Large clinker built cargo vessels from the late medieval period in Northern and Western Europe -The Mönchgut 92 wreck in context

Klara Fiedler

Large clinker built cargo vessels from the late medieval period in Northern and Western Europe -The Mönchgut 92 wreck in context

Klara Fiedler

2016

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241 pages

Abstract
AI

This research focuses on the significant archaeological findings of large clinker-built cargo vessels from the late medieval period in Northern and Western Europe, specifically examining the Mönchgut 92 wreck. Dated to 1448/49 AD, the study involves a comparative analysis of construction details from 20 well-documented shipwrecks of similar design and era. The results indicate remarkable uniformity in materials, construction technology, and design, with some regional variations observed. The study enriches the understanding of shipbuilding traditions and practices during the late medieval period.

Key takeaways
AI

The Mönchgut 92 wreck dates to 1448-49 AD, highlighting late medieval shipbuilding techniques.
The excavation revealed significant finds, including 66 copper ingots and five barrels.
The wreck site measures 16x18 m and features key structural elements of clinker-built vessels.
Construction details suggest the vessel was over 20 m long, indicative of large cargo capacity.
The study aims to contextualize shipbuilding practices of large clinker-built vessels in Northern Europe.

Figures (217)

Fig. 1.2: Site plan, Ménchgut 92 (Based on hand drawing by Landesamt fiir Kultur und Denkmalpflege, Schwerin and on FaroArm recording of timbers). The site was excavated during a five week long field campaign. When the site was discovered a mount of ballast stones and cargo as well as tim- ber fragments were exposed on the sea floor. The site was documented by a site plan drawing in three different layers, with photos and with vid- eo footage. The timbers were labelled on site with individual timber numbers. After the documen- tation of the site the timbers were carefully lift- ed for further documentation on land. ‘The site expanded over an area of 16x18 m and consisted Fig. 1.1: Site location, Ménchgut 92 (Map produced based on Google maps).

Fig. 1.3: Copper ingot no. 45 (Landesamt ftir Kultur und Denkmalpflege, Schwerin, 2010).

Fig. 1.4: Barrel no.1, after recovery from the site (Landes- amt fiir Kultur und Denkmalpflege, Schwerin, 2010).

Fig. 1.5: Clinker built cargo vessels comparable in size and date to the Ménchgut 92 wreck. sources (Hutchinson, 1994:5-20; Friel, 1995:35- 38; Crumlin-Pedersen, 2010:113-124; Adams, 2013:99-100). Whereas the Nordic tradition has been found and thoroughly documented archae- ologically in a large data material of archaeolog- ical wrecks (Crumlin-Pedersen, 2004), the cog was first tentatively identified archaeologically with the find of the Bremen cog in 1961 (Flied- ner, 1982; Crumlin-Pedersen, 2000:231-233). The hulk, despite the fact that the ship type according to historical written sources, took over from the cog as main cargo carrier in Northern Europe in the end of the medieval period, has never been identified archaeologically (Weski, 2000:101-102; Adams, 2013:99). Several large clinker built ves- sels from the late medieval period found in North- ern and Western Europe, have been claimed to be possible hulks. These wrecks include among oth- ers: the W-5 (Litwin, 1980:225), the Bole wreck (Daly and Nymoen, 2008:157), the Skaft6 wreck Relating to historically derived type names is not the only way that archaeologists categorize water craft. Sometimes wrecks are given national affilia- tion, or it is attempted to determinate the cultural origins for the wreck (Hocker, 2004b). Some re- searchers have applied an evolutionary approach to the categorisation of water-craft, where the

Fig. 2.1: Typical late Nordic clinker construction (Adams, 2013:54). Within the research tradition of history, the large cargo vessels of medieval Northern Europe have generally been divided into three different ‘types; the names of which derive from contemporary written sources. The characteristics of the dif- ferent types have mainly been derived from ico- nography. The three types are: the keel, the cog and the hulk (Fliedner, 1969:39:93; Gardiner and Unger, 1994:11-46; Hutchinson, 1994:5-20; Friel, 1995:35-38: Crumlin-Pedersen, 2010:113-124: Of course reality is not as clear cut as the above paragraph might imply. The historical and archae-

Fig. 2.2: Generic cross section of a medieval cog, a) keel plank, b) keelson, c) mast step, d) flush laid bottom planks, e) over- lapping side planks, f) hooked nail, g) caulking, h) lath, j) sintle, k) frame, 1) contemporary cleat (Adams, 2013:57). posts are scarfed to the keel and often connect- The internal timbers consist of heavy framing timbers, a keelson, through-beams and large beam knees. The posts are normally straight and often consist of an inner and an outer post. The posts are scarfed to the keel and often connect-

Fig. 2.3: The town seal from New Shoreham of 1295. the Latin inscription reads: hoc hulci singno vocor os sic no- mine dingno (By this symbol of a hulk I am called mouth which is a worthy name) (Hutchinson, 1994:11). source, the town seal from New Shoreham dated

Fig. 3.1: Interrelated constraints on the form, structural characteristics, appearance and use of watercraft. (Adams, 2013:23). As Adams points out it is strictly speaking not a model at all, as the diagrams represent infinite fluidity. Boats and ships are among the largest and the most complex artefacts built in almost any pre-industrial society (Muckelroy, 1978:3; Ad- ams, 2013:22). Shipwrecks are therefore highly valuable assemblages of material culture that can tell us a great deal about the societies that pro- duced them (Adams, 2013:1 and 22). Further- more ships represent an enormous investment of resource and skills of different crafts. Ship- building is therefore a complex social activity (ibid.:22). Adams defines a vessel as a product of dynamic tension between the stimuli behind the building and a large amount of constraints of environmental, technical, economical and ideo- logical character, as illustrated in fig. 3.1. ”...ships can be viewed as manifestation of the maritime Whereas all these typological approaches to wa- ter-craft can easily become archaeologica termined cate be (more or less) valid, they may a limitation on the analysis of the material if they are used as prede- gorisation schemes into which the archaeologica material is fitted. It is therefore important to examine wrecks (as with most oth- er archaeological material) in their own right, ice.

