Ship Archaeology

A detachment of 1000 to 3000 slingers which where station in the Roman province of Syria were send to northern Italy to take part in the Alpine campaign in 15 BC. Most likely they were transported across the Mediterranean. In this paper several routes, travel times etc. will be discussed. Further a critical review of written and iconographic evidence will be given.

In the summer of 2009, during maintenance work on the Rhine dike north of the old city centre of Kaiserswerth, a wooden ship was discovered by the ruins of a weir - a so-called batardeau - which was once part of the old Kaiserswerth fortress. The vessel measures nearly 18 metres in length. Since it was located at a depth of 9 metres (at the deepest point) and the work had to be carried out under extreme time pressure, it was not possible to document and recover it in the conventional manner. Instead, methods of documentation and recovery that would meet the requirements of the situation had to be developed while the excavation was in progress. The remains of the batardeau, measuring 40 metres in length and 4 metres in height, were found lying on their side. The weir was presumably constructed around the mid seventeenth century. The topsy-turvy position of the masonry finds will have been brought about by the blasting of the Kaiserswerth fortress by allied troops of Holland, Brandenb...

In 2021 and 2023, the RCE carried out an excavation on the Burgzand Noord (BZN) 9 wreck. The ship structure consists of the bottom of the hull, starboard side and remains of the superstructure of the fore and aft ship. Although the site has been affected by degradation processes over time and many finds have been recovered by recreational divers, the research has yielded a large amount of interesting information. Partly as a result of the recently increased knowledge on Mediterranean trade, wreck BZN 9 has been identified as a possible vessel related to this maritime activity. The ship construction with features of a pinas, the gun ports and the finds provide the necessary support for this interpretation. This article discusses the first results of the research, while the post-excavation is in full swing.

The use of 3D-models in archaeology has seen significant growth over the past 10 years. Nowadays, the number of programs for creating 3D-models has greatly expanded. Other techniques such as 3D-scanners are also viable options for creating accurate 3D-models. Since 2014, various recording methods for underwater 3D-photogrammetry have been tested during the underwater fieldwork of the Dutch Cultural Heritage Agency. With the documentation of ship timbers above water, the use of 3D-photogrammetry, 3D-scanners, and analog documentation has been compared. It was found that 3D-scanners are easier to use and give better results than 3D-photogrammetry. This raised the question of whether this was also the case for smaller, complex models instead of large pieces of ship timber. In collaboration with the Rijksmuseum, it was decided to record the ship model made by Cornelis Jan Glavimans, to compare the difference between 3D-photogrammetry and 3D-scanners. The advantages and disadvantages of using the different techniques are juxtaposed in this article.

In 1671, the Amsterdam mayor, cartographer and collector Nicolaes Witsen (1642 – 1717) published an extensive book on Dutch shipbuilding. This work is still regarded as one of the most important sources of information about shipbuilding in the seventeenth century. However, due to the writing style, the book is very inaccessible and few people have read
the book in its entirety. Based on the information in Witsen’s work, Ab Hoving built a model of one of the ships described by Witsen in the 1980s: the ‘pinas of 134 feet’ and later made Witsen’s work more accessible with his book Nicolaes Witsen and Shipbuilding in the Dutch Golden Age. There was also a desire to make a virtual reconstruction of this ship, so that it would be accessible to a wider audience. A first version of the virtual
reconstruction was completed in 2016 during the maritime program (2012 – 2016) of the Cultural Heritage Agency of the Netherlands, but this reconstruction was done by a student workgroup and could not yet be used for presentation purposes. To change this, in 2019 the Maritime Program Netherlands (2018 – 2021) started developing the Witsen Scheepsbouw platform in collaboration with Ab Hoving and the company Tijdlab. Development began by converting the earlier 2016 virtual reconstruction into a format viewable on most computers. Subsequently, other modules were added to the platform, such as an encyclopaedia with ship terms and a step-by-step overview of the construction phases of a ship. With the Witsen Scheepsbouw platform, the knowledge and information from Witsen’s publication is now digitally accessible to everyone. The platform can be used free of charge by those with a professional interest in seventeenth-century shipbuilding, as well as by a wider public.

This report concerns an underwater excavation and assesment that the Cultural Heritage Agency (RCE) conducted in 2018 on two shipwrecks in the Markermeer near Warder. The results of this archaeological research show that the excavated shipwreck was a small trading vessel from the first half of the sixteenth century. At the other site, the remains of a clinker-built ship were found that also dates from the mid-sixteenth century.

