The Rigging and the 'Hydraulic System' of the Roman Wreck at Grado, Gorizia, Italy

The hull of the Roman wreck at Grado has been preserved under the cargo of amphoras. On the site, a lot of wooden elements of the rigging are preserved, including deadeyes, blocks, and toggles. Three possible bitts were identified, one of them sculpted; two were nailed to the hull while one was loose. Near the keel a lead tube, protected by a wooden box, has been interpreted as a bilge-pump but more probably it was a suction-pump. The tube would have been connected to a piston pump which has not survived. Possible explanations for its use are presented.
© 2005 The Nautical Archaeology Society     

H. L. Hunley Revealed: documentation,deconcretion, and recent developments in the investigation of an American Civil War submarine from 1864

Since 2014, the conservation staff at Clemson University's Warren Lasch Conservation Center in Charleston, South Carolina have been removing the concretion from the hull of H. L. Hunley, an American Civil War submarine lost 1864. In parallel, the archaeological team has been documenting the condition of the hull, the concretion layers, and the hull features revealed by the deconcretion process. This involved photography, direct measurements, and 3D scanning. This article will discuss the strategy for recording the concretion, the techniques used to document the newly revealed hull and its unique features, and the preliminary analysis of their archaeological significance.     

Dowels as a Means of Edge-to-Edge Joinery in the 9th-century AD Vessel from Bozburun, Turkey

After the excavation of the 9th-century AD merchantman from Bozburun, Turkey, from 1995 to 1998, examination of the preserved hull material revealed a method of using dowels embedded in the plank edge to join hull planking together. This method has not previously been recorded in the early medieval Mediterranean. The article discusses the characteristics of the joints in the hull planking of the Bozburun vessel, and considers its role in the transition from the shell-first to frame-first methods of assembly.
© 2005 The Nautical Archaeology Society     

The 5th‐Century BC Shipwreck at Tektaş Burnu,Turkey: evidence for the ship's hull from nail concretions

The Tekta? Burnu ship (440–425 BC) sank along a rough and desolate stretch of the Turkish Aegean coast. Archaeological excavation of the shipwreck site by the Institute of Nautical Archaeology at Texas A&M University resulted in the retrieval of hundreds of small fragments from the ship's wooden hull and its metal fasteners. Recent study of this artefact assemblage suggests that the coastal trader was built with pine planks and made‐frames, and assembled by a shell‐based construction method. Fasteners include pegged mortise‐and‐tenon joints and double‐clenched copper nails, and the ship may have had laced extremities consistent with other contemporaneous shipwrecks.     

A Preliminary report of recording the Stella 1 Roman River Barge,Italy

The remains of a Roman barge were found in 1981 in the River Stella, Udine, Italy. Its cargo consisted mainly of roof tiles. It was excavated in 1998 and 1999, and detailed recording of the hull, and a second wooden structure, was achieved in 2011. A spread of material upstream of the wreck has been investigated 2012–2015. The barge was originally dated to the first quarter of the 1st century AD by the in situ cargo. This article describes the bottom‐based sewn‐plank hull construction and examines it in the light of local boatbuilding traditions. The second wooden structure is also described, along with recent finds and new dating evidence from the dispersed material. The Stella 1 excavation was part of the Anaxum Project, a wider study of the Stella River's cultural landscape through time.     

Archaeology of 17th‐Century Iberian Shipwrecks: reassessment and comparison of excavated,recorded, and published hull remains

Of 55 17th‐century wrecks located around the world identified as Iberian, 37 have either been destroyed, looted, or salvaged by treasure hunters, and just 11 the subject of archaeological work. Of these, only seven have been published: structural components, planking, fasteners, caulking, and other hull remains are reported to different degrees of detail. This article compares hull components within this small sample to assess the shared traits, or distinctive Iberian shipbuilding tradition, proposed by Oertling (2001; 2005), Castro (2008), and Hormaechea et al. (2018: 64–65). Additional traits are proposed that have been observed in the archaeological record.     

The Edesö Wreck: the hull of a small,armed ship wrecked in the Stockholm archipelago in the latter half of the 17th century

In 2003 a well‐preserved shipwreck was found north of Dalarö in the Stockholm archipelago. In 2007 and 2008 the site was surveyed jointly by archaeologists from the Swedish National Maritime Museum, Södertörn University and the University of Southampton. The surface finds were inventoried and drawings produced of the hull structure, which measures 20 m between the posts. This paper presents the results of recording the hull. The original name of the ship, as well as the precise history of its demise, are unknown, but it appears to have been a small man‐of‐war, built and probably sunk in the late 17th century. It was possibly built in England, or at least in the English fashion of that time.     

