Wrap a Wreck! In Situ Conservation of a Ship on Land Suffering from Fungal Decay

Many sixteenth- to eighteenth-century shipwrecks have been found after land reclamation in parts of the former Zuiderzee, one of the busiest waterways in Dutch history. After the land fell dry, some shipwrecks were excavated, destroyed, reburied, or covered with sand or clay. In the late 1970s a method was developed to mitigate degradation processes of some of the wrecks remaining in good condition by wrapping them in plastic foil. The idea was that the plastic would prevent evaporation and lateral subsurface flow. Wet conditions prevent decomposing of wood by especially soft rot fungi. Oxygen will be rapidly depleted by decomposition of organic matter.

Recent monitoring of wrapped shipwrecks has shown that this method of preventing rot worked exceptionally well. We adapted wrapping using new technology nowadays applied for sealing tunnels and landfills. We will present the implementation requirements, materials and new adapted method for wrapping shipwrecks.     

The Yenikapı Byzantine‐Era Shipwrecks,Istanbul, Turkey: a preliminary report and inventory of the 27 wrecks studied by Istanbul University

Salvage excavations conducted in the Yenikap? quarter of the historic peninsula of Istanbul by the Istanbul Archaeological Museums 2004–2013 have brought to light the Theodosian Harbour on the Sea of Marmara. In addition to thousands of archaeological artefacts, a total of 37 shipwrecks dating from the 5th to the 11th centuries AD were uncovered, constituting the biggest collection of medieval ships uncovered at a single excavation site. The present article deals with 27 wrecks in the charge of the team from Istanbul University's Department of Conservation of Marine Archaeological Objects, consisting of 23 merchantmen and four galleys. The wrecks are presented with their general characteristics. The preliminary evidence from the Yenikap? wrecks regarding the development from shell‐based to skeleton‐based philosophy is discussed, and various building phases presented.     

The Armoured Cruiser HMS Defence: a case‐study in assessing the Royal Navy shipwrecks of the Battle of Jutland (1916) as an archaeological resource

This paper presents the findings from a survey of one of the shipwrecks of the Battle of Jutland, and is extracted from a longer currently unpublished report which examines the six known Royal Navy wrecks. While all of the wrecks yielded unique insights into the battle, Defence was a particularly surprising case. The extant remains of this wreck showed for the first time how the ship was destroyed and explains what some eyewitnesses reported at the time. Intact and unsalvaged, it is a source of much valuable archaeological and historical data. © 2012 The Author     

Management of Historic Shipwrecks Through a Combination of Significance and Conservation Assessments

Abstract

Corrosion modelling of decay rates of the iron wrecks in Port Phillip Bay, Victoria, has enabled an estimation of the speed at which the historic resource of iron shipwrecks is disappearing. Use of the significance ranking of the iron wrecks, based on the Australian National Standards for significance assessment, provides a useful guide to decision-making, but decisions based solely on these criteria can lead to less than optimal results. From the corrosion rates and the amount of residual metal thickness in structural elements it is possible to determine a conservation ranking that is based on the need for intervention and the chances of being successful in stabilizing the wrecks. The arithmetic product of the significance and conservation rankings defines the treatment score or ranking which forms the basis for rational decision making about deployment of resources.     

Cost-effective deep water archaeology: preliminary investigations in Trondheim Harbour

In the past few years there has been an increased interest in deep water archaeology, and a growing number of archaeological institutions now use remote sensing equipment and remotely operated vehicles (ROVs) to locate and investigate deep water archaeological sites. The article presents some important projects that have been carried out around the world. These include Norwegian projects. In Trondheim Harbour several shipwrecks have been located in relatively deep water. One of these wrecks was selected as an experimental site for testing new methods, and the results of this work, including documentation and excavation with ROVs and other robotic solutions, are presented. © 2000 The Nautical Archaeology Society     

宁波“小白礁I号”清代木质沉船中硫铁化合物脱除技术研究

近年来的分析与研究表明,海洋出水沉船的木材中普遍存在大量的以Fe S2和Fe S为代表的硫铁化合物难溶盐,它们在空气中和一定湿度条件下,会氧化生成硫酸,使木材纤维素发生快速降解,从而对木船造成毁灭性的破坏。目前,硫铁化合物的脱除仍然是世界性难题,很多国家发现的木质沉船都面临这方面的困扰。为此,本研究以宁波象山"小白礁I号"清代沉船遗址出水的船体木材构件为研究对象,研发了金属络合剂与氧化剂复配材料EDTAHO,开展了海洋出水木材中沉积的二硫化亚铁的去除技术初步研究,取得了良好的保护效果。本研究结果可为后续脱水定型和加固修复打下良好的基础,有利于海洋出水木质船体的长期保存。     

