This research programme was instigated in response to concerns regarding the potential impact of sewage contamination from a long sea-outfall commissioned in 1991 in Portsmouth, Hampshire, on the long-term quality of local, historic wreck timbers. Information pertaining to the quality of seawater and the degradation of sacrificial wood samples, with particular emphasis on the action of the wood-boring crustacean, Limnoria spp, was collected and is presented in this thesis. The data was collected from three wreck sites in the Solent and surrounding waters: the Mary Rose (1509 - 1545), HMS Invincible (1744 - 1758) and HMS Hazardous (1698 - 1706). Both the Mary Rose and HMS Invincible sites are situated in an area of the Solent that was contaminated by sewage discharge. The site of HMS Hazardous is in cleaner water at Bracklesham Bay and was therefore designated as the control. Limnoriid activity was found to be higher at the HMS Invincible site than at the Mary Rose site - the HMS Invincible site also recorded the highest levels of sewage contamination. However, limnoriid activity was greater still at the "clean" control site of HMS Hazardous, thereby ruling out a conclusive link with sewage contamination. Water quality analyses showed the existence of vertical layering in the water column for many of the parameters determined. L. quadripunctata dominated the limnoriid population at the three sites but there was a significant presence of L. lignorum at the deeper Mary Rose site. On one occasion (winter 93/94), L. lignorum dominated the limnoriid population at the Mary Rose site. At the same time, the affinity for Scots pine wood observed during the rest of the study was not apparent. Faecal indicator bacteria were isolated from the biofouling layer of the wood blocks at both the Mary Rose and HMS Invincible sites and microbiological activity appeared to be greatest at the Mary Rose site. Fouling barnacles on the wood samples appeared to offer some protection from limnoriid activity in the short-term but had no long-term protective effect.

No description available.

Ce travail de recherche est consacré à l’analyse des évidences directes et indirectes des moyens de navigation en milieu maritime dans la partie occidentale de la Méditerranée, du début jusqu’à de l’âge du Fer Premier. A partir de la révision générale du répertoire iconographique de la période provenant de plusieurs sites colloqués entre l’Adriatique et la péninsule Ibérique, l’étude conduite souligne l’existence de plusieurs traditions locaux, reconnaissables en clé régionale, à partir du moins de l’âge du Bronze. L’identification de ces traditions, bien lisibles à travers les expressions culturelles des peuples locaux, nous permet d’affirmer que plusieurs peuples de cette partie de la Méditerranée antique avaient déjà développé, le long de la préhistoire, des solutions techniques et formelles propres dans le domaine naval. Dans les chapitres, l’analyse de ces éléments techniques et culturels de l’Occident est donc gérée tant à partir de l’iconographie qu’à la lumière des épaves. Même en absence d’un grand nombre de témoignages directs, cela nous permet d’affirmer que les traditions culturelles qu’on reconnaît à partir des premières figures gravée ou peintes dans des sites de région, ont en effet une dimension technologique. Malheureusement, les données archéologiques dont nous disposons ne nous permettent pas d’isoler tous ces éléments, ni de proposer la définition des familles architecturales locales, sauf que pour la période plus tardive, lors de l’arrivée des Grecs et des Phéniciens. / This research deals with the analysis of the evidence of maritime means of transports in use in the Western Mediterranean sea between the birth of the human navigation and the First Iron Age. Starting from a general revision of the local naval iconography of the period, based on a reassessment of the evidence coming from many archaeological sites placed between the Adriatic Sea and the Southern Spanish coasts, the study shed a light the existence of many different regional traditions that date back at least from the Bronze Age. The possibility to identify these traditions, as well as to examine them from a diachronic point of view, allows the author to state that we cannot think about an introduction from the east of the concept of maritime navigation. During the prehistory, particularly from the Bronze Age, the local cultural groups of this area seem in fact to have already developed good naval attitudes and capabilities. Even the analysis of the local iconography in the light of the technological elements that we can isolate on the Mediterranean wrecks of this period seems to confirm the existence of these local traditions. Unfortunately, the lack of a good number of direct evidence pertaining to wrecks do not permit us investigating these technological traditions. Thus, we cannot not identify the architectural families of the earliest phases; we can have an idea of their existence only in correspondence with the presence of Greeks and Phoenicians merchants and ships.

