23 10 700 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource A World Elsewhere: Europe's Encounter with Japan in the Sixteenth and Seventeenth Centuries Creator An entity primarily responsible for making the resource Derek Massarella Publisher An entity responsible for making the resource available Yale University Press Date A point or period of time associated with an event in the lifecycle of the resource 1990 Type The nature or genre of the resource Book Zotero Author Derek Massarella Item Type Book ISBN 0300046332 Date A point or period of time associated with an event in the lifecycle of the resource 1990 Library Catalog OCLC WorldCat FirstSearch Num Pages 442 Place New Haven Publisher An entity responsible for making the resource available Yale University Press Short Title A World Elsewhere Title A name given to the resource A World Elsewhere: Europe's Encounter with Japan in the Sixteenth and Seventeenth Centuries Japan https://apconf-much.org/proceedings/files/original/cc3955561072153c7bb6328e3c842dc4.pdf 75ee1a879b43f6b8b45d3b4269a27278 PDF Text Text Meaningful Applications of Photogrammetry on Shipwreck Excavations - Not Just for Recording! Using 3D Data to Understand the Ships Kotaro Yamafune (President of A.P.P.A.R.A.T.U.S. LLC) apparatus.japan@gmail.com Dimitra Voutyrea (Doctoral Candidate of Austrian Archaeological Institute at Athens of the Austrian Academy of Sciences) dimitra221996@gmail.com Irena Radić Rossi (Assistant Professor of University of Zadar) irradic@unizd.hr Javier Rodríguez Pandozi (Director of Instituto Balear de Estudios en Arqueología Marítima) jrpandozi@gmail.com ABSTRACT Photogrammetry has rapidly gained attention in the field of underwater archaeology since around 2011, largely due to significant time constraints associated with underwater excavation. Photogrammetry is a technique that utilizes photographs taken with a digital camera to create precise 3D digital models. It has now become possible to replace some of the manual recording tasks with this technique, which offers both speed and high accuracy. As a result, underwater recording work can now be completed in a fraction of the time it once required, while still maintaining accuracy. However, the most significant advantage of photogrammetry lies in the flexibility of the data it generates, which subsequently enhances archaeologists' research and facilitates hypothesis formulation. In this paper, the authors present several case studies where photogrammetry is used not only as a recording tool but also as a support for scientific research, specifically to enhance our understanding of historical ships. The case studies to be discussed in this paper include the Fournoi Shipwreck 15 from Greece (5th century A.D.), the Letavica shipwreck from Croatia (1st century B.C), and the Ses Llumetes shipwreck from Spain (1st century A.D.). In the context of these three case studies, the authors will explore the use of photogrammetry as a research and analysis tool in shipwreck studies. Keywords: Photogrammetry, Shipwreck, GIS, Ship Reconstruction List of Images Figure 1. Fournoi shipwreck 15’s QGIS baselines. Figure 2. Fournoi shipwreck 15’s QGIS database at the end of 2021 fieldwork. Figure 3. Hypothetical shape of the Letavica shipwreck. Figure 4. Hypothetical shape of the Ses Llumetes shipwreck. 1. INTRODUCTION The topic of this paper fits best within this Session 19. Database, monitoring, non-intrusive documentation techniques and new technologies applied to underwater cultural heritage because this paper will discuss the potential of photogrammetry as an effective tool for the scientific analysis of shipwreck sites. Over the past decade, photogrammetry has become an indispensable tool for maritime archaeology. (McCarthy et al. 2019) This technique allows archaeologists to record underwater archaeological sites quickly, which is particularly beneficial for underwater archaeology, as the underwater environment imposes certain time constraints on work (Yamafune et al. 2017). Photogrammetry, which requires only a digital camera and does not necessitate expensive scanning tools like LiDAR (three dimensional scanners) or total stations often used for terrestrial site recording, is relatively low cost. For these reasons, photogrammetry has emerged as one of the most frequently used tools for recording underwater archaeological sites. However, the application of photogrammetry and the utilization of the resultant three dimensional (3D) digital models are often limited to producing orthomosaics and two 1 �dimentional site plans. The authors of this paper, however, see greater potential in the use of these 3D photogrammetry models for site analysis, excavation planning, and ultimately, for ship reconstruction to understand the original shapes of the ships. In this paper, the authors present three different shipwreck excavation projects to discuss the more efficient use of photogrammetry for understanding shipwreck sites, beyond just site recording and site plan production. The three archaeological sites where the authors have applied experimental methodologies, and which are discussed in this paper, are the Fournoi Project Shipwreck 15 from Greece (fifth century CE), the Letavica shipwreck from Croatia (first century BCE), and the Ses Llumetes shipwreck from Spain (first century CE). 2. CASE STUDIES The case studies under consideration are the following shipwreck excavation projects where the authors have applied experimental research methodologies. The Fornoi Project and The Shipwreck 15 (Greece) The primary objective of the Fournoi Project is the documentation of the underwater cultural heritage of the Fournoi archipelago in the Aegean Sea. Since 2015, the underwater archaeological survey of the waters around Fournoi has uncovered evidence of fifty-eight (58) shipwrecks spanning a broad timeframe, from the Archaic period to the 20th century. Moreover, a multi-period anchorage site and several individual finds have also been discovered, indicating an area of “high maritime activity” (Campbell and Koutsouflakis 2017, 10-15; Campbell and Koutsouflakis 2021, 281-284). In 2021, the site known as Shipwreck 15, a remarkably well-preserved complex, underwent its first season of excavation. Shipwreck 15 was discovered during the 2015 campaign along the eastern front of the Aspros Kavos promontory, a stark, sheer, rocky cliff at the northeastern edge of the central island of Fournoi. The primary deposit lies on a sandy steep sloping seabed at a depth of 43 to 50m. The exploration of the site so far has revealed a heterogeneous, unorthodox cargo, consisting of at least eight different types and variants of amphorae, mainly of Black Sea origin, along with a secondary load of Phocaean Red Slip Ware (LRC). According to the currently available data, the wreck-assemblage should be dated to somewhere between the last quarter of the fifth century and the first quarter of the sixth century CE. Letavica Shipwreck (Croatia) In 2018, the well-preserved remains of an ancient sunken ship were discovered near Cape Letavica on the island of Pag. Approximately 400 wine amphorae of the Lamboglia 2 type, dating back to the 1st century BC, rest on the slope of the seabed, outlining the shape of the sunken ship. Judging by the research so far, the bow of the ship points to the northeast. The ship appears to have come to rest on its starboard side, with the keel on the shallower part of the site. The total length of the visible ship's cargo is about 21 m, suggesting it was a merchant ship approximately 25 m long. In 2022, roughly twenty pieces of ceramic and metal vessels from the ship's galley were discovered in the stern part of the ship, and two completely preserved amphorae were raised from the site. Ses Llumetes Shipwreck (Spain) Porto Cristo, a small coastal town on the eastern side of the island of Mallorca (Spain), is part of 2 �the municipality of Manacor. The geography of its coastline makes this cove a perfect natural harbor for boats needing to replenish water or carry out repairs during their journey. However, this seemingly ideal anchorage can become a deadly trap for anchored ships when winds blow from the East or Northeast. As evidence of this, there are the five shipwrecks documented by the team of the Balearic Institute of Studies in Maritime Archaeology (IBEAM). Since 2015, IBEAM has focused its efforts on studying the wreck of Ses Llumetes, a Roman vessel dating back to the 1st century CE. Cargo of the ship consisted of amphorae corresponding to productions from southern Hispania, mainly Dressel 7-11 types, alongside Haltern 70 and Dressel 20 types. The amphorae are complemented by Italian materials, including a representative collection of oil lamps, which give the site its name. 3. RESOURCES The resources available to conduct the work include digital 3D photogrammetry models created within Agisoft Metashape Professional Edition photogrammetry software during the field expeditions of the three above-mentioned projects. The authors primarily applied photogrammetry to record archaeological sites and create 2D site plans of the underwater shipwreck sites. For areas of interest, the team tagged, recorded, and occasionally raised artifacts under the supervision of conservators, anticipating the need for storage and conservation facilities. To record all proveniences of these removed/raised artifacts, the teams applied photogrammetry recording before moving any artifacts. As such, photogrammetry recording was conducted almost every working day, and the 3D photogrammetry models were produced each day. All the created photogrammetry 3D models were scaled and locally georeferenced. 'Local georeferencing' means that depths and inclinations of the shipwreck sites were determined by depth measurements taken by dive computers. Additionally, archaeological baselines were established by north-south or west-east directions, or the bow-stern direction if the ships' keel orientation was known. All daily created photogrammetry 3D models were aligned/overlaid correctly once created, allowing archaeologists to track the progress of the excavations. In all these case studies - excavations in Greece, Croatia, and Spain - photogrammetry was used as a primary recording tool and proved its efficiency as a rapid yet accurate recording method. However, the authors sought to explore further potential applications of photogrammetry, using it to understand and analyze shipwreck sites, not just as a recording tool. 4. FRAMEWORK The research question of this paper is “Can photogrammetry serve as a useful tool for archaeologists to understand shipwreck sites and the original ships, beyond simply recording the site?" The authors conducted various case studies to explore this question.” Fournoi Project Shipwreck 15: GIS-Based Cargo Analysis Using Geo-Referenced Orthomosaics and Photogrammetry-Based Site Plans The authors managed to produce geo-referenced photogrammetry 3D models every working day and also developed geo-referenced orthomosaics each evening based on these 3D models. Once created, these orthomosaics were imported into GIS software. The primary goal of a GIS 3 �database in a shipwreck context is the intra-site spatial analysis – determining spatial relations among archaeological remains, which aids in reconstructing the site and understanding the assembly as a unit. Furthermore, this tool facilitates archiving, management, and monitoring of every archaeological task undertaken at a wreck site, thereby aiding both fieldwork and data analysis (Bartoli et al. 2012, E3; Theofanous 2017, 32-33, 38). Figure 1. Fournoi shipwreck 15’s QGIS baselines: georeferenced orthoimages, site plan with isobaths and DEM Model. (Image: K. Yamafune and D. Voutyrea). For the Fournoi Project Shipwreck 15 case study, the authors used QGIS, a free, open-source desktop software. The database was constructed based on a satellite map, multiple geo-referenced orthomosaics, black-and-white-rendered 2D site plans, and Digital Elevation Models (DEMs). (Fig. 1) Vector datasets were created from multiple orthomosaics, which provided temporal data to identify what came earlier and what came later. To examine the arrangement of the heterogeneous containers and make preliminary interpretations of the shipwreck’s findings, the authors used color-coding indicative of various amphora types and other artifacts (Voutyrea 2022). (Fig. 2) Each amphora was outlined by a polygon feature of a specific color, corresponding to a particular type. A separate point layer was designed to track the positioning of wooden remains and fine ware. All necessary information for every individual object (e.g., material, typology, recovery date) was added in the attribute table categories. This process resulted in a multi-layered geodatabase, providing different kinds of archaeological and spatial information. The archaeologists can track, observe, and compare data from numerous perspectives and ask distinct questions of the database, such as "which amphorae belong to the X type?" or "which finds were raised on the X date?" The database's digital environment can be updated regularly to accommodate, organize, and handle new archaeological data as the excavation progresses. The authors anticipate adding new data categories in the future, such as the conservation status of raised finds and sampling of amphorae for archaeometrical analysis. The ultimate goal is to combine the GIS database with other open-source tools, like CloudCompare, to manage workflows, compare, and visualize results in an integrated manner. 4 �Figure 2. Fournoi shipwreck 15’s QGIS database at the end of 2021 fieldwork. The archaeological objects are featured by a color - coding. The different layers are providing various information about every single artefact (Typology, Label number, Inventory number - raised finds etc.). (Image: D. Voutyrea) Letavica Shipwreck: Understanding Unexcavated Ship’s Size and Positions of Wooden Structures The Letavica shipwreck site has only been partially excavated, but the information gathered, and subsequent analysis provide clear insights into the original ship's size and the locations of wooden structures, even those that are still buried. (Fig. 3) During the 2022 field expedition, the team focused on the portside in the bow area and the starboard in the stern area. The bow section excavation measured approximately 2m x 6m, reaching the bedrock at a depth of 1m from the surface sediments. The stern area, around 2m x 8m in size, reached the bedrock at a depth of 1.5m. Beneath the amphorae in the bow area, segments of hull planks were discovered, featuring distinct pegged mortice-and-tenon joinery. The stern area yielded a variety of pottery, including oil lamps and cooking pots. Utilizing photogrammetry 3D models of the entire site, the authors conducted a detailed analysis to develop a hypothesis regarding the original ship's size and its final resting position on the seabed. The initial step involved creating a photogrammetry 3D model of a raised and preserved amphora from the 2018 field expedition. This model was duplicated, color-coded based on size (in red and blue), and overlaid on the photogrammetry 3D models of the Letavica shipwreck site. The authors deduced from the positions and inclinations of the amphorae that the ship had tilted to the starboard side and that most amphorae had also fallen on that side. Further analysis of the amphorae's arrangement and the height of the piles, coupled with the reconstructed bedrock topography based on the excavated areas' depths, allowed for the reconstruction of the original stacking pattern of amphorae in the ship's cargo hold. The pattern appeared to form 3 or 5 �4 layers. Considering the dispersion pattern of the amphorae pile, the length and width of the original cargo hold were estimated, which in turn helped determine the ship's original dimensions. Based on these measurements, it was hypothesized that the ship was 24m in length and 5m in width, and was carrying approximately 920 amphorae when it sank. The reconstructed hypothetical ship and its cargo provide archaeologists with a clearer vision for future excavation planning. Figure 3. Hypothetical shape of the Letavica shipwreck. This reconstructed shape of the hull is primarily based on data derived from 3D photogrammetry. (Image: K. Yamafune) Ses Llumetes: Reconstruction of Hull Lines from Excavated Ship Structures/Fragments Different from above two shipwreck sites, 95% of its preserved hull structures of Ses Llumetes shipwreck site has been excavated. Unfortunately, only forward half of the portside structure survived, and the entire starboard structures and the aft half of the portside was not preserved (it must be noted that there is a possibility that the preserved area is starboard of the stern). In 2022 field expedition, the team removed ceiling planking, and all survived frames and hull planking were recorded in situ using photogrammetry. Using this 3D photogrammetry model of Ses Llumetes from 2022 field expedition, the authors experimentally reconstructed the original shape of the ship. (Fig. 4) Figure 4. Hypothetical shape of the Ses Llumetes shipwreck. This reconstructed shape of the hull is primarily based on the curvatures of frames extracted from the photogrammetry 3D model of the Ses Llumetes shipwreck site. (Image: K. Yamafune) 6 �Research methodology that reconstructs original shapes of the shipwreck is called ‘Ship Reconstruction.’ Traditionally, ship reconstruction had done by archaeologists using manual recordings. First, curvatures of exterior face of each frame, positions of each frames, positions of fastenings has to be carefully recorded. Using all those archaeological information from the shipwrecks site, archaeologists can reconstruct ‘hull lines’ that represents ships’ original shape with series of curvatures. Hull lines are 2D plans composed with three different orthogonal vies/plans, namely sheer plan, half breadth plan, and body plan. From this reconstructed representation of the ship shapes, or hull lines, archaeologists also can understand, cargo capacity, sailing abilities, and other characteristics of the ship. For Ses Llumetes shipwreck, the authors used the photogrammetry 3D model instead of manual recording to do Ship Reconstruction. First, completed photogrammetry 3D model of Ses Llumetes is exported to Rhinoceros 3D CAD software. In Rhinoceros, the wooden structures of Ses Llumetes were re-oriented based on keel and angle of frames according to its entering angle to the keel in the body plan, or section profiles. In other words, the ship structures are re-positioned as if it is on plans of hull lines. Then using Rhino’s commands, curvatures, or section profile of the ship structures are extracted. Then from these curvatures, the authors find out the most broad curvature, and this curvature must be the external shape of the master frame. Master frame is the key component of the ship designs, and the most cases it is placed in the widest points of the full. And in ancient shipbuilding, master frames can be found in the amidship area. Henceforward, the authors duplicate curvatures of the forward frame and mirrored those to the aft parts of the master frame. Although, the stern half of Ses Llumetes was not preserved, the author made curvatures of stern-half slightly narrower and higher based on many other ship examples. Once all curvatures, or section profiles, of the portside was created, the author also created horizontal curvatures which pass through the frame curvatures, or section profile curvatures, at the same height. These horizontal curvatures are called water lines. Initially water lines were not smooth because the wooden structures of shipwrecks, including its frames, were distorted while its was pressed by cargos and buried nearly 2000 years under the seabed. The angles of frame curvature have to be re-angled and modified observing conditions of frames from photogrammetry 3D models of Ses Llumetes. This adjustment process of the water line and the frame curvatures is called ‘Fairing.’ After this fairing process is completed, all curvatures of the portside are, finally, duplicated and mirrored to the starboard side to form complete hull lines. Furthermore, the authors created surface, or digital 3D model, by connecting those curvatures of hull lines; and from this digital 3D model, characteristics of the Ses Llumetes can be calculated inside the software. (Fig. 4) 5. RESULT The authors believe the most significant advantage of using photogrammetry 3D data for analysis lies in its repeatability. Once the 3D models are created, archaeologists can extract measurements and information from the 3D models, rather than directly from the underwater shipwreck site. These measurements, obtained from the digital 3D models, are uniform, meaning the data available for analysis and research remains consistent over time. Consequently, the research and analysis are repeatable, and the results reliable. This repeatability is crucial for archaeologists to conduct scientific research. 7 �BIBLIOGRAPHY Bartoli, D., M. Capulli and P. Holt. 2012. “Creating a GIS for the Underwater Research Project ANAXUM: the Stella 1 Shipwreck”. In The New Technologies for Aquileia: Proceedings of the 2nd Workshop on The New Technologies for Aquileia, Aquileia Italy 25 June 2012, edited by L. Fozzati and V. Roberto, E1-E9 Aachen. Campbell, P. B., and G. Koutsouflakis. 2021. “Aegean Navigation and the Shipwrecks of Fournoi. The archipelago in Context.” In Under the Mediterranean I: Studies in Maritime Archaeology, edited by S. Demesticha and L. Blue, with K. Baika, C. Beltrame, D. Blackman, D. Cvikel, H. Farr & D. Sivan, 279-298. Leiden: Sidestone Press. Campbell, P.B. and G. Koutsouflakis. "Shipwreck Capital of the Aegean - The Fournoi Underwater Survey." The INA Quarterly 44, no. (2017):9-15. McCarthy J., Benjamin J., Winton T., van Duivenvoorde W. 3D Recording and Interpretation for Maritime Archaeology. Coastal Research Library 31. Springer, Cham. 2019. Theofanous, P. “Ανάπτυξη GIS Αρχαιολογικών Πληροφοριών με Βάση Ορθοφωτογραφίες στο Ναυάγιο του Μαζωτού Κύπρου.” Διπλ. Εργασία, ΕΜΠ. (“Development of GIS Archaeological Information system based on Orthophotos in the Shipwreck of Mazotos, Cyprus.” Master dissertation, National Technical University of Athens.) 2017. Voutyrea, D. “Fourni, Shipwreck 15: Documentation and analysis through the creation of an integrated geodatabase.” Poster presentation in “Under the Mediterranean II”, 2-6 November 2022, Valetta, Malta. Yamafune, K., Torres, R., and Castro, F. “Multi-Image Photogrammetry to Record and Reconstruct Underwater Shipwreck Site” in Journal of Archaeological Method and Theory 24, no. 3 (2017) : 703-725. 8 � Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Meaningful Applications of Photogrammetry on Shipwreck Excavations - Not Just for Recording! Using 3D Data to Understand the Ships - Description An account of the resource Photogrammetry has rapidly gained attention in the field of underwater archaeology since around 2011, largely due to significant time constraints associated with underwater excavation. Photogrammetry is a technique that utilizes photographs taken with a digital camera to create precise 3D digital models. It has now become possible to replace some of the manual recording tasks with this technique, which offers both speed and high accuracy. As a result, underwater recording work can now be completed in a fraction of the time it once required, while still maintaining accuracy. However, the most significant advantage of photogrammetry lies in the flexibility of the data it generates, which subsequently enhances archaeologists' research and facilitates hypothesis formulation. In this paper, the authors present several case studies where photogrammetry is used not only as a recording tool but also as a support for scientific research, specifically to enhance our understanding of historical ships. The case studies to be discussed in this paper include the Fournoi Shipwreck 15 from Greece (5th century A.D.), the Letavica shipwreck from Croatia (1st century B.C), and the Ses Llumetes shipwreck from Spain (1st century A.D.). In the context of these three case studies, the authors will explore the use of photogrammetry as a research and analysis tool in shipwreck studies. Creator An entity primarily responsible for making the resource Kotaro Yamafune Dimitra Voutyrea Irena Radić Rossi Javier Rodríguez Pandozi Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource 2023 Language A language of the resource English Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Yamafune, Kotaro . 2023. “Meaningful Applications of Photogrammetry on Shipwreck Excavations – Not just for recording! Using 3D data to understand the ships.” Edited by Jennifer Craig, Jay Mok, and T. Kurt Knoerl. In Proceedings of Fifth Asia Pacific Regional Conference on Underwater Cultural Heritage: Gwangju, The Republic of Korea, November 13-18 2023. The Museum of Underwater Archaeology. URL: https://apconf.omeka.net/exhibits/show/apconfproceedings/item/2014 Asia-Pac Session 19 2023 https://apconf-much.org/proceedings/files/original/292b6ac489ef5a56d541f8b989d40fcc.pdf 3e2766957882237c92ff326ae8a7165e PDF Text Text Early Coins from Kerala: Situating the trade networks with special reference to Pattanam Hari Sankar B (Research Scholar, Tamil University) Dinesh Krishnan (Research Officer, Kerala Council for Historical Research) ABSTRACT The paper is intended for session 26, titled "Early Coins from Kerala: Situating the trade networks with special reference to Pattanam.” The research problem of the paper is to understand the distribution of coins and their role in understanding the trade network. The study would be based on the catalogue of coins from Kerala. Kerala, being known for its spices from ancient times, was not a secret to the world. Merchants from different parts of Europe, Arab countries, and Pacific regions came here for commercial activities, which resulted in exchanges of ideologies and material culture. Pattanam, an early historic port site on Kerala's coast close to the Arabian Sea, has produced evidence of commercial activities with foreign countries, indicated by the presence of ceramics and other material remains in large volume. According to early literary evidence, the Cheras controlled the region, and the presence of their coins from Pattanam also supports this. Apart from these Chera coins, the surrounding regions of the Pattanam site have been reported with Roman Gold and Silver coins and early Indian silver punch-marked coins in hoards. Interestingly, these coins were found in the sites connecting the Pattanam region to the neighbouring early historic sites like Kodumanal, Keeladi, and Azhagankulam. Hence, these sites can be considered part of the hinterland trade networks that connect the region with other early historic port towns in southern India. This paper tries to discuss the hinterland trade network of the Pattanam site and how these coins can be used to trace the early economic condition of the region and its monetary exchanges. Keywords: Coins, Trade, Hinterland, burials List of Figures Figure 1 Chera coins from Pattanam excavations Figure 2 Location of coins Figure 3 The coin hoard sites along with burials 1. INTRODUCTION The passages connecting the settlements, territories, and landscapes are the pathways that are known as trade routes, and they have been an important landscape feature in cultural interactions. Polities and states were keen on developing and controlling trade routes or highways to improve connectivity and interactions for their advantage (Selvakumar 2018, 3). South India emerged as a prominent trade and exchange centre during the Early historical period, evident by the literary evidence and material remains. The geographical location, long stretching sea coast, backwaters and rivers, and various spices were the main reasons for developing trade and ports in Kerala. Ports like Nelcynda, Bacare, Naura, Eli, and Muziris are mentioned in the Greco-Roman records. As part of the trade, monetary exchanges became an inevitable factor. Pattanam was such a port that became prominent during the Early historical period because of the overall favourable conditions. This can be ascertained from the rich cultural deposits at the site, which include ceramics. 2. BACKGROUND Pattanam is an archaeological site (N 10°09.434' E 76°12.587') in Vadakkekara village in Chittatukara Panchayat in the Ernakulam district of Kerala. Archaeological investigations at the site revealed an enormous amount of material and structural remains which are indicators of past economy and other culture-related activities. The site, which is close to the Arabian Sea, falls within the Periyar river delta, which provides an insight into the early history of Kerala, its economy, and its maritime activities. The Arabian Sea is about 4 km west of the site; in between the sea and the western 1 �boundary of the site is located the Tattapally River or Munambam backwaters that run parallel to the Arabian Sea (Cherian et al. 2015, 11-12). The port was under the control of Cheras during the early historic period. Roman Empire and Kerala had commercial links established through literary evidence of Pliny and Ptolemy and artefacts such as ceramics and coins. Pattanam had the presence of Roman Amphora, Arretine ware, Rouletted ware, which are Roman potteries, and other material remains, including cameos, intaglios, and gaming pieces. There was no evidence of Roman coins from the site but had the presence of Chera coins. The periplus and other literary evidence clearly showed that the spice trade, mainly pepper, was considered a precious spice. The seven and a half kg black pepper found in the famous Early Historic port town of Berenike in Egypt in an Indian storage jar with first-century CE context (Tomber 2008, 76-77) attests to the pepper trade from the region. It is stated that the western ships arrived in India comparatively light in weight and that a substantial bulk of Indian commodities were exchanged for Roman coins (Romanis 2020, 138). This indicates how large the pepper trade was. The presence of beryl beads from the site indicated the internal trade. Beryl mines are found in the Kodumanal region, which is the closest source of raw material. All these factors indicate the internal and external trade networks of Pattanam. The present study focuses on identifying and understanding the trade routes by locating the coins. The study also looks at the hinterland sites which could be present along the routes leading to other contemporary sites of Pattanam, such as Kodumanal, Keezhadi, and Azhagankulam. 3. THE COINS Coins are part of the source material for historical studies, which helps explain the economic, social, and political factors of the past formations. In Kerala, coins belonging to various dynasties from early historic to modern times were found in various places. Their presence can be inferred as part of the monetary exchange resulting from internal and external trade. 3.1 Chera coins The earliest coins of the Sangam period are the Chera, small square copper coins with symbols like an arched hill, elephant, trees, umbrella, river with fishes, swastika, sun, srivatsa, wheel (chakra), garland and bull on the obverse, and bow and arrow, the dynastic symbol of the Cheras on the reverse. These coins are die-struck. The Cheras in the Sangam age also issued silver coins with the symbols like the Sun, square tank, caduceus, and sadacharachakra on the obverse and the dynastic symbol 'bow and arrow' on both sides (Vijayaraghavan 2000, 28-31). Three coins were reported from Alangad near North Paravur in the Ernakulam district of Kerala. These were found in an earthen pot unearthed during digging for agricultural purposes—two of the coins found were semicircular, and one with a square shape. The coins bear a bow and arrow symbol on the obverse and an elephant figure on the obverse (Sreekumar 1999, 162). Copper Chera coins were found from Pattanam during excavations lasting nine seasons from 2007, with a clear legend, bow, and arrow on the obverse and elephant on the reverse. These coins are also found in Tamil Nadu in Coimbatore, Karur, Perur, Vellalur, and Kodumanal. 2 �Figure 1. Chera coins from Pattanam excavations (Courtesy: KCHR coin collection) 3.2 Roman Coins The Roman coins were found in various places within Kerala and outside, mainly in the form of hoards. The Roman coin hoard was first found in Nellore in Andhra Pradesh in 1786, with around 40 gold coins (Berghaus 1996, 8). A die made of bronze from emperor Hadrian was reported from Karur in Tamil Nadu, which shows the demand for Roman coins in exchange for goods (Krishnamurthy 1996, 43-48). These coins are found buried in many sites in Kerala, like Kottayam (Aurei of Augustus Nero), Eyyal, and Poonjar (Aurei of Augustus) (Gupta 1965, 47). Eyyal - Eyyal was the first Roman coin hoard discovered in Kerala in 1945. Located about 15 km southeast of Kunnamkulam in Tallappalli taluk of Thrissur district in Kerala, the site is located on the Highway between the ancient emporium of Tyndis and Muziris. The hoard contains about 117 coins, of these, 71 were Gold, 12 were silver, and the rest of the 34 were punch marked coins. The coins of this hoard cover a period of about 123 BCE to 117 CE. This hoard has Denarii of Octavian, Claudius, and Tiberius found in highly worn condition and Aurei of Tiberius, Claudius Nero, and Trajan in a well-preserved condition (Gupta 1965, 48). Valluvally- The site is Located 6 km south of North Paravur in the Ernakulam district of Kerala. The hoard was discovered by local people while digging for agricultural purposes in 1983. The hoard contained thousands of coins, but only 252 were recovered by the local police (Sathyamurty 2011, 14). Most coins were in good condition with inscriptions. Nedumkandam- Nedumkandam is located in Udumbanchola Taluk of Idukki district in Kerala. The site is located near the Ghat route to Tamil Nadu. Over 50 silver coins were discovered from this hoard in 1992, but the reported coins are few (Berghaus 1996, 31). Poonjar- Poonjar is located along the Ghat route in the Kottayam district of Kerala, and the hoard had about 5 Aurei (Sathyamurthy 1965, 4). Idamaruku- Coins of the early Julio-Claudian period have been discovered at Idamaruku in the Kottayam district of Kerala. Idamaruku is a place close to Poonjar (Turner 1989, 74). Niranam- Another finding has been at Niranam near Tiruvalla in the Pathanamthitta district of Kerala (Turner 1989, 74). Puthankavu- About 50 aurei have been reported from Puthenkavu, located near Chengannur Taluk in Alappuzha District. The exact number of coins is unavailable (Champakalakshmi 1996, 265). Kumbalam- The Kumbalam hoard in Ernakulam district of Kerala has nine aurei (Berghaus 1993, 29-42). 3 �Figure 2. Location of coins (Roman in yellow, pmc in red, Chera in green) (Created with Google Earth) Kothamangalam- The Roman coin from the eighth to tenth centuries was reported from Kothamangalam in Ernakulam District of Kerala (Valath 1991, 68). There are a few other stray finds in the Alappuzha district, Kilaloor in the Kannur district, and Kadakavur in the Trivandrum district. However, the details regarding the coins are not available. 