DOCSLIB.ORG

The Nao of the Livro Nautico

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Nao of the Livro Nautico THE NAU OF THE LIVRO NAUTICO: RECONSTRUCTING A SIXTEENTH-CENTURY INDIAMAN FROM TEXTS A Dissertation by ALEXANDER DEAN HAZLETT Submitted to the Office of Graduate Studies of Texas A&M University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY May 2007 Major Subject: Anthropology THE NAU OF THE LIVRO NAUTICO: RECONSTRUCTING A SIXTEENTH-CENTURY INDIAMAN FROM TEXTS A Dissertation by ALEXANDER DEAN HAZLETT Submitted to the Office of Graduate Studies of Texas A&M University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY Approved by: Chair of Committee, Luis Filipe Viera de Castro Committee Members, Kevin Crisman C. Wayne Smith Gerald Vinson Head of Department, David Carlson May 2007 Major Subject: Anthropology iii ABSTRACT The Nau of the Livro Nautico: Reconstructing a Sixteenth Century Indiaman From Texts. (May 2007) Alexander Dean Hazlett, B.A., University of California at Santa Barbara; M.A., University of Hawaii Chair of Advisory Committee: Dr. Filipe Castro Documents and illustrations show that the premier ship in Portugal's India trade during the 16th century was the nau, a beamy, three-masted ship, known in northern Europe as a “Carrack.” For decades these vessels carried passengers and cargo between Portugal and Asia. Despite the number of vessels involved, relatively little archaeological evidence of these ships exists. While 16th century shipbuilding documents predate the development of ships plans, they include theoretical treatises and scantling lists. From these documents it is possible to reconstruct the construction of a nau timber by timber, employing the mathematical relations and formulas used by the Portuguese shipwrights in conjunction with the timber specifications from a scantling list, creating a 3D computer model of the ship with Rhinoceros 3 modeling software. The result is an annotated and illustrated construction sequence that shows the placement of every timber in the vessel. iv DEDICATION For my wife, Karen, who came to central Texas without complaint. v ACKNOWLEDGEMENTS A great many people have contributed to the completion of this dissertation in a variety of ways. Before I knew anything about Texas A&M University and the Nautical Program, Dr. Hans van Tilburg got me interested in Maritime History and Archaeology while I was studying Asian History with him at at the University of Hawaii, and I will be eternally grateful he redirected my attention toward maritime history and archaeology. Early on, Dr. Filipe Castro lured me into researching Portuguese shipbuilding when he loaned me an untranslated Portuguese document that gave the scantlings and dimensions for an Indiaman when I needed a project for Dr. Crisman’s course on the rigging of ships. His enthusiasm for the study of shipbuilding treatises led me to further study these documents. In addition, the experience of two years as one of Dr. Castro’s teaching assistants in the Ship Reconstruction Laboratory turned drafting and the study of ships lines from the daunting challenge I faced in my first semester to the center of my research interests. Dr. Kevin Crisman and Dr. Cemal Pulak taught me the all-important basics of our field; their courses were the foundation of all my subsequent study. My interest in computer drafting and modeling was sparked by Dr. C.Wayne Smith, who got me started using Rhinoceros 3 software and was further strengthened by Mr. Jeffrey Otey and Dr. Gerald Vinson. vi J. Barto Arnold gave me my first chance to work on an underwater excavation when he hired me as a crew chief for the summer 2002 season of the Denbigh project in Galveston Bay. This was my first experience with diving and excavating in black water, and the first practical use of my training in taking lines and drawing timbers. In 2003 Paul Creasman gave me the opportunity to record and document timbers in a dry-land site (inside the Cairo Museum) as part of the Cairo Dashur boats project. Taras Pevny was tremendously helpful in explaining how shipwrights conceived the shape of vessels before the graphic depiction of ships lines developed, and how the runs of planks flow over the hull of a ship. I took great advantage of Glenn Grieco’s knowledge of ships and rigging and often stood in the hallway to examine his model of the Belle as I puzzled over construction details in my computer model. My fellow teaching assistant in the Ship Reconstruction Laboratory, Erik Flynn, taught me a great deal about how to analyze ships lines; both the level of and attention to detail in his drafting projects were an inspiration to me. vii TABLE OF CONTENTS Page ABSTRACT.............................................................................................................. iii DEDICATION .......................................................................................................... iv ACKNOWLEDGEMENTS ...................................................................................... v TABLE OF CONTENTS.......................................................................................... vii LIST OF FIGURES................................................................................................... viii CHAPTER I INTRODUCTION ................................................................................. 1 II HISTORICAL CONTEXT.................................................................... 6 The Legacy of the 15th Century......................................................... 7 Sixteenth-Century Portugal............................................................... 12 Portugal’s Overseas Empire and the Carreira da India.................... 