The Cais do Sodré Shipwreck Lisbon, Portugalnautarch.tamu.edu/shiplab/00-pdf/Castro and Iamafune...

Texas A&M University - Department of Anthropology - Nautical Archaeology Program

The Cais do Sodré Shipwreck

Lisbon, Portugal

Filipe Castro and Kotaro Yamafune

Ship Lab Report 13

August 2010

2


Lisbon, Portugal


Ship Lab Report 13

College Station, August 2010

3

Abstract

The extensive timber remains of a shipwreck, possibly dating to the late 15th

or early 16th

century and found in 1995 at Cais do Sodré, Lisbon, Portugal, during the construction of

a subway station, are described and analyzed.

Key Words

Cais do Sodré Shipwreck, Portugal, 16th

-Century Shipbuilding.

Introduction

The Cais do Sodré shipwreck was found in April 1995, during the excavation works for

the construction of a new underground station near downtown Lisbon, which is now the

terminus of the line Caravela – named after this find.

Almost devoid of artifacts and showing few signs of wear on the outer surface of the keel

and hull planking, the remains of this probable derelict were lying horizontally at a depth

around -6.5 m below the water table, listing around 14 degrees to starboard.The wreck,

which was situated presumably on an ancient riverbed, approximately 120 m offshore

from the Lisbon waterfront, is thought to have sunk around 1500. The area where the

ship was lying was eventually covered by a 19th

century landfill (Figure 1). The positions

of a breast hook and the remains of a whipstaff suggest that the ship’s bow pointed north,

in the direction of the shore. To our knowledge there are no data on the precise position

of the shipwreck within the structure of the underground station, other than a drawing

published in 2001 (Rodrigues et al. 2001, Figure 4). As found, the hull seemed to have

been heavily damaged by the digging equipment (Figure 2). The upper sections of the

structure were broken and showed no signs of exposure to natural marine environment

erosion.

4

Figure 1. Location of the site (Maps after Google Earth).

It is not clear whether this ship sunk at a shallow depth and was subsequently salvaged,

or if it was abandoned after an accident. The structure did not show signs of old age of

heavy use. The hull planking showed a few obvious signs of repairs, there were few

signs of marine worm attacks – Teredo or Limnoria – on the outer surfaces of its timbers.

At this point we did not have access to the geological data that would permit to have a

better idea of the stratigraphy in this area.

Two lead sheathing fragments are mentioned in an internal memorandum dated to

September 3rd

1996, together with a musket ball and a small collection of artifacts, bone

fragments, and two sheave blocks, one complete. The author is trying to find this artifact

collection. Since the artifacts were not positioned within the volume excavated – about

100 x 24 x 6.5 m – it is impossible to say if they are associated with the ship remains.

5

One small iron gun and three anchors were found in the same area, although it is not

known if they were associated with this shipwreck (Figures 3, 4, 5 and 6).

The ship’s study was entrusted to archaeologist Paulo Jorge Rodrigues, who died

untimely in November 2008, before its completion. This report and the subsequent

paper, in preparation at this time, are a tribute to him.

Figure 2. The shipwreck site in 1995, during the disassembly operation (Photo: DANS).

Unfortunately, Paulo Rodrigues was not present at the time of the find, and before the

bulldozer operator realized he had hit a coherent wooden structure of archaeological

importance, the central frames had been torn apart, together with the keelson, which was

part of the area of the maststep arrangement (Figure 14). Lisbon’s subway company –

Metropolitano de Lisboa – reported the find to the cultural heritage agency in charge of

the archaeological supervision of the excavation works, then Instituto Português do

Património Arquitectónico e Arqueológico (IPPAR), and volunteered a total station and

6

an operator to help the archaeologists in the recording process. After cleaning and

tagging the structure, the IPPAR team produced a site plan with the help of the total

station supplied by the contractor. Sections were taken every 50 cm, after which the hull

structure was disassembled, packed and delivered to IPPAR (Rodrigues 1995). Another

two hull plans were produced during the disassembly phase, one with the framing system

exposed, made after the removal of the remaining portions of the keelson, ceiling

planking, stringers, and breast hook, and another only with the outer planking, after the

removal of the frames.

Carpenter marks were observed during the disassembly process but not thoroughly

recorded because the archaeologists planned to record each individual timber in detail

afterwards. Unfortunately, IPPAR showed little interest in this shipwreck and stored the

timbers in a warehouse without proper care for over six months, during which they dried

and warped irreversibly, in spite the complaints of several archaeologists, which were

even echoed in the media (Figure 7).

Paulo Rodrigues did not start the recording of the timbers until a year after the find, when

IPPAR handed the timbers completely dry and severely warped to Instituto Português de

Arqueologia (IPA), a newly created institute in charge of the country’s archaeological

heritage.

Two samples of timber were radiocarbon dated in Portugal, suggesting a mid to late 15th

century origin for this shipwreck (Rodrigues 2002). Another two samples were collected

in April 2010 – from the outer rings of a floor timber and a hull plank– and radiocarbon

dated in the USA, yielding dates in the mid 15th

century and in the early 16th

century

(Table 1).

Table 1 – Radiocarbon dates of Cais do Sodré timbers.

Date Sample Reference Sample Nature Calibrated Date (2δ)

1995 Sac-1334 Hull Plank Cal AD 1424-1516 and 1590-1622

1995 Sac-1335 Floor Timber Cal AD 1424-1516 and 1590-1622

2010 Beta-279091 Hull Plank Cal AD 1520 to 1580*

2010 Beta-279090 Floor Timber C148 Cal AD 1420 to 1490

*And Cal AD 1630 to 1680, Cal AD 1770 to 1800, and AD 1940 to 1950

7

Figure 3. First anchor found near the

Cais do Sodré shipwreck (Photo: Filipe

Castro, 1995)

Figure 4. Second anchor found near the


Castro, 1995)

Figure 5. Third anchor found near the


Castro, 1995)

Figure 6. Small gun found near the Cais

do Sodré shipwreck (Photo: Filipe

Castro, 1995)

8

Figure 7. Newspaper clip showing the irretrievable degradation of the ship’s timbers after their

abandonment by IPPAR (O Público, April 13, 1996).

9

The preliminary results of this project were presented at a conference on Iberian ships in

Lisbon, in 1998 (Rodrigues et al. 2001), and the importance of this shipwreck justified

the organization of two Texas A&M University field schools in Lisbon, in the summers

of 2001 and 2002 (Figures 8, 9, and 10).

