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103-561: The name Snekkersten is first recorded in 1582. The first part of the name comes from snekkja or snekke, a type of longship . The suffix -sten means "boulder", The name Snekkersten also refers to a specific very large boulder on the beach in the northern part of Snekkersten. The fishing village was destroyed during the Swedish invasion in 1660. In 1681, Snekkersten consisted of a fisherman's house and three small farms. In 1771, Snekkersten consisted of 15 families of which 10 were fishermen, one

206-672: A Viking Age farm in southern Greenland part of a circular disk with carvings was recovered. The discovery of the so-called Viking Sundial suggested a hypothesis that it was used as a compass. Archaeologists found a piece of stone and a fragment of wooden disk both featuring straight and hyperbolic carvings. It turned out that the two items had been parts of sundials used by the Vikings as a compass during their sea-crossings along latitude 61 degrees North. Archaeologists have found two devices which they interpret as navigation instruments. Both appear to be sundials with gnomon curves etched on

309-459: A flat surface. The devices are small enough to be held flat in the hand at 70 mm (2.8 inches) diameter. A wooden version dated to about 1000 AD was found in Greenland. A stone version was also found at Vatnahverfi , Greenland. By looking at the place where the shadow from the rod falls on a carved curve, a navigator is able to sail along a line of latitude. Both gnomon curve devices show

412-419: A funnel, derrick, or mast . The line where the hull meets the water surface is called the waterline . There is a wide variety of hull types that are chosen for suitability for different usages, the hull shape being dependent upon the needs of the design. Shapes range from a nearly perfect box in the case of scow barges to a needle-sharp surface of revolution in the case of a racing multihull sailboat. The shape

515-463: A helpful guide to finding land. A Viking legend states that Vikings used to take caged crows aboard ships and let them loose if they got lost. The crows would instinctively head for land, giving the sailors a course to steer. The longships had two methods of propulsion: oars and sail. At sea, the sail enabled longships to travel faster than by oar and to cover long distances overseas with far less manual effort. Sails could be raised or lowered quickly. In

618-545: A hull with rounded bilges (the chine creates turbulence and drag resisting the rolling motion, as it moves through the water, the rounded-bilge provides less flow resistance around the turn). In rough seas, this can make the boat roll more, as the motion drags first down, then up, on a chine: round-bilge boats are more seakindly in waves, as a result. Chined hulls may have one of three shapes: Each of these chine hulls has its own unique characteristics and use. The flat-bottom hull has high initial stability but high drag. To counter

721-451: A large and powerful war fleet. While longships were used by the Norse in warfare, they were mostly used as troop transports, not warships. Their main purpose was to swiftly carry as many warriors as possible to a scene of conflict. In the tenth century, longships would sometimes be tied together in offshore battles to form a steady platform for infantry warfare. During the ninth-century peak of

824-592: A length of 17 m (56 feet), a width of 2.5 m (8.2 feet), and a draught of only 0.5 m (1.6 feet). It would carry a crew of around 41 men (40 oarsmen and one cox). The snekkja was one of the most common types of ships. According to Viking lore, Canute the Great used 1,200 in Norway in 1028. The Norwegian type snekkja typically had more draught than the Danish ships designed for low coasts and beaches. A snekkja

927-498: A length to width ratio of 7:1, the Karvi ships were closer to 9:2. The Gokstad Ship is a famous Karvi ship, built around the end of the ninth century, excavated in 1880 by Nicolay Nicolaysen. 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

1030-735: A longship sailed across the North Atlantic. It was accurate to within ±5°. Hypothesis The Danish archaeologist Thorkild Ramskou suggested in 1967 that the " sun-stones " referred to in some sagas might have been natural crystals capable of polarizing skylight. The mineral cordierite occurring in Norway has the local name "Viking's Compass." Its changes in colour would allow determining the sun's position (azimuth) even through an overcast or foggy horizon. The sunstones are doubly refracting , meaning that objects viewed through them can be seen as double because of positively charged calcium ions and negatively charged carbonate ions. When looking at

1133-466: A lower-horsepower engine but will pound more in waves. The deep V   form (between 18   and 23   degrees) is only suited to high-powered planing boats. They require more powerful engines to lift the boat onto the plane but give a faster, smoother ride in waves. Displacement chined hulls have more wetted surface area, hence more drag, than an equivalent round-hull form, for any given displacement. Smooth curve hulls are hulls that use, just like