19 III THE DEVELOPMENT OF THE NAU................................................. 28 IV THE DEVELOPMENT OF NAVAL ARCHITECTURE.................... 37 The Dawn of Naval Architecture ...................................................... 38 Sources on Sixteenth-Century Shipbuilding ..................................... 39 Whole Molding ................................................................................. 43 V THE NAU OF THE LIVRO NAUTICO................................................... 48 Reconstructing a Nau From Texts..................................................... 48 Illustrated and Annotated Sequence of Construction........................ 51 The Escoteiras That This Nau Takes................................................. 158 The Masts of This Nau ...................................................................... 159 VI CONCLUSIONS...................................................................................... 162 viii Page The Text and the Author ................................................................... 162 Portuguese Shipbuilding ................................................................... 164 Computer Modeling .......................................................................... 170 Shortcomings..................................................................................... 172 REFERENCES.......................................................................................................... 176 APPENDIX A ........................................................................................................... 180 APPENDIX B ........................................................................................................... 181 APPENDIX C ........................................................................................................... 187 VITA ......................................................................................................................... 213 ix LIST OF FIGURES FIGURE Page 1 Cog (left) and Nave (right)......................................................................... 28 2 Fourteenth-Century Cocche After Friel ..................................................... 29 3 Nau After Meagher..................................................................................... 30 4 Mezza-luna With Ruler .............................................................................. 46 5 Graduated Ruler in Use .............................................................................. 46 6 Rising and Narrowing Floor Timbers ........................................................ 47 7 Keel and Couces......................................................................................... 51 8 Roda and Contra Roda ............................................................................... 52 9 Codaste....................................................................................................... 53 10 Gio.............................................................................................................. 54 11 Master Frame and Almogamas .................................................................. 56 12 Pre-designed Frames .................................................................................. 56 13 Enchimentos and Astes .............................................................................. 57 14 Enchimentos and Piquas and Areuessados................................................. 58 15 Carlinga and Trinquanis............................................................................. 59 16 Sobrequilhas ............................................................................................... 60 17 Dromentes and Contradromentes ............................................................... 61 18 Escoas........................................................................................................
Load more

Recommended publications
  • Oil Companies International Marine Forum SIRE Programme Harmonised Vessel Particulars Questionnaire V5
    Oil Companies International Marine Forum SIRE Programme Harmonised Vessel Particulars Questionnaire v5 GEORGIA M IMO/LR Number 9321196 OCIMF Id: A-100-003-940 13 December 2020 DISCLAIMER OCIMF DOES NOT WARRANT OPERATOR IDENTITY AND IS NOT RESPONSIBLE FOR THE CHOICE OF SHIPS INSPECTED, THE INSPECTORS CHOSEN, THE PERFORMANCE OF THE INSPECTIONS OR THE CONTENT OF THE REPORTS, OPERATOR COMMENTS AND/OR VESSEL PARTICULAR QUESTIONNAIRE RESPONSES DISTRIBUTED UNDER THE REVISED PROGRAMME. OCIMF IS INVOLVED ONLY IN THE RECEIPT, ORGANISATION AND DISTRIBUTION OF THE FOREGOING PROGRAMME OUTPUT. OCIMF DOES NOT REVIEW OR EVALUATE SUCH OUTPUT AND EXPRESSES NO OPINION CONCERNING ITS ACCURACY. WHILE OCIMF MAKES EVERY EFFORT TO ENSURE THAT PROGRAMME OUTPUTS ARE RECEIVED, ORGANISED AND DISTRIBUTED IN ACCORDANCE WITH THE SIRE COMPOSITE GUIDELINES, OCIMF ACCEPTS NO LIABILITY FOR FAILURE TO DO SO. Vessel Particulars Questionnaire for GEORGIA M IMO: 9321196 1 General Information 1 General Information 1.1.1 Date this HVPQ document completed 13 December 2020 1.1.2 Vessel identification 1 Name of ship GEORGIA M 2 LR/IMO number 9321196 3 Company IMO number 5519347 1.1.3 Previous names Name Date of change Last previous FORTUNE VICTORIA 14 June 2017 Second last previous Not Applicable Third last previous Not Applicable Fourth last previous Not Applicable 1.1.4 Flag 1 Flag PANAMA 2 Has the flag been changed? No 3 What was the previous flag? 1.1.5 Port of Registry Panama 1.1.6 Call sign 3EKQ9 1.1.7 Ship contacts 1 INMARSAT number +870773910105 / +302112340534 2 Ship's
    [Show full text]
  • Armed Sloop Welcome Crew Training Manual
    HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him).
