Shipbuilding and Maritime Technology History

This site analysis explores the archaeological potential to locate the remains of a nineteenth century shipyard identified in Wharton's thesis 'Changing Tides: A Cultural Landscape study of the maritime community in Balmain, New South Wales 1860-1910.' The shipyard can be seen in a photograph dated c.1872 which shows a cutter-style hull set on a gravitationally launched longitudinal slipway with simple shoring. Thesis research carried out on shipbuilders of Balmain for the period of 1860 to 1910 was not able to identify the shipwright or shipyard as a commercial operation in this location in the historical record. The area in the photograph has since been reclaimed in
the late twentieth century and converted into public parkland. Therefore, there is potential that the remains of this yard, and related surrounding structures, remain within the reclamation.

Nemes Márk: Sir Francis Drake és az Erzsébet-kori kalózkodás:  A kalózkodás és a hajózás fejlődése (szemináriumi dolgozat) 2013/14 II. Félév (Dr. Ciegerné Novák Veronika órájára) A szöveget kizárólag a szerző és a forrás megjelölésével szabad felhasználni.

Within the inner-city suburb of Balmain across the harbour from Sydney’s CBD lies the remnants of Australia’s first dry dock built in 1855.  Scattered throughout the peninsula are surrounding elements of the maritime community that supported the ship building industry.  This thesis explores the cultural landscape of Balmain’s maritime community in its heyday from 1860 to 1910, and as a consequence of investigation presents Balmain as a case study for identifying and understanding a ‘maritime community landscape’ and answer the research question:
What does a cultural landscape of a maritime community look like, and how is it identified in the archaeological record of the physical and cognitive landscapes? This thesis demonstrated that beyond the study of individual sites such as a dock, there exists the potential to locate auxiliary components that not only contributed to the industrial capabilities of the area but also served the community.  By the investigation of archaeological signatures and cultural markers that demonstrated a maritime orientation, various structures, spatial patterns in development, and ways in which the natural environment was utilised and modified to suit maritime purposes were identified and interpreted holistically within the physical and cognitive landscapes.

Built in Bahia shipyard by Manuel da Costa, the
ship of the line Principe do Brazil was one of the
vessels that integrated the fleet that brought the
Royal Court from Lisbon to Brazil in 1808. The
discovery of an unidentified ship plane, which
also allowed the identification of one of the ship
models lost in the ancient “Escola Naval”, as
well as new data about its author, constitute
a precious finding for Late 18th and early 19th
Century Luso-Brazilian Naval Architecture and
Shipbuilding studies.

Research Question: To what extent did the seafaring technology of the Vikings influence the evolution of European seafaring technology?

This was my chosen topic for my IB EE for the class of 2020. I scored a B and hoped this might help anyone who needs it. Thank you.

EN- Providing livelihoods from most different geographies located on the coast in the ancient Mediterranean Sea, from the climate conditions offered by the period and the geography lived, to make import and export in the direction of economic interactions, but to continue the desire to explore new places, wars that are more important for the primitive period. It is possible to say that the use of sea, river and water channels as an intermediary bridge makes this kind of activities active all the time. In the following periods, this high dependency on each other was supported by the use of ships and boats of antiquity between all the islands and cities on the Mediterranean coast, especially when trade was based on the economy.

TR- Antik dönem Akdeniz’inde kıyıda yer alan çoğu farklı coğrafyalardan insanların, dönemin ve yaşanılan coğrafyanın sunmuş olduğu iklim koşullarından hareketle geçimlerini sağlamak, ekonomik etkileşimler doğrultusunda ithalat ve ihracat gerçekleştirmek ancak ilkel dönem için daha da önem arz eden seyahat, yeni yerler keşfetme arzusu ve savaşları sürdürebilmek adına deniz, nehir ve su kanallarının bir aracı köprü olarak kullanılması bu tarz faaliyetleri her daim aktif kıldığını söylemek mümkündür. Daha sonraki dönemler içerisinde Akdeniz'e kıyısı olan tüm adalar ve kentler arasındaki, özellikle ticaretin ekonomiye dayanmasıyla, birbirine olan bu yüksek bağımlılık antikçağın gemi ve tekne kullanımı ile desteklenmiştir.

