5 10 700 https://apconf-much.org/proceedings/files/original/a5c3b6411cd8249bd858ee23b89d2629.pdf eb3ef74cd7be526c45bb3fc6ceba8a58 PDF Text Text A Study on the Structure of the Fourteenth Century Chinese Merchant Ship (Sinan Shipwreck) Hong sun-jae (Curator, National Research Institute of Maritime Cultural Heritage) ABSTRACT Further research on Sinan shipwreck structure is required. The questions raised by Lee Cheol-han and Lee Changeok in Report on Sinan Ship Conservation and Restoration and those in the new edition of Sinan Shipwreck are summarized in this paper. They are summarized as follows: First question is about the understanding of bar keel; second is the combining structure and inclination angle of bar keel and plate stem; third is whether additional side plate was possible and major measurement of hull and molded depth; fourth is whether to consider the deck side structure as deck as before; fifth is the recognition of the sectional shape of the hull center - if the four questions above are solved; sixth is whether oars were installed; seventh is the other mast legs and liquid tank. To address these questions, I first organized terminology and corrected incorrect terms, I then examined the literature on analysis of structural characteristics. For methodology, my lens was that of a professional shipbuilding engineer. I considered major structures in the excavation reports, conservation and restoration reports, and original shape estimation report. I added missing structures that have come to light since these reports were produced. I aim to identify the comprehensive structure of ancient Korean merchant ships for comparative studies with Chinese and Japanese ships and development of ships by period. Keywords: Sinan shipwreck, keel, floor, shell plating INTRODUCTION Sinan underwater excavation (Office of Cultural Properties of Ministry of Culture and Information 1983; 1984; 1985; 1988; National Maritime Museum 2004; National Research Institute of Maritime Cultural Heritage 2018) began on August 20, 1975 when Chinese ceramics (six items including a celadon vase) were caught by fisherman Choi Pyeong-ho’s net. Excavation was conducted by the Cultural Heritage Administration in cooperation with the Navy for nine years from 1976 to 1984 CE. Sinan shipwreck sank 4 km away from Imjado Island and Hoedo Island in the offshore of Heodo-myeon, Sinan-gun, Jeollanam-do, likely due to maritime weather and environmental factors while sailing from China to Japan. Sinan shipwreck is a V-shaped pointed bottom type that was produced a lot during Song and Yuan Dynasties (960-1368 CE) of China. The coins and copper mirrors arranged in the Big Dipper in the middle of the keel followed the traditional ritual for a safe return and wellbeing of ships in China, this detail leads us to presume it is a Chinese trade ship. In addition, the hull is made of Krempf’s Pine and Pinus massoniana, red pine and black pine; and internal structure is Cinnamomum spp; fendering apparatus is Cunninghamia lanceolata. The analysis of such materials showed that it was a Chinese trade ship made about 700 years ago (National Maritime Museum 2004, 16-25). In 1981, Kim Jae-geun conducted study on Sinan shipwreck by comparing the structure of ships of Goryeo and China and he presented the hull structure and specifications and tested his ideas by making miniature model. In 1989, Lee Cheol-han examined the process of making it to restore original shape of hull of Sinan shipwreck and its significance. In 2004, Kim Yong-han classified hull pieces and identified structural characteristics for shape and restoration scale of Sinan shipwreck. He compared and reviewed literature and data on old Chinese ships. In 2004, Choi Hang-soon analyzed Sinan shipwreck by making 3D images to see displacement, weight, deadweight, resistance performance and structural strength from the perspective of shipbuilding engineering. This presented major specifications of Sinan shipwreck. In 2004, NRIMCH treated hull pieces for conservation, restored remaining condition and published reports. Further studies on 3D precision measurement of restored Sinan shipwreck in 2018, 3D printing model, basic and detailed design, ship engineering analysis, and model to estimate original shape. However, despite all the research, the questions raised by researchers about structure of Sinan shipwreck are not clearly answered. 1 �REVIEW ON THE STRUCTURE OF SINAN SHIPWRECK The structure can be divided into four: main body, reinforcement, design and auxiliary. Main body Keel Keel is the most important structure of the hull. In likeness to the spine in human body, it is composed of three connected materials. The way of connecting three materials is scarf joint for mutual joint and in order to harden the scarf joint, wedge was used. In the joint of keel, it has a hole for inserting coins indicating that it is a Chinese ship and a shallow circular hole was dug between bow and center keel to put circular mirror made of cupronickel. Nine holes were made on horizontal section of the central and stern keel and bronze coin called Tai Ping Tong Bao was put in each hole and covered with wooden stopper. There is elevated structure with floor to separate the areas on the top surface of keel. In particular, the keel at the center, out of three keels, have elevated central part with slight curve at the edge downwards. It is designed to improve the navigation performance intentionally rather than external shock during sailing or wreckage. Floor Floor is a structure located between the keel and bulkhead. The shape is same as bulkhead but it is thicker. Because thicker material was used, the bulkhead and frame are placed on the floor and connected each other. In addition, frame is installed to divide the front and back sides based on bulkhead. The frames are installed on the front side from I to IV (to the direction of bow) and on the back side from V to VII (to the direction of stern). The way of connection and fixing was traditional Chinese style to strengthen the structure by placing floor at the groove on the top of keel. One of the important features of floor structure is a square hole at the center that prevents the water inflow between compartments. This structure applies sophisticated shipbuilding technology to prevent sinking due to flooding by blocking holes. However, the excavation report mentioned this structure as ‘waste water corridor’ where water accumulated on the floor passes. Therefore, additional study is required. Transom floor Transom floor is a structure that is located at the stern and connected to the keel. The shape of the first stage of stern has the same floor type and connection structure but it does not have square hole at the bottom center. However, it has elevated structure on a half of the top surface to install floor. The member of the hull is recorded as stern frame structure. The research shows that the stern frame structure is installed on the floor like bulkhead, it is reasonable to consider the structure installed at the stern area on top of keen as transom floor and the thinner plate than lower stages was placed on top of the floor. Garboard strake Garboard strake is located between keel and the first stage of shell plating. Its shape is similar to that of shell plating but its thickness is about 20 cm, which is significantly thicker than shell plating whose thickness is 12 cm. Keel, floor, and garboard strakes are connected by placing the keel whose sectional shape is square and L-shaped groove is made on both sides of the top side to attach garboard strake. The floor is attached to the top of the keel and inside of the garboard strake. For fastening each member, iron bar was used to maintain enough strength. Bulkhead Bulkhead is composed of seven bulkheads and eight windows from the shell plating (it is estimated to be deck structure at that time) with eight compartments in total. Bulkhead is a major member that composes frame of the hull, serving as the basis for ship shape. It serves as the fixing framework for the assembly of shell plating. It maintains the same interval to prevent trim phenomenon and improve lateral strength. Fourth, it secures space to be used for different purpose. Bulkheads I-VI are installed vertically straight but stern bulkhead is connected with inclination toward stern direction and bulkhead VII is 2 �connected to the bow direction with more inclination. The section between bulkhead I to bulkhead IV has frame to the direction of bow while stiffener structure is located to the stern direction. The frame of bulkhead V-VI is located in the stern direction while stiffener is located in the bow direction. The bulkhead fixing method is to use iron bar on the front and back side. Shell plating The shell plating is located between garboard strake and deck and is the body of the ship that composes the final shape. This accounts for the highest share among remaining hull pieces and 176 pieces of 13 starboard and four port sections remain. The shell plating joint method is divided into longitudinal and transverse joint. The longitudinal joint method is based on rabbeted clinker joint 1 while the bow direction has half-lap miter joint2. Traverse joint uses tongue and groove joint3 method and half-lamp miter joint and the plate is added and fixed by nailing. The way of connecting shell plating is one of the representative characteristics of Sinan Ship. Pointed stem Pointed stem is a structure located at the very front of the ship. The shape of the bow is two-layer flat plate structure in the shape of trapezoid close to inverted triangle. At the left and right edge of pointed stem, L-shaped groove was made to be connected to shell plating and inner side was added by plate for reinforcement. The thickness of pointed stem is about 11-12 cm and structural characteristics is to use half-lap miter joint. Bulwark Bulwark is located on the upper starboard side of the central of Sinan shipwreck. Bulwark has a clinker joint structure like the joint structure of shell plating. The material made of cedar tree with the thickness of 1.5-2 cm to protect the structure. This is to have sea water inflow and be released through the same circular holes. The upper bulwark has the same circular hole, making it reasonable to interpret it not as the bulwark structure but as structure of shell plating. The reason can be assumed that, as it is lower than waterline comparing to the dead weight and gross weight based, it is far away from the bulwark structure which is side plate of the board. Bulwark Stay Bulwark stay is located at the top of shell plating and connected to bulwark (assumed to be the fourteenth-fifteenth stages of the shell plate). This structure plays the role of bulkhead. Three members of this structure were lifted from the starboard side. It is composed of thick wooden plate with 13 cm in thickness and root was connected between structures so each angle was maintained. The bulwark stay is located before and after circular hole located at the center of bulwark. The structure and role as well as interpretation of terms for bulwark stay are required. Deck Analysis of bulwark and bulwark stay showed that deck is estimated to be the structure that support fourteenth-fifteenth stages of shell plating. Therefore, it is reasonable to interpret the structure of deck as structure of shell plating inside. In addition, the plate made of cedar tree with the thickness of 1.5-2 cm is added to the top side. The thickness is 10 cm and width 43 cm. There is groove 10 cm wide at the bottom of the outer side area that is connected to the top of the thirteenth stage of the shell plating of bulwark. At the end of the inner side area, scarf joint structure is designed to connect it to the board. As Sinan shipwreck is estimated to be 4.0 m, the shell plating free board is estimated to be 1.5-1.9 m in Way of joining by making L-shaped groove on the top of the shell plating and groove was made inside the bottom part of the top shell plating. 