The Dutch Cultural Heritage Agency conducted research between 2018 and 2022 on fourteen historical shipwrecks from the 16th to 18th centuries in the western Wadden Sea, seven of which are within the Burgzand Noord National Monument. This report documents this work.

This Report documents the excavation of a sixteenth-century wooden shipwreck by the Dutch Cultural HeritageAgency in 2019. The ship was carrying copper plates stamped with the logo of the German trading family Fugger. It was found 15 km north of Terschelling during the search for the lost containers of the container ship MSC Zoë. At the site, only a part of the ship's hull was preserved, protected by the copper cargo. The ship is believed to have been built around 1540 in Holland or Northwest Germany, and it is possible that it sank in a autumn storm in 1546.

In 2022, a preliminary underwater survey was conducted by the Cultural Heritage Agency of the Netherlands (RCE) on various shipwrecks off the coast of Friesland (Netherlands). The results of the survey show that the shipwrecks date from the fifteenth to the nineteenth century. Several of these sites have high archaeological potential, and it is recommended that further archaeological research should be carried out.

This document is made available under Deposit Licence (No Redistribution -no modifications). We grant a non-exclusive, nontransferable, individual and limited right to using this document. This document is solely intended for your personal, noncommercial use. All of the copies of this documents must retain all copyright information and other information regarding legal protection. You are not allowed to alter this document in any way, to copy it for public or commercial purposes, to exhibit the document in public, to perform, distribute or otherwise use the document in public. By using this particular document, you accept the above-stated conditions of use.

This document is made available under Deposit Licence (No Redistribution -no modifications). We grant a non-exclusive, nontransferable, individual and limited right to using this document. This document is solely intended for your personal, noncommercial use. All of the copies of this documents must retain all copyright information and other information regarding legal protection. You are not allowed to alter this document in any way, to copy it for public or commercial purposes, to exhibit the document in public, to perform, distribute or otherwise use the document in public. By using this particular document, you accept the above-stated conditions of use. a-a Abb� 4 Dohtmentationszeichnung eines Verkehrsbootes aus Przew6z Abb. 5 Boot vom Oberlauf der Warta aus }arocice 1:5 29 1m • ..J allesamt rechteckig, wie ich feststellen konnte, waren bereits zu Brennholz zerlegt worden. Man kann demnach annehmen, daß von den Dörfern Jarocice und Majaczewice (550 km) bis nach Miedzych6d (128 km) am unteren Lauf der Warta, und früher sogar bis nach Gorz6w Wielkopolski (55 km), d.h. im mittleren Lauf des Flusses, derselbe Bootstyp üblich war. Auf dieser langen Strecke kann man freilich auch andere Bootskonstruktionen antreffen, die spon-

📯 Call for Papers!

Tânia Manuel Casimiro and I are excited to share with you details of IKUWA8, the 8th International Congress on Underwater Archaeology, which will take place in Oostende, Belgium, from 13 to 17 October 2025.

We’d love for you to consider joining us for our session:

🌊 From Local Impact to Global Networks: The Archaeology of Maritime Cultural Exchange

This session explores the archaeology of maritime cultural exchange and the ways in which material culture—shipwrecks, ports, trade goods, settlements, cargoes, and commodities—reveals the dynamic networks that have shaped human societies throughout history.

We’re particularly interested in research that highlights how global waterways have facilitated the exchange of goods, people, ideas, customs, traditions, and technologies, shaping economies, cultures, and societies over time. Contributions that bridge historical and contemporary perspectives are especially welcome, including those on trade systems, diasporas, religious diffusion, and cultural hybridity.

In the spirit of diversity, inclusion, and accessibility, we warmly encourage submissions from underrepresented and marginalized scholars and practitioners, whose unique perspectives are essential in enriching our understanding of maritime cultural exchange.

💡 How to Participate:

You can present either a 20-minute paper or a scientific poster. If your abstract is not selected for a paper, it will automatically be included in the poster exhibition.

Submissions should include a title, an abstract (250-350 words), and 5-7 keywords.

Submit your abstract here: https://lnkd.in/duBMGkyi
Select Session I1: From Global to Local under Session I: Trade and Material Culture: https://lnkd.in/dF6me4yn

⏰ Submission deadline: 15 March 2025

For more details, visit the IKUWA8 Website: https://lnkd.in/dFVpGCdH
If you’d like Tânia or me to review your abstract before submission, please feel free to send it our way—we’d be happy to help!

Looking forward to your contributions and to seeing many of you in Belgium for what promises to be an inspiring and engaging congress!

