Pepper Wreck: 2000 Field Season - Revision history

Kelby.rose: /* Shipbuilding Texts */

2010-12-06T18:29:48Z

Shipbuilding Texts

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	The first is known as the Livro da Fabrica das Naus, written in Portuguese by a priest and adventurer named Fernando Oliveira around 1580, being a translation of a previous work of his, Ars Nautica, written in Latin, whose manuscript is in the University of Leiden, and has been dated to around 1570.		The first is known as the Livro da Fabrica das Naus, written in Portuguese by a priest and adventurer named Fernando Oliveira around 1580, being a translation of a previous work of his, Ars Nautica, written in Latin, whose manuscript is in the University of Leiden, and has been dated to around 1570.
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−	~~[[File:2000image016.jpg\|thumb\|right\|Design of the bottom of a ship after father Fernando Oliveira.]]~~

	The second is an anonymous list of the timbers necessary to build a three-decked, 600-ton nau for the India route part of a codex of Lisbon's National Library, dating from the 1590s, known as the Livro Náutico.		The second is an anonymous list of the timbers necessary to build a three-decked, 600-ton nau for the India route part of a codex of Lisbon's National Library, dating from the 1590s, known as the Livro Náutico.

Kelby.rose at 18:29, 6 December 2010

2010-12-06T18:29:36Z

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	== Scantling List ==		== Scantling List ==

		+	[[File:2000image013.jpg\|thumb\|The India Route.]]
		+	[[File:2000image015.jpg\|thumb\|Design of the bottom of a ship after father Fernando Oliveira.]]

	'''Table III'''		'''Table III'''

Kelby.rose at 18:25, 6 December 2010

2010-12-06T18:25:11Z

← Older revision		Revision as of 18:25, 6 December 2010
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	The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').		The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').
	[[File:2000image009.jpg\|thumb\|Map of the site.]]		[[File:2000image009.jpg\|thumb\|Map of the site.]]
		+	[[File:2000image011.jpg\|thumb\|The date engraved on astrolabe "SJB III" is the date of the departure of the N.S.Mártires to India (Photo: Pedro Gonçalves, CNANS).]]
		+
	'''Table I'''		'''Table I'''

Kelby.rose: /* Wrecks Near São Julião da Barra */

2010-12-06T18:24:10Z

Wrecks Near São Julião da Barra

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	----		----
	The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').		The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').
−		+	[[File:2000image009.jpg\|thumb\|Map of the site.]]
	'''Table I'''		'''Table I'''

Kelby.rose: /* Rising & Narrowing */

2010-12-06T18:21:31Z

Rising & Narrowing

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	=== Rising & Narrowing ===		=== Rising & Narrowing ===
		+
		+	----

	Following a very simple procedure, the total rising or narrowing was divided by the number of floor timbers over which it was to be distributed by a simple algorithm called besta (cross-bow) in Portuguese, the equivalent of the Italian mezzaluna. This algorithm was therefore utilized to build a gauge, called graminho, with the full scale measures to be added or subtracted from the main mold of the midship floor.		Following a very simple procedure, the total rising or narrowing was divided by the number of floor timbers over which it was to be distributed by a simple algorithm called besta (cross-bow) in Portuguese, the equivalent of the Italian mezzaluna. This algorithm was therefore utilized to build a gauge, called graminho, with the full scale measures to be added or subtracted from the main mold of the midship floor.
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	[[File:2000image030.jpg\|thumb\|right\|Typical rising and narrowing of the bottom indicated in the Portuguese texts. ]]		[[File:2000image030.jpg\|thumb\|right\|Typical rising and narrowing of the bottom indicated in the Portuguese texts. ]]
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	'''Table V'''		'''Table V'''

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	\|-		\|-
	\|}		\|}
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−	~~----~~

