Sailing the Pepper Wreck: a Proposed Methodology for Understanding an Early 17th-Century Portuguese Indiaman

Discovered in 1993 at the mouth of the Tagus River, the SJB2 shipwreck—or ‘Pepper Wreck’—was tentatively identified as the Portuguese Indiaman Nossa Senhora dos Mártires, lost on its return voyage from Cochin, India, on 14 September 1606. Following archaeological excavation and a tentative reconstruction of the ship's hull and rigging, the next step is the study of its structural strength and sailing characteristics using the tools of modern naval architecture. This paper presents a methodology for investigating the sailing and structural characteristics of the ‘Pepper Wreck’, combining archaeological, iconographic and contemporary written sources with modern naval architectural calculations. © 2005 The Authors     

Rigging the Pepper Wreck. Part I—Masts and Yards

Discovered in 1993 at the mouth of the Tagus River, the SJB2 shipwreck—or 'Pepper Wreck'—was tentatively identified as the Portuguese Indiaman Nossa Senhora dos Mártires , lost in this place on its return voyage from Cochin, in India, on 14 September 1606. Its archaeological excavation led to a tentative reconstruction of the hull, based in contemporary texts on shipbuilding. Further analysis of these texts allowed us to propose a reconstruction of the rigging.
© 2005 The Nautical Archaeology Society     

The Pepper Wreck, an early 17th-century Portuguese Indiaman at the mouth of the Tagus River, Portugal

Found in 1993 of the rocks of the fortress São Julião da Barra, at the mouth of the Tagus River, the SJB2 shipwreck—or Pepper Wreck—was tentatively identified as the Portuguese Indiaman Nossa Senhora dos Mártires , lost at this location on its return voyage from Cochin, in India, on 14 September 1606. Its archaeological excavation disclosed a collection of artefacts from the late 16th and the early 17th centuries and allowed the study of the surviving hull structure. The evidence suggests that the Pepper Wreck was a typical Portuguese Indiaman, similar to those described in Portuguese 16th century ship treatises, with a keel of around 27.7 m and an overall length of nearly 40 m.     

Rigging the Pepper Wreck. Part 2—Sails.

Discovered in 1993 at the mouth of the Tagus River, the SJB2 shipwreck—or Pepper Wreck—was tentatively identified as the Portuguese Indiaman Nossa Senhora dos Mártires , lost there on its return voyage from Cochin, in India, on 15 September 1606. Its archaeological excavation led to a tentative reconstruction of the hull, based in contemporary texts on shipbuilding. Further analysis of these texts allowed us to propose a reconstruction of the rigging.
© 2008 The Author     

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 Portuguese East Indiaman from the 1502–1503 Fleet of Vasco da Gama off Al Hallaniyah Island,Oman: an interim report

Two Portuguese naus from Vasco da Gama's second voyage to India, left behind to disrupt maritime trade between India and the Red Sea, were wrecked in May 1503 off the north‐eastern coast of Al Hallaniyah Island, Oman. The ships, Esmeralda and São Pedro, had been commanded by da Gama's maternal uncles, Vicente and Brás Sodré, respectively. A detailed study and scientific analysis of an artefact assemblage recovered during archaeological excavations conducted in Al Hallaniyah in 2013 and 2014 confirms the location of an early 16th‐century Portuguese wreck‐site, initially discovered in 1998. Esmeralda is proposed as the probable source of the remaining, un‐salved wreckage.     

The Sydney Cove shipwreck project

Lost in 1797 during a voyage from India to Australia, the wreck of the merchant ship Sydney Cove was rediscovered in 1977. A project to excavate and present material from the site was carried out by the designated management agency during the 1990s. The work has provided a unique insight into the merchant ships and cargoes that were vital to the early development of the Australian colonies. This paper presents a summary of the project upon its completion in 2001.     

Humanists and Travellers,Gorgons and Gorillas: Hanno the Navigator's Periplus and Early Modern Geography (1530–1630)

This article is concerned with early modern interpretations of Hanno the Navigator's Periplus, an ancient travel account of a Carthaginian voyage down the coasts of Africa. The early modern period saw a rise in interest in geographical knowledge, and the ways in which different authors used Hanno's voyage reflects their understanding of the role of geography in conceptualising the world. In these discussions, writers had to negotiate between the confusing portrayals of the voyage in the received classical tradition and new reports brought by voyages of exploration. Here, I will discuss how these syntheses between humanist methods and contemporary travellers' accounts were shaped by the economic and political concerns tied to the first wave of European overseas expansion. Amid this climate, ancient geographical knowledge found pragmatic applications in contemporary issues of navigation, commerce and claims of territorial possession, as well as shaping European perceptions of ‘self’ and ‘the other’. This paper thus seeks to situate humanist practices and classical knowledge within the wider context of overseas voyages and early modern political and economic developments.     

