Mavi Boncuk |See also: Ottoman Maritime Arsenals and Shipbuilding Technology in the 16th and 17th c
EXCERPT "....In a map of Istanbul in Pin Rei&s book, K/tab-i Bahriye, among the outhouses of the Galata Maritime Arsenal that extended from Azap Kapisito Haskoy, were the Meyyit Seaport located in the eastern coast of the Golden horn, Old Hall of Audience, kurekilk (the oar warehouse), Hall of Audience, cellar, maritime arsenals and Maritime Arsenal Garden.
From 1515 on, the activities of the maritime arsenal were transferred from Gallipoli to Istanbul and the Galata maritime arsenal had become the central base. The development and the process of shipbuilding activities were possible only through the books of registers. The first of such books that belonged to the years 933- 934, (1527-1528) indicated that the annual revenue provided for the expenses of the Galata Maritime Arsenal were 1,662,377 coins. The expenses of the Galata Maritime Arsenal comprised the salaries (mevacibat) paid to the people who worked in the shipbuilding process such as caulkers, carpenters, parutiras (cutters), makaraci (pulley workers), kumbaraci (bombardiers), haddad (blacksmiths), ustubucu (mop workers), and menders. In addition to that, the mubayaat (brokers) spent for the purchase of the necessary inputs to be used for the shipbuilding process, icarat (wages) that were paid to the artisans, who worked in the transportation and construction phases.
The total population of the Maritime Arsenal ranged around 84 to 89 people during the years 933-934, (1527-1531). According to the accounting books, shipbuilding had continued in the Istanbul Maritime Arsenal between the years 1527-1531.
The artisans who worked in ship-building were composed of caulkers, carpenters, oar-workers, pulley workers, bombardiers, iron-workers, mop-workers and repairers. The number of the artisans that were working at the maritime arsenal on a regular basis was 89. However, when there was a need for craftsmen, they were brought to Istanbul from the coastal areas of the empire and employed at the maritime arsenal.[*]
Until the discovery of steam ships in the nineteenth century, oar-crafts and sail-ships were built in this maritime arsenal. Among them were oar-ships like galleys, small war galleys, firkate (frigates), kalyata (small galleys) and mavna (barges), and sail-ships like kalyon (galleon), burtun (large warships), barca (old large galleys) and agribar (pirate ships).
To give an example, It is possible to argue that 1200 ships were built and repaired at the Istanbul Maritime Arsenal in the seventeenth century. In the campaign years, this number naturally increased."
[*] People like the Maniots or Maniates (Greek: Μανιάτες) the inhabitants of the Mani Peninsula, Laconia, in the southern Peloponnese, Greece. They worked mostly at the admiralty shipyards of Kasimpasa by Halic/Golden Horn. The region where they came was mountainous and inaccessible hence they historically must have developed sailing skills. Homer's "Catalogue of ships in the Iliad mentions the cities of Mani: Messi, Vitilon (Itilo), Kardamli (or Skardamoula), Enopi, Gerinia, Pefnos, Avia, Githio, Kotronas, etc.
Kadırga: galiot, galley EN[1] ; kalyon TR oldGR kátergon κάτεργον Bizans donanmasında kullanılan kürekli gemi, kadırga oldGR katergázomai κατεργάζομαι emek sarfetmek, uğraşmak oldGR kata+ ergázomai εργάζομαι çalışmak oldGR érgon έργον emek, iş → erg Possible from Pontic Greek.
Oldest source: katarga [ Hou (1343) ] Çoban, Gümüşlük'e su almak için uğrayan bir kadırgaya tayfa yazıldı. - Halikarnas Balıkçısı
Marangoz: fromGR ; carpenter EN[2] marangón/marangós μαραγγόν/μαραγγός gemide ahşap işleri yapan sanatkâr VEN marangón
Oldest source: "her türlü ahşap işçisi" [ Bianchi, Dictionnaire Turc-Français (1851) ]; marankoz "gemide ahşap işçisi" [ Evliya Çelebi, Seyahatname (1680 yılından önce) : Galata kavmi birkaç fırkadır: birinci fırkası gemiciler, (...) dördüncü marankoz ve kalafatçılardır. ]
maranko/ marankon/ marangon [ Meninski, Thesaurus (1680) ]
marangon/marangos
Kalafat: caulk EN[3] oldGR kalafátizō καλαφάτιζω gemi tahtaları arasına paçavra sıkıştırarak ziftlemek (vi) AR ḳalafaṭ/calfaṭa قلفط/جلفط [#ḳlfṭ/clft] Aramaic ḳəlāptā/ḳəlaptā קלפתא/קלפתא kabuk, zarf, tahılın kepeği Aramaic ḳəlāpā קלפא soymuk, meyve kabuğu, balık pulu → kılıf
Oldest source: [ Seydi Ali Reis, Mirat-ül Memalik (1557) ]
[1] galley (n.): a low, flat ship with one or more sails and up to three banks of oars, chiefly used for warfare, trade, and piracy. Similar to trireme with the addition of sails.
