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Underwater excavations require an immense amount of logistics and have inherent time limitations. Underwater challenges such as nitrogen toxicity, underwater color change, and dive time limits increase with working depths, affecting the interpretation of archaeological contexts. Thus, underwater excavations involve methods and approaches to extract the maximum information from small areas while providing a comprehensive understanding of the archaeological record. Here, we present the benefits of using an on-site laboratory comprising a microscope, binocular microscope, Fourier transform infrared spectrometer and blue light inspection device. Three case studies are presented, focusing on the identification of stratigraphic boundaries, as well as the preservation and identification of archaeological materials. The results show a complex stratigraphic sequence containing seven layers divided into four mineralogical units: (1) Calcite, (2) Calcite and aragonite, (3) Aragonite, and (4) Dolomite. Additionally, the use of an on-site laboratory is effective in preventing the misidentification of archaeological materials, which could affect the final interpretation of the archaeological site (e.g., glass, lead, bone), and enabling the identification of materials invisible to the naked eye, such as opaline phytoliths. In the case of the Antikythera shipwreck, the on-site laboratory facilitated the examination of stratigraphy and quality of the archaeological context while streamlining excavation practices and documentation. Furthermore, the on-site laboratory allowed for the assessment of material preservation and provide crucial insights to inform post-excavation treatments and analysis of artifacts. [ABSTRACT FROM AUTHOR]

This article presents the timber marks found on one of the Ses Llumetes shipwreck's frames (1st century AD; Mallorca, Spain). From this find, a review over time of this type of archaeological evidence is developed, comparing the use, meaning and interpretations in the different comparative contexts found in the Mediterranean. Timber marks on vessels are particularly rare to find in underwater archaeological context, especially for the Roman Period. This makes the discovery of the Ses Llumetes shipwreck an important contribution to the existing examples. The location of a mark in a specific location in a vessel can mean that its interpretation can vary, and also shows relevant details about the people behind this action. In particular, the analysis of the tria nomina represented by the Ses Llumetes mark has proved to be especially important for investigating where the ship might have been built. [ABSTRACT FROM AUTHOR]

Ballast is essential for vessels to lower their centre of gravity, improve stability, and ease their motion during sailing. During the modern period, heavy materials used for ballasting ships were an issue of particular concern for both authorities and ship owners, subjected to increasing control, regulation, and standardisation. These items represent a very common find in wreck sites and deserve special attention, as their characteristics, distribution, and provenance can deliver critical information for assessing where the vessel was ballasted, sailing routes, ship tonnage, and site formation processes. This article is centred on pig iron ingots, introduced in the early 18th century in sailing warships and shortly thereafter in sizeable merchant vessels, a type of ballast which is frequently overlooked in archaeological research. In particular, specimens retrieved from the Chilean Navy armed transport Infatigable (1855) were analysed through macroscopic and physicochemical characterisation using LM, SEM-EDS, WD-XRF, and IGF. The results obtained indicate the ingots were manufactured with cast iron of different quality, suggesting they may have come from different production centres. The investigation resulted in a better understanding of ballasting practices on a South American navy ship in the early post-independence period and provided new data for discussions of off-site and non-nautical technological issues, such as the materials, knowledge, and techniques associated with the production of pig iron in the mid-19th century.

The Ribadeo shipwreck, identified as the San Giacomo di Galizia, lost in 1597 at Ribadeo, Galicia, Spain, is a unique example of a late 16th century Spanish warship. Brought to Ribadeo in the winter of 1597, this ship was salvaged, all the crew saved, and its remains abandoned. It was found in November 2011 during dredging operations, and it has been studied since. Excavated slowly at the pace allowed by the conservation budget, this site is revealing its secrets as the excavation progresses. This paper is an introduction to the ship’s history and a first report on the archaeological excavation of its hull remains.