2 Joining two members with the same thickness by digging half of the thickness of the plate and then joining them together (Architecture dictionary) 3 Connection to prevent the timbers from being pushed to the side (architecture dictionary) 1 3 �height. Then it is known that the deck should be installed at a sufficient height. Reinforcement Butt Strap Butt strap was used to maintain the strength to reinforce the joint area by connecting joint structure to make the length of shell plating member. The method of connection is to put 1-18 iron bars, nine on left and right sides of the joined member respectively. The but strap has fished joint structure. Stiffener Stiffener is a structure that firmly fixes shell plating member attached to the bulkhead to prevent it from being pushed to the outside. Each stage of each section has this stiffener. Stiffener reinforce shell plating and bulkhead has a trapezoidal shape4, and the part attached to the bulkhead has a small shape about a quarter of the size of the trapezoid. The fixing method was made strong by driving iron pins. Bulkhead Frame and Forward Cant Frame Bulkhead frame is installed on one side of each bulkhead to connect the bulkhead and shell plating firmly. Forward cant frame is located between VII bulkhead and pointed stem. The forward cant frame has twice wider gap compared to I-VII bulkhead. The bigger the space of the section, the weaker the strength of the shell plate so it is assumed that forward cant frame was installed to reinforce shell plating. Bulkhead frame continues from the floor to the deck rostrum and the shape is like stair type according to the shell plating. Iron bar was used for firm fastening. Scarf-skin Scarf-skin protects keel, shell plating, bulwark and deck. The thickness is 1.5-2 cm and it is made of cedar and it seems that scarf-skin was added to protect it from harmful insects. Design Mast Mast is located on the front side of IV and VII bulkheads. The structure of the mast is divided into mast, mast leg, mast leg support and cross bar as well as mast leg press (Office of Cultural Properties of Ministry of Culture and Information 1984, 138-139). However, the floor is wider than the floor located at the bottom of bulkhead as it is aligned with the size of the mast and width of the mast leg, a support structure. The role of the floor structure is the basis to pile up the upper structure and support the keel. Moreover, in the report, it is said that floor is the lower structure together with keel and strake (Office of Cultural Properties of Ministry of Culture and Information 1984, 129). However, the mast support at that time played the role of supporting mast leg and that is why it is called mast leg support as it was considered to be part of the mast. Auxiliary Liquid tank Liquid tank is located between IV and V bulkheads and is placed on the left and right shell plating. The shell plating is placed on the front and back direction of the liquid tank support and the bottom plate is placed according to the inclination of the liquid tank support; side plates are placed on four sides. It is watertight to prevent water leakage. In order to erect bottom plate and site plate, the structure same as bulkhead is applied for reinforcement. 4 A quadrilateral with two sides (upper and lower) parallel 4 �CONCLUSIONS The examination on structural characteristics confirmed that the ship has important characteristics from the perspective of the history of shipbuilding technology. 1. It has a V-shaped pointed-bottom hull, which enables the ship to withstand deep water, high and rough waves and swell, wind waves and to perform fast navigation and stability. 2. It secured durability by planning seven bulkheads and eight windows for the space where trade items are piled to secure durability and it has the structure of compartment to store trade items safely. 3. It is equipped with two or more propulsion structures, it has a ‘sailboat structure’ that can sail against the wind. 4. The front of the ship is equipped with an inverted triangular ‘trapezoidal structure’ to minimize wave resistance during sailing. 5. It has the water tank structure at the center and left and right of the ship for drinking water supply and balance of the ship. 6. It has the reinforcement structure that has double or triple connection through butt strap, stiffener, frame and cant frame. 7. It has the waterproof and watertight structure to prevent the inflow of water from one compartment to another. 8. The shape is to have a narrow bow and wide stern in order to improve sailing performance. 9. It is equipped with the hull protection structure where a scarf-skin is attached to the outer side of the shell plating, penetrating sea bugs from entering into the hull. The nine characteristics showed that the ship is equipped with the best shipbuilding technology and structure in Song and Yuan Dynasties of China. Bibliography Cultural Heritage Administration of the Ministry of Culture and Public Information, Sinan Underwater Artifacts, Sourcebook I. Mokpo: Cultural Heritage Administration, 1983 (In Korean). Cultural Heritage Administration of the Ministry of Culture and Public Information, Sinan Underwater Artifacts, Sourcebook II. Mokpo: Cultural Heritage Administration, 1984 (In Korean). Cultural Heritage Administration of the Ministry of Culture and Public Information, Sinan Underwater Artifacts, Sourcebook III. Mokpo: Cultural Heritage Administration, 1985 (In Korean). Cultural Heritage Administration of the Ministry of Culture and Public Information, Sinan Underwater Artifacts, Comprehensive Edition. Mokpo: Cultural Heritage Administration, 1988 (In Korean). National Maritime Museum, Conservation and Restoration Report of Shinan Ship. Mokpo: National Maritime Museum, 2004 (In Korean). NRIMCH, A Study on Restoration of Original Shape of Sinan Shipwreck. Mokpo: NRIMCH, 2018 (In Korean). 5 � 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 A Study on the Structure of the Fourteenth Century Chinese Merchant Ship (Sinan Shipwreck) Description An account of the resource Further research on Sinan shipwreck structure is required. The questions raised by Lee Cheol-han and Lee Changeok in Report on Sinan Ship Conservation and Restoration and those in the new edition of Sinan Shipwreck are summarized in this paper. They are summarized as follows: First question is about the understanding of bar keel; second is the combining structure and inclination angle of bar keel and plate stem; third is whether additional side plate was possible and major measurement of hull and molded depth; fourth is whether to consider the deck side structure as deck as before; fifth is the recognition of the sectional shape of the hull center - if the four questions above are solved; sixth is whether oars were installed; seventh is the other mast legs and liquid tank. To address these questions, I first organized terminology and corrected incorrect terms, I then examined the literature on analysis of structural characteristics. For methodology, my lens was that of a professional shipbuilding engineer. I considered major structures in the excavation reports, conservation and restoration reports, and original shape estimation report. I added missing structures that have come to light since these reports were produced. I aim to identify the comprehensive structure of ancient Korean merchant ships for comparative studies with Chinese and Japanese ships and development of ships by period. Creator An entity primarily responsible for making the resource Hong Sun-jae 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. Hong, Sun-jae. 2023. “Study on the Structure of Shinan Shipwreck, the Chinese Merchant Ship in the 14th Century.” Edited by Jennifer Craig, Jay Mok, T. Kurt Knoerl, and Juhee Kim. 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/1954 Asia-Pac Session 10 2023 https://apconf-much.org/proceedings/files/original/20b6a705c96d1cd0d76c6ad13e98aaac.pdf f694b4626b1d71023545a1c4b620f34c PDF Text Text A survey on a petroglyph illustrating a watercraft at the hinterland site of Dehtal Mina Safah S iraz University Shadi Kalantar Tehran University Abstract: Dehtal is an important hinterland site, located 170 km away from the shores of the Persian Gulf in Bastak County, Hormozgan province. Dehtal is a petroglyph site possibly dating to the pre-Neolithic, according to various sources of evidence such as stone tools found within the Bastak area and the Dehtal plain. The petroglyphs themselves, however, more likely date to the 3rd millennium BC. According to historical written sources, the Bastak area was located on the road linking the so-called Silk Road to the East Asia-Persian Gulf maritime trade routes. One of these petroglyphs, which is located beside a seasonal river, illustrates a watercraft. The image shows a round-hull, double-ended craft with two masts and a long saturi (bowsprit). A long saturi is a characteristic feature of a “boom” ship. Booms were used for long-distance voyages within Indian Ocean and they are still in use today but now work with engines. Firstly, this article attempts to discern the shipbuilding details of the watercraft depicted in comparison with other ship illustrations as those found in the Maqamat al-Hariri and the vessel depiction uncovered by Whitehouse at Siraf. Secondly, we will discuss Dehtal as a passage from Persian Gulf to so-called Silk Road with a focus on archaeological reports and historical written sources. Introduction: This article firstly, introduces a hinterland rock art site named Dehtal dated back to a period from the Paleolithic Age to the Islamic era. This site took its name from the nearby village with the same name. Secondly, a petroglyph illustrating a watercraft that is situated within the Dehtal site �will be introduced and a typology of the craft will be discussed by comparing it with other similar watercraft illustrations. Regarding a long Saturi (bowsprit) showed in the watercraft illustration and due to this fact that such a long saturi is a characteristic of Boom ship, it is believed that the namely illustration shows a Boom ship. There is no evidence for dating the petroglyph, however, we will try to estimate it. Thirdly, the paper will discuss the reason why a Boom ship has been drawn in an inland desert. Rock Art site of Dehtal Not far from the ancient village of Dehtal in Godeh area, a rock art site of the same name has been located. Dehtal is in Bastak County at 170 kilometers north of the Persian Gulf and 