13c., "seagoing vessel having both sails and oars," from Old French galie, galee "boat, warship, galley," from Medieval Latin galea or Catalan galea, from Late Greek galea, of unknown origin. The word has made its way into most Western European languages. Originally "low, flat-built seagoing vessel of one deck," once a common type in the Mediterranean. Meaning "cooking range or cooking room on a ship" dates from 1750.
The printing sense of galley, "oblong tray that holds the type once set," is from 1650s, from French galée in the same sense, in reference to the shape of the tray. As a short form of galley-proof it is attested from 1890.
trireme (n.) : "ancient ship with three rows of oars," c. 1600, from Latin triremis, from tri- "three" (see tri-) + remus "oar" (from PIE root *ere- "to row").galleon (n.) kind of large ship, 1520s, from French galion "armed ship of burden," and directly from Spanish galeón "galleon, armed merchant ship," augmentative of galea, from Byzantine Greek galea "galley" (see galley) + augmentative suffix -on. Developed 15c.-16c., it was shorter, broader, and with a higher stern superstructure than the galley. In English use, especially of Spanish royal treasure-ships or the government warships that escorted private merchant ships in the South American trade. The galleon was powered entirely by wind, using sails carried on three or four masts, with a lateen sail continuing to be used on the last (usually third and fourth) masts.
The accepted term for the type of ship which the Spaniards used in 1588; that is, an armed merchantman of exceptional quality, combining the strength of the mediaeval trader with some of the finer lines and fighting features of the GALLEY. [Sir Geoffrey Callender, "Sea Passages," 1943]
Italian agumented form of galea, galeaza, led to a different 16c. ship-name in English, galliass (1540s).
galliot (n.)
"small galley," mid-14c., from Old French galiote, galiot "small ship," diminutive of galie
[2] carpenter (n.) "artificer in timber, one who does the heavier sort of wood-working," c. 1300 (attested from early 12c. as a surname), from Anglo-French carpenter, Old North French carpentier (Old French and Modern French charpentier), from Late Latin (artifex) carpentarius "wagon (maker), carriage-maker" (in Medieval Latin "carpenter," properly an adjective, "pertaining to a cart or carriage," from Latin carpentum "wagon, two-wheeled carriage, cart." This word is from Gaulish, from Old Celtic *carpentom (compare Old Irish carpat, Gaelic carbad "carriage"), which probably is related to Gaulish karros "chariot" (source of car), from PIE root *kers- "to run."
Also from the Late Latin word are Spanish carpintero, Italian carpentiero. Replaced Old English treowwyrhta, which is literally "tree-wright." German Zimmermann "carpenter" is from Old High German zimbarman, from zimbar "wood for building, timber," cognate with Old Norse timbr (see timber).
First record of carpenter-bee, which bores into half-rotten wood to deposit its eggs, is from 1795. A carpenter's rule (1690s) is foldable, suitable for carrying in the pocket.
[3] caulk (v.) late 14c., "to stop up crevices or cracks," from Old North French cauquer, from Late Latin calicare "to stop up chinks with lime," from Latin calx (2) "lime, limestone" (see chalk (n.)). Original sense is nautical, in reference to making ships watertight by driving oakum into the seams. Related: Caulked; caulking. As a noun, "caulking material," by 1980 (caulking in this sense was used from 1743). Related: Caulker.
The history of medieval naval warfare is the history of the galley. Since ancient times, battles at sea have taken place largely on the decks of ships and were fought much like land battles, with hand-to-hand combat. Medieval naval battles usually followed a similar pattern. First, smaller, more maneuverable ships would pin down the enemy fleet. Then the larger, more heavily armed galleys would attack, initially firing missiles and then ramming or grappling the enemy vessel in order to board it. Blasts of lime were often fired to blind the enemy and were then followed by volleys of stones. One of the most dreaded tactics was to fling onto the enemy ship what was known as Greek fire, a substance that, once ignited, was inextinguishable in water. Crossbows, lances, bows and arrows, and, by the late Middle Ages, guns and cannons served as well at sea as on land. However, the ship itself was the most powerful weapon, often determining the outcome of a naval battle. The warship at sea was likened to the warhorse on land and, like the warhorse, the warship was bred for fighting.