There are multiple approaches to bridging the gap between the relatively new world of three-dimensional survey and so-called reality-capture with traditional recording conventions and archaeological interpretative processes, challenges that have been encountered during the various fieldwork campaigns undertaken on the Ribadeo I wreck. Questions discussed in this paper include: does every team member need to be a 3D expert? Does a 3D specialist need to be an archaeologist? Is it enough to have a specialist 3D ‘navigator’, someone who can drive the software through the data and act as a guide to a wider team to deliver their own interpretation of the evidence? When conventional outputs are required, including plans, sections, profiles and other nautical-specific views, how can these be efficiently generated from the available photogrammetry and presented to provide comparable information to those who speak and require this type of visual language? This paper does not provide simple or definitive answers to these questions. However, the work undertaken so far on Ribadeo I can offer some contributions to current discussions and consider the challenges within the context of an internationally important shipwreck and work that is necessarily limited by available time and funds.

The Greek deity Dionysos had a particular affinity for war galleys, a relationship perhaps explained by the Homeric Hymn to Dionysos in which Tyrsenian pirates kidnap him on their galley. Soon grape vines entangle the rigging and some of the pirates attempt to escape their fate by jumping into the sea: Dionysos transforms them into dolphins. This hymn served as an occasional motif in pagan art and may explain the miniaturized replicas of seagoing oared ships that played an integral role in the ancient Dionysian cult. These flimsy Dionysian ship carts moved overland in parades, either on wheels or upon the shoulders of celebrants. While the earliest examples may date to the Late Bronze Age, they are best known from a series of three late Archaic-period representations on black-figure skyphoi, now in museums in Athens, Bologna and London. No two Archaic-period Dionysian ship-cart representations are identical in all details. While perhaps due to painters' whims, this diversity in appearance may reflect changes to the ship carts at each annual appearance, analogous to modern-day parade floats. Due to the two-dimensional nature of these ship-cart images, it is impossible today to determine whether the Dionysian ship carts reflected in them consisted of actual vessels-purpose-built and placed on wagons during the procession, employed solely for the Dionysian celebrations-or floats in the form of miniaturized galleys. This paper supplies context and explains the process of creating a three-dimensional digital reconstruction of a generic Late Archaic-period Dionysian ship cart employing contemporaneous imagery and artifacts.

Following Max Liboiron’s claim that pollution is colonialism, the anti-colonial maritime archaeologist’s role in the Anthropocene might be to reframe research questions, so that focus is directed toward interactions between marine and maritime, and that the colonial ‘resurrectionist’ approach that has dominated nautical archaeology ought to be reconsidered altogether. This normative statement is put to the test with a 4000-year-old waterlogged dugout canoe that was illegally excavated from the Cooper River in South Carolina, USA. Upon retrieval, the affected tribal entities were brought into consultation with archaeologists and conservators to help decide how to proceed with the canoe’s remains. Tribal representatives reached a consensus to preserve the canoe with PEG and display it in a public museum. This procedure follows the resurrectionist model typical of maritime archaeology in the West, now the dominant protocol globally, where the scholar acts as savior by lifting entire wrecks from watery graves and promising to grant them immortality in utopian museum spaces. However, this immortalizing procedure is at odds with some Indigenous values, voiced by tribal representatives, which embrace life cycles and distributed agency. In the end, the desire to preserve the canoe as a perpetual symbol of intertribal unity dominated concerns surrounding the canoe’s own life, spirit, and autonomy, and that plasticizing it would permanently alter its substance and essence. We argue that the object of the canoe has become subservient to its postcolonial symbolism of Indigenous unity, resilience, and resistance. Further, by subscribing to the resurrectionist model of maritime archaeology, the immortalized canoe now bears the irony of colonial metaphor, as an unintended consequence of its preservation. We echo Audre Lorde’s famous sentiment by wondering if an anticolonial maritime archaeology can ever hope to dismantle the master’s boat using the master’s tools. The conclusions reached here have implications for other maritime and museum contexts too, including the highly publicized case of the wrecked 1859–1860 slave ship, Clotilda.

