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Building ships requires an owned, cored and controlled province with a port, ducats to pay for the costs of the ship, time to build the ship and sailors. Each province can build one ship at a time, though multiple ships can be queued up in a single province. The base cost and building time of a ship depends on its type, and is then adjusted by any modifiers, in particular those coming from buildings the province might have.
Going over the naval forcelimit will result in higher maintenance cost. Unlike land units, ships do not automatically upgrade to new models as technology advances. Fleets are modernised by building new ships, or by manually upgrading existing ships with the Art of War DLC enabled.
The base cost for building ships are: [1]. Ship cost can be affected by general and ship type-specific modifiers which are added additively. General modifiers reduce the ducat cost of all types of naval units. All modifiers that reduce the cost of new ships also reduce the maintenance of existing ships by a corresponding amount.
There are also many modifiers that affect ship cost and local ship cost of specific provinces from decisions, events and missions. The base cost for shipbuilding a ship are: [1]. Shipbuilding time can be affected by countrywide and provincial modifiers which are added additively. When docked in an owned and controlled port, ships can be upgraded individually or at the fleet level. For each ship, an upgrade costs the same amount of ducats as building a new ship.
However, the 'construction' process i. The original name of each upgraded ship is also maintained. Furthermore, upgrading ships is more convenient than manually destroying older ships and building new ones. Each country has a naval force limit, largely dependent on the total amount of development in coastal provinces and eventual coastal centers of trade. Each ship costs ducats to upkeep every month. By class, the base ship maintenance depends on the type of ship and is proportional to the cost to build the ship along with a defined ship maintenance factor , based on ship type.
This cost in turn is then multiplied by global cost modifiers to obtain the total cost per month for that specific ship. In this case, the game truncates all digits to the right of the third digit after the decimal point. For example:. Mothballed fleets cannot be moved and can only be combined with other mothballed fleets, though they can be split into smaller fleets as usual.
While quantity is an important factor in naval warfare, quality could be considered even more crucial. Because of the limited amount of ships that can fire at the same time in a naval battle, ships that hit harder will quickly take the upper hand in a fight. Several idea groups can be taken to progressively improve a navy's performance on the battlefield.
Additionally, some nations get specific bonuses resembling the strength their navy had in actual history. The main improvement of a fleet is performed by replacing or upgrading naval units as diplomatic technology improves. New ship types are unlocked at several diplomatic technology levels.
Ships will have to be rebuilt or upgraded in order for them to receive the bonuses from a newer ship type. In addition to ship types, diplomatic technology also improves naval morale at certain levels. Combat ability is a value that is multiplied with the units' damage dealt both for casualties and morale , but only for the specified type of unit.
Naval morale indicates how long a fleet can keep fighting. It is increased by the following ideas: Naval morale. Fleets can be led by either an admiral or an explorer.
The only combat difference between the two is that the admiral will get more pips, on average, when he's created. Having a naval leader in a battle greatly improves the combat ability of the fleet. The skills of the naval leader can be influenced by the following ideas:. Navy tradition is a value that indicates the naval experience of a nation and greatly improves a nation's ability to rule the seas.
Navy tradition is gained by ideas, naval combat, exploring and protecting trade. The supply range is a key factor in determining where light ships can be sent to protect trade , and it determines whether ships suffer attrition or not.
Base supply range is It can be extended by the trade range modifiers below:. Navies suffer from attrition from being in the open seas or being far away from port too long. A navy does not suffer attrition if it is within naval supply range' and in a coastal zone open sea always causes attrition. Sea zones that contain a dockable port also count as home waters and will never cause attrition, even if it is outside naval supply range.
AI navies do not take attrition damage as the AI is unable to adequately manage it. Internal game rules instead limit how far the AI can send their fleet for exploration or combat. Ships which have sustained damage i.
Any number of ships can be repaired by a single port at once with no penalty to repair speed. Since damaged ships operate at a reduced sailor capacity, repaired ships will consume additional sailors from the sailor pool. Once a fleet's average morale value has been reduced enough, a fleet will attempt automatic docking to a nearby port for repair and morale recovery.
In the mission settings, a fleet's repair threshold can be set, determining how much damage a fleet can take before going to a port for repairs. Ships will automatically be repaired on the first day of each month if they are docked in port. Repair speed is affected by certain modifiers. Originally invented and used by the Norsemen commonly known as the Vikings for commerce, exploration, and warfare during the Viking Age , many of the longship's characteristics were adopted by other cultures, like Anglo-Saxons , and continued to influence shipbuilding for centuries.
The longship's design evolved over many centuries, and continuing up until the 6th century with clinker -built ships like Nydam and Kvalsund. The longship appeared in its complete form between the 9th and 13th centuries. The character and appearance of these ships have been reflected in Scandinavian boat-building traditions until today. The particular skills and methods employed in making longships are still used worldwide, often with modern adaptations.
