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.     

Enclosing difference and disruption: assemblage,heterotopia and the cruise ship

The cruise ship is as much a process as an object. Indeed, while the ship appears stable in its material and affective form, this state is maintained only through the interventions of a vast array of human and non-human agencies. The cascading affects flowing from these interactions allow for alternative sociomaterial orders to be established through the suspension and splintering of fixed notions of time and space. This paper brings the theories of heterotopia and assemblage together, through a speculative realist ontology, to explore these temporal and spatial discontinuities, and the way they can create a sense of enclosure amongst passengers on-board. This theoretical approach is utilized to examine articulations of the cruise ship in the self-solicited blog entries of passengers that demonstrate both the mutable and emergent qualities of the ship and the way in which its seeming enclosure is subject to constant disruption. Rather than a static reading of the ship as a heterotopic ‘other space’, we propose that these spatial configurations are vulnerable to entropic forces and unruly agencies that frame the cruise ship as an emerging, rather than realized object, affording it the potential to enact alternative sociomaterial orders.     

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.     

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.     

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.     

关于全国造船统筹的回顾与思考

建国之初 ,百废待兴 ,全国修、造船业没有统一规划、统一安排的矛盾还不突出。但 2 0世纪 60年代以后 ,问题逐渐尖锐、突出 ,为此 1 963年国家计委和李富春副总理分别在给中央的报告中涉及此问题 ,希望能统筹解决 ,但因报告中没有具体解决措施 ,造船统筹工作没有启动。后经历了六机部统筹时期、粟裕抓造船统筹时期、船舶总公司统筹时期和机电部统筹时期 ,各时期虽均取得一定的进展 ,但并没有真正解决根本问题。造船统筹滞后的原因主要是 :相关法律、法规不健全 ,没有能统揽全行业的有权威性的行政管理机构 ,缺乏航运和造船协调发展规划等 ,因而实施船舶工业的宏观管理 ,建立宏观调控体系非常必要     

A 16th‐Century Ship‐Find from Amager Beach Park,Denmark: description and preliminary interpretation

When establishing the new Amager Beach Park near Copenhagen, Denmark, a small clinker‐built ship dating to the 16th century (dendro‐dated to 1560–70) was discovered. The Viking Ship Museum in Roskilde excavated the wreck in 2004, and parts of the ship were later taken to the museum and recorded in 3D. This article describes the excavation and the documentation, and presents the preliminary interpretation of the ship‐find. The ship is interpreted as a small cargo vessel, probably carrying two masts. Its hull‐form indicates that the vessel was specially designed for navigating the waters of the Sound between Denmark and Sweden. © 2010 The Author     

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.     

