Shipwrecks

This essay reconsiders the role of subjectivity and spectatorial remove in the experience of the sublime:

'Like a figure on the shore gazing out to sea, the sublime is, to the subject, an incredible spectacle so far removed as to be safe. In that removal is the tendency to confuse the source of sublimity, attributing it to the spectacle, as in William Falconer’s The Shipwreck (1762), rather than to the viewing subject whose terror stems from the forced comprehension of the frailty and inconsequentiality of its existence. Considering the coexistence of pleasure and terror in the experience of the sublime, the subject’s terror must be reconciled with corresponding pleasure, which is evident in the redemption structure of The Rime of the Ancient Mariner (1798) where truly sublime experience is not found in the whirling waters of the ocean, but in the meeting of the humbled soul with the divine.'

This thesis focuses on the study of the material culture of the Auguste, a cartel ship wrecked in 1761 northeast of Cape Breton Island, Nova Scotia. The Seven Years’ War (1756-1763) in New France entailed the surrender of Louisbourg in 1758, Quebec in 1759, and finally, Montreal in 1760. France consequently lost an important colony. The establishment of a temporary British military regime caused the departure of many members of higher social classes from the colony towards France. To this end, ships were requisitioned and travelled as cartel ships, in other words, they navigated to France under a white flag with the “prisoners”,
their families, and their possessions. In 1761, three departures from Québec City occurred in May, July, and October. The Auguste, a British merchant ship, was requisitioned in Quebec as a cartel ship during the fall of 1761. A month after its departure, the ship grounded in Aspy
Bay and wrecked, bringing death to the majority of the passengers. More than two centuries later, a partnership between Parks Canada and local divers led to two archaeological excavations in the late 1970s, revealing a collection of over four thousand artefacts. This thesis’ analysis of the material culture includes an outline of the history and the discovery of the ship and a classification of artefacts along functional categories related to maritime archaeology. The different analytical steps in this study ultimately lead to the integration of archaeological data towards understanding the repatriation of elites within the Modern State, and to define relationships between the wealthiest families of the colony and certain artisans of New France. The study of the Auguste finally seeks to understand the function of a cartel ship and the maritime organisation of a passengers ship’s transatlantic voyage.

Ce mémoire porte sur l’étude de la culture matérielle de l’Auguste, un navire de cartel ayant fait naufrage en 1761 au nord-est de l’île du Cap-Breton, en Nouvelle-Écosse. La date de 1759 marque la conquête de la Nouvelle-France par l’Angleterre. La France perd donc un important territoire. À la suite de la capitulation de Montréal en 1760, un Régime militaire temporaire anglais est mis en place et entraîne le départ de plusieurs membres des classes dirigeantes de la colonie vers la France. Leur rapatriement est effectué au moyen de navires de cartel, c’est-à-dire des vaisseaux voyageant sous drapeau blanc et transportant des
« prisonniers », leur famille et leurs avoirs. L’Auguste, un navire marchand d’appartenance britannique, est réquisitionné à Québec comme navire de cartel à l’automne 1761. Un mois après son départ, le navire s’échoue dans la baie d’Aspy et fait naufrage en emportant à la
mort la majorité des passagers. Plus de deux siècles après ces événements tragiques, un partenariat entre Parcs Canada et des plongeurs locaux a mené à la réalisation de deux campagnes de fouilles archéologiques à la fin des années 1970 mettant au jour une collection
de plus de quatre mille artefacts. L’analyse de cette culture matérielle comprend notamment la mise en contexte de l’histoire et de la découverte du navire et un classement des artefacts selon des catégories fonctionnelles liées à l’archéologie maritime. Les différents niveaux analytiques mènent ultimement à l’intégration des données archéologiques dans la compréhension du rapatriement des élites au sein de l’État moderne et à l’établissement de liens intéressants entre les familles nanties de la colonie et certains artisans de Nouvelle-
France. L’étude de l’Auguste a finalement permis de mettre en lumière la fonction de cartel du navire et d’établir et l’organisation maritime d’un voyage transatlantique pour le transport de passagers.