110 kilometers south of Lar (Movahhed, 1970). The pictures of this site include all the categories of rock arts; human, animal, and plant motifs and symbols. Most of the motifs in the Dehtal site have been carved on circle or oval rocks made of limy sandstone with an average diameter of one meter and a height of half meter from the ground level using Petroglyph technique in an abstract style. Due to the climatic conditions of the area - high temperature difference between day and night, and extreme heat during spring and summer - some of the carved stones have been broken and divided into two halves. There has been no research done as to the makers of Dehtal petroglyphs. The measure of erosions and the repeat of drawings on over each other can be a sign of the importance of this site to the aboriginal inhabitants or being on the way of ancient roads for centuries. So, the scattered stones of Dehtal probably were a suitable bed for transferring the thoughts and rituals of inhabitants or recording observations by passengers. According to archeological findings and historical data derived from the Godeh area and Dehtal sites, the Dehtal �petroglyphs can be dated to a period between the Paleolithic Age to the Islamic era (Fig.1). Fig.1: A Landscape of the Dehtal site. (Authors) Bastak: History and historical Geography Dehtal is located in Bastak province, regarding this, we will have a look at the historical geography of Bastak in this part. It could help for understanding the land and marine trade roads which connected this site to the internal regions of Iran and shores of Persian Gulf as well as the probable role of the commercial caravans in making the figures of Dehtal. Bastak is one of the southern regions of Iran plateau placed between Bandar Lengeh, Hormozgan and Larestan. In fact, Bastak, as the gate of Fars to Persian Gulf, was on the way of commercial caravans from the past. So, it has had the considerable economic position. Also, Bastak always has involved in the trade and policy of the Persian Gulf. It has been the center of governing the extensive district between Lar province and Persian Gulf over the time, especially late three hundred years (Movahed, 1970). �According to the historical sources, like Farsnameh Naseri, Bastak is a new name for a bigger zone called Jahangireh (Fasaii, 1988). In fact, it was a part of the ancient Irahistan. It is a name recorded for Larestan within the sources of fourth to seventh H.D and encompassed the hinterlands between Siraf and modern Bandar Abas (Vosoughi et al., 2008). On the basis of the record of Farsnameh Ibn Balkhi, the rulers of Irahistan had never been the subordinate of the central government, unless there was a powerful governor in Fars (Ibn Balkhi, 1995). Bastak as a Carrefour: The ancient roads in Bastak and Irahistan region can be summarized as following: 1- A caravan road started from the nearby ports of Persian Gulf and after passing Kachouyeh, Kemshak, Tarakameh and Lamerd reached Jahrom and continued to Shiraz. This way has been used in flourishing of Kish Island. 2- The second road also started from the close ports of Kish Island and get to the Larestan with passing Jenah and Kouhaj. There are traces of caravanserais and reservoirs along this way. 3- The third road came from Lar to Tadrouyeh and finally ended to Ilud. Also the roads of Bastak to Bandar Lengeh, Lar, Faramarzan, Godeh, Rouydarat, Lamzan and Dezhgan are documented in 1970. All of these routes from Bandar Lengeh to Bastak and Lar, the similar caravanserais with a distance of three Farsang (6 myl) can be seen are mostly named Shah A'basi (Movahed, 1970). (Fig.2) �Fig.2: Three main ancient roads in Bastak and Irahistan region. (Authors) But Bastak is located on the most important route of the ancient world; the Southern route of the Silk Road and the Sea Route of the Spice Road (Adviyeh Sea Route). This south way separated from the east-west main route of Silk Road passing Rey and Isfahan, reached to Shiraz and finally after passing Irahistaan and Bastak regions ended at the port of Kish. Then, it joined the Sea Road of Spice, connected the east and the south of Asia through the Persian Gulf to the Europe and the Mediterranean's shores. During this route traded different goods such as silk, spice, pearl and so on (Reza, 1997). (Fig.3) �Fig.3: Route 1. Part of the South way of Silk Road. Route 2. Continuance of the Silk Road to the Persian Gulf. Route 3. Part of the Sea Road of Spice (Adviyeh Sea Route). (Authors) The important rivers of Bastak region are Shoor Galedar and Mehran. These rivers originates from around the Galedar desert and finally flows into the Persian Gulf (Movahhed, 1970; Vosoughi et al., 2008). The Shoor River streams into Godeh region, where the Dehtal site located in. This is a rich area in archaeological terms, containing prehistoric, historic and Islamic sites. Larestan and Bastak's regions are pointed during the Achaemenid period under the names of Yaoutiya, Tāravā and Praga/Forag in Daryush's manuscript at Biston (paragraph 5, 7, column 3) (Sharp, 2005). Yaoutiya was probably in the south-east of Fars, i.e. contemporary Larestaan (Fry, 2003). It is the territory that Vahizdata rioted and named himself Bardia. Finally, he defeated against the arm of Daryush in Tāravā and beside Praga, a town and mountain in Yaoutiya respectively (Sharp, ibid). Tāravā located at the east of Larestan on the commercial route of �Hormoz toward Kerman and Darab, and Praga is a region in the north of Taram, East of Larestan and North-east of Bastak most probably (Vosoughi et al., 2008). After the invasion of Arabs to this region, the name of Praga changed to Farag or Forag, while it has been recorded Praga in the geographical books of the initial times of Islam like Farsnameh Ibn Balkhi (Ibn Balkhi, 1995) Another historical name which could be adopted with the sphere of Bastak is Apostana. This name has been mentioned in the book of Aryan, as the anchorage of the navy of Nearchus, the admiral of Alexander at 325 B.C (Arrian, VIII, p. 38). We have to notice that the first part of the word "Apostana" can be "Ab" which means water and the second part is "stan" that means the place. So, Apostana can be "Abestan" which means the “land of water” with its native accent Bostaneh or Bostano. One of the features of this place mentioned in history of Aryan is being a center for hunting pearls (pearl diving). This indication directs us to two ports with the name of Bostano. One near the Asalouyeh port and another one close to Bandar Lengeh (Zarinkoob, 2008). The last one located at the east of Bastak, exactly beside the place of entrance of Shoor River to Persian Gulf. After this time, there is no exact data from the history of Bastak region until 656 H.D. But undoubtedly, the existent ports and roads in the sphere of this area have had an important role in the economy of governments over this gap. After the invasions of Mongols to Baghdad, some of Arabs emigrates to Bastak and its environs from Basreh and some Persian Gulf ports (Salami Bastaki, 1991). The rulers of Irahistan and Bastak didn't totally accept the obedient of the central government. Unless a powerful governor appeared in Fars, like getting power of A'zad dowlah Deylami and its campaign to Irahistan for �subduing the people of this region in the second half of fourth century (Ibn Balkhi, 1995). Also, the independent power of Larestan and Bastak have been overthrown by Shah A'bas Safavi at 1009 H.D, due to kicking out Portuguese from Gheshm and Hormuz Islands (Movahed, 1970). The tribe of Ghavasem or Al Ghasem converted to a power at Jolphar, contemporary Ras al-Khaimah, and started robbery of the ships on Persian Gulf at the end of Safavid period. For a while they suppressed by Nadershah Afshar. After his death Bani Moen, Mashayekh (ruler) of Gheshm and Hormouz, resisted against them, but finally they had to get help of the ruler of Bastak (Bani A'basiyan Bastaki, 1339: 125-127). Along 1161 and 1162 H.D, in the time of the reign of Shahrokhshah in Khorasan, the south part of Iran got into the invasion of robbers and revolt of nomads like other regions. In this condition, Mohamd Khan Bastaki, the ruler of Bastak, stood up against these attacks. Finally these conditions due to supervision of the governors of Bastak and Laar on the ports like Kong, Lengeh and Abasi, and even surveillance on far islands like Gheshm and Kish (Bani A'basiyan Bastaki, 1960). In the time of Karim Khan Zand (18th century) and with his sentence, a large area from the North shores of Persian Gulf, Bandar A'bas and Minab to Lar with some south islands ruled by governors of Bastak (Salami Bastaki, 1991). In the time of Qajar (18th -20th century), Bandar Lengeh became the most important port of Persian Gulf against the commercial stagnation of Bandar A'bas and Boshehr. So Bastak raised up and developed with locating on the way of the caravan road from Bandar Lengeh to Shiraz (Movahed, 1970). In the reign of Pahlavies (20th century), Bastak and its subsidiaries were still part of Larestan province �(Vosoughi et al., 2008, vol.1, p. 106). Gradually, Bastak separated from Larestan and changed its ranges in divisions of 1981 and 2004 (Ibid). The Petroglyph: The petroglyph depicts a starboard side of a double ended, almost belly shaped watercraft (Fig.4). Double-enders are the most primarily hull shape of the Western Indian Ocean crafts (Agius, 2008; McGrail, 2001). Early pre-historic watercrafts depicted on Mesopotamian and Elamite seals and seal impressions are double-ended as well.1 Also, dhows are still in use in the Persian Gulf, except Ghanja and Baghla, which are mostly double-ended (Al Bastaki; Paris, 1886). It can be said that prior to the 16th -17th century A.D, the transom stern was non- existent within Persian Gulf (Agius, 2008, Hourani, 1951). Fig.4: The petroglyph in situ on the right (Hamzeh Qobadian) and its drawing on the left. (Authors) The craft illustration shows two horizontal parallel curved lines on its hull, the three lines between the curved lines could be consider as planks, so, the craft is obviously timber-made not reef-bundled (Fig.4). Furthermore, the curved lines caused a perspective in the illustration of hull and makes it more tangible. Plus to the horizontal lines, there are two vertical lines on the outside of the hull that perpendicularly cut the horizontal lines which �probably showing that joint planks were used to make the craft. Since antiquity, Persian Gulf`s ship builders` ideal timber has being Saj (Tectona grandis), it can be bent and joined to the frames, following the curves of the ship`s sides and it is also long- lasting (Agius, 2008). The depicted craft, has two masts. According to Bozorg, 10th century AD, (Nakhoda Bozorg- Ibn-Shahriyar-e- Ramhormozi, 1969) 50 span of a hand of timber was needed to build a mast.2 Each hand span is about 23 cm. (Agius, 2008), so, we can estimate that a mast was more than 100 m. heighted. As it is mentioned above, this vessel is double- masted, if each mast be more than 100 m, then relative to the height of the masts, its hull – from bow to stern- must be approximately 100-150 m. so, she must be a seagoing ship not a boat! Undoubtedly, Bozorg exaggerates in recounting the stories but he is