A survey of naval power at the beginning of the steam era giving brief details of the major warships of all navies with some introductory remarks on each. Notes on the data appear after the bibliography. Third edition with new material on the Battle of Navarino. As reprinted in 2017 (with minor revisions).

The appearance of Francis Drake's iconic flagship for his circumnavigation is a matter of research and educated guesswork. HIstorians, ship enthusiasts,  artists, model makers and amateur history sleuths have put forth prodigious efforts to imagine how this English galleon of the late 16th century may have looked. This article is replete with illustrations from many different sources.

The period between 1570-1620 has left a remarkable amount of documents related to shipbuilding in the Iberian Peninsula. Among them, the Instrucción náutica written by Diego García de Palacio in 1587 is widely recognized as the first published book that includes an extensive discussion of ship design and construction. García de Palacio centres his discussion on a 400 toneladas nao, a series of woodcuts that illustrate the shape and dimensions of the ship accompany the explanation.
In the late XVI century ship hulls were designed following procedures based upon an old shipwrightry tradition born in the Mediterranean. By simple rules the master shipwright plots the central frame and tail frames and complete the hull body using wooden ribbands.
Computer software for 3D modelling using NURBs surfaces helps to recreate ships hulls. In this work the 400 toneladas nao is reconstructed and her hydrostatic parameters are compared with other ships.

Domenica 15 maggio 2022, ore 17.30 Parco di Villa Molaroni, Pesaro
Zrinka Podhraški Čizmek presenterà il volume Navigli adriatici fra le due sponde nel Settecento, Quaderno n. 24 della collana „Rerum maritimarum”
Apertura mostra "Tipologie navali dell’Adriatico nei secoli dell’età moderna" a cura di Maria Lucia De Nicolò, Luigi Divari, Zrinka Podhraški Čizmek
15.5.2022-28.8.2022


In questa edizione vengono presentati tutti i tipi ed elementi distintivi dei navigli menzionati nei primi tre volumi dei Regesti marittimi croati (RMC I-III) che comprendono circa 16.000 documenti riguardanti, tra l’altro, i velieri in uso nell’Adriatico durante il Settecento. Lo studio espone 18.536 menzioni di bastimenti classificati in 79 termini diversi messi a confronto rispetto l’etimologia e caratteristiche peculiari di ogni natante (quali stazza, attrezzatura velica, uso e quant’altro). L’analisi dimostra che i piccoli paroni preferivano velieri più piccoli, dalla portata fra le 20 e 300 t, essendo più veloci e manovrabili con buone capacità di navigazione. Si trattava innanzitutto del trabaccolo con il 14,55% di presenza nei documenti, poi della tartana (11,49%), del pielego (8,06%), della polacca (6,23%), della marciliana (6,18%), della feluca (5,10%), della barca (4,86%), della checcia (2,21%) e della brazzera (2,01%). I velieri minori, ovvero piccoli e medi, di portata inferiore alle 300 t, rappresentavano perfino il 70,82% di tutti i bastimenti nominati, mentre i velieri maggiori, di portata superiore alle 310 t, fra cui le grandi navi/nave ovvero vascelli (15,33%) ed i fregatoni (4,36%) avevano mantenuto il 20,65% del traffico marittimo, soprattutto verso le Isole Ionie ed altri porti mediterranei. Tramite l’analisi comparata delle loro caratteristiche e peculiarità è stato dimostrato che fra i porti delle coste orientali e occidentali dell’Adriatico nel Settecento vi era un intenso commercio quotidiano e che tale traffico era caratterizzato da un forte dinamismo del piccolo e medio ceto imprenditoriale che è riuscito ad imporsi sia nel commercio marittimo che nella costruzione navale che ha interessato ambo le coste adriatiche.


