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Ship and Boat Models in Ancient Greece.Annapolis, MD: Naval Institute Press P. 12. The model itself features a projection of the keel beyond the stem-post at both ends.
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Finally, not all of the claims to the title of the world's longest wooden ship are credible or verifiable. A further problem is that especially wooden ships have more than one "length". The most used measure in length for registering a ship is the "length of the topmost deck" – the "length on deck" (LOD) – 'measured from leading edge of stem post to trailing edge of stern post on deck level' or the "length between perpendiculars" (LPP, LBP) – 'measured from leading edge of stem post to trailing edge of stern post in the construction waterline (CWL)'. In this method of measuring bowsprit including jibboom and out-board part of spanker boom if any have both no effect on the ship's length.
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As usual for barges they were carvel built, with bluff bows and rounded bilges. The stem post is high with a towing bitt behind, and with a canoe stern. Both stem and stern had a small decked area. The bow carried a large iron windlass and the stern provided a small living cabin beneath the deck.
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It is characterized by being equal-ended, with the prow and the stern both rising up abruptly into a sharp point about from the ground giving it a crescent shape. It is widest at the middle, tapering gradually towards both ends. It usually has three strakes attached to a narrow keel which in turn is joined to a stem-post at each end. The stempost is broader and lower than the sternpost.
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The ship was constructed around a long keel of thickness, which is believed to have survived intact. The front of the ship had a 61° angle of rake at the bow where the stem post was joined to the keel with mortise and tenon joints and secured with diameter rope. The hull planks were stitched onto the frames and keel through holes spaced at intervals. The boat had a keelson for added strength, which rested on the half-frames.
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Steering of the boat was controlled by the chains running down both sides of the assembly, which were connected to two steam-operated pistons on the tug. In order to keep the compartments in line, each had a projecting stem post, which fitted into a recess in the back of the next compartment. The hoist was eventually tested on 4 February 1864, and full trials began in August of that year. Operation of the hoist was deficient, and the two small hydraulic cylinders which powered it were replaced by one much larger one.
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The measurements for Kronan were recorded in contemporary navy lists. Its length from stem post to stern post was 53 m (174 ft); this was considerably shorter than the length if the bowsprit and beakhead were included. The width was 12.9 m (42 ft) and was defined as the widest point between the frames, excluding planking. The draft varied depending on how heavily she was laden, but with full stores, ammunition and armaments it would have been about 6.2–6.8 m (20–22 ft).Glete (1999), p. 17 The height of the ship from keel to the highest mast was never recorded, but Kalmar County Museum has estimated it to have been at least 66 m (217 ft).
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Samples of wood from the shipwreck were sent for analysis at the Forest and Forest Products division of the Commonwealth Scientific and Industrial Research Organisation (CSIRO) in Australia. The analysis was conducted by Jugo Ilic of CSIRO, a wood identification specialist. Many of the samples were too badly deteriorated to be positively identified, as the lack of cellulose remaining in the wood cells prevented successful analysis. Many types of wood have been positively identified: teak (Tectona grandis) was used for the through-beams and is resilient to the teredo worm (of the family Teredinidae), the ceiling was made from a genus Cupressus tree which was possibly Cupressus torulosa, the stem-post is made of rosewood from the family Leguminosae (now called the Fabaceae) and either the genus Dalbergia or Pterocarpus.
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