This article examines Gjellestad as one of many archaeological sites containing ship burials. These burial sites are our most important source of information about boats and ships in the Late Iron Age. They also shed light on religious practices and reveal past power distribution and the political dynamics of their contemporary society. Instead of focusing solely on Gjellestad as an example of such an archaeological context, the article goes through the entire inventory of ship burials from the Nordic countries, as well as relevant examples from beyond this core region. The focus here is on ship mounds as political messengers; the chapter demonstrates that ship burials were primarily a phenomenon of the Viking Age and clearly indicate a burial practice associated with the elite and ruling class of society. Ship burials were placed in local centres of power, areas that must have held central functions in terms of long-distance trade, political administration, and the exercise of power.

it is recorded that Richard Cozens was born in Southampton, Hampshire, England on the 29 th May 1674. Although no documentary evidence has been found to date to either prove, or disprove, that there was a connection between Joseph Noy and Richard Cozens during their early years spent in Hampshire. There is other new evidence. Which will br discussed in this note.

In the late medieval and early modern period, beer and herring emerged as the predominant export products from the coastal region of the Netherlands. The archaeological tangible evidence of these two products is represented by casks. Even though these casks are a common find during archaeological research, determining the original contents of these casks remains a challenge. This makes it difficult to connect users of the casks to specific products and their trade networks. This study is focused on the identification of Dutch beer and herring casks that were produced between the 15th and 18th centuries. To address this goal, various types of sources were utilized. Information regarding cask construction was obtained from archival legislative records. During their use, the casks were subject to monitoring by urban authorities and guild councils, who employed gauge instruments that are now preserved in museum collections, which were used to ascertain their specifications. Additionally, the casks themselves provide valuable insights into the packing material of beer and herring. Both casks depicted in artwork and those recovered from maritime archaeology sites were examined to gain a comprehensive understanding of beer and herring casks.

Der viel genutzte Transportweg Isar war im Spätmittelalter ein ungezähmter Wildflus, der die Flößer vor allem im Oberlauf und bis München vor einige Herausforderungen stellte. Gleichzeitig bot der Fluss durch seine Lage in den waldreichen Gebieten Südbayerns in unmittelbarer Nähe zum beliebten Alpenübergang nach Italien, dem Brenner, die Möglichkeit, Waren im Vergleich zum Landweg schnell und sicher in die umliegenden Städte zu transportieren. Der Aufsatz stellt die Isar und die wichtigsten Orte am mittelalterlichen Fluss kurz vor und legt dann den Fokus auf die Stadt München, die Verordnungen des Stadtrates und die Bedeutung der Flößerei für die urbane Entwicklung dieser wichtigen Herzogs- und Bürgerstadt.

Water motion, suspended particulate matter (SPM), SPM transport, and algal growth calculations were performed using a series of models to estimate the effects of an artificial island on the Dutch coastal system. Calculations were carried out using four islands (rhombic, 8500 ha): i) 16 km (eastern edge) off the coast with a partially open dam (SO1); ii) 16 km off the coast with a completely closed dam (SO2); iii) 16 km off the coast connected by a tunnel (SO3); iv) 10 km off the coast connected by a tunnel (SO4). The hydrodynamics and SPM transport have been calculated for average meteorological conditions in combination with a model concept that contained some simplifications, such as fixed carbon-chlorophyll-a ratios for the different types of algae. The results produced by the model agreed reasonably well with the field measurements. The results fall into two main groups: islands with a connecting dam and islands with a connecting tunnel. The islands connected by a dam resulted in: i) a high degree of mixing of the coastal river with the North Sea water and therefore clearer water in the coastal zone and more light extinction in the adjacent North Sea zone ; ii) reduction of the density-driven shoreward near bottom current and transport and therefore less SPM in the coastal zone; iii) high levels of sedimentation around both the dam and the island and therefore clearer water. An island with a connecting tunnel results in: i) better mixing of the coastal river with the North Sea water and therefore clearer water in the coastal zone, but not to the same extent as an island with a connecting dam; ii) reduction in the density-driven shoreward near bottom current transport and therefore less SPM in the coastal zone. The calculated SPM flux to the Wadden Sea was reduced in all cases, particularly with the dam scenarios. As a consequence of the reduction of SPM concentrations, the year-averaged chlorophyll-a concentrations in the coastal zone increased considerably, particularly with the dam scenarios.

Offshore projects of the oil and gas industry still present the majority of the world wide ocean technology tasks. Here are challenges and chances for industry and engineering. Based on selected projects the special requirements for the engineering are highlighted. The paper specifically addresses the extreme ends of the offshore technology: very deep waters and very shallow waters.