Between September 2012 and February 2013, archaeological excavations carried out in the riverside area of Lisbon (Portugal) revealed the remains of two wooden ships: Boa Vista 1 (BV1) and Boa Vista 2 (BV2), both dating from the late seventeenth or early eighteenth century. BV1 ship consists of scattered hull timbers which were damaged and out of their original positions. Some of the ship's hull features are common in the Mediterranean like a composite keel with butt joints and hook scarfs in the connection between floors and futtocks, while others are well-known Iberian shipbuilding features like the transition between the keel and the sternpost being made through a single piece, the heel. A unique feature was a layer of animal hair between the sheathing and the hull planking. This paper focuses mainly on the study of wooden sheathing, including but not limited to the analysis of its conventional "architectural signatures". The latest results concerning animal hair identification will also be presented and discussed, showing the added value of multidisciplinary approaches in archaeology. [ABSTRACT FROM AUTHOR]

Ballast is essential for vessels to lower their centre of gravity, improve stability, and ease their motion during sailing. During the modern period, heavy materials used for ballasting ships were an issue of particular concern for both authorities and ship owners, subjected to increasing control, regulation, and standardisation. These items represent a very common find in wreck sites and deserve special attention, as their characteristics, distribution, and provenance can deliver critical information for assessing where the vessel was ballasted, sailing routes, ship tonnage, and site formation processes. This article is centred on pig iron ingots, introduced in the early 18th century in sailing warships and shortly thereafter in sizeable merchant vessels, a type of ballast which is frequently overlooked in archaeological research. In particular, specimens retrieved from the Chilean Navy armed transport Infatigable (1855) were analysed through macroscopic and physicochemical characterisation using LM, SEM-EDS, WD-XRF, and IGF. The results obtained indicate the ingots were manufactured with cast iron of different quality, suggesting they may have come from different production centres. The investigation resulted in a better understanding of ballasting practices on a South American navy ship in the early post-independence period and provided new data for discussions of off-site and non-nautical technological issues, such as the materials, knowledge, and techniques associated with the production of pig iron in the mid-19th century. [ABSTRACT FROM AUTHOR]

The Ribadeo shipwreck, identified as the San Giacomo di Galizia, lost in 1597 at Ribadeo, Galicia, Spain, is a unique example of a late 16th century Spanish warship. Brought to Ribadeo in the winter of 1597, this ship was salvaged, all the crew saved, and its remains abandoned. It was found in November 2011 during dredging operations, and it has been studied since. Excavated slowly at the pace allowed by the conservation budget, this site is revealing its secrets as the excavation progresses. This paper is an introduction to the ship's history and a first report on the archaeological excavation of its hull remains. [ABSTRACT FROM AUTHOR]

There are multiple approaches to bridging the gap between the relatively new world of three-dimensional survey and so-called reality-capture with traditional recording conventions and archaeological interpretative processes, challenges that have been encountered during the various fieldwork campaigns undertaken on the Ribadeo I wreck. Questions discussed in this paper include: does every team member need to be a 3D expert? Does a 3D specialist need to be an archaeologist? Is it enough to have a specialist 3D 'navigator', someone who can drive the software through the data and act as a guide to a wider team to deliver their own interpretation of the evidence? When conventional outputs are required, including plans, sections, profiles and other nautical-specific views, how can these be efficiently generated from the available photogrammetry and presented to provide comparable information to those who speak and require this type of visual language? This paper does not provide simple or definitive answers to these questions. However, the work undertaken so far on Ribadeo I can offer some contributions to current discussions and consider the challenges within the context of an internationally important shipwreck and work that is necessarily limited by available time and funds. [ABSTRACT FROM AUTHOR]

Following Max Liboiron's claim that pollution is colonialism, the anti-colonial maritime archaeologist's role in the Anthropocene might be to reframe research questions, so that focus is directed toward interactions between marine and maritime, and that the colonial 'resurrectionist' approach that has dominated nautical archaeology ought to be reconsidered altogether. This normative statement is put to the test with a 4000-year-old waterlogged dugout canoe that was illegally excavated from the Cooper River in South Carolina, USA. Upon retrieval, the affected tribal entities were brought into consultation with archaeologists and conservators to help decide how to proceed with the canoe's remains. Tribal representatives reached a consensus to preserve the canoe with PEG and display it in a public museum. This procedure follows the resurrectionist model typical of maritime archaeology in the West, now the dominant protocol globally, where the scholar acts as savior by lifting entire wrecks from watery graves and promising to grant them immortality in utopian museum spaces. However, this immortalizing procedure is at odds with some Indigenous values, voiced by tribal representatives, which embrace life cycles and distributed agency. In the end, the desire to preserve the canoe as a perpetual symbol of intertribal unity dominated concerns surrounding the canoe's own life, spirit, and autonomy, and that plasticizing it would permanently alter its substance and essence. We argue that the object of the canoe has become subservient to its postcolonial symbolism of Indigenous unity, resilience, and resistance. Further, by subscribing to the resurrectionist model of maritime archaeology, the immortalized canoe now bears the irony of colonial metaphor, as an unintended consequence of its preservation. We echo Audre Lorde's famous sentiment by wondering if an anticolonial maritime archaeology can ever hope to dismantle the master's boat using the master's tools. The conclusions reached here have implications for other maritime and museum contexts too, including the highly publicized case of the wrecked 1859–1860 slave ship, Clotilda. [ABSTRACT FROM AUTHOR]