Maritime Archaeology and Trans-Oceanic Trade: A Case Study of the Oranjemund Shipwreck Cargo, Namibia

Routine sand dredging for alluvial diamonds at Oranjemund on the southern coast of Namibia exposed remnants of a long forgotten Portuguese merchant ship believed to have wrecked in the 1530s. The rescue excavations yielded over 40 tons of cargo consisting of thousands of gold and silver coins, tons of copper and lead ingots, and large quantities of ivory together with food refuse, part of personal possessions and the superstructure of the ship. This paper discusses the cargo from the shipwreck. The varying provenances show that overland inter-and intra-regional networks fed into the maritime trade between Europe and the Indian sub-continent. As such, the wreck is a lens through which we can view what was happening on the seas as well as on land. Finally we consider wider issues raised by this discovery relating to the protection and management of such material wherever it may be found in future.     

MILLSTONE PROVENANCING USED IN TRACING THE ROUTE OF A FOURTH-CENTURY BC GREEK MERCHANT SHIP

A Greek merchant ship carrying a cargo of millstones, amphorae and bronze vessels was wrecked at Sec, off Mallorca, Spain. in about 375-350 BC. Geochemical provenancing of the millstones helps in reconstructing the route of the ship and complements evidence from the amphorae. Thirty-eight lava hopper-rubber millstones and one Pompeian-style rotary mill from the ship were sampled for provenancing. The hopper-rubbers are mainly of basalt from the island of Pantelleria off North Africa in the Sicilian channel, one is from Nisyros off the Anatolian coast, and the Pompeian mill is of ignimbrite from Mulargia in Sardinia. The hopper-rubbers are the most westerly examples known in the Mediterranean. and the Nisyros mill represents the first proven instance of millstone transport between the east and the west Mediterranean. The occurrence of the Pompeian mill in a fourth-ceniury BC context is evidence of the use of this type a century earlier than previously thought. The Nisyros mill was probably taken on board at the start of the ship's voyage in the eastern Mediterranean, the Pantellerian mills may have been collected partly as ballast at Pantelleria, and the Mulargia mill was probably picked up at Carthage.     

New light on the personal identification of a skeleton of a member of Sir John Franklin’s last expedition to the Arctic, 1845

In 1845, an expedition, commanded by Sir John Franklin, set out to try and discover the north-west passage. All 129 men on this ill-fated voyage perished. Over the years, skeletal remains associated with the final throes of the expedition have been located on and near King William Island, Nunavut, in the Canadian arctic. In general, even a tentative personal identification for these remains has proved impossible. An exception is some skeletal remains that were recovered in 1869 and brought back to England and interred beneath the memorial to the Franklin expedition in Greenwich. In the 19th century, these were tentatively identified as of one of HMS Erebus’s lieutenants, Henry Le Vesconte, a conclusion that has been widely accepted in studies of the Franklin voyage. Renovations to the monument in 2009 provided an opportunity for scientific examination of the remains, and to re-evaluate the personal identification made nearly 140 years before. The current work, which is the first modern scientific analysis of a fairly complete skeleton associated with the Franklin voyage, describes the remains and the artefacts interred with them, discusses the pathological conditions present, and evaluates the personal identification using osteological techniques and isotope geochemistry. Results indicate that the remains are of an adult male of European ancestry. Although some writers have suggested that scurvy or tuberculosis may have been important causes of morbidity and mortality on the Franklin expedition, osteological analysis and, in the case of tuberculosis, DNA analysis, provided no evidence for their presence in these remains. Isotopic studies indicate that the personal identification as Le Vesconte is unlikely to be correct. From the isotopic results and forensic facial reconstruction, HDS Goodsir, an assistant surgeon on the expedition, appears a more likely identification, but the results do not allow a firm conclusion.     

葡萄牙与《中葡和好贸易条约》的签订

《中葡和好贸易条约》是近代以来中葡两国草签的一个重要条约,葡萄牙政府在谈判过程中曾采用各种手段,以期从法律上确认对澳门的占领,清朝谈判官员的昏聩,使葡萄牙人几乎实现了他们在几个世纪里梦寐以求的目的。只是清政府在换约前提出修改条约的主张,才使其努力功亏一篑。本文依据中葡双方的档案史料,对葡萄牙殖民主义者在这次修约交涉中企图侵占澳门的险恶用心和卑劣手法做一概括说明。     

A Late 17th‐Century Trade Cargo from Ponta do Leme Velho,Sal Island,Cape Verde

In 1973, while recovering copper cargo from a 20th‐century ship wrecked off the Ponta do Leme Velho on the south‐east side of Sal Island, Cape Verde, explosives revealed an earlier ship cargo with dozens of Portuguese faience plates and bowls, glass beads and metal objects, including buckles, ammunition and copper manillas. The assemblage, including the ceramics and a marked silver tastevin, provide a site date between 1680 and 1700. The research presented here is a result of collaboration between CPAS and the authors in 2008 to analyse this assemblage in the context of late 17th‐century maritime trade.     

