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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.

This article retraces the principal activities of the Centre Camille Jullian – UMR 7299 (CCJ) in Mediterranean nautical archaeology from its beginnings with the pioneering underwater excavations of the Planier III and Madrague de Giens wrecks from the end of the 1960s, to the beginning of the 1980s, through the 1990s and the wrecks of Marseille’s ancient harbour, and up until the most recent developments. This latter period has seen the CCJ gradually extend its activities into father flung Mediterranean regions through international collaborations in Italy, Croatia, Egypt and the Black Sea, and the increasingly advanced integration of multiple interdisciplinary approaches. The theoretical and methodological foundations on which the innumerable projects of its researchers are based have allowed the study of ancient Mediterranean ships to be tackled in innovatory and constantly renewed ways. Cet article retrace les principales activités du Centre Camille Jullian – UMR 7299 (CCJ) en archéologie navale méditerranéenne depuis ses débuts avec les fouilles sous-marines pionnières des épaves Planier III et de la Madrague de Giens de la fin des années 1960 au début des années 1980, en passant par les épaves du port antique de Marseille dans les années 1990 jusqu’aux développements les plus récents. Ces derniers ont amené le CCJ à s’ouvrir graduellement vers les terrains méditerranéens par le biais de collaborations internationales en Italie, en Croatie, en Égypte ou en Mer Noire et à l’intégration de plus en plus poussée de multiples approches interdisciplinaires. Les assises théoriques et méthodologiques sur lesquels sont fondés les innombrables travaux de ses chercheurs ont permis d’approcher de façon innovante et sans cesse renouvelée l’étude des navires antiques de Méditerranée.

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.

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.

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.

Los yacimientos arqueológicos sumergidos vinculados a embarcaciones naufragadas hace décadas, siglos o milenios atrás, generalmente presentan una gran cantidad de condicionantes para las investigaciones científicas. Alrededor de la embarcación, o de los restos que se preservan de ella, es posible plantear múltiples preguntas relacionadas con su temporalidad, funcionalidad, origen espacial, hundimiento, identidad, entre muchas otras. Estas deben considerar el carácter dinámico de los contextos arqueológicos los cuales, lejos de ser unidades estáticas, se ven expuestos a una gran cantidad de factores de alteración que pueden modificar drásticamente sus características y particularidades. Así, resulta fundamental que los estudios interesados por este tipo de patrimonio desarrollen aproximaciones interdisciplinares orientadas a comprender integralmente la naturaleza y las dinámicas de los yacimientos; es imprescindible cuestionarse por todos los procesos a los que la nave se vio expuesta, incluso desde el momento de su construcción, hasta su transformación en sitio arqueológico. En este orden de ideas, el presente artículo de reflexión plantea un análisis de la relación entre los diversos elementos característicos del entorno y la materialidad asociada a dos naufragios ubicados en los canales de Manzanillo y de Bocachica en Cartagena de Indias, los cuales corresponderían a naves que presumiblemente participaron en la batalla de 1741. De esta manera, el análisis de los datos recopilados en dichas investigaciones permite inferir en discusiones de carácter teórico y metodológico relacionadas con los procesos de formación de sitios arqueológicos sumergidos, con el estado de conservación de las evidencias materiales y con la identificación de los naufragios.

Découverte en 2004 à l’occasion des fouilles archéologiques préventives entreprises à Naples pour la construction de la station du métro de Piazza Municipio, l’épave Napoli A a fait l’objet d’une étude détaillée mêlant les analyses architecturale, xylologique, dendrochronologique et radiocarbone, permettant in fine la restitution des structures et des formes d’origine. Au terme de ces analyses, il apparaît que ce petit navire de commerce, construit localement, a subi de nombreuses réparations lors de sa longue existence. Avant d’être abandonné près d’une jetée du port à la fin du ier siècle, ce voilier fut probablement utilisé dans une zone bien définie de la Méditerranée occidentale, à savoir la partie centrale et orientale de la mer Tyrrhénienne. The Napoli A wreck was discovered in 2004 during salvage excavations in Naples for the construction of the Piazza Municipio metro station. It was the subject of a detailed study combining architectural, xylological, radiocarbon and dendrochronological analyses that ultimately led to the reconstruction of the structure and form of the original ship. Thanks to these analyses, it appears that this small trading vessel, built locally, was repaired several times during its long existence. Before being abandoned near a pier at the end of the 1st century, this sailing ship was probably used in a well-defined area of the western Mediterranean corresponding to the central and eastern part of the Tyrrhenian Sea.