often honest in giving technical information. It is said that a medieval double-masted craft required crews of 200 (might be exaggerated) and modern ones draw about 240 kg with crews of thirty (Whitehouse, 2009). It can be noticed from the masts and jack- yards that the craft has lateen sails and it is believed that lateen sail is a characteristic feature of medieval watercrafts of the Western Indian Ocean (Hourani, 1951). Lateen rigs are triangular and set along the craft. It permits to sail fore and aft (parsa, 2012). The most characteristic feature of this craft is its long Saturi (bowsprit) which typically represents a Boom ship; the only water craft of Persian Gulf that has such a long saturi (about 4-5 m.) is the Boom (Agius, 2008; Eghtedari, 1966; Parsa, 2012). (Fig.5) The boom distinguishes to two different types: for voyage, or for fishing and pearl diving (Parsa, 2012). The voyage one is bigger with two or three �masts (Eghtedari, 1966). The hull of a Boom, just similar to namely petroglyph, is belly shaped and double ended which makes the craft safer against the waves of seas and oceans. Also, its long saturi and masts obviously show that a boom has giant rigs which makes the craft highspeeded (Parsa, 2012). (Fig.5) Fig.5: a modern double-masted Boom ship on the right (Ethnological Museum of Kong, Iran) and a Saturi of a modern Boom in Abadan, Iran. (Authors) Unfortunately, no more technical detail, such as being swan or nailed, rudder, deck, anchor and etc., could be obtained from the petroglyph. But, according to the characteristics discussed above (the long saturi, belly shaped and double ended hull, being timber- made and double- masted), it can be understood that the illustration represents a for- voyage Boom ship. The most famous and certain illustration of Boom ship is the ones in Maqamat-al-Hariri (13th century) which will be discussed subsequently. (Fig.6) �Fig.6: Two Boom ships in two different versions of Maqamat of Al-Hariri, the one on the left is archived in the Bibliothèque Nationale de France, Paris (Al-Hariri, 1237). The middle one archived in the Library of the Academy of Sciences, St Petersburg (Agius, 2008) and the right one is a graffito engraved in Siraf, Iran. (Whitehouse, 2009). On the left side of the scene, there is a man / woman depicted riding a horse (?). On the right, just under the hull of the ship, a fish can be seen. The depiction of horseman is not obvious because of the erosion, neither the fish (fig.4). The scratched lines of all described illustrations, ship, horseman and the fish are in a same color and it shows their concurrency (scratched lines of the petroglyphs in Dehtal turns darker over time). It seems that this scene aims to recount a story of voyaging on the seas to a port in South of Iran and then riding to a central city of Iran. Comparative Consideration: Maqamat Al-Hariri: There are two miniatures of two different versions of Maqamat which are believed to illustrate Boom ship (Fig.6), one at the National Library of France, Paris (Hourani, 1959) and one at the Library of the Academy of Sciences, Saint Petersburg (Agius, 2008). They both are obviously double �ended with a long saturi and they both are evidently timber-made just like what we see in the namely petroglyph. There is no doubt that the Maqamat`s miniatures are more detailed rather than Dehtal`s petroglyph, and the rudder, crews and even paddles can be seen but, the mutual features between Dehtal`s petroglyph depicting ship and Maqamat`s miniatures illustrating ships are firstly, the long saturi, secondly, being double- ended. Unfortunately, there are only a few pictorial evidences of medieval ships within Iran and archaeological evidences of Perso- Arabian ships are even less than pictorial evidences. One might say there are lots of illustrated ships between Iranian miniatures but we should keep this fact in our mind that these miniatures generally recount Iranian myths which are believed to have been happened in the past, so, the artists just tried to copy the antiquity depictions of watercrafts and rarely useful information of Iranian medieval ships could be driven from these miniatures; In fact, it is highly recommended to Iranian medieval artists to copy their ancestors (Beig-eAfshar, 1969). Furthermore, these miniatures were mostly done by royal artists who were inhabitants of inland Iran and so far away from seas and ships. Ship Graffito of Site “K” in Siraf: Another pictorial evidence of Iranian shipbuilding is the graffito that David Whitehouse engraved at site “K” of Siraf3 (Fig.6). This is dated back to the 10th -11th century and it is tree-masted. As it is mentioned before, a modern two-masted vessel of Persian Gulf draws 240 tonnes and requires crews of thirty (Whitehouse, 2009), so, a tree-masted craft must be even greater than a two- masted one! The ship shown in the graffito is doubleended as well as the other watercrafts that are so far introduced in this article, but unlike the others, nor saturi neither timber planks can be �recognized in this graffito because of the erosion. Furthermore, its hull obviously is not belly shaped! Belitung ship wrecked: Archaeological evidences of Perso-Arab ships are really rare. But, in 1998, a wrecked ship has been found in Belitung, Indonesia by local divers. The vessel was carrying the Changsha wares which were in operation during the Tang dynasty (618-907 A.D). Belitung ship is believed to have a length overall of 18 meters. Flecker (2001) deduced that Belitung ship was designed for carrying light cargo and she has not being deep-drafted! Unfortunately, no bowsprit could be recognized in Belitung wrecked, solely it is mentioned that its stern was vertical (ibid). So, it seems not to be much similarities between Dehtal ship petroglyph and Belitung ship wrecked. Dating of Dehtal Ship Petroglyph: Maritime trade since Neolithic era within Persian Gulf is proved but, archaeological and pictorial evidences show that the watercrafts that were used in pre-historic era have being reed-bundled not timber-made (Carter, 2006), so, pre-historical water crafts could not be comparable with Dehtal`s ship petroglyph. Furthermore, the Achaemenids (550- 330 B.C) adapted Phoenician ships which were totally different from the water craft that we discuss in this article4 (Hassan, 1928). According to Vosoughi (2016), the history of maritime trade between Iran, under the name of An-Xi and Far East goes back to the Parthian empire (247 B.C- 224 A.D). In that time, because of the unsecurity of the inland Silk Road caused by Central Asian tribes, Parthians decided to sail to Far East. During Sasanian period (224- 651 S.D), Iranians were named Possǔ �by Chines and they have been sailing from Persian Gulf to China and back (Whitehouse and Williamson, 1973). Archaeological evidences such as Sassanian glass vessels found in ports of Japan evidently proves maritime trade between Sassanians with Far East (Priestman, 2016). To conclude, we can`t date this petroglyph as early as pre-history, because it is obviously timber- made, on the other hand, while we have no pictorial or archaeological evidence of Partho- Sasanian ships, we can`t deduce that exactly since when Boom ships were used. The oldest evidences of Boom are the miniatures of Maqamat (13th century AD) and Booms are still in use but they work with engine! We can`t deduce that exactly since when Boom ships were used in Persian Gulf; so, it looks impossible to present a dating. Conclusion: As it is argued above in” The Petroglyph part”, namely illustration depicts a double-ended, belly-shaped hall watercraft which is timber-made and has two masts and jack-yard. But the most important feature of the depicted craft is its long saturi (bowsprit) which is the characteristic of Boom ships. So, it can be concluded that the petroglyph depicts a Boom ship. The oldest depiction of Boom are two miniatures in Maqamat AlHariri (13th century AD) and she is still in use in Persian Gulf but works with engine. Dehtal is an inland rock art site situated in Bastak province and Bastak was located 170 km. away from the sea on the passage that connected so-called Eastern-Western Silk Road to the Persian Gulf- Far East Maritime route. The petroglyph scene that is discussed in this article (including a ship and a fish under it on the write and a horseman on the �left), probably, recounts a story of a passenger who traveled from somewhere in the East to a port in northern shores of Persian Gulf, then maintained his/her way to the North by riding on back of a horse and on his/her way, passed from Dehtal. Unfortunately, there is no evidence that helps us with relative dating but forthcoming studies of the authors of this article on absolute dating of the lichens may be useful. Endnotes 1 For more information about watercrafts depicted on Mesopotamian seals and seal impression see: Qualls, C., 1981. Boats of Mesopotamia Befor 2000 B.C, PhD Thesis, Colombia University and Makela, t.t., 2002. Ships and Shipbuilding in Mesopothamia (CA. 3000-2000 B.C), MA Thesis, Texas A&M University, Texas 2 The height of the mainmast is a little bit less than the length of the craft (Eghtedari, 1966). 3 For more information about the dhow`s graffitos around the Persian Gulf see: Cooper et al., 2015. Boat and ship engravings at Al Zubareh, Qatar: the dhow exposed? Proceedings of the Seminar for Arabian Studies 45: 35-48. 4 For more information about iconography of ships of eastern Mediterranean ships see: Wachsmann, 1998. Seagoing Ships and Seamanship in the Bronze Age Levant, Texas A&M University Press, London. References Agius, D.A, 2008. Classic Ships of Islam from Mesopotamia to the Indian Ocean. Brill, Leiden. Boston. Al- Bastaki, M.A., unknown date. Sailing Boats in the Gulf Area. RTA, Dubai. Arrian, 1996. Anabasis Alexandri, Indica. Translated by E.Iliff Robson, vol. 2, the Loeb Classical Library, Cambridge (mass) and London. �Bani A'basiyan Bastaki, M., 1960. Tarikhe Jahangireh va Bani A'basiyan Bestak. Bastak. Beig-e- Afshar, s., 1963. Qanun Al- Sover, Translated by Adel Qaziov, Academy of Sciences of the Soviet Republic, Baku. Carter, R., 2006. Boat Remains and Maritime Trade in the Persian Gulf During the Sixth and Fifth Millennia BC. Antiquity, Vol. 80:52-63 Eghtedari, a., 1966. The Persian Gulf. Sina Library Publication, Tehran. Fasaii, H. H., 1988. Farsnameh Naseri. Corrected and grazed by M. Rastegar Fasaii, vol 2, Amirkabir, Tehran. Flecker, M., 2001. A Ninth-Century AD Arab or Indian Shipwreck in Indonesia: First evidence for direct trade with China. World Archaeology, Vol. 32, No. 3: 335-354 Fry, R., 2003. The ancient history of Iran. Translated by M. Rajab Niya, Sherkat Entesharat Elmi va Farhangi, Tehran. Hasan, h., 1928. A History of Persian Navigation, Methuen & Co., LTD, London. Hourani, G.F., 1951. Arab Seafaring in the Indian Ocean in Ancient and Early Medieval Times. Princeton University Press, New Jersey. Ibn Balkhi, 1995. Farsnameh. M. Rastegar Fasaii (eds.), Bonyade Fars Shenasi, Shiraz. McGrail, S., 2001. Boats of The World from the Stone Age to Medieval times. Oxford University Press, New York. Movahed, J., 1970. Bastak va Khalij Fars. Tehran. Paris, V.A., 1886, Collection de Plans ou Dessins de Naviers et de Bateaux Anciens ou