They were all made out of wood, with cloth sails woven wool and had numerous details and carvings on the hull. The longships were characterized as graceful, long, narrow and light, with a shallow- draft hull designed for speed. The ship's shallow draft allowed navigation in waters only one meter deep and permitted arbitrary beach landings, while its light weight enabled it to be carried over portages or used bottom-up for shelter in camps.
Longships were also double-ended, the symmetrical bow and stern allowing the ship to reverse direction quickly without a turn around; this trait proved particularly useful at northern latitudes, where icebergs and sea ice posed hazards to navigation.
Longships were fitted with oars along almost the entire length of the boat itself. Later versions had a rectangular sail on a single mast, which was used to replace or augment the effort of the rowers, particularly during long journeys. The Viking longships were powerful naval weapons in their time and were highly valued possessions. Archaeological finds show that the Viking ships were not standardized. Ships varied from designer to designer and place to place, and often had regional characteristics.
For example, the choice of material was mostly dictated by the regional forests, such as pine from Norway and Sweden, and oak from Denmark. Moreover, Wooden Ship Building Techniques Quizlet each Viking longship had particular features adjusted to the natural conditions under which it was sailed. They were often communally owned by coastal farmers or commissioned by kings in times of conflict, in order to quickly assemble a large and powerful naval force.
While longships were used by the Norse in warfare, they were mostly used as troop transports, not warships. In the tenth century, longships would sometimes be tied together in offshore battles to form a steady platform for infantry warfare. During the 9th century peak of the Viking expansion, large fleets set out to attack the degrading Frankish empire by attacking up navigable rivers such as the Seine. Rouen was sacked in , the year after the death of Louis the Pious, a son of Charlemagne.
Quentovic, near modern Etables, was attacked in and Danish ships attacked Hamburg in In the same year, ships returned to attack up the Seine. The Norse had a strong sense of naval architecture, and during the early medieval period they were advanced for their time.
Longships can be classified into a number of different types, depending on size, construction details, and prestige. The most common way to classify longships is by the number of rowing positions on board.
The Karvi or karve is the smallest vessel that is considered a longship. According to the 10th-century Gulating Law , a ship with 13 rowing benches is the smallest ship suitable for military use. A ship with 6 to 16 benches would be classified as a Karvi. These ships were considered to be "general purpose" ships, mainly used for fishing and trade, but occasionally commissioned for military use. While most longships held a length to width ratio of , the Karvi ships were closer to It was approximately 23 m 75 feet long with 16 rowing positions.
The snekkja or snekke was typically the smallest longship used in warfare and was classified as a ship with at least 20 rowing benches. A typical snekkja might have a length of 17 m 56 feet , a width of 2. It would carry a crew of around 41 men 40 oarsmen and one cox. Snekkjas were one of the most common types of ship. According to Viking lore, Canute the Great used 1, in Norway in The Norwegian snekkjas, designed for deep fjords and Atlantic weather, typically had more draught than the Danish ships designed for low coasts and beaches.
Snekkjas were so light that they had no need of ports � they could simply be beached, and even carried across a portage. The snekkjas continued to evolve after the end of the Viking age, with later Norwegian examples becoming larger and heavier than Viking age ships.
A modern version is still being used in Scandinavia, and is now called snipa in Swedish and snekke in Norwegian. These ships were larger warships, consisting of more than 30 rowing benches.
Ships of this classification are some of the largest see Busse longships ever discovered. A group of these ships were discovered by Danish archaeologists in Roskilde during development in the harbour-area in and � The ship discovered in , Skuldelev 2 is an oak-built Skeid longship.
It is believed to have been built in the Dublin area around Skuldelev 2 could carry a crew of some 70�80 and measures just less than 30 m 98 feet in length.
They had around 30 rowing chairs. In �97 archaeologists discovered the remains of another ship in the harbour. This ship, called the Roskilde 6 , at 37 m feet is the longest Viking ship ever discovered and has been dated to around It was built from scratch by experts, using original Viking and experimental archaeological methods.
Here, the ships are described as most unusual, elegant, ornately decorated, and used by those who went raiding and plundering. These ships were likely skeids that differed only in the carvings of menacing beasts, such as dragons and snakes, carried on the prow of the ship. The earliest mentioned drakkar was the ship of unstated size owned by Harald Fairhair in the tenth century.
The city seal of Bergen, Norway , created in , [12] depicts a ship with a dragon's head at either end, which might [15] be intended to represent a drakkar ship. The first longships can trace their origin back to between and BC, when the Danish Hjortspring boat was built. It had rounded cross sections and although 20 m 65 feet long was only 2 m 6 feet wide.