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.

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.

This report explores a hypothesis that the Norman's Bay shipwreck is the Wapen van Utrecht, a 64-gun Dutch ship lost during the Battle of Beachy Head in 1690. The shipwreck, found off the Sussex coast, was designated by the Protection of Wrecks Act (1973) in 2006, when it was speculated that the wreck was the English 70-gun ship Resolution, lost in the Great Storm of 1703. Dendrochronology dates the vessel after the middle of the 17th century AD, however, with timbers from Germany or the Low Countries. Initiatives by the Nautical Archaeology Society to bring the protected wreck to a wide public are also discussed.

Whether at sea or on inland waters, the use of water transport by the prehistoric populations of north-western Atlantic Europe is not a particularly amenable subject. This is largely due to a lack of key pieces of evidence in the archaeological record, namely the boats themselves, on which such journeys were made. This lack is primarily due to differential preservation. But other sources can contribute ; ethnological and historical studies suggest that after abandonment the components of many boats were often recovered for recycling, resulting in the disappearance of many of them. In addition, some less substantial boat remains are unlikely to be recognised during excavation because only dugouts and plank-built boats survive in an easily recognisable form. Despite the limitations of the evidence, it is possible to clarify some chronological and functional aspects of prehistoric navigation practices from numerous indirect sources in the archaeological record. The pioneering colonisation of islands and certain coastlines constitutes primary evidence of the first maritime navigation, whilst faunal data provide indicators of the intensity, even the rhythm of navigation. Fishing, on the other hand, is always difficult to interpret as evidence for navigation per se. As far as northern Atlantic Europe is concerned, which we have chosen to focus on in this study because of the quality of the relevant data, we can also clarify some modalities and probable rhythms of navigation based on our understanding of the environments in which the boats evolved and by which they were strongly constrained in terms of their technical development. Diachronic analogy with the more recent history of such vessels, in different nautical environments, can also offer some clues to plausible modes of transport. In this way, one can approach the non-instrumental methods that were undoubtedly used when travelling at sea out of sight of land, whilst at the same time suggesting that maritime navigation mainly involved cabotage, keeping the coast in sight. Estuaries, at the same time havens of maritime refuge and the link between sea-going routes and the river networks, came to be nodal points for navigation. In northern Atlantic Europe, the density and omnipresence of watercourses creates a unique system ideally suited to travel by boat. For long-distance journeys, there was a break in the travel pattern as cargoes had to be transported from the rivers of one drainage basin to another, an integral part of transport network recorded in the earliest documents available. The continental transport system was no doubt conceived as a sort of ‘ amphibious‘ affair. In addition to indirect evidence and environmental studies, analysis of direct evidence such as the infrequent remains of boats themselves, their equipment and visual representations where they have survived is of course a fundamental source for this subject. But we are still limited by significant gaps in our understanding of this field ; despite thousands of years of boat use and even more thousands of kilometres of coast, river course and lake, we can only identify a few examples of architectural ‘ families’, drawing together groups of boats related by morphology, structure and components, in addition to historical association. With the exception of dug-outs, each of these ‘ families’ is represented by only a few remnants. Furthermore, this understanding is biased in favour of more recent boats made of wood, better preserved than their counterparts made from hides stretched over an organic frame, if they existed at the same time. Given the paucity of direct evidence for this period, it is impossible to define the exact nature of all the boats then used, nor to attribute them to a natural environment prescribing a particular evolution. One can however open and delimit the field of possibilities, based on an analytical method put forward by S. McGrail in various publications. In inland waters, in addition to dugouts, which constitute the best known technical tradition, one might come across rafts used as platforms, containers or means of transport for downstream navigation. But the biggest absence in the archaeological record, although probably present in all marine and riverine contexts, perhaps even before dugouts, is that of boats of skin stretched over a pre-assembled organic frame. Their paradoxical absence is no doubt due to the eminently perishable nature of their components, the reason for their disappearance without trace. It was not until the end of the 3rd millennium BC that the great boats of the ‘ sewn plank’ tradition appeared, introducing a type of boat with the promise of a bright future. With the exception of the latter, all these vessels could have been in use at the same time and sometimes on the same waterways, though probably not for the same uses., Que ce soit en mer ou dans les eaux intérieures, l’usage des moyens de transport nautiques par les populations préhistoriques ne se laisse pas aisément approcher. On doit en effet composer avec la grande rareté des principaux témoins : les embarcations sur lesquelles se sont effectuées les navigations. Malgré cette limite posée par la documentation, il est possible de préciser certains aspects chronologiques et fonctionnels à partir des sources indirectes qui nous sont accessibles dans l’enregistrement archéologique et en analysant les témoins directs que constituent les rares épaves, équipements et représentations qui nous sont parvenus. Pour ce qui concerne l’Europe atlantique, sur laquelle est centrée cette étude, nous pouvons aussi préciser quelques données concernant le rythme et les contraintes qui s’y appliquaient sans doute en nous appuyant sur la connaissance des milieux dans lesquels évoluaient les embarcations, et auxquels elles étaient fortement soumises en termes d’adaptation de leur système technique. L’analogie diachronique avec l’histoire plus récente de ces moyens de transport peut aussi nous ouvrir quelques pistes quant aux modalités de déplacement plausibles. Si la revue de tous ces faisceaux d’indices ne permet pas de définir la nature exacte de toutes les embarcations alors utilisées, on peut cependant ouvrir et délimiter le champ des possibles. Il inclut une large variété typologique réalisée à partir de perches, de fûts, de planches et de fagots végétaux, parfois revêtus de peaux tendues, composant différents types d’architectures : radeaux, pirogues, bateaux de peaux, bateaux de planches assemblées. À l’exception du dernier type, qui n’apparaît vraisemblablement que vers la fin de la Préhistoire européenne, ces dispositifs ont pu, pour la plupart, naviguer au même moment et parfois sur les mêmes voies d’eaux, mais probablement pas pour les mêmes usages., Philippe Michel. Un état des connaissances sur la navigation préhistorique en Europe atlantique. In: Bulletin de la Société préhistorique française, tome 115, n°3, 2018. pp. 567-597.

