The Dor 2001/1 Byzantine Shipwreck,Israel: final report

Dor 2001/1 was a Byzantine coaster, about 16.9 m long, with an estimated displacement of 50 tonnes, dated to the first third of the 6th century CE, and loaded with building stones. It was excavated over five seasons, recorded under water, and a section of the shipwreck was retrieved and studied on land. The hull construction was based on frames without any type of planking edge‐fasteners. It is thus among the earliest frame‐based shipwrecks found so far in the Mediterranean. The origin of its construction tradition, with flat frames amidships, hard chine and straight sides, might have been related to a riverine tradition.     

The IJsselcog project: from excavation to 3D reconstruction

The 15th‐century IJsselcog was lifted in 2016 from the river IJssel near Kampen (the Netherlands). From stern to bow and from starboard to portside about 70% of the original wooden hull is preserved. The combined approach of analogue documentation and photogrammetry enabled the research team to reconstruct the original ship in 2D and 3D, followed by a comprehensive study of its nautical characteristics. The hull volume and height were maximized by the shipbuilders using previously unknown construction elements in cogs, such as wales and vertical riders; shipbuilding traits that are generally applied to 16th‐ and 17th‐century carvel‐built cargo ships.     

A Further Proposal for the Hull Lines of the Madrague de Giens Ship (c.70 BC)

A review of studies carried out since 1978 on the Madrague de Giens ship remains have enabled a reassessment of the vessel's shell‐first construction process. Hypotheses concerning moulding criteria are developed, with the profile (sheer plan), main cross section (body plan), and active sections and reference planks used to mould the hulll proposed and evaluated. These are compared to the Marsala (3rd century BC), and Yass?ada 2 (4th century AD) ships, which have similar wine‐glass‐shaped bottoms. Some aspects of these moulding criteria appear common to those used in the Mediterranean during the Middle Ages and the Renaissance.     

The Hull of Yenikapı Shipwreck YK 11: a 7th‐century merchant vessel from Constantinople's Theodosian Harbour

YK 11, a small, heavily repaired merchantman, was one of 37 Byzantine shipwrecks excavated at Yenikap? in Istanbul, Turkey. This 7th‐century hull, abandoned in the harbour as a derelict, was studied by archaeologists from the Institute of Nautical Archaeology. Originally built with mortise‐and‐tenon edge joinery, the ship had undergone a series of significant repairs over its lifetime. Repairs included the replacement of planking as well as framing. Although the repaired vessel exhibits evidence of both shell‐first and skeleton‐first shipbuilding techniques, detailed study of the hull remains indicates that the ship was initially designed and built as a primarily shell‐based vessel.     

The Hull Construction of Yenikapı 14 (YK 14), a Middle Byzantine Shipwreck from Constantinople's Theodosian Harbour,Istanbul, Turkey

Yenikap? 14 (YK 14) is one of 37 shipwrecks discovered by the Istanbul Archaeological Museums during the Marmaray Project excavations in Istanbul's Yenikap? neighbourhood, the site of Constantinople's Theodosian Harbour. Dated to the 9th century AD, YK 14 is one of a group of Yenikap? round ships constructed using similar methods: it was a flat‐floored, shallow‐draught vessel built primarily of oak using a distinctive combination of shell‐ and skeleton‐based construction methods. Regularly spaced pegs called coaks were used to assemble the hull planking edge‐to‐edge from the keel to the first wale, above which planks were fastened exclusively to frames.     

Eight Byzantine Shipwrecks from the Theodosian Harbour Excavations at Yenikapı in Istanbul,Turkey: an introduction

Excavations at Yenikap? in Istanbul, Turkey, related to the Marmaray Project, have unearthed remains of Constantinople's Theodosian Harbour, including 37 Byzantine shipwrecks of 5th‐ to 11th‐century date. Eight of these shipwrecks, six round ships and two of the first long ships, or galleys, to be excavated from the Byzantine period, were studied by archaeologists from the Institute of Nautical Archaeology. These well‐preserved shipwrecks are an important new source of information on the maritime commerce of Constantinople and the gradual shift from shell‐based to skeleton‐based shipbuilding in the Mediterranean during the second half of the first millennium AD.     

The Mazarrón 1 Shipwreck: an iron‐age boat with unique features from the Iberian Peninsula

Two iron‐age shipwrecks, associated with Phoenician ceramics, were discovered at the Playa de la Isla in Mazarrón, Spain. This preliminary report describes hitherto unknown boatbuilding features of the Mazarrón 1 hull remains. The vessel presents hybrid boatbuilding techniques using both pegged mortise‐and‐tenon plank‐edge fasteners and sewn seams employing longitudinal continuous stitching, and a unique keel scarf. It is an important source of information for the development of shipbuilding in the western Mediterranean during the Iron Age.     

