At a cursory glance, the first arrival of Portuguese ships in India must not have appeared to be a particularly fateful development. Vasco da Gama’s 1497 expedition to India, which circumnavigated Africa and arrived on the Malabar Coast near Calicut consisted of a mere four ships and 170 men — hardly the sort of force that could obviously threaten to upset the balance of power among the vast and populous states rimming the Indian ocean. The rapid proliferation of Portuguese power in India must have therefore been all the more shocking for the region’s denizens.
The collision of the Iberian and Indian worlds, which possessed diplomatic and religious norms that were mutually unintelligible, was therefore bound to devolve quickly into frustration and eventually violence. The Portuguese, who harbored hopes that India might be home to Christian populations with whom they could link up, were greatly disappointed to discover only Muslims and Hindu “idolaters”. The broader problem, however, was that the market in the Malabar coast was already heavily saturated with Arab merchants who plied the trade routes from India to Egypt — indeed, these were precisely the middle men whom the Portuguese were hoping to outflank.
The particular flashpoint which led to conflict, therefore, were the mutual efforts of the Portuguese and the Arabs to exclude each other from the market, and the devolution to violence was rapid. A second Portuguese expedition, which arrived in 1500 with 13 ships, got the action started by seizing and looting an Arab cargo ship off Calicut; Arab merchants in the city responded by whipping up a mob which massacred some 70 Portuguese in the onshore trading post in full sight of the fleet. The Portuguese, incensed and out for revenge, retaliated in turn by bombarding Calicut from the sea; their powerful cannon killed hundreds and left much of the town (which was not fortified) in ruins. They then seized the cargo of some 10 Arab vessels along the coast and hauled out for home.
The 1500 expedition unveiled an emerging pattern and basis for Portugal’s emerging India project. The voyage was marked by significant frustration: in addition to the massacre of the shore party in Calicut, there were significant losses to shipwreck and scurvy, and the expedition had failed to achieve its goal of establishing a trading post and stable relations in Calicut. Even so, the returns — mainly spices looted from Arab merchant vessels — were more than sufficient to justify the expense of more ships, more men, and more voyages. On the shore, the Portuguese felt the acute vulnerability of their tiny numbers, having been overwhelmed and massacred by a mob of civilians, but the power of their cannon fire and the superiority of their seamanship gave them a powerful kinetic tool.
Big Serge, “The Rise of Shot and Sail”, Big Serge Thought, 2024-09-13.
December 21, 2024
QotD: Portugal’s early expansion in the Indian Ocean
December 2, 2024
USS Constitution – “Old Ironsides” – 1950’s newsreel
Charlie Dean Archives
Published Jan 1, 2014USS Constitution is a wooden-hulled, three-masted heavy frigate of the United States Navy. Named by President George Washington after the Constitution of the United States of America, she is the world’s oldest floating commissioned naval vessel. Launched in 1797, Constitution was one of six original frigates authorized for construction by the Naval Act of 1794. Joshua Humphreys designed the frigates to be the young Navy’s capital ships, and so Constitution and her sisters were larger and more heavily armed and built than standard frigates of the period. Built in Boston, Massachusetts at Edmund Hartt’s shipyard, her first duties with the newly formed United States Navy were to provide protection for American merchant shipping during the Quasi-War with France and to defeat the Barbary pirates in the First Barbary War.
Source: http://en.wikipedia.org/wiki/USS_Cons…
CharlieDeanArchives – Archive footage from the 20th century making history come alive!
May 18, 2024
HMS Victory: Returning Nelson’s flagship to her former glory
Forces News
Published Feb 10, 2024HMS Victory is undergoing a massive restoration and conservation programme costing around £45m.
Lord Nelson’s flagship at the Battle of Trafalgar is being stripped right back and having all the rotten wood removed.
Forces News was given exclusive access to the ship, preserved for all to enjoy at the National Museum of the Royal Navy in Portsmouth, to see the progress that’s being made.