Figure 8. Works during the 2001 CNANS/NAP

field school (Photo: Filipe Castro, 2001).

Figure 9. Works during the 2002 CNANS/NAP

field school (Photo: Filipe Castro, 2002).

Figure 10. Finalizing drawings at Texas A&M

University in 2002, after the CNANS/NAP field

school in Lisbon (Photo: Filipe Castro, 2002).

10

With the support of Centro Nacional de Arqueologia Náutica e Subaquática

(CNANS/IPA), Texas A&M University Nautical Archaeology Program (NAP) students

recorded all the ship’s floor timbers at 1:1 and 1:10 scales (Castro 2001 and 2002) and in

2002 started the construction of a wooden model of the shipwreck (Figures 11, 12 and

13).

Figure 11. Building the model from the

information gathered in the 2001 and 2002

summer schools (Photo: Filipe Castro, 2002).

Figure 12. Mounting the frames over the keel

permitted a better understanding of the position

of each frame vertical central axis (Photo: Filipe

Castro, 2002).

Figure 13. One of the most interesting features

of this ship is the pronounced kink in the

frames, both on the stern and bow (Photo: Filipe

Castro, 2002).

11

The Texas A&M field schools in Lisbon were halted in 2002, and both Paulo Rodrigues’

health and his eventual leave from IPA slowed down the project rhythm considerably. In

2002 Paulo Jorge Rodrigues finished his maîtrise at Sorbonne I University, under the

orientation of Dr. Eric Rieth (Rodrigues 2002).

In March 2010 the author obtained permission to continue Paulo Rodrigues’ work, honor

his memory, and publish this interesting shipwreck in English. This is a preliminary

report, based on the notes at both the Divisão de Arqueologia Náutica e Subaquática

(DANS), at Instituto de Gestão do Património Arquitectónico e Arqueológico

(IGESPAR) – the agency created in 2006 to replace IPPAR and IPA – and at the Ship

Reconstruction Laboratory (ShipLab), at Texas A&M University. An additional drawing

of the top of the keel, in the area where the frames were removed by a bulldozer, was

done by DANS in July 2010, which allowed us to position the missing frames over the

reconstructed model. We are extremely grateful to Francisco Alves, head of DANS, and

his team, namely Pedro Neves de Oliveira, João Coelho, and Miguel Aleluia, for their

patience and constant support during the Spring and Summer of 2010.

Reconstruction Methodology

Following a visit to DANS and a complete assessment of the data available there,

pertaining to this shipwreck, a methodology was established for the reconstruction of the

ship’s hull, based on the elements available. Four sources of primary data were

identified:

a) the drawings of the hull plan made with the total station before distortion;

b) the 1:1 and 1:10 drawings of the distorted floor timbers,

c) Paulo Rodrigues’ sketches and measurements; and

d) the author’s own notes.

When compared to the in situ plans, the drawings of the floor timbers show evidence of

only minor longitudinal shrinkage, even if the radial shrinkage and warping are

considerable.

12

As no complete timber catalogue was produced at the time, the first step of this project

was to inventory all the timbers of this shipwreck and collect all the existing data (Tables

2 through 8).

The second step was to produce sections of the planking plan, spaced one meter apart, in

order to understand the total station data. A longitudinal section along each edge of the

upper surface of the keel was produced as well with the same objective.

Once the data were organized, the gaps and unclear details filled in and corrected in the

original (total station) drawings, a new set of 1:10 scale plans was produced and

completed with one longitudinal section along the keel axis (Figures 14, 15, 16, 22, 23,

24 and 27).

The third and last step was to produce a short description of each timber type and

illustrate them with the images and pictures available.

Future work and possible avenues of research are described at the end of this report.

Description of the Hull Remains

The Cais do Sodré shipwreck was found lying approximately in a north-south direction,

its presumed bow pointing north (Figures 14, 15 and 16). The preserved remains

consisted of a section of the keel almost 24 m long, fragments of 37 frames, one apron,

part of the keelson, two stringers, some ceiling planking, one breast hook, one orlop

beam, one maststep buttress, one fragment of a stanchion and part of a whipstaff. The

hull planking was preserved along the full length of the shipwreck, with a maximum

preserved width of about 4.90 m, and encompassing seven strakes to starboard and nine

to port side. Two stringers, one breast hook and nine strakes of ceiling planking, five to

port side and four to starboard, were still in place, as well as the stomp of the stanchion

mentioned above, with its tenon in place in a mortise carved on the upper face of the

keelson.

The shipwreck was pierced with more than 50 circular holes made in the process of

injecting the subway station concrete foundations a few meters underneath the level of

the wreck . In several places these jet holes caused tremendous destruction.

13

Fig

ure

14

. H

ull

pla

n:

kee

lso

n,

ceil

ing

, st

rin

ger

s, b

rea

st h

oo

k,

an

d w

hip

sta

ff (

Dra

win

g:

Fil

ipe

Ca

stro

an

d K

ota

ro Y

am

afu

ne

, 2

01

0).

14

Fig

ure

15

. H

ull

pla

n:

fra

mes

(D

raw

ing

: F

ilip

e C

ast

ro a

nd

Ko

taro

Ya

ma

fun

e,

20

10

).

15

Fig

ure

16

. H

ull

pla

n:

pla

nk

ing

(D

raw

ing

: F

ilip

e C

ast

ro a

nd

Ko

taro

Ya

ma

fun

e,

20

10).

16

As mentioned above, after a revision of the available drawings and photographs, a new

set of drawings was produced, all timbers numbered, referenced and measured, and a

reanalysis of the primary data was carried out to clarify any extistant doubts (Figures 22,

23 and 24). Sections of the hull spaced 1 m apart were drafted from the total station

drawings, and a preliminary hull analysis was performed with the use of 3D software

Rhinoceros® (Figures 17 to 20).

Figure 17. Texas A&M students Kotaro Yamafune and Coral Eginton drafting the hull sections from

the total station planking plan (Photo: Filipe Castro).

There is a substantial amount of evidence suggesting that this ship was constructed

following a method common in the Mediterranean and the Iberian Peninsula, where the

central frames are pre-designed and pre-erected, defining the shape of the central portion

of the hull, and the ends are fashioned by eye using ribbands (armadouras).

17

Figure 18. Hull planking

rendering in Rhinoceros® -

Longitudinal view (Drawing:

Coral Eginton).


rendering in Rhinoceros® - Plan

(Drawing: Coral Eginton).


rendering in Rhinoceros® -

Perspective (Drawing: Coral

Eginton).