Predstavljanje knjige: Jadranski brodovi između dviju obala u osamnaestom stoljeću. Povijesno-ikonografski pregled

Ovaj povijesno-ikonografski pregled prikazuje sve vrste i glavne karakteristike brodova koji se spominju u prva tri sveska Hrvatskih pomorskih regesta. RMC I–III obuhvaćaju oko 16.000 dokumenata koji se, između ostaloga, odnose na jedrenjake koji su plovili Jadranom i Mediteranom u XVIII. stoljeću. Studija prikazuje 18.536 spomena plovila klasificiranih u 79 različitih naziva koji se uspoređuju s obzirom na njihovu etimologiju i razna obilježja poput nosivosti, jedrilja i namjene. Analiza pokazuje kako su vlasnici brodova radije koristili manje brodove (nosivosti do 300 tona), dobrih maritimnih svojstava, a čiji je brz utovar i istovar išao u prilog ubrzanu ritmu toga stoljeća. Brod koji se najčešće spominje jest trabakul sa svega 14,55% prisutnosti u dokumentima, zatim tartana (11,49%), pelig (8,06%), pulaka (6,23%), marsilijana (6,18%), filjuga (5,10%), barca (4,86%), keč (2,21%) i bracera (2,01%). Čak 70,82% sveukupno navedenih brodova odnosilo se na plovila srednje i manje nosivosti (do 300 t), dok se 20,65% sveukupnoga prometa, izvanjadranskog, mediteranskog (prema Jonskim otocima i dalje) te prema sjevernim morima, odnosio na brodove veće nosivosti (iznad 310 tona) među kojima su nave i vašeli (15,33%) te fregaduni (4,36%). Komparativnom analizom njihovih karakteristika i posebnosti pokazano je da je između luka istočne i zapadne obale Jadrana u osamnaestom stoljeću postojala intenzivna dnevna trgovina čija je glavna značajka bila nevjerojatna dinamičnost maloga i srednjeg poduzetništva koje se uspjelo etablirati kako u pomorskoj trgovini, tako i u brodogradnji, ostavivši golem utjecaj na obje jadranske obale.


Book launch: Adriatic ships between the two shores in the eighteenth century. A historical and iconographic review

This historical and iconographic review outlines all the types and main characteristics of the sailers mentioned in the first three volumes of the Croatian Maritime Regesta (RMC I-III). These three volumes include around 16,000 documents which, among other things, present the sailing ships used in the Adriatic during the eighteenth century. The analysis shows 18,536 mentions of ships classified under 79 different names (types), and compares them with respect to etymology and characteristics such as DWT, sailing equipment, purpose. The analysis demonstrates that small shipowners preferred lighter sailing ships with a DWT of up to 300 t, being faster and more maneuverable with good navigation skills. The dominant type of ship was trabaccolo, which accounts for 14.55% of mentions in the documents, followed by tartane (11.49%), pielego (8.06%), polacre (6.23%), marciliana (6.18%), felucca (5.10%), barca (4.86%), ketch (2.21%), and brazzera (2.01%). Small and medium ships with a DWT of up to 300 t account for 70.82% of all the mentioned sailers. Larger sailing ships, with a DWT over 310 t, including navas/vessels (15.33%) and frigatoons (4.36%), maintained 20.65% of maritime traffic, especially towards the Ionian Islands and other Mediterranean ports. The comparative analysis of their characteristics and peculiarities has indicated that intense daily trade was taking place between the ports of the Eastern and Western coasts of the Adriatic in the eighteenth century, and that this traffic was characterized by a strong dynamism of the small and middle entrepreneurial class which established themselves both in maritime trade and in shipbuilding, and thus left an enormous impact on both Adriatic coasts.