One of His Majesty's ‘Beste Kraffwells’: the wreck of an early carvel‐built ship at Franska Sternarna,Sweden

We report recent fieldwork on an early‐16th‐century wreck in the Stockholm archipelago, Sweden. The discovery not only provides new insights into early carvel shipbuilding and its adoption across northern Europe but manifests the changing role of ships and the nature of power and agency in the process of state formation at the dawn of the modern world. © 2012 The Authors     

Transition from Shell to Skeleton in Ancient Mediterranean Ship‐Construction: analysis,problems, and future research

During the 1st millennium AD ship‐construction changed. Previously, ships were built ‘shell‐first’—strakes were installed before frames, giving the hull its shape and integrity. About the mid‐1st millennium AD the concept and construction of hulls changed to being shaped by transverse frames fixed to the keel, reinforced by longitudinal members. During the transition varying combinations of the two technologies were used. It has been widely accepted that the transition was completed by the beginning of the 2nd millennium. Recent discoveries, mainly in Dor/Tantura lagoon and lately in Yenikap?, analyses of other hulls, and reassessment of evidence, indicate an earlier completion of the transition. Since this process was the result of many factors, including economic and social, and occurred in different areas of the Mediterranean at different times, no simple linear development is suggested, but a more complex process, which raises questions for future research. © 2012 The Authors     

Warwick: report on the excavation of an early 17th‐century English shipwreck in Castle Harbour,Bermuda

Warwick, a colonial merchantman owned and operated by Sir Robert Rich, Second Earl of Warwick, sank in Castle Harbour, Bermuda, in1619. Between 2010 and 2012, Warwick's hull remains and associated artefacts were excavated and recorded. Built early in the 17th century, Warwick’s structure revealed a traditional shipbuilding style. Covered with two layers of planking and a layer of sheathing, the ship was purpose‐built for extended transatlantic voyages. Not exceeding 200 tons, Warwick was an average‐size vessel with sufficient burthen to bring supplies and passengers to the colonies and return with tobacco.     

The Traditional Arab House in the Eastern Mediterranean and its Adaptation to the Mediterranean Climate

This study examines the climate‐related methods of adaptation on which the traditional Arab house in the Eastern Mediterranean was based. We analysed nine old houses (from the 18th century to the early 20th century), built in the Arab vernacular tradition style, in three areas of Israel with different climatic conditions. Three houses in each area were chosen at random. Only nine were chosen because of the difficulty in finding houses whose state of preservation was in keeping with the aims of the research. For each house, climate‐related elements of the construction were documented. We found elements included at the design stage indicating climate consciousness, climate‐related elements due to building constraints, and building constraints in a cultural context with implications for the balance of climatic efficiency. The findings showed that climatic considerations were an integral part of the design while the principles crossed the boundaries of the three areas. Temperature, relative humidity, and heat intensity were measured, both inside and outside the house on selected days in each season. The research showed that the house moderates the impact of the outside temperature, inside the house in winter and mainly during the hot hours of the day in summer. Most of the climate‐related elements are still relevant. They can be used in regions with Mediterranean‐type climates (in the Mediterranean Basin, South Africa, central Chile, and southwestern Australia), especially when global warming and air pollution demand a substantial revolution of building design philosophies, strategies, technologies, and management methods.     

Analysis of hull remains of the Dor D Vessel, Tantura Lagoon, Israel

A relatively closely spaced set of unpegged mortise-and-tenon joints was the significant element revealed in the 7th-century AD shipwreck, Dor D. It provides additional information for the transitional period of shipbuilding in the Mediterranean, and together with additional wrecks it establishes a better database for ship construction in the 4th–11th centuries AD. The preliminary conclusions tend to draw a slightly more complicated picture of the general evolutionary trend, since they present some features that have traditionally been considered as a disappearing technique.     

Hornell,Hasslöf and Boatbuilding Sequences

Hornell's publications on ‘native watercraft’ form a unique ‘library’ dealing with boatbuilding and boat use. His quest for the origins of water transport, on the other hand, was unsuccessful. In a clarification of the issues involved, Hasslöf criticized Hornell's use of the term ‘carvel’ and proposed ‘shell‐first’ and ‘skeleton‐first’ as best able to characterize boatbuilding traditions. Those terms subsequently gave way to ‘plank‐first’ and ‘frame‐first’. Certain north‐west European vessels, each built in both those sequences, were identified by Hasslöf as a link between ‘plank‐first’ and ‘frame‐first’. Such a transition would have been facilitated by the use of ‘framing‐first’, a building sequence used in north‐west Europe and in the eastern Mediterranean from the early 1st millennia AD.     

