To be and to continue being a cog: the conservation of the Bremen Cog of 1380

The conservation project for the Bremen Cog of 1380 took 38 years from salvage to presentation of the ship to the public in the Deutsches Schiffahrtsmuseum in 2000. The ship was salvaged from the River Weser in about 2000 pieces, and stored in water tanks. A new museum was built, and the Cog reassembled from the waterlogged timbers. The ship was reconstructed with most of the weight being taken by the ceiling of the hall via a steel-rod hanging system. Then a conservation tank was built around the hull, and a novel two-step PEG-treatment applied, especially developed for the Cog. In two consecutive baths PEG 200 and PEG 3000 stabilized lesser degraded and heavily degraded wood against shrinkage, splitting, and warping. After cleaning, the wood looks dark brown, dry, and natural. The extraordinary project is regarded a success.     

To be or not to be a cog: the Bremen Cog in perspective

Following on from Thijs Maarleveld's paper in 1995 on type-names for archaeological finds of ships, the use of the term cog has been questioned by Timm Weski, who suggested the archaeological term Ijsselmeer-type instead. The present paper surveys a total of 18 ship-finds of this type with respect to date, origin and year of investigation, without finding support for the proposed change in terminology. Instead, the archaeological term cog should be restricted to seagoing vessels of the 12th–15th centuries which share the structural features of the lower part of hull with the Bremen Cog.
Recent results of dendroanalysis point to the root of the Jutland peninsula as a more likely area than the former Zuiderzee for the transformation of a hypothetical older'proto-cog'-type for navigation on rivers and in the Waddensee into the proper seagoing medieval cog-type. Impulses for this transformation were found, most likely, in the need to circumnavigate Cape Skagen already in the 12th century, and technical features were probably taken over from large Scandinavian cargo ships of that period. © 2000 The Nautical Archaeology Society     

Windward Sailing Capabilities of Ancient Vessels

Weatherliness is widely considered to have been an important ability for ancient sailing vessels, yet little firm experimental or theoretical data on the matter is available. However, by drawing on a variety of sources of model-test data and trials of full-scale replicas, it is possible to establish a general picture of what might have been possible. It appears that while ancient sailing vessels may have been capable of modest windward performance in moderate conditions and with a freshly-cleaned hull, this capability quickly disappeared as the hull became fouled and/or the wind and sea conditions deteriorated.
© 2008 The Author     

Reflections on the Balance of Traditional Sailing Vessels

The balance of sailing vessels makes an important contribution to sailing characteristics, but its measurement is far from trivial. Traditionally, balance has been determined from the geometric centres of hulls and sails, but experimental results show that this approach is highly inaccurate. Designers overcome this difficulty by the use of a heuristic concept of 'lead', but the geometric methodology can be misleading in retrospective analysis of ancient sailing vessels. It can result in doubtful conclusions about sailing capabilities and incorrect deductions about the type of rig that was used and the reasons for specific mast positions.
© 2008 The Author     

Learning to sail the Duyfken replica

The rig of the Duyfken 'replica', a reconstruction Dutch jacht of c . 1600 is described. Sail-handling techniques and sailing performance including steering with a whipstaff are also described. Experiments to improve sailing efficiency, some prompted by analysis of contemporary iconography, are discussed.     

Review

WAMPAR: Berichte über die alte Kultur eines Stammes in Papua Neu Guinea. By Hans Fischer. Publications of the Über-See Museum of Bremen. Series G, Volume 2. Bremen, Museum Publishing House, 1978. Pp. viii + 350.     

帆船时代福州国际贸易初探

福州是福建省会,帆船时代福州国际贸易是"海丝"文化的重要组成部分,其特色是以朝贡贸易为主。福州官方主导的朝贡贸易始于后汉,发展于唐五代,明清时期福州作为郑和下西洋重要基地和中琉朝贡贸易唯一官定港口而鼎盛。郑和船队驻泊长乐和中琉贸易定点福州,奠定了福州在海外贸易史上的历史地位。国际贸易兴盛带动港口建设,贸易港从福州内河向滨江滨海发展,先后出现东冶港、甘棠港、河口港、太平港、马尾港等名港,成为"海上丝绸之路"的核心港和出发地之一。福州人有精湛的帆船制造技术,熟知天文地理,并掌握高超的航海技术。他们从事海外贸易,穿洋过海、贸迁四方,形成代代相传的海洋文化传统,这是福州国际贸易发展的重要人文因素。     

And Now They Are Gone: documenting the last sailing lighter of Nevis,West Indies

The island of Nevis in the eastern Caribbean was until recently home to a unique traditional‐built sailing lighter. The last two working vessels were hauled out for the last time only in 2001. The lighters of Nevis have a rich history and were built without plans, conforming to traditional proportions and practices. One of these vessels was carefully documented by the author in the grounds of the Horatio Nelson Museum in Charlestown before it completely succumbed to the elements. The vessels have since deteriorated and are gone. The maritime legacy of Nevis and the lighters are described. © 2012 The Author     

The Newshot Island Boat Graveyard: an assemblage of 19th‐century vessels on the Clyde

A project by SCAPE, NAS, and local volunteers at Newshot Island on the Clyde near Glasgow has documented an important ships graveyard dating to the early 20th century. The vessels tell the story of the creation of the Clyde Navigation, represent a significant aspect of the river's history, and exemplify the technological and industrial development of the region. The survey and research revealed that the remains on site include the earliest diving support vessel known to have been recorded, and has resulted in the designation of the remains as a Scheduled Ancient Monument by Historic Environment Scotland.     