From 2 to 21 August 2021, the Cultural Heritage
Agency of the Netherlands (RCE) and the
St. Eustatius Center for Archaeological Research
(SECAR) conducted an archaeological assessment
at site SE-504, known as the Triple Wreck,
situated 800 metres of the coast in the Oranje
Bay of St. Eustatius. This site, despite being
referred to as a ‘wreck’, primarily consists of an
assemblage of artefacts from the period in
which St. Eustatius was a signifcant trading port.
The project aimed to answer a series of research
questions pertaining to the site.
Site SE-504 is located at a depth of 18 to
19 metres and spans 61 metres in length and
12 metres in width, oriented north to south.
The site’s formation and degradation processes
are infuenced by factors like shipworm activity,
natural disturbances such as storms and hurricanes,
as well as the movements caused by swells and
currents in the bay.
A range of artefacts was discovered,
including potery, glass, metal objects, clay pipe
fragments, stones, wooden items, and even a
rubber object. These artefacts predominantly
date back to the 18th century, with a few from
later centuries. Most likely, these items were
used along the waterfront and were either
discarded or fell from ships in the harbour.
Some artefacts, such as potery, glass, and barrel
hoops, are indicative of ship inventory or cargo.
There are also fragments of clay pipes and a
shoe buckle representing personal belongings.
Iron parts of masts and rudders, gudgeons,
anchors and a sounding lead constitute ship’s
equipment. Ceramic building materials like roof
and foor tiles, as well as bricks, might have
come from buildings along the seafront or
potentially served as cargo or ballast. A cannon
may have fallen from a ship, but most probably
has been re-used as an anchor weight.
The research team determined that the site
holds medium archaeological value. To ensure
the protection and preservation of the artefacts
and remains, the team recommends maintaining
an open pit for divers to explore and enjoy the
site. This area could be managed and monitored
by STENAPA and the diving school ScubAqua.
By educating divers and visitors about the
historical signifcance of the site and implementing
proper monitoring, the site’s value can be
conserved for future generations while ofering
a unique diving experience.
In summary, the archaeological assessment of
the SE-504 site revealed an assortment of
artefacts refecting the vibrant trade and
historical context of St. Eustatius. Despite the
absence of a distinct shipwreck, the artefacts
provide insight into the island’s history during
its prosperous trading era. By establishing
protective measures and educating visitors,
the site’s historical signifcance can be preserved
while ofering an informative and engaging
diving opportunity

Context 11 2.1 Geological and environmental context 11 2.2 Historical context 11 2.3 Archaeological context 13 3 Objectives and research questions 17 3.1 Objectives 17 3.2 Research questions 17 4 Fieldwork 19 4.1 2021 Fieldwork 19 4.2 Setting and dive conditions 19 4.3 Fieldwork methods and techniques 20 4.3.1 2021 Field school 20 4.

We will discuss the limitation of cardboard as a material for reconstruction models, and whether an alter­­native material could be helpful to overcome these limitations. We have experimented with 3D-print­ed plastic and ways to reduce the longitudinal high edge stiffness, to get around what we think is the main weakness using cardboard. The goal has been to open the possibilities of interpretation. The end result of the tests has been used to build a 1:5 reconstruction model, for our interpretation of the 10m boat from the Gokstad find (G1) from late 800’s. We found that the use of 3D-printed plastic, with a designed internal weakness, gives us more longitudinal flexibility in the model. This flexibility opens up for interpretations that are less feasible when using cardboard.

