Javier Baron

The model was made from a plan made in 1789 by the marine painter Antoine Roux and reproduced by Admiral Paris in his work “Souvenir de Marine Conservés”.
It wears only one mast perpendicular to the keel in its middle, which carries a large lateen sail, raised by an arrow sail as a flying topsail and a jib on a bowsprit. The hull, full-shaped and rounded, has a raised and concave stem and was low on board. The boat is closed by a complete deck with two cargo hatches and has a small locker companionway at the stern. The largest models of this vessel could reach 25 meters in length with a displacement of 100 tons. They were dedicated to cabotage in the western part of the Mediterranean basin, from Algeria to France and from Italy to Spain, transporting all types of merchandise, mainly wine and construction materials. The smaller tartans were dedicated more to coastal traffic.
At the end of the 19th century and beginning of the 20th century, tartans began to disappear due to the great growth of railways and road transport. The last units that were still maintained were replacing their original lateen rig with gaff sails.

In 1906, in the port of Le Bono, a village of Plougoumelen in the Gulf of Morbihan, more than a hundred forbans, on board of which fishermen worked with their trawl nets during the summer from Belle-Île to Île d 'Yeu, chasing soles, flounders and rays, while the women and retirees of the population were dedicated to the exploitation of flat oysters on the shores of the marsh. In the autumn the forbans returned to Quiberon Bay to fish for hake. The three men and the cabin boy in their crew carried the trawl net using the winch and the bow sheave. The starboard shroud of the mainmast was movable and was used for boarding the codend. Within the fishing communities that from Audierne to Les Sables d'Olonne assembled hundreds of fishing boats equipped, depending on the port and the season, with different gear, such as purse seines, lines, traps, etc., the sinners of Le Bono, specialists in coastal trawling, they occupied a unique position for practicing only one type of fishing. The creation of the fish markets of Le Croisic or La Trinité sur mer, connected to the railway network, together with the urbanization and expansion of La Baule or Saint Nazaire, played a fundamental role in this specialization, since they offered the fishermen of Le Bono an "economic niche" free of competition. A curiosity is that in French the term forban designates a pirate, someone who undertakes an armed expedition at sea for his own benefit without authorization. It is said that the fishermen of Seine (crew of the synagots) and other inhabitants of the Gulf of Morbihan considered those of Le Bono as surly and unsociable people. Thus, this nickname forban was given to both the fishermen of Le Bono and their boats.
 

The mackerel drivers, mostly originating from St. Yves in West Cornwall, were driftnet and gillnetters fishing for mackerel and herring from the mid-19th century, when the fishing industry expanded to meet the growing demand caused by the expansion of the railway network.
 
These luggers constituted a large fleet that began operating in May, sometimes reaching as far west as the Scilly Isles. In mid-summer, they would switch to herring catching, often fishing at Howth, near Dublin, with their crew of five to six men and a cabin boy.  
 
Drift nets were suspended vertically in the water with floats on top. The fish were trapped in their mesh by the gills, and when the nets were hauled in, they were shaken to dislodge the fish, which were then taken to the hold. The drift nets were made up of vertically joined sections, reaching a total length of up to a mile and a quarter.
 
Once the fish hold was full, the ships returned to port as quickly as possible, to make the first landing and get the best price for the catch, which could also be loaded on the train to London or another major city, where prices were higher.

The hengst, a traditional Zeeland sailing ship, was a flat-bottomed boat with side daggerboards built for navigation in the Scheldt delta, characterized by its numerous shoals, narrows and strong currents with clear tidal influence. They were used mainly in Oosterscheldem and Westerschelde for the capture of flounder and mussels, although they were also used to transport materials for the construction of dams and other various uses.
They were characterized by their straight bow with a pronounced inclination, finished with a strong vertical reinforcement in the upper part, and by their stern. It was more robust and less elegant in shape than other boats in the area, clearly showing with its image that the hengst was a work boat.