Data sharing is a fundamental process for the advancement of both natural and social sciences. Starting from the idea that computers and the internet have drastically changed the world in the last decades, this paper advocates for the creation of a space where archaeologists from around the world can share information about maritime history and exchange data with colleagues. Following the principles of open access, we argue that raw data publication is necessary and significant for the development and democratization of the discipline. This study explains the fundamental aspects of the Nautical Archaeology Digital Library (NADL) and its efforts to standardize information collection for shipwrecks and related sites, so that scholars can create a community to disseminate both raw data and complete information in the field of maritime archaeology. To achieve this, our purpose is to facilitate the development of common-ground methodology and terminology that promotes an intelligible dialogue within the global community of nautical archaeologists. This paper addresses some considerations on terminology and systematization in scientific disciplines and discusses the theoretical and methodological issues linked to the process of making a template for recording shipwrecks. Furthermore, this article analyses some of the problems related to the standardization of description processes and the necessity to create a flexible system that accounts for data diversity. The third section discusses how science is greatly enhanced by publishing information in open access platforms. Highlights: • Standardization of data allows robust comparative and inter-subjective analysis of coastal and maritime projects, shipwrecks and nautical technology. • Research is strongly benefited by sharing information underlying publications and raw data generated within a project in open source platforms. • Digital databases such as NADL enhance cooperative research, as well as teaching and outreach strategies.

This article presents a novel methodology for retrieving three-dimensional geometry from structures that exist only within the historical photographic record. Two shipwrecks that were raised in the early twentieth century are examined as case studies for this methodology. This paper explores the complications of using historical photographs in photogrammetric analysis and demonstrates how the shipwreck point clouds were generated using the iWitness program. In addition, it documents how photogrammetric hull data from historical photographs were scale constrained (using surviving artifacts) and used for the first time to create ship lines for academic study. A test was also conducted to demonstrate the potential accuracy of the photogrammetry program and methodology as a whole. Although the present study uses two raised shipwrecks as case studies, this methodology could easily be applied to other structures that have been "lost." [ABSTRACT FROM AUTHOR]

The Byzantine invasion of Crete in AD 960 provides a good opportunity to re-examine questions about the relative ease of supplying pre-modern armies by water in the Mediterranean basin. A combination of documentary, historical, and archaeological evidence suggests that the logistics behind supply by sea is more difficult than previously supposed. The army of Nikephoros Phokas besieged Chandax from July 960 to March 961 and had trouble supplying themselves with resources from the island. This paper creates a simple logistical model to get a sense of what the expedition required in terms of victuals and examines how they reached the army. The model suggests that previous work done on military supply in the classical period cannot be applied wholesale to the medieval Mediterranean. [ABSTRACT FROM AUTHOR]

The goal of this project was to scan and reverse engineer one of three bronze cannons (41MG86 - 11900-1) recovered from the La Belle excavation, which is currently on exhibit at the Bullock Texas State History Museum in Austin, Texas. A freeform computer aided design (CAD) model was generated based upon the topology of the three-dimensional (3-D) mesh in Geomagic Design X with a desired maximum deviation of 0.1 mm between the model and the mesh. Deviations were calculated in Geomagic Control X using the surface model as the reference data, and the mesh as the measured data. A custom patch network was subsequently designed using a series of iterative revisions until the whole of the surface model met with the specified tolerance. The 3-D surface model of the cannon will be replicated in a variety of media at variable scales for use in exhibits and for educational and promotional material for the Texas Historical Commission, the Republic of France, and their partner museums. [ABSTRACT FROM AUTHOR]

