An array of ship types was used during the European Age of Expansion (early 15th to early 17th centuries), but one vessel in particular emerges from the historical records as a harbinger of discovery: the caravel. The problem is that little is known about these popular ships of discovery, despite the fair amount of historical evidence that has been uncovered. How big were they? How many men did it take to operate such a vessel? What kind of sailing characteristics did they have? How and by whom were they designed? Where did they originate and how did they develop? These questions cannot be answered by looking at the historical accounts alone. For this reason, scholars must take another approach for learning about caravels by examining additional sources, namely ancient shipbuilding treatises, archaeological evidence, surviving archaic shipbuilding techniques, and iconographic representations from the past. Information gained from the available sources reveals many of the caravel’s characteristics through time. This ship type outclassed its contemporaries during the age of exploration because of its highly adaptive characteristics. These traits were, principally, its shallow draught, speed, maneuverability, and ability to sail close to the wind. This combination of attributes made the caravel the ideal ship for reconnaissance along the rocky African coastline, as well as for making the transatlantic voyages to the New World. It was built in a Mediterranean way during its post-medieval phases, a method that still survives in some parts of the world today. During the Age of Discovery (ca. 1430 to 1530), the caravel sat low in the water, had one sterncastle, and was either lateen-rigged or had a combination of square and lateen sails. This vessel reflects the advanced shipbuilding technology that existed in Europe at this time, and played and important role in the voyages which allowed the Europeans to expand their territories around the world. The results of the studies presented in this thesis provide a history and development of the caravel, which was gradual and often obscure. What has been gained from this work is a body of information that can be applied to other studies about ancient seafaring, and can serve as a starting point for further research.

An array of ship types was used during the European Age of Expansion (early 15th to early 17th centuries), but one vessel in particular emerges from the historical records as a harbinger of discovery: the caravel. The problem is that little is known about these popular ships of discovery, despite the fair amount of historical evidence that has been uncovered. How big were they? How many men did it take to operate such a vessel? What kind of sailing characteristics did they have? How and by whom were they designed? Where did they originate and how did they develop? These questions cannot be answered by looking at the historical accounts alone. For this reason, scholars must take another approach for learning about caravels by examining additional sources, namely ancient shipbuilding treatises, archaeological evidence, surviving archaic shipbuilding techniques, and iconographic representations from the past. Information gained from the available sources reveals many of the caravel’s characteristics through time. This ship type outclassed its contemporaries during the age of exploration because of its highly adaptive characteristics. These traits were, principally, its shallow draught, speed, maneuverability, and ability to sail close to the wind. This combination of attributes made the caravel the ideal ship for reconnaissance along the rocky African coastline, as well as for making the transatlantic voyages to the New World. It was built in a Mediterranean way during its post-medieval phases, a method that still survives in some parts of the world today. During the Age of Discovery (ca. 1430 to 1530), the caravel sat low in the water, had one sterncastle, and was either lateen-rigged or had a combination of square and lateen sails. This vessel reflects the advanced shipbuilding technology that existed in Europe at this time, and played and important role in the voyages which allowed the Europeans to expand their territories around the world. The results of the studies presented in this thesis provide a history and development of the caravel, which was gradual and often obscure. What has been gained from this work is a body of information that can be applied to other studies about ancient seafaring, and can serve as a starting point for further research.