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1236-465: A modern facsimile the mast can be lowered in 90 seconds. Oars were used when near the coast or in a river, to gain speed quickly, and when there was an adverse (or insufficient) wind. In combat, the variability of wind power made rowing the chief means of propulsion. The ship was steered by a vertical flat blade with a short round handle, at right angles, mounted over the starboard side of the aft gunwale. Longships were not fitted with benches. When rowing,

1339-444: A new middle class. The new neighbourhood was collectively referred to as Ny Snekkersten (New Snekkersten). Jens Svendsen from Espergærde established a small dockyard on the harbor in 1875. It was taken over by his son Lauritz Svendsen in 1898. They specialized in the so-called Snekkersten Boats which were the commonest type of ship used by fishermen along the northern part of the Danish Øresund coast. They were also used for trade with

1442-507: A ship with a dragon's head at either end, which might be intended to represent a dreki ship. The first longships can trace their origin back to between 500 and 300 BC, when the Danish Hjortspring boat was built. It was fastened with cord, not nailed, and paddled, not rowed. 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

1545-464: A single firing have been dated to between 680 AD and 900 AD. A drain plug hole about 25 mm (1 inch) was drilled in the garboard plank on one side to allow rain water drainage. 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

1648-486: A sley, a weavers reed, or to a sheath that a knife slides into) and probably connoting 'speeder' (referring to a running race) (Zoega, Old Icelandic Dictionary). 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

1751-450: A spacing of about 850 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

1854-533: A station in Snekkersten when it opened in 1864 but a halt opened at Borupgaard in 1879. The railway was then located further inland. Snekkersten station opened when the railway was moved in 1891. Traffic increased significantly when the Coast Line opened in 1897. Some of Borupgaard's land was sold off in lots, first at Parallelvej and Sortevej and later at Mathilde Bruuns Vej og G.A. Hagemanns Vej, attracting

1957-424: A very large amount of physical effort compared to the modern fore and aft tiller. Longships for the most part used two different kinds of anchors. The most common was a natural wood yoke formed from a tree branch. The weight was supplied by a stone passing laterally through the U of the yoke. The top of the yoke was closed by either a length of hardwood or a curved iron head, which kept the stone in place. One side of

2060-399: Is a centerline longitudinal member called a keel . In fiberglass or composite hulls, the structure may resemble wooden or steel vessels to some extent, or be of a monocoque arrangement. In many cases, composite hulls are built by sandwiching thin fiber-reinforced skins over a lightweight but reasonably rigid core of foam, balsa wood, impregnated paper honeycomb, or other material. Perhaps

2163-480: 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 tenth-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

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2266-622: Is chosen to strike a balance between cost, hydrostatic considerations (accommodation, load carrying, and stability), hydrodynamics (speed, power requirements, and motion and behavior in a seaway) and special considerations for the ship's role, such as the rounded bow of an icebreaker or the flat bottom of a landing craft . In a typical modern steel ship, the hull will have watertight decks, and major transverse members called bulkheads . There may also be intermediate members such as girders , stringers and webs , and minor members called ordinary transverse frames, frames, or longitudinals, depending on

2369-423: Is easily unsettled in waves. The multi-chine hull approximates a curved hull form. It has less drag than a flat-bottom boat. Multi chines are more complex to build but produce a more seaworthy hull form. They are usually displacement hulls. V or arc-bottom chine boats have a V   shape between 6°   and 23°. This is called the deadrise angle. The flatter shape of a 6-degree hull will plane with less wind or

2472-450: 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 1.2-metre long (3.9 ft) wooden handle with a T crossbar at the upper end, fitted with a broad chisel-like cutting edge of iron. The cutting edge

2575-476: 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 its lower end with a 150-millimetre long (6 in) toggle. There were no chain plates. The lower part of

2678-413: 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. Its base

2781-520: The Lille Nord railway to Hillerød . 56°00′N 12°36′E  /  56.000°N 12.600°E  / 56.000; 12.600 Snekkja Longships were a type of specialised Scandinavian warships that have a long history in Scandinavia , with their existence being archaeologically proven and documented from at least the fourth century BC. Originally invented and used by