Front and Back Covers,Volume 37, Number 3. June 2021

Front and back cover caption, volume 37 issue 3 Front cover PLASTIC POSSIBILITIES The front cover depicts an art installation by South Korean artist Choi Jeong Hwa, also known as ‘the plastic alchemist’, at the ‘Your Bright Future’ exhibition in Los Angeles County Museum of Art (LACMA), 2009. For Hwa, plastic is the most artificial material that is at the same time the most common element in today's landscape. Hailed as the quintessential material for design, invention and relentless production, plastic is often associated with post-WWII industrial growth in the Western world. And yet, wading through the ‘plastic islands’ of our oceans, standing knee-deep in landfills, choking on incinerated plastic fumes, the spectacular ‘utopia’ of plastic is beginning to register differently. In this issue, Tridibesh Dey and Mike Michael present the everyday ‘alchemies’, the lived realities assembled with plastic and plastic waste in India. They take us into the household of Dey's parents in Kolkata and familiarize us with the creative repurposing techniques performed on everyday plastic items like bottles, containers, carrier bags, etc., which are supposed to be thrown away after ‘single use’. Like the recycled baskets in Hwa's art installation, the inventive deployment of used plastics here point to the emerging socio-materialities of plastics, which might, in turn, inform and inspire different futures, leading us into collaborative kinship and more-than-human living with plastics. These emergent plastic relations are embedded within more extensive socio-economic, political and ecological relations configured in contemporary India around plastic's production, consumption and waste management. The delicate plastic economies of the poorer urban households are at risk under the recent government reforms in waste management, the neo-liberalization of waste work and the ‘toxic’ externalities produced by large-scale extractive infrastructures. Back cover CONTAINER SHIPPING Above: satellite image of the containership Ever Given from the Evergreen Marine shipping line stuck in the Suez Canal, Egypt, 24 March 2021. Below: the same ship safely moored in the port of Rotterdam, 9 March 2020. The Ever Given, an ultra-large containership, obstructed the Suez Canal for six days in March 2021, thereby accruing an estimated loss to the world economy of US $400 million per hour. Getting stuck in the canal on its way from Asia to Rotterdam, the ship not only brought the seemingly smooth flow of maritime transportation via this central waterway to a hold, but also sparked great public interest in the role of the maritime industry – and its ever-growing container vessels – in the functioning of global capitalism today. In ‘Politics of scale’ in this issue, Hege H⊘yer Leivestad and Elisabeth Schober remind us that the Ever Given is only one of many ultra-large ‘box ships’ sailing the world's oceans today. These vessels have, over recent years, undergone a spectacular growth in size. The reasons for this expansion are no longer primarily located in economies of scale, the authors argue, but rather, are enmeshed with complex political processes in far-flung places across the world. Featuring the story of the HMM Algeciras, currently the largest containership in the world in terms of container-carrying capacity, the article takes us from a ship christening at a South Korean shipyard, past the Suez Canal, to the Spanish port town that the ship is named after. Tracing the complex public-private partnership that brought the HMM Algeciras into being, attention is also paid to the mounting social costs of ultra-large container vessels like these, which require massive (and often public) investments in infrastructures at the land-sea interface. Bigger is not always better. In the containership industry, have we arrived at a point where unsustainable false economies of scale are setting in?     

Recovery and conservation of navigational instruments from the Spanish troopship Salvador which sank in 1812 in Maldonado Bay, Punta del Este, Uruguay

The Spanish ship Salvador sank on 31 August 1812 in Maldonado Bay. A 50 m-long merchant ship, it was used for troop transport and originally destined for Peru. After the revolution in the Oriental Band of the River Plate (actually Uruguay) against colonial power, the ship deviated from its course to attack the port of Montevideo captured for the patriots. On board were 520 soldiers belonging to the Albuhera battalion, along with crew and passengers. It was taken by surprise by a strong south-east wind, known locally as Pampero , and ran aground on sandbanks. The ship broke into two parts and only 130 people survived.     

The Dor D Shipwreck and Holy Land Wine Trade

The Dor D shipwreck off Israel is a 6th-century AD scattered site on which Cypriot ballast stones seal hull planking and fragmentary cargo amphorae manufactured in southern Palestine. Petrological studies of the domestic assemblage and roof tiles indicate a Cypriot provenance for the ship, which was apparently returning empty amphorae to Palestine for recycling at a time when consumer demands for Holy Land wines stretched from Yemen to southern Britain. The ship post-dates the Justinianic plague of AD 541 and, therefore, provides important evidence for trade continuity in a period traditionally defined as one of economic decline.     

Between crime and colony: interrogating (im)mobilities aboard the convict ship

Recent literature in carceral geography has attended to the importance of mobilities in interrogating the experience and control of spaces of imprisonment, detention and confinement. Scholars have explored the paradoxical nature of incarcerated experience as individuals oscillate between moments of fixity and motion as they are transported to/from carceral environments. This paper draws upon the convict ship – an example yet to gain attention within these emerging discussions – which is both an exemplar of this paradox and a lens through which to complicate understandings of carceral (im)mobilities. The ship is a space of macro-movement from point A to B, whilst simultaneously a site of apparent confinement for those aboard who are unable to move beyond its physical parameters. Yet, we contend that all manner of mobilities permeate the internal space of the ship. Accordingly, we challenge the binary thinking that separates moments of fixity from motion and explore the constituent parts that shape movement. In paying attention to movements in motion on the ship, we argue that studies of carceral mobility must attend to both methods of moving in the space between points A and B; as micro, embodied and intimate (im)mobilities are also played out within large-scale regimes of movement.     