The central frames showed a number of interesting features that will be discussed below,

including construction marks engraved on the faces of some of the floor timbers (Figure

21).

18

Figure 21. Floor timber C87 showing the Roman numerals, the marks of the sides of the keel, and the

horizontal and vertical lines (Drawing: Filipe Castro).

The construction marks consisted of a sequential numbering of 18 frames on both sides of

a single master frame, as a series of vertical lines, marking the edges – in Portuguese

astilhas – of the keel, and two sets of lines in the zone of the turn of the bilge. The

approximate dimensions of the timbers preserved are indicated on Figures 22, 23 and 24,

and Tables 2 through 4 below.

Since some of the excavation notes have not been found at this moment, some of the

timber dimensions were taken from the 1:10 scale original drawings. There were doubts

19

about the interpretation of some of these drawings, namely about what pertains to the

total lengths of some of the hull planks, which at times seem implausibly long. Such are

the cases of:

a) Planks TCE 1.1 and TCE 1.2, the seam between them is not clearly indicated in

the original;

b) Plank TCO 3.1, which probably corresponds to two planks;

c) Planks TCO 4.1, 4.2, and 7.3, implausibly long.

The general impression of this shipwreck at first sight was that its scantlings were a bit

too light for its keel length. The craftsmanship seemed excellent, although the hull was

badly damaged by the jet holes, as mentioned above.

The identification of this type of ship is difficult. Its scantlings seem too light for its keel

length, and a pronounced kink occurring both at the bow and stern, at a very low height

above the keel level, are not common in known oceangoing ships. The height of the

entries (in Portuguese delgados da proa) and the runs (delgados da popa) is not

proportional to the ship’s keel length and a first sketch of the ship’s lines drawings

suggests a very flat bottom amidships with very sharp – albeit extremely low – bow and

stern. Only further analysis will allow us to make educated guesses about the nature and

origin of this ship. Currently this report focuses on retrieving, reconstructing, and

making sense of the existent data. This report is therefore primarily intended as an

overview of the ship’s shape and dimensions. We based our analysis on Paulo Jorge’s

drawings and notes and kept the timber designations every time when possible. Changes

were made, however, upon clarification of certain details in the original drawings, and the

resulting nomenclature (a mix of Portuguese and English initials) is indicated on Figures

17, 18 and 19. On the following pages: “O” and “E” stand for West and East (Oeste and

Este in Portuguese), “TC” for tábua de casco (hull plank), and “S” for strake.

On the following pages all the timbers relevant for the future analysis and reconstruction

of this interesting hull are presented. Some timbers – such as the frame sections shown

on the port side of Figure 18 and possibly belonging to what would be frame 102 – were

left out for lack of basic dimensions and position data, which made them useless for

future interpretation work.

20

Fig

ure

22

. K

eels

on

, ce

ilin

g,

stri

ng

ers,

bre

ast

ho

ok

, a

nd

wh

ipst

aff

des

ign

ati

on

s (D

raw

ing

: F

ilip

e C

ast

ro a

nd

Ko

taro

Ya

ma

fun

e,

20

10

).

21

Fig

ure

23

. F

ram

e n

um

ber

s (D

raw

ing

: F

ilip

e C

ast

ro a

nd

Ko

taro

Ya

ma

fun

e,

201

0).

22

Fig

ure

24

. H

ull

pla

nk

ing

des

ign

ati

on

s (D

raw

ing

: F

ilip

e C

ast

ro a

nd

Ko

taro

Ya

ma

fun

e, 2

01

0).

23

Table 2 – Scantlings of the Cais do Sodré shipwreck: ceiling.

Strakes

Ref. Length

[m]

Sided

[cm]

Thickness

[cm]

Wood species

North – Bow: Port side

Strake 1 O1.1N 2.00 38 4-5 Quercus faginea

O1.2N 1.32 24 4-5 Quercus faginea

Strake 2 O2.1N 3.30 30 4-5 Quercus faginea

North – Bow: Starboard

Strake 1 E1.1N 2.84 15 4-5 Quercus faginea

Strake 2 E2.1N 1.16 18 4-5 Quercus faginea

South – Stern: Port side

Strake 1 O1.1S 1.82 17 4-5 Quercus faginea

O1.2S 4.52 27 4-5 Quercus faginea





Strake 4 O4.1S 0.70 8-10 4-5 Pinus pinea

O4.2S 3.64 10-16 4-5 Pinus pinea

O4.3S 2.76 20 4-5 Pinus pinea

O4.4S 2.00 20 4-5 Pinus pinea





South – Stern: Starboard

Strake 1 E1.1S 5.18 16-20 4-5 Quercus faginea

Strake 2 E2.1S 1.54 16-20 4-5 Quercus faginea

E2.2S 5.16 18-24 4-5 Quercus faginea

Strake 3 E3.1S 1.40 18 4-5 Quercus faginea

E3.2S 5.14 24 4-5 Quercus faginea

Strake 4 E4.1S 1.56 12 4-5 Pinus sylvestris

Table 3 – Scantlings of the Cais do Sodré shipwreck: structural timbers.

Timber Ref. Length [m]

Sided [cm]

Molded [cm]

Wood species

Keel K1 8.48 25 27 Quercus faginea

K2 3.39 Quercus faginea



Keelson KS1 1.30 27 26 Quercus faginea

KS2 4.88 Quercus faginea



Apron A 2.20 22.5 15 Quercus faginea

1st Stringer SO1.1 2.80 18 17 Quercus faginea

SO1.2 0.65 Quercus faginea


SE1.1 4.40 Quercus faginea

2nd Stringer SO2.1 4.60 18 17 Quercus faginea


SE2.1 2.25 Quercus faginea

Breast hook B1 1.70 23 25-29 Quercus rubor

Stanchion St1 0.54 10 10 Quercus faginea

Orlop beam Ob1 1.16 18 18 Quercus faginea

Buttress Bt1 1.30 20 18 Quercus faginea

Whipstaff Ws 0.75 Ø 8 - Crataegus monogyna

24

Table 4 – Scantlings of the Cais do Sodré shipwreck: hull planking.