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.

© 2017 The Authors. International Journal of Nautical Archaeology © 2017 The Nautical Archaeology Society. This article reports the results of using a sector-scan sonar to record diverse submerged archaeological sites in shallow and deep water. The Kongsberg MS1000 sector-scan sonar was developed for commercial applications, typically underwater inspections of bridges, dams, ports and harbours. The ability of the device to rapidly generate high-quality, geometrically accurate scans of submerged features, coupled with its ease of use and deployment make it a potentially important, yet largely overlooked, tool for survey and management of underwater archaeological sites. As one of several technologies available, the paper examines its advantages and limitations, and considers, through case studies, under which conditions it is most effectively deployed.

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.

The Indian Ocean and its adjoining seas, from the Middle East and East Africa to Southeast Asia, have been witness to the nautical ventures of most, if not all, major sea powers of world history. Progress in nautical archaeology in the past few decades has brought about a much better understanding of shipbuilding traditions of the Indian Ocean, until then limited to textual and ethnographic sources. Only a few shipwreck sites and terrestrial sites with ship remains have been studied so far along the shores of the Red Sea, the Persian Gulf, or the Indian Ocean proper. Many more were found in recent excavations in the Southeast Asian seas, which were built along Southeast Asian or Indian Ocean shipbuilding traditions. Two main technical traditions can now be clearly identified for pre-modern times: the Arabo-Indian sewn-plank ships of the western Indian Ocean, which survived into our times, and the Southeast Asian vessels that evolved from a distinctive sewn-plank technology to fully doweled assemblages, as could still be observed in Indonesian vessels of the late 20th century. The still limited number of shipwrecks brought to light in the Indian Ocean as well as the considerable imbalance in archaeological research between the Indian Ocean proper and the Southeast Asian seas have hindered the advancement of the discipline. Considerable difficulties and interpretation problems have moreover been generated by biased commercial excavations and subsequent incomplete excavation records, not to speak of the ethical problems raised in the process. Such deficiencies still prevent solid conclusions being drawn on the development of regional shipbuilding traditions, and on the historical role of the ships and people who sailed along the essential Indian Ocean maritime networks.