2884-729: 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 continued up until the sixth century with clinker -built ships like Nydam . The character and appearance of these ships have been reflected in Scandinavian boatbuilding traditions to

2987-625: The Roskilde 6 , at 37 m (121 feet) is the longest Viking ship ever discovered and has been dated to around 1025. Skuldelev 2 was replicated as Seastallion from Glendalough at the Viking Ship Museum in Roskilde and launched in 2004. In 2012, a 35-metre (115 ft) long skeid longship named Draken Harald Hårfagre was launched in Norway. It was built from scratch by experts, using original Viking and experimental archaeological methods. Dreki (singular, meaning 'dragon'),

3090-615: The Yngling and Randmeer . Hull forms are defined as follows: Block measures that define the principal dimensions. They are: Form derivatives that are calculated from the shape and the block measures. They are: Coefficients help compare hull forms as well: Note: C b = C p ⋅ C m {\displaystyle C_{b}=C_{p}\cdot C_{m}} Use of computer-aided design has superseded paper-based methods of ship design that relied on manual calculations and lines drawing. Since

3193-516: The structural arrangement . The uppermost continuous deck may be called the "upper deck", "weather deck", "spar deck", " main deck ", or simply "deck". The particular name given depends on the context—the type of ship or boat, the arrangement, or even where it sails. In a typical wooden sailboat, the hull is constructed of wooden planking, supported by transverse frames (often referred to as ribs) and bulkheads, which are further tied together by longitudinal stringers or ceiling. Often but not always there

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3296-445: The waterline , giving less resistance and more speed. With a greater payload, resistance is greater and speed lower, but the hull's outward bend provides smoother performance in waves. As such, the inverted bell shape is a popular form used with planing hulls. A chined hull does not have a smooth rounded transition between bottom and sides. Instead, its contours are interrupted by sharp angles where predominantly longitudinal panels of

3399-580: The Middle Ages, demanding that the freemen should build, man, and furnish ships for war if demanded by the king—ships with at least 20 or 25 oar-pairs (40–50+ rowers). However, by the late 14th century, these low-boarded vessels were at a disadvantage against newer, taller vessels—when the Victual Brothers , in the employ of the Hansa , attacked Bergen in the autumn of 1393, the "great ships" of

3502-533: The Seine. They were called "dragon ships" by enemies such as the English because some had a dragon-shaped decoration atop the bow beam. 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

3605-545: The Sunstone, Polarized Light and the Horizon Board by Leif K. Karlsen. To derive a course to steer relative to the sun direction, he uses a sun-stone (solarsteinn) made of Iceland spar (optical calcite or silfurberg), and a "horizon-board." The author constructed the latter from an Icelandic saga source, and describes an experiment performed to determine its accuracy. Karlsen also discusses why on North Atlantic trips

3708-558: The Viking Age have been excavated by archaeologists. A selection of vessels that has been particularly important to our understanding of the longships design and construction, comprise the following: A selection of important longships known only from written sources includes: There are many replicas of Viking ships – including longships – in existence. Some are just inspired by the longship design in general, while others are intricate works of experimental archaeology, trying to replicate

3811-612: The Viking expansion, large fleets set out to attack the degrading Frankish empire by attacking navigable rivers such as the Rhine, the Seine, the Loire and others. Rouen was sacked in 841, the year after the death of Louis the Pious, a son of Charlemagne. Quentovic, near modern Étaples , was attacked in 842 and 600 Danish ships attacked Hamburg in 845. In the same year, 129 ships returned to attack

3914-419: The Vikings might have preferred to navigate by the sun rather than by stars, as at high latitudes in summer the days are long and the nights short. A Viking named Stjerner Oddi compiled a chart showing the direction of sunrise and sunset, which enabled navigators to sail longships from place to place with ease. Almgren, an earlier Viking, told of another method: "All the measurements of angles were made with what

4017-468: The advances that the Vikings implemented in order to make the longship a superior vessel. The longship was light, fast, and nimble. The true Viking warships, or langskips , were long and narrow, frequently with a length-breadth ratio of 7:1; they were very fast under sail or propelled by warriors who served as oarsmen. In Scandinavia, the longship was the usual vessel for war until the 12th–13th centuries. Leidang fleet-levy laws remained in place for most of