 
The Bahia saveiros were born in Recôncavo Baiano, in the shipyards of various locations such as Massaranduba and Cabrito in Itagipe, Santo Amaro, São Roque, Cachoeira, São Félix, Ilha de Bom Jesus, Madre de Deus, São Francisco do Conde, Santo Amaro de Catu, Tubarão, Salinas da Margarida, Conceição de Salinas, Itaparica, Caboto and other places with smaller shipyards, where shipwrights conceived and built boats with similar characteristics. Although there is no unanimity regarding the origin of the saveiro, the most common opinion is that it was brought from Portugal around the 16th century by emigrated builders from the Old World, who adapted to the needs and available materials of the new Portuguese colony. On the Brazilian seacoast, with a profusion of natural ports, and with a climate that is also conducive to sailing, coastal navigation was considered a basic need. The boats they used to cross the oceans were not the most appropriate to move around the small coves and thousands of islands.
 
These emigrated riverside carpenters brought with them the instrument and construction technique that was common in southern Europe at the time, with the use of gauges or templates that provided the dimensions and master sections of the future vessel. In Portuguese these templates are called graminhos, in Mediterranean France gabarit de saint Josef, in Venice sesto, in Genoa garibbo, in Sicily miezzo jabbu and in northern France trabuchet... 
 
Although in Portugal there are no ships equal to the Brazilian saveiro, it should be noted that it has aspects very similar to the Tejo varino ship and several things in common with the Fragata do Tejo and even with the Bote do Tejo, `so it can be said that its predecessor was the constructive tradition of the carpenters of the banks of the river Tagus.
 
The rig was made higher to adapt it to the winds of the area; As for the hull, it suffered variations in the height of the freeboard, the arrangement of the elements of the small foredeck, the rudder, etc. But important similarities remain, such as the type of rig; the shape of the stem, almost crescent; the square stern and the general dimensions that maintain practically the same proportions. Its greatest differences are found in the saveiros closed with tijupá (a kind of gabled roof-roof), those that have a cabin at the stern for crew accommodation and those that have the stern rabo de peixe,(similar to the stern of the canoes) 
 
One of the most unique characteristics of the saveiros is that their masts are not braced, that is, they do not have any rigging to hold the masts, which are quite large, since they can reach heights of more than 20 meters and weigh more than a ton. The spars are maintained due to the construction technique, because they unfold with a pronounced slope towards the stern of the boat, supported by their own weight. In addition, the quality of the wood and its flexibility are other factors that contribute to the maintenance of the masts. According to Lev Smarcevisky, Bahian architect author of a study on saveiros  "the perfect hydrodynamic shape of the hull, integrated into the frame and the sail plan, is the main conservation factor of the entire system."
 
Smarceviski's study is very interesting. In it he shows that the greatest danger of breaking the mast, paradoxically, occurs when the ship is at anchor and the sails are furled. In this case “even with small and rhythmic waves, the movement of the mast can enter into resonance, in an increasing sway, until breaking”.
 
The saveiros are exclusive vessels of the state of Bahia, and different types can be observed among them, such as:
 
 • Saveiro with an open stern, with a gaff sail and jib, frequently presents the tijupá (the aforementioned roof in the form of a gabled roof). 
 
• Saveiro rabo de peixe: with a sharp stern, two masts, square sail on the foresail and gaff sail on the mainsail and also equipped with tijupa. 
 
• Saveiro whaling, a single mast and a sail reminiscent of the European third sail, with a black hull and equipped with oars.
 
 • Saveiro perné: three masts and bowsprit, with jib and sometimes a genoa, square sail on the foresail and gaff main and mizzen sails. Used to transport people and goods between towns outside the Bay of All Saints
 
 • Saveiro perua: three masts, the foresail with a square sail and the main one with a gaff, which are set one next to the other, and a gaff sail also on the mizzen. It is a large saveiro, equipped with a tijupa and an extension at the stern called a xapité.
 
 • Fishing saveiro, with two masts, jib and lateen sails. Used for deep sea fishing.
 
