Odyssey Marine Exploration, Inc. v. The Unidentified Shipwrecked Vessel

Filing 138

RESPONSE to motion re 131 MOTION to dismiss Amended Complaint or for summary judgment filed by Odyssey Marine Exploration, Inc.. (Attachments: # 1 Appendix Index of Exhibits to Odyssey's Response to Spain's Motion, # 2 Exhibit A-1 Kingsley Part 1, # 3 Exhibit A-2 Kingsley Part 2, Annex 1, # 4 Exhibit A-2 Kingsley Part 2, Annex 2, # 5 Exhibit A-2 Kingsley Part 2, Annex 3, # 6 Exhibit A-3 Kingsley Part 3, Annex 4, # 7 Exhibit A-3 Kingsley Part 3, Annex 5, # 8 Exhibit A-3 Kingsley Part 3, Annex 6, # 9 Exhibit A-4 Kingsley Part 4, Annex 7, # 10 Exhibit A-5 Kingsley Part 5, Annex 8, # 11 Exhibit A-4 Kingsley Part 4, Annex 9, # 12 Exhibit A-5 Kingsley Part 5, Annex 10.1-10.2, # 13 Exhibit A-5 Kingsley Part 5, Annex 10.3-10.6, # 14 Exhibit A-5 Kingsley Part 5, Annex 11, # 15 Exhibit A-6 Kingsley Part 6, Annex 12 to 13.1, # 16 Exhibit A-7 Kingsley Part 7, Annex 13.2 to 13.3, # 17 Exhibit A-8 Kingsley Part 8, Annex 13.4 to 13.7, # 18 Exhibit A-9 Kingsley Part 9, Annex 14, # 19 Exhibit A-10 Kingsley Part 10, Annex 15, # 20 Exhibit A-11 Kingsley Part 11, Annex 16, # 21 Exhibit A-11 Kingsley Part 11, Annex 17, # 22 Exhibit A-11 Kingsley Part 11, Annex 18, # 23 Exhibit A-12 Kingsley Part 12, Annex 19, # 24 Exhibit A-12 Kingsley Part 12, Annex 20, # 25 Exhibit a-13 Kingsley Part 13, Anex 21, # 26 Exhibit A-13 Kingsley Part 13, Annex 22, # 27 Exhibit B Sinclair, # 28 Exhibit C Etchevers, # 29 Exhibit D Stemm, # 30 Exhibit E-1 Carlisle Part 1, # 31 Exhibit E-2 Carlisle Part 2, Annex 1, # 32 Exhibit E-2 Carlisle Part 2, Annex 2, # 33 Exhibit E2- Carlisle Part 2, Annex 3, # 34 Exhibit E-2 Carlisle Part 2, Annex 4, # 35 Exhibit E-2 Carlisle Part 2, Annex 5, # 36 Exhibit E-2 Carlisle Part 2, Annex 6, # 37 Exhibit E-2 Carlisle Part 2, Annex 7, # 38 Exhibit E-2 Carlisle Part 2, Annex 8, # 39 Exhibit E-2 Carlisle Part 2, Annex 9, # 40 Exhibit E-3 Carlisle Part 3, Annex 10, # 41 Exhibit E-3 Carlisle Part 3, Annex 11, # 42 Exhibit E-3 Carlisle Part 3, Annex 12, # 43 Exhibit E-3 Carlisle Part 3, Annex 13, # 44 