	According to Father Oliveira, an India route nau must have 18 rumos of keel, three midship frames, and 18 pre-designed frames before and abaft these three master frames. The total rising of the bottom should be the equivalent to one room-and-space to the bow, and one and a half room-and-space to the stern. I moved on to varying the number of pre-designed frames, as well as the value of the rising, since the Livro Náutico determined that an India nau should have one single master frame, and 17 pre-designed frames before and abaft of the master frame, and the rising being three palmos de goa - one rumo equaled six palmos de goa - to the stern (the rising in the direction of the bow is not mentioned). Lavanha's Livro Primeiro indicates only one master frame and five pre-designed frames fore and aft, but mentions an old method with 15 pre-designed frames to each side of a single master frame. Fernandez's Livro de Traças indicates also 15 pre-designed frames to each side of three master frames.		According to Father Oliveira, an India route nau must have 18 rumos of keel, three midship frames, and 18 pre-designed frames before and abaft these three master frames. The total rising of the bottom should be the equivalent to one room-and-space to the bow, and one and a half room-and-space to the stern. I moved on to varying the number of pre-designed frames, as well as the value of the rising, since the Livro Náutico determined that an India nau should have one single master frame, and 17 pre-designed frames before and abaft of the master frame, and the rising being three palmos de goa - one rumo equaled six palmos de goa - to the stern (the rising in the direction of the bow is not mentioned). Lavanha's Livro Primeiro indicates only one master frame and five pre-designed frames fore and aft, but mentions an old method with 15 pre-designed frames to each side of a single master frame. Fernandez's Livro de Traças indicates also 15 pre-designed frames to each side of three master frames.
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	Both these values of the flat of the midship frames, or plão, as it was designated in Portuguese, and the total narrowing, are perfectly within the values indicated by Father Fernando Oliveira. For a length of keel of 18 rumos (27.72 m), the stem should spring forward 6 rumos (9.24 m) and the sternpost rake abaft 1 palmo for each 4 or 4.5 palmos of length, which makes a rake of around 1.3 to 1.5 rumos (2.05 to 2.30 m). Oliveira says that the midship frame should have a maximum breadth at the second deck of between 1/3 to 1/2 the keel length or, in other words, 6 to 9 rumos (9.24 to 13.86 m), and 8 rumos (12.32 m) as a fair value. He then goes on stating that the flat of the midship should be between 1/3 and 1/2 of the maximum breath, which is, for the 8 rumos established, 2.67 to 4 rumos (4.11 to 6.16 m).		Both these values of the flat of the midship frames, or plão, as it was designated in Portuguese, and the total narrowing, are perfectly within the values indicated by Father Fernando Oliveira. For a length of keel of 18 rumos (27.72 m), the stem should spring forward 6 rumos (9.24 m) and the sternpost rake abaft 1 palmo for each 4 or 4.5 palmos of length, which makes a rake of around 1.3 to 1.5 rumos (2.05 to 2.30 m). Oliveira says that the midship frame should have a maximum breadth at the second deck of between 1/3 to 1/2 the keel length or, in other words, 6 to 9 rumos (9.24 to 13.86 m), and 8 rumos (12.32 m) as a fair value. He then goes on stating that the flat of the midship should be between 1/3 and 1/2 of the maximum breath, which is, for the 8 rumos established, 2.67 to 4 rumos (4.11 to 6.16 m).
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	'''Table VI'''		'''Table VI'''
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	\|}		\|}
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	Recording and reconstructing the shape and size of the 39 central frames is only the first step in the reconstruction of the entire hull. The next step was to analyze the curvature of the preserved futtocks, and try to determine how the midship section was designed, at least to the water line. From there it was possible to conjecture a plausible shape of the hull to the water line, and also an acceptable full volume of the hull. The positions of the hatches, pumps, capstans, and maststeps are fairly well defined in the texts above mentioned, as well as the size and shape of the fore and aft castles, the size and rake of the main mast, and the length of the remaining masts, as well as some of the yards. Many questions remain to be answered though, and many more will certainly appear as the reconstruction work evolves.		Recording and reconstructing the shape and size of the 39 central frames is only the first step in the reconstruction of the entire hull. The next step was to analyze the curvature of the preserved futtocks, and try to determine how the midship section was designed, at least to the water line. From there it was possible to conjecture a plausible shape of the hull to the water line, and also an acceptable full volume of the hull. The positions of the hatches, pumps, capstans, and maststeps are fairly well defined in the texts above mentioned, as well as the size and shape of the fore and aft castles, the size and rake of the main mast, and the length of the remaining masts, as well as some of the yards. Many questions remain to be answered though, and many more will certainly appear as the reconstruction work evolves.

Kelby.rose: /* Wrecks Near São Julião da Barra */

2010-12-06T18:20:42Z

Wrecks Near São Julião da Barra

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	\|}		\|}
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	=== Identification of the Pepper Wreck ===		=== Identification of the Pepper Wreck ===

Kelby.rose: /* Scantling List */

2010-12-06T18:20:27Z

Scantling List

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	\|-		\|-
	\|}		\|}
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	During the 16th and 17th centuries a small fleet would leave Lisbon for India almost every year, making the India route the longest regular route of its time. The ships were designed and built specifically to sustain a six-month-long trip. These vessels had to offer enough space for their crew and passengers, together with their victuals, and leave enough free space for the large amounts of merchandise brought back on the return trip. Their main cargo - peppercorns - was a very light commodity to store in the holds, especially if these vessels were to carry heavy artillery on the upper decks.		During the 16th and 17th centuries a small fleet would leave Lisbon for India almost every year, making the India route the longest regular route of its time. The ships were designed and built specifically to sustain a six-month-long trip. These vessels had to offer enough space for their crew and passengers, together with their victuals, and leave enough free space for the large amounts of merchandise brought back on the return trip. Their main cargo - peppercorns - was a very light commodity to store in the holds, especially if these vessels were to carry heavy artillery on the upper decks.