 
With rigs like the one described, the crew members of the saveiros show and be true masterminds of the maneuver, since they guide the vessel within the same port, lowering and hoisting sails, to make it turn, all without any help, while the skipper deals with the rudder and mainsheet. Given the climatic conditions that usually occur in its waters, with the trade winds blowing very hard, some showers and fresh winds from the south, one cannot help but admire the navigation that these boats carry out, with such flexible masts and hard maneuvers that require a great skill, an idea of which is had by observing the enormous mainsail, with its sheet devoid of rigging. The gaff sails that they carry, with loose legs and no boom, are attached to the mast by a rope and have a surface area of close to 120 square meters, being tall and narrow (3 to 4 m wide). The hull is made of wood, with lengths of 12 to 15 meters, a beam of 4 to 5 and 1.50 m. of strut. In the bow they have a small deck that is used for maneuvers. The bottom is almost flat, which allows it to run aground with minimal heeling when the tide goes out, thus allowing loading and unloading between two tides.

Pinky schooners, a common type of New England fishing vessel, sailed from local Cape Ann ports from the early 18th century to the early 20th century. In 1839, there were 64 registered pinky schooners in Cape Ann and its district. Pinkies were generally small boats from which men fished overboard, and were known for their seaworthiness. These distinctive-looking vessels were so common that viewing many marine paintings of the period usually shows one or two pinkies in the background, as is the case in many of the works by the painter Fitz Henry Lane on view in the National Gallery of Washington, D.C.
These little fishing schooners could be crewed by just a couple of men, unlike some of their larger sister ships that plyed the waters of Bath and other Maine shipbuilding cities. The term "pinky" comes from the stern of this type of schooner, which is sharp and raised. Its origin goes back to the European fishing boats of the 17th century, which inspired the boats that were in use in North American waters before the American Revolution, initially known as chalupas, from which the chebacco boats were born, which could have a square stern or pointed. They had two masts and a crude cabin with bunk beds and a brick stove, as well as a fishing hold below decks. The pinky was a slightly larger chebacco boat with schooner rig. There are depictions and models of pinky hulls dating back to the early 18th century, although much of what is known of these ships comes from Lane's aforementioned paintings.
 
The pinky was well adapted to ocean fishing and could venture from shore to outer waters. In 1873, a publication called The Fisherman's Memorial described them thus: “These little ships, owing to their extreme buoyancy and offering so little resistance to the power of the ocean waves, perform comparatively well at times when the larger ships are working, sinking and tensioning each plank and wood to its maximum resistance capacity. They ride almost level keel on the crests of the highest waves and settle in the hollows with the ease and grace of a wild duck.” The pinky fisherman usually fished from the side of the boat with nets, or with lines and hooks. Although the pinky had a long career, it fell out of use at the beginning of the 20th century, like most other work vessels. But because of her good looks and good behavior, and also her place in Maine history, some have been restored and continue to sail while new ones are being built today.

The Setúbal hiate has its origin in the Dutch cabotage ships that in the 18th and 19th centuries went to the estuary of the Sado river to load salt. Setúbal salt, which had the property of bleaching fish in the salting process, was a highly appreciated product in northern European countries and played a fundamental role in the appearance of Setúbal hiate on the Portuguese coast. To appreciate the importance that this type of vessel had in Portuguese commercial navigation, it is enough to mention that in the year 1854 the hiates accounted for more than 50% of the total tonnage of ships with a tonnage of less than 100 m3 of the merchant Portuguese fleet, reaching that percentage of 95% in the port of Setúbal.
 
The Setúbal hiate was not the only hiate existing on the Portuguese coast, since that denomination designated a type of boat with two masts of equal height, in which both were rigged with a gaff sail and with one or two staysails on the forward mast.  A typical feature of the Setúbal hiate was that while the foremast was vertical, the main one had a marked inclination towards the stern. The fixed rigging was made up of two shrouds overboard for each mast and one or two stay in the front, while the tops of the masts are linked by a rope called a vergueiro. The gaff sails had two or three rows of reefs and were attached to the masts with chestnut rings while the staysails were done by means of metal rings. A peculiarity of this boat was the way in which the sheet maneuver of the main gaff sail was fixed, which ran on a guide (berimbau) in the shape of a large ring fixed to the top of the stern.
 
