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frame-first built ship. Figure 3-6. Illustration of the linear transition of edge-joinery over time from shell-first to frame-fir >lements of the shell-first technique some four centuries after the earliest known example of a

Figure 3 frame-first built ship. Figure 3-6. Illustration of the linear transition of edge-joinery over time from shell-first to frame-fir >lements of the shell-first technique some four centuries after the earliest known example of a

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illustrated below. Figure 0-1. A generic model of the unilinear progression of sail development, viewed through sail-plan. redundant once ‘newer, better’ ones are developed. A generic example of this progression is
illustrated below. Figure 0-1. A generic model of the unilinear progression of sail development, viewed through sail-plan. redundant once ‘newer, better’ ones are developed. A generic example of this progression is
Fig. 18. The evolution of the Arab and the Mediterranean lateen sails. a, square sail; b, dipping lug of India and Arabia; c, present day sails of Oman; d, present day sails of the Persian Gulf; e, present day sails of Aden and the Red Sea; f, triangular sails of the Mediterranean. None of these sails have booms at the foot of the sail. (Original.) 1) where the examples are all derived from a single cultural context.
Fig. 18. The evolution of the Arab and the Mediterranean lateen sails. a, square sail; b, dipping lug of India and Arabia; c, present day sails of Oman; d, present day sails of the Persian Gulf; e, present day sails of Aden and the Red Sea; f, triangular sails of the Mediterranean. None of these sails have booms at the foot of the sail. (Original.) 1) where the examples are all derived from a single cultural context.
relate observed technological change to the causes outlined above (Adams 2003: 29). Figure 1-3. Interrelated constraints on the form, structural characteristics, appearance and use of
relate observed technological change to the causes outlined above (Adams 2003: 29). Figure 1-3. Interrelated constraints on the form, structural characteristics, appearance and use of
mis-translated or re-used. All of which can greatly alter their subsequent interpretation. Figure 1-4. Diagram illustrating the cultural transformations which act upon a source of evidence between
mis-translated or re-used. All of which can greatly alter their subsequent interpretation. Figure 1-4. Diagram illustrating the cultural transformations which act upon a source of evidence between
Figure 2-1. The aggregation of rigging components which comprise the Mediterranean square-sail rig 2.1 The Mediterranean square-sail rig
Figure 2-1. The aggregation of rigging components which comprise the Mediterranean square-sail rig 2.1 The Mediterranean square-sail rig
Figure 2-2. Traditionally derived Centre of Lateral Resistance (CLRy), located amidships, along with the vertically above the CLR and produce a well balanced sailing vessel (Figure 2-2). The reality of the vessel (as shown by the iconography noted above), this should in theory place the CE
Figure 2-2. Traditionally derived Centre of Lateral Resistance (CLRy), located amidships, along with the vertically above the CLR and produce a well balanced sailing vessel (Figure 2-2). The reality of the vessel (as shown by the iconography noted above), this should in theory place the CE
and still in-situ (Table 2-1). Table 2-1. Mediterranean shipwrecks excavated with surviving mast-steps or where the probable location
and still in-situ (Table 2-1). Table 2-1. Mediterranean shipwrecks excavated with surviving mast-steps or where the probable location
appear to have poor balance because of the discrepancy between CE and CLR (Figure 2-2) Figure 2-3. Balance of CE and CLR for a single-masted square-sail vessel with the mast stepped 33% from the bow. corresponding forward position of the CLR. Vessels with their mast stepped amidships, would
appear to have poor balance because of the discrepancy between CE and CLR (Figure 2-2) Figure 2-3. Balance of CE and CLR for a single-masted square-sail vessel with the mast stepped 33% from the bow. corresponding forward position of the CLR. Vessels with their mast stepped amidships, would
Figure 2-4. The combined Centre of Effort (CE) of the mainsail (CEm) and artemon (CEa) against CLR. tacking ship in order to force the head of the vessel up to and through the wind by concentrating
Figure 2-4. The combined Centre of Effort (CE) of the mainsail (CEm) and artemon (CEa) against CLR. tacking ship in order to force the head of the vessel up to and through the wind by concentrating
reduced. The best archaeological example of this arrangement lies in the remains of the St
reduced. The best archaeological example of this arrangement lies in the remains of the St
Figure 2-6. Simplified locational diagram of rigging-components on the Mediterranean square-sail rig.
Figure 2-6. Simplified locational diagram of rigging-components on the Mediterranean square-sail rig.
unusually large diameter halyards. Figure 2-7. Masthead blocks on the Kyrenia Liberty replica. The central block is one of two halyard
unusually large diameter halyards. Figure 2-7. Masthead blocks on the Kyrenia Liberty replica. The central block is one of two halyard
mast-step indicates their use as shroud blocks (deadeyes) (e.g. Ximénés & Moerman 1990: 7 Figure 2-8. Roman deadeye from the Red Sea port of Myos Hormos (J.Whitewright).
mast-step indicates their use as shroud blocks (deadeyes) (e.g. Ximénés & Moerman 1990: 7 Figure 2-8. Roman deadeye from the Red Sea port of Myos Hormos (J.Whitewright).
