The Marausa Wreck,Sicily: interim report on a boat built in the Western Imperial Roman tradition

In 1991, the wreck of a late 3rd–early 4th century AD Roman merchant vessel was discovered on the west coast of Sicily that had carried North African amphora, tubuli, and other ceramics. The hull was dismantled and raised in 2011, including a keel hook‐scarfed to stem and sternposts, 39 pegged mortise‐and‐tenon joined planks, 43 frames with an irregular pattern of floor‐timbers, half‐timbers, and futtocks fastened to the planking with treenails and copper nails, sister‐keelsons and evidence of two stringers, 36 ceiling strakes, and the base of a bilge pump. Many repairs are indicated. The fairly flat bottom and round bilges, mortise‐and‐tenons, sister‐keelsons and lack of a coherent framing pattern, place the boat in the Western Imperial tradition.     

Quantifying Ship Shape in Archaeology: Evaluating 3D Geometric Morphometrics

The analysis of the archaeological remains of ships and boats, in particular hull shapes, have been central to wider analysis of performance, function, and significance within past societies. This article reviews established methods of quantifying shape in ship and boat archaeology—linear measurement ratios and form coefficients—and evaluates the utility of 3D geometric morphometrics (GM). The 3D shape of 30 vessels from north‐west Europe dating between 325 BC and AD 1915 are quantified to study how hull shape relates to a vessel's function and intended operating environment. A comparison of the three methods highlights the importance of analysing the complexity of a hull in a holistic manner and demonstrates that 3D GM outperforms the traditional methods.     

Preliminary Analysis of the Hull of the Roman Ship from Grado, Gorizia, Italy

The hull of the Roman wreck at Grado has been partially preserved under the cargo of amphoras. The right side presents a rare evidence of a section of the waterway. The ship has been assembled by mortise-and-tenon technique following a shell-first conception. All the frames, except one, are of pine while planking is either of pine and elm. Some strakes, of larix , are a repair made by patch-tenons; a wale shows an other kind of repair. Various signs left by the shipwright are on the hull. In the stern area, a box of wooden elements had to protect a 'hydraulic system'.
© 2006 The Authors     

A Basque Shipyard Design Method of the Late 19th and Early 20th Centuries,and its Relationship to Non‐graphic Hull Design of the 15th Century

The aim of the article is to show that the Mutiozabal shipyard in Orio, Gipuzkoa, Spain, was using the tools and procedures of non‐graphic hull‐design methods into the latter 19th and early 20th centuries. These procedures allow a hull to be designed with a very simple set of tools: a template of the master‐frame and some simple graduated gauges or graminhos. The plan of a 65‐Burgos‐foot ¹ (18.11 m) trading boat is used as the basis of the study. The nature of the templates and graminhos is shown in detail, as well as their use.     

La Giraglia, a dolia wreck of the 1st century BC from Corsica, France: study of its hull remains

During the early the Roman Empire, large quantities of olive oil and wine were exchanged between Rome and its provinces of Spain and Gaul. The majority was transported aboard ships in amphoras. There was also a short-lived type of vessel, known as a cistern-boat, that held large, globular jars, referred to as dolia . The jars were presumably placed in the hold as the ship was being built and were intended for bulk transport. About 10 dolia shipwrecks have been found in the western Mediterranean, including the La Giraglia wreck, located at the northernmost point of Corsica near the small island of La Giraglia, which lends its name to the wreck. The ship was carrying at least eight dolia and possibly four smaller doliola probably manufactured near Rome, several Spanish amphoras, and a lead anchor stock. This type of vessel was an innovation in ship construction, intended to respond to changes in the production and transportation of wine brought about by Roman expansion. The relatively short period of production for this ship-type suggests that there were problems with its design which caused it to be abandoned. The excavation of the La Giraglia wreck provided answers to some questions about their build and how they contributed to new patterns of trade in the western Mediterranean.     

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     

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.     

The Conception of Hull Shape by Shell‐builders in the Ancient Mediterranean

Did ancient Mediterranean shipbuilders at the turn of the first millennium have methods to pre‐design the shape of their hulls prior to the construction of the ship? If so, can these methods be identified? This paper proposes that ancient shipwrights were in possession of such design methods, based on geometry, that are comparable to the medieval and post medieval hull‐design procedures called whole‐moulding. These methods are well suited to be transformed into rules‐of‐thumb, therefore allowing the storage and transmission of accumulated knowledge. The implications of this proposal on the present understanding of the transition from shell‐ to skeleton‐building are explored.