The Maenam Noi kilns are situated alongside the river by that name, a tributary of the Chao Phraya, in Singburi province, Bang Rachan district. The river system connected the kilns to the capital city and international trading port of Ayutthaya. From the 15th through 17th centuries, these kilns provided the huge quantities of storage jars in various standard shapes and sizes used to ship all manner of commercial goods from the port into the world. Evidence for the production, use (and reuse) of Maenam Noi jars is particularly rich. Several kilns have been excavated and are among the largest kiln structures known in Southeast Asia. Jars are found on shipwrecks spanning the Cape of Good Hope to the coast of Vietnam, and a wreck recently recovered from Cambodian waters holds a virtual inventory of wares from the kiln. In Japan, finds of the jars in the deep and well dated archaeological site of the port city of Sakai have provided evidence for a chronology of jar shapes. Finally, the many roles assumed by the jars within cultures that received them range from storage containers for sulfur (an ingredient of gunpowder) in Sakai to secondary burial vessels in upland Cambodia., Les fours de Maenam Noi sont situés le long de la rivière de même nom, un affluent de la Chao Phraya, dans la province de Singburi, district de Bang Rachan. Le système fluvial reliait les fours à la capitale et au port de commerce international d’Ayutthaya. Du XVe au XVIIe siècle, ces fours fournissaient d’énormes quantités de jarres de stockage de tailles et de formes diverses et standardisées utilisées pour expédier toutes sortes de marchandises commerciales du port vers le monde. Les preuves de la production, de l’utilisation (et de la réutilisation) des jarres de Maenam Noi sont particulièrement abondantes. Plusieurs fours ont été fouillés et font partie des plus grandes structures de fours connues en Asie du Sud-Est. On trouve des jarres dans les épaves mises au jour du cap de Bonne-Espérance aux côtes du Vietnam. Une épave récemment fouillée dans les eaux cambodgiennes a produit un inventaire virtuel des productions du four. Au Japon, les jarres issues du site archéologique sous-marin bien daté dans la ville portuaire de Sakai ont fourni des données sur la chronologie des formes de jarres. Enfin, les usages de ces jarres dans les cultures qui les ont reçues sont nombreux, des conteneurs pour le soufre (un ingrédient de la poudre à canon) à Sakai aux inhumations secondaires dans les hautes terres du Cambodge., Cort Louise Allison. Container Jars from the Maenam Noi Kilns, Thailand: Use and Reuse along Maritime Trade Routes in Asia. In: Bulletin de l'Ecole française d'Extrême-Orient. Tome 103, 2017. pp. 267-296.

In the first century B.C., a stone carrier sank off the Aegean coast of Turkey at Kizilburun transporting all the elements of a monumental marble column, including a single Doric capital and eight drums. The 60-tonne cargo lay at a depth of 45–48 m and was excavated in its entirety by the Institute of Nautical Archaeology at Texas A&M University between 2005 and 2011. Ongoing research has shown that the Doric column pieces in the Kizilburun cargo originated in the marble quarries on Proconnesus Island in the Sea of Marmara and were very likely heading for the Temple of Apollo at Claros when the ship sank just 50 km short of its destination. The complete recovery of the ship’s cargo posed a unique set of methodological challenges involving lifting the multi-tonne marble drums without disturbing the delicate waterlogged wooden hull remains preserved beneath. This report summarizes the solutions developed over five seasons in order to rig, hoist, move, and ultimately raise to the surface eight large ancient marble column drums (as well as all the other marble artifacts in the cargo) from a depth of almost 50 m under water.