The rounded sections gave maximum displacement for the lowest wetted surface area, similar to a modern narrow rowing skiff, so were very fast but had little carrying capacity. The shape suggests mainly river use. Unlike later boats, it had a low bow and stern. A distinctive feature is the two-prong cutaway bow section. The first true longship that was rowed was the Nydam ship , built in Denmark around AD.
It also had very rounded underwater sections but had more pronounced flare in the topsides, giving it more stability as well as keeping more water out of the boat at speed or in waves.
It had no sail. It was of lapstrake construction fastened with iron nails. The bow and stern had slight elevation. The keel was a flattened plank about twice as thick as a normal strake plank but still not strong enough to withstand the downwards thrust of a mast. It is associated with the Saxons. The ship was crushed by the weight of soil when buried but most details have been reconstructed.
The ship was similar in hull section to the Nydam ship with flared topsides. Compared to later longships, the oak planks are wide�about mm 9. Planks were 25 mm 0. The 26 heavy frames are spaced at mm 33 inches in the centre. Each frame tapers from the turn of the bilge to the inwale. This suggests that knees were used to brace the upper two or three topside planks but have rotted away. The hull had a distinctive leaf shape with the bow sections much narrower than the stern quarters.
There were nine wide planks per side. The ship had a light keel plank but pronounced stem and stern deadwood. The reconstruction suggests the stern was much lower than the bow. It had a steering oar to starboard braced by an extra frame.
The raised prow extended about 3. Between each futtock the planks were lapped in normal clinker style and fastened with six iron rivets per plank. There is no evidence of a mast, sail, or strengthening of the keel amidships but a half-sized replica, the Soe Wylfing, sailed very well with a modest sail area. Sails started to be used from possibly the 8th century. The earliest had either plaited or chequered pattern, with narrow strips sewn together.
About AD the Kvalsund ship was built. It is the first with a true keel. Its cross sectional shape was flatter on the bottom with less flare to the topsides. This shape is far more stable and able to handle rougher seas.
It had the high prow of the later longships. After several centuries of evolution, the fully developed longship emerged some time in the middle of the ninth century. Its long, graceful, menacing head figure carved in the stern, such as the Oseburg ship, echoed the designs of its predecessors.
The mast was now square in section and located toward the middle of the ship, and could be lowered and raised. The hull's sides were fastened together to allow it to flex with the waves, combining lightness and ease of handling on land. The ships were large enough to carry cargo and passengers on long ocean voyages, but still maintained speed and agility, making the longship a versatile warship and cargo carrier.
The Viking shipbuilders had no written diagrams or standard written design plan. The shipbuilder pictured the longship before its construction, based on previous builds, and the ship was then built from the keel up.
The keel and stems were made first. The shape of the stem was based on segments of circles of varying sizes. The keel was an inverted T shape to accept the garboard planks. In the longships the keel was made up of several sections spliced together and fastened with treenails. The next step was building the strakes�the lines of planks joined endwise from stem to stern. Nearly all longships were clinker also known as lapstrake built, meaning that each hull plank overlapped the next.
Each plank was hewn from an oak tree so that the finished plank was about 25 mm 0. The planks were radially hewn so that the grain is approximately at right angles to the surface of the plank. This provides maximum strength, an even bend and an even rate of expansion and contraction in water. This is called in modern terms quartersawn timber, and has the least natural shrinkage of any cut section of wood.
The plank above the turn of the bilge, the meginhufr , was about 37 mm 1. This was also the area subject to collisions. The planks overlapped by about 25�30 mm 0. Each overlap was stuffed with wool or animal hair or sometimes hemp soaked in pine tar to ensure water tightness.
Amidships, where the planks are straight, the rivets are about mm 6. There is considerable twist and bend in the end planks. In more sophisticated builds, forward planks were cut from natural curved trees called reaction wood. Planks were installed unseasoned or wet. Partly worked stems and sterns have been located in bogs. It has been suggested that they were stored there over winter to stop the wood from drying and cracking.
The moisture in wet planks allowed the builder to force the planks into a more acute bend, if need be; once dry it would stay in the forced position. At the bow and the stern builders were able to create hollow sections, or compound bends, at the waterline, making the entry point very fine. In less sophisticated ships short and nearly straight planks were used at the bow and stern.
Where long timber was not available or the ship was very long, the planks were butt-joined, although overlapping scarf joints fixed with nails were also used. As the planks reached the desired height, the interior frame futtocks and cross beams were added. Frames were placed close together, which is an enduring feature of thin planked ships, still used today on some lightweight wooden racing craft such as those designed by Bruce Farr.
