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Javier Baron

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Albums posted by Javier Baron

  1. Large tartane of 1789, 1:200 scale

    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.
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  2. Forban du Bono

    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.
     
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  3. Mackerel driver


    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.
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  4. Hengst

    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.
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  5. Saveiro perua

     
    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.
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  6. Pinky Schooner 1:125

    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.
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  7. Harwich bawley

    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.
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  8. Hiate de Setúbal

    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.
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  9. Varino

    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.
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  10. Bateira ílhava

    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
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  11. “Culé” or “barca d’água acima”

    The culé was a river boat that sailed from Rossio ao Sul do Tejo, in the middle course of the Portuguese Tagus, to the Lisbon estuary, transporting various cargoes and local and regional products. Its flat bottom, with “L” frames, stands out, with the reinforcement of a strip in the meeting between the bottom and the sides (which is why it was also known as " varino de pau de aresta ") and its characteristic large rudder with transverse cane, which was handled with a tackle on each one of its sides ( leme de xarolo ), a mode of government similar to that ridden, among other vessels, by the muletas , the moliceiros , the mercanteles and the ilhavos .
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  12. Botter

    The botter was originally a fishing boat from the southern part of the Zuiderzee, now known as the IJsselmeer, a lake created in a former shallow inlet of the North Sea, from which it is separated by a long artificial breakwater.
     
    The botter was used for both trawl and gillnet fishing, and to keep the catch alive it was provided with a free flooding fishwell amidships for keeping the catch alive. Probably developed from barges, it was a fast sailing ship and one of the most elegant Dutch fishing vessels. It was built in many shipyards around the Zuiderzee: in Monnikendam, Durgerdam, Marken, Spakenburg. Kuinre, Candle Block, Volendam, Urk, Muiden and especially in Huizen.
     
    The botter has a slightly V-shaped hull, with a projecting keel, angular bilges, and a smooth, convex, open rim. The curved bow slopes forward sharply, while the stern is straight with a fairly vertical drop.
     
    The raised bow descends in a gentle curve to the low stern. The boat has a deck that goes from the bow to the mast. Behind it appears the hold in whose center is the livewell. The rig consists of a non-stay-stayed mast carrying a narrow gaff sail and a wide foresail or main jib. It could also carry a bowsprit in which a jib could be released.
     
    Sometimes, a triangular sail was also added, supported by a spinnaker pole, flying aft, behind the main gaff.
     
    Many botters ended up being converted into yachts, the covered space forward provided reasonably large and comfortable accommodation, and many Dutch pleasure boats follow the lines of the botters.
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  13. Marmara “kancabaş”

    The Marmara “kancabaş” was a cabotage trade boat, of whose existence the first known evidence dates back to the 16th century and which survived until the end of the 19th century. These boats were built in the Gulf of Izmit and in Iznik, and had lengths of around 15-20 m. They generally sailed within the Sea of Marmara, from the Bosphorus to the Dardanelles, although they also sometimes crossed those straits and sailed the Black and Aegean Seas.
     
    The plan followed for the construction of the model belongs to the collection of "Souvenirs de marine" of Admiral Paris from 1882. 1855. The ship, wide and robust, has decks at the bow and stern, both equipped with hatches closed with barracks, and it had discovered the central cargo space which, after stowage, was covered with tarpaulins to protect the goods from the sun and rain. This cargo space had four removable benches, on which a walkway was placed that facilitated the transit of the crew between the fore and aft decks.
     
    The Marmara “kancabaş” was equipped with a spritsail, two jibs and two or three square sails. It was profusely decorated with carved and gilded frets on brightly colored backgrounds, both on the sides of the bow and stern and on the rudder bar and blade. The skipper of the boat was at the helm, which was quite hard to handle due to the pronounced curvature of its bar.
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  14. “Tserniki” of Mykonos

    With this model I put an end to the series of Greek boats that I have been doing lately
     
    The model represents a “tserniki” from Mykonos, whose main sail (which the Greek call “semi-lateen”) actually consists of a gaff or gaff sail mounted on a long yard. The sail remains aft of the mast, but the yardarm crosses it and continues forward without rag. It is very reminiscent of the old gaffsails that appeared on the ships of the 17th century and that were gradually replacing, it seems that cutting them down, the lateensails ones that were armed on the mizzen mast.
     