[EN] 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., [ES] Compartir información es un proceso fundamental para el desarrollo de las ciencias naturales y sociales. Partiendo de la idea de que las computadoras e Internet han cambiado drásticamente el mundo en las últimas décadas, este trabajo aboga por la creación de un espacio en el que arqueólogos de alrededor del mundo puedan compartir información sobre historia marítima e intercambiar datos con otros colegas. Siguiendo los principios del libre acceso, sostenemos que la publicación de datos en bruto es necesaria y significativa para el desarrollo y democratización de la disciplina. Este artículo explica los fundamentos de la Biblioteca Digital de Arqueología Náutica (NADL: https://nadl.tamu.edu/) y sus esfuerzos por estandarizar el registro de la información sobre naufragios y sitios relacionados, para que los investigadores puedan crear una comunidad de divulgación, tanto de datos primarios como de información completa en el campo de la arqueología marítima. Para lograrlo, nuestro propósito es contribuir al desarrollo de una metodología y terminología común que promueva un diálogo inteligible entre la comunidad global de arqueólogos náuticos. En este artículo presentamos algunas consideraciones sobre la terminología y la sistematización en las disciplinas científicas y discutimos los problemas teóricos y metodológicos vinculados al proceso de creación de una plantilla para el registro de naufragios. Además, reflexionamos sobre algunos de los problemas relacionados con la estandarización de los procesos descriptivos y la necesidad de crear un sistema flexible que refleje la diversidad de los datos. Finalmente, discutimos cómo la ciencia se ve enormemente favorecida por la publicación de información en plataformas de libre acceso., This paper is a result of a T3 Texas A&M University grant. We want to thank the NADL community for their input. This paper is based on extensive discussions among the community. We would also like to thank Prof. José Luis Lerma, the editorial team of VAR and the reviewers for their insightful comments.

Treballs Finals de Grau Arqueologia, Facultat de Geografia i Història, Universitat de Barcelona, Curs: 2018-2019, Tutor:Verónica Martínez Ferreras, [spa] En el presente trabajo se han analizado los restos materiales del yacimiento de Cala Culip (Cap de Creus, Girona), y los condicionantes náuticos y técnicos de la zona, con el fin de evaluar la función de la cala en relación a las rutas marítimas del Mediterráneo noroccidental en época tardo-republicana y alto-imperial romana. Desde la perspectiva metodológica del estudio del Paisaje Cultural Marítimo y haciendo uso de las nuevas tecnologías y bases de datos disponibles, este trabajo permite descartar las hipótesis planteadas hasta el momento sobre el uso de la Cala como fondeadero. Si bien no se trata de un estudio concluyente ni excluyente, sí contribuye al conocimiento de los sistemas y dinámicas de navegación comercial, en ambas direcciones, entre Hispania Citerior-Tarraconensis y la Gallia Narbonensis., [eng] The present paper analyzes the material remains of the archeological site in “Cala Culip” (Cap de Creus, Girona) as well as the nautical and technical constraints of the area. The goal of that is to evaluate the role of the cove regarding the maritime routes of the Northwestern Mediterranean Sea in late Roman-Republican era and high-imperial era. Through the methodological perspective of Cultural Maritime Landscape studies and having used the latest technologies and databases available, the results allow for the rejection of the hypothesis supporting the usage of “Cala Culip” as an anchorage in those periods. Considering this paper as neither conclusive nor excluding, it contributes to the knowledge and understanding of the commercial navigation dynamics in both Hispania Citerior-Tarraconesis and Gallia Narbonensis ways.