In 1866, after the Opium Wars, the Chinese official Zuo Zongtang established the Foochow Navy Yard, which aimed to facilitate the independent construction of modern warships. French advisers, engineers, teachers, and craftsmen were hired, and a series of French schools for naval construction, drawing, and apprenticeship were set up. Previous studies have nearly exhausted the historical material on the Foochow Navy Yard, but few of them give an exact evaluation on its shipbuilding and educational levels. This paper traces the French sources on the shipbuilding technology and educational system at the Foochow Navy Yard and conducts a comparative study. With the guidance and assistance of foreigners, the Foochow Navy Yard gained the ability to assemble ships and imitate engines, while it remained necessary to import design drawings and structural components. The most outstanding students that the navy yard nurtured may have reached the level of École Polytechnique graduates, but the quality of students was hard to maintain. The backwardness of its conceptualization and the lack of financial and political support also contributed to its decline.

During the 16th century, the Mediterranean shipbuilding –especially in Italy– was renowned for its quality. It held a technical culture inherited by an ancient tradition that had passed down orally from one generation to the next. But today it is largely unknown, since, to the scarcity of documentation in writing, is added a poor archaeological documentation. The discovery of the Mortella shipwrecks (Saint-Florent, Upper Corsica, France) in 2005 and 2006, and the programme of archaeological excavations of one of them –the Mortella III– undertaken in 2010, highlight an architecture from the 16th century that belongs to the Mediterranean tradition and offer the prospect of contributing to fill the existing gaps.

After studying the archaeological data from the five excavation campaigns done on this wreck, our research sets as key goal identifying markers’such as ‘technical and architectural traits’ which can contribute to the definition of a model of shipbuilding from the 16th century in the Mediterranean, initiated by previous archaeological research started in the eighties. In this perspective, the analysis is based on comparisons with archaeological data from other wrecks of that period. Moreover, it also relies on the references provided by the written sources, as well as the iconography. Finally, the archival researches undertaken in the margins of the archaeological work have allowed linking the wrecks of the Mortella to their history, in this case to the Italian wars of 1527. In this regard, the archaeological study –which remains the epicentre of this thesis– is usefully supplemented by the historical research.

In 1997, the existence of a manuscript dealing with navigation and shipbuilding in the Mediterranean in the 16th century was revealed in the United States at a Christie's auction.Four years later, in 2001, the contents of this document entitled "Il Carteggiatore" (The Cartographer) by Nicolò Sagri (1538-1571) were made available to researchers after being donated to the James Ford Bell Library at the University of Minnesota.
In the context of the paucity of documentation on Mediterranean shipbuilding, and given the key role played by Mediterranean technical culture in early modern Europe, Nicolò Sagri's treatise makes a very useful contribution to our knowledge.
The aim of this chapter is to offer an analysis and interpretation of Sagri's text dealing with the shipbuilding of the nave, the typical Mediterranean merchant ship of the time. It then aims to compare it with the Iberian shipbuilding tradition and, finally, it seeks to highlight and explain the methods used by Sagri to calculate its tonnage.

MA Thesis in Maritime History (Faculty of Letters, Lisbon University FLUL, 2014) - revised version

The present thesis Shipwrecks of the “Carreira da Índia” (1595-1623) – Sources
for the Study in Portuguese Maritime History deals with factors which caused losses of
ships of the Carreira da Índia which linked the European metropolis Lisbon with its
Goa based Estado da Índia between 1595 and 1623. Although Portuguese-Asiatic
shipping was formally separated from the Habsburg Empire during the Union of the
Two Iberian Crowns (1580-1640), the European policies of the Spanish Kings,
especially towards the United Provinces and the Netherlands had its influence and
effects on the Portuguese side.
Shipwrecks, either on the outward bound or homeward bound voyages had
occurred for various reasons since the early days of the Carreira da Índia yet the
emergence of the two private European Companies, the Dutch United East India
Company (founded in 1602) and the British East India Company (founded in 1600)
were a new momentum by which’s characteristics of concurrence and struggle for
supremacy of the European-Asiatic spice trade, losses of Portuguese ships were caused
by planned and executed military operations as well.
Focusing on the geographical region of the Mozambique Channel in which the
losses have taken place, the thesis combines a historiographical approach with records
of underwater archaeology analyzing questions related to the political environment and
planed military operations in which shipwrecks have occurred as well as causes of
shipwrecks observing ship building and design modifications and effects related to
economic patterns such as the monetary flows of the Portuguese outward bound
shipping during the period of observation.