Exhibit E-3 Carlisle Part 3, Annex 14, # 45 Exhibit E-3 Carlisle Part 3, Annex 15, # 46 Exhibit E-3 Carlisle Part 3, Annex 16, # 47 Exhibit E-3 Carlisle Part 3, Annex 17, # 48 Exhibit Ej-3 Carlisle Part 3, Annex 18, # 49 Exhibit e-3 Carlisle Part 3, Annex 19, # 50 Exhibit E-3 Carlisle Part 3, Annex 20, # 51 Exhibit E-4 Carlisle Part 4, Annex 21, # 52 Exhibit E-4 Carlisle Part 4, Annex 22, # 53 Exhibit E-5 Carlisle Part 5, Annex 23, # 54 Exhibit E-5 Carlisle Part 5, Annex 24, # 55 Exhibit E-5 Carlisle Part 5, Annex 25, # 56 Exhibit E-6 Carlisle Part 6, Annex 26, # 57 Exhibit E-6 Carlisle Part 6, Annex 27, # 58 Exhibit E-7 Carlisle Part 7, Annex 28, # 59 Exhibit E-8 Carlisle Part 8, Annex 29, # 60 Exhibit E-9 Carlisle Part 9, Annex 30, # 61 Exhibit E-9 Carlisle Part 9, Annex 31, # 62 Exhibit E-10 Carlisle Part 10, Annex 32, # 63 Exhibit F-1 Flayhart, Part 1, # 64 Exhibit F-2 Flayhart Part 2, Annex 1, # 65 Exhibit F-2 Flayhart Part 2, Annex 2, # 66 Exhibit F-2 Flayhart Part 2, Annex 3, # 67 Exhibit F-2 Flayhart Part 2, Annex 4, # 68 Exhibit F-2 Flayhart Part 2, Annex 5, # 69 Exhibit F-2 Flayhart Part 2, Annex 6, # 70 Exhibit F-3 Flayhart Part 3, Annex 7, # 71 Exhibit F-3 Flayhart Part 3, Annex 8, # 72 Exhibit F-3 Flayhart Part 3, Annex 9, # 73 Exhibit F-3 Flayhart Part 3, Annex 10, # 74 Exhibit F-3 Flayhart Part 3, Annex 11, # 75 Exhibit F-4 Flayhart Part 4, Annex 12, # 76 Exhibit F-4 Flayhart Part 4, Annex 13, # 77 Exhibit F-4 Flayhart Part 4, Annex 14, # 78 Exhibit F-4 Flayhart Part 4, Annex 15, # 79 Exhibit F-4 Flayhart Part 4, Annex 16, # 80 Exhibit F-4 flayhart Part 4, Annex 17, # 81 Exhibit F-5 flayhart Part 5, Annex 18, # 82 Exhibit F-5 Flayhart Part 5, Annex 19, # 83 Exhibit F-5 Flayhart Part 5, Annex 20, # 84 Exhibit F-5 Flayhart Part 5, Annex 21, # 85 Exhibit F-5 Flayhart Part 5, Annex 22, # 86 Exhibit F-5 Flayhart Part 5, Annex 23, # 87 Exhibit F-5 Flayhart Part 5, Annex 24, # 88 Exhibit F-5 Flayhart Part 5, Annex 25, # 89 Exhibit G Goni Etchevers and Fuentes Camacho, # 90 Exhibit H Tedesco, # 91 Exhibit I Tsokos, # 92 Exhibit J Amrhein)(Von Spiegelfeld, Allen)

