruction to be used as the basis for detailed hydrodynamic and sea-keeping analysis.
The Bremmen Cog Reconstructed - Museum Report, 2018
Within the three-year Project “From the North Sea to the Norwegian Sea – interdisciplinary resear... more Within the three-year Project “From the North Sea to the Norwegian Sea – interdisciplinary research on the Hanse”, founded by the German Leibniz-Association at the German Maritime Museum, questions were raised on the seaworthiness of ships of the Bremen-Type. The main object of the resulting research was the Late Medieval Bremen-Cog from 1378/79, which was found in 1962 in the river Weser close to Bremen and is today on display at the museum in Bremerhaven. It soon became clear that the shape of the Bremen Cog, as it currently stands, on display in the museum’s ship hall, is not a true representation of the hull shape but has suffered several periods of distortion. Consequently, a decision was made to attempt to examine the current overall hull shape and compare that to the available data sets.
The aim of this chapter is to re-examine the characteristics and suggested reconstruction of the ... more The aim of this chapter is to re-examine the characteristics and suggested reconstruction of the Poole Iron Age logboat discovered in Poole Harbour, Dorset in 1964. The logboat was first examined in detail by Professor Seán McGrail in 1974, when a series of hull form characteristics and reconstruction drawings was published. A series of measurements and photographs were recorded shortly after discovery in 1964. Subsequent measurements are given on a Poole Museum leaflet published in 1973 in addition to the recording carried out by McGrail in August 1974. Since the initial publication, advances in recording techniques such as 3D laser scanning, advanced 3D digital modelling, allows the creation of a more definitive reconstruction model. This model, together with computer-aided digital analysis of varying hypothetical reconstructions and the ability to test previous results, allows, through an iterative process, a more definitive, synthetic reconstruction to be proposed.
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In order to evaluate the complex concepts of sea-keeping and oceangoing, a reliable hull form, as well as accurate construction details are required. Establishing the vessels overall hydrostatic characteristics, static and dynamic stability, and overall sailing abilities, requires detailed calculations using the centres of buoyancy, flotation and gravity.
This goal of the project was to examine the current form of the vessel on display, as well as attempting to distill several apparently conflicting data sets into a valid hypothetical reconstruction to be used as the basis for detailed hydrodynamic and sea-keeping analysis.
It soon became clear that the shape of the Bremen Cog, as it currently stands, on display in the museum’s ship hall, is not a true representation of the hull shape but has suffered several periods of distortion. Consequently, a decision was made to attempt to examine the current overall hull shape and compare that to the available data sets.
A series of measurements and photographs were recorded shortly after discovery in 1964. Subsequent measurements are given on a Poole Museum leaflet published in 1973 in addition to the recording carried out by McGrail in August 1974.
Since the initial publication, advances in recording techniques such as 3D laser scanning, advanced 3D digital modelling, allows the creation of a more definitive reconstruction model. This model, together with computer-aided digital analysis of varying hypothetical reconstructions and the ability to test previous results, allows, through an iterative process, a more definitive, synthetic reconstruction to be proposed.