Freedom of navigation through the South China Sea could now be at risk. Six countries lay claim to all or part of the Spratly Islands and the Paracels (Fig. 1). Five of them occupy islands or reefs. All five have built structures and infrastructure, and all have reclaimed land to do it. Recently, however, China has instigated something of a reclamation Blitzkrieg. It has converted seven submerged reefs into islands, and several of those incorporate runways and harbours. They are primarily for military use and therefore dramatically change the strategic situation. When challenged, China cites an indisputable right to be there.
This paper seeks to address the sense of entitlement that all claimants exude. Perceived rights seem to override international law, ratified conventions, signed declarations, and even common sense. They stem from history, both ancient and modern; but history is open to interpretation. Archaeological evidence is more concrete, as it can
corroborate and/or enhance the textual evidence.

Two shipwrecks discovered by Odyssey Marine Exploration in the English Channel in 2008 are embedded in the history of the War of the Austrian Succession (1739-48) and specifically the year 1744. The First Rate Royal Navy warship HMS Victory was lost in the western English Channel on 5 October that year, while returning from escorting to sea one outgoing commercial convoy and liberating another blockaded down the River Tagus in Lisbon.

This study seeks to understand transformations in the modern capitalist World-economy in the North Atlantic. It specifically treats the material culture of four French shipwrecks dating from 1700 to 1760 :  la Dauphine (1704), l'Alcide (1747), l'Aimable Grenot (1749) and le Machault (1760). The starting point of this study is  the standardization of European material culture and the growing interstate exchanges in
an ever-stronger and integrated World-economy, or economic globalization. This study is built progressively, from the low-Ievel analysis of shipwreck assemblages to their global interpretation in conceptual terms, using three functional artefact groups: cargo, shipboard equipment and personal objects. The author seeks to identify the shipboard function of different artefacts and find their provenance, in order to study the production, the commercialization and the diffusion of the different productions found on the shipwrecks. He seeks a  closer understanding of the trends and dynamics underlying the European Atlantic economy during the I8th century, when the most powerful states of Western Europe fought for military and economic control of the continent.

Cette étude cherche à  comprendre les transformations en cours au sein de l'économie-monde capitaliste moderne. Elle s'intéresse spécifiquement à l'étude de la culture matérielle de quatre épaves
françaises datant de la  période 1704-1760 : la Dauphine (1704), l'Alcide
(1747), l'Aimable Grenot (1749) et le Machault (1760). La question centrale qui guide cette thèse est celle de l'uniformisation de la culture matérielle européenne, liée à l'accroissement des échanges interétatiques au sein d'une économie-monde atlantique intégrative, c'est-à-dire avec la  globalisation des marchés. La thèse se construit de manière progressive, de l'étude fonctionnelle et contextuelle des collections d'épaves à  leur interprétation en termes économiques plus larges, en fonction de trois classes fonctionnelles maritimes: les cargaisons, le  matériel de bord et les objets personnels. Après avoir organisé les artefacts pour chaque épave selon une grille fonctionnelle originale, l'auteur s'attache à reconnaître les fonctions à  bord des objets et à  retrouver leur provenance. Il tente alors d'analyser la production, la commercialisation et l'ampleur de la diffusion de chaque production, de manière à  comprendre les dynamiques en jeux au coeur de l'économie-monde atlantique au début du XVIIIe siècle, où s'affrontent les principaux États de l'Europe occidentale.

This book presents a new study of Greek large-scale bronze statuary of the late Archaic and Classical periods. It examines the discovery, origin, style, date, artistic attribution, identification, and interpretation of the surviving bronzes, and focuses in particular on their technical features and casting techniques. It contains over 170 plates of photographs and drawings to illustrate its discussion.

It also places the development of the casting techniques in connection with the stylistic evolution in Greek free-standing sculpture. During the Classical period, artists preferred bronze to marble when creating their contrapposto figures. Indisputably, bronze gave particular freedom to artists in creating three-dimensional figures. In addition, the evolution in style encouraged the development of the uses of bronze to serve the new needs and tendencies in sculpture during the late Archaic and especially the Classical period. Through the examination of how technical matters affect style, this book presents fresh interpretations of these important monuments of Greek art and offers a new approach in the field of Greek free-standing bronze sculpture.