When the warship Vasa was raised in 1961, wooden casks were found in nearly every area of the ship. Unfortunately, this important find category was not subject to detailed recording and study until now. This thesis explains the use and distribution of casks aboard Vasa, and their place in seventeenth-century northern European cooperage. Recording of individual cask attributes formed the basis for these subsequent analyses. This shows there were at least 145 recovered almost 200 barricas originally intended to hold whale oil (Loewen 2007: 6). Brad Loewen's (1999, 2007) work on these casks was significant because he used the attributes of the objects to deduce the production process and lifecycle of the casks, or chaîne opératoire. Similarly, his analysis of casks from the 1684 French ship LaBelle revealed early instances of mechanization and proto-industrial production of head pieces (Loewen 2014), which offers a different perspective to the idealistic individual artisan and guild-based interpretations of Kilby (1971: 16) and other modern historians. Casks from more recent archaeological contexts were recovered from the British supply ship Betsey of 1781 (Shackleford, Smith and Brown 1988) and the William Salthouse of 1841 (Staniforth 1987). Kimberly Smith from East Carolina University compiled and compared a large amount of data on historic casks from maritime contexts (2009), and her work provides a useful summary of the available literature. The current study builds upon these works and aims to add to the existing body of knowledge on historic cooperage. Organization This work is divided into nine chapters, the Introduction being the first chapter. Chapter Two aims to contextualize Vasa and the casks within by examining Sweden during the 1620s. Specifics of the ship's construction and form are provided, as well as the intended role of the vessel within the Swedish navy. The political situation, economy and society of the kingdom, and finally the city of Stockholm itself, are all discussed in turn, in an effort to furnish background information for the chapters which follow. Chapter Three explains how the cask collection arrived in its present state, and the methodology employed to gather the data for this study. The site formation processes at the wreck site influenced the condition of the casks, as did the eventual conservation measures used to stabilize and preserve the material. The excavation and recording techniques developed by the archaeological team between 1956 and 1961 are explained, as they form the basis for understanding find distribution throughout the ship. Collections management policies at the museum are important, since they too influenced the eventual form and organization of the cask collection. These factors illustrate the challenges faced by the author during the course of the study, and help explain the eventual methodology chosen to gather data. This recording process is explained in detail, to show both the strengths and limitations of the data, and as a possible aid to any future projects of a similar nature. Chapter Four explains the specialized terms, techniques, and tools of cooperage, which are used liberally throughout but are likely unfamiliar to most readers. The origins and advantages of casks as containers are discussed. This is followed by a step-by-step explanation of how a cask is made, based on examples from Vasa. This is similar to Loewen's chaîne opératoire approach and allows for a detailed examination of the individual attributes of the Vasa casks. The cask attributes are also compared with those observed on other archaeological sites, and with modern descriptions of cooperage. Chapter Five continues the theme of the previous chapter, and covers those attributes not previously discussed. These include the bungs and bung holes, additional sample and vent holes, the hoops, and markings on the casks. Many of the Vasa oak casks have distinctive square bung holes, rarely seen in other archeological contexts. These same casks also feature numerous smaller holes drilled through the staves and head pieces, thought to be sample or vent holes. The hoops did not survive well, but the remaining fragments and excavation photos are interpreted to explain hoop placement and closure techniques. The numerous carved markings or bomärker observed on the casks are one of their more striking features. There are a total of 184 marks on 147 staves and head pieces. The diversity of these marks suggest they are individual owner's marks, rather than merchant or cooper's marks. The marks are divided stylistically into three categories, and each is illustrated with a line drawing. Chapter Six divides the casks into a typology, based on construction characteristics, volume, and contents where possible. It is estimated there were at least 145 casks of all types on the Vasa. These casks are divided into five types: oak casks, lidded casks, pine casks, small casks, and shot kegs. Oak casks, not surprisingly, are those made of oak timber. They feature square bung holes, two or three-piece heads edge-joined with dowels, and generally have volumes between 117 and 146 liters. They contained a variety of material, including salted provisions, water and beer, and perhaps even gunpowder. Lidded casks are similar in size and construction to the oak casks, but often contained personal possessions. They formed an alternative to a sea chest, where crew members could store extra clothing, utensils, tools, and small items. The lidded casks were sealed with removable pine lids, often heavily marked. Pine casks are generally much smaller than oak casks, with volumes between 36 and 41 liters. Some of these casks contained fish. Others appeared to be deliberately charred on the interior, suggesting they might have held spirits. Small casks were made of both oak and pine, and were classified entirely based on size. They range from examples with volumes of around 18 liters down to the tiny "Micro Cask" of only 0.3 liters. Finally, the shot kegs formed a small distinct group of only six or seven examples, found forward in the hold. Together they contained around 9,000 lead shot for small arms or canister shot. Chapter Seven builds on the typology to explain the distribution of the estimated 145 casks throughout the four main decks of the ship. Not surprisingly, the largest number of casks was found in the hold, while the fewest were found on the orlop. The majority of personal casks came from the gundecks, which makes sense given this was the area where most men lived and worked. Clusters of casks throughout the ship indicate

Detlef Peukert, Emily Anderson, Ansgar Bovet, Christin Gabriele Faust, Franz Herzig, Jakub Jędrzejewski, Nele Kastenbein, Eric Kressner, Ralph Kunz, Jürgen Reitz, Francesca Oliveri, Maria Pamela Toti, Ferdinando Maurici

English: Mozia-Team 1 of the BGfU with the Soprintendenza del Mare Palermo conducted underwater research in front of the South Gate of Mozia. A sample of kitchen material, pottery, grinding stone, bones and seeds were found as well as pierced hardwood and a silver fir log within an area which showed a ship-like shape of a seabed elevation confirmed by drone photos and plant society growing upon it, which differs from the surrounding Posidonia meadow. The finds were found in a 50 cm deep ancient channel that run from West to the East. The pottery, part of a supposed ship equipment, were probably produced in Magna Graecia and in the Aegean around 400 BC.

