Naval Architecture (History)

En 1993, les fouilles de la place Jules-Verne à Marseille mettaient au jour une partie du port antique ainsi que plusieurs épaves de navires grecs et romains. Parmi ces dernières, deux épaves de bateaux grecs archaïques du VI e s. av. J.-C. Construits par les descendants des colons phocéens qui fondèrent Massalia à l'aube du VI e s., ces bateaux témoignent du plus ancien patrimoine maritime de Marseille et des techniques de construction navale en usage en mer Égée à l'époque archaïque. Après avoir procédé à la fouille et à la récupération des épaves, l'équipe d'archéologie navale du Centre Camille-Jullian (Université Aix-Marseille – CNRS) a entamé un long travail d'étude et de restitution de ces navires. Dans le cadre de Marseille-Provence, capitale européenne de la culture 2013, l'équipe d'archéologie navale du Centre Camille-Jullian a réalisé le programme d'archéologie expérimental « Prôtis » ayant pour objet la construction de la réplique navigante de l'un de ces navires. Ce dernier, baptisé Gyptis, a été construit au cours de l'année 2013 selon le principe « sur bordé » et la technique d'assemblage par « ligatures » en usage à l'époque. Achevé à la mi-novembre, le bateau, après des essais fructueux en mer, a navigué le long des côtes de Provence, puis a entrepris un programme de navigation expérimentale.

The Athlit Ram was discovered in 1980 at Athlit, Israel. Ramming was a naval tactic in ancient Mediterranean that strikes enemy’s hull using its own ship as a weapon. The Athlit Ram is dated abound 530 B.C. It was probably equipped on a quadrime (4 banked warship) or a quinauereme (5 banked warship). All what preserved was a beautiful bronze ram and its internal timbers. This archaeological evidence indicates that the ram and internal timbers were functionally designed to deliver striking force into enemy ship’s hull, yet destructive recoiled impact would be efficiently distributed into longitudinal timbers to prevent own damages.

This 3D model was created to visualize structural functions of the ram and mechanical function of the internal timbers. The model was created in Rhino3D CAD modeling software based on archaeological notes of J. Richard. Steffy, a founder of Ship Reconstruction Laboratory at Texas A&M University.

The Mortella II and III shipwrecks were discovered in Saint-Florent Bay (North Corsica, France) within an archaeological survey framework led by le Centre d’Etudes en Archéologie Nautique – CEAN/SEAS- in 2005 and 2006.
The scientific interest of these wrecks dating from the 16th century led to the organization of a research program on the site of Mortella III from 2010. Since then, four excavations were conducted mobilizing a multidisciplinary team around a project supported by the French Ministry of Culture through its Department of Underwater Archaeological Research (DRASSM) and the Territorial Collective of Corsica (CTC)
This communication aims to present the preliminary results of the work that has been done on this site and especially those related to the construction and naval architecture, as the good condition of the hull of this Mediterranean shipwreck dating from the first half of the 16 century usefully allows to record and study.