    [Show full text]
  • 1502-1629 THOUGH It Did Not Take Place Until Fifteen Years Later, the Discovery of St
    CHAPTER I 1502-1629 THOUGH it did not take place until fifteen years later, the discovery of St. Helena became inevitable AL when the Portuguese navigator, Bartholomew de Diaz, rounded the Cape of Good Hope in 1487. For many years the Portuguese, the greatest race of sailors who ever ventured into uncharted seas, excluded from the Mediterranean, had gradually explored farther and farther along the mysterious unmapped western coast of Africa. Ten years after the epoch-making discovery of Diaz and after Columbus and Cabot had opened up the Atlantic to the races of the West and North of Europe, the King of Portugal, Emmanuel the Fortunate, sent out a fleet under the command of Vasco da Gama with orders to sail beyond the Cape of Good Hope in search of a direct sea route to India and thus tap the wealth of the East. Hitherto for centuries all trade between Europe and the East had been carried overland across Arabia, and by ship along the Mediterranean, and had been in the hands of the Italian cities of Venice and Genoa. Da Gama achieved his ambition, and arrived at Calicut, on the west coast of the Indian Peninsula, and from that day the Mediterranean, which for centuries had been the centre of civilization, began to decline. The Portuguese lost no time in building forts and setting up trading posts along the west coast of India, but their principal one was at Calicut. I 5 021 ST. HELENA ST. HELENA [1502 It is not to be wondered at that the "Moors" or Arabs who by some strange fluke of fortune, is still existing and to be for centuries had held the monopoly of the trade between found in considerable numbers.
    [Show full text]
  • Anticipating Anchoring Story and Photos by Jeff Merrill
    power voyaging Anticipating anchoring STORy ANd phOTOS by JEff MERRIll he freedom to explore which goes into great detail Let’s presume that the Tremote cruising grounds on a number of theoretical windlass (horizontal or verti- and to anchor out overnight aspects and practical applica- cal) and anchor (so many or for days at a time is one tions for a variety of situa- variations) have already been of the great attractions of tions. Over time voyagers selected and installed on the trawler lifestyle. Under- generally develop techniques your trawler and are appro- standing how your ground for setting their anchor, priately sized to provide breaking it loose and you with sufficient holding securely stowing the strength. With this article ground tackle while I’d like to share some com- underway — practice, mon sense techniques you fine-tune and keep can adapt to your trawler learning. that will improve your com- There are many fort level and to help you factors involved in “dial-in” your anchoring selecting a safe place routine. Be sure that the to drop the hook — connection between your wind, tide, currents, anchor and chain (swivel other boats, etc. You with Loctite or shackles with seizing wire on the pins) is secure so it can’t disconnect. Above, an tackle connects your Securing the anchor anchor bridle floating palace to the It is vitally important that setup evenly sea floor and being your anchor, when raised distributes the properly prepared will and stowed on its roller, load. Right, an give you more con- is secure in place and not anchor keeper fidence to visit new free to wobble around.
