Brown University. Tipo de Archivo: PDF Julie Hart.Burlington. Julie Hart.Burlington. The ghost ship.Julie Hart.Burlington. The Ship’s Medicine Chest and First Aid at Sea, reprinted with additions and changes in 1955, 1978,and 1984. DHHS Publication No. (PHS) 03-2024 Revised 2003 Note: The photographs on the cover and the dedication page were taken at the U.S. Merchant Marine Academy, Kings.
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Ghost of Featherstone Castle, The. Elspeth Rawstron. E3. 978-9963-47-553-7.
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Surviving clay tablets and containers record the use of waterborne vessels as early as 4000 bce. Boats are still vital aids to movement, even those little changed in form during that 6,000-year history. The very fact that boats may be quite easily identified in illustrations of great antiquity shows how slow and continuous had been this evolution until just 150 years ago. And though that was the time when steam propulsion became predominant, it never was anywhere universal in local transport. Because some solutions to the problem of providing water transport were eminently successful and efficient several millennia ago, there are a number of boats still in use whose origins are lost in prehistory.
Oars and sails
Early rowed vessels
The earliest historical evidence of boats is found in Egypt during the 4th millennium bce. A culture nearly completely riparian, Egypt was narrowly aligned along the Nile, totally supported by it, and served by transport on its uninterruptedly navigable surface below the First Cataract (at modern-day Aswān). There are representations of Egyptian boats used to carry obelisks on the Nile from Upper Egypt that were as long as 300 feet (100 metres), longer than any warship constructed in the era of wooden ships.
The Egyptian boats commonly featured sails as well as oars. Because they were confined to the Nile and depended on winds in a narrow channel, recourse to rowing was essential. This became true of most navigation when the Egyptians began to venture out onto the shallow waters of the Mediterranean and Red seas. Most early Nile boats had a single square sail as well as one level, or row, of oarsmen. Quickly, several levels came into use, as it was difficult to maneuver very elongated boats in the open sea. The later Roman two-level bireme and three-level trireme were most common, but sometimes more than a dozen banks of oars were used to propel the largest boats.
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Navigation on the sea began among Egyptians as early as the 3rd millennium bce. Voyages to Crete were among the earliest, followed by voyages guided by landmark navigation to Phoenicia and, later, using the early canal that tied the Nile to the Red Sea, by trading journeys sailing down the eastern coast of Africa. According to the 5th-century-bce Greek historian Herodotus, the king of Egypt about 600 bce dispatched a fleet from a Red Sea port that returned to Egypt via the Mediterranean after a journey of more than two years. Cretan and Phoenician voyagers gave greater attention to the specialization of ships for trade.
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The basic functions of the warship and cargo ship determined their design. Because fighting ships required speed, adequate space for substantial numbers of fighting men, and the ability to maneuver at any time in any direction, long, narrow rowed ships became the standard for naval warfare. In contrast, because trading ships sought to carry as much tonnage of goods as possible with as small a crew as practicable, the trading vessel became as round a ship as might navigate with facility. The trading vessel required increased freeboard (height between the waterline and upper deck level), as the swell in the larger seas could fairly easily swamp the low-sided galleys propelled by oarsmen. As rowed galleys became higher-sided and featured additional banks of oarsmen, it was discovered that the height of ships caused new problems. Long oars were awkward and quickly lost the force of their sweep. Thus, once kings and traders began to perceive the need for specialized ships, ship design became an important undertaking.
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As was true of early wheeled vehicles, ship design also showed strong geographic orientation. Julius Caesar, for one, quickly perceived the distinctive, and in some ways superior, qualities of the ships of northern Europe. In the conquest of Britain and in their encounter with the Batavian area in Holland, Romans became aware of the northern European boat. It was generally of clinker construction (that is, with a hull built of overlapping timbers) and identical at either end. In the Mediterranean, ship design favoured carvel-built (that is, built of planks joined along their lengths to form a smooth surface) vessels that differed at the bow and stern (the forward and rear ends, respectively). In the early centuries, both Mediterranean and northern boats were commonly rowed, but the cyclonic storms found year-round in the Baltic and North Sea latitudes encouraged the use of sails. Because the sailing techniques of these early centuries depended heavily on sailing with a following wind (i.e., from behind), the frequent shifts in wind direction in the north permitted, after only relatively short waits, navigation in most compass directions. In the persistent summer high-pressure systems of the Mediterranean the long waits for a change of wind direction discouraged sailing. It was also more economical to carry goods by ship in the north. With a less absolute dependence on rowing, the double-ended clinker boat could be built with a greater freeboard than was possible in the rowed galleys of the Mediterranean. When European sailors began to look with increasing curiosity at the seemingly boundless Atlantic Ocean, greater freeboard made oceanic navigation more practicable.