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.

No description available.

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.

<p>This study focus on decision makers in Swedish foreign and security politics with a special focus on two national crises. The crises that have been chosen for this study are the submarine U17 crisis and the shipwreck of the passenger ferry Estonia. The first crisis occurred in the fall of 1981 when the Swedish government accused the Soviet for violating Swedish territory with a Soviet submarine. The second crisis occurred in the fall of 1994 when Estonia, with over 900 people, ended up in a storm and the result of the shipwreck was that only 137 people were rescued.</p><p>The aims of the study are to analysis the Swedish crises preparedness and in the future develop and make it more effective. The thesis employs the following research questions to answer the purpose:</p><p>- How did the actors that were responsibility for the Swedish crises preparedness act when they found out about U137 and the shipwreck of Estonia to bother the best outcome?</p><p>- How did the final results of the crises preparedness in U137 and shipwreck of Estonia actually came out?</p><p>The method of the study is a type of an appraisal method that explains how you could evaluate a political decision. The results that I found in points that it is necessary to do more research in the subject area. None of the crises were handled very effective in crises preparedness way and in the future more coordination and collaboration with different public authority and private organisations is needed to meet the threat and the obstacles that a society today stands in front of.</p>

No description available.

Η εργασία περιγράφει τις γεωφυσικές μεθόδους εντοπισμού ενάλιων αρχαιοτήτων και σε ορισμένα ναυάγια του κόσμου ποιες μέθοδοι χρησιμοποιήθηκαν. Τα όργανα που χρησιμοποιούνται συνήθως σε αυτές τις μεθόδους περιγράφονται μέσα στο κείμενο και είναιτο δορυφορικό σύστημα προσδιορισμού θέσης, το βυθόμετρο, ο τομογράφος υποδομής πυθμένα, η ηχοβολιστής πλευρικής σάρωσης, το θαλάσσιο μαγνητόμετρο και το κατευθυνόμενο βαθυσκάφος. Ακολούθως, περιγράφονται οι μέθοδοι που χρησιμοποιήθηκαν στο ναυάγιο του Μαζωτού, στη Λάρνακα Κύπρου, τον Απρίλιο του 2009, από την ομάδα ΕΘΑΓΕΦΩ, του Τμήματος Γεωλογίας του Πανεπιστημίου Πατρών. Η εργασία περιέχει, επίσης, φωτογραφικό υλικό από τα όργανα και το σκάφος όπου δούλευε η ομάδα. / This document describes the geophysical methods to identify marine archaeological shipwrecks and what methods were used to some of the world's shipwrecks. The instruments commonly used in these methods are described in the text, such as geographic positioning system (GPS), the sonar, the sub-bottom profiler, the side-scan sonar, the marine magnetometer and the remotely operated vehicle. Also, it describes the methods that were used ih the shipwreck of Mazotos in Larnaca of Cyprus in April 2009, of the team of the Marine Geology and Physical Oceanography Laboratory, of Department of Geology, of Patras University. The document also includes photographs of the instruments and the boat where the team worked.