	Therefore, a large amount of ballast had to be added, creating an even greater demand for space in the holds. All things considered, it seems incredible that the average late 16th century India route nau had a keel length of less than 30 m (100 ft.).		Therefore, a large amount of ballast had to be added, creating an even greater demand for space in the holds. All things considered, it seems incredible that the average late 16th century India route nau had a keel length of less than 30 m (100 ft.).
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	== Shipbuilding Texts ==		== Shipbuilding Texts ==

Kelby.rose: /* Wrecks Near São Julião da Barra */

2010-12-06T18:20:13Z

Wrecks Near São Julião da Barra

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	=== Wrecks Near São Julião da Barra ===		=== Wrecks Near São Julião da Barra ===
−
−	The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').
−
	----		----
		+	The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').

	'''Table I'''		'''Table I'''

Kelby.rose: /* Wrecks Near São Julião da Barra */

2010-12-06T18:19:46Z

Wrecks Near São Julião da Barra

← Older revision		Revision as of 18:19, 6 December 2010
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	The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').		The records often correspond with and explain the provenience of artifacts retrieved or located near São Julião da Barra. These known wrecks date from the late 16th century to the middle 20th century ('''Table I''').
−

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Kelby.rose at 18:18, 6 December 2010

2010-12-06T18:18:47Z

← Older revision		Revision as of 18:18, 6 December 2010
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	== Introduction ==		== Introduction ==
	[[File:Gui-00-02.jpg\|thumb\|Our facilities at Cascais's marina (Photo: Gui Garcia).]]		[[File:Gui-00-02.jpg\|thumb\|Our facilities at Cascais's marina (Photo: Gui Garcia).]]
		+	[[File:2000image005.jpg\|thumb\|left\|The Pepper Wreck (Photo: Francisco Alves).]]
		+	[[File:2000image003.jpg\|thumb\|left\|Raising the starboard garboard plank (Photo: Gui Garcia).]]

	The fourth and final field season on the Pepper wreck finished in August 2000, at least in terms of the field work. It was sponsored by the Instituto Português de Arqueologia (IPA), through its underwater archaeology department, the Centro Nacional de Arqueologia Náutica e Subaquática (CNANS), and the INA. In this last season we were also sponsored by MARCASCAIS, the company that manages the new marina of Cascais, where our boats were stationed. This wreck, thought to be the remains of an early 17th century Portuguese East Indiaman was discovered in 1994.		The fourth and final field season on the Pepper wreck finished in August 2000, at least in terms of the field work. It was sponsored by the Instituto Português de Arqueologia (IPA), through its underwater archaeology department, the Centro Nacional de Arqueologia Náutica e Subaquática (CNANS), and the INA. In this last season we were also sponsored by MARCASCAIS, the company that manages the new marina of Cascais, where our boats were stationed. This wreck, thought to be the remains of an early 17th century Portuguese East Indiaman was discovered in 1994.
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	Excavation began in 1996 and yielded a collection of thousands of artifacts, as well as part of the hull structure. Objectives in 2000 were to complete the recording of the remaining hull timbers to permit study, analysis, and partial reconstruction of the hull.		Excavation began in 1996 and yielded a collection of thousands of artifacts, as well as part of the hull structure. Objectives in 2000 were to complete the recording of the remaining hull timbers to permit study, analysis, and partial reconstruction of the hull.

−	[[File:~~2000image003~~.jpg\|thumb\|~~left\|Raising the starboard garboard plank~~ (Photo: ~~Gui Garcia~~).]]	+	[[File:2000image007.jpg\|thumb\|Large concretion at SJB1(Photo: Filipe Castro).]]

	Part of the timbers were raised, and part left in situ under a layer of sand bags, protected from the strong dynamics of the sea. A new area was inspected, a scarce 100 m from the SJB2 site, where timber remains had been spotted last winter by our longtime collaborator and close friend Carlos Martins. A very experienced diver, Carlos Martins has found most of the sites around São Julião da Barra, and has been our best guide to archaeological sites on that rough bottom. A layer of sand no less than 2 m thick, as well as a strong current, prevented us from reaching its level in the three trial trenches that we opened.		Part of the timbers were raised, and part left in situ under a layer of sand bags, protected from the strong dynamics of the sea. A new area was inspected, a scarce 100 m from the SJB2 site, where timber remains had been spotted last winter by our longtime collaborator and close friend Carlos Martins. A very experienced diver, Carlos Martins has found most of the sites around São Julião da Barra, and has been our best guide to archaeological sites on that rough bottom. A layer of sand no less than 2 m thick, as well as a strong current, prevented us from reaching its level in the three trial trenches that we opened.