Modernes Existants ou Disparus. Impimeur-Libraire de Bureau des Longitudes et de L`Ecole Polytechnique, Paris. Parsa, A., 2012. Southern Sails: Sailing in Persian Gulf and Indian Ocean. Farhang-e Nashr-e No, Tehran. Priestman, S., 2016. The Silk Road or the Sea? Sasanian and Islamic Exports to Japan, Journal of Islamic Archaeology, Vol.3: 1-35. �Reza, A., 1997. The role of Iran in Silk Road until the end of Sassanian era. Iranshenakht, Vol. 5: 198-211. Salami Bastaki, A., 1991. Bastak dar gozargah tarikh. Bastak. Sharp, R.N., 2005. The inscriptions in Old Persian cuneiform of the Achaemenian emperors. Pazineh, Tehran. Shahriyar-e-Ramhormuzi, B., 1969. The Wonders of India. Translated by M. Malekzade, Entesharat-e Bonyad-e Farhang-e Iran, Tehran. Whitehouse, D., 2009. Siraf: History, Topography and Environment. The British Institute Persian Studies: Archaeological Monograph, London. Whitehouse, D., A. Williamson, 1973. Sasanian Maritime Trade, Iran, Vol. 11: 29-49 Vosoughi, M.B., 2016. Heritages of Iranian Sailors in China, Entesharat-e Miras Farhangi, Tehran. Vosoughi, M., et al., 2008. Tarikhe mofasale Larestan. Vol.1, Nashr Hamsayeh, Tehran. Hariri, A., 1236-1237.Les Makamat. Exemplaire orné de peintures exécutées par Yahya ibn Mahmoud ibn Yahya ibn Aboul-Hasan ibn Kouvarriha al-Wasiti, Bibliothèque nationale de France, Paris. Zarinkoob, R., 2008. Re-knowing an Achaemenid's port in Persian Gulf. Khalij Fars: Farhang and Tamadon, Moasseh Tahghighat va Tosee Olom Ensani: 270-276. Biography Mina Safa graduated with B.A. degree in Archaeology and with M.A. degree in History of Ancient Iran from University of Tehran. She received a Ph.D. degree from Shiraz University in History of Iran after Islam. Her initial interest in the field is around Art History of the Middle East, particularly around three thousand B.C. She follows the cultural, commercial, and political relations between neighboring civilizations and their roles in making a final format of artistic objects and thoughts. Until now, She worked on rock art of Homyan and Mirmelas (two ancient sites �of west Iran) and the Deh-Tal rock art site, as well as studying the artifacts of Jiroft (an old civilization of south Iran). Shadi Kalantar is a MA student of archaeology at Tehran University and at the moment working on a thesis titled “Identification, Classification and Typology of the Water-Crafts Illustrated on the Proto-Elamite and Elamite (3200 BC- 7th Century BC) Seals and Seal Impressions with a Focus on their Functions” and I benefit supervising and advising of Dr. Shahrokh Razmjou and Prof. Philip Castro. She is also a former member of Iran national Canoe/Kayak team. Because of this background, in her early undergraduate years, she was interested in ancient boatbuilding and subsequently, nautical archaeology. Soon after, Shadi started scuba diving and studying nautical archaeological methods. Her focus, currently is on pictorial evidences of watercrafts (rockreliefs, seal impressions, petroglyphs and miniatures) around the Persian Gulf and Western Indian Ocean as well as ethno-archaeological studies on boat/ship building. � 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 2017 Session 5: Iran's Maritime Cultural Landscape Description An account of the resource The country of Iran benefits from having a long coastline. Sea spaces and coastlines were attractive settlements for humans throughout history. These extensive maritime landscapes have resulted in interactions between human and sea along the northern (Caspian Sea) and southern (Persian Gulf and Sea of Oman) coastlines of Iran. Iran’s rivers and lakes contain a great deal of evidence of human habitation and interaction. Due to the country’s long history of maritime culture, we can also observe sea effects on coastal communities in Iran. Maritime archaeological studies in Iran, however, are at a nascent stage. In the 1990’s, a small group of archaeologists from the Iranian Center for Archaeological Research (ICAR) investigated in the north of Persian Gulf to decode its unknown history. In 2000, the first coherent and planned activities of that group produced the "Underwater Surveys around the shores of Siraf Port in Bushehr Province". After that, the team surveyed "Bandar-e Rig"(Rig port), Portuguese castles in Siraf port, Southern Shores of the Bushehr Peninsula in the Persian Gulf. The team has worked on sites from "Shushtar’s Band-e Mizan"(Shushtar barrier), "Takht-e Suleiman" Lake, and the Amir Abad and "Zaghmarz" shipwrecks; the "TammÄ«sheh and Gorgān" Underwater Walls, and the "Ghorogh" and "Rudsar" shipwrecks. These projects were published in Persian by a domestic magazine. The team then prepared and distributed a booklet titled of "Iran, Underwater Cultural Heritage and It's Share in Maritime Archeological Studies" for the annual meeting of States Parties of The UNESCO Convention on the Protection of the Underwater Cultural Heritage in 2016. Next, UNESCO and ICHTO held "Training Workshop on Underwater Archaeology with a Focus on the UNESCO 2001 Convention" in Iran. These activities are continuing and we hope for some continued progress in maritime archaeological studies and international cooperation. Creator An entity primarily responsible for making the resource Hossien Tofighian Research Institute of Cultural Heritage & Tourism (RICHT), Iran Ramin Adibi Higher Institute of Marlik University, Iran 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 A survey on a petroglyph illustrating a watercraft at the hinterland site of Dehtal Description An account of the resource Dehtal is an important hinterland site, located 170 km away from the shores of the Persian Gulf in Bastak County, Hormozgan province. Dehtal is a petroglyph site possibly dating to the pre-Neolithic, according to various sources of evidence such as stone tools found within the Bastak area and the Dehtal plain. The petroglyphs themselves, however, more likely date to the 3rd millennium BC. According to historical written sources, the Bastak area was located on the road linking the so-called Silk Road to the East Asia-Persian Gulf maritime trade routes. One of these petroglyphs, which is located beside a seasonal river, illustrates a watercraft. The image shows a round-hull, double-ended craft with two masts and a long saturi (bowsprit). A long saturi is a characteristic feature of a “boom” ship. Booms were used for long-distance voyages within Indian Ocean and they are still in use today but now work with engines. Firstly, this article attempts to discern the shipbuilding details of the watercraft depicted in comparison with other ship illustrations as those found in the Maqamat al-Hariri and the vessel depiction uncovered by Whitehouse at Siraf. Secondly, we will discuss Dehtal as a passage from Persian Gulf to so-called Silk Road with a focus on archaeological reports and historical written sources. Creator An entity primarily responsible for making the resource Mina Safah Shadi Kalantar 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 11/24/2017 Rights Information about rights held in and over the resource Mina Safah Shadi Kalantar Asia-Pac Session 5 2017 https://apconf-much.org/proceedings/files/original/3e22c12746e4facfb177c1027d0d51e1.jpg 37e6c4554daacfcb88958278f85a80d0 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 Poster Session 2014 Description An account of the resource Posters presented at the Asia-Pacific Regional Conference on Underwater Cultural Heritage Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. 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 VOC ship in the walls of Angkor Wat? Description An account of the resource Poster presented at the 2014 Asia-Pacific Regional Conference on Underwater Cultural Heritage Creator An entity primarily responsible for making the resource Veronica Walker Vadillo Xabier Armendariz Date A point or period of time associated with an event in the lifecycle of the resource 7/9/2014 Asia-Pac Poster 2014 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 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 Aak to Zumbra: A Dictionary of the World's Watercraft Creator An entity primarily responsible for making the resource Mariner's Museum Beverly McMillan Susannah Livingston Susan Beaven Rutter Publisher An entity responsible for making the resource available Mariner's Museum Date A point or period of time associated with an event in the lifecycle of the resource 2000 Type The nature or genre of the resource Book Zotero Author Mariner's Museum Editor Beverly McMillan Susannah Livingston Susan Beaven Rutter Item Type Book Date A point or period of time associated with an event in the lifecycle of the resource 2000 Place Newport News, VA Publisher An entity responsible for making the resource available Mariner's Museum Title A name given to the resource Aak to Zumbra: A Dictionary of the World's Watercraft https://apconf-much.org/proceedings/files/original/3844e62340061a4304268a5a30b477dd.pdf 01602d4037eaf1613d07dacfc7188fe6 PDF Text Text Abandonment Issues: An Assessment of Military Vessel Discard Trends Derived from Australasia’s Torpedo Boat Defences, 1884-1924 James W. Hunter, III Abstract Between 1884 and 1924, a total of fourteen torpedo boats served in the naval defence of Australia and New Zealand. Australasia’s colonial governments purchased these vessels as a consequence of fears of seaborne invasion by Imperial Russia and other foreign powers during the 1870s and 1880s. All were eventually decommissioned, put up for sale, stripped of their most valuable components, and abandoned. Archaeological investigation of four of these discard sites has revealed abandonment attributes distinctly different from documented disposal trends associated with commercial watercraft of the period. This paper will highlight these unique discard trends, and explore tentative explanations for their presence through the filter of site formation process. Archaeology and Watercraft Discard Abandoned watercraft have been addressed extensively in archaeological literature; however, recent research conducted by Nathan Richards (1997, 1998, 2002, 2008, 2011) constitutes the first concerted effort to identify, evaluate and define cultural mechanisms associated with ship discard. These studies have demonstrated the utility of cultural site formation theory—as advocated by scholars such as Michael Schiffer (1972, 1983, 1995, 1996; see also LaMotta and Schiffer 2005; Skibo and Schiffer 2008) Keith Muckelroy (1975, 1976, 1978), and Martin Gibbs (2005, 2006)—within maritime contexts, and builds upon existing models by incorporating terms and definitions that apply exclusively to archaeological signatures of watercraft use and abandonment. Richards addresses some discard behaviours specific to military vessels, including the intentional destruction of warships for offensive or defensive tactical purposes (i.e. block ships and fire ships) but gives relatively little attention to their abandonment in non-combat contexts. This is countered somewhat by his acknowledgement that many potential research themes have emerged, "from the need to refine the abandoned vessel data set and more comprehensively establish, dismiss, and discuss any number of discard trend correlates", including