Fig. 4.1: Monchgut 92 during excavation (Landesamt fur Kultur und Denkmalpflege, Schwerin, 2010). The Nord-Stream gas-pipeline today runs through the Baltic sea and connects Vyborg in

Fig. 4.2: Site plan drawing (Landesamt ftir Kultur und Denkmalpflege, Schwerin, 2010). The excavation of the Ménchgut 92 wreck site was conducted during a five week period in June and July 2010. The site was drawn ‘as found’ and documented with photographs and video footage (Staude and Schmidt, 2011). The ballast stones were removed, the copper ingot and barrels were raised and a layer of sand was dredged away to expose the preserved wreck structure (fig. 4.1). A site plan of the wreck in situ was produced (fig. 4.2), and the timbers were given individual tim-

Fig. 4.3: Labelled timbers under water (Landesamt fiir Kultur und Denkmalpflege, Schwerin, 2010). VOCUMENLALLON OF LIMOETS The timbers were further documented on land with timber descriptions, photographs, laser scan- ning and drawings produced by trigomat mea- suring. It seems though, that not all timbers were registered using all four forms of documentation or, alternatively, that some data now are missing from the archive. Furthermore there is some in- consistency in the classification as well as the name/number of timbers. In some cases the same timber appears with a different number in differ- ent archive folders. Appendix 1 is a review of the timber recording data and presents an overview over missing registrations and double numbering. 91 timbers were documented in the data archive,

Fig. 4.4: Trigomat illustration of plank 19 and floor timber 57 (not to scale) (Landesamt fiir Kultur und Denkmalpflege, Schwerin, 2010).

Fig. 4.5: Texturised laser scan of floor timber 46-47 (Landesamt fiir Kultur und Denkmalpflege, Schwerin, 2010). GbR, and are present in the data archive with one sheet per timber in scale 1:5, 1:10 or 1:20. For planks the drawings illustrate either the inboard or the outboard surface, one edge-surface and a cross-section. For frame elements the drawings illustrate a sided and a moulded surface together with a cross-section. The illustrated surfaces are represented by the outline of the edge in a black line and the visible part of the edge of the oppo- site surface in a grey line. On the surface features such as lands, scarfes, joggles, trenails, nail holes, L. and Schott, M. 2010: 3D-Dokumentation von Schiffsholzern. Insel Riigen. 3D-Modellierung und fotorealistische Texturierung. Vermittlungsbericht und Dokumentation. ArcTron3D, GmbH, Alten- thann, Germany. The finished digital 3D models are present in three formats; VRML format, STL format and as an aSPECT 3D-Viewer-version. Furthermore the laser scan archive folder con- tains JPEG files of the laser scanned timbers with texturised surfaces (fig. 4.5).

‘ig. 4.6: Ménchgut 92, site plan without dunnage and ceiling planking

Fig. 4.8: Timbers stored in one of the water tanks. Fig. 4.7: Cleaning and recording of timbers.

recorded — inboard and outboard, and for frames and other square-boxed timbers four surfaces were recorded. Small stainless steel screws were inserted into the timbers as control points. The points were used as reference points when mov- ing or turning the timber during recording in or- der to access all surfaces. Within Rhinoceros3D the surfaces of a timber were recorded in sepa- rate layers. For each layer/surface an established sub-layer system exits into which different infor- mation and features were recorded. The sub-layer system contains layers for recording edges, sap- wood, damage, cracks, grain run, different types of fasteners, concretion, rot, wear from use, tool marks, intentional marks, cross sections, sample locations etc. (see appendix 5). Recording the three-dimensional timbers one surface at a time makes it relatively easy to transform the data into two-dimensional drawing for a traditional timber catalogue (Nayling and Jones, 2012:321). Rhinoceros3D.

Fig. 5.2: Diagram of measured dimensions on the keel. The deadrise angle differs significantly between starboard and port side of the keel. Along the central portion of the keel segment, the starboard deadrise angle is around 74° and the port around 66.2°. This difference might be due to dis-forma- tion of the timber. Along the last third of the keel segment the angles rise to, respectively 96° on starboard and 91.9° on port. This indicates that

Fig. 5.4: Ménchgut 92, site plan, hull planks are highlighted in grey.

Fig. 5.6: Axe marks on the scarf table of plank 113. the lower edge of the plank. As mentioned above, the planks are converted by radially splitting logs. This conversion process is undertaken by first splitting logs with the use of wedges into halves, then quarters, eighths, and so forth, until the desirable plank thickness is achieved (fig. 5.5). The product is wedge shaped raw planks, narrowing towards the pith of the log with the sapwood at the wider edge, which can then be hewn into shape (Goodburn, 2009:71- 72; Schweitzer, 2013:38-40). Radially split planks are stronger than sawn planks, they shrink less in breadth and are less liable to warping and split- ting than sawn planks (McGrail, 1998:30-31; Bill, 1997:100). Tool marks from axe/adze and pos- sibly plane on the Monchgut 92 planks are the result of the final hewing and trimming of the planks (fig. 5.6). result of the final hewing and trimming of the

Fig. 5.5: Conversion method for radially split planks (Good- burn, 2009:72).

Fig. 5.8: Outboard land rabbeted into the aft of plank 82- 119. Fig. 5.7: Illustration of clinker nail, rove, land and caulking groove (after Nayling, 1998:102).

Fig. 5.11: Score mark on fore scarf table of plank 18-112. Fig. 5.10: Notched scarf table on plank 83.

Fig. 5.9: Cross section of plank 82-119.

Fig. 5.12: Moénchgut 92, site plan, hull frames are highlighted in grey.

Fig. 5.14: Axe marks on outboard surface of floor timber 54-56b. Fig. 5.13: Cross section of side timber 66. Note the rounded edges and the sapwood at the edges of the frame.

Fig. 5.15: Monchgut 92, site plan, trenail positions are highlighted in red

Fig. 5.16: Dimensions, angles and selected features measured on framing timbers (Nayling, 1998:80) While some frames are fully boxed square on the outboard surfaces with fully worked joggles, oth- ers have much of the original round cross section of the log/branch preserved, with the joggles just slightly worked. The keelson and stringer were notched over and connected to the frames with trenails. Blind trenail holes on the inboard sur- face of the frames show their position. Further- more the saddle of one floor timber (floor timber 46-47, F8) was worked with a notch to receive the

Fig. 5.17: Notched saddle on floor timber 46-47.