    The “semi-lateen” rig was sometimes considered by some to be a “sakoleva” type rig, but there is no doubt that there are notable differences between the two.
     
    The model reproduces a small merchant and fishing ship from the late 19th and early 20th centuries, and can be seen in old photos of the Cyclades Islands.
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  15. Dalmatian bracera

    The bracera is a traditional coastal cargo sailboat from the Adriatic, originally from Dalmatia, whose origin dates back at least to the 16th century, when it first appeared in the chronicles. Together with its larger sister vessels, the Trabaccolo and the Pièlego, the braceras formed the backbone of the commercial fleet in the Adriatic Sea, with the single-mast being the most abundant and well-known, although there were also specimens of two and even three masts. The bracera was a solid and agile vessel, with a good load capacity, making it particularly suitable for trade and communication between the many islands of the Adriatic and the neighboring coasts. These boats were dedicated to the transport of wood for construction and firewood, mainly from Senj to the south and the islands, and also for the transport of salt, sand, wine, olive oil and everything that was produced on the islands, from Istria to Dubrovnik. In Istria they were also used for fishing and in Dalmatia for collecting sea sponges.
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  16. “Tserniki” with gunter rig

    The “tsernikis” were boats with a sharp bow and stern and a straight stem with a pronounced inclination. Its name may come either from the Turkish ship "tsikirne" or from a boat used on the Danube called "cernik" or "cirnik".
     
    Mainly built by the riverside shipwrights of the eastern Aegean islands and the coastal cities of Asia Minor, the “tsernikis” were used as small cargo and transport ships and were the backbone of trade at the time, traveling between the islands. from Mytilene, Samos, Chios, and others, reaching Istanbul, Aivali, Smyrna, etc. These boats were also used for fishing.
     
    These “tserniki” hulled ships featured different sails. In this case, the model appears with a gunter rig, with a large triangular-shaped sail whose luff is attached to the mast at the bottom and at the top to a yard that is hoisted against the mast.
     
    A peculiarity that these “tsernikis” with gunter rig have is the bowsprit that makes it possible to move the tack point away from the stern, a boom that is fixed with an eyebolt on a column mounted aft of the mast and is supported by a structure called “bridge ”.
     
    Although the articulation of the bowsprit could allow certain movements, in navigation it appears immovable as it is secured on the "bridge". It is possible that, as happens with the bowsprit on other Greek vessels, the mobility of this bowsprit allows these “tsernikis” to get rid of obstacles in the traffic congestion of some ports, as well as dock from the stern in narrow docks.
     
    Model Features:
     
    Length: 120 mm.
    Overall length: 188mm.
    Sleeve: 37mm.
    Scale: 1:130
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  17. “Tserniki” of Mytilene with sprit sail

    The model reproduces a traditional Mytilene boat, with a hull belonging to the “tserniki” class, a type of boat that was built in various dimensions: and used in all types of maritime activity, both for trade-as for fishing and that carried different types of sails. In this case the model appears paired with a tarquina sail, which is called "sacoleva" by the Greeks. I have obtained the information for the construction of this model on the web naftotopos.gr, and very especially the model of this boat that appears made by Thanasis de Giannikos. 
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  18. Trechantiri-bombarda sabatiera

    The model reproduces a Greek boat with a "trechantiri" type hull and bomb-vessel rig with a lugsail on the mizzen mast. The bomb-vessel rig, of military origin, was characterized by having two masts, cocking the mainmast in a somewhat delayed position, which made it possible to mount one or two large, highly parabolic firing mortars at the bow of mainmast, that could be shot without obstacles. . . This arrangement was interesting for Mediterranean shipowners because of the advantage it presented, compared to small three-masters, of being able to reduce the cost by dispensing one mast and part of the crew, in addition thus obtain a larger space for the cargo on the deck forward of the mainmast. The most common rig of the bomb-vessel was to build a course sail and a topsail in the mizzen mast. A variant of this rig was the “bombarda sabatiera”, which carried on this mast a lugsail of Adriatic type, mounted on a yard at the top and a pole at the bottom, which facilitated maneuvers and made it possible to better capture the bow wind.
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  19. Coble of Yorkshire

    The coble is a boat that during the nineteenth and early twentieth centuries was characteristic of the English coasts of the northeast. It was used, both in rowing and sailing, for fishing, piloting and also, sometimes, as a pleasure boat and for bargaining. It was designed to be launched and picked up with the stern facing the shore even with great waves and strong breakers, and could sail long distances in the open sea. He wore very well, and in the hands of experienced crew was very capable of surviving a gale.
     