German: Das Mozia-Team 1 der BGfU gemeinsam mit der Soprintendenza del Mare Palermo führte unterwasserarchäologische Untersuchungen vor dem Südtor Mozias durch. Funde wie Grobkeramik, Küchenabfälle, Mühlsteine, Knochen sowie Samen wurden gefunden ebenso wie ein durchbohrtes Hartholz und ein Stück Weiß-Tanne. Diese Funde wurden in einem Areal gemacht dessen Form durch andersartigen Pflanzenbewuchs der eines Schiffes gleicht, was auf Drohnenfotos erneut identifiziert wurde. Diese Funde stammen aus einem 50 cm tiefen, möglicherweise antiken Kanal, der von West nach Ost verläuft. Die Keramik, eventuell Teil eines Schiffsinventars, wurde vermutlich in der Magna Graecia und in der Ägäis um 400 v. Chr. produziert.

Corrigendum: In the title and the text it must be written "400 V. Chr." instead of 500 v. Chr.

We will discuss the limitation of cardboard as a material for reconstruction models, and whether an alter­­native material could be helpful to overcome these limitations. We have experimented with 3D-print­ed plastic and ways to reduce the longitudinal high edge stiffness, to get around what we think is the main weakness using cardboard. The goal has been to open the possibilities of interpretation. The end result of the tests has been used to build a 1:5 reconstruction model, for our interpretation of the 10m boat from the Gokstad find (G1) from late 800’s. We found that the use of 3D-printed plastic, with a designed internal weakness, gives us more longitudinal flexibility in the model. This flexibility opens up for interpretations that are less feasible when using cardboard.

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Die Untersuchung des den Prahmen vom Typ Zwammerdam zuweisbaren Wracks aus Woerden hat nicht nur die Kenntnis vom romerzeitlichen Transportwesen auf Binnengewassern und von den Lebensbzw. Arbeitsbedingungen von Schiffsleuten erweitert1. Die Uberreste des Fahrzeugs unterstreichen auch die formale und konstruktive Vielfalt der besonders im nbrdlichen, aber auch dem westli chen Reichsgebiet verbreiteten romerzeitlichen Plattbodenschiffe2. Zu den markantesten Besonderheiten des Wracks von Woerden (Abb. 1) zahlen die klinkerartige Bauweise der Bordwande aus jeweils zwei iiberlappend vernagelten Planken (Taf. 66, 2; 70, 2-3) sowie die Gestaltung vom Bug im Uberwasserbereich mit einem monoxylen Element, dessen Bodenfalz und seitliche Ausklinkungen das vorne gerundete Abschlubsegment der Kaffenplanken sowiedurch Fullbzw. Pafistucke iiberbrucktdie Beplankung der Rumpfseiten aufnehmen (Taf. 67; 79, 2-3; 80-82,1). Das modellierte Bugholz erinnert entfernt an die Bauweise der Fahrzeuge von Yverdon, insbesondere des Bootes Yverdon 2 mit durchweg plastisch geformten Bauteilen3, die auf die technologische Nahe zur Einbaumtradition deuten. Bei den rdmischen Wracks aus dem Lac de Neuchatel kehrt auch die asymmetrische »mosaikartige« Plankenbesaumung des Woerdener Fahrzeuges (Taf. 67,2; 68) wieder4. Zeichnen sich jene durch ihre kraweele Bauart bzw. kraweelartige Rumpfform aus, teilt das niederlandische Wrack seine iiberlappende Beplankung der Schiffsseiten mit den im Rheinmundungsgebiet, in Xanten und Mainz gefundenen Prahmen. In Zwammerdam und Xanten sind auch die mit dem Schiffsantrieb zusammenhangenden Bauglieder bezeugt: Mastspant mit Spur und Mastbank, beide mit Btigelkonstruktion und Riegel (Taf. 71,1; 72-74)5. 1 J. K. Haalebos oben S. 475 ff. mit iilterer Lit.-Dem Autor danke ich fur die Bereitstellung von Ausgrabungsfotos und Planen, darunter auch Lichtpausen photogrammetrischer Aufnahmen des Meetkundige Dienst Delft im Mafistab 1:20, von denen insbesondere Detailmessungen genommen worden sind. 2 Uber die durch M. De Weerd, Schepen voor Zwammer dam. Academisch proefschrift Univ. Amsterdam (Am sterdam 1988) behandelten antiken Prahme hinaus sei hier auf die typgleichen Fahrzeuge aus Xanten und auf den formal dem Laibach-Prahm nahestehenden Fund von Lyon sowie neuere Literatur hingewiesen: C. Becker u. E. Rieth, L'epave gallo-romaine de la Place Tolozan, a Lyon. Un chaland a coque monoxyle-assemblee. Publ.