    [Show full text]
  • And Taewa Māori (Solanum Tuberosum) to Aotearoa/New Zealand
    Copyright is owned by the Author of the thesis. Permission is given for a copy to be downloaded by an individual for the purpose of research and private study only. The thesis may not be reproduced elsewhere without the permission of the Author. Traditional Knowledge Systems and Crops: Case Studies on the Introduction of Kūmara (Ipomoea batatas) and Taewa Māori (Solanum tuberosum) to Aotearoa/New Zealand A thesis presented in partial fulfilment of the requirement for the degree of Master of AgriScience in Horticultural Science at Massey University, Manawatū, New Zealand Rodrigo Estrada de la Cerda 2015 Kūmara and Taewa Māori, Ōhakea, New Zealand i Abstract Kūmara (Ipomoea batatas) and taewa Māori, or Māori potato (Solanum tuberosum), are arguably the most important Māori traditional crops. Over many centuries, Māori have developed a very intimate relationship to kūmara, and later with taewa, in order to ensure the survival of their people. There are extensive examples of traditional knowledge aligned to kūmara and taewa that strengthen the relationship to the people and acknowledge that relationship as central to the human and crop dispersal from different locations, eventually to Aotearoa / New Zealand. This project looked at the diverse knowledge systems that exist relative to the relationship of Māori to these two food crops; kūmara and taewa. A mixed methodology was applied and information gained from diverse sources including scientific publications, literature in Spanish and English, and Andean, Pacific and Māori traditional knowledge. The evidence on the introduction of kūmara to Aotearoa/New Zealand by Māori is indisputable. Mātauranga Māori confirms the association of kūmara as important cargo for the tribes involved, even detailing the purpose for some of the voyages.
    [Show full text]
  • Last Voyage of the Hornet: the Story That Made Mark Twain Famous
    Last Voyage of the Hornet: The Story that Made Mark Twain Famous Kristin Krause Royal Fireworks Press Unionville, New York For Greg, Duncan, and Luke – Never give up. Copyright © 2016, Royal Fireworks Publishing Co., Inc. All Rights Reserved. Royal Fireworks Press P.O. Box 399 41 First Avenue Unionville, NY 10988-0399 (845) 726-4444 fax: (845) 726-3824 email: [email protected] website: rfwp.com ISBN: 978-0-88092-265-4 Printed and bound in Unionville, New York, on acid-free paper using vegetable-based inks at the Royal Fireworks facility. Publisher: Dr. T.M. Kemnitz Editors: Dr. T. M. Kemnitz, Rachel Semlyen, and Jennifer Ault Book and cover designer: Kerri Ann Ruhl 8s6 ps Chapter 1 The clipper ship Hornet drifted across the mirroring waters of the Pacific Ocean in a blistering hot calm. Not a breath of wind stirred on deck, but upper air currents filled the skysails and royals, gently propelling the vessel along. The morning air was already sweltering. The crew, all barefoot and mostly shirtless, moved lethargically in the tropical heat. Those not on duty sought shade where they could find it or lazily dangled fishing lines in the water. All the hatches, skylights, and portholes were open to admit air, making it tolerable for those below decks. Since crossing the equator two days before, the ship had been slipping slowly north through a series of hot and windless days. But that was about to change. The captain of the Hornet was Josiah Mitchell, fifty-three years old, capable and levelheaded, with an inexpressive face hidden under a bushy beard.
    [Show full text]
  • Self-Organised Networks in the First Global Age
    Kyoto Sangyo University 133 Self-organised Networks in the First Global Age: The Jesuits in Japan Amélia POLÓNIA 最初の黄金時代の自己組織的なネットワーク ―日本におけるイエズス会― アメリア・ポローニア Abstract The paper intends to explore the strength of individual and group agency in the scope of Portuguese overseas expan- sion at a global level. It further seeks to emphasise the mechanisms of cooperation, both between European agents and between those and local agents and authorities, sometimes led even against the interests of the Portuguese crown. Finally it argues that the success of these contacts depended more often than not on an active process of ac- culturation and miscegenation, rather than on imposition mechanisms, traditionally regarded as the lever of colonial and empire building processes. To discuss the evidence underlying these assumptions, it focus on the Portuguese case, fi rst at a general level, then from a micro-approach centred on the Jesuit enactments in Japan and their interaction with trade networks in the Pacifi c Ocean. Key words: Self-organisation, informal networks, Portuguese expansion, Jesuits, trade networks, cross-cultural networks, Japan 1. Theoretical Framework. New theories on empire building European historiography usually associates the analysis of globalisation in the Early Modern Period (1500–1800) with “empire building” processes, considering overseas expansionism led by the Portuguese, Spanish, Dutch, British and French as the main lever in the process, disregarding proposals that argue in favour of an increasing pre-globalisation dynamics in the Indian Ocean1), long before the arrival of Europeans. Furthermore, the study of the historical outcomes of early modern empires is usually focused on central power strategies and imperial rivalries, monopolies, warfare strategies and political disputes between colonisers.