Thesis (MScEng)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: On the 9th September 2009, the 178 m Panamanian bulk carrier, the Seli One, ran aground off the coast of Blouberg in Table Bay, South Africa. Due to failed salvage attempts, the vessel has remained stranded approximately 500 m off the Blouberg beachfront. Since the vessel ran aground, a gradual change in the Blouberg beach shape in the lee of the wreck has been observed. The local coastline, which has traditionally been fairly uniform, has assumed a curved shape, with significant sediment accretion being observed in the wave shadow of the wreck. Initially, the Seli One wreck remained intact. However, during a storm on the 4th September 2011, the vessel split up into three separate pieces. The impact that the wreck is having on the local wave, current and sediment transport dynamics remains undefined. This lack of knowledge results in significant risks, relating to shoreline stability and beach amenity. The objective is this study was therefore the determination of the long-term impact of the Seli One shipwreck on the Blouberg beachfront. A review of existing literature has indicated that no empirical relationships are available which could be used to calculate the impact of a shipwreck on nearby coastal processes. Numerous methods are available which can be used to determine the net longshore transport rates, but these cannot be used to quantify the impacts of shipwrecks on the local sediment transport regime. Numerical models were therefore used to determine the impact of the Seli One shipwreck. Through the analysis of simulation results, it was concluded that, as expected, the shipwreck has resulted in a significant reduction in the net longshore sediment transport rate in her lee, resulting in sediment deposition in this area. It was further concluded that the vessel does not result in the complete blockage of longshore sediment transport, and that sediment is able to periodically pass through the lee of the vessel. The simulated beach salient on the 3rd July 2011 was compared to results of a beach survey, performed on the same date specifically for this study. The simulated accretion of approximately 27 m in the lee of the shipwreck agrees well with the measured salient. It has been shown that approximately 75% of the salient accretion occurred within the first two months of the vessel’s arrival. Furthermore, shoreline erosion on the northern side of the salient resulting directly from the shipwreck has been shown to be approximately 15 m. This too occurs relatively rapidly, within approximately two months of the vessels arrival. Following the initial impact of the wreck in its intact configuration, the long-term potential impact of the vessel in its broken-up configuration was determined. This included the assumption that the vessel does not undergo any additional breaking-up, and remains in its three-piece configuration indefinitely. This has shown that the salient width resulting from the shipwreck is reduced to approximately 20 m, compared to the initial 27 m. However, shoreline erosion on the northern side of the wreck has increased from approximately 15 m initially to approximately 18 m in the long-term, which is caused by the continuous sedimentation between the vessel and the beach. A two-dimensional coupled wave, current and sediment transport model has been developed and has shown that the wave shelter resulting from the Seli One results in the formation of a submerged salient between the vessel and the shoreline. It was found that shipwrecks have the potential of significantly altering local longshore sediment transport characteristics in general. Depending on local conditions, this may pose serious risks, both in terms of jeopardizing local seaside infrastructure, as well as creating dangerous swimming conditions. Considering the impact that a shipwreck can have on local shoreline changes, with special regard to the rate at which these shoreline changes can occur, it is recommended that the results obtained from the current study be used to estimate the impact of potential future shipwreck scenarios in Table Bay. / AFRIKAANSE OPSOMMING: Op die 9de September 2009 het die 178 m lange Panamese vragskip, die Seli Een, aan die kus van Bloubergstrand in Tafelbaai, Suid Afrika, gestrand. Weens mislukte reddingspogings, het die skip ongeveer 500 m van die kuslyn gestrande gebly. Sedertdien, is ‘n geleidelike verandering in die vorm van Bloubergstrand se kuslyn waargeneem. Die kuslyn, wat tradisioneel redelik uniform en reguit was, het onlangs ‘n aansienlike geboë vorm aangeneem, met ‘n beduidende hoeveelheid sand wat in die skip se lykant neerset. Aanvanklik het die Seli Een wrak ongeskonde gebly, maar tydens ‘n storm op die 4de September 2011, het die skip in drie afsonderlike stukke opgebreek. Die impak wat die wrak op die golf, strome en sediment vervoer dinamika het,bly ongedefinieërd. Hierdie gebrek aan kennis veroorsaak ‘n aansienlike hoeveelheid risiko’s met spesifieke betrekking tot kuslyn stabiliteit en strand gerief. Die doel van hierdie studie was dus om die langtermyn-impak van die Seli Een skeepswrak op Bloubergstrand te bepaal. 'n Hersiening van bestaande literatuur het aangedui dat geen empiriese verhoudings beskikbaar is wat gebruik kan word om die impak van 'n skeepswrak op die nabygeleë kustelike prosesse te bereken nie, maar wel versekeie metodes wat gebruik kan word om die netto langsstroom sediment vervoer te bepaal. Hierdie verhoudings kan egter nie gebruik word om die impak van ‘n skeepswrak op die sediment vervoer meganisme te kwantifiseer nie, dus is numeriese modelle gebruik om die impak van die Seli Een skeepswrak te bepaal. Die skeepswrak het ‘n aansienlike vermindering in the netto langsstroom sediment vervoer veroorsaak, wat tot die afsetting van sediment in hierdie gebied lei. Dit is ook verder bepaal dat die Seli Een nie die volledige verstopping van langsstroom sedimentvervoer veroorsaak nie, maar dat sediment van tyd tot tyd in staat is om deur die lykant van die skeepswrak te beweeg. Die gesimuleerde strand aanwas van die 3de Julie 2011 is vergelyk met resultate van ‘n strand-opmeting, wat uitgevoer is op dieselfde datum, spesifiek vir hierdie studie. Die gesimuleerde aanwas, van ongeveer 27 m in die lykant van die skeepswrak, stem saam met die gemete aanwas. Ongeveer 75% van die aanwas het binne twee maande van die aankoms van die Seli Een plaasgevind. Verder is dit getoon dat aan die noordelike kant van die aanwas, ongeveer 15 m van die kuslyn weggespoel het as gevolg van die Seli Een. Na die aanvanklike impak van die wrak in sy ongeskonde konfugirasie, is die potensiële langtermyn impak van die skip in sy opgebreekte konfugirasie bepaal. Dit sluit die aanname in dat die skip nie enige bykomende breke ondergaan nie, en in sy drie-stuk konfigurasie bly. Dit het getoon dat die breedte van die aanwas, wat veroorsaak is deur die skip, verminder tot ongeveer 20 m in vergelyking met die aanvanklike 27 m. Verder is dit getoon dat die erosie aan die noordelike kant van die Seli Een vermeerder het van die aanvanklike 15 m na ongeveerder 18 m in die langtermyn. Die oorsaak hiervaan is die aaneenlopende sedimentasie tussen die wrak en die strand. 'n Twee-dimensionele gekoppelde golf, stroom en sediment vervoer model is ontwikkel en het getoon dat die golf skuiling, as gevolg van die Seli Een, sedimentasie tussen die skip en die kuslyn veroorsaak. Daar is gevind dat skeepswrakke die potensiaal het om aansienlike veranderinge aan die nabygeleë langstroom sediment vervoer stelsel te veroorsaak. Afhangende van die plaaslike omstandighede, kan hierdie ernstige risiko’s veroorsaak, beide in terme van die gevaar vir plaaslike kustelike infrastruktuur, sowel as die generasie van gevaarlike swem toestande. Met inagneming van die impak wat 'n skeepswrak op plaaslike kuslyn veranderinge kan hê, met spesiale verwysing na die tempo waarteen hierdie kuslyn veranderinge kan plaasvind, word dit aanbeveel dat die resultate wat verkryg is vanuit die huidige studie, gebruik word om die impak van moontlike, toekomstige skeepswrakke in Tafelbaai te bepaal.