Strakes Ref. Length

[m]

Sided

[cm]

Thickness

[cm]

Wood species

Starboard

Strake 1 TCE 1.1 5.45 22 7-8 Quercus faginea

TCE 1.2 8.00 38 7-8 Quercus faginea







TCE 2.4a 0.95 9 7-8 Quercus faginea





Stealer TCE 3.5 3.40 19 7-8 Quercus faginea











Port Side

Strake 1 TCO 1.1 11.20 30 7-8 Quercus faginea

TCO 1.2 5.40 33 7-8 Quercus faginea







Repair TCO 3.2a 0.71 6 7-8 Quercus faginea




TCO 4.2a 2.08 25 7-8 Quercus faginea


Stealer TCO 5.1a 2.20 10 7-8 Quercus faginea




TCO 6.2a 2.20 8 7-8 Quercus faginea








Repair TCO 8.2a 0.52 14 7-8 Quercus faginea



25

Keel

The keel was preserved along almost the entire distance between the concrete walls of the

subway station. It presented the same rectangular transversal section throughout the

entire length, 25 cm sided and 27 cm molded. The ship’s bow and stern were cut in the

excavation process and the ends of the hull were badly disturbed. At the bow, the keel

was twisted to port side and the entire structure was incoherent near the wall. As

indicated on Table 2, it was composed of four timbers of different lengths. Each section

butted against the next without any scarf. A water stop dowel was inserted under the

rabbet line in all three preserved connections (Figure 25). This solution is illustrated in

the anonymous text entitled Traité de Construction the Galères, which dates to the late

17th

century (Rodrigues 2002, 15), but has no parallel in other published Iberian ships. A

butt scarf was found on the connection of the Culip VI keel and stem post. The keel’s

lower face showed signs of use, making it unlikely that there was ever a shoe underneath.

Figure 25. Keel joint (Drawing: Kevin

Gnadinger).

Apron

Part of an apron was preserved in the bow area, badly broken. No drawings were made

of this timber, but its curvature was reconstructed from the total station coordinates in the

respective drawing. The longitudinal representation in Figure 26 below is conjectural,

based on the data available for the timber’s upper surface.

26

It was 22.5 cm sided and 15 cm molded and the upper surface of its forward portion

curved upwards with a radius of approximately 80 cm to 1 m. The apron’s upper surface

was notched on its sides to fit the feet of “V-shaped” frames. The notches were around 5

cm deep and 5 cm wide, and as long as the sided dimension of the frames they received.

The apron was bolted to the keel and possibly also to the stem post, although its upper

section was not preserved (Figure 27).

Figure 26. Detail of the horizontal

projection of the planking and

reconstructed longitudinal view of

the hull showing the apron with the

frames sitting on it. (Drawing by

Filipe Castro and Kotaro

Yamafune).

Keelson

The keelson was partially torn apart by the bulldozer operator (Figures 27 and 28). Four

sections were recorded, three on the site plan made with the total station, and the fourth

later, in 1997, by the author. The keelson had a constant transversal section (27 cm sided

x 26 cm molded) and was notched underneath, to fit over the floor timbers.

27

Fig

ure

27

. L

on

git

ud

ina

l se

ctio

n o

f th

e sh

ip r

em

ain

s –

wit

h t

he

kee

l st

raig

hte

ned

– s

ho

win

g t

he

pre

serv

ed p

ort

ion

s o

f th

e k

eels

on

an

d t

he

po

siti

on

s o

f th

e

bo

lts

tha

t fa

sten

ed t

he

kee

l a

nd

th

e k

eels

on

th

rou

gh

th

e fl

oo

r ti

mb

ers

(Dra

win

g:

Ko

taro

Ya

ma

fun

e a

nd

Fil

ipe

Ca

stro

).

28

Fragments KS1 and KS2 were still in place and connected through a horizontal hooked

scarf. Section KS3 was positioned during the reconstruction process by comparing the

distances between fastening holes. The only possible position is indicated on Figure 27,

although at this point it is impossible to establish whether its scarf was pointing to the

bow or the stern of the vessel.

Figure 28. Fragments of the keelson torn apart by the bulldozer

(Photo: Paulo Jorge Rodrigues, 1995).

A wooden research model made to test the reconstruction hypothesis showed that the

keelson drawings made at the time at a 1:10 scale were reasonably accurate. The keelson

was fastened to the keel with iron bolts presumably inserted from underneath, about 30

mm in diameter at irregular intervals, generally every other or every two frames.

29

Frames

A total of 43 frames was preserved, all in their original positions, 19 to the north, in the

bow area, and 24 to the south, in the stern area (Tables 5, 6 and 7). As mentioned above,

each of the floor timbers was drafted at a 1:1 and a 1:10 scale in 2001 and 2002. These

drawings were revised and relabeled and are presented at the end of this report, in

Appendix 1. The preserved frames fall into two clear categories: pre-designed frames

(cavernas graminhadas) and filling floor timbers (enchimentos).

The pre-designed frames were composed of one floor timber and two futtocks, and were

fastened to the keel with two iron spikes each, inserted through a recess cut on the

forward face of the stern frames and on the aft face of the bow frames. Each futtock was

fastened to the floor timber with a dovetail scarf and three iron spikes, always inserted

from the floor timber side. The dovetails were always wider at the lower side, which

measured between 17 and 31 cm. The dovetail tops measured between 11 and 23 cm.

Dovetails were salient on all floor timbers except C93, where the only dovetail that

survived, on port side, was recessed. Dovetail thicknesses varied between 1.5 and 2 cm,

or around the value of the 16th

century dedo (1.8 cm). Pre-designed frames were

numbered with Roman numerals from I to XVIII before and after a single master frame,

which was torn apart by the bulldozers and thrown away before the archaeologists

became involved in the discovery of the shipwreck. The master frame was fastened to

the keel with one iron spike and two iron bolts. As mentioned earlier, the pre-designed

frames showed three types of construction marks (Figure 21):

A) Two vertical lines marking the foot of the frame, where it sits on the keel. There

are seldom vertical and often times do not allow us to clearly establish the design

vertical axis of the frame;

B) One or two horizontal lines (in some cases not horizontal at all) which allegedly

marked the base of the mold from which all floor timbers seem to have been cut;

and

C) One or (possibly) two vertical marks near the turn of the bilge arc, to the outside

of the horizontal line, in reality diagonal, whose significance is not clear at this

point.

30

The filling timbers were fastened to the keel with a single iron spike, inserted in a recess

cut for that purpose, and were not fastened to the respective futtocks. These timbers were

not numbered. However, six timbers – numbers 80, 82, 83, 85, 150 and 152 – showed

vestigial diagonal lines that may be related to the construction process. Timbers C78 and

C81 had one arm scarved into their lower section, presumably for lack of suitable “Y-

shaped” timbers.