3.3 Punch-Marked coins Punch-marked coins are the earliest coinage of India, and most scholars consider them of indigenous origin. Punch-marked coins are generally known in silver and rarely in copper, with various sizes and weights. The size of the coins varies according to shape and weight. These are made of silver and copper and rectangular or square and sometimes irregular in shape. The term punch-marked comes from the technique used for preparing coins where the symbols are stamped on them with punches. They were in vogue when writing was not current in India and were rarely used (Goyal 1995, 79). Symbols are one most conspicuous features of these coins and do not bear any legend or inscription. Various forms of representations, like hills, birds, trees, animals, human figures, and floral and geometrical patterns, appear on them. However, the exact importance still needs to be clarified and remains as mysterious as ever (Vanaja 1983, 5). Several silver punch-marked coins have been discovered in different parts of Kerala. Three hoards of punch-marked coins were found from the region, which includes the Elikulamkara hoard in the Kottayam district, the Eyyal hoard in Thrissur district and the Kodusserry hoard from Angamali in the Ernakulam district (Department of Archaeology, Administrative Reports 1971-72, 75-76). The coin's origin is considered to be of something other than Kerala origin. However, an interesting fact is the discovery of punch-marked die from Karur, which can be used to mint coins (Murthy 1994, 51-56). A total of 218 silver punch-marked coins were discovered from the first two hoards, Elikulamkara, and Eyyal, in 1946. Of these, 184 coins were unearthed from Kottayam, and only 162 coins have been classified. Rests of the 34 coins were reported from Eyyal (Gupta 1965, 5). Kodussery- Kodussery is located near Angamaly in the Ernakulam district of Kerala. The coins were found inside an earthen jar discovered while digging the foundation of a house. The hoard containing 4 �783 silver punch-marked coins is now kept in the Numismatics Study Center, State Department of Archaeology, Nedumangad, Thiruvananthapuram (Satyamurthy 1994, 45). 4. TRACING THE HINTERLAND SITES AND TRADE ROUTES The three varieties of coins from the early historic period were found in various places over Kerala. Their distribution pattern will be traced to understand the trade routes and hinterland sites. The Pattanam site has Chera coins, but Roman and punch-marked coins are absent. These coins are found in large numbers outside the site. Foremost, the location of these coins and theIron age- early historic sites can be combined to get further information about hinterland trade and networks. The interesting fact regarding combining the iron age-early historic site data and of the coin hoards is that there is no evidence of well-recognised settlements identified, or even large mounds which are found in many parts of India in the region except at Pattanam and a few sites like Anakkara and Nachivayal. However, megalithic burials are found all over the area. (Krishnan 2017, 111). An important point highlighted here is that a burial cannot exist without the settlements. So naturally, nearby the burial sites, settlements must have existed. However, the issue is that we cannot recognise them because of the topographic features, continuous habitation, landscape modification, habitation remains, and the environmental conditions of Kerala, mainly seasonal floods. Therefore, we can assume that each burial site refers to a habitation. However, people definitely lived nearby since the vast material culture represented in the burials cannot come from nowhere.  Secondly, the traded materials, mainly pepper, can also be used in this context to understand the hinterland sites. As noted in Sangam and Classical texts, black pepper was one of the important products shipped out in vast quantities. It is possible to produce such a large amount of pepper only in the high ranges as it requires vast areas for cultivation, geographical conditions, trade, and communication for such large-scale trade. The Tamil inscription of Rajendra Chola found on a megalithic menhir stone near Rajakumari in the upper Periyar valley indicates spice production centres and the trade route passed through the region in the later periods also (Kumar 2017, 78-85). In modern days this region is also known for spice cultivating, especially pepper. Considering this, production of the resources must have taken place in the hinterland settlements and neighbouring regions and then transported to Pattanam for external trade. Furthermore, the port town Azhagankulam on the northern bank of river Vaigai in Tamil Nadu must have trade relations with Pattanam. Both these sites might have connected through the highland area of the Western Ghats and Madurai. Mainly there are two routes connecting these regions, one through the Bodinayakanur pass via Kothamangalam, Adimali, Munnar, Rajakkad, Theni, and Madurai. The second is through Cumbum pass via Kothamangalam, Idukki, Kumly, Cumbum, Theni, and Madurai. The Roman coin hoard found from the Nedumkandam and Poonjar is located in the same region, which indicates that trade and transport prevailed in the region. Another critical aspect being considered here is that in certain burials, there is the presence of carnelian beads where the raw materials are not locally available. Their presence in these burials is a big question unless there is a great trade network or communication. The literature says that the products from South India reached the Ganges. They also mention that export items such as products of semi-precious stones might have come from the Kongu region of Tamil Nadu. The region is known for the mines of stones and production centres of various stone objects. The semi-precious stones raw materials, such as carnelian, chalcedony, agate, and beryl from Pattanam, might have come from these regions (Krishnan 2017, 252). 5 �Figure 3. Coin hoard sites along with burials and modern road ways (coins in yellow, burials in red), (created with Google Earth) The Eyyal hoard of coins with Roman and punch-marked coins is also found along the route to Kodumanal in Tamil Nadu, an early historic site with Roman contacts glimpsed from the excavations. The Palakkad gap is a natural pass leading to the Coimbatore region and then to Kodumanal, famous for beryl mines. Roman coins from Coimbatore and Palakkad and the beryl beads and raw materials from Pattanam indicate trade and transportation between the sites and Eyyal being on the route. The Roman coin hoards are found in various places of Tamizhakam, such as Pollachi, Karur, Vellalur, Kalayamuttur, Madurai, Coimbatore, Yesvantpur, Pudukkottai, Eyyal, Kottayam, Valluvalli, Panangadu, and Puthenchira indicates the commercial contacts from region to region (Krishnan 2017, 190). 5. DISCUSSION AND CONCLUSION The Roman coin hoards, the Chera coins, and punch-marked coins belonging to the Early historic period were recovered from various places in Kerala. The discovery of coins, a medium of exchange, means there were internal and external trade contacts. The material from Pattanam also supports this statement. Many artefacts belonging to the Romans, such as different varieties of pottery and beads, were found at the site. No Roman or punch-marked coins have been recovered from the site, which is a matter of question as they were found in surrounding places. The Chera coins were found at the site and from a nearby site, indicating internal trading activities. The Roman coins were found on the route to other contemporary sites in Tamil Nadu, such as Kodumanal, Karur, Azagankulam, and Keeladi. All these sites, along with intermediate sites, have the presence of Roman coins indicating the trade networks. It is clear that the development of the Pattanam site as an urban centre is based on maritime contacts with foreign countries as well as local interactions and development. The Iron Age people, who lived in the interior areas, supported the development of the port town of Pattanam. The commodities exported from the Pattanam site might have come from these interior locations where the local people cultivated or collected them. The coins might be part of this exchange system for goods found in several places. 6 �Considering the factors mentioned above, it can be assumed that the coins were found on the trade routes or nearby hinterland settlements/ burials which supported the port town of Pattanam. The coins came as part of the trade network and communication between these sites and Pattanam. However, the monetary value of the coins cannot be traced with limited literary evidence. ACKNOWLEDGMENTS The authors thank KCHR for providing coins for the study. We also express our gratitude to Dr Selvakumar V of Tanjavur University and Sarath Chandrababu for their suggestions and kind support. BIBLIOGRAPHY Berghaus, Peter. “Roman Aurei from Kumbalam, Ernakulam District, Kerala”. in Studies in South Indian Coins 3. Edited by Narasimha Murthy. (1994): 29–42. Madras, India: New Era publication. Berghaus, Peter. “Roman coins from south India”. in Studies in South Indian Coins. Edited by Narasimha Murthy. Vol. 6. 7–14. Madras, India: New Era publication, 1996. Champakalakshmi, Radha. Trade, Ideology, and Urbanization: South India 300 BC to AD 1300. Oxford University Press, USA, 1996. Chedambath, Rajan. An Investigation into the Megalithic and Early HistoricPeriod of the Periyar and Ponnani River Basins of Kerala, Unpublished PhD. Dissertation, Pune: Deccan College Post Graduate and Research Institute, 1998. De Romanis, Federico. The Indo-Roman Pepper Trade and the Muziris Papyrus. Oxford University Press, USA, 2020. Goyala, S. The Coinage of Ancient India. Jodhpur, India: Kusumanjali Prakashan, 1994. Gupta, Parmeshwari Lal. The Early Coins from Kerala. Thiruvananthapuram, India: Department of Archaeology, Government of Kerala., 1965. Krishnamurthy, R. “A Roman coin die from Karur, Tamilnadu”. in Studies in South Indian Coins. Edited by Narasimha Murthy. Vol. 6. 43-48. Madras, India: New Era publication, 1996. Menon, A. Sreedhara. A Survey of Kerala History. D C Books, 2007. Sathyamurthy, T. Catalogue of Roman Gold Coins. 2nd ed. Department of Archaeology, Thiruvananthapuram, 2011. Sathyamurthy, T. “Nedumkandam hoard of Roman Dinarii”. in Studies in South Indian Coins. Edited by Narasimha Murthy. Vol. 6. 31-42. Madras, India: New Era publication, 1996. Sathyamurthy, T. “Angamali hoard of silver punch marked coins”. in Studies in South Indian Coins. Edited by Narasimha Murthy. Vol. 4. 45-50. Madras, India: New Era publication, 1995. Sathyamurthy, T. Catalogue of Roman Gold Coins in the Collections of Department of Archaeology, Kerala, Thiruvananthapuram, India: Department of Archaeology, Government of Kerala,1992. Satyamurthy, T. Angamali Hoard of Silver punch-marked coins in Studies on South Indian Coins IV (1994): 45-50, Selvakumar, V. “Ancient trade routes and inscriptions of Tamizhagam” in Epigraphical society of India-XLIII Annual session ( 2018): 3-39. Kozhikode, Kerala. Sidebotham, Steven E., and Willeke Wendrich. Berenike 1999/2000: Report on the Excavations at Berenike, Including Excavations in Wadi Kalalat and Siket, and the Survey of the Mons Smaragdus Region. ISD LLC, 2007. Sreekumar, K.S. Travancore Archaeological Series Vol. 5. Thiruvananthapuram: Department of Cultural Publications, Government of Kerala, 1999. Turner, Paula J. Roman Coins from India. Routledge, 2016. Vanaja, R. Indian Coinage. New Delhi: National Museum, 1983. 7 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 2023 Session 26: General session Subject The topic of the resource Session 26 papers Description An account of the resource Papers presented at Session 26 of the 2023 Asia Pacific Regional Conference on Underwater Cultural Heritage Creator An entity primarily responsible for making the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2023 Rights Information about rights held in and over the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Language A language of the resource English Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Early Coins from Kerala: Situating the trade networks with special reference to Pattanam Creator An entity primarily responsible for making the resource Hari Sankar B Dinesh Krishnan Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource 2023 Language A language of the resource English Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Krishnan, Dineesh and Hari Sankar B . 2023. “Early coins from Kerala: Situating the trade networks with special reference to Pattanam.” Edited by Jennifer Craig, Jay Mok, T. Kurt Knoerl, and Elena Pérez Álvaro. Proceedings of Fifth Asia Pacific Regional Conference on Underwater Cultural Heritage: Gwangju, The Republic of Korea, November 13-18 2023. The Museum of Underwater Archaeology. URL: https://apconf.omeka.net/exhibits/show/apconfproceedings/item/2005 Asia-Pac Session 26 2023 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource On the Bronze Age Ship Model from Flores, Indonesia Creator An entity primarily responsible for making the resource Dirk R. Spennemann Date A point or period of time associated with an event in the lifecycle of the resource 1985 Type The nature or genre of the resource Journal Article Zotero Author Dirk R. Spennemann Item Type Journal Article Date A point or period of time associated with an event in the lifecycle of the resource 1985 Issue 3 Pages 237-41 Publication Title Internationa Journal of Nautical Archaeology Title A name given to the resource On the Bronze Age Ship Model from Flores, Indonesia Volume 14 Southeast Asia https://apconf-much.org/proceedings/files/original/e06e4fd464a4d509057fd6063039e4dd.pdf bbc38260110fc2b9dfcc0e1db533970a PDF Text Text Examining the World War II Underwater Cultural Heritage of Maui and Lānaʻi through 3D Photogrammetric Modeling 1 Dominic Bush (East Carolina University, PhD Candidate) Jason Raupp (East Carolina University, Assistant Professor) 2 3Justin Dunnavant (University of California at Los Angeles, Assistant Professor) ABSTRACT In October 2022, archaeologists from East Carolina University and the University of California at Los Angeles investigated underwater cultural heritage associated with World War II around the islands of Maui and Lānaʻi in Hawaiʻi. Working in partnership with the National Geographic Society and the Ocean Exploration Trust, the team surveyed the remains of lost or abandoned aircraft, amphibious assault vehicles, ships, and moorings associated with WWII training and staging exercises. In keeping with Session Four’s (Underwater Cultural Heritage of World War II in the Asia-Pacific Region) focus on “discoveries, opportunities and challenges”, the maritime heritage research centered on assessing the physical state of these WWII wreck sites to evaluate preservation threats, while also contributing to the creation of educational resources and outreach tools. A total of eight WWII-era sites were surveyed using photogrammetric recording methods; these include the wrecks of two US Navy aircraft, five amphibious landing craft, a mooring station, and a semi-submerged gasoline tanker. Project members used the collected imagery to produce 3-dimensional photo models. The models proved not only to be effective visual aids for showcasing some of Hawaiʻi’s rich submerged maritime heritage, but also provided archaeologists with detailed site maps made in a fraction of the time generally required. This paper examines the indelible impact left by the war on Maui and Lānaʻi through the investigation of tangible remains of the island’s’ wartime cultural landscape. KEY WORDS: World War II, Photogrammetry, Hawaii, LVT, Aircraft LIST OF FIGURES Figure 1. Map of Maui survey area with site locations Figure 2. A 2011 photograph of the site (above) juxtaposed over 3D model of Makena LVT-4 (below); damage to pontoon and cab plating indicated in red (Top image courtesy of NOAA ONMS/UH MOP; bottom image courtesy of ECU/UCLA). Figure 3. 3D model of previously unrecorded LVT-2 wrecks in Māʻalaea Bay. Identifiable components are labeled (courtesy ECU/UCLA). Figure 4. 3D model of Helldiver site (right) compared with 2D site plan (left) (courtesy NOAA ONMS/UH MOP) Figure 5. 3D model of “3 Anchors”, a WWII era USN mooring (courtesy ECU/UCLA) Figure 6. Earlier photo of YOGN-42 (above) compared with 3D model of YOGN-42 (below) (Top image courtesy of R. and K. Brooke, n.d.; bottom image courtesy of ECU/UCLA). INTRODUCTION In October 2022, the Ocean Exploration Trust (OET), with funding from the National Geographic Society, launched the third of its three “Shore to the Abyss” expeditions focused on the Hawaiian marine environment (OET 2022). Bringing together researchers, educators, and story-tellers with diverse backgrounds, this third expedition targeted the islands’ World War II (WWII) maritime heritage, specifically around the southern coast of Maui and along Lānaʻi’s Shipwreck Beach. Rather than emphasizing discovery, the research plan called for condition assessments of previously-recorded underwater cultural heritage (UCH) sites, many of which were subjected to prior archaeological investigation by the National Oceanic and Atmospheric Administration (NOAA) and the University of Hawaiʻi, Mānoa (UH). The present study, however, diverges from previous efforts through its methodological focus on threedimensional (3D) photogrammetric site recording. Instead of relying on standard recording techniques to generate two-dimensional site maps, the research team conducted video surveys of each site. The thousands of still images extracted from videos were used to construct 3D digital models, which 1 �simultaneously serve as visual site assessments and powerful outreach tools. Photogrammetry is no longer a new concept in underwater archaeology and has been executed on a far more sophisticated level than presented here. That said, this study is intended to serve as an example of making this seemingly complex and expensive method of site documentation more accessible to management agencies and aspiring citizen scientists. In addition to providing site descriptions and analyses of notable changes, this paper highlights the maximization of time and budgetary resources in the creation of the ‘digital mosaic’ presented below. METHODOLOGY The initial Shore to the Abyss expedition plan called for the photogrammetric survey of three landing vehicles, tracked (LVT; two LVT(A)-4 and one LVT-4) and two aircraft (Grumman F6F-3 Hellcat and Curtiss SB2C-1C Helldiver) found in Māʻalaea Bay (Figure 1). After consultation with the diver operator, however, it was decided that survey efforts would also include a WWII naval mooring and two previously unrecorded LVTs, also located within the bay. At each site, one-meter (m) scales were placed on the surrounding seafloor prior to the video survey to assist with later archaeological analysis. Using a GoPro Hero 9 Black action camera ($299) situated within an underwater housing equipped with a fisheye-lens (Telesin Dome Port $68), divers followed predetermined swim patterns over the site of interest. This involved first swimming overlapping east-west transects, followed by a series of intersecting north-south transects. The vertical site profile was filmed by swimming ascending circles around the object. The 4k videos were then imported into Adobe Photoshop for the extraction of still images (2 frames per second) and color correction. The color corrected images were processed using Agisoft Metashape Professional v1.8 (Professional Edition, Educational License, $549) for the purpose of developing a 3D model. 