Naufragios da Careira da Índia (1595-1623)

The Tektaş 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.

This thesis explores the interaction of numerous factors affecting economic productivity in England’s 17th-century tobacco trade with its Chesapeake colonies, particularly with an eye to transatlantic shipping. This is achieved here through the use of a network inspired analytical framework to provide an assessment of a range of elements surrounding the trade over the course of the 17th century, how these elements interacted, and the degree to which they affected the overall productivity tobacco market. Data used to these means include the extant body of relevant literature, historical documentation, archaeological data, and a case study of an archaeological site near St. Mary’s City, Maryland, USA investigated for the purpose of this thesis.
The tobacco economy is examined and analysed based on various inputs, along with various social and political factors. Settlement patterning is studied through geo-spatial archaeological data from Maryland to identify possible causes for the shift in the tobacco collection model from a plantation-front based system to a central warehouse model. Through this, it is argued that the dominant driver for this change was a spread of plantations to more inland sites owing to population growth as the dominant cause. Shipbuilding is scrutinised to identify trends in ship technology and construction methods, showing changes to be both purpose and resource driven. Passenger journals and logbooks are used to examine changes in sailing route throughout the 17th century from England to the Chesapeake, resulting in the identification of a previously unknown route of ocean passage in common usage in the latter half of the 17th century. This change provided generally faster crossings on a less hazardous route, necessitated largely by political and social causes. Making use of these same voyage accounts as a data source, a quantitative study of English merchant ship performance in terms of velocity made good and windward sailing capabilities is provided. Results of this study indicate that advances in ocean crossing times were largely route dependent, with little if any advance in sailing speed over this period. Lastly, the examination of a submerged ballast cluster has provided insights into possible focusses of maritime archaeology in the Chesapeake region. To date, no vessels dating to the early colonial period have been located in the region despite heavy maritime traffic in this era. Ballast discard sites dating to this period are a common yet virtually unexamined site type for this area, and should be afforded additional attention. 
In sum, this thesis provides a detailed overview of the function of the English-Chesapeake tobacco trade, resulting in a series of network-based models of interaction examining foreign and domestic politics, crew size and mariner wages, tobacco production, the tobacco market, product collection models, sailing routes, hull and sail efficiency, ship construction, time spent at sea, and time spent in port. These are assessed on a temporal scale, allowing for summary of the function of the tobacco economy at various points throughout the 17th century and into the 18th century.

There were two naval traditions in Europe during the High Middle Ages: the Baltic-Atlantic and the Mediterranean. They both connected in the north of Portugal. The opening of the maritime route which connected the Mediterranean with Flanders was the turning point of the Naval Revolution which started at the end of the 13th century. The technological exchange took off at that moment (the way the ships were built, the different types of sails and rudders) and that highly influenced the Mediterranean navy in the 14th century and the Atlantic navy in the 15th century.

In October 2016 a previously unknown shipwreck emerged at the southern spit of the island of Sylt as a consequence of an ongoing coastal erosion process. Aside from its double-layered carvel planking, several other features reminiscent of 17th-century Dutch shell-first shipbuilding were observed. With a terminus post quem of 1690, this is the latest 'Double Dutch' construction hitherto known, casting doubt on the long-held belief that this peculiar method of construction was a fleeting phenomenon of the early 17th century. Due to tidal currents and erosion, the sea swiftly reclaimed the wreck shortly after the investigation.

