CONSTRUCTION OF GREEK VESSELS—THE PROW, POOP, RUDDER, OARS, MASTS, SAILS, CORDAGE, BULWARKS, ANCHORS—BIREMES, TRIREMES, QUADRIREMES, QUINQUEREMES—THE GRAND GALLEY OF PTOLEMY PHILOPATOR—ROMAN VESSELS—THEIR NAVY—MIMIC SEA-FIGHTS—THE FIVE VOYAGES OF ANTIQUITY.

The prow or foredeck of Greek vessels was ornamented on both sides by figures in mosaic or painted. An eye on each side of the cutwater, as is represented above, was a very common embellishment. A projection from the head of the prow, pointed or covered with brass, and intended to damage an enemy upon collision, was often in the shape of a wild beast, or helmet, or even the neck of a swan. Below this was the rostrum or beak, which consisted of a beam armed with sharp and solid irons. They were at first above the water; but their efficiency was afterwards increased by putting them below the water-line and rendering them invisible. The commanding officer of the prow was next in rank to the helmsman, and had charge of the rigging and the control of the rowers.

The deck proper, or middle deck, appears to have been raised above the bulwark, or at least upon a line with its upper edge, thus enabling the soldiers to see far around them and hurl their darts at the enemy from a commanding position.

The poop, or stern, was usually higher than the rest of the vessel, and upon it the helmsman had his elevated seat. It was rounder than the prow, though its extremity was likewise sharp. It was embellished in various ways, but especially with the figure of the tutelary goddess or deity of the vessel. Over the helmsman was a roof, and above that an elegant ornament, rising from the stern and bending gracefully over him. In consequence of its conspicuous place and beautiful form, this ornament, named an aplustre, was considered emblematic of the sea, and was carried off by the victor in a naval engagement, as a standard or a scalp in more modern times.

The rudder was a singular contrivance. The origin of this very useful invention is attributed by Pliny, as we have said, to Tiphys, of the Argo,—a doubtful pilot of a doubtful vessel. Previous to this, vessels must have been guided by the same oars which propelled them. The Grecian rudder was a long oar with a very broad blade, inserted, not at the extremity of the stern, but at either side where it begins to curve; and a ship usually had two, both being managed by the same man. In large ships they were connected by a pole which kept them parallel and gave to both the position in which either was turned. The rudder seems to have been considered an emblem, as it frequently occurs on gems, coins, and cameos. Thus a Triton is found represented as blowing a shell and holding a rudder over his shoulder. A tiller and cornucopia are frequently seen in juxtaposition. A cameo, still preserved, shows a Venus Anadyomene leaning with her left arm upon a rudder the same height as herself, and thereby indicating, as is supposed, her own maritime origin.

The oars, bearing a name which at first signified only the blade, but was afterwards applied to all oars except the rudder, varied in size as they were used by a higher or lower rank of rowers. A trireme may be said to have had one hundred and seventy oars, a quinquereme three hundred, and even four hundred. The lower part of the holes through which the oars passed appears to have been covered with leather, which also extended a little way outside the hole. In vessels mounting five ranks of oars, the upper ones were of course much larger than the lower ones, and we therefore find it stated by Greek authors that the lower rank of rowers, having the shortest oars and consequently the easiest work, received the smallest salary, while those who had the largest oars and the heaviest work received the largest salary. They sat upon benches attached to the ribs of the vessel, each oar being managed by one man.

The masts of Grecian vessels, of which there were one, two, and three, were usually made of the fir-tree. A vessel with thirty rowers had two masts, the smaller being near the prow. In three-masted vessels the largest mast was nearest the stern. The part of the mast immediately above the yard formed a structure similar to a drinking-cup, and the sailors ascended into it in order to manage the sails, to obtain a wider view, and to discharge missiles. In large ships these were made of bronze and would hold three men: they were furnished with pulleys for hoisting stones and projectiles from below. The portion of the mast above the cup, or carchesium, was called the distaff, and corresponded to the modern topmast. The sail was hoisted, as at present, by means of pulleys and a hoop sliding up and down the mast.

The sails were usually square. It was not common to furnish more than one sail to one ship, and it was then attached with the yard to the great mast. Sometimes each of the two masts of a trireme had two sails, which were spread the one over the other, those of the foremast being used only on occasions when great speed was required. It does not appear that the triangular or lateen sail, so prevalent afterwards among the Romans, was ever used by the Greeks. In Homer's time, sails were of linen. Subsequently, sail-cloth was made of hemp, rushes, and leather. Originally white, the sails of the ancients were afterwards dyed of various colors. Those of Alexander's Indus fleet, of which we shall hereafter speak more particularly, were blue, white, and yellow. Those of pirates were sea-green, and those of Cleopatra, at the battle of Actium, were purple.

