The purpose of this paper is to investigate the survey strategy for marine archaeology using modern underwater survey and identification instruments and techniques on Peng-Hu underwater cultural site survey. The survey process can be roughly divided into three stages, preliminary and comprehensive survey¡]PCS¡^, double-check and localization survey¡]DLS¡^, and precise and identification surve¡]PIS¡^respectively. The objective of PCS is not to miss any possible target. The major equipments of the underwater engineering including marine magnetometer, the subbottom profiler, and the side-scan sonar are deployed simultaneously. After the comparisons and analysis of the images from various instruments obtained from PCS and DLS, the PIS will obtain the direct photo viewing of the targets using remotely-operated vehicle¡]ROV¡^or divers. This strategy has been conducted firstly in Kaohsiung Sizihwan bay Marine Test Field as the preliminary. The research by PCS and DLS analysis out twelve possible targets, detailed investigations, respectively, the north of Tongpan Islet and internal bay discovered two suspected sunken ships of Qing Dynasty, the Steamboat Willie and Matsushima, after crossing validation documentary and divers salvaged ashore of relics to corroboration for PIS, founded that the Steamboat Willie identity and corrected Matsushima, should be the Japanese Asaka Maru ship, also verify that the feasibility of this research. In addition, the research also integrated data for the three years on Peng-Hu survey to establish a database inquire system, it will help in analysis and review for the future.

Five ancient shipwrecks have been found in the sea off Croton, in southern Italy, each carrying a marble cargo composed of massive blocks, column shafts, and smaller artifacts. Three of them were located while surveying the seafloor with a multibeam sonar, and the remaining two with the help of divers, in the summers of 2005 and 2006. Two of the marble carriers are located in the bay of Punta Scifo and, therefore, are identified as the Punta Scifo A and Punta Scifo B shipwrecks, the remaining three take their names from the closest promontories: Punta Cicala, Capo Cimiti, and Capo Bianco. The Punta Scifo A shipwreck was chosen as the main focus of this work because it contains a unique assemblage of marble artifacts; including 13 basins, 15 stands decorated with lions’ paws, 16 column shafts, 14 blocks, 6 statue pedestals, and one statuette of Eros and Psyche. Moreover, because the original discovery dates back to 1908, and in 1915 salvors raised 150 tons of marble artifacts, much information was in danger of being lost. Consular inscriptions on the Punta Scifo A’s marble blocks and column shafts date the shipwreck to the early third century A.D. The merchantman was ca. 30 m long and 10 m wide, with a cargo of marble items weighting ca. 200 tons. The merchantman was loaded with its marble cargo in Asia Minor: all the items carried on board came from the quarries of Proconnesus and Docimium. The most likely point of departure was either Epheus or Miletus. While sailing toward the Strait of Messina, it is likely that a Grecale or Levante storm broke, and the helmsman was forced to look for shelter in the protected bay of Punta Scifo. Due to a change in wind direction a southerly Scirocco storm caused the ship to sink. Since the entire coastline south of Croton is totally unprotected to the south, there was no way for the crew to save their ship. Where the Punta Scifo A merchantman was destined remains unknown, although Rome appears to be a likely candidate.

The Great Lakes side-wheel steamboat Anthony Wayne was built in 1837 at Perrysburg, OH and participated in lakes shipping during a time when such vessels were experiencing their heyday. Designed as a passenger and cargo carrier, the steamer spent 13 years transporting goods and people throughout the Upper Lakes until succumbing to a boiler explosion while headed to Buffalo on 28 April 1850. The remains of Anthony Wayne were discovered in 2006 and two years later a collaborative project was begun for the purposes of documenting and assessing the present day condition of the wreck. Anthony Wayne is the oldest steamboat wreck on the Great Lakes to be studied by archaeologists and represents an important piece of maritime heritage that can aid researchers in understanding architectural and machinery specifics that are unknown to us today. This thesis presents the results of an archaeological and archival investigation of Anthony Wayne. Information pertaining to the discovery and significance of the vessel are presented, followed by descriptions of Perrysburg and its shipping industry, the steamer's owners, and how the vessel was built. The operational history of Anthony Wayne is then outlined chronologically, including ports of call, cargoes, masters, and incidents the steamer experienced. Details of the explosion and the aftermath of the sinking are then discussed, followed by a brief summary of other Great Lakes steamboat catastrophes from 1850 and why boilers explode. Focus then shifts to the two-year archaeological investigation, including project objectives, methodology, and findings. The construction specifics of the steamboat's hull, drive system, and associated artifacts are then presented, followed by post-project analysis and conclusions. A catalog of Great Lakes steam vessels, vessel enrollment documentation, the coroner's inquest following the disaster, and the initial dive report from the discoverers are furnished as appendices.