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The Dutch East India Company (VOC) ship Zeewijk was wrecked on Half Moon Reef in the Pelsaert (southern) Group of the Houtman Abrolhos islands off the Western Australian coast in 1727. The survivors were able to land on a nearby island, where they eventually built a rescue boat and finally reached their intended destination of Batavia (modern Jakarta) nine months later. At the time of the wreck, the survivors reported evidence of another shipwreck in the area. This paper describes these chronological events, the archaeological investigations and surveys of the site; and it attempts to analyse the veracity of the evidence of a second wreck. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

This article is an overview of the work that has been conducted so far on river usage and nautical technology in the history of Angkor, and a discussion on how maritime approaches can contribute to the creation of new knowledge by opening new lines of research that can help us reconstruct a more nuanced view of Angkor’s fluvial history. Although Angkor’s connection to the river network was made in the early 20th century, the compartmentalized studies that have been carried out so far on the subject of Angkor’s relationship to its watery environment have resulted in interpretations that do not reflect the complexity of the subject. It will be argued here that archaeologists who do not integrate maritime approaches in studies of cultures like Angkor, where waterways play an important role in their environment, are likely to miss important aspects of fluvial cultures. By applying concepts such as the Maritime Cultural Landscape, it will be possible to push beyond the boundaries of terrestrial approaches and discover how the environmental conditions of cultures like Angkor – with river networks as the main means of communication – resulted in the development of specific cognitive and functional traits that gave form to fluvial cultural landscapes. An example of such an approach is offered as a conclusion in an analysis of masonry bridges in Angkor’s transport network. ជាទិដ្ឋភាពរួមនៃការងារស្រាវជ្រាវដែលបានធ្វើកន្លងមក ស្តីពីការប្រើប្រាស់ទន្លេ និងបច្ចេកវិទ្យាផ្លូវទឹក ក្នុងប្រវត្តិសាស្ត្ររាជធានីអង្គរ ហើយជាការជជែកថាតើមធ្យោបាយផ្លូវសមុទ្រអាចរួមចំណែកដល់ការបង្កើតចំណេះដឹងថ្មី តាមរយៈការបើកខ្សែស្រាវជ្រាវថ្មីដែលអាចជួយយើងឱ្យច្នៃឡើងវិញនូវគំហើញលាយឡំពីប្រវត្តិសាស្ត្រផ្លូវទន្លេរបស់រាជធានីអង្គរ។ ទោះបីទំនាក់ទំនងរាជធានីអង្គរជាមួយបណ្តាញទន្លេត្រូវបានសិក្សារួចហើយកាលពីដើមសតវត្សទី២០នោះ ការសិក្សាដោយបែងចែកតាមផ្នែកដែលបានធ្វើរួចកន្លងមក លើប្រធានបទ សម្ព័ន្ធភាពរាជធានីអង្គរ ចំពោះបរិស្ថានផ្លូវទឹកបានបង្កឱ្យមានការបកស្រាយដែលមិនឆ្លុះបញ្ចាំងពីភាពសាំញ៉ាំនៃ ប្រធានបទនេះទេ។ អ្វីដែលត្រូវ ដេញដោលនៅក្នុងអត្ថបទនេះគឺបុរាណវិទូ ដែលមិនបញ្ចូលមធ្យោបាយផ្លូវសមុទ្រ ចូលក្នុងការសិក្សាវប្បធម៌ដែលដូចរាជធានីអង្គរ ដែលផ្លូវទឹកដើរតួនាទីសំខាន់ ក្នុងបរិស្ថានតំបន់នោះ ទំនងជាភ្លេចចំណុចសំខាន់នៃវប្បធម៌ផ្លូវទន្លេហើយ។ តាមរយៈការអនុវត្តទស្សនាទានដូចជាទេសភាពវប្បធម៌ផ្លូវសមុទ្រ អ្វីដែលអាចទៅរួច គឺការរុញឱ្យផុតព្រំដែនមធ្យោបាយផ្លូវគោក ហើយរកមើលថាតើលក្ខណ្ឌបរិយាកាសនៃវប្បធម៌ដូចរាជធានីអង្គរ ដែលមានប្រព័ន្ធទន្លេ ជាមធ្យោបាយប្រាស្រ័យទាក់ទងចម្បង បង្កឱ្យមានការអភិវឌ្ឍសញ្ញាណចំណេះ និងមុខងារជាក់លាក់ដែលបង្កើតជា ទេសភាពវប្បធម៌ផ្លូវទន្លេយ៉ាងណា។ ឧទាហរណ៍មួយនៃមធ្យោបាយបែបនេះ នឹងផ្តល់ជាការសន្និដ្ឋាន ក្នុងការវិភាគស្ពានកំបោរនានា នៅក្នុងបណ្តាញដឹកជញ្ជូនរបស់រាជធានីអង្គរ។