La playa de Boca Chica se extiende aproximadamente 12 kilómetros a lo largo la costa sur de Texas, en el condado de Cameron, entre el paso de Brazos Santiago y la desembocadura del río Bravo (río Grande) en la frontera entre Texas y México. Se tienen noticias del naufragio de más de 165 barcos históricos a lo largo de la costa sur de Texas, de los cuales, al menos cuatro o parte de ellos, han sido descubiertos hasta el momento. El más conocido de estos naufragios es el pecio 41CF184, apodado Boca Chica No. 2, que ha adquirido un estatus casi mitológico en la región, ya que durante mucho tiempo se le ha vinculado de forma circunstancial al buque de guerra mexicano Moctezuma, el cual, no por casualidad, resulta ser uno de los naufragios más famosos de la región. ¿Es Boca Chica No. 2, el famoso buque de guerra que, en alguna ocasión, se consideró un “buque fantasma” debido a la frecuencia con la que eludía a las patrullas texanas? La evidencia sugiere lo contrario, pero la importancia, tanto de la nave histórica como del yacimiento arqueológico, invita a reexaminar este misterio no resuelto.

[EN] This essay provides an interdisciplinary theoretical and methodological framework for the study of ships considered as artefacts and objects of the Global history. Aspects related to the research carried out with the ForSEAdiscovery project in relation to the elaboration of a historical-archaeological GIS of the submerged landscape of relations between Spain and America in the 16th to 18th centuries are described and underlined, but highlighting the importance to develop new tools for the correct use of historical data. The essay also focusses into the idea of consilience, understood as the capacity and willingness to join knowledge of different methodologies in order to create a unified framework in studies on maritime landscape and underwater cultural heritage., [ES] Este ensayo aporta un marco teórico y metodológico interdisciplinar para el estudio de los barcos considerados como artefactos y objetos indiscutibles de la Historia global. Se describen y comentan aspectos relacionados con la investigación llevada a cabo con el proyecto ForSEAdiscovery en relación a la elaboración de un SIG histórico-arqueológico del paisaje sumergido de las relaciones entre España y América en los siglos XVI al XVIII, pero subrayando la necesidad de desarrollar herramientas de análisis para la correcta utilización de los datos históricos. Profundiza en la idea de consiliencia, contemplada ésta desde la capacidad y voluntad para unir conocimientos de diferentes metodologías con el fin de crear un marco unificado de entendimiento en los estudios sobre paisaje marítimo y patrimonio sumergido.

This chapter analyses the functionality and applicability of procedural computer-based modelling techniques in the field of nautical archaeology. To demonstrate this approach, an interactive procedural model of the lower hull timbers of a sixteenth-century European merchant ship was developed through a process of prototype implementation, and an evaluation of the usefulness and effectiveness of the prototypes developed was carried out using the timbers from the hull remains of the Belinho 1 shipwreck, found in Portugal in 2014. The 3D model was created using Houdini, a procedural node-based 3D software package. A basic collection of the main timber components of a ship’s lower hull was defined, and functional rules were created for each timber, based on real-world ship design and construction processes. Then the rules were incorporated into the logic of the procedural modelling algorithm, and the resulting model was changed by using the Belinho 1 shipwreck scantlings. The results, which will be discussed, were satisfactory, except for the planking, which is a very complex part of the shipbuilding process and deserves future attention.

On 3 March 1677, French Vice-Admiral Jean d'Estrees launched an assault on an inferior Dutch squadron, commanded by Jacob Binckes, anchored in Rockley Bay, Tobago. The French attack was defeated, but a total of 12 warships on both sides were sunk. The Rockley Bay Research Project, supported by the Institute of Nautical Archaeology and the University of Connecticut began an archaeological investigation of the battle in 2012. At least one of the Dutch men-of-war lost in the battle has been found, TRB-5. The article is a preliminary report on the work that has been carried out so far.

This chapter explores the well-preserved lower hull of the Emanuel Point Shipwreck during two campaigns of methodical excavation. We investigate and study the ship’s central mainmast and pump well; the tail end of the structure, including the sternpost and displaced rudder; and the collapsed bow section, with anchor and gunport covers. Perhaps 40 percent of the shipwreck site is explored, allowing critical dimensions of the ship’s structure to be measured for an estimation of its cargo capacity (tonnage).

