More about the Kyrenia ship

Find out more about the Kyrenia ship at:

• Wikipedia – Kyrenia ship
• Kyrenia Shipwreck Museum
• Feature on Kyrenia in Archaeology journal

The post Julian talks about the Kyrenia ship appeared first on Shipwrecks and Submerged Worlds.

The ever-changing nature of the inter-tidal zone means that is presents its own unique set of challenges as a working environment. This is especially true in countries such as the UK where there is a very large tidal range. The extent of the inter-tidal zone is increased, but the time-window during which archaeological remains are accessible can be very limited. The nature of the inter-tidal zone around the UK is also very mixed, ranging from vast expanses of hard sand, to estuarine silts and mud. Working on sites in the latter is like working in a vat of treacle or thick syrup, but with a much worse taste and an enduring smell that clings to you long after you have left the site!

Accessing sites in these areas can be fraught with difficulty and real danger of literally becoming stuck in the mud in the face of a rapidly incoming tide. Knowledge of the local conditions is therefore of critical important, as is a pair of tight fitting wellies, or even a dry suit. Reaching a site might involve a significant walk, carrying all equipment, although options to make life easier include hovercraft or even arrival by boat on estuarine islands. Developing technology using drones for remote surveys and photographic recording is also making life much easier.

Finally, when the site is reached, its location within the tidal regime might dictate that work is limited to a very short window, perhaps 45 minutes if located near to the low water mark. I was lucky enough to work on a newly exposed site on the East Winner sandbank, Hampshire, which was a well preserved 19th century shipwreck, but where we could only access the site for one hour, every two weeks, not at all convenient. On other sites that are situated closer to the high tide line work can carry on for hours. The location of the site in the tide can also mean that access is only available every few weeks at the lowest tides, which can be a further impediment to regular work.

Given all of these problems, the question might be asked as to why we bother to work in such an area. The answer is simple – because the archaeological remains that are contained there are often fantastically preserved by mud, silt and sand. By extension, they are often remains that have never been recorded before (because of being covered) and so offer new information to add to our overall record. At a more visual level, such sites can be incredibly evocative as they emerge from the receding waters, and exist in our world for a limited period of time before they are reclaimed by the incoming tide. This constantly changing physical context offers the final reason for working in the intertidal zone – that many of the sites that are found, are under immediate threat when they appear, from sediment erosion or being swept away by the sea.

The importance of archaeological remains in the intertidal zone is being increasingly recognised within the UK. The nature of the sites means that it is often possible to visit them in person, or to volunteer to help with the survey and recording of them. Much of this work takes place in a very reactive way, because sites are often uncovered and exposed without warning, and so work cannot be planned in advance. So if you are interested in learning more about intertidal archaeology please visit the websites of the Maritime Archaeology Trust, or the CITiZAN Project.

You may also be interested in What are the environments that maritime archaeologists work in? which is a step in Week 1 of Shipwrecks and Submerged Worlds: Maritime Archaeology.

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Shipwrecks and Submerged Worlds educator, Dr Julian Whitewright, will be giving a talk on maritime archaeology at Southampton Cafe Scientifique:

Introduction to ship archaeology, metallurgical analysis of copper/brass material for dating, dendrochronology, conservation and so on

Date: Monday 8th February 2016
Time: 19:00 for talk 19:30 to 21:00.
Venue: Southwestern Arms (upstairs room) , 36 Adelaide Rd, St Denys, Southampton, SO17 2HW
Cost: Entry by a purchase at the bar or by donation in the tin, for the venue facilities.

There will be plenty of time for questions and answers, so please feel free to come along with your queries.

This event is relatively informal, so it will not be possible for it to be live-streamed.

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These two monsoons have very different characteristics from each other, despite occurring over the same body of water. The north-easterly monsoon of the winter is characterised by dry, steady, relatively gentle winds which encourage sailing throughout its duration. Meanwhile, the south-westerly summer monsoon is wet, violent and characterised by storms and strong wind with sailing only feasible at the beginning and end; in the late spring and early autumn. Unlike in the Mediterranean and Northern Europe, then, sailing in the Indian Ocean tended to avoid the summer months of June, July and August.