The Mary LK 981 is the oldest surviving Shetland-built boat. Detailed recording of surviving examples of Shetland's boats has been rare, and where undertaken, has focused on analysing overall boat form rather than their biographies. However, previous work has been critiqued as too narrowly focused on hull form and the direct connection between Shetland's small boats and their Norwegian (or even Norse) antecedents. This paper presents new recording and analysis of the Mary's surviving remains taking an archaeological approach combined with historical and archival research providing a more complete biography of the Mary. We argue that the Mary is a unique survival of Shetland's vernacular boatbuilding tradition and its biography parallels important transitions in Shetland's nineteenth-century maritime economy. This work has dramatically cast into relief areas for future research into Shetland's vernacular boatbuilding and wider maritime history. [ABSTRACT FROM AUTHOR]

Abstract: Due to the circumstances of the loss of HMS Warrior and HMS Sparrowhawk in 1916, in which subsequent to disablement both had drifted and been towed unknown distances from the Jutland battlefield, they were not located in the 2015 Jutland survey. In August 2016 both ships were located and HMS Warrior was revealed to be a pristine warship wreck, the only example in this condition of the 25 ships sunk in the battle. HMS Sparrowhawk had a similar pattern of disturbance as seven of the other Battle of Jutland destroyer wrecks. The survey of these wrecks draws to a conclusion a long period of discovery at Jutland and raises questions as to how these important cultural artefacts should be treated in the future. [ABSTRACT FROM AUTHOR]

Modern interdisciplinary projects are connecting researchers from seemingly unrelated fields, like naval engineering and archaeology. However, archaeological remnants of the present days, such as ancient ships and ceramic transport containers, were created by engineers and artisans of the past. It is therefore meaningful to consider their function and construction from an engineering point of view, complementing the archaeological research. One track of the interdisciplinary project Archaeology of Adriatic Shipbuilding and Seafaring (AdriaS), founded by the Croatian Science Foundation, aims at better understanding of structural behaviour of the ancient seaborne structures, made of wood and ceramics. In addition, a reverse engineering method is considered in the analysis of underwater archaeological sites, by the simulation of capsizing of ancient ship. This paper presents the possibilities and limitation of the application of the state-of-the-art engineering methods in nautical archaeology. It focuses on the analysis of wooden and ceramics structures, particularly through the identification of open questions, and exploitation of proper material models. Moreover, it presents the complex fluid-structure interaction analysis of a ship capsizing event as a possible engineering tool for testing hypothesis. [ABSTRACT FROM AUTHOR]

Almost three decades ago J. Richard Steffy (in: Tzalas (ed) Tropis II, proceedings of the 2nd international symposium on ship construction in antiquity. Athens, pp 315-320, 1990, in: Tzalas (ed) Tropis III, proceedings of the 3rd international symposium on ship construction in antiquity. Athens, pp 417-428, 1995) voiced the need to standardize the recording and publication of shipwrecks. Cluster analysis of construction features is difficult if archaeologists record different and non-overlapping features. This paper discusses the necessity to standardize the recording and publishing of a set of consistent and compatible basic construction features when archaeologists assess, survey, or excavate wooden shipwrecks and proposes a methodology for the recording of wooden hulls. It also emphasizes the urgency of a wide and complete sharing of archaeological information in maritime archaeology. [ABSTRACT FROM AUTHOR]

