A prequel to his ‘World’s end’: British military outposts in the ‘ring fence’ around Australia 1824–1849, this book by prize-winning historian and keen sailor Alan Powell celebrates the small ships of Australia’s colonial navy. Brigs, cutters, schooners and sloops were pressed into service in a rag-tag assembly of ‘seagoing maids of all work’, cramped and overloaded with provisions, building materials, livestock and even convicts. The crews of these ‘doughty little craft’ sailed with courage and often blind faith in their ultimate survival as they toiled through some of the world’s most treacherous seas to deliver life-preserving supplies to the military outposts that ringed Australia in the early nineteenth century.

This volume presents a new reconstruction of the Norwegian Viking-Age ship from Oseberg, dated to 820 AD. In 1987 a full‐scale reconstruction of the ship, was built based on drawings made of the exhibited ship. The reconstruction, Dronningen, capsized and sank during the first test‐sailing, giving rise to many questions, concerning the ships original performance. The purpose of the present work has been to reconstruct the ship’s form and construction anew. In 2012, a new full‐scale reconstruction, Saga Oseberg, was built based on the new reconstruction. The subsequent test‐sailing revealed that the Oseberg Ship was originally technically advanced and seaworthy, and the former skepticism regarding the ship’s sailing abilities can now be disproved.

The Faroese boat has been developed and adapted to the special sailing conditions around the Faroe Islands with strong currents and sudden gusts. The boat was primarily developed as a rowing boat but could also be powered by sail. It was built in different sizes, but the boatbuilders always had to rely on materials imported from abroad or in addition use driftwood for various boat components. This volume presents the building and use of the Faroese boat. It shows the boat’s great importance to the Faroese society, for fishing and transporting people and goods. The building process, craftsmanship and seamanship are examined in great detail, and the maritime history of the Faroese Islands from the Viking Age and until the 1970’s are presented.

Like Columbus, Ferdinand Magellan thought that Europeans could reach the Far East by sailing West. He aspired to dominion, displaying military prowess, navigational skill, powers of persuasion and unwavering determination. Bettering Columbus, his venture led to the circumnavigation of the world by European seamen, the most audacious in maritime history. He proved his theory possible, dying in the process. 500 years have now passed since Magellan’s voyage. Allen Mawer closely examines the historical sources, charts and eyewitness records and considers afresh what we can know of Magellan and the details of his voyage.

For 70 years powerful countries despatched expeditions to explore the south polar regions. By 1843 they had seen enough to realise that this most remote and impenetrable place offered considerable danger and no strategic or economic benefit. The great nations turned away. In the 1880s Melbourne’s men of science formed a committee to revive interest in Antarctic exploration. They canvassed the colonies and the world in attempts to raise an expedition. Ultimately unsuccessful, they did though inspire the first publicly recorded landing on the Antarctic continent by Henrik Bull and the crew of his whaling expedition. This created a sensation and led to the first overwintering on the Antarctic continent by crewman C.E. Borchgrevink’s expedition. The book outlines early Antarctic exploration and concentrates on Melbourne’s Antarctic Exploration Committee and the voyages of Bull and Borchgrevink.Andrew McConville is a reference and research librarian at the State Library of Victoria. Andrew has a particular interest in the history of 19th century Antarctic exploration.

When Vasa was raised in 1961 a lost world was revealed in astonishing detail. Among the most remarkable finds were the remains of the rigging. Normally shipwrecks offer only a few clues to the structure above the waterline, but on Vasa the lower masts, a myriad of blocks and deadeyes, hundreds of metres of rope and cable and – most astonishingly – nine sails from the ship and its boat survive. The unique finds provide an unparalleled opportunity to reconstruct the rigging in detail and to form an understanding of how ships were sailed in the seventeenth century. With a sail plan, rigging, and steering gear that are substantially different to the classical full-rigged ship of the nineteenth century, the evidence from Vasa paints a vivid picture of ship-handling in the Age of Sail. Vasa II Part 1 presents more than a thousand finds of wood, metal, and cloth from the most complete rig to survive from before 1800, which form the basis for a complete reconstruction of the rig and sailing performance of a large warship of the 1620s.