Almost all floor timbers – C89 to C100, C140 to C145, and C148 – had one limber hole,

positioned on the port side, between 20 and 45 cm from the central axis of the ship. Floor

timbers C90 and C96 had two limber holes each.

The positions of the missing frames were not recorded based on the fastening marks of

the hull planking at the time, but later Paulo Jorge Rodrigues made a 1:10 scale drawing

of the upper face of keel section K2, and in July 2010 a team of students under the

orientation of Francisco Alves made a 1:1 scale drawing of the upper face of keel section

K3. From these drawings the positions of the missing frames were easily deduced,

considering the clear fastening pattern observed on both drawings. The distances

between fastening holes are indicated in Table 6, together with the sided and molded

dimensions on each frame, the first measured in the more accurate total station drawing,

and the second in the 1:10 drawings made by the Texas A&M teams in 2001 and 2002,

from the dried and warped timbers. The scantlings presented below are therefore average

values, measured on the dried timbers, after considerable radial shrinkage and warping

occurred.

Table 5 – Framing pattern: Filling floor timbers (South).

Frame

No.

Roman

Numeral

Sided

dimension

Space to the

next frame

Height over

the keel

Height 1 m

from center

77 - 19 17 - -

78 - 20 43 47 18

79 - 18 28 36 15

80 - 21 24 34 16

81 - 20 24 37 17

82 - 21 21 36 18

83 - 24 25 41 17

84 - 23 24 39 16

85 - 18 19 38 17

31

Table 6 – Framing pattern: Pre-designed frames.

Frame

No.

Roman

Numeral

Sided

dimension

Space to the

next frame

Height over

the keel

Height 1 m

from center

86 (I)IIVX 21 21 40 19

87 XVII* 22 15 35 18

88 IVX 20 18 32 18

89 XV* 19 16 35 18

90 IIIIX 21 15 30 18

91 XIII 19 26 33 18

92 XII 18 19 34 21

93 XI 21 23 31 23

94 Not visible 19 18 31 19

95 V(IIII) 16 25 30 18

96 VIII* 19 22 31 19

97 IIV 21 15 30 19

98 IV 19 18 30 20

99 V 19 24 31 18

100 II(I)I 19 - 32 20

Missing III - - - -

Missing II - - - -

Missing I - - - -

Missing MSF - - - -

Missing I - - - -

Missing II - - - -

Missing III - - - -

Missing IV - - - -

Missing V - - - -

Missing VI - - - -

Missing VII - - - -

Missing VIII - - - -

Missing IX - - - -

Missing X - - - -

Missing XI - - - -

Missing XII - - - -

Missing XIII - - - -

Missing XIV - - - -

Missing XV - - - -

140 Not visible 20 30 38 20

141 IIV(X) 20 11 38 20

142 VXIII 20 14 36 17

* Upside down

Table 7 – Framing pattern: Filling floor timbers (North).

Frame

No.

Roman

Numeral

Sided

dimension

Space to the

next frame

Height over

the keel

Height 1 m

from center

143 - 24 23 34 18

144 - 22 23 34 15

145 - 17 28 42 21

146 - 17 21 32 17

147 - 22 23 46 16

148 - 20 13 37 14

150 - 20 19 27 17

152 - 20 21 43 19

154 - 20 9 43* 17

156 - 20 34 38* 14

158 - 23 - 33* 12

* Over the apron

32

Room and space are indicated as measured in the total station drawings, which suggest

that the distance between the concrete walls was not 24 m, but rather 23.95 m.

The positions of the construction marks were measured by Paulo Jorge Rodrigues on the

dried and warped timbers. When measured again in the ShipLab, from the frames 1:10

drawings, there were a number of small differences, generally pertaining to the

establishment of their vertical axis, which is difficult to determine. The values presented

below are those measured by Paulo Jorge Rodrigues directly from the frames (Rodrigues

2002, 37).

Table 8 – Framing pattern: Pre-designed frames.

Frame

No.

Roman

Numeral

Horizontal

line x

Horizontal

line y

Vertical line

x

Vertical line

y

86 (I)IIVX 117 60 - -

87 XVII* 122/129 61/60 134 63

88 IVX 130 55 - -

89 XV* - - - -

90 IIIIX 150 52 169 62

91 XIII 158 54 175 60

92 XII - - - -

93 XI - - - -

94 Not visible - - - -

95 V(IIII) 183 47 - -

96 VIII* - - - -

97 IIV 198 44 - -

98 IV - - - -

99 V 201 45 226 51

100 II(I)I 205 44 224 50

Central 19 frames missing: 3 abaft, one master frame, and 15 forward

140 Not visible - - - -

141 IIV(X) - - - -

142 VXIII 107 65

* Upside down

The futtocks were never recorded at a 1:1 scale, as none was preserved beyond the tips of

the floor timbers.

33

Planking

The planking was 7 to 8 cm thick. All boards were cut from Portuguese oak (Quercus

faginea), a tree rather common in the western Mediterranean, namely in the Iberian

Peninsula and the north of Africa.

No caulking arrangement was observed during disassembly. It is unknown whether the

two lead sheathing fragments mentioned in the 1996 memorandum were found in

association with the hull planking, or whether there were any caulking remains between

the planks.

Nine strakes of hull were preserved to port side and seven to starboard. Drop strakes and

stealers were used to achieve the sharp deadrise at the bow and stern (Figure 16 and

Table 4). Most planks were cut from large oaks, presenting a maximum length of around

8 m and average widths between 20 and 50 cm. Each plank was fastened to the frames

with two spikes per frame and three near the hoods. Wider planks had 3 spikes per frame

and four spikes near the hoods. A conversion study was not performed on the hull planks

of the Cais do Sodré ship and at this point it is difficult to envision such a study, given the

fact that most of the plank’s labels fell or are ineligible.

The garboards had the same thickness as the rest of the hull and were chamfered to fit the

keel rabbets.

An analysis of the total station data showed that the hull was heavily hogged in its

undisturbed condition and that the planking opened and sunk after the removal of the

ceiling and framing (Figures 29, 30, and 31).

Once we manage to reconstruct the hull shape to a plausible configuration, the extent to

which the Cais do Sodré hull planking was preserved and recorded, this should allow an

attempt to reconstruct the shape of the stern and stem posts, by extending each plank in a

3D model.