This paper presents the findings from surveys carried out in March 2016 of two wrecks sunk during the Battle of Jutland. The remains of HMS Indefatigable had previously only been partially understood. SMS V4, was found and surveyed for the first time. They represent the first and last ships sunk and allow the timings of the opening and closing of the battle to be established. In the case of HMS Indefatigable, the discovery that the ship broke in two, seemingly unnoticed, substantially revises the narrative of the opening minutes of the battle. [ABSTRACT FROM AUTHOR]

This paper presents the most recent findings up to August 2016 of the extent to which the shipwrecks from the battle of Jutland have been exposed to salvage for metals. Commercial salvage of the wrecks is not new and archival research has traced salvage activity as far back as 1960. However over the last 15 years the rate at which metals have been extracted from them has increased significantly, so that now at least 65 per cent of the wrecks in the battlefield bear the scars of commercial salvage activity, where propellers and condensers in particular can be seen to have been removed. The majority of this activity is believed to be unauthorized by the governments of Britain and Germany who still own them. [ABSTRACT FROM PUBLISHER]

Nowadays, researchers widely employ the acquisition of point clouds as one of the principal type of documentation for cultural heritage. In this paper, different digital survey techniques are employed to document a wooden ancient shipwreck, a particular and difficult kind of archaeological finding due to its material characteristics. The instability of wood and the high costs of restoration do not always offer the opportunity of recovering and showing the hull to researchers and public and three-dimensional surveys are fundamental to document the original conditions of the wood. The precarious conditions of this material in contact with air could modify the structure and the size of the boat, requiring a fast and accurate recording technique. The collaboration between Ca' Foscari University and the Laboratory of Photogrammetry of Iuav University of Venice has given the possibility to demonstrate the utility of these technology. We have surveyed a sewn boat of Roman age through multi-image photogrammetry and laser scanner. Point clouds were compared and a residual analysis was done, to verify the characteristics and the opportunity of the two techniques, both of them have allowed obtaining a very precise documentation from a metrical point of view. [ABSTRACT FROM AUTHOR]

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The goal of this essay is to decipher the methods used by nautical archaeologists to create and to apply affiliations or identities to the assemblages they investigate under water. By collating 36 years of data from The International Journal of Nautical Archaeology, this author proposes that the methods applied are predominantly intuitive, and are not only susceptible to a variety of interpretive critiques, their intuitive nature also impacts the various historical narratives that the material culture becomes embedded within. The author concludes by arguing that the explication of methods is necessary for the discipline to continue to grow, and proposes that disengaging the identification of ancient and early medieval wrecks from a historical narrative is a route worth exploring. [ABSTRACT FROM AUTHOR]

The Projecto de Carta Arqueológica Subaquática do Concelho de Lagos ( PCASCL) aimed to locate, identify and protect existing underwater cultural heritage within the district's coastal area. This project was based on a five-phase methodology which included archival research, assessment, survey and conservation. PCASCL resulted in the discovery of five shipwrecks and several artefacts which were added to the Portuguese archaeological record. This also led to the development of a secondary project which focused on one of the five shipwrecks as well as proposals for an underwater archaeological park in Lagos. [ABSTRACT FROM AUTHOR]

Abstract: 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. [Copyright &y& Elsevier]

Lost after partial destruction by dredging in 1970, Arade 1 was a priority for the Centro Nacional de Arqueologia Náutica e Subaquática (CNANS). The upper part of the hull, lying over a 7-m-long area of the bed of the Arade river, was fully observed and recorded during the first two seasons (2001 and 2002) and dismantled in a third phase (2003). The 2004 and 2005 seasons aimed at the excavation, full recording and dismantling of the lower hull, briefly observed at the end of 2002. This second, detached, portion of the hull, was buried in the sediment and corresponds to midships. © 2008 The Authors [ABSTRACT FROM AUTHOR]

The laboratory report for a wood-sample taken from one of the ship-timbers discovered at the Dor D site for C14 analysis is completed. This dating result indicates a potential revision for the group of timbers in this deposit and, consequently, new chronological contexts for their construction characteristics. Subsequent excavation and survey in the lagoon has resulted in a revised interpretation for the components of the Dor D deposit. Taken together, this new dating and contextual evidence helps to clarify what these timbers can and cannot contribute to the understanding of trends in ship construction. © 2005 The Nautical Archaeology Society [ABSTRACT FROM AUTHOR]