2 �Figure 1. Map of Maui survey area with site locations Proximity to the island of Lānaʻi permitted the research team to conduct an aerial videographic survey of USS YOGN-42, a decommissioned gasoline barge scuttled off Shipwreck Beach. For the exposed portion of YOGN-42, a 5-minute test survey was carried out using a DJI Mavic Air drone (starting at 3 �$799) with video capabilities flown from the deck of the research vessel. The same process was followed for extracting still images from the video, which were also imported into Metashape for processing. Hazardous surf conditions hampered attempts to video survey the submerged section of the wreck. RESULTS The four-person team completed 36 dives and logged roughly 28 hours of time underwater between the sites. Video surveys resulted in the collection of nearly 300 minutes of footage and over 34,000 extracted images. The project results and 3D models were shared directly from the research vessel during numerous virtual events for the public. Summaries of the project have since been presented as a documentary short via YouTube (https://www.youtube.com/watch?v=iB0m-qu7bJU) and as a segment for Hawaii News Now. After the expedition, models were uploaded to the interactive 3D modelling website Sketchfab, and textured versions can be viewed on YouTube. Results were shared with the State of Hawaiʻi’s Historic Preservation Division and NOAA’s Office of National Marine Sanctuaries (ONMS). Previously, most of the following sites were archaeologically recorded through collaborations between ONMS and UH’s Maritime Option Program (MOP) (see NOAA Maritime Heritage Program 2017; ONMS 2011; Van Tilburg 2014). These earlier surveys and 2D site maps served as an invaluable baseline for assessing change at each of the known sites. Landing Vehicles An LVT-4 located off Makena Landing was the first site surveyed (Figure 2). It lies upright on the seafloor at a depth of 18 m, surrounded by a small debris field made up of structural elements and wiring. As was the case for all the LVTs surveyed, much of the vehicle is heavily encrusted in marine growth with pockets of coral concentrations, especially on engine parts. The driver’s compartment (cab) has collapsed, exposing the front-mounted engine. The floor of the rear compartment is mostly worn away, apart from a segment on the port side that is noticeably more deteriorated than it was in 2011. A section of the cab plating has also shifted and broken apart. The most significant change in site condition is the complete collapse of the starboard pontoon. Snapped along the bottom front corner, the bulk of this pontoon now lies within the rear compartment. 4 �Figure 2. A 2011 photograph of the site (above) juxtaposed over 3D model of Makena LVT-4 (below); damage to pontoon and cab plating indicated in red (Top image courtesy of NOAA ONMS/UH MOP; bottom image courtesy of ECU/UCLA). According to a local informant (P. Fiene pers. comm. 2022), the pontoon collapsed after the magnitude 6.9 earthquake, which impacted Hawaiʻi in 2018. This tectonic event and over a decade of storm events have affected the site by increasing debris strewn around it. The second site, an LVT(A)-4, is also located near Makena Landing. Unlike the previous site, the debris field is more expansive and diverse in its composition. Batteries, driving sprockets, hoses, and sections of track and grouser are amongst the scattered remains. The driver’s cab cowling can be 5 �clearly identified 4 m forward of the wreck. The only portions of the vehicle that remain upright and marginally intact are the diagnostic 75-milimeter (mm) howitzer barrel, turret, rear-mounted engine, and a rear starboard section of the hull. Beyond the shifting of smaller debris pieces, no appreciable changes were observed. The highly disarticulated nature of this site is attributed to the postwar detonation of the vehicle’s unexploded ordinance (ONMS 2011). In ʻAhihi Bay, lies a second LVT(A)-4 at a depth of 24 m. Though not as fragmented as the LVT(A)-4 at Makena Landing, this site is also characterized by significant deterioration and scattered debris. The rear deck plating has disappeared, exposing both the engine and two fuel tanks. Both driving sockets are resting on the seafloor, forward of the collapsed driver’s compartment. Hull support for the turret has weakened, causing it to collapse onto the wreck and slump towards the more deteriorated starboard side. In 2011, the portside hull and track are noted as “almost complete” (ONMS 2011). This is no longer the case, as the portside track has disintegrated and can now be found in segments both in and around the wreck. Given the less diffused debris field, this LVT(A)-4 likely represents natural deterioration brought on by corrosion and swell energy. It is possible the destruction of the portside track is a result of the same earthquake activity that collapsed the Makena Landing LVT(A)-4 pontoon. Project team members were alerted by a local consultant of the remains of an unrecorded site located within Māʻalaea Bay. As this site is not currently included in the state database, information related to its position is withheld until it can be properly assessed for management purposes. The site consists of two, abutting LVTs (Figure 3). Based on the rear engine configuration, dimensions, and presence of a small glass window (55 centimeter (cm) -x-40 cm), both vehicles are tentatively identified as being LVT-2 types (Mesko 1993; US War Department 1944). The first LVT-2 has its bow pointing west and sits upright. Its starboard pontoon has collapsed and lies on the seafloor, with some pieces of track still attached. The port pontoon remains intact and standing, though most of the track has broken off and is scattered around the wreck. The bottom third of this pontoon appears dug into the sediment. The coral encrusted rear-mounted engine is clearly visible and is connected to the front transmission via a propellor shaft. The midpoint of the shaft is connected to a power takeoff that leads to a buried bilge pump. The hull floor cannot be discerned as it is covered by sediment overlaid with debris. Near the engine, identifiable components, including both oil coolers, the portside battery, and fire extinguishers are evident. Toward the bow, in the vicinity of the transmission, appears to be the vehicle’s radio, side window, and possibly one of its guns. Forward of this area are the driving sockets, which have collapsed and remain partially buried. 6 �Figure 3. 3D model of previously unrecorded LVT-2 wrecks in Māʻalaea Bay. Identifiable components are labeled (courtesy ECU/UCLA). The other LVT-2, with its bow pointing east, is situated upside down. Listing towards its port side, the bow (driving socket and front hull plating) is propped up by the adjacent vehicle on its starboard side. The starboard pontoon has collapsed inwards, following the direction of the list. The track and grousers on both pontoons are in relatively good condition. Much of the floor hull plating, extending from the engine compartment, up to the driving sprockets has deteriorated. This has exposed the bottom of the engine compartment, though the top half of the engine itself remains buried. From the engine, various pipes and tubing, some of which are related to the bilge pump at the hull’s floor, run along the vehicle’s centerline and terminate just aft of the driving sockets. The debris fields for the Māʻalaea Bay LVT-2 wrecks are rather limited, suggesting that this site has been protected from natural and cultural transformations. Furthermore, the presence of removable gauges, knobs, and other salvageable parts is a clear indicator of the site’s lack of recreational visitation. The coincidence of two LVTs in such close alignment may represent an intentional dumping effort as opposed to an accidental loss. Aircraft The first aircraft survey of the Shore to the Abyss project centered on the partial remains of a Grumman F6F-3 Hellcat situated in 11 m of water near Māʻalaea Bay’s southeastern shore. The site is 7 �divided into two main components, with the first consisting of the plane’s midsection. Here, portions of both wings are still attached to the fuselage. This part of the aircraft is upside down, making visible the retracted landing gears. Some of the wing’s aluminum skin, especially on the portside, have deteriorated away, exposing frames. As the aircraft is upside down, it is not possible to discern if the cockpit is buried, or if it sheared off in the wrecking event. Around 23 m away, the radial engine (cowling missing), propellor, and nose ring are intact and standing upright. Just below the propellor hub, sediment covers two of the propellor blades and the bottom third of the engine. The third propellor blade is broken in half and extends vertically into the water column. Like most ferrous components in this environment, the engine is heavily encrusted in coral. During the photogrammetric survey, divers recognized what appears to be either the distal end of one of the wings or a portion of the tail stabilizer buried 5 m away. The only two observable changes to the site, when compared to the results of the 2011 survey, are a missing piece of the portside wing flap and increased sediment cover of the starboard wing. While the landing gear configuration, engine, and exhaust flaps all led to the identification of the site as an F6F-3 Hellcat (ONMS 2011), the specific identity of the plane is unknown. In the middle of Māʻalaea Bay lies an almost fully-intact Curtiss SB2C-1C Helldiver (Figure 4). The aircraft’s structural completeness made its identification fairly easy (ONMS 2011). Its engine has slightly broken off from the airframe and the cowling rests on the seafloor to the starboard side. The vertical tail stabilizer is also detached and partially buried aft of the wreck. Since 2011, the Helldiver has remained in relatively good condition. The most notable changes include the collapse of the port wing aileron, and the dislodgment of an aluminum panel on the starboard side of the nose, exposing the engine bearing struts. Minor damage has occurred to the plane’s tail, where part of the elevator’s portside framing is now missing. After its discovery in 2010 by a local dive operator, the Helldiver’s Bureau Number (184000) was identified on the detached vertical stabilizer. The ONMS (2011) website provides a description of the crash incident, which along with the subsequent rescue of the pilot and radioman, explain the missing rescue raft and the open position of both canopies. The aircraft’s story is now memorialized on an interpretive plaque that was recently placed at the site. Figure 4. 3D model of Helldiver site (right) compared with 2D site plan (left) (courtesy NOAA ONMS/UH MOP) 8 �The aluminum planes appear to have undergone less deterioration than the steel LVT sites, which is likely owed to the anti-corrosive properties of aluminum and the LVTs’ lack of cathodic protection due to their increased fragmentation (i.e. less components electronically connected) (e.g. Richards and Carpenter 2017). Naval Mooring Known locally as “Three Anchors”, a naval mooring is found 1 kilometer (km) off Lāʻie Beach, near the Māʻalaea Bay Hellcat site (Figure 5). This location has become a recreational diving destination, due to an abundance of marine life attracted to it. The site consists of two large admiralty anchors and one US Navy (USN) stockless anchor that are all chained to a central cement block. The block is chained to an octagonal, hollow concrete mooring buoy, which is thought to have supported a naval degaussing station (Settle-Chesser n.d.). The station itself was located 2 km to the northeast, currently the site of the ONMS Visitor Center in Kīhei (ONMS 2009). This site was not surveyed in 2011 or 2013, though it has been recorded by others and is featured prominently on dive operator websites. Figure 5. 3D model of “3 Anchors”, a WWII era USN mooring (courtesy ECU/UCLA) 9 �Shipwreck Beach Shipwreck Beach takes its name from the presence of YOGN-42 (Van Tilburg 2003), which lies stranded on the reef, 350 m from the shoreline. Launched in March 1943, this ferrocement (reinforced concrete) vessel served in the Pacific Theatre until the war’s end (NavSource 2015). Stricken from the USN Register in 1949, the ship was intentionally scuttled at Lānaʻi in 1950 (Van Tilburg 2003). YOGN-42 lies parallel to the coast, with its bow pointed east, causing the ship’s portside to absorb the waves. Most of its hull is above the waterline, making the 114 m vessel easily visible from the beach. While the ship’s ferrocement composition has helped maintain hull integrity, it is not free of deterioration as evidenced by the chunks of concrete and rebar that litter the surrounding seafloor. Corrosion of the ferrous structural elements, combined with over 70 years of exposure to the prevailing winds, rain, and swell energy, has slowly chipped away at the WWII vestige. Due to its size and fragility, traditional archaeological surveys are extremely difficult. To circumvent this problem, the research team worked with an aerial drone pilot to capture 4K video of the barge. The team obtained approximately 5-minutes of footage, which included several passes over the ship’s deck and around the sides of the hull. The resulting photogrammetric model was then compared with publicly-available photos of the ship (Figure 6). Figure 6. Earlier photo of YOGN-42 (above) compared with 3D model of YOGN-42 (below) (Top image courtesy of R. and K. Brooke n.d.; bottom image courtesy of ECU/UCLA). Immediately, it was apparent that the ship’s decks were becoming increasingly compromised. Deck plating on the starboard quarter of the main deck has disappeared, exposing underlying deck beams. A similar observation was made for the starboard side of the forecastle deck. More concerning is the near-total collapse of the ship’s quarterdeck. Deck plating in this area, beside the footprint of the former pilothouse, is almost non-existent. A large mechanical piece (perhaps a towing winch) once supported by the quarterdeck, has fallen through to the underlying hold and much of the deck’s concrete sides have broken off, exposing rooms and bulkheads. A large section of the forecastle deck on the portside has also weathered away, exposing support stanchions. This area is likely to further undergo collapse, as the ship’s windlass and anchor chain sit precariously on the crumbing deck. 10 �Changes such as these are important to monitor for safety reasons, as snorkelers and divers are drawn to both the wreck and the marine biota it supports. DISCUSSION AND CONCLUSION The archaeological sites of the 2022 Shore to the Abyss expedition survey represent a snapshot of the islands’ WWII underwater heritage. The global conflict had a profound impact on Maui, in particular, where almost 200,000 servicemembers were hosted during the war’s duration (Maui Historical Society 1992). Training accidents were an inherent risk, and today the sunken remains of landing vehicles and aircraft wrecks attest to those hazards. Other physical manifestations of the US war effort, including moorings and intentionally scuttled vessels, speak to strategic and logistical considerations. Aside from the newly-documented LVT-2 wrecks, each of the sites possess both historical and socioeconomic significance given their status as dive and snorkel sites. Local and offisland stakeholders routinely visit these sites out of reverence, enthusiasm, and recreational motivations related to wreck diving and marine ecology. The Shore to the Abyss project results demonstrate the significant changes these sites experience within a relatively limited period of time (10-12 years). Environmental forces, such as corrosion, tectonic activity, and wave energy, are the most likely culprits, though the effects of improper site visitation (e.g. anchoring onsite) should not be discounted. To combat the former, rigorous scientific methods should be applied, including corrosion studies. Understanding the various corrosive pathways, as well as the way in which steel and aluminum react differently, will be key in formulating mitigation strategies. Climate change and its influence on corrosion poses another fruitful topic for further exploration. For direct human-induced threats, education remains an important resource. The hope is by presenting the physical layout and historical significance of these sites, they are seen as recognizable archaeological resources worthy of reverence and protection. Onsite