Evidence of Geometric Operators used to Shape Ancient Hulls

In some shipwrecks we can recognize factors such as units of measurement, use of segments and arcs, and repetition of shapes, which may have been rationalised during the transition from craft shipbuilding to a formal design process. This is an a posteriori assessment, as we do not know how hull‐shapes were planned and controlled in Antiquity. However the Cheops boat, and the Madrague de Giens, Anse des Laurons II, Fiumicino 4 and Yassi Ada II wrecks, display measurements and geometries suggesting rational approaches to hull‐moulding, with principles common to those of medieval and Renaissance shipbuilding and the traditional Mediterranean garbi. © 2012 The Author     

Excavations at the Medieval Village of Wythemail,Northamptonshire

EXCAVATION of a single enclosure revealed a sequence from early 13th-century timber buildings to structures with stone foundations, or completely stone-built, in the later 13th and 14th centuries. A two-roomed long-house was replaced by a more complex four-roomed long-house built on a different alignment. Also in the enclosure were a sequence of six outbuildings rebuilt in various positions. In the 13th century there were changes in property boundaries and in the 14th century a road was cut obliquely across the enclosure leading to fundamental changes in planning. Evidence for climatic deterioration was given by the increasing use of drains and of paved and cobbled surfaces in the early 14th century. Finds included metal objects, animal bones, local shelly pottery, and 12th- to 14th-century sherds from Lincolnshire, Buckinghamshire, Oxfordshire and Warwickshire.     

A Cognitive Approach to Extant Boat Structure in Goa,India

This article presents information derived from unfunded fieldwork undertaken between 2008 and 2014 in Goa, India. Traditional boat structure is understood in the context of the use of local materials in response to climatic, geophysical, and cultural factors. Expanded and unexpanded logboats are shown to affect differently the pirogues based on them. The outrigger is not used as a sailing aid. Small sailed boats with sewn strakes on a keel‐plank are compared with 19th‐century records. Simple techniques are used on larger sewn and metal‐fastened vessels still being built. Today some factors combine to compromise traditional construction, while others are bringing about the demise of the vessels themselves.     

A 5th‐Century‐AD Sewn‐Plank River Barge at St Maria in Padovetere (Comacchio‐FE), Italy: an interim report

This article reports on the remains of a 5th‐century‐AD river barge excavated in 2014 and 2015. Most of the flat bottom and one side are preserved. The barge is at least 20 m in length and 2.9 m across the floor, and is constructed using sewn planks, iron nails and mortise‐and‐tenon fasteners. Both flush‐laid and lapstrake planks are recorded. Archaeological, historical, iconographic and ethnographic evidence is used to propose explanations for features, such as the use of lapstrakes, a possible steering system and platform, and the likely position of a pump, while setting the barge in the context of the North Adriatic shipbuilding tradition.     

上海青龙镇唐代铸造作坊遗址出土陶范的分析研究

上海青龙镇相传始建于公元746年,是上海地区最早的对外贸易重镇。2012年青龙镇的考古发掘中发现了 4座熔炉以及熔炉周围堆积的大量陶范、炉渣等,是上海地区首次发现的冶铸作坊遗址,遗址使用的主要年代是唐代晚期。为了解青龙镇唐代铸造作坊遗址出土陶范的制作技术,对遗址出土的陶范进行分析研究,以期揭示唐代青龙镇铸造作坊的制范技术。对陶范型腔面上残留的附着物分析主要元素是铁,表明陶范用于铸造铁器。经分析遗址中出土的陶范由三层组成:面层、背层和稻壳泥层。面层厚约1～2 mm,采用细颗粒泥料制作,致密,在铸造铁器时能确保陶范承受高温液态金属的充型压力,并得到表面光洁的铸件。背层厚约4～7 mm,该层羼入了粗颗粒物,这些羼和料可以减少陶范在干燥收缩和焙烧过程中的收缩变形。稻壳泥层厚约11～16 mm,该层羼入了一定量粗颗粒物,并羼入了大量的稻谷壳,陶范焙烧时谷壳烧失,在陶范上留下了大量的孔隙,便于铸造时型腔中气体的排出。三种不同的材质起到不同的作用,以保证成功铸造出铁器。在冶铸作坊废弃后在其上建造的一口水井内发现的铁釜、铁提梁鼎的形状与遗址中出土陶范所铸器物的形状吻合,应为该遗址所铸造器物。     

The Akko 1 Shipwreck, Israel: the First Two Seasons

The Akko 1 shipwreck was found in 4 m of water inside the ancient harbour of Akko (Acre), 250 m from the ancient wall, with its stern touching a submerged rampart. The dense framing-pattern and relatively thin planking, the extensive use of oak and the origin of the timber, suggest that this is the remains of a small armed ship or auxiliary vessel built in the Eastern Mediterranean. The ship has been provisionally dated to the late-18th or early-19th century, the late Ottoman period. The finds testify to its involvement in one of the naval campaigns at Akko.
© 2008 The Authors     

The Yenikapı 12 Shipwreck,a 9th‐Century Merchantman from the Theodosian Harbour in Istanbul,Turkey: construction and reconstruction

Shipwreck Yenikap? 12 was discovered in Yenikap?, Istanbul, Turkey in 2007 during rescue excavations carried out by Istanbul Archaeological Museums. The majority of the bottom of the shipwreck, found within the sediment‐filled Theodosian Harbour, is intact and part of the cargo was found in situ. According to the results of reconstruction studies, YK12 was a small merchantman working coastal waters, approximately 9.24m in length and 2.64m in breadth. The shipwreck is dated to the 9th century AD and was built with a mixed construction using the shell‐based method for the lower hull.