Fig. 5.18: Limber hole on floor timber 54-56b.

Fig. 5.19: Ménchgut 92, site plan, keelson and stringer are highlighted in grey.

Fig. 5.20: One of the scalloped positive notches on the keelson.

Fig. 5.22: M6énchgut 92, site plan, ceiling planks are highlighted in grey.

Fig. 5.23: Nail head impression on the outboard of plank 82-119. 6 nails: two on each land and two centrally

Fig. 5.24: Rove impression on the inboard of plank 82-119.

Fig.5.27: Wedged trenail in floor timber 38-45 (Landesamt fiir Kultur und Denkmalpflege, Schwerin, 2010). Fig. 5.26: Domed trenail head on the outboard of plank 117.

Fig. 5.28: Old nail hole plugged with wooden plug on plank 69 (Landesamt fiir Kultur und Denkmalpflege, Schwerin, 2010).

Fig. 5.30: Caulking preserved on the land of plank 17 (Landesamt fiir Kultur und Denkmalpflege, Schwerin, 2010).

Fig. 5.31: Caulking material through microscope (Photo: Michelle Taube).

Fig. 5.29: Chisel marks around nail hole on the inboard of plank 89 where old rove was removed.

Fig. 5.33: Textile used as caulking on the scarf betweer planks 101 and 11 (Landesamt ftir Kultur und Denkmal- pflege, Schwerin, 2010). resents a repair of the hull (see above) it is not surprising that it had been caulked with a mate- rial differing from that of the rest of the vessel. The fragmentary remains of the textile were pre- served on the scarf table of the adjacent plank 11. Unfortunately the textile was not conserved after the excavation. It is documented with a few pho- tos (fig. 5.33). The textile is a ‘two-shaft’ or plain tabby. This means that the weave is going under and over one warp-thread at the time (Andersen, 1995:253). Both warp and weave are z-spun, there are four threads per cm in the warp and three threads per cm in the weave. The textile can be characterised as coarse and loosely woven. 1995:253). Both warp and weave are z-spun, there A significant amount of tar, which was used as wood preserver and waterproofing agent was pre- served on the wreck, both on the surfaces of tim- bers and especially within the caulking material. A large number of samples composed of caulking material and tar were sampled during the record- ing of the wreck. Twenty of these samples have been analysed by The British Museum as part of the project: Ancient Maritime Pitch and Tar: a multi-disciplinary study of sources, technology and preservation (Burger, 2012). Gas chromatog- raphy-mass spectrometry (GC-MS) was used to determine the composition of the tar. All samples were identified as pure conifer tars, originating from the early stages of firing of resin or wood, at

Fig. 5.35: Ménchgut 92, site plan with dunnage highlighted in grey.

Fig. 5.36: Dunnage timber 29 with notch (Landesamt fir Kultur und Denkmalpflege, Schwerin, 2010). bl Dunnage are pieces of wood, matting, or similar material used to keep a cargo in position ina ship’s hold. On top of and in between the ceiling plank- ing of the Ménchgut 92 wreck a layer of spars were found which are interpreted as dunnage (fig. 5.35). In total 46 spars/branches and fragments here of were recorded on site, 12 of these were lift- ed during the excavation of the wreck. The major- ity of these are un-worked natural branches, 5-22 cm in diameter, many of which have bark pre- served. Several different wood spices are present, among them are birch, oak and soft wood. Some

Fig. 5.37: The chronological position of the dated plank samples (Daly, 2010:2).

Fig. 5.38: The relative position of the four undated keel and framing timbers. One of the floor timber has sapwood and bark edges preserved and was felled in winter (Daly, 2010:3). The first side timber (26) in frame station F10 is fitted with the upper scarf on top of the second side timbers (27) lower scarf, this means that the second side timber was fastened to the hull plank- ing before the first side timber. This sequence of construction might well have been present at more frame stations throughout the hull, as is know from for example the Aber Wrac’h I (Alex- andra Grille, pers. comm. 28.02.2015).

Fig. 5. 39B: Criteria for the recognition of the size of the parent vessel of loose timbers (McGrail, 1993:11)

Fig. 5.39A: Differentiation of boats and ship, based on over- all length (McGrail, 1993:21).

Fig. 5.40: Model of the preserved wreck section, created in Rhinoserous3D (Thomas van Damme, based on laser scans of the timbers by the Landesamt fiir Kultur und Denkmalpflege, Schwerin, 2010).

Fig. 6.1: Dates of the comparative wrecks. The Moénchgut 92 wreck serves as a starting point for the comparative analysis. The chronological delimitation of the study is the late medieval pe- riod (fig. 6.1). The geographical delimitation for the study is Northern and Western Europe (fig. 6.2). Defining the geographical boundaries for a comparative analysis when dealing with seagoing cargo vessels is difficult. The mobility of the ves- sels give find locations and national borders little

Fig. 6.2: Find locations of the comparative wrecks (created based on SVG map from wikimedia commons).

Fig. 6.4: Distribution of keel shapes. clinker building tradition (McGrail, 2009:227). Gundersen (2012:79) has observed a possible di- vision of T-shaped and U-shaped keels in relation to vessel size in the material of clinker built ves- sels excavated in the Harbour of Oslo as part of the Barcode project. T-shaped keels being more common in smaller vessels and U-shaped keels in larger vessels. The Barcode material consists of later and smaller vessels than the vessels un- der investigation here. None the less the observed tendency is interesting for the data material at hand, as 13 of the vessels have U-shaped keels, while only three have T-shaped keels, four keels are of unknown shape (fig. 6.4).

Fig. 6.3: Distribution of different keel types.

Fig. 6.5: Selected cross sections of the W5 keel (Litwin, 1980:219). Fig. 6.6: Scaled cross sections of the keels with known dimensions. The cross sections are taken as close to midship as possi- ble. The cross section shown from the Ménchgut 92 is located well aft of amidship and is therefore not directly comparable to the other cross sections. Where only maximum moulded and sided dimensions are known, these are indicated to allow for a comparison of relative size.