C’est au navire que le droit maritime doit son particularisme, plus précisément au fait qu’il s’expose au risque de mer. On comprend dès lors que les évolutions des règles applicables au bien soient susceptibles d’avoir un impact sur la matière. Ainsi le particularisme du droit maritime ne manquera pas de s’étioler, à mesure que celui du navire se trouvera affecté. Or, le navire est susceptible de connaître plusieurs états qui vont de celui de navire à celui d’épave, en passant par les états de navire abandonné et de navire à démanteler, chacun de ces états du navire faisant intervenir un ensemble de règles juridiques qui lui est applicable. Ce sont les différents statuts du navire. Ils ont connu ces dernières années des évolutions notables de leurs régimes juridiques respectifs, dont le sens et l’influence sur le particularisme du droit maritime sont étudiés dans cette thèse.En effet si la volonté du législateur d’enfermer le navire dans une définition depuis l’entrée en vigueur du code des transports semble manifester une volonté de banaliser l’engin de transport et partant d’atténuer son particularisme, l’intégration des préoccupations et exigences environnementales aux règles gouvernant sa fin révèle, quant à elle, une nécessaire adaptation de la matière. Cette thèse se propose de montrer comment les évolutions du régime juridique des différents états du navire fragilisent davantage le particularisme du droit maritime, ou ce qu’il en reste. L’étude réalisée tend ainsi à démontrer comment le droit maritime qui s’est historiquement construit autour de la nécessité de protéger le navire contre le risque de mer par la mise en mouvement de règles originales se définit désormais de plus en plus comme un droit destiné à protéger la mer contre le navire. Ce mouvement se traduit par une certaine forme d’amarrage progressif du droit maritime au droit terrestre. / It is to the ship that the maritime law owes its particularism, more precisely to the fact that it exposes itself to the risk of sea. One understands then that the evolutions of the rules applicable to the good are likely to have an impact on the subject. Thus the peculiarity of the maritime law would fade if ship peculiarity is affected.However, the ship is likely to know several States that go from that of ship to that of wreck, through the States of abandoned ship and ship to dismantle, each of these States of the ship involving a set of legal rules that it is applicable. These are the different statutes of the ship. In recent years, they have undergone significant changes in their respective legal régimes, whose meaning and influence on the peculiarity of maritime law are studied in this thesis.Indeed, if the will of the legislator to enclose the ship in a definition since the entry into force of the transport code seems to manifest a desire to trivialize the transport vehicle and thereby mitigate its particularism, the integration of concerns and environmental requirements to the rules governing its end reveal, for its part, a necessary adaptation of the subject. This thesis proposes to show how the evolutions of the legal regime of the different statutes of the ship weaken further the particularism of maritime law, or what remains of it. The study carried out thus tends to demonstrate how maritime law, which has historically been built around the need to protect the ship against the risk of the sea by setting in motion original rules, is now more and more defined as a right destined to protect the sea against the ship. This movement is reflected in some form of progressive docking of maritime law to land law.