On October 12th, 1748, the naval combat of Havana, which was the last action of the
War of Jenkins’ Ear, took place. Despite being a colonial war between two maritime empires, this was the only naval engagement occurred in American waters. In this battle the British squadron, led by the Rear-Admiral Sir Charles Knowles, fought against the Spanish one, under Andrés Reggio’s command. Thereby, this was the only occasion in which it was possible to evaluate the efficiency of Spanish Navy after decades of naval rearmament.

Resumen. El objetivo del presente estudio es comprender la etapa formativa de la industria de la construcción naval española en Asia, a partir de la percepción oficial acerca de la riqueza y la utilidad de los recursos madereros existentes en las islas Filipinas, así como de los mecanismos desarrollados para la movilización de recursos, humanos y forestales, durante este período formativo, y sus consecuencias sociales y políticas. Se propone también confrontar la legislación promulgada para normar la movilización de mano de obra para el uso de recursos forestales, los testimonios al respecto de la calidad y utilidad náutica de los distintos tipos de maderas y, finalmente, las manifestaciones de la tensión generada por la construcción naval entre las instituciones constitutivas del orden colonial en Filipinas durante el siglo XVI y la primera mitad del siglo XVII. Palabras clave: maderas, construcción naval, sureste asiático, Filipinas, encomienda.

Abstract. The purpose of this study is to understand the formation of the Spanish shipbuilding industry in the south Pacific during the sixteenth century. It deals with early Spanish assesments of the timber resources of the Philippines; the shipbuilding expertise of the local populations; their ability to produce essential manufactures, and the importance of the Spanish access to the SouthEast Asian intertional market. It also seeks to explain the social consequences of forced labour, and the negative impact it seemed to have in the official perception of the quality of Philippine shipbuilding timbers. It also examines the legislation issued by the crown to deal with these problems, and its interaction with the Spanish religious orders established in the islands during the first half of the seventeenth century.

RELACIONES INTERCOLONIALES Nueva España y Filipinas, (coordinador Jaime Olveda Legaspi), COLJAL, 2017. Ivan Valdez-Bubnov "El navío de 70 cañones de González Cabrera Bueno (1734): ¿Un modelo tecnológico propio de la carrera de Filipinas?, pp- 63-88.

The purpose of this study is to understand the political, social, economic and military factors that shaped the evolution of Spanish shipbuilding for the Acapulco-Manila trade route under the Habsburg and Bourbon dynasties (1571-1815). It focuses on the main variables that affected the size of the trans-Pacific galleons, on the objectives of the Spanish crown's shipbuilding legislation, and on the methods used by Spanish colonial administrators to mobilize human and material resources in the Philippines. It discusses the role of the religious orders in the functioning of this industry, particularly in opposing the negative social consequences of shipbuilding. It also details the administrative reforms that shaped the development of this industry during the eighteenth century, which sought to limit the exploitation of the local workforce by transferring executive powers from local government officials and encomenderos to the friars. Finally, it also discusses the measures implemented by the Bourbon regime to increase its control over the functioning of the shipyards, particularly during the late eighteenth century. Although this article focuses on the construction of the largest ships launched from the Philippine shipyards, its conclusions can be extended to other types of vessels built by the Spanish administration in the archipelago during this period.

https://brill.com/view/title/54752. Drawing from a broad range of hitherto unpublished archival material and the reconstructed biographies of hundreds of San Marco ships, this book provides a critical overview of the Republic's shipping activities contemporary with the major geographical discoveries of the period, the ascendency of the Ottoman Empire in the Mediterranean, and the ongoing struggle among the major European powers for political and economic hegemony. Within this complex framework, the agency of environmental factors receives equal importance beside geopolitics and economic interests, challenging the accepted hierarchy of the factors impacting the maritime history of Venice. Readership All those interested in the history of the Republic of Venice and its territories in Dalmatia, Greece, and the Levant, and scholars inquiring into early modern maritime and global history.