interpretive plaques, such as the one installed at the Helldiver site, and the dissemination of dive guides generated from archaeological investigations are two immediate ways of spreading awareness to the diving community. Eventually, it may be desirable to establish a heritage dive trail, as done elsewhere in the Pacific (McKinnon 2013; Philippou and Staniforth 2003). At a broader level, projects that seek to bring the general public’s attention to Maui and Lānaʻi’s WWII heritage may help foster a new appreciation for a site category that remains ‘out-of-sight-out-of-mind’ for many. The photogrammetric surveys presented here were completed using small teams and inexpensive technology. The results helped identify significant alterations to several of the sites and aided in the interpretation of two unrecorded LVT-2 wrecks. Rather than spending days or weeks documenting a single wreck, 3D models for each site were produced within 24 hours. Additionally, the 3D models can provide detailed plan views and cross-sections of the sites with a greater degree of accuracy than traditional 2D methods. This form of rapid site evaluation is in no way intended to replace traditional archaeological recording methods, nor is this methodology a novel application of photogrammetry. Instead, this project represents a case study demonstrating the utility of periodic assessments that do not require significant resources in the form of time and money. The scalable 3D models are easily viewed from different combinations of distances and angles. Details not readily apparent to divers or easily captured in 2D photographs can now be identified when examining the 3D site representations. These photogrammetric surveys can be repeated (with higher quality photography equipment when possible) at scheduled intervals, to create a visual log of how a site is changing. Recognizing physical site alterations or areas of structural weakness could help site managers devise in situ preservation 11 �strategies. Furthermore, the visually stimulating digital 3D models produced have proven to be an effective and engaging way of presenting archeological sites to the public, especially amongst the youth. Online, these models can be compared with earlier iterations and site photos to illustrate the fact these are fragile, ‘living’ sites susceptible to further loss and destruction. By doing so, the preservation threats that site managers fret about are made real to current and future site stakeholders. BIBLIOGRAPHY Maui Historical Society. World War II's Impact on Maui County: A Social History. Maui: Lahaina Restoration Foundation, Hawaii Committee for the Humanities, Hāna Cultural Center, 1992. McKinnon, Jennifer. “Difficult Heritage: Interpreting Underwater Battlefield Sites.” In Between the Devil and the Deep: Meeting Challenges in the Public Interpretation of Maritime Cultural Heritage, edited by Della Scott-Ireton, 173-187. New York: Springer, 2013. Mesko, Jim. AMTRACS in Action: Part One. Carrollton, TX: Squadron/Signals Publication, 1993. NavSource, “YOGN-42.” Online, http://www.navsource.org/archives/14/13042.htm, 2015. NOAA Maritime Heritage Program. The Unseen Landscape: Inventory and Assessment of Submerged Cultural Resources in Hawai`i. OCS Study BOEM 2017-021. Submitted to the US Department of the Interior, Bureau of Ocean Energy Management, Pacific OCS Region, Camarillo, CA, 2017. Ocean Exploration Trust. “From Shore To the Abyss: Exploration of Maritime Heritage and Microplastic Pollution in the Main Hawaiian Islands.” Online, https://nautiluslive.org/cruise/na146, 2022. Office of National Marine Sanctuaries. NOAA-ONMS Pacific Islands Region Facilities Master Plan. Honolulu: National Oceanic and Atmospheric Administration, 2009. Office of National Marine Sanctuaries. “Maui’s World https://sanctuaries.noaa.gov/maritime/expeditions/maui/welcome.html, 2011. War II Legacy.” Online, Philippou, Cassandra, and Staniforth, Mark. “Maritime Heritage Trails in Australia: An Overview and Critique of the Interpretive Programs.” In Submerged Cultural Resource Management: Preserving and Interpreting Our Maritime Heritage, edited by James D. Spirek and Della A. Scott-Ireton, 135-149. New York: Kluwer Academic/Plenum Publishers, 2003. Richards, Vicki, and Carpenter, Jon. Conservation Survey and Management Program: Saipan WWII Underwater Archaeological Wreck Sites. Corpus Christi, TX: Ships of Discovery and Exploration Research, 2017 Settle-Chesser, Scott. “Three Anchors.” scuba.com/wrecks/3anchors/3anchor.html, n.d. Online: Maui Scuba Diving, http://www.maui- United States War Department. TM 9-775: Landing Vehicle Tracked, LVT Mk.I and Mk. II Technical Manual. Washington D.C.: Government Printing Office, 1944. Van Tilburg, Hans. U.S. Navy Shipwrecks in Hawaiian Waters: An Inventory of Submerged Naval Properties. Project No. 01121. Submitted to The Naval Historical Center Washington Navy Yard, Washington D.C., 2003. Van Tilburg, Hans. “The Local Pacific Inventory: Maritime Heritage Resources in the Main Hawaiian Islands.” In Proceedings of the 2nd Asia-Pacific Regional Underwater Cultural Heritage Conference, edited by Hans Van Tilburg, Sila Tripati, Veronica Walker, Brian Fahy, and Jun Kimura, 1-14. Honolulu: 2014 Asia-Pacific Regional Conference on Underwater Cultural Heritage Planning Committee, 2014. 12 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 2023 Session 4: Underwater Cultural Heritage of World War II in the Asia-Pacific Region: Discoveries, Opportunities & Challenges Subject The topic of the resource Session 4 papers Description An account of the resource Papers presented at Session 4 of the 2023 Asia Pacific Regional Conference on Underwater Cultural Heritage Creator An entity primarily responsible for making the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2023 Rights Information about rights held in and over the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Language A language of the resource English Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Examining the World War II Underwater Cultural Heritage of Maui and Lānaʻi through 3D Photogrammetric Modeling Description An account of the resource In October 2022, archaeologists from East Carolina University and the University of California at Los Angeles investigated underwater cultural heritage associated with World War II around the islands of Maui and Lānaʻi in Hawaiʻi. Working in partnership with the National Geographic Society and the Ocean Exploration Trust, the team surveyed the remains of lost or abandoned aircraft, amphibious assault vehicles, ships, and moorings associated with WWII training and staging exercises. In keeping with Session Four’s (Underwater Cultural Heritage of World War II in the Asia-Pacific Region) focus on “discoveries, opportunities and challenges”, the maritime heritage research centered on assessing the physical state of these WWII wreck sites to evaluate preservation threats, while also contributing to the creation of educational resources and outreach tools. A total of eight WWII-era sites were surveyed using photogrammetric recording methods; these include the wrecks of two US Navy aircraft, five amphibious landing craft, a mooring station, and a semi-submerged gasoline tanker. Project members used the collected imagery to produce 3-dimensional photo models. The models proved not only to be effective visual aids for showcasing some of Hawaiʻi’s rich submerged maritime heritage, but also provided archaeologists with detailed site maps made in a fraction of the time generally required. This paper examines the indelible impact left by the war on Maui and Lānaʻi through the investigation of tangible remains of the island’s’ wartime cultural landscape. Creator An entity primarily responsible for making the resource Dominic Bush Jason Raupp Justin Dunnavant Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource 2023 Language A language of the resource English Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Bush, Dominic, Jason T. Raupp, and Justin Dunnavant. 2023. “Examining Underwater Cultural Heritage of World War II around Maui and Lanai through Photogrammetric Modeling.” Edited by Jennifer Craig, Jay Mok, T. Kurt Knoerl, and Alexis Catsambis. In Proceedings of Fifth Asia Pacific Regional Conference on Underwater Cultural Heritage: Gwangju, The Republic of Korea, November 13-18 2023. The Museum of Underwater Archaeology. URL: https://apconf.omeka.net/exhibits/show/apconfproceedings/item/1895 Asia-Pac Session 4 2023 https://apconf-much.org/proceedings/files/original/b5cef6b7b35be0a61c8c8fcf13a2a138.pdf 86894b3e38896ce719825647815e4ba2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 2021 Session 7: Submerged War Heritage in the Asia-Pacific Region Subject The topic of the resource Session 7 papers Description An account of the resource Abstract While evidence of conflict in the Asia-Pacific Region dates back thousands of years, World War II brought more people into contact with the seas of the Asia-Pacific region than ever before and left a correspondingly large archaeological signature. Today, the ship and plane wrecks, maritime infrastructure and underwater dumping sites from WWII present an archaeological resource of conflicting values ranging from artificial reefs and tourism assets, to war-graves and even ecological threats. Most recently, the different values placed on these sites has been thrown into sharp relief with the illegal salvage of a number of naval ships in South-East Asia and subsequent outcry from former colonial powers. Maritime warfare throughout the Asia-Pacific Region has had a far-reaching impact on the people who lived, and continue to live in these areas that goes beyond the mere recording of battlefields and the machinery involved. Maritime archaeology has significant potential to provide insights into the lives and experiences of those who have been overlooked by traditional war histories including non-combatants and indigenous people. The protection and management of World War II-related Underwater Cultural Heritage (WWII UCH) provides particular challenges in the contemporary Asia-Pacific Region. While the 2001 UNESCO Convention provides a code for internationally recognised best practice, most countries in the region are yet to become signatories. Many countries in Oceania in particular see the current interest in WWII UCH as overshadowing the need to protect and preserve indigenous UCH. A potentially useful framework that could be used to provide a balance in interests and benefits for more of the Asia-Pacific community is the United Nations Sustainable Development Goals that provide a holistic and relevant path for incorporating all UCH into sustainable environmental and development policies and practices. This should lead to an appreciation of all that constitutes Asia-Pacific UCH and their particular challenges. Session Organisers: Matt Carter Bill Jeffery Hans Van Tilburg Creator An entity primarily responsible for making the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2021 Language A language of the resource English Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Airplanes and Microbes: Microbially-Influenced Corrosion of WWII Aluminum Aircraft Wrecks in the Pacific Description An account of the resource Aircraft were a major component of the U.S. war effort in the Pacific Theatre of WWII, and today numerous examples can be found throughout the waters of the Asia-Pacific region. Due to their cultural and historical significance to modern stakeholders, understanding the decay trajectories has become an important issue in the realm of archaeology and cultural heritage management. While the majority of corrosion studies have focused on electrochemical exchanges at the seawater-metal interface, far less attention has been paid to the effects of colonizing microorganisms (e.g. sulfate-reducing bacteria) that can contribute to increased rates of corrosion. Some studies of the microbiome of historic steel wrecks have been investigated in recent years, revealing a diverse mix of aerobic and anaerobic organisms. Yet, little has been done to understand the morphology and structure of the microbial community on aluminum aircraft in relation to corrosion processes. This paper summarizes the issues and previous efforts made in regards to microbially-influenced corrosion (MIC) of historical wrecks, while also outlining a proposed study that aims to investigate MIC of WWII aluminum aircraft in Saipan and Hawaii. It is the hope of the research team that the results will be used to better understand the decay trajectories of the aircraft and inform resource managers in their preservation practices. Field work and laboratory analysis are scheduled to take place in the spring and summer of 2020, with financial support being provided by a National Center for Preservation Technology and Training grant from the National Park Service. The project represents a collaboration between archaeologists and microbiologists in a concerted effort to confront historical preservation issues with an interdisciplinary approach. Finally, this paper concludes with a discussion on the importance of a public archaeology focus and how this project will include the local community throughout our time in the field. Creator An entity primarily responsible for making the resource Dominic Bush Jennifer McKinnon Erin Field Nathan Richards Kyra Price Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2021 Language A language of the resource English Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Bush, Dominic, Jennifer McKinnon, Erin Field, Nathan Richards, and Kyra Price. 2021. “Airplanes and Microbes: Microbially-Influenced Corrosion of WWII Aluminum Aircraft Wrecks in the Pacific.” Edited by Brian Fahy, Hans Van Tilburg, Bill Jeffery, T. Kurt Knoerl, and Riley Smith. In Proceedings of Fourth Asia Pacific Regional Conference on Underwater Cultural Heritage: Keelung,Taiwan, and Virtual, November 1-5, 2021. The Museum of Underwater Archaeology URL: https://apconf-much.org/proceedings/exhibits/show/apconf-muchproceedings/item/682 Asia-Pac Session 7 2021 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Manyoshu: The Nippon Gakujutsu Shinkokusi Translation of One Thousand Poems Creator An entity primarily responsible for making the resource Donald Keene Publisher An entity responsible for making the resource available Columbia University Press Date A point or period of time associated with an event in the lifecycle of the resource 1965 Type The nature or genre of the resource Book Zotero Author Donald Keene Item Type Book Date A point or period of time associated with an event in the lifecycle of the resource 1965 Place New York Publisher An entity responsible for making the resource available Columbia University Press Title A name given to the resource Manyoshu: The Nippon Gakujutsu Shinkokusi Translation of One Thousand Poems Japan https://apconf-much.org/proceedings/files/original/6b0323c609d242e6e801c2c49d7d72cc.pdf bb9991b6fa7e68cd9bbb12fbcbabfbff Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 2021 Session 2: History and Current Trends of Underwater Archaeology around East Asia Subject The topic of the resource Session 2 papers Description An account of the resource Papers presented at Session 2 of the 2021 Asia Pacific Regional Conference on Underwater Cultural Heritage Creator An entity primarily responsible for making the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2023 Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Date Copyrighted Date of copyright. 2023 Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Japanese Boatbuilding Creator An entity primarily responsible for making the resource Douglas Brooks Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2021 Language A language of the resource English Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Brooks, Douglas. 