The majority of the vessels included in this study have a straight sternpost and a curved stempost, Fig. 6.9: Distribution of different sternposts. Fig. 6.10: The partially preserved sternposts of (top left): Sandwich (Milne, 2004:253). Top right: J137 (van Holk, 1986:fig. 3) Bottom left: W-5 (Litwin, 2014:180). Bottom right: Skafté (von Arbin, 2012:70).

Fig. 6.8: Distribution of different sternposts.

Fig. 6.11: A depiction ofa three masted ship with a flat tran- som, dated 1409. From Libre de les Ordinaciones de PAd- ministrador de les Places (Tanner, 2013:60). only three of the vessels (Kalmar I, Kalmar IV and G35) have straight stemposts (fig. 6.8 and 6.9). The majority of posts are too fragmentari- ly preserved to conduct a comparison. The angle of eight of the sternposts is known, it varies from 98°-132°. Generally the stemposts seem to consist of one timber with one continuous rabbet, where- as the sternposts seem to comprise several ele- ments, often consisting of an inner and an outer post. Some sternposts have a continuous rabbet, whereas those of the Skaft6, W-5 and J137 wrecks have steeped rabbets to receive hood-ends of the lower strakes. Four partially preserved sternposts are shown in fig. 6.10. Two of the vessels in the data material (Newport and Riddarholm) are re- constructed with a flat transom. There is no ar- chaeological evidence for this, but the earliest de- piction of a flat transom from Northern Europe is from 1475 AD (Tanner, 2013:60). It is further- more discussed if a depiction as early as 1409 AD (fig. 6.11), is illustrating a flat transom (ibid.). Rudders

Fig. 6.12: Distribution of different plank conversions. Hull planking

Fig. 6.13: Three different techniques of strake fastenings in Northern Europe in the medieval period. A: (Nordic/Scan- dinavian tradition) clinker nail and rove, seams are caulked with animal hair. B:(Slavic tradition) small wooden trenails or pegs, seams are caulked with animal hair. C: (Cog tradi- tion) hooked or double bent nails, moss is used as caulking and held in place by wooden laths and iron sintles on the inboard of planks seams (Crumlin-Pedersen, 1997:29)

Fig. 6.15: Known variations of three different elements it boat nails. Fist column: heads, second column: shanks, third column: roves or apexes (Bill, 1994:57).

Fig. 6.14: Distribution area of different fastening method in the 7th to 13th century (Marsden, 1994:173).

Fig. 6.16: Distribution of the different types of fastenings.

Fig. 6.18: Distribution of the different types of caulking ma- terial.

Fig. 6.20: Distribution of different types of caulking materi- al in keel and/or post rabbets. Fig.6.21: Distribution of different types of caulking material on scarfs.

Fig. 6.19: Distribution of different types of caulking mate- rial on lands.

Fig 6.22: Distribution of different animal hairs in the caulk- ing.

Fig 6.23: Geographical distribution of comparative wrecks. The wrecks are colour coded by group (created based on SVG map from wikimedia commons). There is a tendency that the frames of the ves- sels in this group are generally smaller and more closely spaced than in the vessels in group 2. An exception is the Skjernosund 3 wreck, which has a larger frame spacing, comparable with the ves- sels in group 2. Through-beams are present in two out of the five wrecks in this group, they might sels in group 2. Through-beams are present in two

Fig. 1: Site plan, Skjernoysud wreck 3. Maritime Archae- ology Program, field school 2011 (Auer and Maarleveld, 2013:Appendix).

Fig. 2: Eroded mast step supports on top of ceiling plank. The space between the supports is filled with stacked oak plank fragments. Photo: J. Auer (Auer and Maarleveld, 2013:21).

Fig. 3: The timbers from the Bole wreck. Varden newspa- per, 29 September 1959 (Daly and Nymoen, 2008:154).

Fig. 4: 1:10 model in wood of the Bole wreck, made in 1978 Norwegian Maritime Museum (Daly and Nymoen, 2008:157). Se: eee ee ee eee The keel is 16 m long and broken in two parts, the parts are respectively 12.75 and 3.25 m long. The keel is low and broad with a maximum sided dimension of 60 cm (Daly and Nymoen, 2008) and a maximum moulded dimension of 30 cm (Auer and Maarleveld, 2013:36). The keel has rabbets along both sides to re- ceive the garboard strakes. The keel rabbets were caulked with moss. Trenails which originally connected the frames to the keel are located along the centre line indicating the position of some of the frame sta- tions (Nymoen, Unpublished material). The shape of the aft end of the keel suggests that the vessel might

Fig. 5: A) The keel of the Bole wreck. B) Nail head and rove impressions on hull planks. Norwegian Maritime Muse- um (Daly and Nymoen, 2008:156). . tala CLITLUeTS {1 floor timbers are stored at the Museum and archived as deriving from the ship, it is though not certain hat all are from the Bole wreck (Nymoen, Unpublished material). Al framing timbers have joggles to fit linker laid planking. The dimensions of the seven side timbers excavated in 2005 are on average 19 cm sided. One side timber (B 1007) is 13 cm moulded. The frames were fastened to the hull planking with renails of 3.4 cm in diameter (Nymoen, Unpublished material). No further information on the framing imbers is available to date.

Fig. 6: Sketched site plan, Avaldsness. Sketch: H. Alopaeus (Alopaeus and Elvestad, 2004:76) Keel and posts . Se The keel was not exposed during excavation and its dimension and shape are therefore not known. The lower section of the sternpost is preserved and still connected to the keel, it is straight and the angle be- tween keel and stern is 113°. The impression of a fitting on the preserved part of the sternpost most likely stems for the attachment of a stern rudder (Alopaeus and Elvestad, 2004).

Fig. 7: Sketched mast step, Avaldsness. Sketch: H. Alopaeus (Alopaeus and Elvestad, 2004:78).

Fig. 8: Keel, keel scarf and hypothetical shape and dimension of stempost, Foldray. Drawing: A. Thowsen (Thowsen, 1965:40).