EXHIBIT A-8

DR. SEAN A. KINGSLEY PART 8 ANNEXES 13.4 TO 13.7

ANNEX 13 (Continued) TO EXHIBIT A
13.4. 13.5. Wooden hull remains of the Nuestra Senora de Balvaneda, Florida, 1733. Wooden hull remains from the Spanish galleon off the Dry Tortugas wreck, Florida, 1622: Kingsley, S., `Odyssey Marine Exploration and Deep-Sea Shipwreck Archaeology: the State of the Art', Minerva 14.3 (2003), figs. 12, 14. Wooden hull remains from the Azores, Portugal, 15th-19th centuries: Alves, F.J.S., `Underwater Cultural Heritage Management and Ship Archaeology ­ The Portuguese Experience'. In Satchell, J and Palma, P. (eds.), Managing the Marine Cultural Heritage: Defining, Accessing and Managing the Resource (CBA Research Report 153, 2007), 42, figs. 5.5, 5.6. Wood report for the Arade 1 shipwreck, Portugal, 16th/17th century: Loureiro, V. and Gachet Alves, J.G., `The Arade 1 Shipwreck: Preliminary Results of the 2004 and 2005 Field Seasons', International Journal of Nautical Archaeology 37.2 (2008).

13.6.

13.7.

DR. SEAN A. KINGSLEY

Annex 13.5
Copyright 2007 Odyssey Marine Exploration ­ May not be reprinted without written permission of Odyssey Marine Exploration

Annex 13.6
Copyright 2007 Odyssey Marine Exploration ­ May not be reprinted without written permission of Odyssey Marine Exploration

The International Journal of Nautical Archaeology (2008) 37.2: 273­282 doi: 10.1111/j.1095-9270.2008.00185.x

The Arade 1 Shipwreck: Preliminary Results of the 2004 and 2005 Field Seasons
N LOUREIRO AND J. G. V.AUTICAL ARCHAEOLOGY, 37.2 Blackwell Publishing Ltd ALVES: THE ARADE 1 SHIPWRECK

Vanessa Loureiro
Archaeologist, PhD Grant Fundação para a Ciência e Tecnologia, DANS/IGESPAR

João Gachet Alves
Archaeologist, DANS/IGESPAR, Divisão de Arqueologia Náutica e Subaquática, Instituto de Gestão do Património Arquitectónico e Arqueológico, Av. da Índia, 136, 1300­300, Lisboa, Portugal
Lost after partial destruction by dredging in 1970, Arade 1 was a priority for the Centro Nacional de Arqueologia Náutica e Subaquática (CNANS). The upper part of the hull, lying over a 7-m-long area of the bed of the Arade river, was fully observed and recorded during the first two seasons (2001 and 2002) and dismantled in a third phase (2003). The 2004 and 2005 seasons aimed at the excavation, full recording and dismantling of the lower hull, briefly observed at the end of 2002. This second, detached, portion of the hull, was buried in the sediment and corresponds to midships. © 2008 The Authors Key words: shipwreck, shipbuilding, excavation, vessel, nautical archaeology, Portugal.

he Arade 1 shipwreck was found during dredging of the main channel and turningbasin of the Arade river (Portimão/Algarve) in September 1970 (Alves, 1999: 31; Castro, 2005: 55­8) (Fig. 1). It was explored by a team of sport divers shortly after being discovered. Knowledge of some of the essential characteristics of this ship and its main dimensions comes from a report made at that time, carefully illustrated with sketches (Farrajota, 1970) (Fig. 2). However, a few years after its discovery, Arade 1, already highly fragmented, disappeared again into the silt, without having been the subject of any archaeological intervention--a situation encouraged by the lack of an official body responsible for the management of nautical and underwater cultural heritage. In 1983, the area where the Arade 1 wreck was discovered was declared a Património Imóvel de Interesse Público (Public Interest Heritage Site) (Alves, 1999: 33). However, dredging continued periodically, without any archaeological input until the end of the 1990s, when the Centro Nacional de Arqueologia Náutica e Subaquática (CNANS) was created, together with legislation to protect nautical and underwater cultural

T

heritage. In 2001, aware of the potential heritage of the Arade river, CNANS undertook a survey and investigation of the river-bed, aimed at relocating the ships discovered during the dredging in 1970 (Alves et al., 2002: 3 ­ 4). On 1 August 2001 the remains of a carvel-planked shipwreck were found, and were immediately associated with the Arade 1 wreck found in the 1970s. Indeed the two shipwrecks appeared to have identical characteristics. According to the finders (Farrajota, 1970), the shipwreck seen in 1970 had smooth planking and robust construction, and was found broken in two parts: one stuck in the sandbank in a good state of preservation as if it had been sectioned; the other completely separated, lying horizontally, in front of the first, still connected to it by some planks. The frames had a rectangular section of 13 × 16 cm, while the hull planks, approximately 5 cm thick, were fixed to the frames by treenails of 3 cm diameter. Photographs taken at the time also show the existence of relatively well-preserved ceiling planking. However, neither in 2001 nor in the archaeological campaigns which followed were any remains found of the keelson seen in 1970,

© 2008 The Authors. Journal Compilation © 2008 The Nautical Archaeology Society. Published by Blackwell Publishing Ltd. 9600 Garsington Road, Oxford OX4 2DQ, UK and 350 Main Street, Malden, MA 02148, USA.

