Loading and stability of a late 16th century Portuguese Indiaman

The stability characteristics of 16th century ships are not known with certainty, but safety issues related to floatability, stability and overloading were a cause of concern at the time. The aim of the paper is to advance knowledge in this field by developing a set of loading conditions for a typical Portuguese ship of this epoch, for both the voyage from Lisbon to India and the return voyage. This allows testing the reconstruction of the presumable Nossa Senhora dos Mártires as well as to use this reconstruction to bring a better understanding of safety and loading issues on the Portuguese East India route. Given the uncertainties about the loading conditions, several hypotheses are tested, varying the amount of ballast, the degree of overloading and the distribution of weights on board, and allowing the development of a range of plausible loading arrangements. The stability of the ship is then assessed using modern tools to develop the limit KG curve for compliance with a modern stability criterion applicable to large sailing vessels. The case study ship is a plausible reconstruction based on the analysis of nautical archaeological remains, contemporary documents and the use of modern naval architecture methods.     

Gamming Chairs and Gimballed Beds: Seafaring Women on Board Nineteenth-Century Ships

During the nineteenth century, many captains’ wives from New England took up residence on the ships their husbands commanded. This article focuses on how those women at sea attempted to use material culture to domesticate their voyaging space. While writing in their journals, they referred to not only the small personal things such as books and knitting needles that they brought in their trunks, but also large items, built for and used by women, such as gamming chairs, deckhouses, parlor organs, sewing machines, and gimballed beds. Mary Brewster attempted to retreat from the ship’s officers in her small deckhouse, Annie Brassey slept in the gimballed bed, and Lucy Lord Howes disembarked in a gamming chair when captured by Confederates during the Civil War. Evidence of these artifacts found during shipwreck archaeology could be used to further what is known of the culture aboard ships on which women lived. Analysis of the material culture reveals how a captain’s wife domesticated space, altered her environment, and made a home on the ship for her family.     

The Tune Viking Ship Reconsidered

The Tune Viking ship has been a riddle for more than 150 years, since being found within a burial in the Oslo fjord area in 1867. It was long thought that the ship's freeboard was too low for it to have crossed the North Sea. Advances in documentation methods and a detailed study of the preserved parts of the ship have provided new data, and this article outlines a new proposal for how the ship looked when it was built in the early 10th century AD. The Tune ship is reinterpreted as a seagoing vessel, in no way inferior to the Oseberg or Gokstad Viking ships.     

Ship Finds and Their Management as Actor Network

Ship finds in Norwegian waters that are more than 100?years old came under the jurisdiction of the Cultural Heritage Management (CHM) in 1963, when section?12a of the Norwegian Cultural Heritage Act was implemented. As a consequence, a functional division between land and sea was created where management objects receive different values depending on whether or not they belong to a ship. The objective of this paper is to review Norwegian CHM underwater policy, and discuss the creation of a new management object and its borders with the introduction of a section on ship finds specifically focusing on Actor Network Theory. It is argued that the understanding of the ship find and its belongings can not be understood as something based on inherent qualities to the management object. Instead this paper proposes to comprehend the ship find as a phenomenon held together within a heterogeneous network.     

The relational turn in island geographies: bringing together island,sea and ship relations and the case of the Landship

Island studies are a growing field of research. A relational turn has recently taken place in island studies alongside relational turns in associated fields of research, including oceanic and ship geographies (although not always in conversation with them). While all three now challenge the landlocked nature of geography and related disciplines, this paper suggests that islands, oceans and ships should not always be reductively conceptualized in isolation, because they are often bound together through complex and shifting relations and assemblages. After reviewing debates and conceptual gaps in the critical island, sea and ship literatures, the paper makes this argument by reference to an island dance performance and social institution that is not wholly of the island, the ship or sea, called the Barbados’ Landship.     

Bai Jiao 1—the excavation of a Song Dynasty shipwreck in the Dinghai area, Fujian Province, China, 1995

The ships that sail the Southern Sea and south of it are like houses. When their sails are spread they are like great clouds in the sky… The big ship with its heavy cargo has naught to fear of the great waves, but in shallow water it comes to grief (cited in Guy, 1992: 18).     

The notion τὸ πέρας τῆς ἀνακομιδῆς and the location of Ptolemais of the Hunts in the Periplus of the Erythraean Sea

The Periplus of the Erythraean Sea describes the route of a trade ship in the ancient Erythraean Sea following certain reference points. One of these was called τ? π?ρα? τ?? ?νακομιδ??, from which the distance to Ptolemais of the Hunts was given. It was generally understood as the ‘endpoint of return’ and thought to be Berenice. In fact, the phrase is to be understood as ‘the endpoint of sailing/delivery from (Egypt)’ and the place appears to be identifiable with modern Anfile Bay, where the trade ships turned back. The port itself had to be visited on the way back to Egypt. The reason was connected with the primary goal of the establishment of the port: it was much more practical to take elephants aboard on the way back to Egypt. The information on Ptolemais of the Hunts seems to derive from a late Ptolemaic source. The exact route of the ship, referred to by the author of the Periplus, is unknown and even knowledge of the exact distance from the reference point does not allow us to identify a region, where Ptolemais of the Hunts is to be sought.     