In 1997 a group of archaeologists from Texas A&M University's Nautical Archaeology Program traveled to Wasaga Beach, Ontario to document the hull remains of the eighteenth-century schooner Nancy. In 1927, the schooner was recovered from the banks of an island in the Nottawasaga River, near its confluence with Lake Huron. The hull is now on display in the Nancy Island Historic Site. Despite being available to the public for more than 75 years, the 1997 documentation was the first to thoroughly record the construction of the vessel. In addition to archaeological investigation, historical research was carried out to further our understanding of Nancy's commercial and naval career. The archaeological data reveal a schooner that was built by talented shipwrights using the fine timber harvested around the Great Lakes in the eighteenth-century. This study adds a considerable amount of new information to the otherwise scanty base of knowledge available on the construction of early Great Lakes sailing vessels. Historical research shows that Nancy and her crews were participants in many important events that shaped the Great Lakes Region. From her construction in Detroit in 1789, Nancy was employed in the fur trade. As tensions flared between Great Britain and the United States in 1812, Nancy was utilized as an armed transport for the British forces around the lakes. in August of 1814, the schooner was trapped in the Nottawasaga River by a strong American naval force. Nancy's commander set fire to the vessel to deny it to the enemy. This thesis examines the construction details and history of the schooner Nancy in detail. Preliminary chapters will provide the historical context for the vessel and describe Nancy's long journey that ended at the Nancy Island Historic Site. The second half of the thesis describes the construction of the schooner and compares it with other contemporary vessels. The study concludes that Nancy's hull represents an eighteeth-century construction tradition modified for use on the Great Lakes, and also demonstrates the vessel's dual roles as trader and military transport.

During the late 19th century, a number of large marble eyes were discovered near the Athenian naval facilities at Zea. Although initially published as the eyes of ancient Greek warships, many scholars have doubted the validity of this attribution. A range of hypotheses have been presented in attempts both to discredit the notion that they are ship eyes, and to re-classify these objects. Recent excavations of a Classical Period merchantman at TektaŸ Burnu uncovered a pair of marble discs that again raise questions relating to the identity of the marble eyes from Zea. A review of alternative hypotheses relating to the identity of these objects based on textual, archaeological, and representational evidence, coupled with technical analyses of their construction, form, and decoration, leads to the conclusion that the marble eyes discovered at Zea, as well as the objects from TektaŸ Burnu, adorned the bows of ancient Greek ships between the 5th and the 3rd centuries BC. Evidence for the function of these objects is found in the works of Greek authors who show that the eyes of ancient ships marked the presence of a supernatural consciousness that guided the ship and helped to avoid hazards. Studies of eye representations on Archaic and Classical Greek domestic articles and parallels in architectural decoration suggest that ship eyes may have also worked as apotropaions to counter forces such as envy. As early as the 5th century BC Greek and Latin authors attest to a fear and understanding of envy's destructive power, which was believed to attack through the actions of both gods and mortals. Theories related to the use of eyes as apotropaions that could counter envy are presented based on analysis of material from the Archaic and Classical Periods. Links are made between Hellenistic and Roman mariners and their fear of this force, which was expressed in their use of devices that functioned to protect them from its ill effects. It is possible that ship eyes in ancient Greece served as both epiphanies and apotropaions used to counter envy.

The purpose of this study was to describe the investigation of the Mica shipwreck. The objectives of the investigation, as identified by nautical archaeologists from the United States Minerals Management Service and the Nautical Archaeology Program at Texas A&M University, include determining the extent and limits of the wreck site, acquisition of diagnostic artifacts to identify the temporal period of the shipwreck and its mission at the time of loss, to identify the type of ship and its country of origin, and quantify the relationship between the vessel's construction and function. The manuscript contains a thorough analysis of the equipment and approach used by archaeologists during the excavation. The manuscript also briefly explores the use of metallic ship sheathing during the eighteenth and nineteenth centuries, focusing specifically on the pure copper sheathing found on the Mica wreck. Sheathing from numerous contemporary vessels will be analyzed and compared to the Mica shipwreck sheathing.

