IMU GSK Introduction

Development of Civilization
Present continents were formed from a single super

continent
Super Continent broke and parts drifted to present
position
Human beings are around for about 1 million years
It is believed that water crafts are around for about
50000 years
There is an evidence of a boat about 10000 years ago
Captain Vijay M. Damley
Development of Civilization
Humans were nomadic population and moved around
for food
Over the centuries, they learned to form small groups
and hunt
While hunting they discovered fish in water
As a matter of fact, almost all animals can swim without
training
It appears that Humans had lost swimming skill during
evolution
Humans needed a method to float on water to catch fish
or to cross waterways
How did they tackle water related problems?

They observed floating stuff like dead animals, wood,
floating plants etc
They discovered that trapped air gave buoyancy
Next came animal hide Balloons.
Then they found ways to tie up reed to make floating
device.
Probably large number of population died during
experimentation.
Of course, humans also learnt swimming
How did they tackle water related problems?

Swimming was tiring and persons could not carry much
of load
Currents decided their direction of movement
Over subsequent centuries, humans realized wind
power
Earlier sails were made up of animal hides
Later on some sort of fabric was used
Somewhere during these formative years, humans
started using floating devices for travelling and carrying
cargoes
Travelling over water

Land routes were treacherous
Carrying capacity of tamed animals was limited
Animals needed food
These factors forced humans to seek alternative routes
Rivers, Sea and waterways were safer from robbers
By harnessing wind energy, they did not need animals
to carry loads
By using various floating devices they could carry higher
loads
Heracles sails to Lite Garden of the Hesperides in a pot boat. From an Athenian vase in the Vatican Museum,
about 480 BC.
Assyrian soldiers in a boat shaped raft of bundles of reeds hunt down enemies in the marshes at the
mouth of the Tigris and Euphrates. Relief from the palace of Sennacherib (704-681 BC) at Nineveh,
now in the British Museum.
Two Assyrian soldiers buoyed by inflated skins swim to the safety of a fortress; they were evidently in a hurry to blow up the skins, for they
still have the mouthpieces between their lips. Relief from the palace of Ashurnasirpal II (883-859 BC) al Nimrud, now in the British Museum.
Assyrians transporting stone on a raft buoyed by inflated skins. Drawn from a relief in
the palace of Sennacherib (704-681 BC).
Dugout of oak, 46 feet (c. 14 m) long, found near Ferrara. National wretched affairs and many get
lost; for they have no iron fastenings and are Archaeological Museum, Ferrara, only stitched together
with twine made from the husk of the Indian nut.
4th-5th century AD.
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A massive Egyptian barge loaded with two obelisks quarried at Aswan near
the First Cataract being towed downstream to Karnak. Note the elaborate rope
truss that keeps the ends from sagging and the three lines of deck beams to
provide the strength to support the ponderous load. The lines marked a, b, c
are tow-lines leading to the flotilla of galleys that did the pulling. Drawn from a
relief on the tomb of Hatshepsut at Deir- el-Bahri. About 1500 BC.
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Egyptian raft of bundles of reeds fitted with pole mast and square sail, depicted
on a Pre-dynastic vase in the British Museum. About 3500 BC.
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The Egyptians took an epoch-making step, becoming the first
people to exploit a source of energy other than human or animal
muscle - they learned how to harness the wind to propel these
craft. The Egyptians started by doing what primitive boatmen
were still doing up to recent times, by setting up a leafy frond in
the bows. It worked only when the wind was blowing from astern
and hardly very efficiently then, but the sight of a boat moving
without being paddled must have seemed as miraculous thirtytwo centuries before the beginning of the current epoch.
Improvement came quickly: by about 3500 BC the Egyptians had
replaced this improvised sail with a true one, a square probably
of woven reeds or leaves set on a vertical mast stepped far
forward in the bows.
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In the next two millennia there was continued
development.
The material that dates from Old Kingdom times, c.
2700-2200 bc, reveals that Egyptian shipwrights had
very soon learned to improve the reed raft. They now
made it in the shape of a boat, with a graceful spoon
like form and a prow and stern that came together into
a point, often finished off with an ornament resembling
a lotus bud.
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But the Egyptians needed a good deal more than something that
could traverse marshes and canals. By 3000 BC they had begun to
build tombs of stone, and the stone often had to be transported
from the quarry to the site by water.
Very likely the need for vessels that could handle such ponderous
cargoes was what led Egyptian shipwrights to the use of wood.