Fig. 9: Reconstruction of cross section, approximately mid- ships, Foldray. Drawing: A. Thowsen (Thowsen, 1965:47). Norway. The wreck site was found as the result ships, Foldrey. Drawing: A. Thowsen (Thowsen, 1965:47) of a systematic search by local sport divers for a wreck known from oral tradition by local fishermen. The Norwegian Maritime Museum in collaboratic with a local sports diving club conducted a two week excavation at the site in 1990. The wreck was doct mented and thereafter covered with sand, fibertex and gravel for in situ preservation. A large part of tl wreck was, prior to the excavation, protected under its cargo of large bricks and granite blocks. A lar; articulated section of the lower hull of the wreck is preserved, including the entire keel and sternpost, tl lower section of the stempost, several strakes of hull planking, frame stations, ceiling planking, the kee son with mast step, mast step supports as well as a layer of dunnage consisting of birch trunks and stra (fig. 10). Due to the coherent nature of the wreck it was not possible to document all timbers in dete during the excavation. The vessel is clinker built and all timbers are oak. A sample for dendrochronolos was taken from the stempost, but the analysis gave no clear result. A C-14 analysis dates the wreck to b tween 1280 AD and 1400 AD (Teisen, 1994). Norway. The wreck site was found as the result

SANCEEL UIT prerks The keel was not documented in detail, it is preserved in its full length and has rabbets on both sides to receive the garboard strakes. Scarfs for stern and stempost are preserved at the ends of the keel, but are not published in detail. The lower part of the stempost was preserved and raised for dendrochronologi- cal sampling. The sternpost consists of three joined sections and is 1 m long, 30 cm wide at the forward end and 10 cm wide at the aft. An impression of a fitting, most likely from the pintle holding the rudder,

Fig. 11: Cross section at the mast step, 9.71 m from stern, Hundevika ( Teisen, 1994:75). Framing timbers 4 lid The hull planks are 4 cm thick and 25 cm to 30 cm wide. The width of the land varies from 5 cm to 7.5 cm. No further details on the planks are published. On the site plan (fig. 10) it is possible to count 14 preserved strakes on port side, on starboard it is not possible to count the strakes, but it appears that approximately the same amount are preserved on this side. On the published sketch of the cross section at the mast step only 8 articulated and two loose planks are visible on port and 9 articulated and one loose on starboard (fig. 11). Strake seams and scarfs were fastened with iron clinker nails and roves, driven from the outboard and clinked over rectangular roves on the inboard. The caulking material between strakes was identified as two-stranded woollen cord (Teisen, 1994).

Fig. 12: Cross section 2.9 m from the stern, Hundevika (Teisen, 1994:75).

Fig. 13: Drawing of the aft section of the Skaft6é wreck with partially preserved stern rudder. Bohuslans museum (von Arbin, 2012:70). The keel was only partially exposed during the excavation. It is low, broad and has rabbets on both sides to receive the garboard strakes. It is assumed to have a maximum width of 45 cm and a length of 14 m. The stempost is preserved to a length of 6 m, it is curved and rabbeted. A 2 m section of the sternpost is preserved, it is straight and consists of two pieces, like the stempost it has a rabbet on both sides to receive the hood ends of strakes. The angle between keel and sternpost is approximately 122°. On the sternpost parts of an iron rudder gudgeon are preserved and higher up the impressions of another are visible. The stern construction is reinforced by iron bands, which bind together the sternpost and the keel (fig. 13) (von Arbin, 2012).

Fig. 14: Photo of notched plank from the Skafto wreck. Pho- to: S. von Arbin (von Arbin, 2012:71). MECUTEOET ULEEUIE UIE ULOLMOIEIUIE he original length of the vessel is by the excavators estimated to be around 25 m (von Arbin, 2012). It is ifficult to apply the criteria set up by McGrail (1993) for recognition of the size of parent vessels from ose timbers, as the only parameters available from the wreck are frame dimensions and plank thickness ;ased on these two parameters the vessel can be characterised as a ‘ship’ or ‘large ship’ (fig 5.39). he shape of the lower hull, based on the retrieved data can not be reconstructed, but according to the ex- avators, “The vessel seems to be rather sharp in the lower aft section, thus indicating good sailing properties von Arbin, 2012:70). The position of a mast step or steps are not known. A small wooden knee was founc utside the hull structure, it is possible that it formed part of the superstructure of the vessel.

Fig. 17: Kalmar II, keel and posts (Akerlund, 1951:P1.11).

Fig. 18: Kalmar II during excavation. Note the five pairs (one missing) of mast step supports on either side of the keelson (Akerlund, 1951:52).

Fig. 19: Schematic reconstruction drawing of Kalmar II (Akerlund, 1951:P1.30). The vessel was originally 19-20 m long and 5.8-6 m in breath, it had a rather flat bottom and was wide fore of amidships than aft. It had one mast, located slightly fore of amidships. Too little of the vessel i: preserved for producing an exact reconstruction. A schematic construction drawing of the vessel wa: made by Akerlund (1951), based on keel length, post angles, preserved lower cross section, indication fo: cross beams and mast position. No archaeological evidence is present for the height and superstructure o! the vessel (fig. 4) (Akerlund, 1951). The dimensions of the individual timbers suggest that the vessel car be classified as a ‘large ship’ based on the criteria set up by McGrail (1993) for recognition of parent vesse of loose timbers (fig. 5.39). The vessel has not been dated through dendrochronology and no associatec finds provide a date narrower than ‘the medieval period. Though in terms of constructional features anc size the vessel has a close affinity with the other vessels presented in this catalogue and hence typologically can be dated to the 14th or 15th century.

Fig. 20: Kalmar IV, site plan and two cross sections (Akerlund, 1951:P1.13). Kalmar IV

Fig. 21: Kalmar IV during excavation, photo taken from the bow (Akerlund, 1951:63).

Fig. 22: Kalmar IV, reconstruction of keel and stempost joined together and external wale (Akerlund, 1951:13).

Fig. 23: Kalmar IV, cross beam and cross beam knee, aligned based on dimension and location of fasteners and second kne found loose in the aft section of the wreck (Akerlund, 1951:P1.13).

Fig. 24: Schematic reconstruction drawing of Kalmar IV (Akerlund, 1951:P1.30).