Users who have access to the e-book via their institutional library can make use of our Mybook option and purchase a paperback copy of the book for 25 EUR/USD. For more information contact me.

Renard Gluzman, Venetian Shipping from the Days of Glory to Decline, 1453–1571 (Leiden; Boston: Brill, 2021), 561pp.

Between 1824 and 1848 convicts at Sarah Island and then Port Arthur built ships supervised by various boat builders but principally by John Watson and David Hoy. Anecdotally the convict-built ships built at Port Arthur were of excellent quality The Britannia and Trades’ Advocate (Hobart) on the 19 October 1848 in describing the 109-ton Lucy stated:
“For the goodness of the material and the highly seasoned qualities of the timbers, &c. she is not surpassed by any craft no matter by whom built.”
This paper looks at the longevity of the convict-built ships as a measure of their build quality and compares them to other Australian built ships and overseas built ships in Australasian waters in the same periods. Longevity is not a perfect measure of build quality, the best built ship can be undone by a poor crew, a reckless master, an unseasonal storm or an uncharted reef. However, lacking archaeological evidence or plans and scanting’s of the ships involved longevity is the only measure of the build quality of the Sarah Island and Port Arthur built ships available.

Durant més de dos anys el Museu Marítim de Barcelona va impulsar un projecte de recerca sobre les Drassanes Reials en Època Moderna, un període no gaire conegut però fonamental per comprendre la història de les Drassanes Reials de Barcelona. En el decurs de la recerca els investigadors han localitzat molta documentació conservada en diversos arxius sobre l’arsenal, molts d’aquests documents no havien estat analitzats per l’estudi històric de les Drassanes fins ara.

El resultat ha estat Las Reales Atarazanas de Barcelona en la Edad Moderna. La gran fábrica de galeras de la Monarquía Hispánica (siglos XVI-XVIII) un text de quasi 400 pàgines en el què s’analitza el paper de les Drassanes Reials de Barcelona dins del sistema defensiu de la Monarquia Hispànica, el funcionament de la institució, la gestió que van realitzar les persones que van estar al comandament, les relacions entre els diferents poders que van interactuar en les Drassanes Reials, com es va organitzar l’activitat productiva, com es finançaven les construccions, com es proveïen de la fusta, que professionals van treballar, oficis, qualificació, salaris, problemes que es van crear a l’entorn laboral, les construccions, quantitat i tipus de galeres i altres embarcacions, la qualitat de les mateixes, tot plegat suposa una gran quantitat d’informació inèdita.

Es va optar per la publicació en format digital per donar-li una difusió més amplia i ràpida, amb l’objectiu d’avançar en el coneixement de les Drassanes Reials com edifici i com institució, i l’impacte que va tenir tota la seva activitat a la ciutat i el país. Alhora que captar l’interès per aquesta temàtica d’estudi entre d’altres investigadors del període.