    Its clinker hull presents a very complex and curious shape, with flat bottom and high boards, with a curved slightly thrown stem and a keel that only reaches half the length of the boat, with two two side keels that come from said half. until the stern, which has the shape of a horseshoe and inclines at an angle of 45º. The flat bottom and the aforementioned side keels facilitate their beaching on shallow sandy beaches; an advantage in the coasts where it operated, in which the wide bays and inlets offered little shelter against the stormy weather. The design contains reminiscences of Nordic influence, although for the most part it shows a Dutch origin.
     
    The local  carpenters built the cobles without the use of planes, getting a robust and resistant boats. Although the cobles had the reputation of being dangerous to sail with an inexperienced crew, in experienced hands they could move safely and quickly.
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  20. Lake Léman boat. Scale 1:220

    The Lake Geneva, also known in french as Lake Léman, is the largest lake in Western Europe. It is located north of the Alps, between France and Switzerland, at the crossroads of two major communication axes that connect the Mediterranean and the Adriatic with Northern Europe.
     
    Coming from Marseille, goods from the East, together with Provencal products (wine, salt, olive oil ...) traveled up the Rhone to Seyssel, the northern limit of the river's navigable course. From there they passed by road to Geneva. To continue their journey, they were embarked to Morges and disembarked again to reach, transported by land, the river network that took them towards the Rhine basin through the Neuchâtel and Bienne lakes, then accessing the Aare, a tributary of the Rhine. In the 17th century, from Marseille to the North Sea via Geneva, in a total length of almost 1,600 km, the waterway was only interrupted for 70 km, with only two load breaks.
     
    Another road, which passed through the port of Gran San Bernardo, was used to transport precious products from the East (silk, spices, perfumes, porcelain ...), coming from Venice and Genoa. This traffic was carried out from the
    east of the lake towards the coastal cities, then north and west via Morges or Geneva, and continued on to Lyon, Burgundy and Champagne.
     
    Local productions were also exported by river: thus, the Gruyere cheeses, packed in barrels and destined for the French Navy in Toulon, crossed the lake between Vevey and Geneva.
     
    In addition, there has always been an important local traffic, both in the longitudinal and transversal direction of the lake: food products, firewood and materials for construction, livestock and passengers. The navigation of the lake with boats suitable for the traffic of products and merchandise has a long historical tradition.
     
    The water transport was particularly suitable for the heaviest materials: sand, gravel, carving or facing stones and lime from the southeast shore where numerous kilns, established on the shore, took advantage of the proximity of the limestone and the necessary wood to your warm-up.
     
    The present model is the reproduction of one of the lake boats that were basically dedicated to the transport of construction materials.
     
    The development of the Meillerie quarries, at the beginning of the 19th century, was the origin of the heyday of the Leman boats, until their disappearance during the Great War.
    Paradoxically, it was the construction of a road, a direct competitor of the lake route and contemporary with the development of the large riverside cities such as Montreux, Vevey, Lausanne and Geneva, which sparked the heyday of the Leman boats (which were sometimes called " Barcas de Meillerie ") as they turned out to be the most efficient and suitable means of transport for transporting the heavy construction materials used in the construction of these new urban centers.
     
    In addition, these boats ensured the maritime transport and the transit of goods between the different ports of Lake Geneva.
     
    With beams of seven to nine meters and lengths that reached thirty-five, these vessels could carry up to 180 tons per trip, having a flat bottom and a reduced draft of between 0.5 and 1 meter.
     
    The boats had two masts, the largest in candlelight and the fore-forehead slightly inclined. The sticks carried a whole set with very vertical lateen sails. A typical characteristic of this lake rig is that thanks to this verticality the nets did not jibe and were always kept on the port side of the mast. Sometimes they also rode a tack jib on a bowsprit.
     