34

Figure 29. Planking shape after the

removal of the ceiling and framing

structures (Drawing: Coral Eginton).

Figure 30. Second view of the planking

shape after the removal of the ceiling and

framing structures (Drawing: Coral

Eginton).

Figure 31. Another perspective of the

planking shape after the removal of the

ceiling and framing structures (Drawing:

Coral Eginton).

35

Ceiling

The ceiling planking was made of 4 to 5 cm boards of Portuguese oak (Quercus faginea)

and preserved near the bow and the stern of the shipwreck (Figure 14 and Table 2). In

the north or bow portion, only two strakes on each side survived that were too torn apart

to allow a good analysis about its solidity. In the stern area the strakes were much better

preserved – five strakes to port and four to starboard – and their condition suggested that

it was carefully laid by good and competent carpenters. The maximum length of the

surviving planks was above 4 m, and lengths varied between 10 and 48 cm.

Breast Hook

One breast hook was preserved in the northern portion of the hull (Figure 32). It was the

only timber preserved that was cut from an English Oak (Quercus robur). The breast

hook was roughly carved from a “Y-shaped” timber 1.7 m long, had a maximum sided

dimension of 60 cm and molded dimensions that varied from 30 cm at the forward most

section to 45 cm in the central zone. It connected to the lower stringers through flat

hooked scarves about 42 cm long and was spiked to the frames.

Figure 32. Breast hook in situ (Drawing: Filipe Castro and Kotaro Yamafune).

36

Stringers

Two stringers ran along the bottom of the ship, along the turn of the bilge, separated by

pine ceiling planking, the only pine planks identified in the ship remains. Only a small

portion of the lower stringer survived in the northern portion of the hull, but both

stringers survived in the southern section (Figure 22 and Table 2). The stringers were 18

cm sided and 17 cm molded and connected through horizontal hooked scarves about 60

cm long. According to Paulo Jorge’s notes, the stringers were spiked and bolted to the

frames, with two spikes per frame, but the rhythm of the bolting is not indicated

(Rodrigues 2002, 23).

Orlop Beam

One beam placed low in the hull can be seen in the total station site plan and in some of

the pictures (Figures 22, 33 and 34). It is concave and rests on a notch on the upper

stringer. At this point, we have not been able to find a drawing of this timber.

Figure 33. Possible orlop beam in situ, standing on the upper stringer (Photo: Filipe Castro, 1995).

37

Figure 34. Another image of the possible orlop beam in situ (Photo: Paulo Jorge Rodrigues, 1995).

Buttress and Pump Sump?

One timber, found lying (not fastened) over floor timber C98, was thought to be a

buttress (Figures 35, 36 and 37).

Figure 35. The buttress in situ (Photo: Paulo Jorge Rodrigues, 1995).

38

Both the buttress and floor timber C98 were notched on their stern faces, C98 on both

sides of the keel, with notches 5 cm deep and 25 cm wide, 40 cm to port side and 50 cm

to starboard of the keel axis. A similar cut can be seen on a small rectangular ceiling

board, which defined a rectangular hole 25 x 20 cm where a stanchion seems to have

been placed. If this was the location of the main mast step, it is possible that these

notches were related to the pump sump structure.

Figure 36. Another image of C98 and the

buttress in situ (Photo: Paulo Jorge Rodrigues,

1995).

Figure 37. Floor timber C98, buttress, and the

possible area of the maststep and pump sump

(Drawing: Filipe Castro and Kotaro Yamafune,

2010).

39

Stanchion

As mentioned above, a stanchion with a square section of 10 cm on a side was partially

preserved along 54 cm, still inserted on a mortise, over frame C144 (Figure 38).

Figure 38. Stanchion fragment in situ (Photo: Paulo Jorge Rodrigues, 1995).

Whipstaff

The lower portion of a whipstaff was found lying on the ceiling planking, over frame

C88. It has not yet been recorded at a 1:1 scale. Cut from a hawthorn tree (Crataegus

monogyna), it was preserved along 75 cm of its length, with a diameter of 8 cm. The

lower ring is 28 cm in diameter and the hole is 14 cm. The thickness of the lower ring is

also about 8 cm (Figure 39).

Figure 39. Whipstaff fragment in situ (Photo:

Paulo Jorge Rodrigues, 1995).

40

Preliminary analysis

The preliminary study of the Cais do Sodré hull remains is rather puzzling.

Summarizing, the scantlings seem light for an oceangoing ship, the keel scarves have no

known parallels in oceangoing ships, the bow and stern portions are missing, the

pronounced outward kinks at the bow and stern frames make it difficult to imagine the

depth of hold of this ship, and the whipstaff suggests a ship with more than one deck.

It is difficult to theorize about the site formation process because the upper portion of the

frames and planking were destroyed by the excavation equipment (Figure 40), and so was

the mast step arrangement and whatever bulkheads or other structures remained on site.

The lack of a substantial amount of ballast – the only possible ballast was a small amount

of fine gravel in the mud deposited over the ceiling planking– suggests a derelict, but the

depth at which it seems to have been abandoned – around 6.5 m – seems too far away

from the low tide beach line.

Figure 40. Aspect of the top portions of the structure after being torn by the excavating equipment

(Photo: Filipe Castro, 1995).

We have plotted two of the lines defined by the marks on the frames, and got a fair curve

(Figure 41) but no clear units of measure (neither dedos, palmos de vara or de goa, nor

codos castellanos or cantabricos clearly fit the model).

41

Fig

ure

41

. C

urv

es d

efin

ed b

y t

he

ho

rizo

nta

l a

nd

ver

tica

l li

nes

on

th

e fl

oo

r ti

mb

ers.

A

ga

in,

the

kee

l w

as

stra

igh

ten

ed t

o a

llo

w a

ten

tati

ve

ali

gn

men

t o

f th

e

con

stru

ctio

n m

ark

s, a

s m

easu

red

by

Pa

ulo

Jo

rge

Ro

dri

gu

es.

(D

raw

ing

: F

ilip

e C

ast

ro a

nd

Ko

taro

Ya

ma

fun

e)

42

We compared the measurements of the construction marks taken by Paulo Jorge (Table

8) and those taken later, in the ShipLab, with those obtained for a mezzaluna, two types

of incremental triangles, and a Fibonacci series, considering a flat amidships of 2.08 m,

measured graphically on a 1:20 drawing, from which were also taken the values of the

total rising and narrowing, fore and aft.