The cordage used was of various sizes and strength. In the first place, thick and broad ropes ran in a horizontal direction around the ship from stem to stern, for the purpose of binding the whole fabric strongly together. They ran around in several circles and at fixed distances from each other. Their number varied according to the size of the ship, a trireme usually requiring four, and six in case they were intended for very boisterous weather. These ropes were always held in readiness in the Attic arsenals. A second-sized rope was used for the anchors, while those attached to the masts, sails, and yards were altogether lighter and made with greater care. One of these ran from the top of the mainmast to the prow, corresponding to the modern mainstay.

The bulwarks were artificially elevated beyond the height intended by the builder of the frame by means of a wickerwork covered with skins. These served as a protection from high waves, and also as a breastwork against the enemy. They appear to have been fixed upon the upper edge of the wooden bulwark, and to have been removed when not wanted. Each galley had four, two of which were "white," and two "made of hair." What these distinctions were is quite unknown.

The anchors of Greek vessels, in the earlier periods, were stones or crates of sand, but soon came to be made of iron, and to be formed with teeth or flukes. The Greeks used the several expressions of lowering, casting, and weighing anchor precisely as we do, and the elliptical phrase "to weigh" meant then, as now, to "set sail." Each ship had several anchors: we learn, from the twenty-seventh chapter of Acts, that the vessel of St. Paul had four. The last and heaviest anchor was considered "sacred," in the same way as it is now regarded as "a last hope." The sailors, in casting it, recommended themselves to the protection of the gods; and it was rather a pretext for resorting to prayer than an instrument reliable from its strength and weight. "In our day," says an eminent writer upon the art of ship-building, "when every thing is calculated and weighed, and, even in this most poetic of professions, tends to the driest and most prosaic materialism, instead of the sacred anchor, cast in the midst of prayer and sacrifice, we have the anchor of eight thousand pounds." With all proper deference to the religious spirit of this learned commentator, we may remark, without irreverence, that even the most "poetic" of mariners would prefer a single modern best bower to a dozen of the sacred anchors of the Greeks; and it can hardly be doubted that, if the latter themselves had been acquainted with the "anchor of eight thousand pounds," they would have dispensed with both prayer and sacrifice. Heaven helps those who help themselves.

Every Greek vessel had a distinctive name, which was usually of the feminine gender, and often that of some popular heroine. In many cases, the name of the builder was added.

After the Trojan War, the establishment of Greek colonies upon foreign coasts, the commercial intercourse with these colonies, and the very prevalent practice of piracy, contributed largely to the improvement of ships and of navigation. For many years no innovation was made upon the custom of employing ships with one rank of rowers on each side. The ErythrÆan Greeks are supposed to have invented the biremes, with two ranks, and the Corinthians the triremes, with three. Themistocles, in the fifth century b.c., persuaded the Athenians to build two hundred triremes, for the purpose of attacking Ægina. Even at this period, vessels were not provided with complete decks, some having partial decks, and some none at all, the only protection for the men consisting in the bulwark. The invention of decked ships is ascribed to the Thasians. After Alexander the Great, the Rhodians became the greatest maritime power in Greece. The Colossus of Rhodes, a brazen statue of Apollo, one hundred feet high, seems to have been erected in assertion of their commercial supremacy, for the legend is that it stood across the mouth of the harbor, and that vessels passed between its legs.

Navigation still remained what it had been before, the Greeks seldom venturing into the open sea, and considering it necessary to remain in sight of the coast by day and to observe the rising and setting of the stars by night, in order to replace the landmarks no longer visible in the darkness. In winter, navigation was suspended altogether. Rather than double a cape, they would drag their vessel across a neck of land from one sea to another, by machines contrived for the purpose. This was frequently done across the Isthmus of Corinth. The ordinary size of a war-galley or trireme may be inferred from the fact that its complement of men was two hundred and thirty; and its speed in smooth water and with a favorable wind may be stated as very nearly that of a modern steamboat.