During the survey for the wreck of the sidewheel steamer the SS Republic, Odyssey Marine Exploration discovered the remains of a merchant vessel, Site BA02, located at a depth close to 370m, 70 nautical miles off Jacksonville, Florida. The wreck was brought to Odyssey's attention by fishermen, whose nets had snagged ceramic wares over the last 40 years. A small selection of artifacts was recovered in 2003 and the wreck arrested in court. The site was revisited by Odyssey in 2005 and due to observed additional impacts caused by fresh dragging of trawl nets in the interim years further diagnostic material culture was recorded in relation to its contexts prior to select recovery to identify and date the site before the wreck became even more extensively disturbed and data lost.

Artykuł ma na celu prezentację wyników rozpoznania i ochrony podwodnych stanowisk, na których
występują wraki położone w rejonie ujścia Odry. Jednym z objętych programem inwentaryzacji
stanowisk jest wrak drewnianej jednostki żaglowej zlokalizowanej przy wejściu do portu w Świnoujściu.
Zawarte w artykule materiały stanowią wstępne wyniki prowadzonych na wraku badań.

Agderfylkene planlegger å bruke kulturarv i uthavnene til verdiskaping under det regionale samarbeidsprosjektet «Uthavner i verdensklasse». Fra og med 2017 har også Norsk Maritimt Museum (NMM) vært med på
uthavnssatsingen for å bidra til å inkludere kulturminner under vann i Agderfylkenes satsing.

Målet med dette prosjektet har vært å styrke kunnskapsgrunnlaget om kulturminner under vann i Ny-Hellesund med feltundersøkelser, utprøve formidlingsopplegg knyttet til undersøkelsene og samle lokale og reginale aktører til et dialogmøte om verdiskapning med utgangspunkt i kulturminneverdiene under vann.

Prosjektet har gitt et kunnskapsløft om kulturlagene i Ny-Hellesund. Vi har nå en langt bedre innsikt i kronologisk fordeling og bevaringsforhold i sentrale deler av uthavnen. Kulturlagene er meget rike på gjenstander og
beinmateriale, og det var mer middelaldermateriale enn forventet.
Undersøkelsen av Pelikanen har gjort det mulig å få bekreftet identiteten til vraket og den har vist at, på tross av
berging før skipet endelig gikk tapt, er det fortsatt et gjenstandsmateriale igjen på stedet.

Gjennom dialogmøtet med lokale og regionale aktører er det åpnet opp nye muligheter for samarbeid og tettere
kontakt fremover. Prosjektet har gitt gode erfaringer med en aktiv formidling under gjennomføringen i felt og resultatene har gitt
grunnlag for en bredere formidling av uthavnen. Dette vil NMM nå arbeide videre med.

Expedition to positive identify the shipwreck of the Italian Regia Marina battleship Regina Margherita, sunk 11th November 1916 by the German minelayer submarine  UC 14 off the harbour of Valona (Albania). The expedition received the appointment and patronage of the Ministero degli Affari Esteri della Repubblica Italiana, Italian Embassy in Tirana and Italian Consulate in Valona.

End-of-season progress report on the survey in the waters off the Island of Mozambique and Ilhas Primeiras of various wreck sites, potentially dangerous areas, and historical research. As a result, 2 modern wrecks were found, and 4 historical wreck sites were revisited and evaluated.

O "Naufrágio do galeão grande São João" é o primeiro relato da História Trágico-Marítima, publicada em 1735, e do desastre ocorrido em 1552. O relato conhecido como "Naufrágio de Sepúlveda" é o mais famoso entre todos os relatos de naufrágios. Contudo, devido à existência de um manuscrito e de diversas edições, o que conhecemos é resultado de várias alterações ao longo do tempo. Neste trabalho, através da análise comparativa do manuscrito e de sete versões publicadas, tenciona-se esclarecer como a narrativa foi modificada ao longo das edições.

By J. Barto Arnold III, Thomas J. Oertling, and Andrew W. Hall

The blockade-runner Denbigh, one of the most successful and famous of the American Civil War, was located and recorded near Galveston in December, 1997. The site,  41GV143, was identified during a reconnaissance by the Institute of Nautical Archaeology, Texas A&M University. The 182-ft (55.5 m)-long, iron hulled, 258-ton displacement side-wheeler was built in 1860 by Laird, Sons & Co. of Birkenhead as a coastal paddle steamer and, when new, was considered a crack ship with all the latest features of design and technology.