    [Show full text]
  • CLIPPER 021799 Asset Fact Sheets MARKETING
    CLIPPER SEAL TS (BP) CA TEESSIDE CUTTER SOLE PIT CARRACK BARQUE GALLEON SHAMROCK CARAVEL EASINGTON CLIPPER BRIGANTINE CLIPPER SKIFF STANLOW INDE AMELAND INDE FIELD CORVETTE SEAN GRIJPSKERK SEAN FIELD LEMAN BACTON BBL DEN HELDER GREAT YARMOUTH BALGZAND INTERCONNECTOR EMMEN THE HAGUE SCHIEDAM LONDON CLIPPER ZEEBRUGGE CLIPPER Clipper is in the Southern part of the UK sector of the North Sea in the Sole Pit field. Located 113km (70 miles) north north east of Lowestoft, 73km (46 miles) from Bacton and 66km (41 miles) from the nearest point of the Norfolk coast. It is a Normally Attended Installation (NAI) comprising five fixed bridge linked platforms Clipper PW Wellhead Platform Clipper PT Production Platform - which is manned Clipper PC Compression Platform Clipper PM Metering / Compression Platform Clipper PR Riser Platform The Clipper installation produces and processes natural gas from its own wells and imports and processes gas from Barque PB & PL, Galleon PN & PG, Skiff PS, Cutter QC and Carrack QA. KEY FACTS Block 48/19a Sector Southern North Sea Approx distance to land 109km (68 miles) North of Lowestoft Water Depth 112ft (34m) Hydrocarbons Produced Gas Export Method Gas piped to Bacton Gas Terminal Operated / Non-Operated Operated Graphics, Media & Publication Services (Aberdeen) ITV/UZDC : Ref. 021799 January 2016 CLIPPER INFRASTRUCTURE INFORMATION Entry Specification: GSV 37-44.5MJ/sm3, Oxygen <0.2%, CO2 Max 2 mol%, H2S <3.3ppm, Total Sulphur <15ppm, WI 48-51.5 MJ/Sm3, Inerts <7%, N2 <5% Outline details of Primary separation processing
    [Show full text]
  • Ships and Seamen in the Age of Discovery Author(S): John H
    Ships and Seamen in the Age of Discovery Author(s): John H. Parry Source: Caribbean Quarterly, Vol. 2, No. 1 (1951/1952), pp. 25-33 Published by: University of the West Indies and Caribbean Quarterly Stable URL: http://www.jstor.org/stable/40652493 . Accessed: 20/05/2013 12:39 Your use of the JSTOR archive indicates your acceptance of the Terms & Conditions of Use, available at . http://www.jstor.org/page/info/about/policies/terms.jsp . JSTOR is a not-for-profit service that helps scholars, researchers, and students discover, use, and build upon a wide range of content in a trusted digital archive. We use information technology and tools to increase productivity and facilitate new forms of scholarship. For more information about JSTOR, please contact [email protected]. University of the West Indies and Caribbean Quarterly are collaborating with JSTOR to digitize, preserve and extend access to Caribbean Quarterly. http://www.jstor.org This content downloaded from 148.206.40.98 on Mon, 20 May 2013 12:39:34 PM All use subject to JSTOR Terms and Conditions Ships and Seamen in the Age of Discovery John H. Parry, Professorof Historyin the UniversityCollege of the West Indies One of the outstandingcharacteristics of Westerncivilization is its preoccupation with technicalproblems and its masteryof a wide range of mechanical devices. Technical skill and the ability to turn theoreticalknowledge to practical material ends have been major factorsin the extensionof European influenceround the world,and have forcibly,though not always favourably,impressed all the peoples with whom Europeans came into contact. Clearly one of the most important branchesof technicalability from the point of view of discoveryand expansion is the abilityto build and handle ships.