International trade in large amounts of commodities resulted in the recent growth of the shipping industry. With larger ships being constructed to meet land based demands for various types of commodities combined with the unpredictable and often perilous conditions at sea, the risk of a shipwreck arising becomes more likely. Not only do these wrecks pose a danger to the environment and to navigation but also, in the event of the shipowner escaping liability by abandoning the wreck for instance, the state affected by the wreck finds itself financially burdened by the costs involved in having the wreck removed. Moreover, an affected state cannot intervene and impose conditions to the shipowner to have a wreck removed if it occurred in its exclusive economic zone because the state’s jurisdiction is limited to preserving natural resources. Thus, despite drifting cargo and the ship itself posing a hazard to coastal states, they had no authority to intervene and issue a wreck removal notice. Recognising these safety concerns and lacunae in international law, the International Maritime Organisation formulated the Nairobi International Convention on the Removal of Wrecks, 2007, (“Nairobi Convention”) which was aimed at governing the regulation of removing wrecks whilst imposing strict liability on the shipowner, subject to the other liability Conventions and limitation of liability. However, after a survey was conducted by the Comitè Maritime International it was also established that national laws of many states such as the United Kingdom (“UK”) and South Africa were inadequate to enforce liability claims for costs incurred in removing a wreck. As a result, the Convention allows contracting states to apply the provisions of the Convention to their territorial sea. This dissertation will discuss relevant provisions of the Nairobi Convention and illustrate how it has been implemented and consequently reformed the law of the United Kingdom. The dissertation will then analyse the implementation strategy which enforces the Convention in the UK, with the aim of providing a suggestion of how South Africa should enforce the Convention into its national laws. This will lead to an assessment of the current legislative framework governing wreck removal in South Africa with the aim of establishing whether the law is need of reform and how this should be facilitated. / Thesis (LL.M.)-University of KwaZulu-Natal, Durban, 2013.

Along Sweden’s east coast there are thousands of well-preserved shipwrecks after an extensive shipping that stretches far back in history. The Baltic Sea is a unique sea in the sense that the ship worm Teredo Navalis cannot live here, which means that the ship’s timber is well preserved under water. But we have little knowledge how many these wrecks are and where they are located. No comprehensive underwater inventory like those made on land has even been made. Therefore, these shipwrecks are threatened with destruction by our ignorance of them. By scanning water areas in our immediate environment with Side scan sonar technology, our state of knowledge can be significantly improved. With this method, these relics can be found and preserved as far as possible for future generations. The wrecks can also be used for recreation and experience activities.

Sporadiquement distribués en Méditerranée occidentale au début du Ier s. av.n.è., vaisselle et conteneurs en verre entrent dans les habitudes de consommation autour du changement d'ère et deviennent, en moins d'un siècle, des objets d'usage quotidien. Le littoral narbonnais, surface de contact entre mondes méditerranéens et continentaux, précocement soumis aux influences hellénistiques et romaines, constitue une zone propice à l'observation de cette mutation sans précédent de l'économie du verre. L'étude privilégie l'analyse d'assemblages homogènes, issus de contextes datés, autorisant une approche chrono-quantitative. Le corpus est composé de lots provenant de 18 sites du littoral de Narbonnaise orientale (épaves et dépotoirs portuaires, sites de consommation domestique, militaire et funéraire). La présence de productions non référencées ou succinctement sériées dans les classifications typologiques usuelles, invite à proposer un outil typo-chronologique adapté aux contextes précoces méditerranéens. L'approche transversale de la documentation permet de définir quatre faciès, représentatifs de quatre grandes étapes de l'évolution des productions et des habitudes de consommation. Si, en l'état des connaissances et en raison de la particularité des modes de production du verre, l'émergence et le développement des courants commerciaux sont difficiles à préciser, les abondants assemblages portuaires du littoral (Arles, Fos, Marseille, Toulon), mettent en évidence la place prépondérante des produits de consommation courante, voyageant comme vases-marchandises, dans la commercialisation des produits verriers en Méditerranée occidentale et le long de l'axe rhodanien. / Sporadically distributed in the western Mediterranean at the beginning of the first century BC, crockery and glass containers come in consumption patterns during the augustean decades and become, in less than a century, objects of daily use. The Narbonensis coastline, key point between Mediterranean and continental worlds, early influenced by Hellenistic and Roman culture, is an propitious area for the observation of this unprecedented transformation of the economy of the glass. The study focuses on the analysis of homogeneous assemblages, from dated contexts, allowing a chrono-quantitative approach. The corpus is constituted of batches from 18 sites from eastern Narbonensis (wrecks, harbour levels, domestic, military and funeral contexts). The presence of production unreferenced in usual typologies invites to propose a suitable typo-chronological tool for early Mediterranean contexts. A transversal approach allows defining four major stages in the evolution of production and consumption patterns. If, in the state of knowledge and because of the particularity of the patterns of production of glass, the emergence and development of trade flows are difficult to specify, the abundant assemblages from harbour levels (Arles, Fos, Marseille, Toulon), highlight the preponderance of common consumer products, travelling as goods more than as containers, in the trade of glass products in the western Mediterranean and along the Rhone axis.

