Zambratija - Prapovijesni šivani brod / Prehistoric sewn boat / Una barca cucita preistorica / Un bateau cousu préhistorique, I. Koncani Uhač, G. Boetto, M. Uhač (eds.), Catalogue of the exhibition, Archaeological Museum of Istria, 2017, Pula., 2017
Oblikovanje plakata, kataloga i pozivnice / Poster, catalogue and invitation design / Design del ... more Oblikovanje plakata, kataloga i pozivnice / Poster, catalogue and invitation design / Design del manifesto, del catalogo e dell'invito / Design de l'affiche, du catalogue et du carton d'invitation Kadar -Dražen Tomić Priprema za tisak / Layout / Impaginazione / Mise en page Kadar -Dražen Tomić Izrada sekcije broda / Building the boat section / Realizzazione della sezione dell'imbarcazione / Construction de la section du bateau Christian Petretich, Savudrijska batana -Batana Salvorina, Ida Koncani Uhač, Marko Uhač 3D model / 3D modelling / Modelli 3D / Modelisation 3D Vincent Dumas, Pierre Poveda Video montaža / Video editing / Video editing / Montage vidéo Artimi d.o.o.
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Papers by Giulia Boetto
Insérés au sein de l’espace public défini à l’est de la zone du castrum républicain, les Grandi Horrea d’Ostie constituent l’un des plus grands entrepôts connus jusqu’à présent dans la cité portuaire et occupent la majeure partie d’un îlot urbain, entre le decumanus maximus et le Tibre. Cette contribution, après avoir rappelé l’histoire du monument, de son insertion dans le tissu urbain à sa fouille systématique pendant la Première Guerre mondiale, propose de faire le point sur ce que nous connaissons des principales étapes de la vie du monument qui s’étale du premier quart du Ier siècle apr. J.-C. jusqu’au moins tout le IIIe siècle, et ce que nous pouvons restituer sur le fonctionnement technique de ces entrepôts. Dans ce cadre, une attention particulière a été portée sur le transport maritime des grains et le déchargement des bateaux, sur les manutentions à l’intérieur du bâtiment et les caractéristiques des aires de stockage, sur les techniques de conservation des grains et le calcul des capacités, et sur la gestion des entrepôts et la redistribution des denrées vers la ville.
(1) The maximum depth is 6 m below the Roman sea level. This depth allowed any type of ship (even heavy tonnage) to access the harbour.
(2) A chronostratigraphic gap at 6 m below Roman sea level suggests digging operations in the basin (or subsequent
dredging) that have caused the loss of sedimentary archives.
(3) The filling consists of dark clays typical of a quiet environment but open to marine and river influences.
(4) The dates at the base of this sequence give a range between the 4th and the 2nd century BC.
(5) In the harbour sequence, a facies change at 2.5 m under the Roman sea level involves a change in the processes of sedimentation and/or operation.
(6) No later than the beginning of the 1st century AD, the thickness of the water column in the basin is less than 50 cm and seems to be caused by a massive siltation following a succession of floods of the Tiber.
(7) This basin was thus already abandoned during the start-up of Portus."
and Zdenko BRUSIC, The late antiquity shipwreck of Pakoštane (Croatia).
The results of a Franco-Croatian research project,
This article presents the results of a Franco-Croatian research programme
involving the excavation and study of the Pakoštane shipwreck (end of 4th
to beginning of 5th century AD) from 2007 to 2008. The town of Pakoštane
is located in northern Dalmatia between the two urban centres of Zadar to
the north and Šibenik to the south. Its port faces three small islets named,
from north to south, Babuljaš, Veli Školj and Sveta Justina. The wreck is
situated between the islets of Veli Školj and Sveta Justina, at a depth of
between 2.50m (south) to 2.75m (north).
The article is composed of seven chapters written by 14 authors who have,
for the most part, participated in on-site missions. The fi rst chapter (I. Radi’ c
Rossi, Z. Brusi’c, M. Ilki’c, M. Parica, M. Meštrov) begins with a geographic
look at the territory of Pakoštane and of its navigation space, then presents
a historical summary of archaeological research undertaken along
the littoral with the discovery of the harbour zone of Janice (south-east of
Pakoštane), of the wreck and of the structures hypothetical attributed to the
salt pans in the small modern port.