Nautical archaeology has made remarkable advances since its inception half a century ago, but one area in need of more attention is the examination of cultural aspects of seafaring. This dissertation advances understanding of eighteenth- through early-twentieth century British and American maritime culture by exploring traditional memorialization practices. Interpretations are based primarily on analysis of 412 maritime memorials recorded during two archaeological surveys in Great Britain and the United States. In addition, primary accounts from the Age of Sail are utilized to place maritime memorialization into its proper cultural and historical context. Research reveals three major themes in Anglo-American maritime memorialization. First, memorials show a striking concern for the dangers and hardships of life at sea. Numerous memorials describe the perils of the natural world and the group values that mariners developed to cope with the ever-present possibility of sudden death. Such values include attention to duty, courage, group loyalty, self-sacrifice, and pride. Second, maritime communities faced the problem of commemorating those who never returned from the sea. Many sailors were lost at sea or died aboard ship or in distant lands. In the vast majority of such cases, the body was never returned home, and many did not receive proper burial. As a result, family members and fellow sailors created memorials to honor the lost and to symbolically lay the deceased to rest. Evidence indicates, however, that such attempts were not entirely satisfactory. Many epitaphs lament the fact that empty graves cannot provide an adequate substitute for missing bodies. Finally, investigation revealed a significant increase in religious sentiment on maritime memorials from the mid-nineteenth century until the end of the Age of Sail. It is suggested that the increase in maritime religious sentiment was linked to nineteenth-century religious reform movements. The prevalence of religious imagery and inscriptions on maritime memorials during this time, however, probably does not indicate that most sailors became religious. Rather, most religious maritime memorials were erected by sailors' families. This suggests that maritime families turned to religion as a source of comfort when faced with the deaths of loved ones at sea.

During the fall of 1973, the newly formed (American) Institute of Nautical Archaeology conducted its first systematic underwater survey of the southwestern coast of Turkey with the goal of locating the first shipwreck to be subsequently excavated by the Institute. Of the 18 wreck sites identified during the survey, a site off Sheytan Deresi (Devil’s Creek) proved to be the one that attracted George Bass, director of the survey, as most meriting further study. During the excavation that followed in September and October 1975, the site produced a number of complete and fragmentary ceramic vessels that formed the main artifact assemblage. Although the ceramic vessels brought to light at Sheytan Deresi have been studied by George Bass, Roxani Margariti and others since the 1975 excavation, locating precise parallels for the assemblage proved a difficult task and resulted in a less than full understanding of the site. The following thesis represents a renewed effort to answer a number of questions still surrounding the Sheytan Deresi site. In addition to expanding the extensive search for parallels undertaken by Bass and Margariti, recent research has involved a number of scientific analyses, including petrographic analysis of the ceramic assemblage, luminescence dating of ceramic fragments, and elemental examination of the fabric through neutron activation analysis and energy dispersive spectroscopy. The use of three-dimensional modeling has been adopted for the purposes of site interpretation. Although the impact of this more holistic approach cannot be entirely foreseen at this time, a number of interesting hypotheses regarding the site can now be suggested. It appears that the ceramic assemblage, which is now conclusively of a single origin, may be of a specialized maritime nature, and likely belongs to the Middle Bronze Age, reminiscent of, but entirely similar to, regional types of Anatolian and Cretan vessels. These tentative conclusions, as well as an examination of the site itself, suggest that the (Minoanizing) ceramic assemblage of Sheytan Deresi stood witness to a fairly small Middle Bronze Age coastal trading vessel that capsized rounding a dangerous cape, not far from its point of origin. We are still not in a position to fully comprehend the wrecking event that took place at Sheytan Deresi, but we are now firmly on course towards reaching that objective.