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.     

Recording and Analysis of Ship Graffiti in St Thomas’ Church and Blackfriars Barn Undercroft in Winchelsea,East Sussex,UK

Two assemblages of ship graffiti were recorded using Reflectance Transformation Imaging in the ancient port town of Winchelsea. The engravings show characteristics common to most medieval ship graffiti in England, while displaying different levels of detail, which encouraged a nuanced interpretation. It is suggested that the ship graffiti demonstrate a multifaceted relationship with the sea. The St Thomas’ church graffiti could have been a means of spiritual protection and a devotional practice that cuts across different communities of practice and social groups. The seascape in Blackfriars Barn undercroft can be interpreted as an occasion of informal remembrance of the mustering of a large naval fleet before setting out.     

Capacity and regulations against overloading of commercial ships in Byzantine and Islamic maritime practices

The article deals with the methods employed in the Byzantine and Islamic worlds during the seventh to early eleventh centuries to compute the ship capacity at a time when a uniform system did not exist in the Mediterranean world. It describes the responsibility of central and provincial authorities for inspection, construction, and registration of mercantile ships, sheds light on the arrangement of loading, and provides legal solutions to two fundamental questions: How did judicial authorities handle cases of overloading of ships when they were brought to court? Or, what did they advise the contracting parties to do when overloading was discernible while the ship was still berthed or underway?     

A Method for Documenting Hidden Structures on Shipwrecks: the case of Vasa and Warwick

As part of the programme for documenting and studying Vasa, a Swedish royal ship of 1628, raised from Stockholm harbour in 1961, the author was given the opportunity to develop and implement a method of documenting the hidden structure—the frames—of this three‐decker. The method proved transferable to work under water as tested on the wreck of the Warwick, a ship lost in Castle Harbour, Bermuda in 1619. This article describes the method.     

清初苏州商船赴日贸易史实辨析

顺治九年(1652),一艘赴日本贸易的苏州商船回国。史学界对该商船的赴日时间及贸易方式存在争议:一说是1644年赴日,在日本进行了八年的海外贸易;一说是1650年或1651年私自出海,交易完毕后即回国。本文根据明清档案及朝鲜史料对该事件的记载,以及当时中国、东南亚、日本之间的贸易状况进行综合考察,可以肯定该商船是于1644年前往日本,并在日本与交趾之间从事贸易活动。     

Inclusion in an Archaeological Project: Trouvadore Project. A Case Study

Is it the role of archaeologists to lead on community involvement? In 2000 the Trouvadore Project was launched as a partnership. The archaeologists of Ships of Discovery were to search for the shipwreck, film makers Windward Media were to document the project and the Turks and Caicos National Museum was to research the wrecking and the legacy of the survivors. With its developing outreach programmes it was natural for the museum to take on the responsibility of informing and involving the community in the project. This is the story of community inclusion in the search for the slave ship Troubadour.     

Llong Casnewydd: the Newport Ship—a Personal View

The discovery of a late medieval ship on a building site at Newport (Casnewydd) in south Wales, UK, in 2002 raised public awareness of the fragility of such discoveries where they interrupt municipal building programmes. Within a tight schedule the ship remains were recovered and now await further work. The origins of the ship are unknown since the dendrochronology is as yet unmatched, though the structure indicates Scandinavian and possibly Basque influences. Artefacts indicate trading with Iberia during the first half of the 15th century. Much of the ship had been salvaged at the end of her useful life about 1467.
© 2004 The Nautical Archaeology Society