The switch in overall wind direction resulting from the monsoon patterns means that it is possible to sail on the Indian Ocean with a constantly favourable wind, if done in conjunction with the monsoon rhythms. Using favourable winds as much as possible was important. Ancient and medieval Indian Ocean sailing vessels could only sail to windward in lighter winds and calm seas, but were efficient when sailing with the wind. They could average as much as 11 kph on extended voyages, with an even higher top speed in very good conditions.

The use of the monsoon in this manner is inferred in Roman period written sources. One of which is the Periplus Maris Erythraei, a Greek text written in the mid-1st century AD by a merchant with intimate knowledge of the Red Sea, Persian Gulf, Bay of Bengal and Arabian Sea. The Periplus lists the ports of trade, the distances between them and the products that could and should be traded at each port. In this sense it is much more of a trading gazeteer than a description of navigational methods.

Monsoon and Ibn Majid

Our best information for using the monsoon comes from a master navigator called Ibn Majid. He came from what is now the United Arab Emirates/Oman and sailed and wrote in the 15th century. As well as describing the Arab methods of navigating using the stars, Ibn Majid recounts the routes around the Indian Ocean and lists the times of the year when vessels should depart certain ports in order to arrive safely at their destination. The constant nature of the monsoon over recent millennia means that his timetable or departures can also be used to understand earlier eras, e.g. the Roman one.

From Ibn Majid’s work, we can construct a seasonal timetable whereby ships departed from ports in the Gulf like Siraf and southwestern India during the autumn, sailing to East African ports like Zanzibar on the north-easterly monsoon and returning during the spring on the first winds of the south-westerly monsoon. Vessels from Red Sea ports like Aylah would sail south in late summer, using the tail-end of the south-westerly monsoon to sail to south-western Indian ports, returning again in December and January when they would have the favourable winds of the north-easterly monsoon. The voyage between the Red Sea and East Africa could be made using a combination of the two monsoons and a stopover at a port such as Aden in modern Yemen.

Voyages even further eastward, to south-east Asia and China, probably via the straits of Malacca, also fitted within this timetable. Vessels could leave southern India in late December, arriving in the China Sea in April or May with an arrival in Canton for the summer. The return voyage would depart in the autumn and cross the Bay of Bengal in January. A vessel sailing from a Gulf port might take a year and a half to complete the round trip to China and back.

In all the examples above, and for ancient as well as medieval eras, voyages could be made directly, or by stopping to trade at ports along the way. In this way the two monsoons provided the mariners of the Indian Ocean with a means to sail from place to place with a degree of relative certainty and reliability, arriving in specific ports at specific times, and leaving them during designated periods depending on the next destination. This regular timetable derived entirely from the combination of available sailing technology, in conjunction with the predictable monsoon weather systems. It provided a contrast to the seafaring of more northern seas where the technology was broadly similar, but where the weather was far more unpredictable.

The post The maritime rhythms of the Indian Ocean monsoon appeared first on Shipwrecks and Submerged Worlds.

I am really lucky in that my two jobs allow me to approach this from two very different perspectives. At the University I work on researching the seafaring of the ancient Mediterranean and Indian Ocean, with a particular emphasis on sailing rigs and the performance of ancient vessels while under sail. I have been lucky enough to work on University projects in Egypt and Eritrea that have been concerned with the survey and excavation of ancient port sites and the remains of watercraft that they contain.

Outside of the University, my work for the Trust is concerned with understanding wooden ships from the 17^th, 18^th and 19^th centuries. This work mainly focusses on British-built ships that have been wrecked and re-discovered in the waters around the Solent area of the south-coast of England. The vessels I work on range from small coastal trading ships, to large warships and global sailing ships allowing a real appreciation of the range of ship-types in use in the past and how they relate to each other and wider themes of technological development. Increasingly, my work at the Trust is concerned with managing shipwrecks and ensuring that the archaeological sites, the material and the information we get from them is properly curated, archived and disseminated.

The varied nature of my work is reflected in my teaching at the University where the content of our MA/MSc in Maritime Archaeology is driven by the research that I and my colleagues undertake. A final important element in this is my own love of sailing and rowing boats, this allows us to really understand vessels from a first-hand point of view, rather than just from an arm-chair. Being able to get out on the water in traditional vessels and understand how to use them is a very important way of increasing our understanding of the archaeological record.

I am really excited about being able to combine these different elements of work within the Shipwrecks course and I am really looking forward to sharing and discussing this work with everyone taking part in the course. In the meantime you can find more about me and my work at: http://about.me/julian_whitewright

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