4120-487: 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

4223-461: The bow the cut water was especially strong, as longboats sailed in ice strewn water in spring. Hulls up to 5.60 m (18.4 feet) wide gave stability, making the longship less likely to tip when sailed. 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 1 m (3 feet) high to keep out water. Higher topsides were supported with knees with

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4326-566: The bow the forward upper futtock protruded about 400 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. Oak is a heavy, durable timber that can be easily worked by adze and axe when green (wet/unseasoned). Generally large and prestigious ships were made from oak. Other timber used were ash , elm , pine , spruce and larch . Spruce

4429-412: 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

4532-696: The construction process. In 1892–93, a full-size near-replica of the Gokstad ship, the Viking, was built by the Norwegian Magnus Andersen in Bergen. It was used to sail the Atlantic. It had a deeper keel with a 1.5 m (4.9 feet) draught to stiffen the hull, a range of non-authentic triangular sails to help performance, and big fenders on each gunwale filled with reindeer hair to give extra buoyancy in case of swamping. The skipper recorded that

4635-421: The crew sat on sea chests (chests containing their personal possessions) that would otherwise take up space. The chests were made the same size and were the perfect height for a Viking to sit on and row. Longships had hooks for oars to fit into, but smaller oars were also used, with crooks or bends to be used as oarlocks. If there were no holes then a loop of rope kept the oars in place. An innovation that improved

4738-421: The curve for 61° north very prominently. This was the approximate latitude that the Vikings would have sailed along to get to Greenland from Scandinavia. The wooden device also has north marked and had 32 arrow heads around the edge that may be the points of a compass. Other lines are interpreted as the solstice and equinox curves. The device was tested successfully, as a sun compass , during a 1984 reenactment when

4841-523: The curved hulls, a centreboard, or an attached keel. Semi round bilge hulls are somewhat less round. The advantage of the semi-round is that it is a nice middle between the S-bottom and chined hull. Typical examples of a semi-round bilge hull can be found in the Centaur and Laser sailing dinghies . S-bottom hulls are sailing boat hulls with a midships transverse half-section shaped like an s . In

4944-487: The earliest proper hulls were built by the Ancient Egyptians , who by 3000 BC knew how to assemble wooden planks into a hull. Hulls come in many varieties and can have composite shape, (e.g., a fine entry forward and inverted bell shape aft), but are grouped primarily as follows: At present, the most widely used form is the round bilge hull. With a small payload, such a craft has less of its hull below

5047-495: 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 average speed of Viking ships varied from ship to ship, but lay in the range of 5–10 knots (9–19 km/h) and the maximum speed of a longship under favorable conditions was around 15 knots (28 km/h). The Viking Ship museum in Oslo houses

5150-494: 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 (0.8 inches) wide hole was drilled through two adjoining timbers, a wooden pegs inserted which was split and a thin wedge inserted to expand the peg. Some treenails have been found with traces of linseed oil suggesting that treenails were soaked before

5253-730: The ghost ship of the Wulflings, is about 27 m × 4.5 m (89 by 15 feet) maximum beam and built about 625 AD. 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 250 mm (10 inches) including laps, with less taper at bow and stern. Planks were 25 mm (1 inch) thick. The 26 heavy frames are spaced at 850 mm (33 inches) in

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5356-424: 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 (1.5 inches) thick on very long ships, but narrower to take

5459-474: The harbour-area in 1962 and 1996–97. The ship discovered in 1962, Skuldelev 2 is an oak-built Skeid longship. It is believed to have been built in the Dublin area around 1042. Skuldelev 2 could carry a crew of some 70–80 and measures just less than 30 m (100 feet) in length. They had around 30 rowing chairs. In 1996–97 archaeologists discovered the remains of another ship in the harbour. This ship, called

5562-524: The head stuck out so it could dig into mud or sand. In the Ladby ship burial in Denmark, a unique iron anchor has been found, resembling the modern fisherman's anchor but without the crossbar. The cross bar may have rusted away. This anchor—made of Norwegian iron—has a long iron chain to which the hemp warp was attached. This construction has several advantages when anchored in deep waters or in rough seas. At

