As soon as the Greeks began to apply themselves to maritime affairs, they constructed ports and docks in various parts of the country, where they built numerous ships, rude enough at first, perhaps; but improving by experience and study[[1666]] they in time equalled, and at length surpassed, the Phœnicians, by whom at the outset they may perhaps have been instructed. Among the greatest difficulties they had to encounter was the scarcity of ship-timber, for which they were always compelled greatly to depend on other countries. The materials, however, being collected, their shipwrights appear to have proceeded in much the same manner as those of modern times, laying down the keel, fixing in the ribs, planking, decking, caulking, and pitching, until the hull was completed.
In their war-galleys,[[1667]] constructed under the superintendence of a naval architect elected by lot, they exhausted all the resources of art in their endeavours to communicate to them the greatest beauty of form and splendour of appearance. Painting, carving, and gilding,[[1668]] were called in to cover both stern and prow with images and ornaments of the most fanciful kinds, glowing with bright blue or vermilion,[[1669]] intermingled with scrolls and flourishes of other colours, and figures of burnished gold. Occasionally beneath the rim of the prow were bright cerulean bands,[[1670]] painted in encaustic and defended by so durable a varnish that they could neither be blistered by the sun, nor dimmed by the action of the sea-water. In this part, beneath the roots as it were of the acrostolion, were placed those ornaments resembling eyes, one on either side, over which the name of the ship was written.[[1671]] The sweep of the deck was a gentle curve, the lowest dip of which was at the ship’s waist. On the poop stood a deep alcove in which the pilot took his station,[[1672]] protected in a great degree from wind and weather, and having over his head a large lantern, in which a bright light was kindled at nightfall.
Firm and lofty bulwarks rose along the ship’s sides, protecting the mariners from being swept off in tempests by the passing surge. On the bows again, there was usually a square tower furnished with lofty portals, through which the combatants, protected from annoyances on both flanks, poured, in close fight, their darts into the enemy’s ship, or rushed forward to board it. At the very front of the prow, where our bowsprit is now placed, arose an elegant winding scroll, which though projecting slightly beyond the hull, could never touch the corresponding part of the enemy’s galley until the iron or brazen beaks[[1673]] below had met and shattered each other. The rudder[[1674]] consisted of two paddles placed one on either side of the ship, which was impelled along by oar and sail. The row-ports of these galleys being somewhat capacious might, if left open, have shipped a great deal of water, on which account they were furnished with strong leather bags, in form like a woman’s breast, projecting outwards, nailed to the circle of the row-port, and fitting tight about the oar. The rowers, to render their condition more comfortable, were furnished with cushions or soft-dressed fleeces.[[1675]]
The merchantmen differed considerably both in form and general arrangements from the war-galleys. As in our own ships of burden, under the old system of admeasurement, the hull instead of sinking down sharp towards the keel, bellied outwards at the sides, so as to render the bottom almost flat. They were very much shorter, moreover, in proportion to their height than ships of the line,[[1676]] which, from their slender elongated figure, obtained the appellation of long galleys. In trading vessels,[[1677]] much greater stress was laid on sails than on oars, since the crews could never be sufficiently numerous to furnish constantly fresh relays of rowers; and, in their protracted voyages, it would have been impossible for the same men to remain perpetually on the benches. The masts consequently were here of very great height, equalling, according to rule, the length of the ship, which rendered it practicable to crowd an immense quantity of canvass, but at the same time rendered them liable to capsize in a heavy gale, as is still the case with the Levant-built ships, which are generally much taller rigged than ours. They commonly gave a greater length to the hull of transports, though not altogether so great as to ships of war. Pirate luggers were always built without decks,[[1678]] and extremely low that they might be the better able to approach their prey unperceived. Their sloops, smacks, and lighters,[[1679]] together with all the other small craft employed in the coasting trade, exhibited every variety of form, but appear to have been generally stout-built and well-appointed.