Boca Chica Beach spans the south Texas coast in Cameron County for a distance of roughly 12 kilometers between Brazos Santiago Pass and the mouth of the Rio Grande River at the Texas and Mexican border. More than 165 historic ships have been reported lost along the south Texas coast in this general area and at least four, or portions thereof, have been discovered so far. The most well-known of the shipwreck remains is archeological site 41CF184, nicknamed Boca Chica No. 2, which has gained almost mythological status in the region as it has long been circumstantially linked to the Mexican warship Moctezuma; not-so-coincidentally one of the most famous shipwrecks in the region. Is Boca Chica No. 2 the famous warship, once believed to be a “phantom” because it so often eluded the Texian patrols? Evidence suggests otherwise but the significance of both the historic ship and the archeological site invite reexamination of this unresolved mystery.

Southeast Asian polities were destined to play an active role in the world economy because of their location at the crossroads of East Asian maritime routes and their richness in commodities that were in demand in the whole of Eurasia. For a long time, historians restricted their role to examination of regional peddling trade carried out in small ships. Research on ships and trade networks in the past few decades, however, has returned considerable agency to local societies, particularly to Austronesian speakers of insular Southeast Asia, from proto-historic to early modern times. As far in the past as two thousand years ago, following locally developed shipbuilding technologies and navigational practices, they built large and sophisticated ships that plied South China Sea and Indian Ocean routes, as documented by 1st-millennium Chinese and later Portuguese sources and now confirmed by nautical archaeology. Textual sources also confirm that local shipmasters played a prominent part in locally and internationally run trade networks, which firmly places their operations into the mainstream of Asian global maritime history.

Excavations at Yenikapi 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.

In the 1980s, the Bulgarian Centre for Underwater Archaeology, led by Dr Kalin Porozhanov, undertook limited work on a post medieval wreck lost off Cape Urdovize, near the town of Kitten. In 2000, the Institute of Nautical Archaeology and the Centre for Underwater Archaeology returned to excavate and record the shipwreck in detail. The largest and arguably most important artefact was the hull itself, as it is the first complete excavation of a Black Sea merchantman, dated to the late 18th or very early 19th century. This paper offers a complete and corrected description of the structure of the vessel.

Between 2000 and 2003, the Institute of Nautical Archaeology in collaboration with the Bulgarian Centre for Underwater Archaeology excavated the remains of an Ottoman period shipwreck in the southern bay of the town of Kitten, Bulgaria, dating to the reign of Sultan Selim III (1789–1807). This article discusses the smoking pipes and paraphernalia found on the wreck. The studied material offers a refinement to the dating of Ottoman pipes and proposes a reading of Ottoman pipe stamps from the Balkans that were hitherto considered undecipherable.

The Tektas Burnu ship (440–425 BC) sank along a rough and desolate stretch of the Turkish Aegean coast. Archaeological excavation of the shipwreck site by the Institute of Nautical Archaeology at Texas A&M University resulted in the retrieval of hundreds of small fragments from the ship's wooden hull and its metal fasteners. Recent study of this artefact assemblage suggests that the coastal trader was built with pine planks and made-frames, and assembled by a shell-based construction method. Fasteners include pegged mortise-and-tenon joints and double-clenched copper nails, and the ship may have had laced extremities consistent with other contemporaneous shipwrecks.

The Projecto de Carta Arqueologica Subaquatica 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.

This is an author accepted manuscript of the article which was published in the International Journal of Nautical Archaeology, http://onlinelibrary.wiley.com/doi/10.1111/j.1095-9270.2012.00365.x/epdf.

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 Yenikapi, 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

© 2012 The Author This is the peer reviewed version of the following article: International Journal of Nautical Archaeology, 2012, 41 (2), pp. 327-339, which has been published in final form at http://dx.doi.org/10.1111/j.1095-9270.2012.00347.x. This article may be used for non-commercial purposes in accordance With Wiley Terms and Conditions for self-archiving.

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.

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. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society.

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 Adasi (Antalya region) and Kepce Burnu (Mugla region); Dokuz Eylul 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

Dendrochronology has proved useful in suggesting the provenance of timbers in northern Europe, particularly for ship-timbers, which may have originated from a distant source. Historical chronologies are usually derived from timbers of uncertain origin. In trying to provenance a new chronology, therefore, trends in the geographical distribution of statistical matches should be viewed, rather than individual strong matches. While it is usual to test a site-chronology created from several individual timbers, in a situation such as the Mary Rose, where individual timbers may have been sourced from several regions, the matches of individual timbers may shed light on their origins. © 2010 The Author © 2011 The Author. International Journal of Nautical Archaeology © 2011 The Nautical Archaeology Society.