The archive in the field: document, discourse, and space in Mexico's agrarian reform

In the immediate aftermath of Mexico's revolution (1910–1920), increasing numbers of surveyors, agronomists, and agrarian bureaucrats headed out to the countryside to implement the agrarian reforms promised in the decree of 1915 and the Constitution of 1917. In this essay I ask a very basic set of questions about the use, evaluation, and making of spatial knowledge in a revolutionary context: when bureaucrats went in to the field after the revolution, what did they do? What roles, if any, did local inhabitants themselves play in the processes that unfolded? And what constituted the acceptable body of knowledge—the archive—necessary to resolve persistent boundary questions that impeded the reform? I examine these questions by looking closely at the textual and personal interactions between one agrarian bureaucrat and the inhabitants and authorities in the villages to which he had been sent in central Veracruz. Their interactions reveal the degree to which campesinos in the countryside appropriated and deployed different aspects of revolutionary rhetoric in an effort to shape new spaces, or recreate previous ones, in the 1920s.     

元代蓬莱古船加固技术

介绍了在山东省蓬莱市登州港发掘的蓬莱古船在保护过程中采取的“■料”修复技术、聚醋酸乙烯脂丙酮溶液喷涂船全加固技术以及生桐油喷涂船体保护技术。     

Multi-Image Photogrammetry to Record and Reconstruct Underwater Shipwreck Sites

Methods to record shipwreck sites have evolved considerably in the past two decades. Digital technology and marine robotics regularly present faster and more precise ways to excavate, clean, tag, and record ship remains, while computers simplify many of the steps involved in the reconstruction of ships from their archaeological remains. At the same time, the internet is creating opportunities to share primary data in real time and on a wide scale. This paper presents a methodology used by the authors to record and reconstruct the wooden structures of a 19th-century shipwreck in southern Brazil (Lagoa do Peixe site) and of a 16th-century shipwreck in Croatia (the Gnali? shipwreck).     

Whatever Happened to Otaheitan Jem?

A diaspora of Polynesian travellers on foreign ships began with the foreign discoverers. Jem, a young Tahitian boy, lived in Sydney for some years before shifting to New Zealand. There he married and became a Māori chief. He helped Revd Samuel Marsden in 1814 and later joined a private ship on a disastrous expedition to get sandalwood from the New Hebrides in 1829–30. About 350 Rotumans, 120 Tongans, 500 Hawaiians and various others, including some Māori, died, mostly from fevers caught at Erromanga. Jem survived and was reported in Tonga in 1832, but whatever happened thereafter?     

‘… For it was founded upon a Rock’: Gibraltar and the Purposes of Empire in the Mid-Nineteenth Century

In 1853–54, cholera in Britain forced the leadership at the tiny British fortress colony of Gibraltar to make a choice. Should the colony quarantine ships from Britain or leave the maritime frontier open to ships from the metropolitan centre of empire? The first choice secured imperial communication between London and the Rock, but it also jeopardised Gibraltar's land access to Southern Spain, as the failure to quarantine British ships would surely force Spanish authorities to close their border to protect against pandemic disease. Contrapuntally, the decision to protect Gibraltarian trade with Spain undermined any substantive claim to British ‘control’ over its colonial possession. The choice here was highlighted by Gibraltar's colonial governor, General Sir Robert Gardiner, who insisted that Gibraltar be governed as a British colony and kept open to the colonial centre at all costs, and Gibraltar's merchant community, a group that feared the economic consequences of a frontier closure at Gibraltar enough to favour keeping the Rock's quarantine policies in line with Spanish regulations rather than those set by Britain. As a result of this medical dispute, Gibraltar became a pivotal location, a metonym for a much broader conversation about the uses and purposes of Britain's overseas empire in the middle years of the nineteenth century.     

The provenance of some glass ingots from the Uluburun shipwreck

The discovery of a Late Bronze Age trading vessel at Uluburun near Ka? off the Turkish coast offers exciting possibilities for our understanding of Bronze Age trade. On board the ship was a large consignment of glass ingots that were assumed to originate either from Mesopotamia or Egypt. This paper presents the results of major and trace elemental analyses of three deep blue and turquoise glass ingots from the Uluburun wreck, and for the first time securely demonstrates that their composition is consistent with an Egyptian origin. The compositional similarity of the glass ingots to glasses from the Mycenaean world suggests that Egypt was exporting to that region via trading ships such as that from Uluburun.     

Piracy and the production of knowledge in the travels of William Dampier, c.1679–1688

Despite its centrality to the production of knowledge in the early modern period, the ship remains a rather marginal site in the work of historians of science. Accounts of ‘floating universities’ and ‘laboratories at sea’ abound, but little is said of the countless other ships, and their crews, involved in the production of knowledge through maritime exploration and travel. The central concern of the paper is the life and work of William Dampier (1651-1715), a seventeenth-century mariner who sailed as a pirate and authored genre-defining and well received scientific travel narratives. The thesis presented here is that the ‘way of life’ encouraged among the crews of the pirate ships aboard which Dampier travelled rendered him well-placed to gather the ‘useful’ knowledge and experiences which made his scientific name. Understanding this juxtaposition requires a focus which moves beyond the materiality of the ship, and which ultimately brings into view some of the social and epistemic geographies which took shape in and beyond the ship.     