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May 1, 2024
Lobscouse, Hardtack & Navy Sea Cooks
Tasting History with Max Miller
Published Jan 23, 2024Hearty meat and potato stew thickened with crushed hardtack (clack clack)
December 27, 2023
Eating like a Lighthouse Keeper from the 1800s
Tasting History with Max Miller
Published 19 Sep 2023
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June 16, 2023
QotD: Sailing ships in the real world versus sailing ships in Rings of Power
There are a bazillion ways to rig a ship (a lot of them with really fun names), but all sails function in one of two basic ways. First it’s worth noting every ship operates in both a “true wind” (the direction the wind is actually blowing) and an apparent wind, which is the combination of the true wind with the direction the ship is sailing and its speed; the apparent wind is what matters for sail dynamics because that’s the wind that the sails experience. If a ship is sailing at 8 knots and the wind is moving at 12 knots, but the ship and the wind are moving in the same direction, the apparent wind the ship experiences is just 4 knots. On the other hand, if the wind speeds remain the same but we have the same ship moving perpendicular to the wind, the apparent wind is going to actually be 14.4 knots and come from a direction between the ship’s heading and the wind’s source.
Square sails, which are rigged perpendicular to the direction of the ship work by having the wind strike the sail and pile up into it, which creates a high pressure zone behind the sail (because all of the air, blocked by the sail, is “stacking up” there) and a low pressure zone in front of the sail, which pushes the ship forward, technically a function of aerodynamic drag. The upside is that square sails can produce a lot of power, which is handy for big, heavy ships, especially in areas with predictable and favorable winds (such as the Atlantic trade winds). The downsides are two: on the one hand, top speed is limited because the faster the ship goes, the lower the apparent wind on the sails, which in turn reduces how much they can push the ship. On the other hand, square sails only work if the ship is moving in more-or-less the same direction as the wind is, within about 60 degrees or so (so the ship has a c. 120 degree range of movement relative to the wind). Moreover, for square sails to work, the air hitting them from behind needs to be substantially confined by their shape; this is why square sails are made to billow outward into an arcing shape as the wind hits them, instead of being held taught and fully flat against the mast.
Triangular or lateen or fore-and-aft sails work on a different principle. They are arranged parallel to the direction of the ship (that is, fore-and-aft of the mast, thus the term) and want to also be close to parallel to the wind (both square and triangular sails can, in some configurations, be moved around the mast to a degree to get an ideal direction to the wind). The way they work is that the wind hits the sail on its edge and the air current splits around the sail, but not evenly; the sail is turned so that the back side takes more wind, causing the sail to billow out, creating a wing-like shape when viewed from above. That in turn acts exactly like a wing, creating a high pressure zone behind the sail and a low pressure zone in front of the sail and thus generating aerodynamic lift as the wind passes over the surface (rather than pressing up behind it) the same way that an airplane’s wings keep it in the air. The clever part about this is that the lift generated doesn’t have to be in the same direction the wind is going, so a ship using these kinds of sails can move up to within around 45 degree of the wind (sailing “close hauled” – a ship rigged like this thus has a much larger 270 degree range of motion relative to the wind). Also – as noted above – depending on the ship’s “point of sail” (direction of movement relative to the wind), accelerating may not decrease the wind’s apparent speed (because you may not be sailing directly away from it), and so triangular sails often function better in light winds, sailing into the wind, and at very high speeds (but they provide less power for large, heavy ships sailing with the wind). And again, there is a lot of complexity in terms of the different functions of these types of sails, but we’re really just trying to make a fairly simple point here so everyone please forgive the simplification.
And that’s it: all sails work on one of those two principles (at any given time); the point in discussing this is to note that we’re dealing not with aesthetics here but with objects that need to interact in fairly fundamental ways with aerodynamics and so have shapes that are dictated by that function (and also, sails are cool). You can combine those two principles in a lot of exciting ways to create different “rigs” with different sailing qualities, but you those principles are your options – you cannot create some other kind of sail which works on different principles. Indeed, most of the more complex sailplans of larger ships use a combination of square and lateen sails, but each sail in the plan must be using one of these two principles; there are no other options.