Objective: The aim of this present study is to evaluate the activity of green tea extracted in different solvents on different microorganism such as on Staphylococcus aureus ATCC 6538, Escherichia coli ATCC 8739, Salmonella abony NCTC 6017, Pseudomonas aeruginosa ATCC 9027, Candida albicans ATCC 10231, Esteritia coli mutant NCIM 2567, Bacillus subtilis ATCC 6633 &Lactobacillus lichmani ATCC 7830. Method: Zone of inhibition of aqueous, methanolic and ethanolic extracts were measured and compared by using cup plate method. 5µg, 10µg, 15µg & 20µg concentration of the extract were used. MIC (Minimum inhibitory concentration)& MBC (Minimum bactericidal concentration) were observed with the concentrations of 100µg, 75µg, 50µg & 25µg. Result: Result of zone of inhibition shows that aquous extract at the concentration of 20µg/ml is most effective to inhibit Escherichia coli growth compare to standard.Also minimum inhibitory concentration (MIC) & minimum bactericidal concentration (MBC) result suggest that aquous extract is more effective than ethanolic and methanolic extract to inhibit the growth of both Escherichia coli &Escherichia coli mutant. Conclusion: Significant antimicrobial activity has been shown by all extracts against Escherichia coli but other microorganism inhibition is not so significant compare to Escherichia coli. Methanolic and ethanolic extract has shown little antimicrobial activity against all microorganisms as compared to the aqueous extract.

Large earthquakes often lead to large differential settlement between bridges and their approaches. In some of these cases, emergency vehicles cannot pass the unevenness after earthquakes. In order to mitigate this problem, confinedreinforced earth (CRE) method was introduced in subgrade layer, at the bottom of pavement layer of road structures. Some laboratory prototype scale model test with various prestress in geogrid layers were carried out to investigate the effects of prestress on deformation of confined-reinforced layer due to differential settlement. The levels of prestress is applied via prestrain set as 0%, 0.016%, 0.05% and 0.1% in elongation. The results show that the prestress in geogrid plays an important role in reduction of differential settlement between bridges and their approaches.

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Sailing ships required miles of rope for rigging, and its frequent replacement. Most ports of any size had roperies or rope manufactures that transformed hemp or other materials through combing, twisting, and tarring to produce a strong product that would resist the stresses of strain and water. A ready supply of rope supported expanding navies and merchant companies, and competition for more efficient production spurred competition between port cities. To make long lengths of rope, uninterrupted straight areas were needed close to the waterfront. Sometimes these were covered spaces, sometimes streets or walks set aside for the purpose. Ropewalks shaped ports through the creation of linear demarcations against the irregular edge where water meets land. Rope manufacture was an essential industry for ports but also a frequent site of fires that often did great damage to dense urban areas. The importance of rope as a pre-modern industry is gone yet the traces of it remain in the extended port landscape.

Die Fahrt LI17-14 findet im Rahmen des interdisziplinären Forschungsvorhabens STopP statt (STopP steht für: Vom Sediment zum Top-Prädator (Top-Prädatoren sind in diesem Zusammenhang Seevögel), eines der seit 2013 vom BMBF unter dem Dach "Küstenmeere Nordsee/Ostsee (KüNO)" geförderten Forschungsprojekte. Unter Leitung des Landesbetriebs für Küstenschutz, Nationalpark und Meeresschutz (LKN) erarbeiten 5 Projektpartner (Alfred Wegener Institut (AWI), Forschungs-und Technologiezentrum Westküste der Uni Kiel (FTZ), Institut f. Geowissenschaften der Uni Kiel (IfG) und das Landesamt für Landwirtschaft, Umwelt und ländliche Räume Schleswig-Holstein (LLUR)) Werkzeuge zur Bewertung von Indikatoren europäischer Richtlinien für die marinen Bereiche. Die Deskriptoren Meeresboden-Integrität, Nahrungsnetze und Biodiversität erfahren dabei besondere Berücksichtigung.