The results may loosely suggest a mezzaluna for both the rising and narrowing, fore and

aft, but are insufficient to take conclusions. The values observed seem to present unusual

values as well: the height of the construction marks on the fore and aft tail frames,

normally different, is the same, near 65 cm (in this case almost 3 palmos de vara), and

the values of the bottom width of the fore and aft tail frames, normally equal, are

different, around 2.34 m forward, and 2.14 m aft.

Figure 42. Perspective of the frames aligned over a straightened keel (Drawing: Thomas Derryberry)

When measured along the line presented on Figure 43, the maximum flat amidships

seems to be 4.16 m, and the height of the turn of the bilge point close to 42 cm. These

values give a total rising of [65 – 42 =] 23 cm fore and aft, and a total narrowing of [4.16

– 2.14 =] 2.02 m abaft and [4.16 – 2.34 =] 1.82 m forward.

If the rising forward seems plausible, around one palmo de vara, one would expect the

rising abaft to be higher, perhaps 1.5 times the value of the rising forward. As to the

43

narrowing, the same fore and aft in most written sources and archaeological parallels, and

close to 1/3 or 1/2 of the flat amidships, in the Cais do Sodré ship it is indeed within the

plausible range of values, but slightly more pronounced abaft.

The bottom of the ship looks peculiar for this reason, as well as for the pronounced kink

of its bow and stern frames outwards, which occurs very low considering the keel length

preserved. When plotted in a lines drawing, these kinks are aligned in a perfect diagonal,

more inclined at the stern than at the bow, and remind us of the Calvi 1 shipwreck stern

(Villié 1989, 1990, and 1991). Only further research will hopefully answer some of the

questions raised above.

We hope that the publication of the archaeological raw data – in preparation – will arouse

curiosity other specialists in the interpretation and reconstruction of this interesting hull.

We have already started the reconstruction of this shipwreck, but the work ahead seems

lengthy and will depend ultimately on the number of students interested in this project.

Future analysis

To extract the maximum amount of information of such a shipwreck site requires the

construction of several models – educated guesses – and the testing of their plausibility.

We are planning to create a number of lines drawings that will be tested against known

ship types. A wooden 3D model is under construction and two independent informatics

3D models have been started.

In one year we expect to have a plausible set of hull reconstructions. If we manage to

secure the required resources, the reconstructed ship’s intact stability should be ready to

test in 2012 and 2013. Further analysis depends on a second visit to Portugal and a more

detailed analysis of the existent data.

Damaged or not, some of the ship’s timbers may have to be recorded at a 1:1 scale. For

the time being, the second part of this study is the reconstruction of the hull shape and

structure.

44

References

Castro, Filipe, The Cais do Sodre Ship Frames – 2002 Field Season – ShipLab Report 4.

on file in IPA/CNANS' library, 2002, and in Nautical Archaeological Program Library,

Texas A&M University, 2002.

Castro, Filipe, Relatório dos trabalhos de registo arqueográfico das madeiras do navio

do Cais do Sodré, Verão de 2001, on file in IPA/CNANS' library, 2001.

Rodrigues, Paulo J. P., Étude de la charpente transversale du navire de Cais do Sodré de

la 2ème moitié du XVe siècle/début du XVIe, Thèse de Maîtrise, Université de Paris I -

Sorbonne, 2002.

Rodrigues, P., Alves, F., Rieth, E., Castro, F., "L'épave d'un navire de la moitié du XV.ème

siècle / début du XVI.ème

, trouvée au Cais do Sodré (Lisbonne). Note Préliminaire", in F.

Alves (ed.) Proceedings of the International Symposium ‘Archaeology of Medieval and

Modern Ships of Iberian-Atlantic Tradition’, Lisbon: Instituto Português de Arqueologia,

2001: 347-380.

Rodrigues, Paulo J. P., Relatório Preliminar dos trabalhos de desobstrução e registo

arqueográfico dos restos do navio encontrado no Cais do Sodré, nas obras do

Metropolitano de Lisboa, Lisboa: I.P.P.A.R., 1995.

Villié, Pierre, "L'épave Calvi I", Cahiers d’Archéologie Subaquatique (1989) 8: 19-56.

Villié, Pierre, "L'épave Calvi I", Cahiers d’Archéologie Subaquatique (1990) 9: 83-130.

Villié, Pierre, "L'épave Calvi I", Cahiers d’Archéologie Subaquatique (1991) 10: 69-

108.

45


Lisbon, Portugal


Ship Lab Report 13

Appendix 1 Floor Timbers


46

The drawings of the Cais do Sodré floor timbers presented below were made by a team of Texas A&M students in the summers of 2001 and 2002, under the orientation of Paulo Jorge Rodrigues and Filipe Castro. All timbers were drafted at a 1:1 scale and the 1:1 drawings afterwards were reduced to a 1:10 scale over a grid of 10 x 10 cm. The marks indicated in drawings 80, 82, 83, 85, 86, 87, 88, 90, 91, 95, 97, 99, 100, 142,150, and 154, were perfectly visible and intentionally made with a sharp object – in Portuguese, probably the esgavarote, mentioned by João Baptista Lavanha. We do not know whether all these marks are related to the conception process, and above all, we do not know how reliable the coordinates of the interception of each one of these lines with the outer surface of the floor timbers are. The first author of this report witnessed the process of measuring the said coordinates – indicated on Table 5 – by Paulo Jorge Rodrigues and can attest for their apparent accuracy. However, there was no way to tell whether what we considered to be the vertical axis, was the real one. There were no marks of the central axis on the timbers, and the marks on both sides of the keel – astilhas – were seldom parallel or even straight. After the construction of the 1:20 wooden model, a reanalysis of the 1:10 drawings was done and the values found for the coordinates indicated on Table 5 were in some cases considerably different. Only further analysis will permit a better understanding of the significance of the marks indicated on the following pages.