Annex 13.7
Copyright 2007 Odyssey Marine Exploration ­ May not be reprinted without written permission of Odyssey Marine Exploration

NAUTICAL ARCHAEOLOGY 37.2

nor of the stringers and related wood partitions, which were photographed at the same time. Similarly no trace was found of the ship's supposed cargo (layers of grapevine brushwood covered with wicker mats). In fact, only in 2004 and 2005, the field seasons which focused on the second set of hull remains found at the end of the 2002 season, was it possible to identify decisively that the shipwreck discovered in 2001 was the shipwreck recorded in 1970.

2001 to 2003 field seasons
The remains found in 2001 consisted of two articulated structural complexes, carbon-dated to between 320 ± 40 BP and 420 ± 50 BP, most probably between the second half of the 15th century and the first half of the 17th century (Cabral, 1993; Hood, 2003) (Table 1). The upper portion of the hull, dismantled in 2003, lay in just under 6 m of water and occupied an area of approximately 21 m2. The second structure, corresponding to the midships area, was deeply burie d in the silt spreading to the west (Alves et al., 2002: 5). The excavation and recording of this shipwreck (initiated in 2001 by CNANS's archaeology team) continued in the summer of 2002, under the direction of Filipe Castro, of the Institute of Nautical Archaeology at Texas A&M University. The aim of this season was the recording of the exposed hull and framing (Castro, 2002). At the same time, the archaeological team confirmed that the wooden structure had suffered significant deterioration, caused by Teredo navalis, over the previous year. Since its main objective was the protection of the remains, the 2003 season was devoted to the dismantling of the ship (Rieth et al., 2004: 4), under the direction of Eric Rieth, CNRS and Musée de la Marine's researcher and teacher at Université de Paris 1. Dismantled piece by piece, the forward part of the Arade 1 shipwreck was transferred to CNANS's conservation and restoration laboratory in Lisbon. In view of the importance of this shipwreck for the study of 16th-century shipbuilding, the excavation and recording of the second section of coherent hull structure of Arade 1 became one of CNANS's priorities.

2004 and 2005 field seasons
Figure 1. Location of Arade 1 shipwreck.

Co-ordinated by the authors, the 2004 and 2005 field seasons concentrated on the midships area and on part of the aft extremity of the Arade 1

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V. LOUREIRO & J. G. ALVES: THE ARADE 1 SHIPWRECK Table 1. Arade 1 shipwreck radiocarbon dates. Date calibrated (cal AD) Year 1972 1992 2003 2003 2003 Laboratory reference GrN-7978 ICEN-520 Beta-179040 Beta-179041 Beta-179042 Sample nature Unknown Unknown Treenail Futtock Frame Sample type Wood Wood Wood Wood Wood Date (BP) 325 420 420 320 350 ± ± ± ± ± 25* 50** 50*** 40 40 1 2

1433 ­1481 1430 ­1490 1500 ­1640 1470 ­1530 1550­1630

1410 ­1520 1563­1630 1420 ­1530 1560­1630 1460 ­1660 1450 ­1650

* Calibration curves unknown (Alves, 1993: 151­ 63) ** (Stuiver and Pearson, 1986: 805­38) *** (Stuiver et al., 1998: 1041­83)

Figure 2. Arade 1 shipwreck sketches made in 1970. (Farrajota, 1970)

wreck. An extremely well-preserved and coherent nucleus was found, deeply buried in the silt, about 4 m long and 3.8 m wide. Over the surrounding area, mainly to starboard and south-west, was a spread of wooden pieces displaced from their original context, but in excellent condition (Fig. 3).