Of Ships and Deer: early Western Mediterranean ship graffiti reappraised

Re‐analysis of the Hal Tarxien prehistoric ship graffiti, the incised figure on a pottery sherd, from the Neolithic site of Grapceva cave on a Croatian island, known as the ‘Hvar boat’, and the Villanovian‐Etruscan bronze razor from Bologna allow the last two to be reinterpreted as animals rather than ships, and the first to be dated to the Bronze Age Cemetery phase of the site. These findings require the earliest ship graffiti in the western Mediterranean to be reconsidered.     

CHARACTERIZATION OF THE AMPHORAE,STONE BALLAST AND STOWAGE MATERIALS OF THE SHIPS FROM THE ARCHAEOLOGICAL SITE OF PISA–SAN ROSSORE,ITALY: INFERENCES ON THEIR PROVENANCE AND POSSIBLE TRADING ROUTES*

In December 1998, during excavation for the construction of a new building near San Rossore railway station in Pisa, the remains of ancient ships were discovered. These findings have been dated (radiocarbon) to between the end of the 10th century bc and the fifth century ad ( Belluomini et al. 2002 ). Several transport amphorae belonging to the Hellenistic ship, samples of rocks (stone ballast) belonging to ships B, D and the Hellenistic ship, and stowage materials belonging only to ship B have been analysed. The mineralogical and petrographic data of the investigated samples provided information on the possible provenance of the raw materials utilized in the manufacture of the ceramic amphorae, as well as on the provenance of the rock materials found in the ships as ballast and stowage. The compositional data (obtained through XRD, XRF, OM and EPMA) and their statistical analyses suggest that the provenance of the Dressel amphorae belonging to the Hellenistic ship was the Middle Tyrrhenian coast of Italy, and more precisely the area between Tarquinia and Naples, according to the numerous kilns and wine production sites found in this area. The provenance of the volcanic rocks was from southern Tuscany, northern Latium and possibly the Pontine Islands, whereas the intrusive rock possibly comes from the Calabrian–Tyrrhenian coast and/or the Peloritani area. The impure limestones and the dolostone come from southern Tuscany and the Latium coast; the semi‐metamorphic rocks could come from the coast of southern Tuscany, the Tuscan Archipelago or possibly also from the Ligurian coast; only the sample of mylonitized granitoid possibly comes from either the Calabria–Peloritani arc or the Tuscan Archipelago. The stowage materials, consisting of lapilli and scoria of a pyroclastic nature, are sourced from the Neapolitan area. These data might shed some light on the centres of production of the amphorae and of the trading routes followed by the ships, according to the ports of call.     

La Giraglia, a dolia wreck of the 1st century BC from Corsica, France: study of its hull remains

During the early the Roman Empire, large quantities of olive oil and wine were exchanged between Rome and its provinces of Spain and Gaul. The majority was transported aboard ships in amphoras. There was also a short-lived type of vessel, known as a cistern-boat, that held large, globular jars, referred to as dolia . The jars were presumably placed in the hold as the ship was being built and were intended for bulk transport. About 10 dolia shipwrecks have been found in the western Mediterranean, including the La Giraglia wreck, located at the northernmost point of Corsica near the small island of La Giraglia, which lends its name to the wreck. The ship was carrying at least eight dolia and possibly four smaller doliola probably manufactured near Rome, several Spanish amphoras, and a lead anchor stock. This type of vessel was an innovation in ship construction, intended to respond to changes in the production and transportation of wine brought about by Roman expansion. The relatively short period of production for this ship-type suggests that there were problems with its design which caused it to be abandoned. The excavation of the La Giraglia wreck provided answers to some questions about their build and how they contributed to new patterns of trade in the western Mediterranean.     

From Rescue to Research: Medieval Ship Finds in St Peter Port, Guernsey

Shipping traffic is scouring away seabed sediment in St Peter Port harbour, Guernsey. Since 1985 nine sections of well-preserved medieval ship structure have been revealed, representing at least five separate vessels. Although they seem broadly contemporary, it is not yet possible to say whether any or all were lost at the same time. With their rescue under way, research has addressed their provenance, their roles, and their relationship to Guernsey and the wider medieval world. This paper discusses ships that are of international significance today not least because they were of similar importance in their own time.
© 2004 The Nautical Archaeology Society     

A Viking Ship Graffito from Kilclief,County Down,Ireland

Deep ploughing near Kilclief, County Down, near the site of an early monastery, disturbed a large quantity of buried stones. One of these displayed a Viking‐type ship with a furled sail. Decorative artwork on the stone suggests an 11th‐century date. The ship displays close similarities to Viking ship graffiti in Viking Dublin and in the Scandinavian homelands. This article describes the decorated stone and suggests that it represents an Irish ship constructed in the Viking style. Documentary sources indicate that ships were being granted by an Irish over‐king to a local king of this area at this time.