2021. “Japanese Boatbuilding.” Edited by Brian Fahy, Hans Van Tilburg, Bill Jeffery, T. Kurt Knoerl, and Riley Smith. In Proceedings of Fourth Asia Pacific Regional Conference on Underwater Cultural Heritage: Keelung,Taiwan, and Virtual, November 1-5, 2021. The Museum of Underwater Archaeology URL: https://apconf-much.org/proceedings/exhibits/show/apconf-muchproceedings/item/666 Description An account of the resource The craft of boatbuilding in Japan is in crisis. Nurtured by an ancient apprentice system, Japan’s rapid growth in the post-War years disrupted this tradition. The last century was a pivotal time for this craft: the devastation of World War II forced one more generation to assume the work of their fathers, but the rapid recovery and ascendance of the Japanese economy starting in the 1960’s pulled the children of these men into the corporate jobs of a new Japan. In a single generation the apprentices the craft depended on disappeared. Without a new generation of apprentices, craftspeople were unable to pass on their knowledge. Because this was largely an oral tradition, and infused with secrecy, it presents particular challenges for documentarians. It is critical now to document the work of Japan’s last generation of boatbuilders. Over the course of twenty-five visits to Japan spanning twenty-nine years I have apprenticed with seven boatbuilders from throughout Japan. In addition, I have traveled to all of Japan’s forty-seven prefectures, meeting and interviewing over fifty boatbuilders. My teachers were in their seventies or eighties at the time I studied with them, and I am the sole apprentice for six of my teachers. Most of my teachers used no drawings whatsoever, and worked entirely from memory. Drawings, where they did exist, were left intentionally incomplete. The goal of my work has been to document as much as I can - essentially writing the secrets down - in an effort to preserve the designs and techniques of boatbuilding. In this talk I will review the challenges, processes, and insights I have gleaned from this work. Asia-Pac Session 2 2021 https://apconf-much.org/proceedings/files/original/5a1d178ee063643692aeb3f7a48d0ba9.pdf 5caa9671e99f98b4dbcc98e38dfb0c2f PDF Text Text The sea stories and stone sails of Borobudur Douglas Inglis Texas A & M University PO Box 114, Waimanalo, HI, 96795 US E-mail: divingarchaeology@gmail.com Abstract The most profound examples of ancient Southeast Asian ship iconography are found on the walls of the 9th century Borobudur monument in central Java. As the contemporary assemblage of nautical iconography from Southeast Asia is limited, the ship reliefs play an important role in debates over trade and expansion in India, Indonesia and mainland Southeast Asia. The Borobudur ships are technical depictions, and contain data about rigging, rope use, rowing configurations and outrigger construction. Elements in their design have persisted independently as Indonesian watercraft evolved, including outriggers, bipod masts, canted rectangular sails, and quarter rudders. Discussion has focused on construction features, and scholars have made various assertions about how the vessels might have been built, how they were used, and their origin. The vessels' artistic context is often ignored. The ship reliefs are part of a religious narrative which directly influenced how the panels were designed, how the ships were portrayed, and how we should ultimately interpret them. The stories provide important clues as to where each vessel was headed, who was aboard, and what is happening on deck. Despite their detail, the Borobudur vessels should be interpreted cautiously, and not as ancient blueprints. They are artistic renditions that were never meant to float they were meant to inspire. Key words: Borobudur, bas-reliefs, Sailendra, Indonesia, Java, nautical archaeology Introduction The most informative examples of ancient Southeast Asian ship iconography are found on the ninth century CE Borobudur monument in central Java (Fig. 1). Borobudur is a massive terraced pyramid, decorated with thousands of bas-reliefs that tell stories from the lives of the Buddha, Bodhisattvas and other saintly figures. Javanese artisans depicted 11 boats within the 1,460 elaborately carved stone panels (Fig. 2). Due to the quality of their technical detail, the artistic, religious, and narrative context of the Borobudur vessels is often ignored. This is problematic, because the vessels are 1 �components of Buddhist narratives which directly influenced how the panels were designed, how the ships were portrayed, and how we should interpret them. Moreover, examining the Borobudur vessels in the context of their associated seafaring stories provides unique insights into the Javanese perception of sailing, the ocean, and its dangers. Borobudur Members of Java’s Śailendra Dynasty erected Borobudur sometime between 780 and 832 CE (Miksic, 2010:29). Viewed from above, Borobudur’s nine terraced levels resemble a series of nested concentric squares and circles. Fig. 1: Eastern Indonesia, showing the location of Borobudur Thislayout is similar to that of a mandala, a sacred diagram that represents the structure of the universe (Miksic, 2010:37). The unique design of the monument has generated more than a century of debate, yet its ultimate nature remains a mystery. Borobudur seems to have been a place of pilgrimage and instruction. Over the centuries, diverse groups of monks and devotees deposited thousands of votive stupas and clay tablets at the monument (Ray, 2005:318). The visitors continued their pilgrimage as they slowly circled the monument, ascending level by level. The panels on the lower levels depict the core of Buddhist teaching: the Mahakarmavibhanga (laws of karma), the Jātakas (stories of the Buddha's past incarnations), the Lalitavistara (stories from the Buddha's final incarnation), and the Avadānas (stories of other enlightened beings) (Soekmono, 1976:20-36). It is probable that once these basic lessons were mastered, monks might have permitted select pilgrims to ascend to the upper levels containing the more challenging and esoteric teachings of the Gandavyuha and Bhadracari (Miksic, 2010:71). Surrounded by reliefs of holy figures, miracles and magical stories, the visitor was within a scared, mystical world (Miksic, 2010:46). 2 �The Ship Reliefs and Their Artistic Context Eleven ships Borobudur’s are depicted reliefs. They in are remarkably technical depictions, with data about rigging elements, rope use, rowing configurations, and Fig. 2: Vessel I.b.86, Minister Hiru’s ship (from Van Erp, 1923) outrigger construction. Numerous scholars have used the reliefs to expand our understanding of ancient sailing vessels including Van Erp (1923), Hornell (1946), Mookerji (1957), Needham et al. (1978), Horridge (1982), Manguin (1993), Ray (1994), Jahan (2006), and numerous others. Debate has focused on five outrigger vessels with canted rectangular sails, bipod masts, and rowing galleries; they are most akin to kora kora of the 16th and 17th century (Horridge, 1978:9). Due to their exquisite detail, the Borobudur vessels are often treated as ancient blueprints, while their artistic context is ignored. This is problematic, because the vessels are components of religious narratives which directly influenced how the panels were designed, how the ships were portrayed, and how we should interpret them. The vessel depicted in panel I.b.86 has inspired several reconstructions. These sailing hypotheses combined information from the reliefs with evidence available from artwork, ethnography, archaeology, and indigenous seafaring traditions. These reconstructions include Sarimanok, commissioned by Robert Hobman and sailed from Java to Madagascar in 1985 (Dennison, 1985), Philip Beale’s full-sized replica, which was launched in 2003 and sailed from Jakarta to Ghana (Beale, 2005), and the Spirit of Majapahit, launched from Jakarta in 2010 on a goodwill voyage to Brunei, the Philippines, Japan, China, Vietnam, Thailand, and Singapore (Antara, 2010, July 5). Erik Peterson used I.b.86 as a set of blueprints to draft a detailed reconstruction (Fig. 3). Petersen (2003:42) hypothesized that the artist "started by making a precise picture of the ship as seen from the side.” To accommodate for some of the obviously skewed 3 �elements, Peterson suggested that the artist changed perspective to illustrate the rowing galleries and outriggers “as seen from above and from in front." Peterson executed this blueprint experiment well, but there are several problems with the 1 Fig. 3: Erik Peterson’s elegant reconstruction of I.b.86 (from Peterson 2003). underlying assumptions. carvings The are not schematic side profiles with elements added in contrary views. The artist who created I.b.86 was a master stone-carver (Van Erp, 1923:19). They chose to depict I.b.86 sailing toward the viewer at an angle, an incredibly difficult illusion to attempt in bas-relief. To show this perspective, the artist exaggerated the stagger of the bipod mast legs and depicted the forward face of the outrigger booms, none of which would be visible in schematic view. The ship tapers dramatically from stem to stern to further reinforce this perspective. The point where the bow enters the water (marked by a furled wave) is close to the lower part of the frame while the break of the stern is positioned much higher. When combined with the tapered form, this slanted waterline gives the impression of an oblique view. The artist tried to simulate this viewpoint in panel I.b.53 as well. The strake lines sweep up to the stem, and down the other side, giving us a head on view of where they meet at the bow. More importantly, I.b.86 is not sitting upright in the water. The artist went to great efforts to show the ship under full sail. The canvas billows in the wind. The rigging is taut. The artist also exaggerated the forward rake of both stem and stern to show that the vessel is heeling over on its side and responding to the force of the wind (this was not corrected in Peterson’s model, which has retained the extreme forward rake of the stem and sternpost).1The artist was attempting to show a dramatic three-dimensional view. 4 �Peterson (2003:42) hypothesized that while the individuals aboard the vessels were exaggerated, "the relative size of all the ship parts seemed to be accurately represented.” In his reconstruction of I.b.86, Peterson insightfully suggested that each of the modules in the rowing gallery accommodated one individual, and derived a waterline length of 16.4m (23.4 m overall) by estimating that the distance between each of the "modules" in the rowing gallery was 1 m (Petersen, 2003: 52). However, size is seldom realistic in ancient iconography. Manguin (1993:263) correctly observes that "with very few exceptions, iconographic representations of sailing vessels teach us little of the structure and size of the craft depicted… …What one learns from these depictions concerns the superstructure: how many masts and sails were used and what their shape was, the position and number of rudders, and whether or not outriggers were present." Fig. 4: Multiple panel layouts. I.b.53 has three subdivision, while I.b.86 is divided in two (based on images from www.photodharma.net, Anandajoti, 2013). 5 �Panel proportions and division are the primary factors determining the size, shape, and complexity of the Borobudur vessels. The long panels of the first gallery are commonly divided in half or in thirds (Fig. 4). These sub-divisions show related scenes, a progression of events, or serve to clarify the characters and activities depicted. The watercraft in half-panel format (I.b.86, I.b.88 and I.b.88) have much more detail than those compressed into third-panel format (I.a.115, I.b.23, I.b.53, I.b.82) or those on the Balustrades (I.B.a.54 and I.B.a.193).We can see the effects of compression when we compare three of the outrigger-type ships, I.b.53, I.b.86, and I.b.88. Each has the exact same configuration of an outrigger with three booms, rowing galleries, bowsprit, and two bipod masts. I.b.53 is shortest, with 6 rowing stations and 6 sailors, I.b.88 has 10stations and 10 sailors, while I.b.86 is the longest with 12 stations and 19 sailors. One could argue that each panel represents different sized vessels (Manguin, 2010:185). This is not necessarily the case. Vertically, each ship consistently fills 90-95% of the panel. The yard ends nearly reach the top of the frame, while there is only a small gap of water between the outrigger and the bottom of the frame. I.b.86 fills a much greater horizontal area than I.b.53, which makes I.b.86 appear long and skinny while I.b.53 looks practically tubby. They have the exact same configuration, and likely represent the same type of vessel, just compressed and uncompressed according to the work space. The point of these observations and critiques is that the Borobudur Vessels were not created in a vacuum. They are framed by other scenes. The needs of those scenes dictated how much space the artist could work with. If space wasample, they created a beautiful, intricate vessel such as I.b.86. If they had to include more events, the artists allocated less space to the ships and compressed their features, as with I.b.53.In examining the details of these ships, it is important to remember that the vessels are components of stories. The activities and individuals aboard are the centerpieces of the narratives, while the watercrafts are elaborations. Seafaring Stories and Buddhism The maritime folklore associated with the Borobudur vessels is critical to their interpretation. Sea stories have deep roots in the literature of India. The second millennium BCE hymns of the Rigveda mention merchant voyages and sailing to distant 6 �islands.2 Although Vedic literature mentions incidents in the sea, it does not provide evidence of extensive maritime travel (Ray, 2003:13). Shaw (2012:131) observes that surprisingly, almost no travel by watercraft occurs in India’s great epics the Mahābhārata and the Rāmāyana. Where sea travel is mentioned, it is in similes and metaphor. For instance, the Karna Parva (Book 8 of the Mahābhārata) describes overwhelming grief like "shipwrecked mariners struggling on the bosom of the vast deep" (Ganguli, 1889:II) while the Anugita Parva (Book 14) compares joy to the elation of castaways who have made it safely to shore (Ganguli, 1896:LXX). The absence of sea travel likely reflects the prohibitions against travel by boat found in Indian scripture and codes of law. The dharmasūstras goes as far as to equate sea travel and maritime trade with crimes such as theft from a Brahmin (Shaw, 2012:13).3 Later codes of laws, such as the Manusmṛti (from the beginning of the first millennium CE), deal with practical aspects of riverine transport (Buhler, 1969: pt. 8). Buddhist maritime folklore demonstrates a familiarity with seafaring that is not found in earlier Indian literature. The Jātakas contain numerous references to ship building and ship operation (Ray, 1994:180). The texts knowledgably describe the roles of captain and crew (Schlingloff, 1988:198).This familiarity is not surprising, as the Jātaka and Avadāna traditions matured in the first half of the first millennium CE when a series of Fig. 5: Vessel I. .a. , sho ing up raga and the mouth of the ocean (from Van Erp, 1923) trade booms between China, India and the West drove new developments in sailing, the expansion of maritime trading networks, and the proliferation of ports (see Hall 1985; Ray 1994; Christie 1998; Manguin 2004). During this period, developments in Buddhis men courage maritime development by removing Brahmanical stigmas associated with travel, trade, and outsiders (Wheatley, 1983:272) and by embracing private wealth as a vehicle that could serve spiritual needs 7 �(Holcombe, 1999:280).Hall (1985:37) concludes that Mahāyāna Buddhism was a direct response to the expanding world of commerce. Pilgrims, missionaries, and monastics traveling along the trade networks between India and China spread Buddhist teachings as they went. Kandahjaya (2004:73-79) calculates that between the third and sixteenth centuries CE, approximately half of these initial Buddhist “transmitters” followed the sea lanes that connected India, Sri Lanka, Southeast Asia, China, and the Indonesian Archipelago. Buddhists established monastic communities which conscientiously served the spiritual and material needs of the laity. This created intimate connections with local villages and trading groups resulting in an “interactive support system” (Ray 1994:122; Ray, 2005:320). The resulting contact between Buddhists and maritime communities created conditions conducive to the incorporation of maritime folklore into Buddhist scripture. Seafaring stories would have been an important part of the oral traditions, song, dance, and dramatic performances throughout maritime Asia (Shaw 2012:132). 5Buddhists capitalized on the excitement, danger, avarice, and courage inherent in maritime folklore, and populated Jātakas and Avadānas with greedy merchants, daring sailors, horrible sea monsters, oceans filled with treasure, islands populated by demons, spirits, and goddesses. These dangers and temptations became components of a vast metaphor in which the ocean represents saṃsāra, the endless cycle of death and rebirth, and crossing the ocean represents the process of awakening, searching for understanding, finding salvation, acquiring merit, and obtaining enlightenment (Shaw 2012:133; Tatelman 2013:114). Just as the Buddha offered salvation from the cycle of saṃsāra, bodhisattvas developed into saviors that could be called on by sailors during times of distress (specifically Avalokiteśvara/Padmapāni/Guānyīn, see Rao, 1991: 1856; Ray, 1994: 153; Ohnuma, 1998: 337-40). Heroes and Mariners Buddhist seafaring stories are unique, both in their presentation of the nautical/maritime traveler as hero (Shaw, 2012:130), and in their focus on the lower classes of people(e.g. traders, craftsmen, sailors, etc.) who are generally below description in the Vedic texts (Hall, 1985:37). Borobudur’s intricate reliefs provide an intimate look at both heroes and 8 �sailors as they were conceived in the ninth century CE. An example is the story of Suppāraka/Supāraga the blind navigator (Jātaka No. 463, the Suppāraka-jātaka and Jātakamāla No. 14, Supāraga-jātaka), carved in panels I.B.a.53-55). Suppāraka (a former incarnation of the Buddha) was a master navigator. He lost his sight as he grew old, and retired from seafaring. A group of merchants (from Bharuch, west India) beseeched him to join their voyage to suvarṇabhūmi, the lands of gold (often identified as the Malay Peninsula).A gale blew their ship across sixseas until they eventually came to the jaws of the ocean at the end of the earth. Suppāraka knew that only a miracle could save them. He cried out "Friends, bathe me speedily in scented water, and put new garments upon me, prepare a full bowl, and set me in front of the ship" (Rouse, 1901: 90). Properly prepared, Suppāraka leapt to the bow, used both hands to pour libations into the sea, and uttered his saccakiriyā, an assertion of truth so powerful that it can transform reality (Fig. 5).6The power of his invocation propelled the ship back across all six oceans in a single day (Rouse, 1901: 86-90). Fig. 6: A close-up of figures from the relief, sho ing upp raka pouring out libations in I.B.a.54, and prayer and ceremony from I.b.86 (based on images from www.photodharma.net, Anandajoti, 2013). 