Equipped with sails for distance and oars for maneuverability, the medieval galley was ideally suited for the purpose of war. Medieval variations on the classical galley were many. The dromon, developed by the Byzantines, was a large galley that utilized one or two tiers of oars, a square sail set on a single mast, and a stern-hung rudder. In times of war, the dromon could carry troops, weapons, supplies, and cavalry horses, as well as engage in sea battles when necessary. The beam of the dromon permitted mounted cannons in the bow of the ship, which could be fired directly ahead of the vessel. A variation on the dromon was the Italian galley, which had one level of oars with two or three oarsmen to each rowing bench, a total of approximately 120 oarsmen. The Italian galley was manned by about fifty soldiers and typically had a large catapult mounted on a platform on the front deck.
The galleas was another variation on the galley. Developed by the Venetians, the galleas had a gun deck, oars, and two to three masts. The triangular lateen sails, adopted from those of the Arab dhows, permitted the galleas to sail nearly straight into the wind, impossible with square sails. Sailors armed with crossbows and lances could fight on the ships’ decks.
The last major naval battle in which galleys were employed was the Battle of Lepanto II, fought off the coast of southwestern Greece on October 7, 1571, between the Ottoman Turks, under the command of Ali Pala (died 1616), and the Christian forces, under the command of Don Juan de Austria (1547-1578), half-brother of King Philip II of Spain (1527-1598). The Turks’ 273 ships (210 were galleys) and the Christians’ 276 ships (208 were galleys) faced off in long lines across from one another, with the Christian forces hemming in the Muslim forces. Don Juan skillfully placed his most heavily armed galleys in the center of the line and his smaller, more maneuverable galleys on the outside, where they could dominate the flanks. The massive and heavily armed Christian galleys eventually triumphed over the lighter and less armed Arab ships, giving naval supremacy to the Christian forces in the Eastern Mediterranean. The Battle of Lepanto was the last major naval battle in which galleys were employed, and it was the first major naval battle in which guns and gunpowder played the decisive role. From this point on, guns and cannons would be increasingly important in naval warfare.
Although the galley was the vessel of choice in the Mediterranean Sea for more than four millennia, it was a typically unstable ship, particularly in rough waters. Maneuverability during battle was provided by oars, rather than by the sails, which had to be lowered during battles to prevent the enemy from tearing or setting fire to them. Despite their shortcomings, however, various forms of galleys continued to be employed in the Mediterranean until 1717 and in the Baltic Sea until 1809. In an effort to produce a more seaworthy craft, medieval shipbuilders turned to other designs for seagoing vessels.
https://weaponsandwarfare.com/2010/11/26/the-medieval-galley/
Fredrik Henrik af Chapman, the author of “Architectura Navalis Mercatoria” was an internationally renowned naval architect. Vessels he designed included the Swedish King Gustav III’s ship “Amphion,” the cabin of which is preserved at the Swedish National Maritime Museum.
Starting in 1765, Chapman devoted himself for two years to creating Architectura Navalis Mercatoria, a volume of drawings which he beleived exemplified the best and most interesting vessels of the time. The work was published in 1768. Several original copies of the book, together with the copper plates originally used to print the illustrations, are in the collection of the Swedish national Maritime Museum.
The book contains 62 illustrations of vessels from around the world. Some were designed by Chapman himself, but many were vessels he had encountered on his travels. The book includes everything from warships to small fishing craft. This particular plan is of an oar-powered galley from Malta.The Capitana, Gallery of Malta, of 30 pairs of oars, 5 men per oar. Forward artillary is one 36-pounder long gun, two 8-pounders, & two 6-pounders; along the sides 18 2-pounders and 18 pivot guns. In the accomodation plan, A is the Gavon (stern quarters); B the rear cabin; C The great cabin and lodging for the Officers; D Hold for the provisions of the Captain; E The stores of bread and vegetables. F Storage of wine & meats. G The powder magazine; H The saloon;. I Storage for the sails & ropes. K. The sickbay & medical stores. LL. The forecastle and anchor locker. M is a section of the galley amidships.