Practical Knowledge in the Viking Age: the use of mental templates in clinker shipbuilding

It has long been recognized that ships built according to the Nordic clinker tradition during the Viking Age were conceived and constructed simultaneously by eye, in a shell‐first manner, and using rules‐of‐thumb to control both the longitudinal and transversal shape of the hull. While a lot of attention has been paid to the conceptual definition of the keel and stems, far less research has explored how such rules would have worked while planking the hull. Two cargo‐ships, Skuldelev 3 and Skuldelev 1, are used to argue for pre‐design and the use of mental templates. This highlights a cognitive dimension of practical knowledge, in particular how it was accumulated, stored and transmitted.     

泉州湾宋代海船保护40年回顾、现状与分析

泉州湾宋代海船的保护是我国上海洋出水大型古沉船保护的先例,具有自己的特点。泉州宋船使用先复原再经4年多缓慢自然阴干脱水的方式成功地保存了船体,而早期保护未脱盐及复原时使用大量铁钉给后期保存带来了严重破坏性后果。目前,船体经过40年的保护,整体结构基本稳定,但由于难以彻底解决早期保护遗留的问题,在开放式的保存条件下,其长期稳定保存难以实现。因此,综合现状与保护分析,从控制船体保存环境入手,尽可能抑制或延缓各种物理、化学与生物作用,是当前阻止船木继续劣变,延长船体寿命的最有效可行的途径。     

The Western River Steamboat Heroine, 1832–1838, Oklahoma,USA: excavations,summary of finds,and history

This paper describes the excavation, discoveries relating to the hull, machinery, and artefacts, and the history of an early steamboat wreck discovered in the Red River between Oklahoma and Texas. The wreck has been identified as the side‐wheel steamer Heroine, a vessel in service on the Mississippi, Ohio, and other western rivers of North America during the 1830s. It is the earliest example of this famous type of vessel yet studied.     

宁波“小白礁Ⅰ号”船体病害调查和现状评估

宁波"小白礁Ⅰ号"清代沉船位于浙江宁波象山石浦北渔山岛海域,于2014年发掘出水。经过长期的水下埋藏,"小白礁Ⅰ号"残存船体构件遭受多种病害破坏,亟需开展保护修复。通过对"小白礁Ⅰ号"船体构件的全面调查,并采样进行了树种、含水率、形貌、化学组分、可溶盐及微生物等多方面的分析,得知残存船体大部分保存状况较好,但不同部位保存状况差别较大,病害类型多样。相关分析和评估工作为船体后续保护处理提供了依据。     

The Studland Bay wreck, Dorset, UK: hull analysis

Upon the discovery and protection of a presumed 16th-century wreck off Poole Harbour, one of the largest underwater excavations in England was carried out between 1984 and 1992. In 1997–8 the author examined the archive and recovered objects with the aim of publishing the present report on the hull remains. The paper demonstrates how much can be learned about construction and design from in-situ recording. The similarities and differences between this vessel and other vessels of the so-called Iberian-Atlantic building tradition are analysed, and rigging modifications suggested. The vessel has never been scientifically dated, but a typological date bracket is based on onboard artefacts.     

The use of a high-resolution 3D Chirp sub-bottom profiler for the reconstruction of the shallow water archaeological site of the Grace Dieu (1439), River Hamble,UK

The remains of Henry V's flagship, the Grace Dieu, currently lie buried within the inter-tidal sediments of the River Hamble (S. England). Previous archaeological investigations have been hindered by difficult excavation conditions resulting in a poor understanding of the dimensions, shape and degradation state of the hull's deeper structure. This study therefore aimed to image, characterize and reconstruct the buried remains of this vessel using a high-resolution 3D acoustic sub-bottom Chirp system with RTK-GPS positioning capability. The accurate navigation and high-resolution data that were acquired enabled the construction of a full 3D image of the site that not only identified the remains of the wooden hull, but also features buried within it. In addition, the degradation state of these buried wooden remains were investigated by calculating reflection coefficients while a hypothetical larger reconstruction of the Grace Dieu's hull was achieved, through the use of the ShipShape ship design software package.     

POSSIBLE CARBON-14 ENRICHMENT IN HIGH ALTITUDE WOOD

It has been suggested that utilization of the bristlecone pine calibration for ¹⁴C age correction can result in dates which are up to several hundred years too early in comparison with archaeological evidence. Among other possible causes in situ production of ¹⁴C due to the high altitude growth region of the bristlecone pine has been proposed to explain this effect. Although theoretical evaluation indicates that a significant amount of ¹⁴C could be produced by this mechanism, irradiation of bristlecone pine wood with a neutron dose equivalent to the calculated cosmic ray maximum received by a 6000-year-old tree did not produce any detectable effect. Other geochemical considerations related to the growth environment of these trees may offer a possible explanation for enhanced ¹⁴C levels. These inherent uncertainties in the ¹⁴C record of the bristlecone pine emphasize the need for an alternative source of tree-rings for comparative correlation with the ¹⁴C time-scale.     

