Longship - Construction

Construction

The first long ships can trace their origin back to between 500 and 300BC, 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 65 feet (20 m) long was only 6 feet (1.8 m) wide. The rounded sections gave maximum displacement for the lowest wetted surface area, similar to a modern narrow rowing skiff, so were a very fast shape, but not great load carriers. 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. This is identical to the bow on the traditional Baidarka kayak of the Aleution Islands which is now being produced in modern form. The name Baidarka is Rus. This suggest that it was the Rus who influenced the Hjortspring boat design,especially the bow design,which is found nowhere else in the world. Modern Sweden was originally part of the ancient Rus territory.

The first true longship, that was rowed was the Nydam ship built in Denmark around AD 350. It also had very rounded underwater sections but had more pronounced flair 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 not considered strong enough to withstand the downwards thrust of a mast.

The Sutton Hoo longship, sometimes referred to as the ghost ship of the Wufflings,is about 27m x 4.5m maximum beam and built about 625AD. 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 flaired topsides. Compared to later longships the oak planks are wide-about 250mm including laps,with less taper at bow and stern. Planks were 25mm thick. The 26 heavy frames are spaced at 850mm in the centre . Each frame tapers from the turn of the bilge to the inwhale. This suggests that knees were used to brace the upper 2 or 3 topside planks but appear to have rotted away. The hull had a distinctive leaf shape with the bow sections much narrower than the stern quarters. There were 9 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 stearing oar to starboard braced by an extra frame. The raised prow extended about 3.7m above the keel and the hull was estimated to draw 750mm when lightly laden. Between each futtock the planks were laped in normal clinker style and fastened with 6 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 700 the Kvalslund ship was built. It is the first with a true keel. Its cross sectional shape was flatter on the bottom with less flair 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.