    [Show full text]
  • View the Presentation
    Presentation prepared for The Collectors Club New York The History of the Square-Rigged Sailing Vessels Jonas Hällström FRPSL 19 March 2014 The History of the Square-Sigged Sailing Vessels This booklet is the handout prepared for the presentation given to The Collectors Club in New York on 19 March 2014. Of 65 printed handouts this is number Presentation prepared for The Collectors Club The History of the Square-Rigged Sailing Vessels Jonas Hällström 19 March 2014 Thanks for inviting me! Jonas Hällström CCNY member since 2007 - 2 - The History of the Square-rigged Sailing Vessels 1988 First exhibited in Youth Class as Sailing Ships 2009 CHINA FIP Large Gold (95p) 2009 IBRA FEPA Large Gold (95p) 2010 JOBURG FIAP Large Gold (96p) 2010 ECTP FEPA Grand Prix ECTP 2013 AUSTRALIA FIP Large Gold (96p) European Championship for Thematic Philately Grand Prix 2010 in Paris The ”Development” (Story Line) as presented in the Introductory Statement (”Plan”) - 3 - Thematic The History of the Development Square-rigged Sailing Vessels The concept for this Storyline presentation (the slides) Thematic Information Thematic Philatelic item to be knowledge presented here Philatelic Information Philatelic knowledge The Collectors Club New York The legend about the The History of the sail and the Argonauts Square-rigged Sailing Vessels (introducing the story) The legend says that the idea about the sail on a boat came from ”The Papershell” (lat. Argonaute Argo). Mauritius 1969 The Collectors Club New York - 4 - The legend about the sail and the Argonauts (introducing the story) In Greek mythology it is said that the Argonauts sailed with the ship “Argo”.
    [Show full text]
  • U.S. Navy Ships-Of-The-Line
    U.S. Navy – Ships-of-the-line A Frigate vs A Ship-of-the-Line: What’s the difference? FRIGATE: A vessel of war which is: 1) “ship” rigged, i.e. – with at least three masts (fore, main, & mizzen) & each mast carries the horizontal yards from which the principle sails are set; 2) this “ship-rigged vessel of war” is a FRIGATE because it has one covered, principle gun deck – USS Constitution is therefore a FRIGATE by class (illus. left) SHIP-OF-THE-LINE: A vessel of war which is: 1) “ship” rigged (see above); 2) this “ship-rigged vessel of war” is a SHIP-OF-THE-LINE because it has two or more covered gun decks – HMS Victory is therefore a SHIP-OF-THE-LINE by class (illus. right) HMS Victory (1765); 100+ guns; 820 officers Constitution preparing to battle Guerriere, & crew; oldest commissioned warship in the M.F. Corne, 1812 – PEM Coll. world, permanently dry docked in England Pg. 1 NMM Coll. An Act, 2 January 1813 – for the construction of the U.S. Navy’s first Ships-of-the-line USS Independence was the first ship-of-the-line launched for the USN from the Boston (Charlestown) Navy Yard on 22 June 1814: While rated for 74-guns, Independence was armed with 87 guns when she was launched. USS Washington was launched at the Portsmouth Navy Yard, 1 October 1814 USS Pennsylvania – largest sailing warship built for the USN USS Pennsylvania – rated for 136 guns on three covered gun decks + guns on her upper (spar) deck – the largest sailing warship ever built.
    [Show full text]
  • The Portuguese Art of War in Northern Morocco During the 15 Century
    Athens Journal of History - Volume 3, Issue 4 – Pages 321-336 The Portuguese Art of War in Northern Morocco during the 15th Century By Vitor Luís Gaspar Rodrigues This paper not only reviews the motives underlying the Portuguese expansionist project in Morocco in the 15th century, but also the political, economic, and particularly the social reasons that were in the basis of the Portuguese art of war in Morocco in that period. During the Iberian Reconquest (Reconquista), warfare was usually practiced by means of cavalcades, raids (razias) and ambushes, alongside with some siege actions. We will try to demonstrate that the Portuguese were forced to adopt a model of restricted territorial occupation and repeat the same technics and tactics of combat in Morocco, chiefly based on guerrilla war (guerra guerreada), as well as on siege and privateering actions, either offshore or onshore, by means of amphibian landings (saltos). We will also approach some of the changes that occurred in the defence systems of the Portuguese strongholds in North Africa, particularly at the turn of the 15th to the 16th centuries, as a result of the need to respond to the new challenges by the Moroccan armies equipped with fire weaponry. Keywords: Guerrilla war; maritime war; Northern Morocco; strongholds; siege war; fire weaponry. Portuguese Expansion in Morocco in the 15th Century: Main Causes The expansion project to Morocco by the Christian kingdoms from Iberia goes back to late 13th century, as attested by the Treaty of Soria, of 1291, signed by the monarchs of Castile and Aragon, which defined the areas to be occupied in the future by both kingdoms in North Africa, leaving the territorial stripe in the west of Ceuta to Portugal.
    [Show full text]