Fig. 25: Site plan, Vedby Hage. The plan shows the ship parts as they were excavated on the seabed. The bottom of the ship was not present in the excavation area. Drawing: M. Gotche (Myrhgj, 2000:230).

Fig. 26: Beam-end fender. Vedby Hage. Drawing: M. Goth- che (Myrhgj, 2000:232).

Fig. 27: Reconstruction of the cross section at aft, near the windlass and midship at the maximum breadth. Vedby Hage. Drawing: M. Gotche (Myrhgj, 2000:232).

Fig. 28: W-5, aft most section of the hull, still containing part of the cargo. The tops of charcoaled frames and plank- ing are visible on the far right. Photo: L. Nowicz (Litwin, 2014:180). PRES UE EE VOW PONE VEE EU VEE MPO EU “On the basis of the preserved floor timber, the futtocks and the best preserved beam, the ship’s midship sec- tion can be estimated to have been about 5.6 m in width and 2.15 m in depth. The length was about 15.5 m.” (Myrhgj, 2000:233). Even though a reconstruction drawing of the cross section of the vessel was made during the post processing of the excavation (fig. 3), it is by the present author not considered possible to make a credible reconstruction with the limited data on hull shape which is available. Only one of the parameters for the identification of the size of parent vessels, based on dimensions of loose timbers es- tablished by McGrail (1993), namely the thicknesses of the hull planks, is published for the Vedby Hage wreck. Due to the limited data it is not feasible to apply the method for estimating the original size of the vessel. A dendrochronological analysis dates the vessel to 1435 AD. Unfortunately it is not known what constructional timbers were analysed. The analysed timbers have a provenance in Southern Zealand, Lol- land-Falster or Southern Scania (Myrhgj, 2000).

Fig. 29: W-5, wreck and cargo in situ 1975. Drawing: L Nowicz (Ossowski, 2014a:101).

Fig. 30: Section of starboard side being raised. W-5. Photo: L. Nowicz (Ossowski, 2014a:103).

Fig. 34: Marks carved into the hull planking of the W-5 wreck. Photo: J. Litwin (Litwin, 1980:220). iaiaaiadieaiialas «. The planks are radially split oak planks, on aver- age 37 cm wide and wedge-shaped in cross sec- tion, 6-7 cm thick at the lower edge and 4 cm at the upper edge. The lands are approximately 7 cm wide. the majority of the planks are chamfered and have shallow caulking groves along the lands. Strake seams were fastened with square shanked iron clinker nails. Most nails were inserted from the outboard and clinked over rectangular roves on the inboard, in some parts of the hull the nails were inserted from the inboard and clinked over roves on the outboard, most likely due to limited space on the inboard at these locations. The nails along strake seams were spaced 14-21 cm apart. The plank scarfs are up to 70 cm long and ori- entated so they open to the aft on the outboard. The scarfs are fastened with three additional clin- ker nails. Two different types of caulking material

Fig. 31: Cross sections of the keel, W-5. Drawing: J. Litwin (Litwin, 1980:219). Planking

Fig. 32: Inner sternpost and knee of the W-5 wreck at display at the National Maritime Museum, Gdansk. Photo: B. Galus (Litwin, 2014:180).

Fig. 33: The inner sternpost was connected to the keel by a tenon and mortise joint and was fastened with three trenails. W-5. Photo: J. Litwin. (Litwin, 2014:185).

Fig. 35: Frame station underneath cross beam. Note that the scarf of the floor timber is mounted on top of the scarf of the side timber showing that the side timber was inserted first. W-5 Photo: J. Litwin (Litwin, 2014:191).

Fig. 36: Section of starboard side of the vessel, including cross-beams. W-5. Photo J. Litwin. (Litwin, 2014:191).

BRCEUTEOET ULLEUIE UIE ULOLMOVIEVIE A digital reconstruction as well as a scaled physical model of the vessel were created in connection wit the restudying of the wreck prior to the publication of it in 2014 (fig. 37-39). The vessel is reconstructe with a length of 24 m, beam of 8 m, height of 4.5 m and a draft of 2.5 m (Zrodowski, 2014).The vessel ca: be characterised as a ‘large ship’ in the size categories set up by McGrail (1993) (fig. 5.39). Based on th preserved keelson fragments and mast step the vessel most likely had one mast (Litwin 1980 and 2014 It is noteworthy that the two cross beams in the aft area of the vessel are unique, there are no other cros beams at this level further forward on the preserved hull section. It is therefore possible that they support ed a sterncastle (Litwin, 1980). The origin of the cargo has been determined to various regions in Europ: the oak planks being the only cargo with a definite Polish origin (Ossowski, 2014b). It is likely that th goods had been taken on board in the port of Gdansk shortly before the vessel took fire and sank (Litwit 1985; Ossowski, 2014b). The wreck was initially dated to the first half of the 15th century based on a C-1 analysis and typology of lose finds (Litwin, 1980 and 1985). Later the timbers have been dated throug dendrochronology to 1399 AD and their provenance determined to Poland (Ossowski, 2014a). The tim

Fig. 38: Digital reconstruction of the shape of the W-5 wreck (Zrodowski, 2014:222).

Fig. 39: Scale model reconstruction of the W-5 shipwreck’s hull. Photo: National Maritime Museum Photography Unit (Zro dowski, 2014:221).

Fig. 40: Site plan of the Newport ship based on photogrammetric recording supplemented by hand drawings. Timber types are colour coded. The ‘piles’ are concrete piles driven through the wreck prior to its discovery. N. Nayling (Nayling and Jones, 2014a:247).

Fig. 43: A perspective view of the minimum reconstruction drawing of the Newport ship. P. Tanner (Nayling and Jones, 2014a:269). ing Iragmented cross beams and beam Knees, hatch covers and deck planks (fig. 41). The remains of the Newport ship have been thor- oughly documented and a reconstruction of the vessel both digitally and as a scaled solid model, have been produced. A plan of the site was created based on photogrammetry and 1:10 drawings of the wreck in situ (fig. 40 and 41). The wreck was thereafter dismantled and the timbers raised indi- vidually and stored in water tanks. The individual timbers were cleaned and documented digitally in 3D using FaroArm and the modelling software Rhinoceros3D. A scaled physical ‘as-found’ mod- el was produced by laser sintering in polyam- ide-12 nylon dust (fig. 42A), where after plastic ribbons were attached to the model to ghost in the missing areas of the hull and determine the likely location of stem and stern (fig. 42B). Finally a digital hypothetical minimum reconstruction

Fig. 41: Timbers lying within the Newport ship, colour cod- ed by major categories (Nayling and Jones, 2004a:248). available online at: http://archaeologydataservice.