the intentional peacetime disposal of decommissioned military vessels (Richards 2008:183). Richards (2008:145-147) identifies archaeological signatures of use and discard that operate as indicators of a vessel’s functional utilisation in a pre- and post-abandonment capacity. Although the bulk of his explanatory model is applied to commercial watercraft, many—if not all—of the behaviours he describes were also common in military contexts and can therefore be applied to the torpedo boats addressed in this paper. Relevant archaeological signatures of �use as they apply to watercraft include their conversion and modification to secondary functional roles, transition to specialised support vessels, and functional post-abandonment use. Similarly, abandoned watercraft may exhibit one or more specific signatures of discard including: structural minimisation, a variety of pre- and post-depositional salvage and scrapping behaviours, methods of preventing a vessel’s movement once abandoned, as well as the overall discard environment and abandoned vessel’s orientation within it. A particularly noteworthy and common archaeological signature associated with abandoned ships is their inclusion within officially designated discard areas such as ships’ graveyards. Discard Attributes of Australasia’s Torpedo Boats Of the fourteen torpedo vessels that participated in the naval defence of Australia and New Zealand, four have been the subject of archaeological investigation. Analysis of archaeological and archival data compiled during the aforementioned studies has highlighted abandonment processes unique to each vessel, as well as discard trends shared among the assemblage in its entirety. HMVS Lonsdale HMVS Lonsdale served in the colonial navy of Victoria from 1884 until 1901 at which point it transferred to Australia’s Commonwealth Naval Forces (CNF). It was put up for auction the following year but failed to find a buyer and was subsequently transferred to the Royal Australian Navy (RAN) in 1911 (Cahill 2009:133-135; Gillett 1982:115-119). In 1914 Lonsdale was put up for sale a second time but was once again overlooked and ultimately ended up abandoned on the beach at Queenscliff, Victoria sometime after 1915 (Figure 1). Archival photographs of Lonsdale reveal the degree to which its hull still appears much as it did when in operational service (Hunter in-prep; see Figure1). Outwardly, the shell of the torpedo boat is clearly intact to the gunwales and various hull components are all still in their original positions. The only obvious exception is the steel plating that comprised the weather deck and armoured casemate. These architectural elements appear to have been either removed or cut open in an effort to facilitate removal of the torpedo boat’s engine and internal machinery. The conning tower hatch cover and majority of external fittings are also absent, although at least one deck-mounted lifting lug is visible. Data recovered during archaeological investigations of Lonsdale’s abandonment site has proven useful in the development of general hypotheses regarding its discard (see Hewitt and Tucker 2009). When exposed and documented, the torpedo boat’s conning tower and the hull beneath it were still largely intact and appeared much as they did when photographed during the early twentieth century (see Figure 1). The same can be said of the hull aft of the �Figure 1. Top, HMVS Lonsdale’s hulked remnants at Queenscliff, Victoria ca. 1915; bottom, Lonsdale’s conning tower (centre) and disarticulated bow section (bottom right) as they appeared during the 2005-2006 investigation. Top photograph reproduced with kind permission of the Queenscliffe Maritime Museum. Bottom photograph by Geoffrey Hewitt, courtesy Terra Culture Heritage Consultants. conning tower, which appears to have retained its overall structural integrity (D. Cahill, as cited in Hewitt and Tucker 2009:32). By contrast, the foreship and bow are no longer articulated with the remainder of the vessel (Figure 1). Indeed, the vast majority of Lonsdale’s forward section disintegrated into largely incoherent structure as a consequence of "gross corrosion" and collapse of the hull subsequent to its complete burial (Hewitt and Tucker 2009: 30-32). �Discovery of Lonsdale’s disarticulated prow constitutes the only archaeological evidence of culturally manifested alteration of its discarded hull. However, as the prow was ultimately re-deposited on site, its removal almost certainly did not constitute salvage activity. To the contrary, its presence lends credence to local lore that states it was intentionally cut away and moved aside during boundary fence construction at Queenscliff’s former Buoy Depot (Ferrier 1989). Based on available information, Lonsdale does not appear to have been subject to any form of placement assurance. Strategies to neutralise the hull’s buoyancy were not evident among its documented remains, nor were tidal variation or orientation of the vessel carefully considered factors in its disposal process. Lonsdale appears to have been discarded almost exactly perpendicular to the shoreline in a manner more common to larger watercraft (see Richards 1997: 89). Further, its orientation suggests it was originally abandoned with its midships positioned roughly at the interface between sea and land (Hewitt and Tucker 2009:30). This would seem to contradict contemporary practice which advocated that vessels be beached at high tide in order to leave them as high and dry as possible when the water receded (Cockroft 1983: 200). HMVS Countess of Hopetoun Like Lonsdale, HMVS Countess of Hopetoun was an asset of the Victorian colonial navy, entering service in 1891. The torpedo boat was transferred to both CNF and RAN control before being decommissioned in 1920. Countess of Hopetoun spent the next four years in ordinary before being purchased and stripped it of its engines and machinery. Ultimately, it ended up abandoned on a beach at Swan Island in Port Phillip Bay (Cahill n.d.; Gillett 1982:126-132; Gillett 1991). Archival evidence of its discarded hull is represented by a single photograph taken sometime between 1922 and 1932 (Figure 2). Architectural elements visible above water included all hull plating between the gunwale and the water, the entire deck structure forward of the conning tower, and the conning tower itself. Although certain deck fittings were removed prior to the torpedo boat’s abandonment, the vast majority remained untouched and in their original positions. Save for isolated flash rusting of their steel fabric, the vessel’s �Figure 2. Top, HMVS Countess of Hopetoun hulked at Swan Island, Victoria ca. 1930; bottom, archaeological plan of the Countess of Hopetoun site as it appeared during the 1980s and 1990s. Photograph reproduced with kind permission of the Queenscliffe Historical Museum, Inc. Site plan produced by the author. surviving architectural elements do not exhibit significant signs of corrosion or damage and appear to have been structurally sound at the time it was abandoned. The photograph depicts a form of placement assurance in direct association with Countess of Hopetoun. A crude mooring line comprising a length of cable is shown extending shoreward from the torpedo boat’s bow. A number of trees are present in the image along the shoreline and it is possible the mooring line was attached to one or more of these in an attempt to prevent Countess of �Hopetoun’s movement after it was abandoned. Orientation does not appear to have played a role in the discard process, as the discarded hull was partially awash and oriented perpendicular to the shoreline when captured on film. Archaeological investigations have revealed Countess of Hopetoun’s hull is still largely intact and retains much of its articulated bow and stern structure (Figure 2). When documented between 1986 and 1996 the foredeck was complete for much of its original length (Anderson 1996; Heritage Victoria n.d.; Williams 1983; Williams 1986; Williams 1992). Most bow fittings were present and bore no indication of attempted salvage. The stern was also largely unaltered. Although Countess of Hopetoun’s engines and boilers were removed prior to its abandonment. The steel propeller and propeller shaft did not share the same fate. Curiously, neither exhibited outward signs of wear or damage that would have precluded their removal and reuse. Perhaps Countess of Hopetoun’s most unexpected in situ features were its rudder and tiller. Both appeared largely complete and undamaged, save for degradation resulting from the site’s surrounding marine environment. Richards (2008:149) observes that the rudder is the structural element most frequently missing from beached and abandoned watercraft, not only because of the ease with which it can be unshipped and transported but also its potentially lucrative resale value. He goes on to note that "it is even more common to find vessels without in situ…engines, prop shafts, or propellers" (Richards 2008:149). Countess of Hopetoun was stripped prior to its hull being put up for sale so it is surprising that these components were not salvaged for their reusability. Equally perplexing is that they were not later removed for their scrap value. A length of steel cable was also observed in association with Countess of Hopetoun’s stern structure (Williams 1992). Although tentatively identified as the remnants of a towline, its diameter appears to approximate that of the mooring cable visible in the archival photograph. The presence of the cable could account for the absence of other methods of anchoring the discarded hull in place. Alternate forms of placement assurance were not observed archaeologically and do not appear to have been utilised, even though their absence runs counter to Richards’ (2008:172-177) discussion of what constitutes a logical vessel abandonment scenario in a beach environment. The discard locations of both Victorian torpedo boats are situated a relatively short distance from the Barwon Heads Ships’ Graveyard, which became the final resting place of a number of former Australian warships (Ryan et al. 2009). It is especially curious that Countess of Hopetoun did not join the increasing number of watercraft abandoned there during the early twentieth century. By 1924 five vessels had "officially" been scuttled in its waters; three years later it would become the final resting place for seven more watercraft, including four decommissioned J-Class submarines (Beringer-Pooley, 2005; McCarthy, 2009; Ryan et al. 2009). New Zealand Torpedo Boat Defender Defender was one of four torpedo boats purchased for the naval defence of New Zealand during the Russian Scare. It arrived in the port city of Lyttelton in 1884 �and remained in service until 1900, when a local steam launch operator purchased the vessel, stripped it of its engines and machinery, and abandoned the hull at Purau Beach on the southern shore of Lyttelton Harbour (Cooke 2000:129-130; Moffat 1996:5, 11-13, 35). During the 1930s the local county council broke the hull into two sections during an attempt to move it further away from the water (Ogilvie 1970:75). Defender’s remnants were a distinct landmark at Purau Beach for several years until they were intentionally broken up and buried