On 30 December 1986, a local fisherman incidentally discovered the remains of a seventeenth-century merchantman off the coast of Rincon, a small municipality on Puerto Rico's west coast. Some days later, he and some acquaintances extracted objects from the site and stored them in a nearby restaurant. The assemblage of artifacts recovered included, among other items, pins, scissors, ordnance, pewter ware, woodworking tools, a myriad of concretions and a nautical astrolabe. It is from the last that the wreck site took its name. The operation continued for months until local authorities, alerted by a member of the salvage group, issued a cease and desist order. At that point, the whole affair entered a legal process that on the summer of 2005 had not reached its conclusion. The purpose of this thesis is twofold. First, the author presents the story of the shipwreck from the moment it was found until the court ruled regarding ownership of the artifacts. Since this was the first time ownership of a shipwreck was debated in Puerto Rican courts in recent history, this gives the reader an idea of how legal precedence was established concerning the island's submerged cultural resources. Second, based on what was popularly perceived to be the site's most remarkable find, a study was developed on the sea or mariner's astrolabe, a navigation instrument that played a fundamental role in the process of European maritime expansion during the late fifteenth, sixteenth and seventeenth centuries. The reader of this text will learn that, during the fifteenth century, Portuguese navigators saw the need to gradually depart from the traditional Mediterranean navigation technique known as "dead reckoning." As their explorations along the West African coast forced them to sail far into the Atlantic Ocean for prolonged periods, a new method was developed that consisted of measuring the angle of certain heavenly bodies above the horizon in order to determine the latitude of the observer with reasonable precision. For this purpose, instruments that traditionally belonged to the field of astronomy were adapted to be used by seamen. Among them was the astrolabe, which became the most popular by the turn of the sixteenth century. After discussing the instrument's origin and development, the author analyzes how a renewed interest on the nautical astrolabe, which emerged in Portugal in the early twentieth century, introduced the instrument to the field of modern scholarly research. This work also presents a catalogue of sixteen sea astrolabes, some of which have never been published. The catalogue shows statistics and other relevant information, while placing the artifacts in the context of the previously existing data.

In the 10-mer RNA duplex model system a 4-isocyano TEMPO spin-label is individually attached to one strand and two strands are annealed to measure distances. This methodology is limited to systems in which two oligonucleotides are annealed together. To circumvent this limitation and also to explore single-strand dynamics a new methodology was implemented, double spin-labeling. Double spin-labeled single-stranded RNA was investigated as a single-strand and within a duplex via MALDI-TOF-MS, EPR spectroscopy and RP-HPLC. A double spin-labeling strategy in this work will be applicable to large complex RNAs like Group I intron of Tetrahymena thermophilia. Captain Daniel Lawrence, was one of four sloops detailed to serve as a transport to supply the British Florida garrisons. The Industry ran aground on the bar outside of St. Augustine's harbour on May 6, 1764. The transport was carrying six-pound cannons, ammunition and artificer's tools. Further investigation of documents describing eighteenth-century trade and shipping to St. Augustine led to the discovery that the Lawrence family of sea captains provided a vital link between British New York and Spanish St. Augustine. An examination of the materials recovered from Site 8SJ3478 sheds light on exactly what a particular vessel carried during a period of transition in Florida's history.