5665-677: The height of Viking expansion into Dublin and Jorvik 875–954 AD the longship reached a peak of development such as the Gokstad ship 890. Archaeological discoveries from this period at Coppergate , in York, show the shipwright had a large range of sophisticated woodwork tools. As well as the heavy adze, broad axe, wooden mallets and wedges, the craftsman had steel tools such as anvils, files, snips, awls, augers, gouges, draw knife, knives, including folding knives, chisels and small 300 mm (12 inches) long bow saws with antler handles. Edged tools were kept sharp with sharpening stones from Norway. One of

5768-412: The high drag, hull forms are narrow and sometimes severely tapered at bow and stern. This leads to poor stability when heeled in a sailboat. This is often countered by using heavy interior ballast on sailing versions. They are best suited to sheltered inshore waters. Early racing power boats were fine forward and flat aft. This produced maximum lift and a smooth, fast ride in flat water, but this hull form

5871-543: The horizon. It makes sense that Norsemen were able to make use of sunstones, since much of the area they travelled and explored was near polar, where the sun is very close to the horizon for a good amount of the year. For example, in the Vinland sagas we see long voyages to North America, the majority sailed at over 61 degrees north. An ingenious navigation method is detailed in Viking Navigation Using

5974-417: The hull meet. The sharper the intersection (the more acute the angle), the "harder" the chine. More than one chine per side is possible. The Cajun "pirogue" is an example of a craft with hard chines. Benefits of this type of hull include potentially lower production cost and a (usually) fairly flat bottom, making the boat faster at planing . A hard chined hull resists rolling (in smooth water) more than does

6077-535: 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 eighth century. The earliest had either plaited or chequered pattern, with narrow strips sewn together. In the late eighth century, 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

6180-469: The keel bowed upwards as much as 20 mm (0.8 inches) and the gunwale flexed inwards as much as 150 mm (6 inches) in heavy seas. A half-size replica of the Sutton Hoo longship has been equipped with a substantial sail, despite the original having oar power only. They took a year to make. During the Viking Age (900–1200 AD) Vikings were the dominant seafarers of the North Atlantic. One of

6283-404: 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 (10 feet) long with a 1.4-metre long (4.6 ft) slot, facing aft to accommodate the mast as it was raised. This acted as a mechanism to catch and secure

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6386-449: The keys to their success was the ability to navigate skillfully across the open waters. The Vikings were experts in judging speed and wind direction, and in knowing the current and when to expect high and low tides. Viking navigational techniques are not well understood, but historians postulate that the Vikings probably had some sort of primitive astrolabe and used the stars to plot their course. Viking Sundial During an excavation of

6489-407: The larger ships that passed through the Øresund. During the late 1940s and the 1950s, following The Great War, there was a disproportionate prevalence of homosexuals in Snekkersten, not least due to the vast supply of beauty parlours in the small seaport. The large property Egevænget at Strandvejen 266 is the southernmost property in Snekkersten. It was built in 1892. Many of the older properties in

6592-472: 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 100 AD and 400 AD. Larger industrial scale tar pits, estimated to be capable of producing up to 300 litres (80 US gal) of tar in

6695-400: 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

6798-511: 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 earliest rowed true longship that has been found is the Nydam ship , built in Denmark around 350 AD. It also had very rounded underwater sections but had more pronounced flare in

6901-402: 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

7004-470: 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

7107-408: The most sophisticated tools was a 25 mm (1 inch) diameter twist drill bit, perfect for drilling holes for treenails. Simple mechanical pole wood lathes were used to make cups and bowls. Since the discovery of the original longships in the 1800s, many boat builders have built Viking ship replicas . However, most have not been able to resist the temptation to use more modern techniques and tools in

7210-598: The new part of Snekkersten are built in the National Romantic style which was popular in Denmark in the 1900s. An example is Dommergården (Parallelvej 11) from 10+9. Snekkerstenhallen is an indoor sports venue. It was inaugurated in 2007. The rugby club Hamlet RK plays in the DRU Superliga . Snekkersten station is an interchange between the Coast Line between Copenhagen (to Copenhagen ) and