with heavy machinery in 1959. A circa-1930 painting entitled Purau Beach depicts Defender in a secondary discard context, after its broken hull was removed from Purau Bay’s foreshore (Figure 3). One particularly noteworthy aspect of the torpedo boat’s remnants is that they were still largely intact approximately 30 years after being abandoned. Aside from obvious hull separation and isolated flash rusting, both the bow and stern sections are largely complete. The same can be said for the vessel’s conning tower and adjacent casemate. Elements missing from Defender include the conning tower hatch cover and various deck fittings. By the 1940s and 1950s when the surviving hull was documented photographically some hull plating and casemate structure visible in the painting was noticeably absent, likely as a consequence of both natural and cultural processes. Examination of the torpedo boat’s existing architectural elements has confirmed a significant portion of the discarded hull survived up to its burial in 1959. This is particularly true of the bow and stern sections, which in their reconstructed form are approximately 65 to 75 percent intact (Figure 3). Most hull elements visible in historic renderings of Defender’s remnants have survived to the present day, as have internal components such as framing and bulkheads (Hunter 2009: 6-9; Hunter 2010:152; Thornycroft Torpedo Boat Museum 2003). Defender’s conning tower was not discovered among the site’s buried components and its current whereabouts remain an open question, although at least one source claims it was acquired by the Lyttelton Museum and later accidentally sold to a scrap merchant (Cooke 2000: 132). Forms of placement assurance neither appear in archival images of Defender’s hull nor were any observed during the excavation, suggesting they Figure 3. Left, reconstructed bow section of New Zealand torpedo boat Defender, as exhibited today at the Thornycroft Torpedo Boat Museum, Lyttelton; right, ca. 1930 painting Purau Beach, showing Defender’s broken and disarticulated hulk. Photographs by the author. �were not utilised during the initial abandonment episode. There is neither archaeological evidence of fill material within the hull nor is there damage consistent with intentional hull breaching methods. To the contrary, it appears little or no consideration was given to scuttling Defender, based on the discovery of a pair of wooden bungs in association with its screw aperture. These were hammered into both ends of the aperture in an attempt to keep the hull watertight and afloat during transport to its disposal site. As they were still in situ when found, it appears no effort was made to remove them and compromise the hull’s ability to float away before abandoning it to its fate (Hunter in-prep). Defender’s discard locale is situated a mere 1.1 kilometres southwest of Wreck Bay, a small cove within Purau Bay that functioned as a ships’ graveyard during the late nineteenth century. Although it is unclear whether the ships’ graveyard was inactive by the time Defender was discarded in 1900, it is surprising a known discard area would be overlooked for what appears to be a randomly chosen abandonment site in such relatively close proximity to it. HMQS Mosquito Queensland’s colonial navy acquired HMQS Mosquito in 1884. It remained on the active roster—subsequently serving the CNF and RAN—until 1913 when it was purchased, stripped of its engines and machinery, and abandoned in a tributary of the Brisbane River (Adlam 1981: 29; Foote 2001: 2; Gillett 1982: 3336). In 1966 Mosquito’s discarded hull was photographed and revealed to still be largely intact (Hunter 2011:379; Figure 4). The bow and stern sections, in particular, were articulated and in an upright position (see Figure 4). As with Lonsdale, steel plating that comprised the weather deck appears to have remained largely in situ, but only in areas where it did not restrict access to the vessel’s engines and internal machinery. By contrast, the sides of the hull, all but one bulkhead, and the remaining upperworks had collapsed either within or outside the hull and become partially or completely buried in mud by 1966. A single articulated bulkhead visible in the photographs seems to have played a significant role in holding the torpedo boat’s surviving stern structure together. The vessel’s conning tower, which by the 1960s was disarticulated from the rest of the hull and lying on its side, was still almost completely intact as an architectural element. Attached to the conning tower was a surviving—but heavily corroded—section of its hatch cover (Hunter 2011: 379-382). Archaeological investigation of Mosquito’s discard site has confirmed most of the exposed hull collapsed and subsequently settled into the mud and silt of the swamp floor (Hunter 2011:381-384). By contrast, Mosquito’s stern, already largely buried at the time of the 1966 photographs, appears to have retained its structural integrity. This is best evidenced by results of a probe survey, which detected contiguous metal contacts along the hull’s projected stern centreline. A �Figure 4. Top, starboard bow section of HMQS Mosquito’s discarded hulk, as photographed in 1966; bottom, archaeological plan of the Mosquito site as it appeared during the 2009 survey. Photograph by S. Prior, courtesy Queensland Maritime Museum collection. Site plan produced by the author. series of similar contacts were encountered during an athwartships probe transect in the same area (Valis 2010: 1). Based on available evidence, human alteration of Mosquito’s hulk prior to 1966 seems to have been restricted to the conning tower, which was removed and re-deposited at some point between the boat’s disposal at Boggy Creek and when it was captured on film (Hunter 2011:381). Individual artefacts, including the complete stern section of its casemate, were removed between 1966 and 1972. All were eventually donated to the Queensland Museum and later accessed and analysed by the author (Hunter 2011: 382). A notable feature of these objects is their relatively good state of preservation. For example, the casemate section is intact, ductile, largely free of corrosion and still retains paint over much of its exterior surface. If these attributes are indicative of the overall condition of Mosquito’s hull at the time it was discarded, it is surprising the majority of its metal constituents weren’t targeted for salvage. With the possible exception of the mud and silt substrate in which the hull was embedded, placement assurance strategies do not appear to have played a role in Mosquito’s abandonment. Inspection of the site’s visible components neither reveal evidence of treatments such as filling or induced perforation of the hull nor are indicators of these techniques apparent in the 1966 photographs. As �happened with Lonsdale and Countess of Hopetoun, Mosquito was beached roughly perpendicular to the existing shoreline, with its bow facing away from Boggy Creek. Mosquito’s discard site is located a short distance from Bishop Island Ships’ Graveyard. Bishop Island functioned as Brisbane’s "official" ship abandonment site from approximately 1912 until it was buried beneath land reclamation and the city’s modern port facilities. Included among the many vessels discarded along its foreshore was the colonial government steamer Miner, which tended submarine mine fields in Moreton Bay and frequently participated in naval exercises with Mosquito (Gillett 1982: 55; McLeod 1973: 2326). Conclusion Australasia’s torpedo boats exhibit reuse and discard attributes distinctly different from those of commercial watercraft. None of the examples discussed above underwent conversion or modification, nor were they adapted to roles in either a specialised secondary or functional post-abandonment capacity. Archival and archaeological evidence indicates that Lonsdale, Countess of Hopetoun, Defender and Mosquito were not subject to structure minimisation or hull reduction activities and that placement assurance strategies and environmental considerations played little, if any, role in their abandonment. Defender and Mosquito were both subject to limited salvage but this appears to have been more for the purposes of collecting historical keepsakes than intentional removal of hull components for reuse or resale. An explanation for these trends may lie in Richard Gould’s (1990:160-223; 2000:265-298) discussion of "trend innovation" and "tactical indecision". These tendencies were the result of an Industrial-era arms race among nineteenthcentury navies to acquire and use rapidly evolving military technology. The specialised construction and tactical application of torpedo boats meant they were uniquely unsuited for other military roles; this problem was further compounded by their general obsolescence at the time of discard. The small size and relatively light construction of these watercraft precluded their use in secondary military functions and likely reduced the value of their constituent parts to such an extent that they simply weren’t worth the time, money and effort to dismantle or dispose of properly. Further, it would appear that these military prejudices against torpedo boats may have carried over to contemporary civilian populations and explain—in whole or in part—why their stripped hulls were not reused in a functional non-military capacity and ultimately abandoned largely intact. Bibliography Adlam, H., 1981 Anderson, R., 1996 "Colonial Torpedo Boats", in The Navy: The Magazine of the Navy League of Australia, Vol. 43, No. 3, pp. 25-31. "Inspection/File Note: RVN Torpedo Boat", in Countess of Hopetoun, 24 November 1996, document on file, Heritage �Beringer-Pooley, J., 2005 Cahill, D., n.d. Cahill, D., 2009 Cockroft, A., 1983 Cooke, P., 2000 Ferrier, F., 1989 Foote, W., 2001 Gibbs, M., 2005 Gibbs, M., 2006 Gillett, R., 1982 Gillet, R., 1991 Gould, R., 1990 Gould, R., 2000 Heritage Victoria n.d. Hewitt, G., and Tucker, C., 2009 Hunter, J. III, 2009 Victoria Maritime Heritage Unit, Melbourne. Comparative Corrosion Analysis of J-Class Submarines, unpublished Masters thesis, Flinders University, Australia. The Countess of Hopetoun, unpublished manuscript on file, Heritage Victoria Maritime Heritage Unit, Melbourne. "The Lonsdale: A Victorian Torpedo Boat", in (ed.) Mack McCarthy, Iron, Steel & Steamship Archaeology: Proceedings of the 2nd Australian Seminar, Held in Perth, Melbourne and Sydney, 2006, pp. 133-135. Nicholl’s Seamanship and Nautical Knowledge (25th Edition), Brown, Son and Ferguson, Glasgow. Defending New Zealand: Ramparts on the Sea, 1840s1950s (Part 1), Defence of New Zealand Study Group, Wellington. Letter to Queenscliff Maritime Centre dated November 1989, document on file, Queenscliffe Maritime Museum, Queenscliff. Queensland Marine Defence Force and Naval Brigade, unpublished manuscript on file, Queensland Maritime Museum, Brisbane. ‘Watery Graves: When Ships Become Places’, in (ed.) J. Lydon and T. Ireland, Object Lessons: Archaeology and Heritage in Australia, pp. 50-70, Australian Scholarly Publishing, Melbourne. ‘Cultural Site Formation Processes in Maritime Archaeology: Disaster Response, Salvage and Muckelroy 30 Years On’, in International Journal of Nautical Archaeology, Vol. 