9 �Without knowing the story of Suppāraka, it would be difficult to identify many aspects of the crowded ship depicted in I.B.a.54. Clearly the sea monster is a source of distress. However, without knowing the story, it would be impossible to know that it represents the devouring mouth of the ocean at the edge of the world. The Jātakamāla (No. 14) describes the behavior of the ship’s crew during the horrendous gale: “Some were overcome by affliction and stood speechless with terror, some behaved courageously and were busily working to avert the danger, and some were absorbed in prayers to their tutelar deities”(Speyer, 1895: 177 vv. 8). The exact same three reactions (terror, courage, and prayer) are mirrored in the stones of Borobudur. Some of the crew are acting courageously, fighting to control the sail. One is standing on the yard and wrestling with the sail while three are in the stern hauling on the ropes. Desperate passengers in the center of the ship are jettisoning the cargo. Two sitting figures have placed their faces in their hands, sobbing in despair. Another figure has his hand raised high, perhaps calling on the gods. Thanks to the Pāli text (Jātaka No. 463), we know that this figure on the bow is Suppāraka, pouring forth libations exactly as described in the narrative (Rouse, 1901:89), Van Erp, 1923:16). Importance of the Narratives The actions and reactions of the nearly one-hundred figures aboard the Borobudur Vessels provide important insights into how the Javanese perceived seafaring. Panel I.b.23 shows mariners laboring to raise a sail while their comrades spend time catching fish. Panels I.b.108, I.B.a.54, and I.B.a193 show us how seamen reacted to a storm – some struggle to save the ship, a few pray to their gods, others yet cling to the rigging in terror while their comrades are thrown into the tumultuous sea. Panel I.b.86 is famous because it provides elaborate technical details of how Southeast Asian shipwrights constructed watercraft during the classical age. However, I.b.86also teaches us a great deal about ancient seafaring. Hiru’s voyage in the Rudrayana-avadana (Divyāvadāna No. 37) is the epitome of a successful expedition; its depiction in I.b.86 correspondingly shows us what an ideal voyage should look like. The crew are lively about the ship, hauling on the rigging and setting the sails. They show bravery by conducting daring acts at the masthead and bowsprit. They are religious and mindful, performing the 10 �proper rituals at the bow of the vessel (Fig. 6). Hiru sits high in the stern, vigilant, and directing his ship to a successful landfall. The Borobudur vessels are components of Buddhist narratives which directly influenced how the panels were designed, how the ships were portrayed, and how we should interpret them. Examination of the figures demonstrates that the Borobudur vessels can provide more information about ancient seafaring than just the technical configurations of Southeast Asian watercraft. They are material evidence of the intimate connection between Buddhism and seafaring, and provide unique insights into the Javanese perception of sailing, the ocean, and its dangers. Footnotes 1 If we look at other vessels of this type, the forward rake of the stem is not as prominent, and the sternpost is actually raked slightly aft (as with I.b.88 and I.b.108). 2 For examples, see Griffith (1896: v. I.25.7, I.48.3, I.56.2, I.116.3-5, and VII.88.3). 3 Shaw (2012: 130–1) also points out that Brahmins were traveling between India and Southeast Asia, so the prohibitions may not have been as serious as these laws seem to indicate. 4 The Manusmṛti contains rules concerning - , 1969: pt. 8). 5 Shaw (2012:132) suggests that these vernacular versions probably thrived in ancient India, but were almost never preserved in Hindu literature as high“ adventure, or ” 6 S k ā “A T ” “T ” w k k ā k w w w S ā k w T w manifest the speakers wish, in this case, delivering the ship back to shore (Kong, 2012: 7–8). w l and fact (in the case of Bibliography Anandajoti, Bhante, 2013. Photographs from the Photodharma.net. Accessed August http://www.photodharma.net/Indonesia/Indonesia.htm Borobudur 10, Monument. 2013, Antara, 2010 (July 5). Spirit of Majapahit to sail to eight countries in pride building sea voyage. The Jakarta Globe. Accessed January 24, 2014, http://www.thejakartaglobe.com/archive/spirit-of-majapahit-to-sail-to-eight-countries-inpride-building-sea-voyage/ Beale, Phillip, 2005. The Borobudur ship expedition – official website. Accessed January 18, 2014, http://www.pioneerexpeditions.com/borobudur/index.htm 11 �Dennison, Richard, 1985. Flight of the Sarimanok. Orana Films. Ganguli, Kisari Mohan (trans.), 1889. The Mahabharata of Krishna-Dwaipayana Vyasa, Vol. 3, Book 8: Karna-Parva. Bharata Press, Calcutta. Ganguli, Kisari Mohan (trans.), 1896. The Mahabharata of Krishna-Dwaipayana Vyasa, Vol. 4, Book 14: Augnita-Parva. Bharata Press, Calcutta. Griffith, Ralph T.H (trans.), 1896. Hymns of the Rig Veda, Vol. I. E. J. lazarus and Co: Benares. Hall, Kenneth R., 1985. Maritime Trade and State Development in Early South East Asia. University of Hawaii Press, Honolulu. Holcombe, Charles, 1999. Trade-Buddhism: Maritime Trade, Immigration, and the Buddhist Landfall in Early Japan. Journal of the American Oriental Society, Vol. 119 (2): 280-292. Hornell, James, 1946. Water transport: origins & early evolution. University Press, Cambridge, England. Horridge, G. Adrian, 1978. The Design of Planked Boats of the Moluccas. National Maritime Museum, Greenwich, London. Horridge, G. Adrian. 1982. The lashed-lug boat of the eastern archipelagoes, the Alcina MS and the Lomblen whaling boats. Trustees of the National Maritime Museum, Greenwich, London. Jahan, Shahnaj Husne, 2006. Re-examining ‘Borobudur Ships’ as Evidence of Maritime Contact with South Asia. In Adalbert J. Gail, Gerd J. R. Mevissen, and Klaus Bruhn (Eds.), anamālā: Festschrift A.J. Gail, Weidler Buchverlag, Berlin: 78-86. Kandahjaya, Hudaya, 2004. A Study on the Origin and Significance of Borobudur. Thesis (Ph.D.) Graduate Theological Union, Berkley. Kong, Choy Fah, 2012. Saccakiriyā the belie in the p Buddhist tradition.Choy Fah Kong,Singapore. er true speech in heravāda Krom, N. J., 1927. Barabudur: Archaeological Description. Vols. I. Martinus Nijoff, The Hague. Manguin, Pierre-Yves, 1993. Trading Ships of the South China Sea. Shipbuilding Techniques and Their Role in the History of the Development of Asian Trade Networks. Journal of the Economic and Social History of the Orient, Vol. 36 (3): 253-280. Manguin, Pierre-Yves, 2010. The Ships on the Borobudur Reliefs. In John. N. Miksic, Noerhadi Magestari, Jan Fontein, Timbul Maryono, and Idham Bachtiar Setiadi (Eds.), Borobudur: majestic, mysterious, magnificent, Taman Wisata Candi Borobudur, Prambanan & Ratu Boko; Sleman, Yogyakarta, Indonesia:180-185. 12 �Miksic, John N., 2010. Borobudur in the Beginning. In John. N. Miksic, Noerhadi Magestari, Jan Fontein, Timbul Maryono, and Idham Bachtiar Setiadi (Eds.), Borobudur: majestic, mysterious, magnificent, Taman Wisata Candi Borobudur, Prambanan & Ratu Boko; Sleman, Yogyakarta, Indonesia:26-75. Mookerji, Radha Kumud. 1957. Indian shipping: a history of the seaborne trade and maritime activity of the Indians from the earliest times. Orient Longmans, Bombay. Needham, Joseph, Wang Ling, and Lu Gwei-Djen, 1978. Science and civilization in China. Vol. 4, Part 3. Cambridge University Press, Cambridge. Ohnuma, Reiko. 1998. The gift of the body and the gift of dharma. History of Religions, Vol. 37 (4): 323-359. Peterson, Erik, 2003. Reconstruction of the large Borobudur outrigger sailing craft. In Lucy Blue, Fred Hocker and Anton Englert (Eds.), Connected by the Sea: Proceedings of the Tenth International Symposium on Boat and Ship Archaeology, ISBSA, Roskilde: 50-56. Soekmono, R., 1976. Chandi Borobudur: A Monument of Mankind. Paris: The Unesco Press, Paris. Speyer, Jacobus Samuel (trans.), 1895. Gātakamālā, Āryaśūra. Motilal Banarsidass, Delhi. r Garland Birth-Stories of Rao, Nalini, 1991. The Bodhisattva as savior of seamen. In S. R. Rao (Ed.), Recent Advance in Maritime Archaeology: Proceedings of the Second Indian Conference on Marine Archaeology of Indian Ocean Countries January, 1990. Society for Marine Archaeology, National Institute of Archaeology, Goa, India: 185-188. Ray, Himanshu Prabha, 1994. The winds of change: Buddhism and the maritime links of early south Asia. Oxford University Press, Delhi. Ray, Himanshu Prabha, 2003. The archaeology of seafaring in ancient South Asia. Cambridge: Cambridge University Press. Ray, Himanshu Prabha, 2005. The Axial Age in Asia: the archaeology of Buddhism (500 B.C.-A.D. 500). In Miram T. Stark (Ed.) The Archaeology of Asia, Blackwell Publishing, Malden and Oxford. Rouse, W. H. D. (trans.), 1901. he Jātaka; or, Stories of the Buddha's former births.Vol. IV. Cowell, Edward B., (Ed.). University Press, Cambridge. Shaw, Sarah, 2012. Crossing to the farthest shore: How Pāli Jātakas launch the Buddhist image of the boat onto the open seas. Journal of the Oxford Centre for Buddhist Studies, Vol. 3: 128-56 Schlingloff, Dieter. 1988. Studies in the Ajanta paintings: identifications and interpretations. Ajanta Publications, Delhi. 13 �Tatelman, Joel. 2005. The heavenly exploits. New York University Press, New York. Wheatley, Paul, 1983. āgara and c mmandery: origins of the Southeast Asian urban traditions. University of Chicago, Dept. of Geography, Chicago. Van Erp, Th., 1923. Voorstellingen van vaartuigen op de reliefs van den Boroboed er M n graphie n ver unst en ultuur 1. di-Poestaka: 'S-Gravenhage. Biography Douglas Inglis studies the archaeology of seaborne exploration and contact. He is a graduate student in the Nautical Archaeology Program at Texas A&M, a professional archae l gist at ultural Surveys Ha aiʻi and a member the Explorers Club. Doug served as assistant director of the Warwick Shipwreck Project in Bermuda and the ongoing Rockley Bay Research Project in Tobago. He is passionate about public history and outreach, and writes about nautical archaeology at http://divingarchaeology.com. 14 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Session 12: Underwater Cultural Heritage of Southeast Asia Subject The topic of the resource Video interview with Session 12 chair Nia Hasanah and links to the papers presented in the session. Description An account of the resource The richness of underwater cultural heritage (UCH) in the Southeast Asian region has been very well known throughout the world. Various shipping activities, trade, warfare, piracy occur in Southeast Asian waters since prehistoric times to the present, causing many archaeological relics in the bottom of the sea in that region, such as shipwrecks which are a traditional ships owned by countries in Southeast Asia and also foreign ships from various countries in the world which sank due to various causes in Southeast Asian Waters. UCH in Southeast Asia has become a very important resource for science, history and even for economic interests relating to the welfare of the local communities which in some areas, UCH shipwreck sites serve as diving attractions. UCH in Southeast Asia have also attracted treasure hunters both the international big companies and national companies in Southeast Asian countries. In many areas, in particularly in small islands and coastal areas with low level economic life, the locals often plunder the UCH sites, raise up the cargoes, and also take the ship parts mainly made of metal materials to be sold for sustaining their lives. Treasure hunt problem; looting by local people; the lack of human resources, facilities, and funds for research, monitoring, and conservation; as well as the lack of understanding and awareness of the central government, local government, civil society, and local communities make the problems associated UCH in Southeast Asia being very complex. The UCH richness and the complexity of the problems associated with it in Southeast Asia make this being one of critical theme to be highlighted in this conference. There is a need to share a current information betweeen the countries to strengthen the bond and to foster the regional and international cooperation. This session will discuss: • Current issues, problems, and challenges faced by Southeast Asian countries in efforts to study, to protect, and to preserve the UCH. • The threats faced by UCH i.e. the human factors, climate change, and changes in the physical environment in the waters of Southeast Asian countries. • The results of resent research conducted in the field of UCH in Southeast Asian countries. • Protection and conservation measures in accordance with the UNESCO Convention 2001 which can be applied in Southeast Asian countries. Creator An entity primarily responsible for making the resource Nia Hasanah Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The sea stories and stone sails of Borobudur Description An account of the resource The most profound examples of ancient Southeast Asian ship iconography are found on the walls of the 9th century Borobudur monument in central Java. As the contemporary assemblage of nautical iconography from Southeast Asia is limited, the ship reliefs play an important role in debates over trade and expansion in India, Indonesia and mainland Southeast Asia. The Borobudur ships are technical depictions, and contain data about rigging, rope use, rowing configurations and outrigger construction. Elements in their design have persisted independently as Indonesian watercraft evolved, including outriggers, bipod masts, canted rectangular sails, and quarter rudders. Discussion has focused on construction features, and scholars have made various assertions about how the vessels might have been built, how they were used, and their origin. The vessels' artistic context is often ignored. The ship reliefs are part of a religious narrative which directly influenced how the panels were designed, how the ships were portrayed, and how we should ultimately interpret them. The stories provide important clues as to where each vessel was headed, who was aboard, and what is happening on deck. Despite their detail, the Borobudur vessels should be interpreted cautiously, and not as ancient blueprints. They are artistic renditions that were never meant to float - they were meant to inspire. Creator An entity primarily responsible for making the resource Douglas Inglis, in Van Tilburg, H., Tripati, S., Walker Vadillo, V., Fahy, B., and Kimura, J. (eds.) Date A point or period of time associated with an event in the lifecycle of the resource 5/15/2014 Asia-Pac Session 12 2014 https://apconf-much.org/proceedings/files/original/c5e7a36e9879c19a88edd12a50a9583c.pdf 1d9e6feecfdd62ade4c1c3797f75c8a3 PDF Text Text Creating the Alexandria Centre for Maritime Archaeology and Underwater Cultural Heritage Dr Emad Khalil Abstract The most recent report published by UNESCO Section for Museums and Cultural Objects concerning Underwater Archaeology Courses at Universities and Other institutions mentioned more than thirty facilities around the world that provide education and training in aspects of Underwater Archaeology, most of which are located in Europe and the USA, with some programs in Asia, Australia and South America. However, there is an evident lack in underwater archaeology education and training facilities in many parts of the world, in particular in Africa and the Arab Region. So far, the Alexandria Centre for Maritime Archaeology and Underwater Cultural Heritage, based in the Faculty of Arts, Alexandria University is the only underwater archeology education centre in African and Arab countries. The centre was created in 2009 through a grant from the EU Trans European Mobility Scheme for University Studies (Tempus). The project was the result of collaboration between eight institutions from the UK France and Egypt, who provided the necessary academic, technical and administrative expertise required for achieving the project's objectives. The Tempus project aimed to create a specialised centre for postgraduate studies at the Alexandria University, which provides education and training at different levels in aspects of maritime archaeology and underwater cultural heritage. It also aimed to develop and implement postgraduate Diploma and Master Programs in Maritime Archaeology and Underwater Cultural Heritage, designed and structured in accordance with EU standards. Since its creation and until today, the centre has played a major role in the development of maritime and underwater archaeology in Egypt. It has also been a part of several international networks and projects with the aim of disseminating its activities and contributing to capacity building in the fast growing field of underwater archaeology. Underwater Archaeology in Egypt The development of underwater archaeology in Egypt can be divided into several phases, each of which has its nature and characteristics. The first of these phases started in the early twentieth century with the discovery of the ancient harbour at Pharos by the French engineer Gaston Jondet (1912). Then, in the years that followed, more underwater discoveries were made by explorers and amateur archaeologists. These included the discoveries made by Prince Omar Toussoun in the 1930s (Toussoun 1934) and those made in the Eastern Harbour of Alexadnria by Kamel Abu El-Saadat in the 1960s (Morcos 1993). Moreover, the remains of the Napoleonic fleet were discovered east of Alexandria in the mid 1980s under the direction of the Société Française de Recherche Archéologique Sous-marines (Khalil & Mustafa 2002:520). In other words, this phase of underwater archaeology in Egypt was led primarily by non-specialists and it mainly included accidental discoveries and subsequent salvage operations. The Egyptian role in the projects that took place during this phase was quite limited, it was mainly through the contribution of the Egyptian Navy in addition to some professional and sport divers (Morcos 1993: 42-5). The second phase started in the mid 1990s with two significant projects which are considered to be a turning point in the history of underwater archaeology in Egypt. In 1994, the Centre d'Études Alexandrines (CEAlex) started