Viking boat builders used a spacing of about mm 33 inches. Part of the reason for this spacing was to achieve the correct distance between rowing stations and to create space for the chests used by Norse sailors as thwarts seats. The bottom futtocks next to the keel were made from natural L-shaped crooks. The upper futtocks were usually not attached to the lower futtocks to allow some hull twist.
The parts were held together with iron rivets, hammered in from the outside of the hull and fastened from the inside with a rove washers. The surplus rivet was then cut off. A ship normally used about kg 1, pounds of iron nails in a 18 m 59 feet long ship. In some ships the gap between the lower uneven futtock and the lapstrake planks was filled with a spacer block about mm 7. In later ships spruce stringers were fastened lengthwise to the futtocks roughly parallel to the keel.
Longships had about five rivets for each yard 90 cm or 35 inches of plank. In many early ships treenails trenails, trunnels were used to fasten large timbers.
First, a hole about 20 mm 0. Some treenails have been found with traces of linseed oil suggesting that treenails were soaked before the pegs were inserted. The longship's narrow deep keel provided strength beneath the waterline.
Sometimes there was a false outer keel to take the wear while being dragged up a beach. These large timbers were shaped with both adze and broadaxe. At the bow the cut water was especially strong, as longboats sailed in ice strewn water in spring.
Hulls up to cm The greater beam provided more moment of leverage by placing the crew or any other mobile weight on the windward side. Oceangoing longships had higher topsides about a 1 m 3. Higher topsides were supported with knees with the long axis fastened to the top of the crossbeams.
The hull was waterproofed with animal hair, wool, hemp or moss drenched in pine tar. The ships would be tarred in the autumn and then left in a boathouse over the winter to allow time for the tar to dry. Evidence of small scale domestic tar production dates from between AD and AD. Larger industrial scale tar pits, estimated to be capable of producing up to litres of tar in a single firing have been dated to between AD and AD.
The oars did not use rowlocks or thole pins but holes cut below the gunwale line. To keep seawater out, these oar holes were sealed with wooden disks from the inside, when the oars were not in use.
The holes were also used for belaying mooring lines and sail sheets. At the bow the forward upper futtock protruded about mm 16 inches above the sheerline and was carved to retain anchor or mooring lines. Analysis of timber samples from Viking long boats shows that a variety of timbers were used, but there was strong preference for oak , a tree associated with Thor in Viking mythology.
Generally large and prestigious ships were made from oak. Other timber used were ash , elm , pine , spruce and larch. Spruce is light and seems to have been more common in later designs for internal hull battens stringers. Although it is used for spars in modern times there is as yet no evidence the Vikings used spruce for masts. All timber was used unseasoned. The bark was removed by a bark spade. This consisted of a 1. The cutting edge was 60 mm 2.
It appears that in cold winters wood work stopped and partly completed timber work was buried in mud to prevent it drying out. Timber was worked with iron adzes and axes.
Most of the smoothing was done with a side axe. Other tools used in woodwork were hammers , wedges , drawknives , planes and saws. Iron saws were probably very rare. Possibly these were pit saws and it is uncertain if they were used in longship construction.
Even though no longship sail has been found, accounts and depictions verify that longships had square sails. Sails measured perhaps 11 to 12 m 35 to 40 feet across, and were made of rough wool cloth. Unlike in knarrs , a longship sail was not stitched.
The sail was held in place by the mast which was up to 16 m 52 feet tall. The mast was supported by a large wooden maststep called a kerling "old woman" in Old Norse that was semicircular in shape. Trent The kerling was made of oak, and about mm 28 inches wide and up to 6 m 20 feet long in the larger ships. It usually heavily tapered into a joint with the internal keelson , although keelsons were by no means universal.
The kerling lay across two strong frames that ran width-wise above the keel in the centre of the boat. The kerling also had a companion: the "mast fish," a wooden timber above the kerling just below deck height that provided extra help in keeping the mast erect. It was a large wooden baulk of timber about 3 m 9.
This acted as a mechanism to catch and secure the mast before the stays were secured. It was an early form of mast partner but was aligned fore and aft. In later longships there is no mast fish-the mast partner is an athwartwise beam similar to more modern construction. Most masts were about half the length of the ship so that it did not project beyond the hull when unstepped.
When lowered the mast foot was kept in the base of the mast step and the top of the mast secured in a natural wooden crook about 1.
There is a suggestion that the rig was sometimes used in a lateen style with the top cross spar dipped at an angle to aid sailing to windward i. There is little or no evidence to support this theory. No explanation is offered as to how this could be accomplished with a square sail as the lower reefed portion of the sail would be very bulky and would prevent even an approximation of the laminar flow necessary for windward sailing.
There is no evidence of any triangular sails in use. Masts were held erect by side stays and possibly fore and aft stays. Each side stay was fitted at it lower end with a millimetre long 5.
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