And those of you looking back at what these ships [in Rings of Power] look like may have already guessed the problem here. These are clearly square-rigged ships; the sails are all perpendicular to the ship’s direction and the sail shape is symmetrical over the keel (that is, same shape on the port and starboard) and are unable to be angled in any event. But every single sail has a gigantic hole in the center because of the split mast. So the air you want to build up behind the sail is instead flowing through the hole between the masts. The sails even angle slightly, curling backwards at their outer edges channeling the air towards the gaps. But that air flowing through the gaps is going to lessen (not remove, but substantially lesson) the pressure differential over the sail which will cut the drag the sails generate which will make the ship much slower.
What is worse is that between the two masts and between the foremast and the bowsprit, the ships mount additional secondary sails. Now in a rig-plan that made any sense, these would be triangular sails in both shape and principle (e.g. gaff-rigged sails incorporated into a square-rig sailing pattern common for full rigged ships as well as staysails between the masts or between the foremast and the bowsprit, also common for full rigged ships), but the designers here have only managed one of those two things. The sails are triangular in shape, but are positioned perpendicular to the wind direction and then symmetrically matched. That means they both do nothing with the wind moving through that center channel we’ve created, but also their triangular shape is entirely useless because they’re functioning on drag instead of lift.
It’s not that this sail plan wouldn’t work: the big sails would create at least some aerodynamic drag which would push the ship forward. But this is a sail plan which would work much more poorly than a far more basic plan with just a single central mast mounting a single very large square sail. You could even keep the exotic junk-style sail supports (they’re called battens; everything on sailing ships has a funny name) if you wanted and just make the ships junk-rigged! Or, if you want a lot of fancy sails which aren’t in square shapes, you could go with a multi-masted dhow or xebec sail plan which would give you lots of overlapping triangular sails and also fit the Mediterranean/Roman vibe you were going for.
Moreover, while these sails aren’t square shaped, this is a pure “square sail” ship rig, which for ocean-going ships ostensibly used by great mariners is awful. Square sails only work well when running before the wind: they “tack” (zig-zagging from one close-hauled point of sail to another to climb up the wind) really poorly; some pure square-rigged ships cannot tack at all without the assistance of rowers. That’s is part of the reason why “full rigged” square-sailed age of sail ships nevertheless had triangular sails in gaff-rigging or as stay-sails or what have you, to enable the ship to tack effectively (the fancy term for this is how “weatherly” a ship is: how able it is to sail close to the wind; weatherlyness also depends on hull shape and a host of other factors). With a pure square-sail setup, these ships can only go in the direction of the wind, which is going to make it impossible to use them effectively as ocean-going ships because the prevailing winds on the ocean are very consistent: they will almost always be blowing the same way, which means these ships can sail out, but then can’t sail back. In short these ocean-going mariners have ships which cannot go on the oceans.
And of course this has been a theme of these posts but please, showrunners: when you are doing the visual design for a fantasy-historical society, you are not going to outsmart centuries of professional shipwrights with a brainstorming meeting and some concept art. So instead of trying to show that the Númenóreans are great mariners (“the sea is always right!”), which is the point of giving their super-cool ships so much screentime and is an essential thing to establish about their society, by making up a ship design that is going to end up invariably being much worse than historical designs, just go adopt a historical design that was successful. For my part, I’d have probably contrasted traditional Elven ships with a single sail-type (probably square) on a single mast with the advanced Númenóreans using lots of lateen sails.
That said, the fact that the Númenórean ships are terrible is fine because frankly, I wouldn’t want to sail to this battle either.
Bret Devereaux, “Collections: The Nitpicks of Power, Part III: That Númenórean Charge”, A Collection of Unmitigated Pedantry, 2023-02-03.
April 25, 2023
The Grauniad now thinks sailing ships are racist
Henry Getley on the Guardian‘s ongoing crusade to expiate their historical links to the slave trade which now expands to denouncing the badges of the city’s two professional football teams:
But the latest chapter in this bizarre campaign is really scraping the barrel … targeting the city’s football club badges. Feature writer Simon Hattenstone has homed in on the logos of Manchester City and Manchester United, which both include an illustration of a sailing ship. And he has reached what he clearly sees as a “Gotcha!” conclusion – sailing ships were used to carry cotton, which was produced in the southern United States using slave labour. Therefore, displaying sailing ships is shameful. Both clubs must immediately delete the offending vessels from their badges.