Fig. 42: A) 1:10 scaled model of the hull remains of the Newport Ship, with individual model pieces created by laser sintering and fastened with micro-fasteners. B) Physical model with ribbons added to ghost in missing areas of the hull. Photo: T. Jones (Nayling and Jones, 2014a:265).

Fig. 44: a) Aft swelling in keel. Photo: S. Churchley. b) Cross section through keel and adjoining starboard garbaord show- ing rebate. c) Keel forward scarf with rebate for coin on inboard face. Newport Museum and Heritage Service (Nayling and Jones, 2014a:251).

Fig. 45: Alternating pattern of asymmetric floor timbers amidships (Nayling and Jones, 2014a:264).

Fig. 46: Reconstruction drawing showing what parts of the reconstruction were based on direct archaeological evidence and what parts are conjecture. P. Tanner (Nayling and Jones, 2014a:267).

Fig. 47: Sternpost fragment (S113/S104). Drawing: K. Bran- don (Milne, 2004:238). wreck. [hey are diamond-shaped in cross section, Fig. 47: Sternpost fragment ($113/S104). Drawing: K. Bran- losing about 1/3 of their thickness from centre- don (Milne, 2004:238). line to edge. Plank widths are approximately 30 cm and plank thicknesses 4-6 cm. Six scarfs were recorded, they are around 28 cm long and have an angle between 8° and 12°. If the vessel was constructed, as is normally the case with clinker built boats, with the outboard scarf edge facing aft, then all planks are from the starboard side of the vessel. The lands are on average 9 cm wide. The strake laps were fastened with iron clinker nails driven from the outboard through pre-drilled holes and clinked over rectangular roves on the inboard. No iron, apart from a few lumps of concretion, was preserved, but the nail head impressions on the outboard surface of the planks have a di-

Fig. 48: Naturally Y-shaped floor timber (S101). Drawing: K. Brandon (Milne, 2004:244). ameter of 5 cm, the nail holes are square, 1.5x1.5 cm and slightly tapering from outboard to inboard, the rove impressions are rectangular and measuring on average 5x7 cm. “An off-centre quadrant section of one or more sides of many of the nail holes led to the suggestion that all holes had been first drilled to a diameter of 5/8 in. (16 mm) and that a wooden dowel had been inserted prior to the nail being driven. If the nail was driven perfectly true, its four faces cut cleanly into the timber of the plank and no impression of the round hole remained. If it was slightly off-centre, however, then some part of the curvature of the drilled hole was visible and in several instances fragments of transverse wood fibres from the dowels were found in the hole.” (Milne. 2004:242). The distance between clinker nails along strake seams varies between 12.5 cm and 23.5 cm, the nails were located between 0.4 cm and 0.5 cm from the upper and lower edges of planks. The scarfs were usually fastened with four clinker nails.

Fig. 49: Damagea rragment or an octagonal pillar (S105), presumably to support a deck beam. Drawing: K. Brandon (Milne, 2004:248).

Fig. 50: Rudder fragment (S111/S112). Drawing: K. Bran- don (Milne, 2004:236).

Fig. 51: Iron gudgeon and pintle fragment (S109). Drawing: K. Brandon (Milne, 2004:237).

Fig. 52: Site plan, Aber Wrac’h I. Drawing: M. Rival (UHour and Veyrat, 1989:290). SAUCE VV EGY BRE The Aber Wrac’h I was first discovered in 1985, the site was then surveyed in 1986, and in 1987-8 two excavation campaigns were conducted. The wreck site is located at the mouth of the Aber Wrac’h river off the northern coast of Brittany, France. The site is situated at a depth of 8-15 m and covers an area of approximately 20x6 m. The wreck was well protected under a mound of ballast stones and consists of a large and mainly articulated section of keel, the lower section of the stempost, keelson, two strakes on starboard, 24 strakes on port, 52 frame stations, stringers, ceiling planking and fragments of cross beams (fig. 52). The vessel was clinker built, with frames and planking of oak and a keel of beech. Dendrochro- nological samples were taken, but could not be matched to any of the north European oak chronologies. The wreck was dated to the first half of the 15th century, based on coins and ceramics found at the site. The wreck was initially published in two articles in 1989 and 1994 (LHour and Veyrat, 1989 and 1994). From 2004 to 2012 a reconstruction of the wreck was carried out by Alexandra Grille, within the framework of her Ph.D thesis and in 2013 a new investigation was conducted at the site, mainly with the objective of taking dendrochronological samples for dating and provenance determination of the timbers (Associa- tion Avena, 2013).

Fig. 53: Cross sections of the Aber Wrac’h I wreck at frame stations M 113, M 118, M 124, M 130 and M 134. Drawing: M Rival (LHour and Veyrat, 1994:171).

Fig. 54: Heavily deteriorated section of stempost. Drawing: M. Rival (EHour and Veyrat, 1994:169).

Fig. 56: Frame stations M114 and M115. Note the first side timber fastened on top of the second side timber in F115 (LHour and Veyrat, 1989:291).

Fig. 55: Hull planking and plank scarf in situ at the Aber Wrac’h I wreck site (UHour and Veyrat, 1989:291).

Fig. 57: Detail of scarf on a stringer. Photo: F Osada (LHour and Veyrat, 1994:174).

Fig. 58: Cross beam end on top of frame station M 116. Pho- to: E Osada (UHour and Veyrat, 1989:292).

Fig. 59: Rabbet at the end of cross beam. Photo: M. LHour (LHour and Veyrat, 1989:293).

Fig. 60: Drawing of cross beam. Drawing: I. Daveau (LHour and Veyrat, 1989:293).