Dionysius of Syracuse (405 b.c.) is said to have built the first quadrireme and quinquereme in Greece,—inventions which he probably obtained from the Carthaginians and Salaminians. Alexander the Great built ships with twelve and thirty ranks of oars. Ptolemy Philopator, of Egypt, is said to have constructed one of forty, after a Greek model. Callixenus has left a description of this vessel; and this, having been transcribed by Plutarch and AthenÆus, was, until very lately, thus supported by competent authority, regarded as quite authentic. Late investigations have shown conclusively that the vessel, with the proportions given, never could have existed. She was said to have had forty tiers of oars, one above the other. It is clear that the uppermost tiers must have been of enormous length to reach the water, and we find their length stated, in consequence, at seventy feet. Sixty feet of this length must naturally have been without the vessel, leaving ten feet of handle within. As the strength of no one man would be sufficient to manage an oar thus unequally poised, the fabulists assert that the handles were made of lead, that the equilibrium might be restored. What the story thus gains in weight, however, it certainly loses in credibility. Oars of seventy feet were out of the question, even in the heroic ages. Their number was equally extraordinary, for they counted no less than four thousand, and were managed by four thousand men. Besides these, there were two thousand eight hundred and fifty combatants collected in castles and behind her bulwarks. She had four rudders, each forty-five feet long, and a double prow. This last feature would have been an impediment instead of an advantage, as the re-entering angles of the two prows would have presented a very violent resistance to the water, which, in its turn, would have exerted a great power to separate them. Her stern was said to have been decorated with resplendent paintings of terrible and fantastic animals, her oars to have protruded through masses of foliage, and, as if she was not already overladen, her hold was declared to have contained huge quantities of grain. A critical comparison has shown that this famous galley could not have turned her head from west to east without describing an enormous orbit and occupying a full hour in the manoeuvre. Indeed, had the Egyptians been foolish enough to build such a ship, they would not have been fortunate enough to navigate her.

Nevertheless, as it is quite clear that Ptolemy did construct a galley of unusual size and capacity, modern commentators have earnestly sought to explain away the glaring exaggerations and impossibilities of the description given by Callixenus. The chief difficulty lay in the forty tiers of oars and in the four thousand oarsmen. The engraving upon the opposite page gives a representation of the Ptolemy, as she may reasonably be supposed to have appeared. Instead of forty tiers, she has, when thus restored, forty groups of oars: with this substitution, and a liberal diminution in the aggregate number, it is not improbable that she may have existed, and floated even. It is not, however, pretended by Callixenus that she was ever useful in war: she seems to have been regarded as a curiosity and a spectacle. She was, in fact, the Leviathan of antiquity,—the original "Triton among the minnows."

The Romans obtained the models of their vessels from the Greeks, though they remained almost entirely unacquainted with the sea till the third century before Christ. They then had no fleet, and few or no ships for any peaceful or commercial use. Livy mentions the appointment of naval decemvirs about the year 300 b.c. But it was not till 260 b.c. that Rome became a maritime power. It was now seen that she could not maintain herself against Carthage without a navy, and the senate ordered the immediate construction of a fleet. Triremes would have been of little avail against the high-bulwarked quinqueremes of the Carthaginians. It so happened, very fortunately for them, that a vessel of the largest class, belonging to Carthage, was wrecked upon the coast of Bruttium, and thus furnished them a model. They built, after this design, over one hundred vessels, the greater part of them quinqueremes, the whole being completed in sixty days after the trees were cut down. Thus built of green timber, they were unsound and clumsy. Still, to their own astonishment, they achieved a naval victory, capturing fifty of the enemy's vessels. Seventeen of their own were taken and destroyed by the Carthaginians off Messina. It was not long before the Romans completely crippled the maritime power of their African foe. From this time forward they continued to maintain a powerful navy, and built vessels with six and even ten ranks of oars. The construction of their vessels differed little from that of the Greeks, with the exception of the destructive engines of war and the towers and platforms with which they furnished them.

During the Imperial period, the Romans took great delight in witnessing representations of fights at sea, and their emperors were equally fond of exhibiting them. The first spectacle of this kind, or naumachia, was given by Julius CÆsar upon a lake dug for the purpose in the Campus Martius. Augustus caused a lake or "stagnum" to be made for a similar use. This remained as the permanent scene of such exhibitions. The combatants in these fights were usually captives or criminals condemned to death, who fought as in gladiatorial combats, until one side was exterminated or spared by imperial clemency. In a naumachia given by Nero, there were sea-monsters swimming about in the artificial lake. Claudius ordered a naval battle upon Lake Fucinus, in which one hundred ships and nineteen thousand combatants were engaged. Troops of nereids were seen swimming about, and the signal for attack was given by a silver Triton, who was made, by means of machinery, to blow the alarum upon a trumpet.

We now proceed to narrate, in chronological order, the very few voyages of discovery made previous to the Christian era. These were those of Hanno to Sierra Leone, of Sataspes to Sahara, of Nearchus from the Indus to the Tigris, of Pytheas from Massilia to Shetland, and of Eudoxus from Cadiz to the Equator.