This study examines poor travellers who were on the move during the seventeenth and eighteenth centuries. The focus is the County of Devon, with Exeter dealt with only briefly as it was a separate county. It is shown that the travellers, including numbers of Irish in the seventeenth century and foreign-born, particularly in the eighteenth century, were affected by a number of factors, but that the most important influence on their numbers and types was the incidence of wars. Economic factors, such as food supply, were of some importance, but the economy too was influenced by the effects of wars. Legislation also was found to have had less influence than expected. However, the legislation effective from 1700 did have a marked impact on the documentation available. The main sources used for this study are the parochial documents provided by churchwardens’ accounts of payments made to travellers in need and some of those of the parish overseers. These are supplemented by the records of Devon’s County Quarter Sessions. A combination of Devon’s geography, its strong international maritime connections and the influence of wars and their locations combined to affect the chronological and spatial variations in the numbers and types of travellers through the two centuries.

名古屋大学年代測定総合研究センターシンポジウム報告

Depuis les années 1980, des épaves de grands navires construits à clin de la fin du Moyen-Age ont été découvertes sur les littoraux des mers septentrionales et occidentales. Elles ont régulièrement suscité individuellement un intérêt de la communauté scientifique en regard de leur architecture, puisque la fin du Moyen-Age correspond historiquement à l’apparition puis à la diffusion et à l’adaptation de la construction navale à franc-bord d’origine méditerranéenne en Europe du Nord et de l’Ouest. Pourtant, la comparaison des différentes épaves entre elles pour étudier les développements de la construction navale à clin de cette période est très récente et généralement rattachée à l’analyse des épaves nouvellement trouvées.Cette thèse étudie l’ensemble des navires de plus de 20 m de long susceptibles, par leur architecture, d’avoir évolué en haute mer sur les routes du commerce lointain. En regard du contexte technique et historique, cette étude est limitée géographiquement aux mers nordiques et chronologiquement au Moyen-Age tardif et au début de la période moderne.Le navire résulte à la fois des technique de construction navale et de la demande de ses commanditaires. Durant la période d’étude envisagée dans la thèse, les marchands, qui sont également les affréteurs, constituent les principaux armateurs avec les gens de mer, marins et capitaines, qui régulièrement sont propriétaires en totalité ou en partie des grands bâtiments.De ce fait, le contexte historique, affectant les activités de commerce et de transport, contribue à expliquer les développements de la construction navale. De plus, l’analyse technique des épaves permet de comprendre comment les charpentiers de marine ont pu répondre à la demande de ces propriétaires. Pour cela, la reconstitution des épaves, comme celle de l’Aber Wrac’h 1(France), est essentielle, car les données relatives à la construction, la conception et la forme des navires fournissent des éléments de comparaison scientifique fiables en regard des typologies chronologiques et régionales et permettent de replacer le navire dans son contexte historique et socio-économique. / Since the 1980s, several wrecks of large clinker ships adting from the late Middle Ages were found on the coasts of Northern and Atlantic seas. The scientific community was regularly interested in the architecture of each site as the late Middle Ages historically corresponds to the appearance, dissemination and adaptation of the carvel shipbuilding from the Mediterranean in Northern and Western Europe. Yet the comparison of the different wrecks themselves to study the development of the clinker shipbuilding of this period is recent and usually linked to the analysis of newly found wrecks.This thesis explores all vessels over a length of 20 meters, which were able, according to their architecture, to sail on open seas for long-distance trade. Due to the technical and historical context, this study is limited geographically to the nordic seas and chronologically to the Late Middle Ages and early modern period.The ship results from the shipbuilding technology and the demand of its owners. During the late Middle Ages, the merchant class, which was the principal user, was also the main shipowner with the seafarers, sailors and captains, who regularly owned all or part of large vessels.Therefore, the historical context, affecting trade and transport activities, helps to explain the developments in shipbuilding. Therefore, technical analysis of wrecks allows understanding how the shipwrights and carpenters could meet the demand of those owners. Hence, there construction of the wreck, such as Aber Wrac’h 1 (France), is essential because the data about the building, design and shape of the vessels provide reliable scientific information for comparison in terms of chronological and regional typologies and help to place the ship in its historical, environmental and socio-economic context.

Useless things. I normally use trash things like pattern in painting still life. My father suffers from obsessive compulsive disorder – accumulation of things. In addition to painting, I also work with objects themselves. My interest also closely related to how the concepts of the subject, object and artifact are appliing in contemporary art. There are the tradition of imitation fact, principle of ready-made, the issue of technical reproducibility and virtual reality of things in history of art. As a central theme of my thesis, I selected the part of bodywork Tatra 613, which carries all the testimony about ,,useless and hopeless "situation in which it is located. It is also an object monumental and visually very aesthetic. Yet it is not my intention to settle for the principle of redy-made. Asked about artwork as intermediaries art and its seemingly useless producing and reproducing, I want to try to create another such usless situation. That's why I make a cardboard copy (1: 1) of this object. I also make video with motive 3D copy of the same object. I like to create some voltage between that useless object and valuable art practice. I think, it does not just mean such futility when these objects will be viewed as an art.