Archaeology of a Naval Battlefield: H. L. Hunley and USS Housatonic

The American Civil War shipwrecks H. L. Hunley and USS Housatonic have been the focus of intensive archaeological investigations since the discovery of Hunley in 1995. H. L. Hunley , the world's first successful combat submarine, sank the Union blockader USS Housatonic in 1864, but sank immediately afterwards. In work done prior to the recovery of Hunley in 2000, site-formation processes for both vessels were a primary research focus—a necessary precursor to identifying battlefield behaviour. This paper presents research on the Hunley / Housatonic Naval Engagement Site, where both wrecks are treated as complementary components of a single battlefield site.
© 2006 The Authors     

Reburial of shipwrecks in marine sediments: a long-term study on wood degradation

Historical shipwrecks in marine environments are continuously decomposed by wood-degrading organisms, adapted to this specific environment. To protect the wrecks from degradation and to preserve the unique remains for future generations, reburial of wrecks using various covering materials has been suggested as a long-term preservation method. The following experiment was carried out to study the bio-protective effect of sediment. Sound oak, pine, and birch samples were buried above and within marine sediment in Marstrand harbour, and retrieved for analysis after 6, 12, 24, and 36 months. Macroscopic as well as light-microscopic examinations were carried out on each occasion. Marine borers (shipworm, Limnoria), soft rot and tunnelling bacteria were wood degraders immediately above the seabed; soft rot, tunnelling bacteria, and erosion bacteria were active 10 cm below the seabed; erosion bacteria were the only degraders at a depth of 43 cm below the seabed. The wood species had different durability towards the decay agents. After 3 years, wood samples above the seabed were totally decomposed, whereas wood was highly protected at 43 cm depth in sediment. In the sediment, decay decreased significantly with depth of burial. The results suggest that reburial of shipwrecks in marine sediment can be recommended as a simple and efficient method for long-term preservation of the wooden cultural heritage.     

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     

Two Late Roman Wrecks from Southern Cyprus

Two scattered Late Roman shipwrecks were discovered in the course of underwater survey at Cape Zevgari and Avdimou Bay off the southern coast of Cyprus. Each was transporting a primary cargo contained in amphoras, in one case either local or from nearby Syria or Cilicia, and the other certainly from the southern Levantine coast. The two wrecks offer insight into regional maritime exchange networks within the socio-economic context of late antique commerce around the island. Both sites also contribute to a greater understanding of the utility of systematic shallow-water survey to shipwreck archaeology.
© 2007 The Author     

Two Early Archaic Shipwrecks at Kekova Adası and Kepçe Burnu,Turkey

During its annual surveys of the Turkish coast in the 1970s and 1980s, the Institute of Nautical Archaeology discovered two early Archaic (7th‐ to early‐6th‐century BC) shipwrecks at Kekova Adas? (Antalya region) and Kepçe Burnu (Mu?la region); Dokuz Eylül University's Institute of Marine Science and Technology is currently involved in survey of the region. The wrecks, marked by a primary cargo of basket‐handle amphoras, indicate exchange between Cyprus and the cities of coastal Asia Minor and Corinth. Such Iron Age internationalism may have been driven by an interest in processed agricultural goods such as olive oil. © 2010 The Authors     

Assessing the Impact of Typhoons on Historic Iron Shipwrecks in Chuuk Lagoon Through Changes in the Corrosion Microenvironment

The corrosion microenvironment of a dozen Second World War iron shipwrecks in Chuuk Lagoon, Federated States of Micronesia, was investigated to see if there were any measurable changes caused by a recent major typhoon. Seven previously inspected wreck sites were used for calibration to assess the environmental impacts. Five new wrecks, including the Fumitzuki, a destroyer of the Imperial Japanese Navy, were assessed at up to twice the depth of previous studies. The new data showed that the logarithm of the corrosion rate falls linearly with depth to 36 m. Measurements of corrosion potentials, concretion thickness and pH showed that many of the vessels suffered partial deconcretion during the typhoon Maysak in April 2015 with concomitant increases in the rate of decay. Regrowth of the colonising marine organisms are presently ameliorating the impact of the typhoon.     

Exploration of Basel Mission Company shipwreck remains at St George's Reef off Goa, West Coast of India: impact of the Basel Mission Co. on society and culture

A systematic exploration of shipwrecks has been carried out in Goa waters since 1997. Exploration off St George's Reef has brought to light the remains of a shipwreck at a depth of 15 m, containing various types of terracotta artefacts intended for house construction. Basel Mission Tile Works 1865' is impressed on bricks, roof and floor tiles. Study shows that the company was active in manufacturing terracotta and exported it to Africa, Australia, Borneo, Sumatra, and other countries. It has been renamed 'Comtrust', and is still producing terracotta using the same techniques. The impact of the Basel Mission Co. on society and culture is discussed. A study of finds of wrecks in the Mangalore and Calicut areas was undertaken.     

The Mechanism and Kinetics of In Situ Conservation of Iron Cannon on Shipwreck Sites

Analysis of the pre‐disturbance values of the in situ corrosion parameters on historic iron shipwrecks and artefacts has established that the arithmetic product of the pH and corrosion potential is dependent on the burial environment and provides a unique insight into the objects' state of decay. The value of the product changes during in situ conservation treatment with sacrificial anodes, and reaches a minimum at which point the treatment is completed. Treatment times vary with water‐depth, being faster on shallower sites and shorter for more extensively corroded artefacts. The model was developed using data from the Duart Point wreck (1653), the Monitor‐styled warship HMVS Cerberus (1926) and a series of wrecks in Australia and the USA.     