Respecting the tonnage and dimensions of the largest class of merchantmen, we possess little positive information. It would appear, however, that in comparison with the vessels engaged in the corn-trade, between Alexandria and Italy,[[1680]] they were of very moderate burden, since the appearance of one of those large ships in the Peiræeus excited general astonishment. The size of this Egyptian trader, which seems to have been no way distinguished from others engaged in the same traffic, may perhaps assist the imagination in forming some definite idea of an ancient merchantman: its length, from stem to stern, was one hundred and eighty feet, its breadth nearly fifty, and its clear depth in the hold about forty-five. It was furnished with one enormous mast, with yards in proportion, and a capacious mainsail, composed of numerous tiers of ox-hides. The cables and anchors, capstains, windlasses, with all the other appurtenances of a ship, were on a suitable scale, while the crew was so numerous as to be compared to an army. In the stem were airy and spacious cabins, above which rose the gilded figure of a goose. On either side of the bows stood an image of Isis,[[1681]] bending over the waves and appearing to afford her divine protection to those who had chosen her for their tutelar goddess. Among the Greeks, however, the place assigned to the tutelar divinity was sometimes the stern, where oaths were taken, expiations made, prayers and sacrifices offered up, and where such of the crew as had committed any offence took sanctuary. On the top of the mast was a vane[[1682]] of burnished metal which, turning and flashing in the sun, appeared like a streak of flame. As their ships, more especially during long voyages, ran perpetual risk of being assailed by pirates, they were abundantly supplied with all kinds of arms and implements of war, which were ranged along the cabin partitions and elsewhere with so much order and regularity, that they could always, by night or day, be found at a moment’s warning.
It was by very slow advances that the ancients arrived at that high degree of excellence in the art of ship-building, which, in the most flourishing ages of Greece, its maritime states exhibited. In the Homeric age, the largest vessels known were of very moderate burden, since even the poet, who would doubtless allow himself some licence, speaks of no transport which could carry more than one hundred and fifty men. These barks, too, Thucydides thinks, were undecked, like the pirate vessels of his own times, and indeed in ours also, in most parts of the Ægæan, though I have myself sailed in a large Greek brig, of piratical construction, which carried several guns, and was not only decked, but so admirably built, that after labouring ten days in a storm, she made not an inch more water than when in port.
The various stages in improvement have not been marked. They went on, however, each age excelling that which had preceded it, until at length having reached the utmost perfection of which their system was susceptible, they began to apply their skill to the creation of huge fabrics merely for show and magnificence, and calculated rather for the gratification of an insane luxury than for the genuine purposes of trade. One of these naval monsters was constructed at Syracuse under the eye of Archimedes, and at the expense of king Hiero.
Having procured from the forests of Mount Ætna timber sufficient for the building of sixty triremes, together with a variety of other materials from Italy, Spain, and Gaul, as crooked timber for ribs, hard wood for pegs, with pitch and hemp, and Spanish broom[[1683]] for cables, he assembled a sufficient number of ship-wrights, with Archias, the Corinthian, at their head, and set them to work under the inspection of Archimedes, though he himself spent the greater part of his day overlooking the workmen at the dock. When in about six months the planking had been carried to about half the height of the hull, and properly sheathed with lead in lieu of the copper at present employed, the ship was launched[[1684]] by means of a machine, invented for the purpose by Archimedes, into a sort of floating dock, where it was completed in other six months. The planks were fastened to the ribs with copper bolts, of which some were of ten and others fifteen pounds’ weight, passed through holes prepared for them by the auger; and over the heads of these bolts plates of lead were fixed, having been first lined, as it were, with a layer of wadding steeped in pitch.
They next proceeded to the interior arrangements, the explanation of which is replete with difficulty. The whole depth of the ship seems to have been divided into four stories, of which the lowest, or hold, was filled by the cargo; the second, descended to by long flights of steps, was appropriated to the rowers, who were ranged in twenty banks; the third was laid out in cabins for the use of the crew, while the military officers and the men occupied the uppermost. The kitchen was situated in the stern.
All these cabins were adorned with pavements in mosaic, representing in a long series of compartments the entire action of the Iliad; while the furniture, doors, and ceilings were furnished with proportionate splendour and elegance. On the upper deck was a gymnasium, exactly proportioned to the dimensions of the ship, together with a number of walks running through the midst of gardens laid out on leaden terraces, and containing all kinds of odoriferous plants and flowers. All these alleys were arched with trellis-work, overlaid with the intermingled foliage of the white-ivy and the vine growing out of troughs filled with earth, arranged along the promenades, and watered like other gardens. In a different part of the ship was a magnificent apartment called the Aphrodision, furnished with three couches, and having a pavement variegated with agates, and all the richest and most beautiful marbles of Sicily. It was wainscotted and roofed with cypress, while its doors were of Atlantic citron-wood inlaid with ivory. On all sides, moreover, it was adorned with pictures and statues and vases and goblets, of the most fanciful and varied forms. Contiguous to this chamber was the library, furnished with five couches and store of books. Its doors and wainscot were of box, and on its roof was a sun-dial, constructed in imitation of that in the Achradina. There was also a bath, in which were three couches, and three caldaria of bronze, together with a basin containing five metretæ, lined with Taurominian marble of various colours. There were numerous cabins fitted up for the soldiers and the crew, from whom was selected a number of persons whose sole business it was to superintend the pumps.[[1685]] The ship likewise contained twenty stables, ten on either hand, well supplied with fodder, and every convenience for the grooms.