Egyptian Red Sea (S002, 018 & 034). ‘igure 2-10. Graphical reconstruction of the Laurons 2 shipwreck based on the published hull plans,
Egyptian Red Sea (S002, 018 & 034). ‘igure 2-10. Graphical reconstruction of the Laurons 2 shipwreck based on the published hull plans,
Figure 2-11. Roman sail fragment and remains of wooden brail-ring from Myos Hormos, the herringbone Pisa (S038) (Bigagli 2000: 100, 106-7 & Figs 5, 8 & 11).
Figure 2-11. Roman sail fragment and remains of wooden brail-ring from Myos Hormos, the herringbone Pisa (S038) (Bigagli 2000: 100, 106-7 & Figs 5, 8 & 11).
will interfere with the set of the sail. This would not prevent a vessel from sailing close-hauled. Figure 2-12. The changing position of yard and sail, tack and clew, sheets and braces when altering
will interfere with the set of the sail. This would not prevent a vessel from sailing close-hauled. Figure 2-12. The changing position of yard and sail, tack and clew, sheets and braces when altering
when sailing close-hauled because its forward end is inhibited by the forestay. Figure 2-13. Square-sail: tacking (left) and wearing (right). Vessel and yard orientation for tacking and
when sailing close-hauled because its forward end is inhibited by the forestay. Figure 2-13. Square-sail: tacking (left) and wearing (right). Vessel and yard orientation for tacking and
sails to steer the vessel. Figure 2-14. Detail of tacking a square-sail vessel. a)1-3: The vessel rounds up into the wind until head tc
sails to steer the vessel. Figure 2-14. Detail of tacking a square-sail vessel. a)1-3: The vessel rounds up into the wind until head tc
2.2 The Lateen sail Figure 2-15. The aggregation of rigging components which comprise the Mediterranean square-sail rij
2.2 The Lateen sail Figure 2-15. The aggregation of rigging components which comprise the Mediterranean square-sail rij
vessels certainly do not (for examples, see Gillmer 1994: chapter 4; Moore 1925: chapter 4). Figure 2-16. Sail-form: a) The triangular lateen sail, b) The quadrilateral settee sail. exactly the same sail shape and yard angle as one another. Recent Mediterranean lateen rigged
vessels certainly do not (for examples, see Gillmer 1994: chapter 4; Moore 1925: chapter 4). Figure 2-16. Sail-form: a) The triangular lateen sail, b) The quadrilateral settee sail. exactly the same sail shape and yard angle as one another. Recent Mediterranean lateen rigged
Figure 2-17. The relative length of yards for a) lateen sail, b) settee sail, c) square-sail of aspect ratio one.
Figure 2-17. The relative length of yards for a) lateen sail, b) settee sail, c) square-sail of aspect ratio one.
seen on a historic vessel located in the Ottoman fort at the modern town of Quseir. Figure 2-19. Generic rigging of a settee rigged Kuwaiti Boom (after Johnstone & Muir 1964: Fig. 3).
seen on a historic vessel located in the Ottoman fort at the modern town of Quseir. Figure 2-19. Generic rigging of a settee rigged Kuwaiti Boom (after Johnstone & Muir 1964: Fig. 3).
Figure 2-12). Figure 2-20. Lateen/settee yard positions when sailing downwind. a) Yard and sail before the mast with
Figure 2-12). Figure 2-20. Lateen/settee yard positions when sailing downwind. a) Yard and sail before the mast with
Figure 2-21. Lateen/settee rigged vessel wearing ship using the Indian Ocean technique. a) Reaching on a
Figure 2-21. Lateen/settee rigged vessel wearing ship using the Indian Ocean technique. a) Reaching on a
summarised in the remainder of this chapter. Figure 2-22. Diagrammatic explanation of Velocity Made Good (Vmg) (J.Whitewright).
summarised in the remainder of this chapter. Figure 2-22. Diagrammatic explanation of Velocity Made Good (Vmg) (J.Whitewright).