Lucien Basch: Ancient wrecks and the archaeology of ships A comment

The material we have today indicates that shell building was known and practised in the Mediterranean in classical antiquity. Comparative material shows that the‘intermediate stages’between shell and skeleton shipbuilding are in most, or all, cases shell building with some skeleton influence. The date when‘the skeleton idea’first struck a boatbuilder is not established. There are indications that this happened in the Mediterranean. No definite proof of skeleton work is found in the Mediterranean earlier than the Yassi Ada wreck, where a bottom shell may have been equipped with a skeleton on which topsides were built. The shell-skeleton division is a working tool for research on shipbuilding history, and should be used critically. The wrecks from Blackfriars I and New Guy's House indicate a kind of skeleton approach to shipbuilding in northern Europe (Marsden, 1967). If the 'skeleton idea’existed in the Mediterranean in classical antiquity, especially in warships, proof will turn up sooner or later. In the meantime, publishers of shipwrecks should take into consideration that we know very little, and that all details count. Field work on the existing tradition in the Mediterranean should be pursued. The lesson learned in Scandinavia is that the archaeologist may theorize as much as he wants, but the boat-builders will be able to give definite answers, if he takes the trouble to ask them, and watch them at work.     

Project SAMPHIRE: Crowd Sourcing Maritime Archaeology data off Scotland's West Coast

Perhaps the greatest barrier to effective management of underwater cultural heritage is the lack of data on the nature and location of offshore archaeological resources. This is a problem shared with terrestrial archaeology, but is particularly acute due to the limitations of survey techniques in the underwater environment. In Scotland <15% of known ship losses from the last 200 years have been located and the record is far less comprehensive for earlier periods, verging on a near total data gap. Most known archaeological sites in Scottish waters have been discovered through large-scale sonar survey of relatively low resolution and a considerable bias has been introduced in the archaeological record; this has favored the discovery and documentation of larger and more recent, often upstanding, metal shipwrecks. This article presents the methods and results from a three-year project designed to reduce this bias by demonstrating large-scale prospecting for maritime archaeology through a community-based crowd-sourcing approach. Project SAMPHIRE (the Scottish Atlantic Maritime Past: Heritage, Investigation, Research and Education Project) was geographically focused on the west coast of the Scottish mainland and was undertaken between 2013 and 2015, resulting in a large number of new archaeological discoveries, including shipwrecks, aircraft, and other material of a much more varied nature than what is typically found through large-scale hydrographic surveys.     

The Byzantine‐Period Dor 2006 Shipwreck,Israel: preliminary hull construction report

The Dor 2006 shipwreck was discovered in 2006, 100 m offshore, 800 m south of Dor (Tantura) lagoon. The wooden hull remains included sections of large frames, stringers and ceiling planks, a large number of strakes and wales, some with unpegged mortise‐and‐tenon joints. Among the finds were ceramic sherds, wooden objects, matting, ropes, food remains, and coins. The shipwreck was dated to between the second half of the 6th and the first quarter of the 7th centuries AD. The wooden components of the hull indicate a large ship compared with other shipwrecks of the period, and the largest ever excavated in the Dor area.     

Slave Ships and Maritime Archaeology: An Overview

This contribution collates information about wrecked slaving vessels discovered or sought by maritime archaeologists since 1972. To date, only a handful of firmly identified, active slave ships have been subject to excavation, but additional work has been carried out on wrecks of former slaver ships and possible slavers. The impending 200th anniversaries of the abolition of the British and US slave trades (2007 and 2008, respectively) appear to have stimulated a new wave of interest in slaver wrecks, and these new initiatives are also discussed.     

Pollen-wood analysis at the Neapolis harbour site (1st–3rd century AD,southern Italy) and its archaeobotanical implications

Three Roman shipwrecks (Napoli A and Napoli C – 1st cent. AD; Napoli B – 2nd century AD) were recovered in the sandy-silt sediments representing the infilling of a protected inlet of Neapolis harbour (Naples, southern Italy). Extensive wood analysis suggests that a very attentive selection of species was made in shipbuilding, the choice of timber being related to wood technological properties and to the structural uses of the construction elements. Pollen data obtained from the coeval sedimentary layers revealed that all the timber taxa (apart from Picea/Larix) were present in the surroundings of the study area. The identified forest taxa are very common in the Mediterranean basin and thus the pollen-wood comparison was not able to define the location of the shipyards. Broad comparison with western Mediterranean wrecks evidenced the peculiarity of the Neapolis ships where the systematic use of both Juglans regia and Cupressus sempervirens was highlighted. Archaeological, biogeographical and archaeobotanical considerations suggest the local provenance of the ship C and constrain the possible origin area of both the ship Napoli A and Napoli B to central-southern Tyrrhenian coasts.