This paper covers the 2000 excavation phase of an  underwater archaeology project to investigate the Denbigh. It is the third in a series of preliminary progress reports. The report also provides updated findings on the ship’s history.

Vom 4. bis 14. July 2014 fand eine Survey Expedition in Wilhelm Gustlof wrack statt, es war ein nazi-Kreuzerschiff von K.d.F. das wurde ein Kaserneschiff vom Kriegsmarine und am 30. Januar 1945 wurde vom sowietischen U Boot S-13 gesunken. Wilhelm Gustloff Wrack ist eine Erinnerung vor der grossen Seetragoedie der Geschichte und liegt in internazionale Wasser vor der Kuesten dem heutigen Poland, zwischen dem Stolpe-Bank und der danischen Insel Bornholm.
https://www.youtube.com/watch?v=KfBtFVfWYNM

Much has been written on the 1715 Plate Fleet, unfortunately mostly by treasure hunters and amateurs. Speculations abound yet little archival research has been done or published. This paper attempts to shed some light on some of the on-going "mysteries," like what ever happened to the French ship le Griffon, the only ship to survive the storm, and which are the two missing ships never found by the Spaniards? Hopefully some of the answers can be found in this paper.

Das Roll-up gibt eine kurze, allgemein verständliche Einführung zu den beiden römischen Schiffswracks aus der Zeit um 100 n. Chr., die 1986 in Oberstimm (Markt Manching) entdeckt und 1994 vollständig geborgen wurden. Seit 2006 bilden die Wracks Highlights der Dauerausstellung im kelten römer museum manching. +++ Das Roll-up wurde im Rahmen des Kooperationsprojektes »Die Rückkehr des Römerschiffs« erstellt, an dem das kelten römer museum manching, die Friedrich-Alexander-Universität Erlangen-Nürnberg und weitere Institutionen beteiligt waren. Im Juli und August 2018 begab sich ein 1:1-Nachbau des Oberstimmer Schiffswracks 2 entlang der Donau auf große Tour: die Fridericiana Alexandrina Navis (kurz F.A.N.). Sie bot interessierten Besuchern die einzigartige Gelegenheit, sich selbst in die Riemen zu legen und damit Geschichte hautnah zu erleben.

The HMS St George was a second rate ship-of-the-line of the Royal Navy. She sank, together with the HMS Defence, in the North Sea off the Jutland coast in 1811, with nearly all of her crew lost the tragedy claimed 1400 lives. The ship was excavated during the 1980’s and a museum dedicated to the wreckage opened in 1993 in Thorsminde. Several theses have been written in past years about artefacts from the HMS St George at the University of Southern Denmark. This thesis examines the collection of navigational instruments recovered from the wreck and reflects on the culture of navigation onboard the ship. It re-examines the history of the St George’s last voyage with regards to Gibbs’ theory on site formation processes.

Dreams of undersea riches make treasure hunting a seductive investment. As professional underwater archaeologists, we don’t normally comment on the commercial salvage of historical shipwrecks. But in this case, our expert opinion is: Don’t waste your money.

The fact is, no major treasure-hunting venture has ever been profitable for investors, according to a series of academic studies. And from an archaeological point of view, there are compelling scientific and legal reasons that investments in treasure hunting won’t pay off.

La Isla del Coco es un territorio insular costarricense que cuenta con la categoría de Parque Nacional, geográficamente abarca 2.400 Ha en la parte terrestre y 97.235 Ha en el sector marítimo. El interés científico que suscita, tradicionalmente,se ha centrado en el estudio de su biodiversidad, y específicamente en los valores que se obtienen de profundizar en su conocimiento biológico y ecológicocon proyectos destinados a su mejor gestión y conservación.Los estudios relacionados con el patrimonio cultural y específicamente el patrimonio subacuático de esta isla son relativamente recientes. A través de este trabajo, tratamos de dar a conocer los resultados obtenidos en la primera prospección arqueológica subacuática realizada en la Isla del Coco y la localización y estudio de uno de sus pecios, el tentativamente identificado como el SV Viduco.