    In the calm, or when the winds were contrary, different systems were used to move the boat:
     
    In the vicinity of the coast, the boat was pulled by means of a cable by the men of the crew, who hooked it to a strap around their torso, while the skipper remained at the helm. The cable was fixed in the upper part of the ratchet pole, which made it possible to avoid possible obstacles. Until the late 19th century, a tree-clear towpath existed around the lake for this purpose. It was only when this path was interrupted by too many private gardens that the boats were fitted with a keel large enough to be able to girdle as much as possible against the wind.
    In waters far from the coast, the “naviot”, a sturdy flat-bottomed boat, was used to tow the boat by force of oars.
     
    In shallow waters, such as in the ports or in the roadstead of Geneva, the “strips” were used, long iron poles of 7 to 9 meters that were supported on the bottom while the crew moved through the false, the lateral platforms that the boat has in great part of its length at the height of the gift cover.
     
    Traditionally the keel was made with Jura white fir. The frames, spaced between 40 and 50 cm, were made of oak 10 to 14 cm thick, as well as the bars or slats, the latter sometimes made of chestnut. Below deck transverse chains connected the port and starboard side belts to prevent the hull from opening under loads of up to 180 tonnes. The stern was flat and was attached to the keel, like the stem, by ties made of oak. The deck, equipped with abrupt, also had a very high sheer in the bow to allow the passage of waves of up to 1.5 meters. The strakes of the lining made of white fir 8-14 cm thick on the bottoms and then larch for the sides, decreased in thickness with height. The very steep sidewalls, between 40 and 45 degrees, made it possible to increase stability under load, thus compensating for the higher center of gravity due to the load on deck.
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  21. Tsernikiperama

    The peramas were Greek ships from the 19th and 20th centuries, typical of the Eastern Aegean Sea and the Sea of Marmara, which were used to transport all kinds of goods. They were characterized by their carrying capacity and good behavior in all types of seas. A very special feature of the peramas is the presence of floating handrails, which end before reaching the bow and the stern, as well as the existence of a small parapet transverse placed vertically on the deck. Normally they were rigged with two masts with gaff or lug sails and jibs, although there were also single masts, sometimes with Latin sails, which were frequently used for piracy and war operations. The main sites where its shipyards were located were Syros, Plomari and Samos, and although they are no longer under construction, many specimens have been recovered and adapted into pleasure boats.
    My model is based on the one made by the Greek model maker Thanassis de Giannikos of a tsernikiperama , a traditional perama with a single mast and a gaff sail, which he built following the line drawing of the Moon ship, as described in the book Construction Traditional Greek Warship by K. Damianidis (p. 58), while for the rigging of the model it was based on the book On the Equipment of Ships by Kotsovilis (p. 66).
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  22. Sacoleva

    During the 19th century and the first half of the 20th it was easy to find, both in the eastern Mediterranean, on the coasts of Anatolia, Syria and Egypt, as well as in the Black Sea and the Adriatic this type of vessel with its unmistakable sails, whose main component was a large spritsail
    The model is made from the plans that, based on those of Admiral Paris, are found in the book "Vele italiane della costa occidentale dal medioevo al novecento", as well as from the observation of photos of other models of this type of vessel present in internet.
    The goods carried by these ships were mainly grains and skins from the Black Sea, cotton from Egypt and salt, almonds, olives, wine and oil from the Greek islands. In the sacolevas, the maneuvering of the spritsail was very easy, since it was provided with some rings on the luff that slid over on a rope and allowed the sail to be released and collected as if it were a curtain.
    The name of this boat as a sacoleva given by Admiral Paris seems to obey more to its rigging (since sacoleva is the modern Greek name for the spritsail) than to the peculiar shape of its hull, which is actually that of a tserniki , a type of boat that appeared rigged in different ways. Possibly it would be more appropriate to call it "tserniki-sacoleva".
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  23. Pareggia