The hull is broken at both extremities. This may be the result of the two consecutive dredgings in 1970, and this appears to be confirmed by scratched fibres on the hull planking. The deterioration of the port and starboard edges, on the other hand, appears to be the result of time and the conditions in which they lay. The remains lay between 6 and 12 m deep on a slope formed by the dredges in the 1970s. Thus they show a NE/SW orientation stern and aft, with an inclination of about 40º, and SE/ NW port/starboard. The entire starboard keel area lies on the NE/SW slope, while the port hull found support on the SE/ NW slope. It is the nature of this positioning which explains the excellent state of preservation of the keel. In contrast, a large part of the starboard planking was not resting on the slope, having become displaced, which explains the dispersion of the planks in the starboard area (Figs 4 and 5). In the SW zone, the accumulation of wooden pieces shows a somewhat different pattern. In addition to the various planks, which are difficult to recognise, there are stringers, floor timbers, wooden partitions, and first futtocks. Finally, there are many miscellaneous pieces associated generally with the structure. It is important to emphasise the shape of the frames detected in this area: they are frames in the process of closing, but not yet cants, of the type which would be found between the main frame and the aft of the ship. This area of the site was recorded in 2005, but not excavated, with the conclusion of the work being planned for summer 2008. Associated with the structural remains of Arade 1 is an enormous anchor, of unknown type. It is still solidly buried, though a 2-m length of the shaft is visible. It is without doubt the anchor identified in 1970 (Loureiro and Alves, 2005: 16).
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NAUTICAL ARCHAEOLOGY 37.2

Figure 3. General view of the site. (J. G. Alves, 2005)

Figure 4.

Excavation works, 2005 field season. (J. G. Alves, 2005)

Heavily concreted, it has a ring, with a diameter of c.50 cm, a small fragment of wooden stock and shaft with a 20-cm section, and it lies following the orientation of the slope and the wreckage of the ship itself.
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The vessel's functional structures
Longitudinal frame The surviving keel, which is in an excellent state of preservation, is in one piece, c.4 m long, and

© 2008 The Authors. Journal Compilation © 2008 The Nautical Archaeology Society

V. LOUREIRO & J. G. ALVES: THE ARADE 1 SHIPWRECK

© 2008 The Authors. Journal Compilation © 2008 The Nautical Archaeology Society

Figure 5.

Arade 1 shipwreck plan made during the 2005 season. (V. Loureiro and J. G. Alves)

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NAUTICAL ARCHAEOLOGY 37.2

Figure 6.

Identification of the keel and keelson in the Arade 1 shipwreck plan. (V. Loureiro and J. G. Alves)

in its aft end are the remains of a flat vertical scarf.1 It has a rectangular section, about 17 cm high and 15 cm wide. These dimensions do not significantly differ between floor timbers C8 and A1­183, though from C8 the section tends to increase gradually until the area where it joins the sternpost.2 The keel appears to be rabbeted throughout its length (Fig. 6). The keelson was found separated from its original position, lying on its side. It is 4.4 m long and in the area of the mast-step has a section of 35 cm wide and 33 cm high. The `dent' continues almost throughout its whole length, disappearing in the last 80 cm, where the dimensions of the section itself reduce. It is possible that this reduction is the result of erosion and not its construction. On the upper face of the keelson two large iron concretions are still visible, evidently iron bolts which connected it to the keel. The fragment of keel recovered in 2003 also has three large concretions on its underside, which were noted in the 2002 report, with the hypothesis that the keelson was bolted to the keel (Castro, 2003a). Transverse frame The coherent structure, recorded in 2004 and 2005, preserved ten frames, nine starboard first futtocks, ten port first futtocks, and six second futtocks also from port (Fig. 7). The assembly pattern of the transverse frame on the keel does not allow any spacing between the frame/first futtock pairs,
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in a clear continuation of the observations made at the extremity of the stern (Loureiro, 2004: 60). The frames have a shape in process of opening until A1­59 and closing from A1­149. The frames between these two pieces have a flat bottom, with the point at which the rods start to curve to join the curvature of the first futtocks being clearly visible. An interesting fact is that these frames have the same shape as the master-frame illustrated in the Liuro da Fabrica das Naos (Oliveira, 1580: 107­ 08). The floor timbers are carefully cut and shaped, with a rectangular section and exceptional robustness. They all have a trapezoidal limber-hole and are connected to the keel by one or two pegs, inserted vertically into the upper side of the frame. The timbers have identical dimensions, the only exceptions being A1­161 and A1­179, substantially thicker than the others (in fact almost double). This dimensional homogeneity has already been noted in timbers C6 to C17, which like the pieces just referred to, are also pegged to the keel. Timbers C2 to C5 have dimensions which do not comply with any standard, as well as a more ample and robust structure and a less careful cut. These timbers are further distinguished from the others as they do not have any system connecting them to the keel. Some timbers still have small, thin fitting-boards on the port extremity (A1­145) or on both extremities (A1­161, A1­149 and A1­140), which enable the levelling of the framing, possibly to fit the stringers better.