47

Floor Timber 78

48

Floor Timber 79

49

Floor Timber 80

50

Floor Timber 81

51

Floor Timber 82

52

Floor Timber 83

53

Floor Timber 84

54

Floor Timber 85

55

Floor Timber 86

56

Floor Timber 87

57

Floor Timber 88

58

Floor Timber 89

59

Floor Timber 90

60

Floor Timber 91

61

Floor Timber 92

62

Floor Timber 93

63

Floor Timber 94

64

Floor Timber 95

65

Floor Timber 96

66

Floor Timber 97

67

Floor Timber 98

68

Floor Timber 99

69

Floor Timber 100

70

Floor Timber 140

71

Floor Timber 141

72

Floor Timber 142

73

Floor Timber 143

74

Floor Timber 144

75

Floor Timber 145

76

Floor Timber 146

77

Floor Timber 147

78

Floor Timber 148

79

Floor Timber 150

80

Floor Timber 152

81

Floor Timber 154

82

Floor Timber 156

83

Floor Timber 158

84


Lisbon, Portugal


Ship Lab Report 13

Appendix 2 Carbon Dating


85

May 24, 2010

Dr. Luis Filipe M. V. Castro

Texas A & M University

Nautical Archaeology Program

105 Anthropology Building

College Station, TX 77843

USA

RE: Radiocarbon Dating Results For Samples CA-8086, CS-C148, CS-E2

Dear Dr. Castro:

Enclosed are the radiocarbon dating results for three samples recently sent to us. They each provided

plenty of carbon for accurate measurements and all the analyses proceeded normally. As usual, the

method of analysis is listed on the report with the results and calibration data is provided where

applicable.

As always, no students or intern researchers who would necessarily be distracted with other obligations

and priorities were used in the analyses. We analyzed them with the combined attention of our entire

professional staff.

If you have specific questions about the analyses, please contact us. We are always available to answer

your questions.

The cost of the analysis was charged to the MASTERCARD card provided. As always, if you have

any questions or would like to discuss the results, don’t hesitate to contact me.

Sincerely,

Page 1 of 5

86

Beta -279089 250 +/-40 BP -24.9 o/oo 250 +/-40 BP SAMPLE : CA-8086 ANALYSIS : Radiometric-Standard delivery

MATERIAL/PRETREATMENT : (wood): acid/alkali/acid 2 SIGMA CALIBRATION : Cal AD 1520 to 1580 (Cal BP 430 to

370) AND Cal AD 1630 to 1680 (Cal BP 320 to 270)

Cal AD 1770 to 1800 (Cal BP 180 to 150) AND Cal AD 1940 to 1950 (Cal BP 10 to 0)

Beta -279090 440 +/-40 BP -24.9 o/oo 440 +/-40 BP SAMPLE : CS-C148 ANALYSIS : Radiometric-Standard delivery


460)

Beta -279091 280 +/-40 BP -26.7 o/oo 250 +/-40 BP SAMPLE : CS-E2 ANALYSIS : Radiometric-Standard delivery


370) AND Cal AD 1630 to 1680 (Cal BP 320 to 270)

Cal AD 1770 to 1800 (Cal BP 180 to 150) AND Cal AD 1940 to 1950 (Cal BP 10 to 0)

Page 2 of 5

Dr. Luis Filipe M. V. Castro Report Date: 5/24/2010

Texas A & M University Material Received: 5/4/2010

Sample Data Measured Radiocarbon Age

13C/12C Ratio Conventional Radiocarbon

Age(*)

87

CALIBRATION OF RADIOCARBON AGE TO CALENDAR YEARS

(Variables: C13/C12=-24.9:lab. mult=1)

Laboratory number: Conventional

radiocarbon age: 2 Sigma calibrated

results:

(95% probability)

Intercept of radiocarbon age with

calibration curve:

1 Sigma calibrated result:

(68% probability)

250±40 BP

B eta-279089

250±40 BP

Cal AD 1520 to 1580 (Cal BP 430 to 370) and Cal AD

1630 to 1680 (Cal BP 320 to 270) and Cal AD 1770 to

1800 (Cal BP 180 to 150) and Cal AD 1940 to 1950

(Cal BP 10 to 0)

Intercept data

Cal AD 1650 (Cal BP 300) Cal AD 1640 to 1660

(Cal BP 310 to 280)

Wood

1450 1500 1550 1600 1650 1700 1750 1800 1850 1900 1950 2000 Cal AD

Re ferences : Database used

INTCAL 04

Calibration Database INTCAL04 Radiocarbon

Age Calibration

IntCal04: Calibration Issue of Radiocarbon (Volume 46, nr 3, 2004).

M athem ati cs A Simplified Approach to Calibrating C14

Dates

Talma, A. S., Vogel, J. C., 1993, Radiocarbon 35(2), p317-322

Beta Analytic Radiocarbon Dating Laboratory 4985 S.W. 74th Court, Miami, Florida 33155 • Tel: (305)667-5167 • Fax: (305)663-0964 • E-Mail: [email protected]

Page 3 of 5

88





result:

(95% probability)


calibration curve:


(68% probability)

440±40 BP 580

560

540

520

500

480

460

440

420

400

380

360

340

320

300

B eta-279090 440±40 BP Cal AD 1420 to 1490

(Cal BP 530 to 460)

Intercept data


(Cal BP 520 to 490)

Wood

Radiocarbon age (BP)

1400 1410 1420 1430 1440 1450 1460 1470 1480 1490 1500 Cal AD


INTCAL 04


Age Calibration



Dates



Page 4 of 5

89





results:

(95% probability)


calibration curve:


(68% probability)

250±40 BP

B eta-279091

250±40 BP

Cal AD 1520 to 1580 (Cal BP 430 to 370) and Cal AD

1630 to 1680 (Cal BP 320 to 270) and Cal AD 1770 to

1800 (Cal BP 180 to 150) and Cal AD 1940 to 1950

(Cal BP 10 to 0)

Intercept data


(Cal BP 310 to 280)

Wood

1450 1500 1550 1600 1650 1700 1750 1800 1850 1900 1950 2000 Cal AD


INTCAL 04


Age Calibration



Dates



Page 5 of 5

90

Table of Contents

Abstract 3

Key Words 3

Introduction 3

Reconstruction Methodology 11

Description of the Hull Remains 12

Keel 25

Keelson 26

Frames 29

Planking 33

Ceiling 35

Breast Hook 35

Stringers 36

Orlop Beam 36

Buttress and Pump Sump? 37

Stanchion 39

Whipstaff 39

Preliminary Analysis 40

Future Analysis 43

References 44

Appendix 1 – Floor Timbers 45

Appendix 2 – Carbon Dating 84

The Cais do Sodré Shipwreck Lisbon, Portugalnautarch.tamu.edu/shiplab/00-pdf/Castro and Iamafune...

Documents

Transcript of The Cais do Sodré Shipwreck Lisbon, Portugalnautarch.tamu.edu/shiplab/00-pdf/Castro and Iamafune...