حَاولَ هذا البَحثُ أَن يَعرِضَ مَفْهُومَ المَعنَى فِي النَّظريَّاتِ التَّداوُليَّةِ المُعاصِرَةِ، مِنْ خِلاَلِ تَقدِيمِهِ لقِراءَةٍ تَحليليَّةٍ لتلكَ النَّظَريَّاتِ، مُسْتَنبطاً رُؤْيَتَها للمَعْنَى، وخَلْفِيَّاتِ تلكَ الرُّؤيَةِ، وطَريقةَ مُعالجتِها لهُ.
وانصَبَّ البَحثُ على ثلاثِ نظريَّاتٍ تَداوليّةٍ هي: الإشاريّاتُ، وأفعالُ الكلَامِ، والاستلزامُ التَّخَاطُبِيُّ، وقد وقعَ الاخْتِيارُ على هذه النَّظريَّاتِ لكَونِها أكبرَ النَّطريَّاتِ التَّداوليّةِ وأكثرَها تأثيراً.
وخَلُص البحثُ إلى أنّ كلَّ نظريّةٍ من تلك النَّظريّاتِ قَد اسْتَقَت مَفهُوماً فَلسَفِيًّا للمعنى، وعَمِلَت على تَطوِيرِه وبناءِ نظريّةٍ عليه؛ فنظريّةُ الإشاريّاتِ بَنتْ رؤيتَها انطلاقا من مفهوم الإحالةِ، ونظريّةُ الأفعالِ الكلاميّةِ بنتْ رُؤيتَها على مفهُوم الاستعمالِ، ونظريّةُ الاستلزامِ التَّخاطُبِيِّ بنتْ رؤيتَها على مَفهُوم الاسْتدلالِ

Der Walchensee liegt rund 70 km südlich von München
in den Bayerischen Voralpen auf 800 m Meereshöhe. Er wird von bewaldeten, bis zu 1850 m hohen Bergen umrahmt und ist mit 192 m Tiefe und einer Ausdehnung von 16 km² einer der tiefsten und zugleich größten Alpenseen im Land. Und auch, wenn er nicht wie der nahegelegene Starnberger See oder der Bodensee mit prähistorischen Pfahlbausiedlungen und Einbäumen aufwarten kann, so verbergen sich in seinem türkisgrün-schimmernden
Wasser – weswegen er auch bayerische Karibik genannt wird – viele interessante archäologische Fundstellen.

These two handsome volumes have, on first glance, very different approaches to their subject matter. Englert’s study of ships excavated in and around Denmark — the Eltang ship, excavated in 1947; the Lynaes I and II ships, excavated in 1975; the Haderslev ship, excavated in 1954, and, in German waters, the Karschau ship, excavated in 2001 — is a more conventional archaeological report on the discovery and excavation of unknown and unnamed wrecks. The Roskilde Viking Ship Museum’s volume is the seventh in that museum’s series ‘Ships and Boats of the North’, bringing some of the back catalogue of the museum’s excavations into print. Bleile and Kruger’s work, in contrast, is a collection of essays accompanying the exhibition ‘Of Swords, Sails and Cannon — The Sinking of the Princess Hedvig Sofia’, at the Stiftung Schleswig-Holsteinische Landesmussen in Gottorf Castle, held 28 May–4 October 2015. It is one of two volumes produced for the exhibition, the companion volume being a catalogu...

The aim of this article is to show the synchronic section of the maritime phraseology of the 18 th century on example of the multilingual dictionary Allgemeines Wörterbuch der Marine by Johann Hinrich Röding. This dictionary contains approximately 5000 lexicographic entries of the seamen's language. Among them about 100 phrasemes from subject areas such as weather and tides, navigation, shipbuilding, parts of the ship, ship uptake and maintenance, seamen's everyday life, orders and calls on ships.

A new construction method, the confi ned-reinforced earth (CRE) method, has been proposed to reduce differential settlement due to earthquakes between bridges and their approaches. Obstructive differential settlement is often caused by large earthquakes; vehicles, especially emergency vehicles sometimes cannot pass the resulting unevenness. The CRE method consisting geogrid layers, confi ning tie rods, and granular soil (composite layer) is applied to the subgrade layer, at the bottom of paved roads. To improve performance of the CRE method, a series of laboratory prototype scale model tests was carried out to investigate the effects of prestress in the geogrid on mitigating the differential settlement between bridges and their approaches. The levels of prestrain applied to the geogrid were 0%, 0.016%, 0.05% and 0.1% in elongation. The results show that the prestress in the geogrid plays an important role in reducing differential settlement between bridges and their approaches.