The second chapter (G. Boetto, S. Marlier and I. Radi’ c Rossi) presents the
excavation and study of the wreck. The site is characterised by a sector
that is very rich in material that has been associated with the galley and
storage zone. The dunnage indicates the presence of a cargo now almost
entirely missing (essentially African in origin). Among the most remarkable
features of the wreck is the large number of repairs in lead applied to the
planking, as well as mends to the frames, and this is also refl ected in the
great differences in the taxa of wood used for the construction of the hull.
The following studies are concerned with typological and archeometrical
analyses of the ceramic material (C. Huguet and Cl. Capelli respectively);
determining the species of wood of the preserved vestiges of the hull and of
the cargo load wedges (F. Guibal, S. Greck and C. Cenzon-Salvayre); analysis
of the pollen content of the pitch used to protect the hull (V. Andrieu-
Ponel). A more technical contribution about digital photogrammetry as
used during the operations of 2008 (V. Dumas) completes the article.
Insérés au sein de l’espace public défini à l’est de la zone du castrum républicain, les Grandi Horrea d’Ostie constituent l’un des plus grands entrepôts connus jusqu’à présent dans la cité portuaire et occupent la majeure partie d’un îlot urbain, entre le decumanus maximus et le Tibre. Cette contribution, après avoir rappelé l’histoire du monument, de son insertion dans le tissu urbain à sa fouille systématique pendant la Première Guerre mondiale, propose de faire le point sur ce que nous connaissons des principales étapes de la vie du monument qui s’étale du premier quart du Ier siècle apr. J.-C. jusqu’au moins tout le IIIe siècle, et ce que nous pouvons restituer sur le fonctionnement technique de ces entrepôts. Dans ce cadre, une attention particulière a été portée sur le transport maritime des grains et le déchargement des bateaux, sur les manutentions à l’intérieur du bâtiment et les caractéristiques des aires de stockage, sur les techniques de conservation des grains et le calcul des capacités, et sur la gestion des entrepôts et la redistribution des denrées vers la ville.
(1) The maximum depth is 6 m below the Roman sea level. This depth allowed any type of ship (even heavy tonnage) to access the harbour.
(2) A chronostratigraphic gap at 6 m below Roman sea level suggests digging operations in the basin (or subsequent
dredging) that have caused the loss of sedimentary archives.
(3) The filling consists of dark clays typical of a quiet environment but open to marine and river influences.
(4) The dates at the base of this sequence give a range between the 4th and the 2nd century BC.
(5) In the harbour sequence, a facies change at 2.5 m under the Roman sea level involves a change in the processes of sedimentation and/or operation.
(6) No later than the beginning of the 1st century AD, the thickness of the water column in the basin is less than 50 cm and seems to be caused by a massive siltation following a succession of floods of the Tiber.
(7) This basin was thus already abandoned during the start-up of Portus."
and Zdenko BRUSIC, The late antiquity shipwreck of Pakoštane (Croatia).
The results of a Franco-Croatian research project,
This article presents the results of a Franco-Croatian research programme
involving the excavation and study of the Pakoštane shipwreck (end of 4th
to beginning of 5th century AD) from 2007 to 2008. The town of Pakoštane
is located in northern Dalmatia between the two urban centres of Zadar to
the north and Šibenik to the south. Its port faces three small islets named,
from north to south, Babuljaš, Veli Školj and Sveta Justina. The wreck is
situated between the islets of Veli Školj and Sveta Justina, at a depth of
between 2.50m (south) to 2.75m (north).
The article is composed of seven chapters written by 14 authors who have,
for the most part, participated in on-site missions. The fi rst chapter (I. Radi’ c
Rossi, Z. Brusi’c, M. Ilki’c, M. Parica, M. Meštrov) begins with a geographic
look at the territory of Pakoštane and of its navigation space, then presents
a historical summary of archaeological research undertaken along
the littoral with the discovery of the harbour zone of Janice (south-east of
Pakoštane), of the wreck and of the structures hypothetical attributed to the
salt pans in the small modern port.
The second chapter (G. Boetto, S. Marlier and I. Radi’ c Rossi) presents the
excavation and study of the wreck. The site is characterised by a sector
that is very rich in material that has been associated with the galley and
storage zone. The dunnage indicates the presence of a cargo now almost
entirely missing (essentially African in origin). Among the most remarkable
features of the wreck is the large number of repairs in lead applied to the
planking, as well as mends to the frames, and this is also refl ected in the
great differences in the taxa of wood used for the construction of the hull.