The Mediterranean Lateen Sail in Late Antiquity

The Mediterranean lateen sailing rig has been studied since the early-to-mid-20th century. Recently-published depictions of sailing vessels rigged with lateen and settee sails, dating to the late-antique period, allow some of the principle characteristics of that rig to be established. This allows comparison with lateen- or settee-rigged vessels from both earlier and later periods. The sailing rigs depicted on other vessels can be identified and the level of technical continuity between the late-antique and medieval Mediterranean addressed. Finally it is possible to assess the extent to which the lateen sail was established in the Mediterranean by late antiquity.
© 2009 The Author     

Ancient Sounding-Weights and Navigation along the Mediterranean Coast of Israel

Underwater archaeological investigations in Israel have recovered scores of sounding-weights of varying shapes, weights and ages. Sixty-three examples kept in Israel Antiquities Authority collections are described in detail, discussed, and placed in a tentative typology of sounding-weight types from the Israeli coast. Finds from shipwreck assemblages enabled dating of some types. Integration of the topography and hydrography of the Israeli coast with site-formation processes provides a theoretical explanation for the high number of weights recovered from Israeli underwater sites.
© 2009 The Authors     

The Potential Performance of Ancient Mediterranean Sailing Rigs

A common statement in the academic literature relating to the ancient Mediterranean is that the lateen/settee rig superseded the Mediterranean square‐sail because it provided superior upwind performance, greater manoeuvrability and higher overall speed. This statement has been repeated so often that it is now commonly accepted. Research by the author sets out to develop an insight into the relative performance of both types of rig, based on historical sources, ethnographic records and the performance of representative, full‐size sailing vessels. This allows a reassessment to be made of the underlying reasons behind the adoption of the lateen/settee rig in the Mediterranean. © 2010 The Author     

Gyptis: Sailing Replica of a 6th‐century‐BC Archaic Greek Sewn Boat

A sailing replica based on the archaeological remains and structural analysis of the 6th‐century archaic Greek sewn boat Jules‐Verne 9 was built in Marseille as part of the city's European Capital of Culture 2013 programme. Full‐scale reconstruction allowed investigation of specific aspects of the methods used to build a shell‐first, sewn‐plank, and lashed‐frame vessel, as well as learning the gestures and know‐how of the original shipbuilders. The first two seasons of sailing trials, including short journeys in the Bay of Marseille and longer, coast‐hopping expeditions, reflecting the uses of the original vessel have taken place and are reported here.     

Sailing and Sailing Rigs in the Ancient Mediterranean: implications of continuity,variation and change in propulsion technology

Ships and boats form the foundations of the maritime connectivity that is a central part of our understanding of the ancient Mediterranean. While the general chronological sequence of sail and sailing‐rig development is well established, the implications are less‐well discussed. This article sets out how sails and sailing rigs developed in antiquity, with emphasis on the Greco‐Roman world. Subsequently, instances of innovation are defined. Why specific pieces of maritime technology were, or were not, widely adopted is considered. Long‐term technological continuity can be comprehended, and a shared maritime culture of sailing in the ancient Mediterranean is suggested.     

Transit Routes in Eastern Europe in the 9th to 11th Centuries

The reports of Arab geographers and numismatic data are combined in a review of the literature on two major transit trade routes in Eastern Europe: the Baltic-Caspian trade route and the route “from the Varangians [Scandinavians] to the Greeks [Byzantium].” Hoards of Arab silver coins, known as dirhems, along major water routes clearly point to the direction of the Baltic-Caspian route along the Volga, and date the earliest use of the route from the late 8th century. Trade along the route involved mainly the Volga Bulgars, Ugro-Finnic and Letto-Lithuanian tribes, but not the Slavs, as had earlier been supposed. The existence of the route from the Baltic to the Black Sea along the Dnieper River (“from the Varangians to the Greeks”) was reported by two 11th-century historians—an unidentified Russian chronicler and Adam of Bremen. The author rebuts recent suggestions that the Dnieper route was not as significant as commonly assumed.     

A Quantitative Look at Mediterranean Lateen- and Square-Rigged Ships (Part 1)

Modern-day engineering can be a useful tool to help understand the technological changes which led to the development of the three-masted ships of the modern age of sail, in the beginning of the 15th century. Recent finding and excavation of an increasing number of medieval shipwrecks offers the opportunity, and the authors propose to build a database with technical characteristics of late-medieval vessels in the hope of finding patterns that will help understand the relatively-quick technological evolution of Mediterranean merchant craft of the 14th and 15th centuries.
© 2008 The Authors     

Two Artificial Anchorages off the Northern Shore of the Dead Sea: a specific feature of an ancient maritime cultural landscape

A recently discovered artificial stone mound on the northern shore of the Dead Sea is a maritime feature exposed by the drying of the lake. Lake‐level fluctuations, a loose silt bottom, lack of natural anchorages, and onshore prevailing winds, prevented the long‐term planning, construction and maintenance of shore‐based harbour installations in this area. This and a similar mound nearby, Rujum el Bahr, are interpreted as structures once used for open‐water mooring, providing a firm anchor‐hold over a range of lake levels and wind directions. As such, they enabled the use of this economically and strategically important part of the lake by maritime traffic.     

我国旅游门票研究综述

景区门票是旅游区的"入场券",在以观光旅游为主的中国旅游业中一直占据着重要的地位。我国学术界对景区门票的研究始于20世纪90年代。近年来,随着景区门票的涨价逐渐成为研究的热点。文章通过对该领域相关成果的系统梳理,着重从景区门票的制作、景区门票的价格、景区门票的营销与管理、景区门票的功能等方面对这些成果进行分析和评述。