Ruy Cinatti,the French–Portuguese mission and the construct of East Timor as an ethnographic site*

The French–Portuguese Ethnological Mission to Portuguese Timor (1966/1969) financed by French and Portuguese research bodies and initially directed by Louis Berthe was the first mission that conducted lengthy and thorough ethnographic research in East Timor vernaculars and with East Timorese communities. Using personal and scientific archives, printed and oral sources, this article analyses the mission’s background, the role of Ruy Cinatti (a Portuguese poet, former colonial official in Timor and anthropologist trained in Oxford) in its launch, and its political and scientific context. The mission, undertaken during the Portuguese late colonial period and subject to the Portuguese authorities’ approval and surveillance, marked East Timor as a site of anthropological inquiry into the Anthropology of European tradition produced in Southeast Asia, affiliated to post-war structuralism. This case study throws light on individual agency, Portugal’s shortcomings in modern anthropology training, the international competition for Portuguese Timor as part of the Indonesian “field of ethnological study” and the transnational connections in its construction in the era of decolonization.     

The cultural politics of shit: class,gender and public space in India

In this article we seek to interrogate the cultural, political and economic conditions that generate the crisis of sanitation in India, with its severe implications for the poor and the marginalized. The key question we ask is how to interpret and explain the spectre of ‘open defecation’ in India's countryside and its booming urban centres. The discussion is divided into three parts. Part one examines the cultural interpretation of ‘shitting’ as symbolic action underpinned by ideas of purity, pollution and ‘the body politic’. Part two takes the political economic approach to gain further insights into contemporary discourse, performance and cultural politics surrounding toilets and open defecation in India. Part three examines civil society activities, state campaigns and media accounts of open defecation to explore the disruptive potency of everyday toilet activities, and how these interplay with issues of class, caste, and gender. Drawing on interviews and a review of ethnographic work, we seek to interrogate the idiom of modern sanitation, with its emphasis on cleanliness, progress and dreams of technology, as a constitutive idea and an explanatory force in Indian modernity.     

Material Culture from the Al Hallaniyah Island Early 16th‐Century Portuguese Indiaman Wreck‐site

Excavation of an underwater site on Al Hallaniyah Island, Oman, conducted from 2013 to 2015, confirmed the presence of at least one early 16th‐century shipwreck. The location is believed to be where Vincente and Brás de Sodré’s Esmeralda and the São Pedro, both part of Vasco de Gama's second voyage to India, were wrecked in 1503. This article describes the ceramic and other domestic material assemblage. It is a study of the objects used by sailors on board in their daily lives. The non‐European ceramics also give indications of supplies, cargoes, and plunder acquired during the voyage. These aspects of the assemblage provide two different perspectives on the new era of maritime global trade.     

Trends in adult stature of peoples who inhabited the modern Portuguese territory from the Mesolithic to the late 20th century

This study documents long‐term changes in stature from the Mesolithic to the late 20^th century in the territory of modern Portugal. Data utilised originated from published sources and from a sample of the Lisbon identified skeletal collection, where long bone lengths were collected. Mean long bone lengths were obtained from 20 population samples and compiled into nine periods. Pooled long bone lengths for each period were then converted to stature estimates. Results show three major trends: (1) a slow increase in stature from prehistory to the Middle Ages; (2) a negative trend from the Middle Ages to the late 19^th century; and (3) a very rapid increase in mean stature during the second half of the 20^th century. The political and territorial stability of the Kingdom of Portugal may have contributed to the greater heights of the medieval Portuguese, compared with the Roman and Modern periods. The negative secular trend was rooted in poor and unsanitary living conditions and the spread of infectious disease, brought about by increased population growth and urbanisation. Although the end of the Middle Ages coincided with the age of discoveries, the population may not have benefited from the overall prosperity of this period. The 20^th century witnessed minor and slow changes in the health status of the Portuguese, but it was not until major improvements in social and economic conditions that were initiated in the 1960s, and further progress in the 1970s, that the Portuguese grew taller than ever before. Since the Middle Ages other European countries have experienced similar oscillations, but showed an earlier recovery in stature after the industrial period. Copyright © 2008 John Wiley & Sons, Ltd.     

Experimental Out-Of-Plane Behavior of Brick Masonry Infilled Frames

ABSTRACT

The vulnerability of masonry infills within reinforced concrete (rc) frames under out-of-plane loading induced by earthquakes has been observed in several past earthquakes through severe damage and often total collapse. Although the infill panels are assumed as non-structural elements, their damage or collapse is not desirable, given the possible consequences in terms of human life losses and repair or reconstruction costs.

Therefore, it is important to gather better insight on the out-of-plane behavior of existing infills so that strengthening guidelines can be derived. In this scope, the main objective of this study is to analyze the out-of-plane experimental behavior of masonry infilled frames that are characteristic of Portuguese buildings and can be seen in other south European countries. In the experimental study carried out, different parameters affecting the out-of-plane response of infilled frames were considered, namely, workmanship, existence of openings and prior in-plane damage. The experimental program was designed to test six half-scale specimens. The out-of-plane loading was applied uniformly to the brick infills by means of an airbag to simulate the effect of earthquakes.