Cocos Island is a Costa Rican island territory with the category of National Park, geographically it has 2,400 Ha in the land part and 97,235 Ha in the marine part. The scientific interest that arouses, traditionally, has focused on the study of its biodiversity, and specifically, in the values that it deepens in its biological and ecological knowledge for its better management and conservation, the studies related to the cultural heritage and specifically the underwater heritage of this island are relatively recent. Through this work, we try to share the results obtained in the first underwater archaeological survey conducted on Cocos Island and the location and study of one of its wrecks, the one tentatively identified as SV Viduco.

Dalam dua dasawarsa ini, banyak penemuan kapal karam dengan berbagai jenis muatannya di perairan Nusantara. Sebagian besar peninggalan kapal karam tersebut ditemukan di perairan Nusantara bagian barat (perairan Sumatra-Jawa). Ini suatu kenyataan, bahwa perairan laut Nusantara memiliki tinggalan kapal karam yang sangat banyak. Salah satu kapal karam yang ditemukan, ialah Intan Shipwreck. Artikel ini akan membahas variabilitas dan kronologi muatan kapal karam yang telah dieksplorasi pada tahun 1997. Kemudian hasil identifikasi muatan kapal itu, dibandingkan dengan tinggalan arkeologi yang ditemukan dari hasil penelitian di situs-situs arkeologi. Sebagian besar muatan kapal karam ini, dapat dipastikan sebagai barang komoditi yang akan didistribusikan ke negara konsumen. Pola persebaran dan persamaan muatan kapal karam di situs arkeologi memperkuat adanya jaringan pelayaran dan perniagaan, baik jarak jauh maupun jarak dekat, dalam konteks jamannya.

Abstract. Intan Shipwreck Cargo from 10th Century CE: Variability and Chronology.

In the past two decades, many shipwreck have been discover with various types of cargo in the Archipelago waters. Most shipwreck relics were found in the western part of the Archipelago waters (Sumatra-Java). It is a fact, that the Archipelago waters have very much shipwreck remains. One of the shipwreck found, is Intan Shipwreck. This article will discuss the variability and chronology of Intan is cargo, that was explored in 1997. Then the identification of the shipwreck cargo, compared with the archaeological remains discovered from the research. Most of the shipwreck cargo, it can be confirmed as a commodity item that will be distributed to the consumer. The pattern of distribution and equation shipwreck cargo at archaeological sites, strengthen the networking of shipping and commerce, both long distance and short distance, in the context of its time. Hence, through this discussion, it makes it possible to view the archipelago in the past in a broader perspective, such as in the form of networking.

This is a published version of a paper published in Marinarkeologisk tidskrift. Citation for the published paper: Eriksson, N. (2010) "Lejonvraket -ett första fältarbete" Marinarkeologisk tidskrift, (4): 4-7 Access to the published version may require subscription. Permanent link to this version:

These pages are from a blog post written for www.combatarchaeology.org (published 22.11.2020). They present some preliminary remarks on a newly discovered historical source that describes the loss of Danish King John's flagship, GRIBSHUNDEN, which sank off the coast of Blekinge (Sweden) in 1495. The account not only adds valuable information to our understanding of the circumstances surrounding her loss but also sheds new light on the previously known historical sources. Both of these aspects are examined in-depth in relation to the "new" source in a forthcoming paper (Warming & Ijäs, in prep).

http://combatarchaeology.org/the-loss-of-the-kings-flagship-gribshunden-1495-an-unknown-historical-source-surfaces/

Many questions remain regarding the 1715 Plate Fleet, most of it is due to a lack of good archival research. Four of the ships have yet to be found in modern time, but which one are they? Two were partially salvaged by the Spaniards, two were never found. This paper attempts to answer some of the questions.

A number of authors have dealt with the historical reconstruction of synoptic conditions from shipping records during isolated incidents, notably naval events. The paper presents a broad survey of Irish shipwrecks that correlate with historic storms in an attempt to quantify the extent of these incidents, and relate the weather observations of the distressed vessels to those at meteorological stations, as well as those put forward by meteorologists reconstructing past conditions.