I hold no brief for either Man City or Man United (quite the contrary). But I find it absurd and offensive that the clubs should be thus gratuitously assailed in an attempt to shore up the Guardian‘s increasingly crazed crusade.
For the record, the sailing ships are taken from the coat of arms of the Borough of Manchester. They were granted in 1842, 35 years after Britain’s 1807 abolition of the slave trade, and are there simply to symbolise the city’s trade with the rest of the world. In fact, no large ships were seen in Manchester until the opening of the 35-mile-long Manchester Ship Canal in 1894.
Hattenstone’s argument is that the city was still using slave-produced US cotton up to the outbreak of the American Civil War in 1861, so the symbolic use of the vessels must be denounced. Talk about clutching at straws! I wonder if he knows that in 1862 Manchester mill workers supported US President Abraham Lincoln’s call for an embargo on Confederate cotton, even though it meant destitution and starvation for them and their families. He could have read about this selfless gesture in a Guardian article ten years ago.
I’ll tell you what, Mr Hattenstone, if we’re talking about links to slavery, how about demanding that the Guardian abandons its main headline typeface, which is shamefully called “Guardian Egyptian”? After all, slavery was practised in Egypt from ancient times right until the late 19th century. Yes, it’s a ridiculous link to make, but no more ridiculous than calling for the removal of ships from football badges. Sorry, Mr Hattenstone, you may be a self-proclaimed City fan, but this is an own goal.
April 22, 2023
The action off Pula Aura, February 1804
Ned Donovan recounts a very dangerous moment for the British East India Company — and the larger British economy — as a French naval squadron threatened the EIC’s China Fleet carrying a cargo that would be the rough equivalent of £750 million in today’s money:
It will not be surprising to any reader that the East India Company was arrogant. A company that, as William Dalrymple describes, had become “an empire within an empire”. It controlled much of India, had its own army, and its revenues kept Britain afloat. Its navy was also not to be sniffed at, made up of large, well-built ships (known as Indiamen) capable of being as armed as any British warship, but its commercial arrogance prevented this. Rather than fill these Indiamen with cannons and the hundreds of sailors needed to man them, it instead filled its gun ports with dummy cannons and its decks with luxurious cabins and storage for trade goods, maintaining crews only large enough to sail these ships and be stewards to its paying passengers.
Commodore Dance would have been pondering those dummy cannons as the ships he had sent to look at the four strange sail in the southwest reported back that it was four French warships, Linois’s squadron. He was practically defenceless. To protect his 30 ships and their precious cargo, he had one small armed brig named the Ganges with around a dozen guns. Up against him were the 186 guns of the French squadron, 74 in Marengo, 40 in Belle Poule, 36 in Semillante, 20 in Berceau and 16 in Aventurier. As Dance watched through his telescope, the French ships hoisted their colours, and the admiral’s flag of Linois broke out above Marengo. He needed a plan. Fast.
After a night of cat and mouse between the French and British, Dance ordered his convoy into a long single line and at the front put four of the largest Indiamen – the Royal George, Earl Camden, Warley, and Alfred. He then commanded that these four hoist blue ensigns, the sign of Royal Navy ships. This wasn’t the most absurd plan; the East India Company, in their arrogance, had a policy of painting their Indiamen to look like Royal Navy ships – as Dance records in his despatch: “We hoisted our colours and offered him battle.” But Linois and his ships continued to approach the convoy slowly, with Dance realising that the French intended to separate the convoy and take it apart piece by piece. It was now or never, and Dance took the initiative. At 1 pm, he ordered the Ganges, Royal George, Earl Camden, Warley and Alfred to turn and intercept the French. All the ships turned perfectly and crossed Linois, and at 1:15 pm, the French opened fire on the Royal George. In the preceding night, the convoy had put all the guns they had on these five ships and filled them with as many brave volunteers as they could. All five returned fire on the French warships, and one sailor on the Royal George was killed. I will let Dance take over here:
“But before any other ship could get into action, the enemy hauled their wind and stood away to the east under all the sail they could set. At 2 pm, I made the signal for a general chase and we pursued them until 4 pm.”