Submitted by (lucia.rodrigues@ufrpe.br) on 2016-06-16T13:12:51Z No. of bitstreams: 1 Lenivaldo Cavalcante da Silva.pdf: 4508400 bytes, checksum: 96452dcac2a22b9ee9bc0d133ff9b97a (MD5) / Made available in DSpace on 2016-06-16T13:12:51Z (GMT). No. of bitstreams: 1 Lenivaldo Cavalcante da Silva.pdf: 4508400 bytes, checksum: 96452dcac2a22b9ee9bc0d133ff9b97a (MD5) Previous issue date: 2009-07-31 / In the year 1792, an official letter sent to the Portuguese colonial authorities by Secretary of Navy and overseas, Martinho de Melo e Castro, guided them to act with extreme caution in the contacts made with French ships which wanted to grapple in their ports. Strong vigilance should be done in order to avoid the meeting among French crew and the residents. All due to the repercussions of the revolutionary movement that is established in France in the eighteenth century, affecting not only the surrounding European kingdoms, but also their own colonies.The "abominable doctrine that the clubs of France" wanted to spread caused fear in the administration of the Portuguese metropolis which provided steps to combat the possibility of contamination of revolutionary ideas, especially in its colonies to avoid a repetition of what occurred in the Island of São Domingos. Indeed, to combat these ideas, we can highlight one episode occurred in 1792, when in December of that year, it grappled, in the Island of Fernando de Noronha - which worked as a prison – a Bergantim with French flag with the name Le Diligent. Le Diligent was under the command of Aristide Aubert du Petit-Thouars, whose application for landing on the island was motivated by the need to restore some of his crew, who were supposedly sick. For that it was necessary twenty days ashore. However, the arrival process of the ship and the procedures ashore raised suspicions which culminated in the detention of the whole crew. From the documents concerning the case of detention of prisoners of the whole crew of the Le Diligent, it is tried to understand some elements of the fear that has spread in the colonies, for the revolutionary events in France and if there was relationship of that situation with the practice of smuggling. / No ano de 1792, um ofício enviado às autoridades coloniais portuguesas pelo secretário de Marinha e Ultramar, Martinho de Melo e Castro, orientava para agirem com extrema cautela nos contatos feitos com os navios franceses que procurassem os seus portos. Uma forte vigilância deveria ser exercida para que o encontro entre tripulantes franceses e os moradores fosse evitado. Tudo devido à repercussão do movimento revolucionário que se instala na França no século XVIII, que atinge não apenas os reinos europeus circunvizinhos, como também suas respectivas colônias. A “abominável doutrina que os Clubes de França” pretendiam difundir provocou um medo na administração da metrópole portuguesa, que logo tomou providências para combater a possibilidade de contaminação das idéias revolucionárias, sobretudo, para evitar em suas colônias uma repetição do que ocorreu na ilha de São Domingos. Na prática, quanto ao combate a estas idéias, podemos destacar um episódio ocorrido em 1792, quando em dezembro daquele ano, arribou, na ilha de Fernando de Noronha – que funcionava como presídio – um Bergantim com bandeira francesa de nome Le Diligent. O Le Diligent estava sob o comando de Aristide Aubert du Petit-Thouars, cuja solicitação para desembarque na ilha era motivada pela necessidade de restabelecimento de alguns de seus tripulantes, que estariam supostamente doentes. Para isso, precisar-se-ia de vinte dias em terra. Contudo, o processo de arribada do navio e os procedimentos em terra levantaram suspeitas que culminaram com a detenção de toda a tripulação. A partir dos documentos relativos ao processo de detenção da tripulação do Le Diligent, tentamos entender alguns elementos do medo que se espalhou pelas colônias, relativos aos acontecimentos na França revolucionária e se existia relação desta situação com a prática do contrabando.