While terrestrial archaeology has engaged with contemporary philosophy, maritime archaeology has remained in comparative disciplinary – or subdisciplinary – isolation. However, the issues that humans face in the Anthropocene – from global warming to global pandemics – call for transdisciplinary cooperation, and for thinking together beyond the confines of the human-centered philosophical tradition. Growing areas such as the “blue humanities” and “oceanic thinking” draw directly on our maritime past, even as they ponder the future. Theoretically engaged maritime archaeologists could contribute significantly to these areas of thought, as this volume demonstrates. The essays collected here serve as jumping off point, which opens new ways for maritime archaeologists to engage with the most important problems of our time and to benefit from the new insights offered by object-oriented and flat ontologies. The book gathers the analytical thinking of archaeologists, philosophers, marine biologists, and media theorists, and pushes those observations deep into the maritime realm. The contributions then branch out, like tentacles or corals, reaching into the lessons of oil spills, cephalopod hideouts, shipwreck literature, ruined monuments, and beached plastics. The volume concludes with a series of critical responses to these papers, which pushes the dialogue into new areas of inquiry. Taken as a whole, the volume emphasizes that the study of the past is more relevant than ever because serious consideration of our watery world and all its inhabitants is increasingly necessary for our collective survival. This volume takes the first steps toward this reckoning and, as such, it promises to be an important new contribution to lecture and conference halls around the world where oceans and the Anthropocene are under study.

Models of non-European watercrafts are commonly found in museum collections in the UK and throughout the world. These objects are understudied, rarely used in museum displays and at risk of disposal. In addition, there are several gaps in current understanding of traditional watercraft from the Indian Ocean, the region spanning from East Africa through to western Australia. Using models of a range of boats from 13 museum collections throughout the UK, this book considers the value of these objects for both researchers and museums. The book explores how models can help us to understand traditional boats and boat-building practices, some of which no longer exist. Two case studies investigate a number of ideas about the physical attributes of these objects and how representative they are of full-size vessels. In addition, the wider cultural processes and contexts of the models are considered, including ideas about collecting, miniaturisation and the iconic symbolism of watercraft. The aim of this publication is to encourage the use of models of boats from the Indian Ocean and throughout the world in future studies of traditional watercraft. At the same time, the research presented here will help museums to re-evaluate the significance of model boats in their collections, and to use them in displays in the future to explore a range of narratives.

The Kyrenia Ship, a Greek merchantman built around 315 BC, which sank off the north coast of Cyprus was excavated between 1968 and 1972 under the direction of Michael L. Katzev of the University of Pennsylvania and Oberlin College. The importance of this ship lies in the exceptionally well-preserved hull that provided new insights into ancient shipbuilding, as well as the cargo it carried. The hold was stacked with transport amphoras of various types made on Rhodes, with a few examples from Samos, Kos, Knidos and Cyprus (?), supplemented by a consignment of millstones, iron billets and almonds. The cabin pottery from Rhodes also suggests this was the vessel’s home port, a conclusion supported by most of the scientific ceramic analyses. Its trade route included Rhodes, Cyprus and the Levant with perhaps Egypt as a final destination. This volume provides a detailed history of the excavation followed by definitive studies of the amphora cargo and the pottery associated with shipboard life. Some of the amphora stamps suggest that the ship sank between 294 and 291 BC, dates corroborated by the cabin wares. The repetition of four drinking cups (kantharoi), oil containers (gutti), wine measures (olpai), as well as bowls and saucers, suggests that the ship was sailed by a crew of four. Seven bronze coins were recovered, five minted in the name of Alexander the Great and one well-known type of Ptolemy I produced only on Cyprus.

In a process analogous with the impact of aerial photography on landscape archaeology, marine geophysics is locating the remains of thousands of shipwrecks across the seabed of the globe. This research project set out to establish whether all of the shipwrecks in a given geographic region could be identified by name through the mutual study of the 3D models of the shipwrecks, alongside the historic text of shipping losses in the same area.All of the 273 shipwrecks in a 7,500sqm study area in the Irish Sea were surveyed using multibeam echosounder. The methodologies subsequently developed to identify the wrecks enabled names to be given to 80% of the unknown ships, verified by their dimensions, their geographic position, and archival descriptions of the sinking of each ship. In all 87% of the ships in the study are now identified.In historic terms, the newly identified wrecks included myriad vessels from trawlers, cargo vessels, submarines, through to the largest ocean liners and tankers. They include rare ship designs, losses of national importance, and naval graves. Several of the wrecks uncovered have potential environmental concerns. The accurate dating of so many wrecks in one area has a major impact on the study of seabed dynamics and site formation processes, creating better models for the placement of windfarms and tidal generators.This research is important because the seabed of the world is being increasingly mapped in detail, and shipwrecks are being located in large numbers. This research developed a low-cost means of inventorising shipwreck datasets across entire national zones without costly physical interaction with each wreck site. It should be of key interest to marine scientists, environmental agencies, hydrographers, heritage managers, maritime archaeologists, and historians around the world.