On the section of the Danube between Radujevac and Milutinovac (km 857 to 900), from September 6 to September 20, 1944, a large number of German war and transport ships, as well other watercrafts, have been disabled and sunk by their crews so that they would not fall into the hands of the Red Army and its allies, but at the same time, the ships were also sunken in order to obstruct the waterway and hinder navigation. The greatest concentration of the sunken ships is in the region of Prahovo, i.e. from km 857 to 862 of the Danube course. 74 years after they have been sunken, the remains of the German fleet still pose a serious threat to the navigation in this section of the Danube.

Niebieska humanistyka (Blue Humanities) to dynamicznie rozwijający się posthumanistyczny nurt myślowy, osadzający historię życia w oceanie. Zgodnie z tym przekonaniem naszą planetę powinniśmy nazywać Oceanem, a nie Ziemią, gdyż wody stanowią około 70 proc. powierzchni ziemskiego globu. Steve Mentz, jeden z teoretyków zwrotu oceanicznego we współczesnej humanistyce, zwraca uwagę na to, że jeśli pragniemy zrozumieć dynamiczne przemiany epoki antropocenu, powinniśmy odejść od statycznych kategorii zielonych pól, ogrodów oraz żyznych gruntów, których uprawa niesie ze sobą opowieści o przetrwaniu nierozerwalnie związane ze stabilnością i przewidywalnością. W jego rozważaniach pierwszorzędne znaczenie mają niespokojne wody, niosące nieustanne zagrożenie katastrofą (wrak, rozbitek) oraz figury żeglarzy i pływaków unoszących się na wodzie, stale przebywających w niebezpiecznym środowisku. Z kolei Astrida Neimanis, związana z tradycją feministycznego nowego materializmu, podkreśla życiodajną i jednocześnie niezwykle kreatywną rolę oceanów, które w swoich niezbadanych głębinach wytwarzają wiele różnorodnych, niesamowitych nie-ludzkich ciał. Woda w jej rozważaniach staje się nie tylko gwarantką materialnej, cielesnej zmienności, lecz przede wszystkim zawsze zaskakującej, niczym nieskrępowanej naturokulturowej twórczości. Podejmując trop wskazany przez Neimanis, chciałbym przyjrzeć się artystycznym manifestacjom oceanu w filmowych obrazach Heleny Wittmann oraz Lucile Hadžihalilović, a także pokazać, w jaki sposób Olafur Eliasson upomina się o utracone ludzkie relacje z żywiołem wody. Zależy mi głównie na tym, aby ukazać związane z wodami praktyki materialno-dyskursywne. Chcę przyjrzeć się temu, w jaki sposób materialny ocean wytwarza symboliczne znaczenie, oraz pokazać, że reżyserki oprócz typowych dla klasycznej sztuki artystycznych środków wyrazu (reprezentacji i metafor) próbują za pomocą swoich filmów wytworzyć w widzach również pewnego rodzaju oceaniczne doświadczenie.