The Egyptian technique produced hulls that were not very strong
but were adequate for plying the waters of a river. Craft of any size
were decked, and this provided added strength. Cabins were set
upon the deck - on cargo carriers a mere shelter aft, on passenger
vessels usually an ample structure; the cabins were generally
lightly built, consisting of a frame with a covering of mats
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Previous picture: A fleet of Levantine merchantmen arrives at an
Egyptian port. Drawing from a painting in a tomb at Thebes.
About 1400 BC.
In front of one of the moored vessels sits an Egyptian behind a
table. He must be a merchant, since a ships officer is trying to sell
him a large jar from the cargo, probably filled with wine or olive oil,
for no good grade of either was produced in Egypt; behind, a line of
crewmen unload still more jars. The fleet had brought in passengers
as well as cargo, as a vignette in the upper right-hand corner
reveals: there a ships officer appears to be asking a favour of an
Egyptian official for two women and a child who precede him; they
must have come off his vessel, since their dress, with its elaborate
three-tiered skirt, is distinctly un-Egyptian.
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During the Hellenistic Age, with the increase in the size of states and their
capitals, the amount of grain that crossed the water increased in
proportion. During the centuries of Roman Imperial rule that followed, the
volume grew steadily larger, with north Africa joining in as a major
supplier. Grain was to the ancient world what oil is to ours: from the sixth
century BC up to its end, the Mediterranean and Black Sea were studded
with vessels, great and small, hauling this vital import.
Two other commodities were close runners-up to grain in ancient
international trade, wine and olive oil. Wine was far more important then
than now: for Greeks and Romans it took the place of coffee, tea, soft
drinks, juices, and so on, as well as serving as an accompaniment to food.
Cnidus, on the south-west coast of Asia Minor, and Rhodes, just off it, sent
shiploads of vin ordinaire to Athens, Alexandria and other centres where
the demand was too great to be satisfied by the local vineyards.
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The cargoes could run to great size, at times many thousands of jars.
Some shippers, to avoid dealing with a hold full of a multitude of such
jars, used an ancient version of the tanker, a ship whose hold was
fitted permanently with dolia, mammoth containers made of clay that
were often some 6 feet (2 m) in height and diameter, weighed a ton
empty, and had a capacity of up to 800 gallons (4000 lts).
Olive oil, too, was far more important in the daily life of the ancients
than it is today. It served the purposes that butter, soap and electricity
serve for us: they cooked with it, cleansed themselves with it, and
burned it as fuel in their lamps. The Greeks who had settled on the
shores of the Black Sea, where the olive does not grow, imported it
from Greece and Asia Minor. Rome, with its enormous population to
take care of, brought in huge amounts from north Africa and Spain.
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Grain, wine, olive oil, salt-fish, garum (Fish sauce)- hauling principally
these but also numerous other items for long and short distances kept
merchantmen of all sizes moving along the coasts or crossing the open
waters of the Mediterranean and Black Sea.
The ancient equivalent of our barrel or steel drum was the amphora, a
distinctive type of big jar. stevedores could handle only one at a time
balanced on the shoulder.
In order to avoid breakage ancient stevedores stowed the amphoras in
the hold with extreme care. The jars were set upright in superimposed
tiers, each jar being so placed that its pointed bottom would fit into the
22 open space around the necks of those in the tier below; on big mer
chantmen carrying thousands of jars there could be as many as five
tiers. Dunnage of twigs and branches cushioned the jars against each
other and the lowest tier against the bottom of the hold.
20

Big merchantmen were plying the Mediterranean at least
as early as the fifth century BC. For by this time a
standard Greek term for a seagoing freighter was tenthousander, and whether the figure refers to the number
of amphoras or of sacks of grain that could be loaded
aboard, the capacity works out to some 400 tons. The
average British East Indiaman before 1700 AD was no
bigger than this, nor were the first packets that plied
between Liverpool and New York a century later
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We really did not see much change in size of ships till 18 th
century.
This was probably due to fact that we had not found how to
use metal in suitable manner and were dependent on Timber.
In spite of having knowledge of Archimedes' principle for over
2000 years, human did not venture into Iron Ships till around
1787 (Wilkinson's iron boat).
There was lot of research in designing efficient sails for ships
and over the period, humans did master the art of using wind
energy.
With efficient sail propulsion, humans ventured to sea in
uncharted areas to discover the world from early 15 th century
22