This book is about two islands off the coast of Continental Europe, the seas that surrounded them, and the ways in which they were used over a period of three thousand years. Instead of the usual emphasis on finds in the intertidal zone, it focuses on parts of Britain and Ireland where traces of the prehistoric shoreline survive above sea level. It explores a series of Neolithic and Early Bronze Age sites which were investigated in the nineteenth and early twentieth centuries and have been largely forgotten. These places were very different from the Iron Age ports and harbours studied in recent years. How can we identify these special sites, and what are the best ways of interpreting them? The book considers the evidence for travel by sea between the settlement of the earliest farmers and the long distance movement of metalwork. It emphasises the distinctive archaeology of a series of coastal locations. Little of the information is familiar and some of the most useful evidence was recorded many years ago. It is supplemented by new studies of these places and the artefacts found there, as well as reconstructions of the prehistoric coastline. The book emphasises the important role of 'enclosed estuaries', which were both sheltered harbours and special places where artefacts were introduced by sea. Other items were made there and exchanged with local communities. It considers the role played by these places in the wider pattern of settlement and their relationship to major monuments. The book describes how the character of coastal sites changed in parallel with developments in maritime technology and trade. The main emphasis is on Neolithic and Early Bronze Ages uses of the seashore, but the archaeology of the Middle and Later Bronze Age provides a source of comparison.

The ocean conceals secrets, ancient, modern, and future. Nic Flemming's memoir recounts the life of a pioneer in ocean science. Each chapter describes a thread that structured his work: underwater cities, submerged Ice Age caverns dripping with stalactites, the limits to ocean exploitation, ocean climate change, prehistoric settlements on the continental shelf, ocean law, and safe scientific diving. Flemming is paralysed from the chest down and has used a wheelchair for the past 52 years; one chapter assesses how he has continued to work in rough conditions and at sea, visiting 60 countries since his accident. Flemming's early experience with the Royal Marines Special Boat Service provided the foundation for a scientific research career under water. Intrigued by a report of a sunken city seen from a helicopter, he set out to map the submerged Greek city at Apollonia, near Benghazi, in 1958-59, as a Cambridge undergraduate. Doctoral research on the cause of submergence and uplift of hundreds of coastal Mediterranean ruins was followed by adventures in now-submerged caves from the Ice Ages when the sea level was lower.In 1965, as industry awakened to the potential of seabed exploitation, Flemming journeyed around the world to assess marine technology and forecast future developments for UK industries. This led to participation in the UN Committee on the Law of the Sea and in the design of a Global Ocean Observing System. Flemming later turned to academic research around submerged stratified prehistoric settlements. Advances in seabed mapping now enable marine archaeologists to study and plot numerous sites in the context of the Ice Age terrestrial landscape. This is a multi-disciplinary adventure story that argues that different skills and fields can interact creatively with surprising results. It will be enjoyed by all those interested in the development of underwater archaeology, climate science, and ocean exploration.

‘In this groundbreaking book, Seth Priestman proposes a very rigorous methodology together with a strong critical sense and meets the reader’s expectations. The book fills a gap in the archaeology of the Indian Ocean that is severely lacking quantitative analysis of the available data.’ - International Journal of Nautical ArchaeologyFrom AD 500–1000, the Indian Ocean emerged as a global commercial centre, and by around 750–800 a sophisticated trade network had been established involving the movement of goods from Japan and China in the east, to southern Africa and Spain in the west. However, the Indian Ocean’s commercial system has been relatively understudied, with many of the key assumptions regarding its development based on narrative textual sources and selective archaeological evidence. This study sets out the case for the unique significance of quantified ceramic finds as an indicator of long-term changes in the scale and volume of maritime exchange in a period for which few other sources of systematic economic history survive. The publication presents archaeological data from thirteen sites distributed across the western Indian Ocean, including Siraf (Iran), Anuradhapura (Sri Lanka) and Manda (Kenya). The ceramic assemblages are considered in terms of their general compositional characteristics and the distinctions between local, regional and long-distance exchange. The volume concludes with a discussion of how this data can be used to address the broader issues of long-term economic change and the relationship between state power in the Middle East and the commercial networks of the Indian Ocean operating via the Persian Gulf.