© 2008 The Authors. Journal Compilation © 2008 The Nautical Archaeology Society

V. LOUREIRO & J. G. ALVES: THE ARADE 1 SHIPWRECK

Figure 7. Identification of the frames, first-futtocks and second-futtocks in the Arade 1 shipwreck plan. (V. Loureiro and J. G. Alves)

The pump sump is carved between frames A1­ 59 and A1­143, reaching the end of the first futtock A1­60. The first futtocks have a section identical to the floor timbers, reaching lengths greater than 2 m on the port side. Only the first futtock of A1­180 has a more delicate appearance and is narrower than the average, and breaking with the assembly pattern of the framing on the keel--that is, only at this point is there spacing between the two pairs. Like the floor timbers, the first futtocks are carefully cut and almost all of them, from the surviving upper ends to the keel, have small thin fitting-boards. The horizontal connections between the floor timber and the first futtock were made by wooden pegs with an average of 4 or 5 per pair. This rhythm is interrupted at frames A1­143 and A1­161, where the pegging is more frequent. One of this wreck's peculiarities is in the system of fastening the frames. Apart from the connections between the floor timbers and the first futtocks, there are connections between the composite frames themselves (with the exception of pairs A1­179/ 80 and A1­181/2). The perfectly horizontal orientation of the pegs is also enlightening--first futtocks were fastened to the floor timbers before the assembly of the pairs on the keel. The second futtocks, in turn, despite being as robust as the other pieces of the frame, are less carefully cut. In the same way, the carpenters do not appear to have been concerned about avoiding open spaces between the framing pieces in this area of the

ship. The second sets of first futtocks are only pegged to the exterior planking. Planking The hull is carvel planked, with no fixings between one plank and the next. That is, the ship has a smooth hull, common throughout the Atlantic and Mediterranean regions since Classical Antiquity. The planks are straight and only connected to the transverse frame of the ship with a system of two pegs per frame, first futtock or second futtock. There are ten strakes on the port side of the keel, with a total of 19 pieces, and six on the starboard, with a total of seven pieces (Fig. 8). The relationship between the two halves of the hull is demonstrated by the dimensional homogeneity of the planks--that is, although the pieces all have distinct dimensions, plank St1 Bb has the same width as St1 Eb, St2 Bb matches St2 Eb and so on. The connection between planks of the same run is made edge against edge. Although the hull planks are normally fixed to the frames by wooden pegs, at the scarfs there are, without exception, two iron nails, a clear reinforcement of the connection between the planks, and a similar situation is seen at the extremity of the stern (Loureiro, 2004: 77). The planks vary in length, reaching up to 3.2 m (St4 Eb). Their widths range between 250 and 315 mm, although the most common dimension is around 280­290 mm. The thickness varies from 45 to 55 mm. The existence of
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NAUTICAL ARCHAEOLOGY 37.2