Eine vom Verfasser vor zehn Jahren vorgelegte Studie «Vorindustrielle Lastsegelschiffe in der Schweiz» führte vor allem für das ost und zentralschweizerische Gebiet zwi schen Boden und Vierwaldstättersee eine Bestandsauf nahme von archäologisch bedeutsamen Schiffswracks vom Spätmittelalter bis ins 20. Jh. durch. Die Arbeit greift ferner auf das Seengebiet der Westschweiz über und bie tet somit eine erste Darstellung vorindustrieller Lastsegel schiffe auf Schweizer Gewässern. Ein derartiges, auch denkmalpflegerisch wertvolles Inventar war grundsätzlich nur durch eine enge Zusammenarbeit mit Sporttauchern möglich, da diese gut über derartige Tauchspots Bescheid wissen. In den letzten Jahren sind auch am Zürichsee wichtige neue Fundstellen hinzugekommen: Meldungen durch Berufsfischer oder die Seepolizei und Wracks, die als Anomalien auf hochauflösenden bathymetrischen Kar ten (Tiefenlinienkarten) sichtbar sind. Allein für den Zürich see sind derzeit mehrere Dutzend historischer Schiffs wracks erfasst Abb. 2. und Abb. 3. Besonders wichtig ist bei Neufunden zunächst eine mög lichst präzise zeitliche Einordnung des Objekts (typolo gisch oder dendrochronologisch), um das Wasserfahrzeug anschliessend detaillierter zu untersuchen. So können ähnlich gebaute Schiffsrümpfe beispielsweise ein Indiz für «kulturellen Austausch», einen «Ideentransfer» zwischen einzelnen Gewässerlandschaften oder eine gemeinsame, weiter zurückreichende Schiffbautradition sein. Die Schiff fahrt auf den Schweizer Seen und Flüssen war jedoch nicht nur naturräumlichen, ökonomischen und technischen, sondern vielmehr auch unterschiedlichen rechtlichen und politischen Bedingungen unterworfen, die es ebenso zu berücksichtigen gilt. Ein Blick auf die bisher vom Zürichsee bekannten Wracks verdeutlicht, dass die Mehrheit dieser Fahrzeuge nicht älter als 100 bis 200 Jahre ist, und dass Schiffe aus dem Mittelalter oder gar der Antike bisher nicht zu Tage getre ten sind. Derartige, deutlich ältere Objekte erscheinen nur in ausserordentlichen Zusammenhängen: als Schiffsreste, Bis in die Zeit um 1900 stellten Europas Seen und Flüsse ein zusammenhängendes, elementares Wegnetz dar, auf dem über viele Jahrhunderte hindurch Waren des täglichen Bedarfs sowie des internationalen Fernhandels, aber auch Menschen und Tiere, auf den verschiedensten Wasserfahr zeugen befördert wurden. Die Schweiz und der im nörd lichen Alpenvorland gelegene Zürichsee, nahmen dabei -sicherlich seit dem Neolithikum -eine zentrale Schlüs selposition für den NordSüdVerkehr zwischen Deutsch land und Italien und für den OstWest Transit in Richtung Frankreich/Mittelmeer ein Abb. 1. Während die wirtschaft lichen, rechtlichen und historischen Zusammenhänge die ses Wasserverkehrs bereits gut untersucht sind, standen die traditionellen Transportmittel selbst, die hölzernen Lastschiffe, lange Zeit nicht im Vordergrund des Interes ses. Der Grund liegt wohl darin, dass sich in der Schweiz nur wenige dieser vorindustriellen Fahrzeuge erhalten haben. Zu schnell hatte der Fortschritt der Industriellen Revolution das alte Gewerbe und Handwerk in einer Zeit überrollt, als der «Vater der Pfahlbauten», der Zürcher Ge lehrte Ferdinand Keller, schon 1869 ein bemerkenswertes schiffsarchäologisches Forschungsprogramm formulierte: «Es ist auffallend, [...] dass bisher niemand es der Mühe werth achtete, über einen culturhistorisch so interessan ten Gegenstand wie die Schifffahrt auf unsern Seen und Flüssen, die in den letzten Jahrzehnten eine bedeutende Umgestaltung erfahren hat, allfällige Notizen, die aus Ur kunden und aus dem Munde alter Schiffer entnommen werden können, zusammenzustellen und eine Skizze der Geschichte unserer einheimischen Schifffahrt zu entwer fen.» Neue Verkehrsmittel aus Stahl und Dampf, Dampf schiff und Eisenbahn also, hatten im 19. Jh. rasch die Ober hand in der Spedition gewonnen. Aus diesem Grund lassen sich hölzerne Lastschiffe im Original und als Produkt eines weitestgehend schriftlosen Handwerks heute lediglich als Wracks unter Wasser genauer studieren, um Informationen über Form, Ausstattung, Bauweise und Ladung, zu Typen vielfalt, Innovationen und Entwicklung zu erhalten.

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One of the few facts that can be stated unequivocally is that wooden vessels leak. Whether due to a damaged hull, loose caulking between seams, or simply a reflection of the age of a ship, water always manages to end up in the bilge. Sailors on smaller watercraft addressed this issue through bailing, but as ships became larger, the demand for an efficient device eventually produced the ships' pump. Over most of history, contemporary scholars paid little attention to describing the device and it is only in the last few decades that archaeologists have begun to piece together the various versions of ships' pumps found on several shipwrecks. This article addresses earlier analyses on ships' pumps and expands upon the topic with new archaeological findings. It also discusses the relationship between the hull design and where shipbuilders positioned the pumps within the hold.