Taiwan is surrounded by ocean, we expect through the underwater survey could make us know more about the marine resources, history and culture and understand how to use the natural resource well. The purpose of this paper is to investigate the survey strategy for marine archaeology using modern underwater survey and identification instruments and techniques on Peng-Hu underwater cultural site survey. The survey process can be roughly divided into three stages, preliminary and comprehensive survey (PCS), double-check and localization survey (DLS), and precise and identification survey (PIS) respectively. The objective of PCS is not to miss any possible target. The major equipments of the underwater engineering including marine magnetometer, the subbottom profiler, and the side-scan sonar are deployed simultaneously. After the comparisons and analysis of the images from various instruments obtained from PCS and DLS, the PIS will obtain the direct photo viewing of the targets using remotely-operated vehicle (ROV) or divers. This strategy has been conducted firstly in Kaohsiung Sizihwan bay Marine Test Field and Kaohsiung Cross-Harbor Tunnels as the preliminary. Then move to Peng-Hu Sea Area for the underwater archaeology survey which is authorized by Acdemia Sinica from April 2008 to June 2009. From the result, the megnetometer can help sonar to identify the target more specifically, especially for the sediment. It brings better result than side-scan sonar and multi-beam echo sounder which can only search the target on seabed and can search broader area than subbottom profiler. Therefor, magnetomator is an essential equipment for underwater archology.

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.

At least 64 shipwrecked stone transports have been discovered throughout the Mediterranean region dating primarily to the Roman period. Few have been excavated and even fewer have had more than scant hull remains recovered. None have been thoroughly examined with a focus on the construction of the vessel. Consequently, little is known about stone transport or the construction of stone transport ships from archaeological contexts or ancient historical sources. In 1993, on an Institute of Nautical Archaeology (INA) shipwreck survey along the western Turkish coast, the Kızılburun column wreck was discovered. At present, excavated ceramics suggest the date of the Kızılburun shipwreck lies in the first century B.C.E.; the Late Hellenistic period (323-31 BCE). Analyses of the marble consignment have revealed that the ship carried a primary cargo of architectural elements quarried on the island of Proconnesus. Subsequent investigations point to a likely destination of the ancient city of Claros on the Karian coast of Asia Minor (modern day Turkey). Between 2005 and 2011 excavations were carried out on the column wreck by an international team of archaeologists, INA staff members, and graduate students led by Donny Hamilton and Deborah Carlson, both of Texas A&M University. The 2005 excavation season produced the first, albeit scant, hull remains, with more timbers being recovered between 2006 and 2009. The most substantial hull remains were recovered in 2007 following the removal of the eight large marble column drums to a more remote part of the site. The intense weight and pressure exerted by the heavy cargo on the hull remains aided the preservation by creating an environment that was unfavorable for wood consuming organisms and other biological agents. Recording and detailed examination of the hull remains was conducted during the summer of 2008, fall of 2009, and fall of 2010. This thesis presents the analyses and interpretation of the Kızılburun ship’s wooden hull remains and copper fasteners. Additionally, after discussing the methods of recording and cataloging of the ship’s extant remains, I place the ship in its historical and technological contexts, demonstrating that it was of contemporaneously common dimensions and construction, as opposed to a more robust construction that is often assumed of ancient stone-carrying vessels.

This thesis examines the interweaving metaphorical and material aspects of shipwreck in Renaissance French writing. In a period marked by proliferating transatlantic and other exploration on the one hand, and, on the other, by religious civil wars, the ship was freighted with new political and religious, as well as poetic, significance. This rich symbolism reaches its height in the moments where ships—both real and symbolic—are threatened with disaster. The thesis demonstrates that shipwreck does not function merely as an emblem or poetic motif, but as a part, or the whole, of significant modes of narrative. Shipwreck in this period is rarely, if ever, recounted as a purely aesthetic embellishment: the ethics of spectatorship and of co-operation are of constant concern. I argue that the possibility of ethical distance from shipwreck—imagined through the Lucretian suave mari magno commonplace—is constantly undermined, not least through a sustained focus on the corporeal. Examining the ways in which the ship and the body are made analogous in Renaissance shipwreck writing, I show how bodies are allegorised in nautical terms, and, conversely, how ships themselves become animalised and humanised. Secondly, in many of the texts in my corpus it is shown or anticipated that the description, narration and dramatisation of shipwreck has an impact not only on the bodies of its victims, but on those of spectators, listeners, and readers, too. This insistence on the physicality of shipwreck is also reflected in the dynamic of bricolage that, I argue, informs the production of shipwreck texts in the Renaissance. The dramatic potential of both the disaster and the processes of rebuilding is exploited throughout the century, culminating, as I show, in a shipwreck tragedy. By the late Renaissance, shipwreck is not only the end of a story; it forms, more often than not, its beginning.

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.