Figure 8. Identification of the hull planking in the Arade 1 shipwreck plan. (V. Loureiro and J. G. Alves)

two narrower sets of boards should also be mentioned: filling pieces or stealers between planks St8 Bb and St9 Bb (St8/9 Bb) and between planks St5 Bb and St6 Bb (St5/6 Bb). A similar arrangement was also evident on the starboard side of the stern area (Loureiro, 2004: 77). On the exterior starboard side of the wreck two strakes were found of double the normal thickness. The garboard strakes have identical characteristics to the rest of the strakes, although they are slightly thinner. There is no connecting scarf between the planks, which are simply butt-joined. These are not connected to the keel, but are bevelled to fit snugly into the keel rabbet. This suggests that iron nails were only used to fix the garboard strake to the keel as the planks rise towards the extremity of the ship's stern (Loureiro, 2004: 79). In this area, the remains of ceiling planks are scarce, with only a port stringer and the board immediately following still in situ. The pieces accumulated in the SW area appear to include many ceiling planks, but their positive identification has still to be made. The stringer is 3.5 m long and of identical thickness to the adjacent plank (6 cm). The stringer preserved on the left side of the lower portion of the hull covers the floors' extremities and presents notches where filler pieces were inserted. These filler pieces located between the first futtocks prevented the infiltration of debris among the transverse frame. This piece was found still connected to the first futtocks by a peg or an iron nail inserted into the tooth of the stringer--many of the teeth were broken during the process of
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dismantling the ship because of difficulty in sawing the pegs. There are still nine wooden partitions in situ. These were not connected to any piece, and by their oblique orientation and perfect notching between the first futtocks, show that they had to have been hammered into position. As for the board from the ceiling planking, there is nothing to mention except for the pattern of the timber and the first futtocks' pegging, which is in perfect union, in contrast to what was seen during the dismantling of the ceiling planking from the extreme aft of the ship in 2002 (Castro, 2003a) (Fig. 9).

Analysis
The strong build of the Arade 1 wreck is evident through both its transverse and longitudinal structure. All the essential wooden pieces of the ship show robust dimensions and sections, and special care in their cut and shape is evident. This idea of strength is also demonstrated by the solidity of the framing, with no spaces between the floor timbers and futtocks, and by the method of assembly, based mainly, but not exclusively, on treenails. The hull planking, which shows traces of a white paste which must be caulking from the plank joints, covers all this framework, but does not seem to have played an active role in determining the hull form. All the indications therefore show that the Arade 1 shipwreck was a `skeleton-first' ship. This means that the hull shape was defined by the individual design of each frame, based on specific calculations and instruments.

© 2008 The Authors. Journal Compilation © 2008 The Nautical Archaeology Society

V. LOUREIRO & J. G. ALVES: THE ARADE 1 SHIPWRECK

Figure 9.

Identification of the ceiling planking in the Arade 1 shipwreck plan. (V. Loureiro and J. G. Alves)

However, before making any overall assumptions, it is important carefully to analyse some points. Firstly, although the treenails which fasten the floor timbers to the futtocks show a horizontal orientation, it is important to understand how the joins between the different pairs are made and their significance to the building process. Secondly, despite the hull planking being exclusively fastened to the frames (there are no fastenings between the hull planks), it is important to determine the direction in which the treenails and iron nails were inserted (exterior/interior or interior/exterior), what is the relationship between the treenails' location and the iron nails' location, and how, or in what sequence, the second futtocks were inserted. Thirdly, the most central frames present a morphology similar to that illustrated by Fernando Oliveira for the main frame, with a flat bottom and the ends blending according to the circumference formula (Oliveira, 1580: 107­ 08). However, it will be interesting to determine whether the arc formed by each floor timber and its futtocks is based on a circumference of similar centre, and whether this centre is the same in each case. Fourthly, we need to verify the proportional relationship between the transverse frame and the longitudinal frame (e.g. does the master-frame bottom correspond to 1/3 of the keel length as Fernando Oliveira proposes?). Another question is whether the primary characteristics and particularities of the vessel might indicate a possible regional origin. For now, the possibility of a distinct shipbuilding tradition throughout the fluvial and maritime shipyards of the Arade region is just one line of research, as historical references are scarce and lacking in