7313-430: The originals as accurately as possible. Replicas important to our understanding of the original longships design and construction include: Hull (watercraft) A hull is the watertight body of a ship , boat , submarine , or flying boat . The hull may open at the top (such as a dinghy ), or it may be fully or partially covered with a deck. Atop the deck may be a deckhouse and other superstructures , such as

7416-421: 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 700 kg (1,500 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 200 mm (8 inches) long. In later ships spruce stringers were fastened lengthwise to

7519-508: The outside of the hull. The Vikings were major contributors to the shipbuilding technology of their day. Their shipbuilding methods spread through extensive contact with other cultures, and ships from the 11th and 12th centuries are known to borrow many of the longships' design features, despite the passing of many centuries. Many historians, archaeologists and adventurers have reconstructed longships in an attempt to understand how they worked. These re-creators have been able to identify many of

7622-417: The outside the rope ran through the blade, through the round block and topsides and was fastened inside the hull. The flexibility of the hemp rope allowed the blade to pivot. When beached or in shallow water the tiller was moved to the lower hole, the blade rope was slackened and the rudder head pulled up so the rudder could operate in shallow waters. Modern facsimiles are reported to steer quite well but require

7725-458: The pegs were inserted. When dried the oil would act as a semi-waterproof weak filler/glue. The longship's narrow deep keel provided strength beneath the waterline. A typical size keel of a longer ship was 100 mm × 300 mm (4 by 10 inches) amidships, tapering in width at the bow and stern. 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

7828-460: The pirates could not be boarded by the Norwegian levy ships called out by Margaret I of Denmark , and the raiders were able to sack the town with impunity. While earlier times had seen larger and taller longships in service, by this time the authorities had also gone over to other types of ships for warfare. The last Viking longship was defeated in 1429. Several of the original longships built in

7931-446: The planks sweep up to the curved bow and stern. There is considerable twist and bend in the end planks. This was achieved by use of both thinner (by 50%) and narrower 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

8034-637: The present day. 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 several 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 fitted with oars along almost

8137-404: The prow of the ship. Judith Jesch , an expert in runic inscriptions, says, "The word dreki for a ship derives from this practice of placing carved dragonheads on ships... but there is no evidence that it was a technical term for any particular kind of ship." The earliest mentioned dreki was the ship of unstated size owned by Harald Fairhair in the tenth century. The first dreki ship whose size

8240-405: The regional forests, such as pine from Norway and Sweden, and oak from Denmark. Moreover, each Viking longship had particular features adjusted to the natural conditions under which it was sailed. They were owned by coastal farmers, and under the leidang system, every section in the king's realm was required to build warships and to provide men to crew them, allowing the king to quickly assemble

8343-512: The remains of three such ships, the Oseberg, the Gokstad and the Tune ship. 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

8446-487: The s-bottom, the hull has round bilges and merges smoothly with the keel, and there are no sharp corners on the hull sides between the keel centreline and the sheer line. Boats with this hull form may have a long fixed deep keel, or a long shallow fixed keel with a centreboard swing keel inside. Ballast may be internal, external, or a combination. This hull form was most popular in the late 19th and early to mid 20th centuries. Examples of small sailboats that use this s-shape are

8549-468: The sail's performance was the beitaass , or stretching pole—a wooden spar stiffening the sail. The windward performance of the ship was poor by modern standards as there was no centreboard, deep keel or leeboard. To assist in tacking the beitaass kept the luff taut. Bracing lines were attached to the luff and led through holes on the forward gunwale. Such holes were often reinforced with short sections of timber about 500 to 700 mm (1.6 to 2.3 feet) long on

8652-424: The side stay consisted of ropes looped under the end of a knee of upper futtock which had a hole underneath. The lower part of the stay was about 500–800 mm (1.6–2.6 feet) long and attached to a combined flat wooden turnblock and multi V jamb cleat called an angel (maiden, virgin). About four turns of rope went between the angel and the toggle to give the mechanical advantage to tighten the side stays. At each turn

8755-416: 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 3.7 m (12 feet) above the keel and the hull was estimated to draw 750 mm (30 inches) when lightly laden. 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

8858-412: The strain of the crossbeams. This was also the area subject to collisions. The planks overlapped by about 25–30 mm (1.0–1.2 in) and were joined by iron rivets. 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 170 mm (6.7 inches) apart, but they were closer together as