The hull was characterized by a typical bow with a dock and a short almost horizontal bowsprit, a rounded stern with the rudder on the outside and a continuous deck with two large cargo hatches behind each of the masts, and two small hatches, one forward. and another at the stern, for crew accommodation. The most notable feature of the hull was the rounded bow in contrast to the more tapered stern, evoking an almost unchanged 18th century design.
 
The dimensions that the hiates showed were a length of 15 to 19 m., a beam of 4.3 to 5.2 m. and a depth of 1.5 to 1.7 m.

Shallow draft, wide beam, cutter rigged fishing vessel used primarily for shrimping in the Thames and Medway estuaries until the early 20th century. Its rig differed from that of the "smacks" because it lacked a boom on the mainsail, so it could be easily furled when working with trawls. The hull featured a sharp water inlet that quickly widened to a fairly wide beam at mast height, and thanks to the powerful hull sections, the bawley could spread her large sails even in a fairly strong breeze.
 
The name bawley probably derives from the onboard stove with cauldron used to 'bawl' (Essex slang for “boil”) shrimp immediately after they were caught.
 
The bawleys left each morning for the sea and returned in time to put their catch on the afternoon freight train that carried it to the markets. To do this, they were equipped with a winch and a strong manual windlass that made it possible to unload the catch on land anywhere in the port.
 
Length: 11.60 m.
Beam: 4.0 m.
Draft: 1.50 m.
Mast height from deck: 15.20 m.

The cargo varino appear as a response to the need to transport certain goods (cork, salt and wood) both from one river of the Tagus to the other, as well as for the cargo of the merchant ships that were waiting anchored at its mouth. In the last years of the 19th century, cork factories and warehouses were established on the south river of the Tagus, in the area of Moita, Amora, Seixal, Arrentela and Sarilhos. They were areas of long beaches with swampy areas that were exposed at low tides, making their access very difficult or impossible for boats that, due to their round bottom and keel, had an excessive draft for those shallow waters and In addition, they were heavily heeled when they ran aground, unlike the varinos, whose flat bottom allowed them a good horizontal trim. The varinos were flat-bottomed boats that had two cabins, the forward one for the crew and the stern one for the skipper, and an open central space for cargo stowage. Its stern was squared and its rudder was handled with a cane. Initially they were rigged with a bastard lateen sail, which evolved into a gaff sail spanned to a mast (mão da carangueja) with a marked backward inclination and equipped with one or two stays. Their displacement reached 80,100 and up to 120 tons, and their lengths reached 20 m.

The bateiras ílhavas , as their name indicates (Ílhavo is a Portuguese city, located in the district of Aveiro) are boats that, although they originated in the Ria de Aveiro, fished in the mouth of the Barra de Lisboa during the months of winter and were stranded in the summer on the beaches of Algés and Pedrouços, where the fishing companies had straw huts and clothes lines to store their nets and equipment. During the summer the staff stayed on land, working in the Torreira and Costa Nova areas.
 
Each company of thirty men had two boats with which they towed their tarrafa , a type of surface trawl net with which they fished for sardines, by oar. The bateiras ílhavas were also intended for the collection of moliço , aquatic lagoon vegetation used for fertilization and the transformation of sandy riverbanks into farmland.
 
The bateira ílhava was an open boat, with thin and elongated forms, a flat and arched bottom, with a fluttery bow and stern, shriveled and curved in the shape of a hook. Its length was around 14 m., and its beam 2.5 m. The boat could be propelled in two ways:
 
By means of two large oars, about nine meters long, which were each handled by six men: three oarsmen on foot who held the handle of the oar, and faced the bow and pushed, and another three facing them who looked towards the stern and they talked about the cambão (rigging of ropes that for this purpose was moored at the head of the oar) With a lug sail, for which it mounted a short mast slightly inclined towards the stern in a central position.  
The bateiras ílhavas were completely tarred, so they were black and had practically no decoration, unlike the moliçeiros , of which they seem to be predecessors.
 
Characteristics of the model
 
Length: 120 mm.
Beam: 24 mm.
Scale: 1/115