Figure 2-23. Five Mediterranean sailing vessels from Classical, Roman and late-antique contexts. The different cross-sectional forms constructed by ancient shipwrights, range from flat-bottomed to relatively deep-keeled. Redrawn by author from: Kyrenia (S024) (Steffy 1985: II.6), Cavaliere (S011) (Charlin et al 1978: Fig. 34), Madrague de Giens (S029) (Rival 1991: Fig. 62), Laurons 2 (S026) (Gassend et al 1984: Fig. 17c), Yassi Ada (4” century) (S048) (Bass & van Doorninck Jr 1971: Fig 5). different cross-sectional forms constructed by ancient shipwrights, range from flat-bottomed to relatively
Figure 2-23. Five Mediterranean sailing vessels from Classical, Roman and late-antique contexts. The different cross-sectional forms constructed by ancient shipwrights, range from flat-bottomed to relatively deep-keeled. Redrawn by author from: Kyrenia (S024) (Steffy 1985: II.6), Cavaliere (S011) (Charlin et al 1978: Fig. 34), Madrague de Giens (S029) (Rival 1991: Fig. 62), Laurons 2 (S026) (Gassend et al 1984: Fig. 17c), Yassi Ada (4” century) (S048) (Bass & van Doorninck Jr 1971: Fig 5). different cross-sectional forms constructed by ancient shipwrights, range from flat-bottomed to relatively
Table 2-2. Heading angle, relative to wind direction of replica vessels rigged with square-sails. Leeway listed in Table 2-2. It should be observed that these figures almost certainly represent the ‘best’
Table 2-2. Heading angle, relative to wind direction of replica vessels rigged with square-sails. Leeway listed in Table 2-2. It should be observed that these figures almost certainly represent the ‘best’
Table 2-3. The Vmg to windward of replica vessels rigged with single square-sails.
Table 2-3. The Vmg to windward of replica vessels rigged with single square-sails.
Figure 2-24. Illustration of the takkiya headings given by Sulaiman al-Mahri. These give a good
Figure 2-24. Illustration of the takkiya headings given by Sulaiman al-Mahri. These give a good
Figure 2-25. Chart plotting changing Vmg over time, as documented in recorded voyages. Data is derived
Figure 2-25. Chart plotting changing Vmg over time, as documented in recorded voyages. Data is derived
Figure 2-26. The potential performance of Mediterranean square-sail and lateen/settee rigged ships on
Figure 2-26. The potential performance of Mediterranean square-sail and lateen/settee rigged ships on
its variations in both the Mediterranean and Indian Ocean are illustrated in Figure 3-1. Figure 3-1. The time-lines of the square-sail in the Mediterranean and Indian Ocean during antiquity.
its variations in both the Mediterranean and Indian Ocean are illustrated in Figure 3-1. Figure 3-1. The time-lines of the square-sail in the Mediterranean and Indian Ocean during antiquity.
Figure 3-2. The tombstone of Alexander of Miletus, square or lateen/settee sail? Academic interpretation
Figure 3-2. The tombstone of Alexander of Miletus, square or lateen/settee sail? Academic interpretation
Figure 3-3. Settee sail luff:leech ratios. a) Described by Ibn Majid in the late 15" century AD, ratio of 3:4. variety of different luff:leech ratios in concurrent use within the Indian Ocean region (c.f. Figure
Figure 3-3. Settee sail luff:leech ratios. a) Described by Ibn Majid in the late 15" century AD, ratio of 3:4. variety of different luff:leech ratios in concurrent use within the Indian Ocean region (c.f. Figure
maritime technological development in the ancient world. Figure 3-5. The relative time-lines of fore-and-aft sailing rigs in the Mediterranean and Indian Ocean founded on a ‘unilinear progression’ of technology and indicates the potential for original
maritime technological development in the ancient world. Figure 3-5. The relative time-lines of fore-and-aft sailing rigs in the Mediterranean and Indian Ocean founded on a ‘unilinear progression’ of technology and indicates the potential for original
indication of the factors at play in the visible change occurring in the latter. Figure 3-7. The relative time-lines of hull construction techniques and features in the Mediterranean and
indication of the factors at play in the visible change occurring in the latter. Figure 3-7. The relative time-lines of hull construction techniques and features in the Mediterranean and
of a single technological continuum. and cross-sectional form illustrate the potential for variation of form to occur within the context
of a single technological continuum. and cross-sectional form illustrate the potential for variation of form to occur within the context
Figure 3-9. Distribution of cylindrical and disc sheaves from Classical, Roman and late-antique maritime
Figure 3-9. Distribution of cylindrical and disc sheaves from Classical, Roman and late-antique maritime
be swapped for one another and must remain at the fore or aft end of the vessel respectively.
be swapped for one another and must remain at the fore or aft end of the vessel respectively.
Figure 3-11. Multilinear development of ancient Mediterranean sailing rigs. Solid lines indicate definite,
Figure 3-11. Multilinear development of ancient Mediterranean sailing rigs. Solid lines indicate definite,
impossible to say with any accuracy when either was adopted, altered or abandoned. Figure 3-12. Maritime technology in the Mediterranean and the Indian Ocean, 650 BC-AD 1050, utilising
impossible to say with any accuracy when either was adopted, altered or abandoned. Figure 3-12. Maritime technology in the Mediterranean and the Indian Ocean, 650 BC-AD 1050, utilising
comprehensive change in order to accommodate the lateen/settee rig. Figure 4-1. Comparison of the Mediterranean square-sail and lateen/settee sail rigs.
comprehensive change in order to accommodate the lateen/settee rig. Figure 4-1. Comparison of the Mediterranean square-sail and lateen/settee sail rigs.
Related topics:
Classical ArchaeologyMaritime ArchaeologyHistory of TechnologyIndian Ocean WorldRoman Archaeology
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