Insect faunas associated with the Fossil remains of Pinus sylvestris L. in blanket peat from Northeast Scotland

Pine stumps have been found preserved in blanket peats at altitudes of up to 793 m OD in Scotland. Radiocarbon dating by other researchers has demonstrated that these sites were not all contemporary, but most fall within the mid‐Holocene period. Palynological, dendrochronological and stable isotope analyses have previously been carried out on these fossil pine stumps, but not palaeoentomological analysis. This paper reports on the results of an analysis of the fossil beetle remains from two of these sites in the Cairngorms, Monaltrie Moss and a moss on the Mar Lodge estate. The insect faunas indicate that acidic wetland was colonised by pine trees, which developed into mature woodland. The dominance of saproxylic (deadwood) faunas in comparison to those associated with healthier trees suggests that the woodland was always under stress. The pine fauna at Mar Lodge was replaced by montane wetland species once the pine trees died out.     

Pine Nut Use in the Early Holocene and Beyond: The Danger Cave Archaeobotanical Record

Nuts of limber pine (Pinus flexilis) from Early Holocene strata in Danger Cave, Utah, are distinguishable by seed-coat sculpturing from pine nuts of single-needled pinyon (Pinus monophylla), which occur in strata dating <7000 years . Owls and other taphonomic agents may deposit pine nuts in archaeological sites, but the morphology of the pine nuts in Danger Cave strongly indicate they were deposited by human foragers who brought small quantities with them for food for at least the last 7500 years. Large-scale transport of pine nuts to Danger Cave from distant hinterlands is unlikely, however. The seamless transition from limber pine to pinyon pine nuts in the Danger Cave record suggests that foragers who had utilized limber pine as a food resource easily switched to using pinyon pine nuts when pinyon pine migrated into the region at the close of the Early Holocene.     

Mapping of the Buried Yarmouth Roads Wreck, Isle of Wight, UK, using a Chirp Sub-Bottom Profiler

Remains of the 16th-century Yarmouth Roads wreck, buried in sediments, were imaged using high-resolution geophysical techniques. The remains appear as strong reflectors underlain by an acoustic blanking zone, which was used to create maps of the wreck material. Close survey line-spacing allowed the construction of contour maps and hull sections, which revealed that the bow and stern sections are tilted to port at different angles, implying that they are detached. The seismic data have enhanced our understanding of the site beyond what was known from conventional archaeological investigations and confirms that this wreck was once a large carrack.
© 2007 The Authors     

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     

In situ corrosion studies on the submarine Resurgam: A preliminary assessment of her state of preservation

Abstract

The submarine Resurgam was the world's first mechanically powered submarine, built in 1879 and lost in 1880 off the north coast of Wales. She was discovered 116 years later in 1996 and as part of an initial survey the corrosion characteristics and state of preservation of the hull were investigated.

The results showed that the hull was actively corroding, although the corrosion mechanism was such that the corrosion products formed were likely to be of a protective nature. The present corrosion rate of the wrought-iron hull of the submarine was hard to quantify based on established means, as the profile of 116 years of corrosion products had not been retained over the entire hull due to spalling of the corrosion products. Where the concretion profile was retained it was possible to calculate an average corrosion rate of 0.1 mm per year. This, coupled with the knowledge of the corrosion rate of freshly exposed wrought iron in sea water, enabled a ‘worst case’ corrosion rate of between 0.1–0.2 mm per year to be estimated.

Two arrays of sacrificial anodes were attached to the hull to test the feasibility of using this method to slow the corrosion rate and stabilize the submarine In situ. It is too early to say how successful these will be in the long term, yet initial results were encouraging as the corrosion potential was seen to shift to a more cathodic and thus less corrosive potential after their attachment.     

The Arade 1 Shipwreck: Preliminary Results of the 2004 and 2005 Field Seasons

Lost after partial destruction by dredging in 1970, Arade 1 was a priority for the Centro Nacional de Arqueologia Náutica e Subaquática (CNANS). The upper part of the hull, lying over a 7-m-long area of the bed of the Arade river, was fully observed and recorded during the first two seasons (2001 and 2002) and dismantled in a third phase (2003). The 2004 and 2005 seasons aimed at the excavation, full recording and dismantling of the lower hull, briefly observed at the end of 2002. This second, detached, portion of the hull, was buried in the sediment and corresponds to midships.
© 2008 The Authors