Fig. 61: Part of the keelson, supported by rectangular blocks trenailed to the frames. Photo: P. Osada (LHour and Veyrat, 1989:294).

Fig. 62: 3D reconstruction in Rhinoceros3D and hypothetical reconstruction of the vessel under sail. A. Grille (Association Avena, 2013:4).

The Riddarholm wreck was salvaged in 1930 during the construction of a bridge over the canal separating Riddarholmen from Gamla Stan in Stockholm, Sweden. The wreck was resting on its starboard side with the bow section covered by sediment. An 18.75 m long section of the wreck, including the entire keel, stempost, keelson, 15 partially preserved frame stations, 17 strakes on the starboard and 12 on the port were preserved. The aft section of the vessel was not preserved. Also rig elements, three guns and two barrels of ammunition were found onboard the wreck. Neither wreck site nor timbers were documented in any way during the salvage. In 1964 the wreck was reassembled and exhibited in the city museum of Stockholm (fig. 63) (Fischer, 1983; Lindberg, 1985). In 1985 the vessel was moved to the Museum of Medieval Stockholm and reassembled based on new interpretations (fig. 64) (Lindberg, 1985). The tim- bers were never conserved and are therefore deformed due to drying out. During the re-assemblage of the wreck in 1985 many of the deformed timbers Fig. 63: The Riddarholm wreck in the City Museum of Stockholm (Lindberg, 1985:4).

Fig. 64: Drawing of the reassembled Riddarholm wreck (Lindberg, 1985:12). cos SUSE ens aN The hull planking consists of radially split oak planks. Due to drying out the planks have shrunk in width and thickness. The plank thickness in 1985 was about 2 cm. Among the planks are many very short planks, around 1.3 m long. The scarf pattern is visible in fig. 64, in one place on the starboard side three scarfs are located on top of each other in adjoining strakes, creating a possible weak spot in the hull. The scarf patterns on starboard and port are not identical. Strake laps and plank scarfs were fastened together with iron clinker nails and roves (Lindberg, 1985).

Fig. 65: The Riddarholm wreck with a reconstructed flat transom (Lindberg, 1985:27).

Fig. 67: M11 during excavation. Photo taken from the bow (Wynia, 1994:91).

Fig. 68: Keel of J 137 (van Holk, 1986). Fig. 69: Sternpost of J 137 (van Holk, 1986).

Fig. 70: Section of starboard hull planking with repair patch, J 137 (van Holk, 1986). Soh Mie egy i MeniniRcme toms 23 frame stations were preserved on the wreck, these consist of floor timbers, first side timbers, second side timbers and cross beams over some of the floor timbers. The frames stations are numbered 1 to 23 from the aft. The sided dimension of the framing timbers varies between 20 cm and 26 cm with the ma- jority being between 20 cm and 22 cm. The moulded dimension varies between 12 cm and 26 cm, with an average of 20 cm. Cross beams are located over the floor timbers in frame stations four to eight from the aft, the cross beams are 18-22 cm sided and 15-22 cm moulded. Some of the floor timbers are asymmet- rical, with a short leg running across the bottom of the hull and a longer leg running over the turn of the bilge. The floor timbers are not inserted in a regular pattern with alternate longer legs to starboard and

Fig. 71: Overview photo of the U 34 ship during excavation. Photo: RACM (Overmeer, 2006:67). sms Oh SEER Ry SECT ERE eee 42 frame stations were preserved in situ and the location of 10 additional frame stations were visible in the aft end of the vessel, most likely there were originally more frame stations in the bow end of the ship. Two lose floor timbers were found in the fore ship. Their original position is not known, but their shape sug- gest that they might have been located on the stempost. The preserved frame stations consist of floor and side timbers. The majority of floor timbers are asymmetrical, with one shorter leg that spans the bottom of the vessel and one longer leg that runs over the turn of the bilge. The shorter legs are scarfed to compass side timbers. The unsymmetrical floors are altered with every second longer leg oriented to starboard and every second to port. In-between are some shorter symmetrical floors, spanning the bottom of the ves- sel, scarfed to compass side timbers on both sides. The moulded dimensions of the framing timbers vary from 16 cm to 35 cm and the sided dimensions from 18 cm to 33 cm. The frames were spaced 45-52 cm

Fig. 72: Cross section of the U 34 ship. Drawing after R. Oosting (Overmeer, 2006:64). KECONSLFUCLION ANA AISCUSSION The ship has an estimated length of 30 m, a width of 9.5 m and a depth of the hold of 5.4 m (Overmeer, 2006). The bottom of the vessel amidships is flat and the turn of the bilge is sharp. The sternpost is straight and strongly raked, the stempost is curved. A reconstruction of the midship section of the ship has been drawn by R. Oosting (fig. 72), it is though important to note that only the lower section of the hull was found, and that there is little to no evidence for the reconstruction above the turn of the bilge. The vessel has been dated through dendrochronology to 1528 +9/-6 years. All dendrochronological samples stem from the ceiling planking of the vessel. The provenance of the sampled timber is in Poland or the Baltic region (Overmeer, 2006).

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FAQs

What were the unique findings from the Mönchgut 92 shipwreck excavation?add

The excavation revealed 66 copper ingots, dating the hull planks to 1448-49 AD, indicating it was a large clinker built cargo vessel.

How were the timbers of the Mönchgut 92 wreck documented?add

The documentation involved individual timber registration, laser scanning, and extensive photographic records, leading to a comprehensive timber catalogue.

Which construction features characterize the Mönchgut 92 vessel?add

The vessel features a U-shaped keel, overlapping plank construction, and a high volume of internal framing timbers, indicative of its cargo capacity.

What implications does the Mönchgut 92 wreck have for understanding medieval shipbuilding?add

The wreck's analysis allows a comparative study of clinker built vessels, contributing insights into construction techniques and trade dynamics of the late medieval period.

How does the Mönchgut 92 wreck compare to other late medieval clinker built vessels?add

It shares constructional similarities with other large vessels but reveals regional differences in timber sources, caulking materials, and building techniques, suggesting localized traditions.

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Klara Fiedler

Viking Ship Museum, Department Member

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Large clinker built cargo vessels from the late medieval period in Northern and Western Europe -The Mönchgut 92 wreck in context

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