In around 40 minutes, Dance and his handful of real guns and dummy cannons had forced the French warships to withdraw under the belief it had engaged an elite squadron of Royal Navy ships. Not content with this victory, he then ordered his ships to chase the French down and stop them from returning. By the later afternoon, it was clear Linois had run, and Dance ordered his convoy to regroup and make for the safety of Malacca.
In the Straits of Malacca, Dance met the ships the Royal Navy had sent to escort him on the outbreak of war but would have been too late had the commodore not thought fast. The China Fleet passed the rest of its voyage without incident, returning to Britain in the summer of 1804.
To say the country was ecstatic would be an understatement. If the China Fleet and its £8 million had been taken, as Linois would have been perfectly able to do, it is evident that both the East India Company and Lloyds of London would have faced bankruptcy and collapse. Nathaniel Dance was knighted by George III and given a fantastic sword by Lloyds worth 100 guineas. With the sword came £5,000 (£403,000 today) from the Bombay Insurance Company and £500 a year (£40,000 today) from the East India Company, along with a share in the £50,000 given to all who sailed in convoy. Sir Nathaniel retired immediately and never took to the sea again, dying peacefully in 1827.
Poor Admiral Linois, on the other hand, never lived down the fracas, with Napoleon writing after the event, “[Linois] has shown want of courage of mind, that kind of courage which I consider the highest quality in a leader”. Despite that, Linois remained in the French navy … only to once again run into the fickleness of fate:
It is worth remarking that following the defeat at Pulo Aura, Linois had a similarly pathetic rest of the war that ended in a wonderfully ironic way. In 1806, the admiral was captured when he mistook a British squadron of warships for a merchant convoy.
Irony? That’s cosmic level stuff.
March 16, 2023
History of the Royal Navy – Wooden Walls (1600-1805)
Ryan Doyle
Published 3 Mar 2013
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March 13, 2023
1949: HMS Implacable‘s Last Voyage | BBC Television Newsreel | Retro Transport | BBC Archive
BBC Archive
Published 19 Nov 2022HMS Implacable, a 149 year-old ship of the line — which survived the Battle of Trafalgar — embarks on her final, solemn voyage.
The figurehead, deck and stern cabin of this captured French ship are to be kept at the National Maritime Museum in Greenwich, but her hulk is to be towed out from Portsmouth dockyard and scuttled.
Originally broadcast 5 December, 1949.
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February 24, 2023
War of 1812 – Freshwater Edition
Drachinifel
Published 4 Sept 2019Today we take a look at the War of 1812 as it progressed on the Great Lakes.
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February 1, 2023
Surviving on Leather
Tasting History with Max Miller
Published 31 Jan 2023
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December 3, 2022
This Is What A British Sailor Ate In Nelson’s Royal Navy!
History Hit
Published 23 Oct 2021‘This Is What A British Sailor Ate In Nelson’s Royal Navy!’
200 years ago, Britain’s Royal Navy was the most technologically advanced and supremely efficient force in the history of naval warfare.
But what was it like to live and work on board these ships? What did the men eat? How did the ships sail? What were the weapons they used?
In our latest documentary on History Hit TV, to commemorate the Battle of Trafalgar, Dan Snow explores what life would have been like for those whose served in the Nelson’s Navy.
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June 1, 2022
The Battle of The Glorious First of June 1794
MaritimeGB
Published 17 Feb 20131794 — After the failed harvest, France organises for a desperately needed grain convoy to cross the Atlantic. British Admiral Lord Howe is sent to intercept the French and although the British win the fight, the tactical victory goes to France.
March 8, 2022
The Battle of Flamborough Head – Nice Ship, I’ll Take It
Drachinifel
Published 28 Aug 2019Today we look at John Paul Jones’ most famous battle, where the quality of not giving up no matter the odds shines through in a big way!
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