This volume is a collection of 19 articles in three sections reporting on recent research on the archaeology of shipwrecks, harbours, and maritime landscapes in the Mediterranean region. The shipwrecks section looks at excavated vessels from Mazotos, Modi Island, the port of Rhodes, Naples, and Narbonne, as well as a sailing reconstruction of the Ma‘agan Mikhael ship. The harbours section includes articles on areas from the Levant to Seville looking at a variety of harbour defence systems and dockyards dating from the Hellenistic period to the 12th century AD. Articles in the third section on maritime cultural landscapes combine data sets to examine human interactions with the sea: navigation from the perspectives of the accounts of early geographers, the skills required by the earliest sailors, and the contextual reconstruction of sea routes; coastal survey and resource use; and geoarchaeological evidence used to analyse the choice of harbour location. This book will be of interest to students and archaeologists researching the Mediterranean region, and all interested in a wide range of recent advances in maritime archaeology.

With the thought of treasure, Isle of Wight islander, Derek Williams researched ancient local wreck records. Top of his extensive wreck list was the 40-gun frigate Assurance lost in 1753 while returning from Jamaica with Governor Trelawny on board, whose story possibly inspired Robert Louis Stevenson to write Treasure Island. Derek’s first dive at the western point of the Isle of Wight called “The Needles” put him on top of cannons, various wreckage and Spanish-American “Pieces of Eight”, all scattered at the foot of the rock face. He reported this astonishing discovery to the authorities which resulted in the site being designated the 6th British historic protected wreck site. When the authorities decided that further professional help was needed, author and diver John Bingeman supplied his Portsmouth Royal Naval diving team, and together with David Tomalin, County Archaeologist, developed the full potential of this important site. Over the next nine years John Bingeman’s team conducted annual visits to excavate the site; they successfully recovered 3,471 artefacts including cannon weighing 1½ tons. Some of these cannon post-dated the Assurance, leading to the identification of a second 38-gun frigate, the Pomone, lost in 1811. Her Captain, Robert Barrie’s extensive correspondence was discovered by Paul Simpson to have been archived by Duke University, North Carolina. It features Pomone’s continuous actions during the French Napoleonic wars, followed by his appointment to the 74-gun Dragon when he saw action in Chesapeake Bay during the 1812-15 war with the USA. Returning to North America as Senior Naval Officer Canada, Commodore Barrie made quite a name for himself improving the political relationship between the USA and Canada; he is remembered by the Canadian City named Barrie. Previously un-researched archaeological finds are featured, including the development of rigging blocks, gunlocks, military buttons and ship’s chain pumps, all superbly illustrated, as well as the results of research into numerous other artefacts of the period. Appendices contain the transcripts of the two ship’s court martials and make fascinating reading. Captains seem to be blameless while their navigating officers are held responsible even going to prison. Perhaps not surprising when tried by fellow Captains!

Why are so many nautical words in Danish the same as in Dutch? Who taught the shipwrights in the Royal Danish Shipyard in Copenhagen to build carvel planked ships? How did the first Danish ships find their way to the riches of the East Indies? These questions and many more are meet in this Ph.D. dissertation, which circles around the maritime relationships between especially the seaward provinces of the Netherlands and the Scandinavian countries. In the early renaissance Dutch maritime technology was imported by the Danish king, who recruited craftsmen and bough ships in the Netherlands and later on the Royal Danish Navy was profoundly influenced by Dutch master shipbuilders and naval officers. But it was not only maritime experts and mariners who travelled to the North, but also ordinary Scandinavian sailors, who migrated the other way and took a part in Dutch shipping to all parts of the world. This labour migration has been known amongst Dutch scholars for some time, but is almost unknown in Scandinavian historical circles.For the first time data from the Amsterdam City archive has made it possible to get closer to the individual sailors, who hailed from the coastal districts of Norway, the Southwest coast of Denmark and for a lesser part the West coast of Sweden and their participation in the Dutch shipping industry has been analysed showing, that they learned important maritime skills onboard. Coming back to Scandinavia these sailors were the backbone of the navies and merchant fleets of the Scandinavian countries especially in the eighteenth century.This study of maritime labour migration will be of interest for scholars of maritime-, migration and technology history but also for anyone, who likes to read about the life’s and work of ordinary sailors in the 17th and 18th centuries.