After 1787 Steamship era began
Using boiling water to produce mechanical motion goes
back over 2000 years, but early devices were not practical
With more power available for propulsion, newer and
bigger ships were required.
Industrial revolution in Europe allowed rapid growth of
technologies
Thereby first seagoing iron ships appeared in mid 19 th
century powered by steam engines.
They were propelled by Side Paddles.
Later on Paddles changed into modern day propellers.
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From 1800 CE we saw lots of changes in ships designs
In 1818, theBlack Ball Line, with a fleet ofsailing ships, offered
the first regular passenger service
From the early 19th century, steam engines began to appear in
ships, but initially they were inefficient and offered little
advantage over sailing ships.
SSGreat Western, designed by railway engineer
Isambard Kingdom Brunel,began its first Atlantic service in
1837. She took 15 days to cross the Atlantic,as compared with
two months by sail-powered ships.
Steamers offered a consistent speed and the ability to keep to a
schedule.
Earlier steamers also used sails as an alternate power system
26

In 1840,Cunard LinesRMSBritanniabegan its first
regular passenger and cargo service by asteamship,
sailing from Liverpool to Boston
In 1847, theSSGreat Britainbecame the first iron-hulled
screw-driven ship to cross the Atlantic.More efficient
propellersbegan to replace thepaddle wheelsused by
earlier ocean liners.
The size of ocean liners increased from 1880 to meet the
needs ofimmigrationto the United States and Australia.
In 1910, White Star Line launchedRMSOlympic,[17]the
first of a trio of 45,000 plus gross ton liners, along with
RMSTitanicandHMHSBritannic.
27

In 1929, the German shipsSSBremenandSSEuropa
broke the speed record set by Mauretania(20 years
earlier) with an average speed of almost 28 knots
(52km/h; 32mph). The ships usedbulbous bowsand
steam turbines to reach these high speeds while
maintaining economical operating costs.
The key innovation that made ocean-going steamers
viable was the change from the paddle-wheel to the
screw-propelleras the mechanism of propulsion.
Pre-aircraft days, business was good for passenger ships
and all innovations were tried on them. Later on they
were passed on to Cargo ships.
28

Stability of European empires, allowed shipping to settle
down and provide scheduled services.
Stability also provided growth of Industries and trade
British empire became seat of maritime power and
trade
Birth of Telegraph in 19th century and laying of
submarine cable helped further development of
shipping
Barges came in lime light in colonies as Port
development lagged behind development in ships sizes
29

Earlier ships were combination of passengers, Navy and
cargo.
First division was separation of Navy who got specialized
role
Then came specially designed General cargo ships with
limited passenger capacity.
General cargo ships lasted over a long time as demand was
for smaller parcel sizes and larger distribution areas
These ships could carry Dry cargoes, Bulk cargoes, reefer
cargoes as well as liquid cargoes
However during 1960s demand started for Bigger parcel
sizes and specialized ships
30

In 1960s world started reacting to specialized ships like
Bulk carriers, tankers, reefer ships and Container ships
Deadweight capacities of ships crossed 100000 t by 1962
Post 1973 war closure of Suez canal saw birth of Tankers
of over 550000 t capacity. (Over 458 m long, 69 m wide,
draft 24 m)
Bulk carriers are not behind, today biggest ships are
360m long, 65 m wide with dead weight of 400000 t
Container ships are 400 m long, 60 m wide with capacity
of over 19000 TEUs
Similarly other ships have become larger
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Land routes were treacherous
Carrying capacity of tamed animals was limited
Animals needed food
These factors forced humans to seek alternative routes
Rivers, Sea and waterways were safer from robbers
By harnessing wind energy, they did not need animals
to carry loads
By using various floating devices they could carry higher
loads
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IMU GSK Introduction

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Development of Civilization

Present continents were formed from a single super

Captain Vijay M. Damley

How did they tackle water related problems?

Captain Vijay M. Damley

How did they tackle water related problems?

Travelling over water

Captain Vijay M. Damley

Captain Vijay M. Damley

Captain Vijay M. Damley

Captain Vijay M. Damley

Captain Vijay M. Damley

Captain Vijay M. Damley

Captain Vijay M. Damley

Captain Vijay M. Damley

Travelling over water

Travelling over water

Captain Vijay M. Damley

Travelling over water

Travelling over water

Captain Vijay M. Damley

Travelling over water

Travelling over water

Travelling over water

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Travelling over water

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Travelling over water

Travelling over water

Travelling over water

Travelling over water

Travelling over water

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley

Travelling over water

Captain Vijay M. Damley