Esteemed Academicians and Researchers,
The 3rd Turgut Reis International Maritime History Symposium, entitled “3rd International Symposium of Turgut
Reis (Dragut) and the XVIth Century History of Mediterranean Maritime History” will be held on
October 1-2, 2020 in Turgutreis - Bodrum in collaboration with Bodrum Municipality, The Turkish Foundation
For Underwater Archaeology (TINA), Turkish Historical Society, Turgut Reis Association for Historical,
Cultural and Artistic Research (TAKSAD), Bodrum Maritime Museum, Piri Reis University and BŞEÜ
Ottoman History Application and Research Center (BOTAM).
The primary purpose of this symposium is to promote high quality studies that illuminate unknown aspects
of Turgut Reis’s biography and his birth in Turgutreis, Bodrum, as well as to open up the field to new, original
information and documents. The scope of the symposium includes XVIth century maritime activities in the
Mediterranean, naval wars, strategy, and the transfer of maritime technology.
The keynote speech of the symposium will be delivered by Prof. Dr. İdris BOSTAN, a member of Istanbul University
Faculty of Letters, Department of History and the Head of the Social Science Institute’s Medi-terranean World
Researches MA Program. Moreover, a special session will be held in memory of Maria Pia PEDANİ, an honorary
member of the Turkish Historical Society, who was awarded an honorary doctorate by Ankara University
on February 26, 2018 and passed away on March 1, 2019. She was a faculty member of the Ca' Foscari
University of Venice, renowned for her research on Mediterranean Maritime History and a dear friend of the
Turks.
Please kindly submit your abstracts to info@turgutreissempozyum.org by March 30, 2020 at the latest.
The Symposium Scientific Committee will not accept abstracts following the submission deadline. Abstracts
should be maximum of 400 words and 5 keywords in Turkish-English / French. In considering the abstracts,
priority will be given to studies based on original archive documents. The Symposium Scientific Committee will
evaluate the abstracts and will announce those accepted on June 1, 2020 on the symposium’s web page.
Please find the symposium topics below. Speakers will present in Turkish, English, or French and will complete
their presentations in 20 minutes. Simultaneous translation will be provided in Hall A in Turkish, English and
French.
Full text manuscripts for the Symposium Proceedings should be sent by December 1, 2020 at the latest
in .doc/.docx format. Articles should not exceed 25 pages. The guideline on preparing the manuscripts will be
announced on the symposium website. The articles will be published in accordance with the decision and approval of the Symposium Scientific Board.
Your participation and support in the symposium will be an honor and delight, as it will be a contribution
to further enlightenment in Maritime History.

A travers la construction de grandes pirogues antillaises, appelées "Kanawa", l'association Karisko remet en valeur le patrimoine amérindien. En les faisant naviguer, elle rouvre symboliquement d'anciennes routes entre les îles. Ce projet, riche en échanges humaines, repose aussi sur un programme scientifique ambitieux d'archéologie maritime expérimentale.

A work in progress. Sometimes you read a book and it really sets you thinking. After reading Thomas Heinrich's excellent "Warship Builders: An Industrial History of U.S. Naval Shipbuilding, 1922-1940", I wondered how a minor navy organizes its shipbuilding process in such a way that it can build nearly all its combatants on domestic yards, despite the small volume of orders and the apparent lack of yard specialisation? So this graph presents a first view of the total volume of naval building in tons, and the division over the major shipyards.

The purpose of this article is to understand a specific variant of the Spanish shipbuilding policies in Asia during the early Modern period: the attempts to transfer the shipbuilding industry from the Philippines, where it was based since almost the beginning of the Spanish occupation of that Archipelago, to different foreign maritime regions in the Southern Pacific. Important studies on the Spanish presence in the Philippines have mentioned a few of these episodes, but their significance for the Spanish shipbuilding industry in that region, and for the Spanish Pacific system as a whole, remains undiscussed. It demonstrates that the motivation behind these policies did not obey a single cause, but rather reflected specific strategic mercantile and military contexts, among which State-intervention, private interest, and violent social unrest played a prominent role. This interpretation is based on existing historiography and the examination of first-hand sources still unused to this day.

End-of-season progress report on the survey in the waters off the Island of Mozambique of various wreck sites and potentially dangerous areas. Also, the closing of two previously excavated wreck sites was completed in order to protect them from further degradation. As a result, two historic wreck sites were discovered and assessed.

Evidence for Ancient Egyptian boatbuilding during the Late Period (664-332 BC) is very scarce and thus the description of Herodotus (“Histories” II.96, c.450 BC) of the local Egyptian boat called “baris” is of great interest. Different translations of this fragment caused much debate. Excavations by the European Institute of Underwater Archaeology in Egypt allowed locating over sixty shipwrecks in the harbour area and channels of the submerged city of Thonis-Heracleion and at least eighteen of them are dated to the Late Period. The construction of shipwreck 17 has been studied during three excavation seasons (2009-2011) and it shows many parallels with the description of Herodotus. This ressemblance starts with the construction material and continues with both longitudinal and transversal structure of the ship as well as with its steering and propulsion system. Shipwreck 17 provides new data that allows not only to consider in detail the construction of this ship but also to propose some general conclusions on the constructional principles and methods characteristic to the Late Period many of which remain unique to the Ancient Egyptian boatbuilding tradition. A three-dimensional modeling of this ship gives an opportunity to make an estimate of its technical characteristics.