The waters of Puerto Rico harbour the remains of thousands of years of human occupation. The island played a key role in thefirst decades of European exploration of the New World, and its coasts and estuaries have preserved an extensive record of theisland’s maritime history, before and after the arrival of the Europeans. The objective of this project is to study Puerto Rico’sseafaringhistorythroughtheinvestigationofitssubmergedculturalheritage,withaparticularfocusonthehistoryofEuropeanshipbuilding. In 2008 the authors started with survey on the north coast.© 2009 The Authors

The 2002 Joint Expedition of the Institute of Nautical Archaeology and the Centro Nacional de Arqueologia Nautica e Subaquatica examined Phoenician maritime involvement in Portugal, combining archaeological, geological and geophysical surveys of former coastal sites—Santa Olaia, Abul and Castro Marim—where previous excavations have uncovered Phoenician remains. Significant geomorphic evolution of bay-head delta and estuarine settings masks the fact that Phoenician sites were situated at the head of marine embayments or on estuary margins, had easy access to the sea, and immediate access to at least one natural anchorage. All sites exhibited topographical criteria familiar from Phoenician trading-stations and merchant outposts in the Mediterranean. © 2009 The Authors

In the first half, probably the second quarter, of the sixth century B.C.E., a ship sank off the coast of Pabuc Burnu, Turkey, southeast of Bodrum (ancient Halikarnassos). Excavated by the Institute of Nautical Archaeology in 2002 and 2003, the preserved ceramic cargo and hull remains of the vessel provide evidence for the development of production and exchange systems in the Archaic period. The circulation of agricultural products in a moderatesized merchant vessel-carrying a load of well under 10 tons-speaks for a practice of local transport designed to operate in a rather different framework of consumption from the exchange of luxury items catalogued by early Greek lyric poets or the optimized mechanisms utilized in the markets of classical Athens. This preliminary report of the ship's cargo and construction situates the vessel within the developing commercial environment of standardized quality and quantity in the archaic eastern Mediterranean.

This article covers 30 years of the representation of nautical archaeology on television. It criticises and positions current research, then develops an objective methodology for examining television documentaries. The relationships and similarities between television documentaries and academia and the wider professional and amateur discipline is debated. Original research, which argues for a structure that is ever-present in nautical archaeology as in popular culture and academia, is deconstructed, and the implications reviewed. A sequence of images is defined and it is demonstrated that this forms a ‘unique selling-point’ used by both television and the academic discipline. © 2008 The Author

Between 1967 and 1974, the island of Cyprus was a centre of maritime archaeology in the eastern Mediterranean. Individuals such as Michael and Susan Katzev, George Bass, Jeremy Green and Richard Steffy were living on and visiting the island, and testing and developing methods still common in the discipline. The hostilities on Cyprus in the summer of 1974 and the implementation of international regulations limiting archaeological work in the northern portion of the island, however, had repercussions still evident today. This article summarizes past maritime archaeological work along the northern coastline, addresses the regulations limiting archaeological activity in the region and discusses a new training program licensed by the Nautical Archaeology Society aiding in the protection of the island’s maritime heritage representing approximately 10,000 years of activity.

Various desalination, drying, consolidation and reconstruction strategies have been employed in the conservation of an unparalleled collection of Bronze Age glass ingots found on the Uluburun shipwreck, excavated by the Institute of Nautical Archaeology (INA) between 1984 and 1994. Presented here are the results of a survey undertaken to determine the effects of these different treatments. Included is an in-depth description of the treatment of four ingots, as well as the use of different gap-filling materials: Paraloid ® B-44, Multiwax W-445, a cellulose powder/Paraloid ® B-72/fumed silica mixture and a two-part epoxy putty. A general treatment approach for ancient glass excavated from a marine environment is suggested based on the conservators' experiences, the findings of the survey report and the re-examination of treated ingots.