The Uluburun shipwreck was discovered in 1982 when a Turkish sponge diver informed the Institute of Nautical Archaeology (INA) of his discovery of metal biscuits with ears. INA archaeologists recognized this as a description of oxhide ingots, a clear indication of a Late Bronze Age site. This find was of considerable interest as very little is known about seafaring, long distance trade, and ship construction during the Late Bronze Age, except for a glimpse provided by the Cape Gelidonya shipwreck excavated in 1960 by George Bass. The site at Uluburun revealed only a handful of disarticulated ship fragments; nevertheless, a meticulous study of these timbers and the distribution of the cargo and shipboard items on the seabed resulted in a hypothetical, but carefully guided, reconstruction of the ship and the lading of its cargo. The artifacts recovered from the Uluburun shipwreck are unlike those discovered on land in quality of preservation as well as the quantity found. Items pertinent to this study include 354 copper oxhide ingots (approximately 10 tons), 152 copper bun ingots (nearly 1 ton), 110 tin ingot fragments (approximately 1 ton), 175 glass ingots (approximately 0.3 tons), 150 Canaanite jars (approximately 2 tons if filled with water), 10 large storage jars (pithoi) (approximately 3.5 tons if filled with water), approximately 51 Canaanite pilgrim flasks, 24 stone anchors (3.3 tons), nearly 1 ton of ballast stones, and the hull remains itself. Two computer programs, Rhinoceros and PHASER, were used to visually model the artifacts and ship in three-dimensions and to systematically test various hull shapes and lading arrangements in a range of hydrostatic conditions. Tests showed that a hull measuring 15 x 5 x 2 m would be capable of carrying the estimated 20 tons of cargo and shipboard items recovered from the wreck at a draft of 1 m, with sufficient freeboard to allow six passengers to stand on one side of the vessel without compromising the stability of the ship. / Institute of Nautical Archaeology

The advent of steam contributed heavily to the economic transformation of early America, facilitating trade through the transportation of goods along the country’s lakes, rivers, and canals. Serious experimentation with steam navigation began in the last quarter of the 18th century. By the turn of the 19th century, fledgling US steamboat companies vied for control of navigation rights in the country’s northern waterways. The second steamboat to be launched on Lake Champlain, Phoenix, operated as a passenger steamer between 1815 and 1819, when she caught fire and sank in the lake. The intention of this study is to advance our knowledge of early steamboat design and use in the United States through the archaeological investigation of the country’s earliest-known steamboat wreck. As little is known about the development of these early steam vessels, the study of Phoenix offers a unique opportunity to gain new information related to steamboat design in the early 19th century as well as a glimpse into life on the lakes and rivers of North America during this era. The dissertation presents detailed information on Phoenix’s construction, operation, and sinking based on historical and archaeological analysis and interpretation. In combination with the available archival record and analytical comparisons with steamboats of similar size and age, a more comprehensive understanding of the developmental phases of steam travel and its impact on early America can be gained.

During the fall of 1973, the newly formed (American) Institute of Nautical Archaeology conducted its first systematic underwater survey of the southwestern coast of Turkey with the goal of locating the first shipwreck to be subsequently excavated by the Institute. Of the 18 wreck sites identified during the survey, a site off Sheytan Deresi (Devil’s Creek) proved to be the one that attracted George Bass, director of the survey, as most meriting further study. During the excavation that followed in September and October 1975, the site produced a number of complete and fragmentary ceramic vessels that formed the main artifact assemblage. Although the ceramic vessels brought to light at Sheytan Deresi have been studied by George Bass, Roxani Margariti and others since the 1975 excavation, locating precise parallels for the assemblage proved a difficult task and resulted in a less than full understanding of the site. The following thesis represents a renewed effort to answer a number of questions still surrounding the Sheytan Deresi site. In addition to expanding the extensive search for parallels undertaken by Bass and Margariti, recent research has involved a number of scientific analyses, including petrographic analysis of the ceramic assemblage, luminescence dating of ceramic fragments, and elemental examination of the fabric through neutron activation analysis and energy dispersive spectroscopy. The use of three-dimensional modeling has been adopted for the purposes of site interpretation. Although the impact of this more holistic approach cannot be entirely foreseen at this time, a number of interesting hypotheses regarding the site can now be suggested. It appears that the ceramic assemblage, which is now conclusively of a single origin, may be of a specialized maritime nature, and likely belongs to the Middle Bronze Age, reminiscent of, but entirely similar to, regional types of Anatolian and Cretan vessels. These tentative conclusions, as well as an examination of the site itself, suggest that the (Minoanizing) ceramic assemblage of Sheytan Deresi stood witness to a fairly small Middle Bronze Age coastal trading vessel that capsized rounding a dangerous cape, not far from its point of origin. We are still not in a position to fully comprehend the wrecking event that took place at Sheytan Deresi, but we are now firmly on course towards reaching that objective.