It has been known that a large, clinker-built shipwreck lies on the seabed near the Hotel
Bellevue in Dalarö in the Stockholm archipelago since the 1960s. The wreck has been the
subject of several small-scale archaeological investigations. This article reports the results of
recent marine archaeological fieldwork that concluded that the Bellevue wreck is the
remains of a late medieval ship equipped with a forecastle. Moreover, the analysis shows
that it was a larger vessel for its day. The article argues that the wreck resembles what may
be referred to as a hulk.

Esta reseña será publicada en el segundo número del volumen 21 de la revista Vegueta, en julio de 2021.
A pesar de la enorme vinculación de España con el mar y de la aparición en los últimos años de interesantes aportaciones en ámbitos como las estrategias defensivas (destacando el dossier publicado por la revista Vegueta en 2016 y coordinado por Sergio Solbes Ferri y Luis Fé Cantó), la logística (donde sobresale el dossier de la Revista Universitaria de Historia Militar «La logística anfibia: el poder naval del Imperio español en el Mediterráneo durante el siglo XVIII», coordinado también en 2016 por Manuel Díaz-Ordóñez, uno de los autores del volumen que nos ocupa), la construcción naval, las expediciones científicas y el papel de las armadas en el contractor state y el fiscal-military state, la historia naval española no ha compartido la relevancia reciente de la historia militar, especialmente en lo que respecta a análisis sociales, arquitectónicos, institucionales o económicos. Por ejemplo, como señala Manuel-Reyes García Hurtado, queda por realizar un estudio social de la marina española del XVIII parangonable al que llevó a cabo F. Andújar Castillo para el ejército (pp. 18-19). Las innovaciones de la Armada en la España del siglo de Jorge Juan viene a llenar parte de este nicho al incluir textos de algunos de los mejores especialistas españoles en historia naval. Este libro colectivo tiene por principal objetivo renovar el panorama historiográfico sobre la Armada del XVIII ampliando el foco a ámbitos menos trabajados hasta ahora (como la formación de la oficialidad, las infraestructuras portuarias, la tecnología o las condiciones de vida y servicio de la marinería) y tomando en consideración «la distancia entre lo pretendido y lo que fue posible» (p. 14): cómo lo planificado en las ordenanzas no siempre se plasmó en la realidad, lo que explica la debacle en el XIX a pesar del éxito parcial en la protección del imperio español y sus rutas de comunicación logrado en el XVIII.

This is an end-of-season progress report on the excavation of two wreck sites of the 17th century off Mogincual and the island of Mozambique. MOG-003, tentatively identified as the São Jose (1622) and IDM-003, tentatively identified as the Nossa Senhora da Consolação (1608), and the excavation of a mid-19th century wreck designated IDM-010.

This is an end-of-season progress report on the excavation of two wreck sites of the 17th century off Mogincual and the island of Mozambique. MOG-003, tentatively identified as the São Jose (1622) and IDM-003, tentatively identified as the Nossa Senhora da Consolação (1608), and the survey and assessment of IDM-017, possibly the Santa Teresa de Jesús (1622).

La fouille subaquatique programmée (2005-2010) de l’épave de Beutin (Pas-de-Calais), dans la
Canche, s’inscrit dans le cadre d’une archéologie nautique intégrant les vestiges architecturaux de
l’épave dans son territoire fluvial. L’objectif de l’étude est donc de restituer l’histoire d’un caboteur
fluvio-maritime de la première moitié du XVe siècle et de son espace nautique. Il s’agit d’une histoire portant
tout à la fois sur les techniques de construction, sur la fonction et sur le milieu de navigation du bateau, mais
aussi sur la nature du paysage du lit de la Canche et de ses rives contemporains du caboteur et, plus largement,
sur les caractéristiques de l’économie régionale des transports par eau de la fin du Moyen Âge.