8961-400: The sun the stone, it will project two overlapping shadows on the crystal. The opacities of these shadows will vary depending on the sunstone's direction to the sun. When the two projected shapes have exactly the same opacity, it means the stone's long side is facing directly toward the sun. Since the stone uses light polarization, it works the best when the sun is at lower altitudes, or closer to

9064-402: The tiller was inserted in the upper hole so that the tiller faced athwartwise. The shaft was attached to the gunwale by a U-shaped joint. Near the stern, about halfway down the starboard topsides, was a rounded wooden block about 150 mm (6 inches) in diameter and 100 mm (4 inches) high, with a central hole for a rope. This corresponded to a hole in the midsection of the rudder blade. From

9167-420: The top of the mast secured in a natural wooden crook about 1.5–2.5 m (5–8 feet) high, on the port side, so that it did not interfere with steering on the starboard side. 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.e. the spar became the luff. There is little or no evidence to support this theory. No explanation

9270-423: 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. The Sutton Hoo longship, sometimes referred to as

9373-479: 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

9476-458: The v-shape at the bottom of the angel's "wings" jambed the stay, preventing slippage and movement. Early long boats used some form of steering oar but by the tenth century the side rudder (called a steerboard, the source for the etymology for the word starboard itself) was well established. It consisted of a length of timber about 2.4 m (7.9 feet) long. The upper section was rounded to a diameter of about 150 mm (6 inches). The lower blade

9579-400: 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

9682-653: Was 60 mm (2.4 inches) wide and 80 mm (3.1 inches) long with a 120-millimetre long (4.7 in) neck where the handle was inserted. 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. The Domesday Book in England (1086 AD) records only 13 saws. Possibly these were pit saws and it

9785-538: Was about 1.8 m × 0.4 m (5.9 by 1.3 feet). The steerboard on the Gokstad ship in the Viking Ship Museum in Oslo, Norway, is about 20 cm (8 inches) wide, completely flat inboard and with about a 7.6 cm (3 inches) maximum width at the center of the foil. The head of the rudder shaft had two square holes about 200–300 mm (8–12 inches) apart. When the rudder was in its normal position

9888-556: Was about 250 mm × 180 mm (10 by 7 inches). 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 700 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

9991-421: 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 (1 inch) thick and tapered along each edge to a thickness of about 20 mm (0.8 inches). The planks were riven (radially hewn) so that

10094-476: Was called a 'half wheel' (a kind of half sun-diameter which corresponds to about sixteen minutes of arc). This was something that was known to every skipper at that time, or to the long-voyage pilot or kendtmand ('man who knows the way') who sometimes went along on voyages ... When the sun was in the sky, it was not, therefore, difficult to find the four points of the compass, and determining latitude did not cause any problems either." (Almgren) Birds provided

10197-423: Was located close to Borupgaard's fields. In the middle of the 19th century, due to the improvements in infrastructure, summer visitors from Copenhagen began to venture further up the coast. The steam boat Hamlet began to operate regularly between Copenhagen and Helsingør, calling at various points along the way. Passengers to Snekkersten were picked up by local fishermen in row boats. The North Line did not have

10300-470: Was mentioned in the source was Olav Tryggvason's thirty-room Tranin, built at Nidaros circa 995. By far the most famous in this period was his later ship the Ormrinn Langi ('Long Serpent') of thirty-four rooms, built over the winter of 999 to 1000. No true dragon ship, as described in the sagas, has been found by archaeological excavation. The city seal of Bergen, Norway , created in 1299, depicts

10403-423: Was seafarers, two combined farming and fishing, one was a shoemaker and one was a day-laborer. The existence of the local inn Snekkersten Kro is first documented in 1770s but it may be considerably older. It was a popular Sunday destination for people from Helsingør. The settlement was located directly on the beach. The first building to be constructed more inland was Snekkersten's first school which opened in 1794. It

10506-503: Was so light that it had no need of ports – it could simply be beached, and even carried across a portage. The snekkja 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. Skeid ( skeið ), meaning 'slider' (referring to

10609-403: Was used for ships with thirty rowing benches and upwards that are only known from historical sources, such as the 13th-century Göngu-Hrólfs saga . 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

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