The Schlüsselfeld ship model from 1503, Nürnberg, is the focus of profound changes in shipping and seafaring on the eve of early modern times in northern Europe. 1 Prologue Several times in my professional career I have certainly been impressed by a person's deep knowledge; or colleagues have inspired me with their representational skills, impressed me through their management capabilities or their morality, their political attitude, their social competence, their understatement, their philanthropic and friendly charisma. But until now I had never met a person who combines all that in one. My friend Jerzy Litwin is such a person and because of that he has influenced me very much and has always been a sort of paragon for me. Despite the social disparity, he the important Director of a national museum, I the petty scientist, I have never felt that this was relevant in our long and continuous friendship. In all of these 25 years of cooperation, two people met each other on the basis of sympathy and enthusiasm, what job we did was never of importance. I have had the chance to benefit from Jerzy Litwin's numerous talents. One which certainly not all people know of is that of a ship model builder. As we see in the article by Dieter Matysik in this volume, he was the person playing a significant role in the team of the international ship model association Naviga. In this group of enthusiasts he always tries to raise interest in the historical templates of boat and ship model building. He sees models as a tool to help answer open questions in historical shipbuilding. His "model interpretation" of the seal of Elbing from 1350 is a good example of this. The huge model of the PETER VON DANZIG, which is still exhibited in the museum hall, shows his expertise in that field too, especially with how much knowledge of historical ship construction he brought to the building of this model. 2 He is not a person to work in private. Jerzy always tried to share his fascination with other friends and colleagues. Therefore the Department of Ship Model Building at the NMM is probably one of the best official bodies in that field. Of course, with his intention to build a model to answer historical questions Jerzy is not alone. There are a variety of directions which model builders could follow to address open questions about the past. We can recognize a long tradition in that way. In his study of early 15 th century carvels, Friedrich Jorberg built a research model to try to find out how much living space seamen had aboard ships in those times 3. Harry Alopäus took a completely different route to building ship models after diving to shipwrecks to find a better understanding of the situation underwater, using models as a helpful tool while interpreting the construction of the remains of a wreck long before 3-D imaging tools made it easier. Because of his intensive studies in creating models, Dick Steffy, originally an electrician, became one of 1 I am very grateful to Richard Barker who not only revised the English text, but also discussed with me details of shipbuilding and seafaring of this interesting period.

This chapter examines how Greek shipowners combined their entrepreneurial skills with American finance and European maritime expertise to become the world’s leading shipowners in the post-war period. Led by Aristotle Onassis, they were able to exploit opportunities in the United States in the 1940s and led the way in tanker shipping in post-WWII Europe. Greek shipowners created and consolidated the new institution of the global shipping company, paving the way for today’s ‘stateless’ maritime industry. The chapter analyzes the growth of the oil market and tanker shipbuilding by following the activities of one of the leaders of Greek and world tanker shipping, Aristotle Onassis, during the period 1948–1954. In the second part, we examine tanker shipbuilding by the Greeks, in particular by Aristotle Onassis and Stavros Niarchos, in German shipyards. Today, Greece is the leading country in terms of ownership of the world fleet, and this chapter shows how this became possible.

A journey through 5,500 years of history of the color blue, its general use, its production, its symbolism and application in art, architecture and daily life.

In particular, the use of blue in historical shipbuilding will deepen the subject. A comprehensive arc is spanned here from the ships of antiquity to the first half of the 19th century, structured according to the navies of the individual European nations and other cultures. Food for all those who have already dealt with the controversial subject of the colour blue in shipbuilding.

In addition to artefacts, many sources from texts and documents, architecture and art are used. This results in 18 pages of source and literature references that speak for themselves. Good, varied and continuously coloured illustrations underline the corresponding text information.

Not only interesting for those interested in historical shipping.

Book as hardcover edition with 200 pages of high-quality colour printing and thread binding.

More details: www.modellbau-muellerschoen.de

El presente estudio tiene por objetivo ofrecer una interpretación estructural del funcionamiento de la industria de construcción naval española en el sureste asiático, desde la perspectiva específica del uso de sus recursos madereros y su vínculo con la explotación del trabajo indígena, así como comprender las causas de la progresiva transferencia de esta industria, desde los astilleros americanos a las islas Filipinas y, posteriormente, también a otras regiones del Pacífico sur. Estos propósitos intersectan con otros temas estructurales, directamente vinculados con la industria de construcción naval en Filipinas y con el régimen establecido por la administración española para la explotación de sus recursos forestales: la estructura administrativa, civil y religiosa del establecimiento hispano en ese archipiélago, su vinculación con las reducciones a poblado de sus habitantes, y las diversas tentativas, tanto teóricas como prácticas, por integrarlo más profundamente en las estructur...