Arade River Archaeological Complex: Dredges and Archaeology

Situated on the southern coast of Portugal, the Arade River mouth has been visited and inhabited for over three millennia. Dredging operations, in the first and last decades of the 20th century, brought up the importance of Arade's cultural heritage and triggered a large-scale project of study, survey, and archaeological excavation. This project is conducted by Centro Nacional de Arqueologia Náutica e Subaquática, the Portuguese agency for nautical archaeology, under the direction of Francisco Alves, and with the support of both local and state authorities. This paper is a preliminary assessment of the finds made so far.
© 2005 The Nautical Archaeology Society     

Loading and stability of a late 16th century Portuguese Indiaman

The stability characteristics of 16th century ships are not known with certainty, but safety issues related to floatability, stability and overloading were a cause of concern at the time. The aim of the paper is to advance knowledge in this field by developing a set of loading conditions for a typical Portuguese ship of this epoch, for both the voyage from Lisbon to India and the return voyage. This allows testing the reconstruction of the presumable Nossa Senhora dos Mártires as well as to use this reconstruction to bring a better understanding of safety and loading issues on the Portuguese East India route. Given the uncertainties about the loading conditions, several hypotheses are tested, varying the amount of ballast, the degree of overloading and the distribution of weights on board, and allowing the development of a range of plausible loading arrangements. The stability of the ship is then assessed using modern tools to develop the limit KG curve for compliance with a modern stability criterion applicable to large sailing vessels. The case study ship is a plausible reconstruction based on the analysis of nautical archaeological remains, contemporary documents and the use of modern naval architecture methods.     

Early seafaring activity in the southern Ionian Islands,Mediterranean Sea

This paper summarises the current development in the southern Ionian Islands (Kefallinia and Zakynthos) prehistory and places it within the context of seafaring. Archaeological data from the southern Ionian Islands show human habitation since Middle Palaeolithic going back to 110 ka BP yet bathymetry, sea-level changes and the Late Quaternary geology, show that Kefallinia and Zakynthos were insular at that time. Hence, human presence in these islands indicates inter island-mainland seafaring. Seafaring most likely started some time between 110 and 35 ka BP and the seafarers were the Neanderthals. Seafaring was encouraged by the coastal configuration, which offered the right conditions for developing seafaring skills according to the “voyaging nurseries” and “autocatalysis” concepts.     

Sailing and Sailing Rigs in the Ancient Mediterranean: implications of continuity,variation and change in propulsion technology

Ships and boats form the foundations of the maritime connectivity that is a central part of our understanding of the ancient Mediterranean. While the general chronological sequence of sail and sailing‐rig development is well established, the implications are less‐well discussed. This article sets out how sails and sailing rigs developed in antiquity, with emphasis on the Greco‐Roman world. Subsequently, instances of innovation are defined. Why specific pieces of maritime technology were, or were not, widely adopted is considered. Long‐term technological continuity can be comprehended, and a shared maritime culture of sailing in the ancient Mediterranean is suggested.     

Small nation,big ships winter navigation and technological nationalism in a peripheral country, 1878–1978

Finland is the only country in the world where all ports freeze over during a typical winter. Over the century 1878–1978, Finland developed a winter-seafaring system that broke the winter isolation and eliminated seasonal variation in shipping. By using diverse archival sources, we deconstruct the dominant narrative of Finnish winter seafaring through which national as well as technological development is often presented as natural, inevitable and straightforward. We reinterpret the Finnish winter navigation system as a tangible, historical experience and show that technological solutions in this domain cannot be understood outside the context of a decades-long process of nation-building. Finally, we argue that winter navigation became a central imaginary for Finland as a western, industrial and modern nation. As such, the Finnish winter-seafaring system presents a case of technological nationalism in which a small, peripheral country sought to integrate itself into a modern international order.     

The Nautical Archaeology of Puerto Rico

The waters of Puerto Rico harbour the remains of thousands of years of human occupation. The island played a key role in the first decades of European exploration of the New World, and its coasts and estuaries have preserved an extensive record of the island's maritime history, before and after the arrival of the Europeans. The objective of this project is to study Puerto Rico's seafaring history through the investigation of its submerged cultural heritage, with a particular focus on the history of European shipbuilding. In 2008 the authors started with survey on the north coast.
© 2009 The Authors     

The 7th–9th Century Tantura E Shipwreck,Israel: construction and reconstruction

The Tantura E shipwreck was discovered in Tantura lagoon, Israel, in a water depth of 2.8 m, covered by 1 m of sand. It was a coaster that plied the Levant coast, dated to the 7th–9th centuries CE. It was recorded under water, but several components were studied on land, as well as the finds. The hull is of frame‐based construction, with flat floor timbers and a sharp turn of the bilge. The archaeological evidence, as well as modern design tools and regulations, suggests that Tantura E was c.12.5 m long, of 25 tonnes displacement, and could load c.17.5 tonnes.     

On the Relative Isolation of a Micronesian Archipelago during the Historic Period: the Palau Case-Study

Contact between Europeans and Pacific Islanders beginning in the early 1500s was both accidental and intentional. Many factors played a role in determining when contacts occurred, but some islands remained virtually isolated from European influence for decades or even centuries. We use Palau as a case-study for examining why this archipelago was free from direct European contact until 1783, despite repeated attempts by the Spanish to reach it from both the Philippines and Guam. As computer simulations and historical records indicate, seasonally-unfavourable winds and currents account for the Spanish difficulty. This inadvertently spared Palauans from early Spanish missionaries, disease, and rapid cultural change.
© 2007 The Authors     

Why Land Here? Ports and Harbors in Southeast Tanzania in the Early Second Millennium AD

The east African Swahili ports developed extensive maritime trading links around the Indian Ocean, and supported economic, political, and urban growth in the early second millennium AD. This article identifies ports of varying function and importance in SE Tanzania, and seeks to understand their development in the context of natural harbor advantage, boat technology, sailing practice, and resource needs. Field data from landing places are combined with weather patterns, historical documents, and oral traditions to provide an integrated survey of the ports and harbors that once sustained medieval commerce along this section of the Swahili coast. The emergence of Kilwa as an entrepôt to become the key center is based initially upon its naturally advantageous harbor facilities, safety and flexibility of approach in days of sail, and assurance of monsoon winds. Original natural advantages gradually become self-sustaining with its economic and political growth. To the north and south of Kilwa a series of ports of call with drinking water and boat servicing supported trade to and from the pre-eminent city, although some such as Kisimani Mafia and Kwale-Kisuju developed important trade functions of their own.