the first systematic underwater archaeological survey in Egypt looking at the submerged remains of the ancient Lighthouse of Alexandria (La Riche �1996). In the same year, the Institute of Nautical Archaeology (INA) launched the first underwater archaeological survey along the Egyptian Red Sea coast, which led to the discovery and the subsequent excavation of the Sadana Island shipwreck during the period from 1995 until 1998 (Haldane 1994; Ward 2001). Those two events could be considered the true beginning of the practice of underwater archaeology as a scientific discipline in Egypt. Since then and until the present time, several archaeological projects were carried out in Egyptian waters and a number of archaeological missions surveyed and excavated many underwater sites in Egypt. This phase, however, was mostly led by European and American archaeological missions that belonged to different universities and institutions (Goddio et al. 1998; Gallo 2003; Tzalas 2003; Goddio 2007). Nevertheless, in 1996, and as a result of the significant underwater discoveries that were made by the French archaeological missions in Alexandria, the Egyptian government decided to establish a Department for Underwater Antiquities (DUA) as part of the Supreme Council for Antiquates (SCA), which is the main authority responsible for the exploration, conservation and management of archaeological sites in Egypt. The establishment of the DUA was the first governmental recognition of the importance of underwater archaeological research in Egypt. The main role that was assigned to the DUA was monitoring and regulating the work of the foreign archaeological missions, however, soon the DUA started conducting its own projects, utilising the experience its members acquired through collaborating with the foreign missions. Nevertheless, the bulk of work in terms of exploring, preserving and presenting Egypt's underwater cultural heritage was done by non-Egyptians. The reason behind this was the total lack of education and training in any aspect of underwater archaeology in Egypt, an issue that has hindered for years the development of that discipline, despite Egypt's extensive and rich maritime heritage. This was recognised during the International Workshop on Underwater Archaeology and Coastal Management, organised in Egypt in 1997 under the patronage of UNESCO, which included amongst its recommendations that the Alexandria University should consider developing specialised courses at postgraduate and undergraduate levels in underwater archaeology, coastal zone management (Mostafa et al. 2000:192). However, the absence of education in maritime and underwater archaeology is Egypt was not only due to the lack of funds and expertise, but more importantly due to the lack of vision. Alexandria Centre for Maritime Archaeology The creation of the Alexandria Centre for Maritime Archaeology & Underwater Cultural Heritage was a turning point in history of underwater archaeology in Egypt. The idea of creating the Centre was proposed to me by the Dean of the Faculty of Arts following my return from Southampton in 2005, where I obtained a PhD in Maritime Archaeology. The idea was to formulate a project to be submitted to the EU Tempus program for funding the creation of the centre. Moreover, according to the Tempus regulations, the project had to include a number of partners from Egypt and the EU. And while the beneficiary would be Alexandria University, the grant holder had to be a university from the EU. This is how the collaboration between Alexandria University and the University of Southampton started. Accordingly, in 2006 a �project proposal was formulated by the University of Southampton as the grant holder and the Alexandria University as the beneficiary and submitted to the Tempus program. In addition to those two institutions the project consortium included: the Nautical Archaeology Society, the Supreme Council for Antiquities, the Centre d'Études Alexandrines, the Arab Maritime Academy. That is in addition to two external reviewers from the University of Ulster, and Université de Provence. The project consortium would collaborate to provide the academic, technical and administrative expertise necessary for creating the centre. The proposal aimed to create a new academic centre which would provide education and training at different levels in aspects of maritime archaeology and underwater cultural heritage. In doing so, it would develop and implement a new postgraduate Diploma and Master programs in Maritime Archaeology which would be structured closely into line with similar programs in European countries, in order to promote the mobility of students, graduates and staff members between compatible and comparable education and training programs. In July 2007, a grant of about 250,000 Euros was awarded by the EU Tempus program for the creation of the Centre. However, there were some activities in the project that were not eligible for the EU funding, which included the renovation and furnishing of the building which would host the centre and the purchase of some equipment, such as a Rigid Inflatable Boat (RIB) and a Truck for the use of the centre. Therefore, private sponsorship was sought and hence a number of individuals and corporations agreed to fund different aspects of the project. Between 2007 and 2009 the centre was created and incorporated into the structure of the Alexandria University. The establishment of the centre required the performance of various activities, which were carried out by the consortium members either in Egypt or the UK. This included obtaining the necessary approvals and accreditations from the Egyptian Ministry for Higher Education, the purchase of equipment, supplies and books, the formulation of the different education programs and courses that would be taught at the centre, visiting similar centres in a number of UK universities, developing a statute for the new centre, appointing the centre’s main academic, administrative and technical staff members and decimating information about the newly established centres, its aims, objectives and activities. In October 2008, the Faculty of Arts at Alexandria University celebrated the inauguration of the Alexandria Centre for Maritime Archaeology & Underwater Cultural Heritage, however, different activities related to the project were still being carried out until the centre was completely functioning by September 2009 when the first group of post-graduate students were admitted. Since that date, the centre has been functioning as Africa and the Arab Region only education and training facility in maritime and underwater archaeology. The regional focus of its courses is be the Mediterranean, the Red Sea and the Arabian Gulf, while the temporal focus will extend from the Pre-Classical period to Late Antiquity. The centre offers a The Graduate Diploma which aims to provide graduates from different backgrounds with a basic understanding of contemporary theory and practice in aspects of maritime and underwater archaeology. Its duration is for one year, therefore it �has been of a particular interest to professionals dealing with cultural heritage, such as antiquities inspectors and museum curators in order to promote and develop their careers and professional skills. Moreover, the centre offers a Master Degree in Maritime Archaeology, which lasts for two years and aims to provide graduates in archaeology and related disciplines with a sound theoretical and methodological grounding in the investigation, interpretation and management of maritime and underwater archaeological resources. In addition to the above-mentioned graduate programs, the centre started implementing an introductory course in Maritime Archaeology, which is taught at the undergraduate level in year four at the Archaeology Department. At present the centre has 20 Master students including fresh graduates, professional archaeologists and tour guides. Research and Extracurricular activities: During the past two years, since the centre started functioning, it has been involved in various activities, which are considered an integral part of the centre's mission and objectives. In March 2010 the Alexandria Centre for Maritime Archaeology & Underwater Cultural Heritage in collaboration with the University of Southampton, the University of Ulster and the British Museum organized a 10-days international workshop on maritime and underwater archaeology. This workshop was attended by 15 trainees from Egypt, Bahrain, Kenya, Libya, Somaliland & Tunisia. During the course, trainees were introduced to various theoretical and practical aspects of maritime and underwater archaeology including site management, finds handling, conservation & remote sensing. And in April 2010, the Bibliotheca Alexandrian hosted an International Seminar on Maritime Cultural Heritage, which was organized by the Centre for Maritime Archaeology and the University of Southampton, the British Museum and the European Commission Tempus program. The seminar was held on the occasion of concluding the project of establishing the centre. The main themes of the seminar were preservation, presentation and education in Maritime Archaeology. The seminar aimed to provide opportunities for institutions to address issues of coastal heritage management, to encourage capacity building in the region and to establish networks of contact to support and inform with regard future initiatives and challenges. Over the two days of the seminar, 25 papers were presented by speakers from 15 countries: (Australia, Bahrain, Croatia, Cyprus, Denmark, Egypt, France, Greece, Kenya, Libya Morocco, Somaliland, Tunisia, UK & USA). The seminar was divided into three sessions. The first day was dedicated to Management and Preservation, the second day was dedicated to Outreach, Presentation and Museums, and the final session to Education. The Centre for Maritime Archaeology is recognized by the Egyptian Diving & Lifesaving Federation as the first Scientific Diving Training Facility in Egypt. The Alexandria Centre for Maritime Archaeology has also been certified by the Egyptian Diving & Lifesaving Federation (EDLF), member of the Confédération Mondiale des Activités Subaquatiques (CMAS), as a full SCUBA diving training facility authorized to teach all levels of sport and scientific diving according to the training system of the CMAS. It has also been authorized by the Nautical Archaeology Society (NAS), to provide NAS training course either to the university students or to the public at large. This �has enabled the centre to extend its mission to the general public and contribute to raising public awareness about underwater cultural heritage. In an effort to make the centre for maritime archaeology into a regional and international education and training facility, the Alexandria University has proposed to the Euro-Mediterranean University (EMUNI) to develop a new Masters program in Maritime Cultural Heritage to be offered to the students of the EMUNI member universities. This proposal has been approved by the EMUNI senate and the program is expected to start in September 2012. This will be in addition to a free standing summer course in Underwater Archaeology which will be offered for EMUNI in June 2012. On the other hand, the centre has been involved in two main research projects. The first one was an underwater archaeological survey of a number of shipwreck sites in the Red Sea. Two survey seasons have been carried out so far, in 2010 and 2011. This is a collaboration survey conducted between the British Museum, the University of Southampton and the Alexandria Centre for Maritime Archaeology. The other research project is the first one to be carried out entirely by the Alexandria Centre for Maritime Archaeology. It is the investigation on a number of shipwreck sites, which the Centre discovered during a scientific diving course 250km west of Alexandria. So far two survey seasons have been carried out by the students and staff of the Centre, which resulted in the discovery and mapping of over 2 hectares of seabed covered with early and late roman amphora which suggests the existence of more than one shipwreck. The project is funded by Alexandria University and it is expected to run for at least two more seasons. Conclusion It is expected that the Alexandria Centre for Maritime Archaeology and Underwater Cultural Heritage will play a significant role in the development of that field in Africa and the Arab Region. A number of students from different Arab and African countries have shown interest in joining the centre’s education programs. Moreover, other Arab universities have expressed their interest in developing their own centers for maritime archaeology based in the Egyptian experience. It is also expected that the centre will continue its collaboration with different institutions around the world on both the academic and the research aspects aiming to contribute to capacity building and the development of generations of knowledgeable and skilful underwater archaeologists. �Bibliography Gallo, P., 2003. Nelson Island project: Research into archaeology and geology. In S. Morcos et al. (eds.) Towards integrated management of Alexandria’s coastal heritage, UNESCO Coastal Region and Small Island papers 14, UNESCO, Paris, pp. 26. Goddio, F., et al. (eds)., 1998 Alexandria: The Submerged Royal Quarters, Periplus, London. Goddio, F., 2008 The Topography and Excavation of Heracleion-Thonis and East Canopus (1996-2006), Oxford University School of Archaeology, Oxford. Haldane, C., 1994 INA-Egypt's Red Sea Survey. The INA Quarterly, 21.3, pp. 4-9. Khalil, E. and Mostafa, M., 2002 Underwater Archaeology in Egypt, in Carol Ruppe & Janet Barstad (eds.). International Handbook of Underwater Archaeology. Plenum Series in Underwater Archaeology, pp 519-534. Morcos, S., 1993 Submarine archaeology and its future potential: Alexandria casebook, Societe Archeologique d’Alexandrie. Bulletin 45 Mostafa, M. H. et al. (eds.) 2000 Underwater Archaeology and Coastal Management – Focus on Alexandria. UNESCO Publishing Paris. Toussoun, O., 1934 Les Ruines Sous-marines de la Baie da'Aboukir. Bulletin de la Société archéologique d'Alexandrie, 29, pp. 342-345. Tzalas, H., 2003. The Hellenic Mission's Underwater Archaeological Survey in Alexandria (Egypt) 2002-2003. ENALIA 7, pp.38-40. Ward, C., 2001. The Sadana Island Shipwreck: An Eighteenth-Century AD Merchantman off the Red Sea Coast of Egypt. World Archaeology, 32.3, pp. 368-382. � https://apconf-much.org/proceedings/files/original/58c3fdd74a9463082d8aad5ad06e69e1.jpg 1fbd7baa1fc2ffef94cefd011a9589ca Omeka Image File The metadata element set that was included in the `files_images` table in previous versions of Omeka. These elements are common to all image files. Width 648 Height 398 Bit Depth 8 Channels 3 IPTC String caption: IPTC Array a:1:{s:7:"caption";s:31:" ";} https://apconf-much.org/proceedings/files/original/83f2f7fca06c4361072b0f3a98daae1c.jpg 9f26207302ff2d0f965dd2ffe4af2dbc Omeka Image File The metadata element set that was included in the `files_images` table in previous versions of Omeka. These elements are common to all image files. Width 348 Height 366 Bit Depth 8 Channels 3 IPTC String caption: IPTC Array a:1:{s:7:"caption";s:31:" ";} Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Creating the Alexandria Centre for Maritime Archaeology and Underwater Cultural Heritage Subject The topic of the resource Keynote Speaker Description An account of the resource <p>The most recent report published by UNESCO Section for Museums and Cultural Objects concerning Underwater Archaeology Courses at Universities and Other institutions mentioned more than thirty facilities around the world that provide education and training in aspects of Underwater Archaeology, most of which are located in Europe and the USA, with some programs in Asia, Australia and South America. However, there is an evident lack in underwater archaeology education and training facilities in many parts of the world, in particular in Africa and the Arab Region. So far, the Alexandria Centre for Maritime Archaeology and Underwater Cultural Heritage, based in the Faculty of Arts, Alexandria University is the only underwater archeology education centre in African and Arab countries. The centre was created in 2009 through a grant from the EU Trans European Mobility Scheme for University Studies (Tempus). The project was the result of collaboration between eight institutions from the UK France and Egypt, who provided the necessary academic, technical and administrative expertise required for achieving the project's objectives. The Tempus project aimed to create a specialised centre for postgraduate studies at the Alexandria University, which provides education and training at different levels in aspects of maritime archaeology and underwater cultural heritage. It also aimed to develop and implement postgraduate Diploma and Master Programs in Maritime Archaeology and Underwater Cultural Heritage, designed and structured in accordance with EU standards.</p> <p>Since its creation and until today, the centre has played a major role in the development of maritime and underwater archaeology in Egypt. It has also been a part of several international networks and projects with the aim of disseminating its activities and contributing to capacity building in the fast growing field of underwater archaeology.</p> <p>To watch a video of this presentation please click here: <a title="Dr. Lucy Blue Keynote Address" href="http://www.uri.edu/artsci/his/mua/videos/Lucy_Blue.m4v" target="_blank">http://www.uri.edu/artsci/his/mua/videos/Lucy_Blue.m4v</a></p> Creator An entity primarily responsible for making the resource Dr Emad Khalil Dr. Lucy Blue Date A point or period of time associated with an event in the lifecycle of the resource November 2011 Asia-Pac Keynote