The Trade on the Northern Sea by the Merchant Ship of Jiangnan in Ch'ing Dynasty

2002 ◽  
Vol 17 ◽  
pp. 115-157
Author(s):  
Kyong-Joon Min
Keyword(s):  
Author(s):  
Carolyn Swan

Around the year 970 CE, a merchant ship carrying an assortment of goods from East Africa, Persia, India, Sri Lanka, Southeast Asia, and China foundered and sank to the bottom of the Java Sea. Thousands of beads made from many different materials—ceramic, jet, coral, banded stone, lapis lazuli, rock crystal, sapphire, ruby, garnet, pearl, gold, and glass—attest to the long-distance movement and trade of these small and often precious objects throughout the Indian Ocean world. The beads made of glass are of particular interest, as closely-dated examples are very rare and there is some debate as to where glass beads were being made and traded during this period of time. This paper examines 18 glass beads from the Cirebon shipwreck that are now in the collection of Qatar Museums, using a comparative typological and chemical perspective within the context of the 10th-century glass production. Although it remains uncertain where some of the beads were made, the composition of the glass beads points to two major production origins for the glass itself: West Asia and South Asia.


1948 ◽  
Vol 21 (1) ◽  
pp. 12 ◽  
Author(s):  
Daniel Marx, Jr.
Keyword(s):  

2021 ◽  
Vol 9 (1) ◽  
Author(s):  
Yihang Zhou ◽  
Kai Wang ◽  
Jian Sun ◽  
Yong Cui ◽  
Dongbo Hu

AbstractNanhai I is a highly valuable shipwreck of the Southern Song Dynasty for studying various topics, including the shipbuilding techniques. The sealing materials are of significant importance to ensure the ship’s reliability during the voyage across the ocean and they were rarely analyzed. Therefore, the sealing materials of this ship were analyzed by several analytical approaches. The sealing materials included two types, i.e., gap filler with jute fibers and surface coating without any oakum. The main components of both types of putty are calcite with minor Tung oil. The weight ratio of Ca(OH)2/Tung oil range from 4.3:1 to 7.9:1 for surface coating samples and the weight ratio of Ca(OH)2/organics is 3.1:1 for the gap filler sample. Additionally, we first find that the surface coating has a layered structure, where outer layers contain more Tung oil than inner layers. The innermost layer of the surface coating sample might be altered by organic acids from wood deterioration, causing its loose structure and grey color. The composite layers with different formula might be a result of balancing the costs and performances of the putty.


2021 ◽  
Vol 9 (2B) ◽  
Author(s):  
Luiz Gonzaga de Freitas Neto ◽  
Luciano Ondir Freire ◽  
Adimir Dos Santos ◽  
Delvonei Alves De Andrade

Operating costs of merchant ships, related to fuel costs, has led the naval industry to search alternatives to the current technologies of propulsion power. A possibility is to employ nuclear reactors like the Russian KLT-40S, which is a pressurized water reactor (PWR) and has experience on civilian surface vessels. However, space and weight are critical factors in a nuclear propulsion project, in addition to operational safety and costs. This work aims at comparing molten salt reactors (MSR) with PWR for merchant ship propulsion. The present study develops a qualitative analysis on weight, volume, overnight costs, fuel costs and nuclear safety. This work compares the architecture and operational conditions of these two types of reactors. The result is that MSR may produce lower amounts of high-activity nuclear tailings and, if it adopts the 233U-thorium cycle, it may have lower risks of proliferating nuclear weapons. Besides proliferation issues, this 4th generation reactor may have lower weight, occupy less space, and achieve the same levels of safety with less investment. Thus, molten salt regenerative reactors using the 233U-thorium cycle are potential candidates for use in ship propulsion.


2018 ◽  
pp. 5-7 ◽  
Author(s):  
Vincent Podeur ◽  
Damien Merdrignac ◽  
Morgan Behrel ◽  
Kostia Roncin ◽  
Caroline Fonti ◽  
...  

A tool dedicated to assess fuel economy induced by kite propulsion has been developed. To produce reliable results, computations must be performed on a period over several years, for several routes and for several ships. In order to accurately represent the impact of meteorological trends variations on the exploitability of the kite towing concept, a time domain approach of the problem has been used. This tool is based on the weather database provided by the ECMWF. Two sailing strategies can be selected for assessing the performance of the kite system. For a given kite area, the simulation can be run either at constant speed or at constant engine power. A validation has been made, showing that predicted consumption is close from in-situ measurement. It shows an underestimation of 11.9% of the mean fuel consumption mainly due to auxiliary consumption and added resistance in waves that were not taken into account. To conclude, a case study is performed on a 2200 TEU container ship equipped with an 800m² kite on a transatlantic route between Halifax and Le Havre. Round trip simulations, performed over 5 years of navigation, show that the total economy predicted is of around 12% at a speed of 16 knots and around 6.5% at a speed of 19 knots.


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