information, and the archaeological remains currently amount to only two coherent sites. One of them, the GEO 5 wreck, is of a date later than the 18th century (Fonseca, 2005: 15). Nevertheless, this line of research cannot be immediately abandoned, especially after the identification of a set of 20 wood samples from the Arade 1 structure. All were identified as Quercus; specifically 73% as Portuguese oak (Q. faginea Lam.), and 11% as cork oak (Q. suber L.) (Queiroz et al., 2005: 2). The Portuguese oak is a species of Iberian distribution, while the cork oak can be found through the entire Mediterranean region. Thus, a probable regional origin, at least for the wood, is a logical hypothesis.

Conclusions
The Arade 1 shipwreck in one of CNANS's priorities within its `Ship Archaeology' strand of research, having been the subject of five archaeological investigations (a total of 245 days of fieldwork, 1237 dives and 1700 diving hours). Dated to between the second half of the 15th century and the first half of the 17th century, this site is of twofold importance. From a shipbuilding perspective, it is characterized by its excellent preservation. Among the nautical remains already excavated on the Portuguese coast, the Arade 1 shipwreck is the only one preserved almost complete from the stem to the main frame. Probably the isolated wooden pieces discovered in the surrounding areas will allow a partial reconstruction of the vessel aft of the main frame. The discovery, to the south-west of the main structure, of a closed frame from the
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NAUTICAL ARCHAEOLOGY 37.2

stern will perhaps allow the reconstruction of this end of the ship. The recovery of two strakes on the starboard side may also be significant in determining the design and construction of the vessel. In attempting to place the shipwreck within a discrete shipbuilding tradition, the data is yet scarce and only after the conclusion of the analysis of structure and hull-form will realistic hypotheses arise. It is not yet possible to place the vessel within the context of navigational or commercial networks. This question may remain forever inconclusive, as the few artefacts or organic remains recovered do not offer much information. Between the frames were recovered two tin plates and a little tin cup, an olive jar, one cauldron

and some fragments of ceramics, amongst them an enamelled plate (Castro, 2003b; Loureiro and Alves, 2005: 46 ­ 68). These pieces are mainly characteristic of the 16th and 17th centuries; however, we cannot make any assumptions about whether they were cargo or objects of the crew's daily use. Similarly, the grapevine brushwood,3 the osier remains (Loureiro and Alves, 2005: 16) and the nut (Castro, 2003b) found between the frames provide no clear evidence as to their purpose. The last season on the Arade 1 wreck, scheduled for 2008, will concentrate on the SW part of the side, which is full of isolated wooden pieces. The possibility that further structural remains may be found should not be discounted.

Notes
1. The fragment of keel recovered in 2003 is made up of two pieces joined by a smooth-edge scarf, which is developed between frames C8 and C10. The scarf is fixed by two wooden pegs which transversally cross the keel, and is reinforced by two iron nails inserted in the port and starboard extremities of the scarf. This method of mixed fixings demonstrates a robust longitudinal cohesion system. 2. At the level of frame C4, the section is 22 cm high by 14 cm wide (Loureiro, 2004: 45). The sternpost holds an identical section (25 cm high by 17 cm wide), also with rabbet throughout its extension, in a clear continuation of the keel. 3. These were identified by the Centro de Investigação em Paleoecologia Humana e Arqueociências as Vitis vinifera L. (Queiroz et al., 2005: 4 ­5) and dated by C14, by the Instituto Tecnológico e Nuclear, from 210 ± 40 BP, what corresponds at 2 to the probability intervals of 1530 ­1537 cal AD and 1635­1696 cal AD (Soares and Prudêncio, 2005).

References
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