Editing Ship (section)

==== European developments ====
{{Further|Medieval ships}}
{{anchor|carvel to N Europe}}
[[File:Nao Victoria.jpg|thumb|Replica of Magellan's ''[[Victoria (ship)|Victoria]]''. [[Ferdinand Magellan]] and [[Juan Sebastián Elcano]] led the first expedition that [[circumnavigated]] the globe in 1519–1522.]]
Until the late 13th or early 14th century, European shipbuilding had two separate traditions. In Northern Europe{{efn|In this context, this Northern European tradition refers to the Atlantic coast of Europe, extending through the North Sea and into the Baltic.}} [[Clinker (boat building)|clinker construction]] predominated. In this, the hull planks are fastened together in an overlapping manner. This is a "shell first" construction technique, with the hull shape being defined by the shaping and fitting of the hull planks. The reinforcing {{Nautical term|frame}}s (or ribs) are fitted after the planks.{{r|Adams 2013|p=65–66}} Clinker construction in this era usually used planks that were cleft (split radially from the log) and could be made thinner and stronger per unit of thickness than the sawn logs, thanks to preserving the radial integrity of the grain.<ref>{{Cite book |last1=Bjerg |first1=Line |url=https://books.google.com/books?id=sNYKEAAAQBAJ&dq=cleft+plank+on+boat&pg=PA306 |title=From Goths to Varangians: Communication and Cultural Exchange between the Baltic and the Black Sea |last2=Lind |first2=John H. |last3=Sindbæk |first3=Søren Michael |date=2013 |publisher=Aarhus Universitetsforlag |isbn=978-87-7124-425-0 |pages=306 |language=en}}</ref><ref>{{Cite book |last1=Gawronski |first1=Jerzy |url=https://books.google.com/books?id=QphLDwAAQBAJ&dq=cleft+plank+on+boat&pg=PA320 |title=Ships And Maritime Landscapes: Proceedings of the Thirteenth International Symposium on Boat and Ship Archaeology, Amsterdam 2012 |last2=Holk |first2=André van |last3=Schokkenbroek |first3=Joost |date=2017-09-25 |publisher=Barkhuis |isbn=978-94-92444-29-5 |pages=320 |language=en}}</ref>{{r|Adams 2013|pp=53–54}} 

An exception to clinker construction in the Northern European tradition is the bottom planking of the [[Cog (ship)|cog]]. Here, the hull planks are not joined to each other and are laid flush (not overlapped). They are held together by fastening to the frames{{efn|More technically, these bottom planks were fastened to the {{Nautical term|floor}}s.}} but this is done after the shaping and fitting of these planks. Therefore, this is another case of a "shell first" construction technique.{{efn|This less well-known Northern European method may be a continuous tradition going back to the  Romano-Celtic period. "Romano-Celtic" is the term given to the shipbuilding tradition found during the Roman occupation of Celtic parts of Europe. This translates to archaeological sites in Britain, arguably including finds in continental Europe. This method certainly continued into the 17th century as the "bottom-based" construction method used in Dutch shipyards.}}{{r|Adams 2013|p=65–66}}

These Northern European ships were rigged with a single mast setting a [[Square rig|square sail]]. They were steered by rudders hung on the {{Nautical term|sternpost}}.<ref name="Adams 2013" />{{rp|69}}

In contrast, the ship-building tradition of the Mediterranean was of [[Carvel (boat building)|carvel construction]]{{snd}}the fitting of the hull planking to the frames of the hull. Depending on the precise detail of this method, it may be characterised as either "frame first" or "frame-led". In either variant, during construction, the hull shape is determined by the frames, not the planking. The hull planks are not fastened to each other, only to the frames.{{r|Adams 2013|p=69}}

These Mediterranean ships were rigged with [[lateen]] sails on one or more masts (depending on the size of the vessel) and were steered with a side rudder. They are often referred to as "round ships".{{r|Adams 2013|p=68-69}}

Crucially, the Mediterranean and Northern European traditions merged. Cogs{{efn|It is possible that the terminology used in the Mediterranean was not precise enough to differentiate between clinker-built ships and cogs, with the same word being applied to both.}} are known to have travelled to the Mediterranean in the 12th and 13th centuries. Some aspects of their designs were being copied by Mediterranean ship-builders early in the 14th century. Iconography shows square sails being used on the mainmast but a lateen on the mizzen,{{efn|Square sails had disappeared from the Mediterranean after the end of the [[Classical antiquity|classical period]].}} and a sternpost hung rudder replacing the side rudder. The name for this type of vessel was "coche" or, for a larger example, "carrack". Some of these new Mediterranean types travelled to Northern European waters and, in the first two decades of the 15th century, a few were captured by the English, two of which had previously been under charter to the French. The two-masted rig started to be copied immediately, but at this stage on a clinker hull. The adoption of carvel hulls had to wait until sufficient shipwrights with appropriate skills could be hired, but by late in the 1430s, there were instances of carvel ships being built in Northern Europe, and in increasing numbers over the rest of the century.{{r|Adams 2013|p=69-72}}

This hybridisation of Mediterranean and Northern European ship types created the [[full-rigged ship]], a three-masted vessel with a square-rigged foremast and mainmast and a lateen sail on the mizzen. This provided most of the ships used in the [[Age of Discovery]], being able to carry sufficient stores for a long voyage and with a rig suited to the open ocean. Over the next four hundred years, steady evolution and development, from the starting point of the [[carrack]], gave types such as the [[galleon]], [[fluit]], [[East Indiaman]], ordinary cargo ships, warships, [[clipper]]s and many more, all based on this three-masted square-rigged type.{{r|Reid 2020|p=29, ''passim''}}

The transition from clinker to carvel construction facilitated the use of artillery at sea since the internal framing of the hull could be made strong enough to accommodate the weight of guns. It was easier to fit gunports in a carvel hull. As vessels became larger and the demand for ship-building timber affected the size of trees available, clinker construction became limited by the difficulty of finding large enough logs from which to cleave planks. Nonetheless, some clinker vessels approached the size of contemporary carracks.{{efn|An example is the [[Newport medieval ship]].}} Before the adoption of carvel construction, the increasing size of clinker-built vessels necessitated greater amounts of internal framing of their hulls for strength{{snd}}something that somewhat lessened the conceptual change to the new technique.{{r|Adams 2013|pp=55, 58-60}}