35, No. 1, pp. 4-19. Australia’s Colonial Navies, The Naval Historical Society of Australia, Garden Island. ‘Countess of Hopetoun: The Last Torpedo Boat’, in The Navy: The Magazine of the Navy League of Australia, Vol. 53, No. 3, pp. 7-11. Recovering the Past, University of New Mexico Press, Albuquerque. Archaeology and the Social History of Ships, Cambridge University Press, Cambridge. "Site File No. 154", in Countess of Hopetoun Torpedo Boat, Swan Island. "HMVS Lonsdale", in Queenscliff Harbour Consolidated Excavation Report, unpublished report, Terra Culture Heritage Consultants, Northcote (Victoria). "The Archaeology of Military Mismanagement: An Example from New Zealand’s Colonial Torpedo Boat Defences, 1884-1900", in Bulletin of the Australasian Institute for �Hunter, J. III, 2010 Hunter, J. III, 2011 Hunter, J. III, In prep LaMotta, V., and Schiffer, M., 2008 McCarthy, M., 2009 McLeod, G.R., 1973 Moffat, I., 1996 Muckelroy, K., 1975 Muckelroy, K., 1976 Muckelroy, K., 1978 Ogilvie, E. 1970 Richards, N., 1997 Richards, N., 1998 Maritime Archaeology, Vol. 33, No. 1, pp. 1-10. "Frontier Navies: An Archaeological Examination of Colonial New Zealand’s Torpedo Boat Squadrons’, in (eds.) Chis Horrell and Melaine Damour, Adivisory Council for Underwater Archaeology Underwater Archaeology Proceedings, pp. 146-154. "HMQS Mosquito: The Rediscovery and Identification of Queensland’s First Warship", in International Journal of Nautical Archaeology, Vol. 40, No. 2, pp. 374-386. Throwaway Navies: Naval Transition, Abandonment Processes, and the Archaeology of Australasia’s Torpedo Boat Defences, 1884-1924, Doctoral dissertation, Department of Archaeology, Flinders University, Australia. "Archaeological Formation Processes", in (eds) Colin Renfrew and Paul Bahn, Archaeology: The Key Concepts, pp. 121-127, Routledge, London. ‘The J-Boat Study’ in (ed.) Mack McCarthy, Iron, Steel & Steamship Archaeology: Proceedings of the 2nd Australian Seminar, Held in Perth, Melbourne and Sydney, 2006, pp. 143-146. "History Along the Waterways: The Abandoned Hulks of the Brisbane River and Moreton Bay", paper presented to the Royal Historical Society of Queensland, 25 October 1973. Most Formidable Weapons: A History of New Zealand’s Thornycroft Spar Torpedo Boats, Wellington Maritime Museum, Wellington. "A Systematic Approach to the Investigation of Scattered Wreck Sites", in The International Journal of Nautical Archaeology and Underwater Exploration, Vol. 4, No. 2, pp. 173-190. "The Integration of Historical and Archaeological Data Concerning an Historic Wreck Site: The ‘Kennemerland’’, in World Archaeology, Vol. 7, No. 3, pp. 280-290. Maritime Archaeology, Cambridge University Press, London. Purau, The Caxton Press, Christchurch. The History and Archaeology of the Garden Island Ships’ Graveyard, North Arm of the Port Adelaide River, Port Adelaide, South Australia, unpublished Honours thesis, Department of Archaeology, Flinders University, Australia. "Inferences from the Study of Iron and Steamship Abandonment: A Case Study from the Garden Island Ships’ Graveyard, South Australia", in Bulletin of the �Richards, N., 2002 Richards, N., 2008 Richards, N., 2011 Ryan, M., Taylor, P., and Whitmore, M., 2009 Schiffer, M., 1972 Schiffer, M., 1983 Schiffer, M., 1995 Schiffer, M., 1996 Skibo, J., and Schiffer, M., 2008 Thornycroft Torpedo Boat Museum 2003 Valis, S., 2010 Williams, D., 1983 Williams, D., 1986 Williams, D., 1992 Australian Institute for Maritime Archaeology, Vol. 22, No. 1, pp. 75-80. Deep Structures: An Examination of Deliberate Watercraft Abandonment in Australia, unpublished Doctoral dissertation, Department of Archaeology, Flinders University, Australia. Ships’ Graveyards: Abandoned Watercraft and the Archaeological Site Formation Process, University Press of Florida, Gainesville. "Ship Abandonment", in (eds) Alexis Catsambis, Ben Ford and Donny Hamilton, Oxford Handbook of Maritime Archaeology, pp. 856-878, Oxford University Press, London. Victoria’s Ships’ Graveyard, Scuttlebutt Press, Melbourne. "Archaeological Context and Systemic Context", in American Antiquity, Vol. 37, No. 2, pp. 156-165. "Toward the Identification of Formation Processes", in American Antiquity, Vol. 48, No. 4, pp. 675-706. Behavioral Archaeology: First Principles, University of Utah Press, Salt Lake City. Formation Processes of the Archaeological Record, University of Utah Press, Salt Lake City. People and Things: A Behavioral Approach to Material Culture, Springer Science, New York. Thornycroft Torpedo Boat Museum, Magazine Bay, Informational brochure produced by the Thornycroft Torpedo Boat Museum, Lyttelton. Conservation Fieldwork on the HMQS Mosquito Torpedo Boat Shipwreck, unpublished conservation assessment report, Museum of Tropical Queensland, Townsville. Letter to Commander B.N. Alexander dated 8 July 1983, document on file, HMAS Cerberus Museum, Victoria. Letter to N. Clark dated 1 September 1986, document on file, Heritage Victoria Maritime Heritage Unit, Melbourne. Letter (with attached photographs and site sketches) to Peter Harvey dated 1 December 1992, document on file, Heritage Victoria Maritime Heritage Unit, Melbourne. �� https://apconf-much.org/proceedings/files/original/284c3d8d9cfb378290e562ec1d971fa8.jpg b9d6456d0b8dd8d5ff5c6a8d8e4b94d3 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 277 Height 297 Bit Depth 8 Channels 3 https://apconf-much.org/proceedings/files/original/2ce7dd6fe43f7ef85ca058d070cfa4f5.jpg 940694f78452900072d1a30589e1f5e6 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. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Abandonment Issues: An Assessment of Military Vessel Discard Trends Derived from Australasia's Torpedo Boat Defences, 1884-1924 Subject The topic of the resource Session 1 Contexts of War and Conflict in Maritime and Underwater Cultural Heritage Research and Management Description An account of the resource Between 1884 and 1924, a total of fourteen torpedo boats served in the naval defence of Australia and New Zealand. Australasia’s colonial governments purchased these vessels as a consequence of fears of seaborne invasion by Imperial Russia and other foreign powers during the 1870s and 1880s. All were eventually decommissioned, put up for sale, stripped of their most valuable components, and abandoned. Archaeological investigation of four of these discard sites has revealed abandonment attributes distinctly different from documented disposal trends associated with commercial watercraft of the period. This paper will highlight these unique discard trends, and explore tentative explanations for their presence through the filter of site formation process. Creator An entity primarily responsible for making the resource James W. Hunter, III Date A point or period of time associated with an event in the lifecycle of the resource November 2011 Asia-Pac Session 1 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 Account of India and China. In Arabic Classical Accounts of India and China Creator An entity primarily responsible for making the resource al=Tajir Sulayman S. Maqbul Ahmad Publisher An entity responsible for making the resource available Indian Institute of Advanced Study in association with Rddhi-India, Calcutta Date A point or period of time associated with an event in the lifecycle of the resource 1989 Type The nature or genre of the resource Book Zotero Author al=Tajir Sulayman Translator S. Maqbul Ahmad Item Type Book Date A point or period of time associated with an event in the lifecycle of the resource 1989 Place Shimla Publisher An entity responsible for making the resource available Indian Institute of Advanced Study in association with Rddhi-India, Calcutta Title A name given to the resource Account of India and China. In Arabic Classical Accounts of India and China China India 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 Achaemenid and Hellenistic Trade in the Indian Ocean Creator An entity primarily responsible for making the resource Jean-Francois Salles Julian Reade Publisher An entity responsible for making the resource available Kegan Paul Date A point or period of time associated with an event in the lifecycle of the resource 1996 Type The nature or genre of the resource Book Section Zotero Author Jean-Francois Salles Editor Julian Reade Item Type Book Section Book Title The Indian Ocean in Antiquity Date A point or period of time associated with an event in the lifecycle of the resource 1996 Pages 251-67 Place London Publisher An entity responsible for making the resource available Kegan Paul Title A name given to the resource Achaemenid and Hellenistic Trade in the Indian Ocean India Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. 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Title A name given to the resource Across the Perilous Sea: Japanese Trade with China and Korea from the Seventh to the Sixteenth Centuries Creator An entity primarily responsible for making the resource Charlotte von Verschuer Publisher An entity responsible for making the resource available East Asia Program, Cornell University Date A point or period of time associated with an event in the lifecycle of the resource 2006 Type The nature or genre of the resource Book Zotero Author Charlotte von Verschuer Item Type Book ISBN 9781933947037 Call Number HF3824 .V4713 2006 Date A point or period of time associated with an event in the lifecycle of the resource 2006 Library Catalog 128.125.253.52 Library Catalog Num Pages 226 Place Ithaca, NY Publisher An entity responsible for making the resource available East Asia Program, Cornell University Series Cornell East Asia series Short Title Across the Perilous Sea Title A name given to the resource Across the Perilous Sea: Japanese Trade with China and Korea from the Seventh to the Sixteenth Centuries China Japan Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. 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Title A name given to the resource Admiral Zheng He & Southeast Asia Creator An entity primarily responsible for making the resource Leo Suryadinata International Zheng He Society Institute of Southeast Asian Studies Publisher An entity responsible for making the resource available International Zheng He Society ; Institute of Southeast Asian Studies Date A point or period of time associated with an event in the lifecycle of the resource 2005 Type The nature or genre of the resource Book Zotero Author Leo Suryadinata International Zheng He Society Institute of Southeast Asian Studies Item Type Book ISBN 9789812303295 Call Number DS753.6.Z47A365 2005 Date A point or period of time associated with an event in the lifecycle of the resource 2005 Extra Portion of title: Admiral Zheng He and Southeast Asia Item info: Place Hold Portion of title: Admiral Zheng He and Southeast Asia Physical description: xviii, 168 p. : ill., maps ; 22 cm Bibliography note: Includes bibliographical references LCCN: 2005436826 Control Number: ocm61445159 Library Catalog lib-app3.usc.edu Library Catalog Place Singapore Publisher An entity responsible for making the resource available International Zheng He Society ; Institute of Southeast Asian Studies Title A name given to the resource Admiral Zheng He & Southeast Asia China Southeast Asia