The following studies are concerned with typological and archeometrical
analyses of the ceramic material (C. Huguet and Cl. Capelli respectively);
determining the species of wood of the preserved vestiges of the hull and of
the cargo load wedges (F. Guibal, S. Greck and C. Cenzon-Salvayre); analysis
of the pollen content of the pitch used to protect the hull (V. Andrieu-
Ponel). A more technical contribution about digital photogrammetry as
used during the operations of 2008 (V. Dumas) completes the article.
L’étude de ces navires dans le cadre du complexe portuaire de Rome et du Tibre a permis de saisir le rapport entre les aménagements portuaires et fluviaux, les bateaux et un système économique dominé par le problème du ravitaillement de Rome.
Ce travail étudie également une série d’autres embarcations antiques signalées dans la zone du delta du Tibre (Ostie et Portus). Ces documents apportent un témoignage complémentaire sur la topographie et le fonctionnement du système portuaire de Rome.
In 1958-1965, during the construction of the airport of Rome, in Fiumicino (Italy), the remains of some ships, dated to the 2nd to the 5th centuries AD were uncovered. The analysis of these wrecks, found within the basin of the port built by emperor Claudius and actually conserved in the Museo delle Navi of Fiumicino, gave the opportunity to carry out their monographic study and to recognize some functional groups (naves caudicariae, naves vivariae and boats for coastal navigation).
The study of these vessels within the port complex of Rome and the Tiber, also presented an opportunity to understand the relations between the harbour, fluvial structures, the ships and an economic system dominated by the problem of supplying Rome.
This work analyses some ancient wrecks discovered within the Tiber delta (at Ostia and Portus). These documents provided complementary evidence concerning the topography and the working of the port system of Rome.
From the wreck to the museum: study, conservation, restoration and exhibition of ancient ships in Italy and Europe
March 7th 2018, Ecole française de Rome, Piazza Navona, 62
March 8th 2018, Istituto Superiore per la Conservazione e il Restauro, Via di San Michele 23
The wooden hulls of ancient ships are complex structures, composed of thousands of pieces assembled according to various principles and construction processes. Archeologists specialized in naval architecture document, analyze and interpret these techniques based on the meager vestiges offered by the wrecks. These boats, of various shapes and sizes, always adapted to specific functions and geographical transport zones, are exceptional testimonies of the technical level of the societies that built them. Ancient ship remains also have great evocative power, as evidenced by the interest of the media and the subsequent public expectation following each new discovery.
Since the mid-1970s, there has been an increase in the discovery of wrecks in ancient harbor basin or river contexts, typically due to construction processes in these now-urban zones or near-shore situations. Given this background of discovery, they are usually the remains of abandoned boats, typically found without cargoes. These boats often correspond to types unknown or little documented by underwater archeology, related to regional construction traditions or connected to particular functions such as harbor service or fishing.
The discovery of all these ancient remains made of wood, an extremely perishable material that is only preserved in particular conditions, typically burial in an anaerobic wetland, was problematic. Each location required the implementation of methods of excavation and study specifically adapted to each intervention condition, within the constraints imposed by funding and work programs. As a result, archaeologists have made important and far-reaching choices, particularly in cases where the in situ conservation of the remains was not a viable solution.
At the same time, European conservation experience in waterlogged wood has greatly expanded through the creation of specialized laboratories, the development of adapted procedures and the construction of more and more efficient infrastructures. Although polyethylene glycol (PEG) is still the most commonly used preservation treatment, most often coupled with freeze-drying, other substances have been used (e.g. melamine), and the debate over various types of treatments and their application remains open in the conservation community. Recently, the problem of the acidification of archaeological wood due to the reaction of metals (particularly iron) with PEG, leading to the creation of sulfides and the initiation of irreversible degradation, has become the object of advanced research. The need to monitor the state of conservation of wrecks exhibited in museums has also led to the creation of international networks of exchanges.
This workshop, organized by the Istituto Superiore for the Conservazione e il Restauro, the French School of Rome and the Centre Camille Jullian (Aix Marseille Université, CNRS, Ministère de la Culture) of Aix-en-Provence, will bring together Italian and international specialists (archaeologists, museum curators, restorators) to discuss problems related to the study, conservation, restoration and exhibition of wooden remains of ancient ships.
15th International Symposium on Boat and Ship Archaeology (ISBSA 15)
Marseille, France, 22-27 October 2018
The Programme Committee of the International Symposium on Boat and Ship Archaeology welcomes submissions for papers as well as posters for the 15th symposium, organized by Centre Camille Jullian (Aix Marseille University, French National Center for Scientific Research, Ministry of Culture), to be held at the MuCem Museum in Marseilles, France, from the 22th to the 27th of October 2018.