    The “pareggia”, a typical Ligurian boat, was very similar to the “bovo”. In reality, the only relevant difference between them is in the position of the main mast: inclined towards the bow in the first case and practically vertical, in the second. The “pareggias” had a practically straight stem with little inclination, a round stern and a hull with quite full shapes as befits a cargo ship. Normally they did not exceed 20 m. in length with a displacement of 30-40 t.
    In the book “Les caboteurs et pêcheurs de la còte de Tunisie. Pêche des éponges”, by the frigate captain P.-A. Hennique, which describes and illustrates the vessels of different nationalities (Arab, Greek, Maltese, Sicilian ...) that this French Navy officer found in those waters in 1888, a “pareggia” appears, the Monteallegro di la Spezia, a boat of about 15 m. in length, 4 m. of beam and 1.25 m. draft. Hennique noted the resemblance of their rigging to that of the Spanish feluccas which he had frequently encountered on his voyages. In navigation, the dinghy was brought on board and placed on the deck. The crew consisted of six men, counting on the skipper.
    The “pareggias” were used to transport people and goods along the Ligurian coast, although they also undertook navigations to much more distant destinations. They had a reputation for being excellent sailboats, very adaptable and that they had very well at sea in any weather.
    Regarding rigging, the difference between that of the mainmast and that of the mizzen is noteworthy. In the latter, the halyard is placed upright, in the position in which it should be placed to pass it from one side to the other, so the halyard goes forward of the mizzenmast. On the other hand, on the mainmast, the halyard of the entena descends from the wedge and is located aft of the mast.
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  24. Balandra Canaria

    The Canarian “Balandra” appeared at the end of the 19th century in the fishing fleet of the islands inspired by boats from the European Atlantic, in response to the need for large and fast boats, capable of reaching the African coasts in a few hours. There were three types of sailboats in the Canarian fishing fleet of the time; the “balandra” (trawler), which often carried ketch rigging, the “balandro” (sloop), with a single mast and more refined lines, and finally the “pailebote”, a schooner rigged with two equal-length masts. The main species fished in the African fishing grounds was corvina, which was caught with gill nets, without inking, set deep on stone cliffs and at a depth of up to 50 m, although baskets for Moorish lobster were also set. The west coast of Africa between Cape Juby and Cape Blanco was the most abundant in corvina. The nets were set less than five miles from the coastline, and the abundance of fish was such that, in the middle of the Corvinera harvest, a hundred sailboats from Tenerife and Las Palmas would gather.
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  25. “Pailebote” scale 1:220

    The “pailebote” was a wooden boat with solid lines and a low edge, which was fitted with two or more masts of equal height, which were rigged only by auric and triangular sails, dedicated to cabotage or large cabotage in the western Mediterranean, during the 19th century and in the first half of the 20th century. The name of these boats comes from the “pilot-boat”, very frequently rigged with schooners, that Catalan and Levantine sailors found in the destination ports of their voyages in the 18th century. The idea and concept which inspired these boats were taken as a model by Mediterranean shipowners who wanted to have smaller and faster boats in their fleets, and which, in addition, required less crew than brigantines, corvettes and classic frigates. If at the beginning of old brigantines and corvettes were rigged in schooners, it did not take long for the shipyard carpenters to integrate the “pailebotes” rigged as such in their constructions. Due to the different function of the two types of boats, their similarity was really limited to rigging, as pilot boats had thin and light hulls and had a large sail area, while “pailebotes” had large sails. larger and heavier hulls and had less sails.
     
    These boats were widely distributed and it is proven that they were built in several places: in Águilas, Torrevieja, Villajoyosa, Santa Pola, Altea, Calpe, Valencia, Vinaroz, Alcudia, Soller, Andraitx, Palma de Mallorca, Ciutadella, Mahón , Ibiza, Tarragona, Barcelona, Malgrat, Vilassar, Arenys, Mataró, Blanes, San Feliu de Guixols, Palamós and Port Vendres, but they were probably built in many other ports and beaches. There were also some in Galicia, Cantabria and the Canary Islands, as well as on the other side of the Atlantic, Mexico, Dominican Republic, Argentina, etc.,
     
    Their loading capacity varied from 100 to 1000 tons , the most abundant being those that could carry between 150 and 400 metric tons. These ships transported all types of solid cargo, mainly - in the western Mediterranean - salt, citrus fruits and materials for construction (cement, tiles and bricks); as well as olive oil in barrels, alfa husks, charcoal and various goods (wine, liquors, beer, ceramics, clothing, food, tools, machinery, etc.). On transatlantic voyages, they carried hardwood, tobacco, coffee, sugar, and rum from Cuba and Puerto Rico. The lumber was shipped to ports on the east coast of the United States. Phosphate was loaded in Moroccan ports in the Atlantic and live animals in those in the Mediterranean.
     
    The success of these boats is based on their high profitability, due to the small number of crews, limited equipment, versatility, maneuverability and low cost of construction, since they were manufactured in the same port base or nearby and, moreover, its construction uses almost exclusively local timber.
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