Daniel Zwick
State Archaeology Department of Schleswig-Holstein, Dept. 3: Planning Control / International Projects, BalticRIM Research Staff
Dr Daniel Zwick is a German maritime archaeologist who specialised in the subject at the universities of Southampton (B.A. and M.A.) and Kiel (PhD). He has several years of fieldwork experience in the rescue archaeological sector, mainly in Germany, Ireland and the United Kingdom. He has been also involved in several archaeological research projects throughout Europe – from Iceland to Cyprus – including a survey of the Swedish warship Vasa‘s (1628) orlop-deck and involvement in underwater fieldwork in Cyprus, England, Germany, Poland, Scotland (the Shetland Isles) and Sweden as an archaeological diver. Since 2016, he has been working chieftly for the State Archaeology Department of Schleswig-Holstein (ALSH), which was the lead partner in the BalticRIM Project (2017-2020), i.e. the first systematic and multi-national effort to integrate the maritime and underwater cultural heritage of the Baltic Sea into maritime spatial planning. Daniel Zwick was responsible for the project‘s implementation in the German federal state of Schleswig-Holstein and took a deeper interest in management and planning issues as a consequence. While the project was focussed on the Baltic Sea coast, Zwick took also a research interest in the state’s North Sea coast – the North Frisian Wadden Sea – which highly dynamic intertidal environment forms a stark contrast to the relatively benign Baltic Sea. Historical shipwrecks in this sea have become exposed by coastal erosion and storms at an increasing rate in recent years. Currently, he seeks to strengthen research efforts by launching projects and creating forums for international exchange on the subject of intertidal shipwrecks with the goal to gauge the possibilities for in situ protection and to enhance interdisciplinary research of coastal heritage sites threatened by environmental and anthropogenic factors.
Phone: +49 151 5054 6144
Phone: +49 151 5054 6144
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Siehe auch: https://archaeologische-nachrichten.de/suederoogsand/
CORRECTIO: Die Datierungen der Wracks in der Vergleichsübersicht der Abbildung 13 sind z.T. falsch dargestellt. Umgebaute Klinkerfahrzeuge: Darss FPL77 (1590+), Debki (1618+), Gdynia W36 (1596+). Doppelt beplanktes Kraweel: Langeness (1744+).
This paper summarises the results. The wreck will be published in greater detail in the ISBSA 15 proceedings (in English) and the "Nachrichtenblatt Unterwasserarchäologie" (in German).
This popular scientific article picks up on the route description within its archaeological context, amended by some picturesque impressions of a sailing expedition in the Stockholm Archipelago, where the author followed an itinerary's leg in his Danish-built smakke. An English version will be published as part of the author's forthcoming doctoral thesis on "Maritime Logistics in the Age of the Northern Crusades".
[Please note: This topic shall be also published in English soon]
In spite of the relevance of its material culture, the field of maritime archaeology – particularly the study of shipwrecks – is often perceived as an isolated sub-discipline. This perception is not wholly unjustified, considering the preoccupation of maritime archaeologists with questions of a technical and methodological nature. Nonetheless, there is a latent potential for maritime archaeology to add to our knowledge about medieval Europe in a wider sense.
This potential is typically ignored, as for instance when one eminent scholar remarked that “we should not look into waters, but into the affairs of men.” To be fair, this was meant metaphorically, yet the implication as to how maritime evidence is regarded is literally true. This paper aims to demonstrate that the affairs of men are to a certain extent better reflected – and indeed preserved – in waters. Not least because shipwrecks allow for incomparable glimpses into landscapes and communication, for there are no comparable finds of wagons or carts and their cargoes in a terrestrial context. While land archaeologists generally trace innovation and change through the representativeness and novelty of a type of artefact in a given location, maritime archaeologists study ‘fossilized action’, the vehicles of the agents of the past who brought about change and facilitated cross-cultural communication.
Siehe auch: https://archaeologische-nachrichten.de/suederoogsand/
CORRECTIO: Die Datierungen der Wracks in der Vergleichsübersicht der Abbildung 13 sind z.T. falsch dargestellt. Umgebaute Klinkerfahrzeuge: Darss FPL77 (1590+), Debki (1618+), Gdynia W36 (1596+). Doppelt beplanktes Kraweel: Langeness (1744+).
This paper summarises the results. The wreck will be published in greater detail in the ISBSA 15 proceedings (in English) and the "Nachrichtenblatt Unterwasserarchäologie" (in German).
This popular scientific article picks up on the route description within its archaeological context, amended by some picturesque impressions of a sailing expedition in the Stockholm Archipelago, where the author followed an itinerary's leg in his Danish-built smakke. An English version will be published as part of the author's forthcoming doctoral thesis on "Maritime Logistics in the Age of the Northern Crusades".
[Please note: This topic shall be also published in English soon]
In spite of the relevance of its material culture, the field of maritime archaeology – particularly the study of shipwrecks – is often perceived as an isolated sub-discipline. This perception is not wholly unjustified, considering the preoccupation of maritime archaeologists with questions of a technical and methodological nature. Nonetheless, there is a latent potential for maritime archaeology to add to our knowledge about medieval Europe in a wider sense.
This potential is typically ignored, as for instance when one eminent scholar remarked that “we should not look into waters, but into the affairs of men.” To be fair, this was meant metaphorically, yet the implication as to how maritime evidence is regarded is literally true. This paper aims to demonstrate that the affairs of men are to a certain extent better reflected – and indeed preserved – in waters. Not least because shipwrecks allow for incomparable glimpses into landscapes and communication, for there are no comparable finds of wagons or carts and their cargoes in a terrestrial context. While land archaeologists generally trace innovation and change through the representativeness and novelty of a type of artefact in a given location, maritime archaeologists study ‘fossilized action’, the vehicles of the agents of the past who brought about change and facilitated cross-cultural communication.
Jennifer E. Jones is a research data analyst for engagement and innovation programs at the Office of Research, Economic Development, and Engagement at East Carolina University. Jones is coeditor of Citizen Science in Maritime Archaeology: The Power of Public Engagement. Calvin H. Mires is a maritime archaeologist at Woods Hole Oceanographic Institution. Daniel Zwick is a maritime archaeologist currently working as project manager for the State Archaeology Department of Schleswig-Holstein.
A volume in the series Society and Ecology in Island and Coastal Archaeology, edited by Victor D. Thompson and Scott M. Fitzpatrick
Contributors: Edward Pollard | Jose Manuel Mates Luque | Bev Parslow | Susan B.M. Langley | Karl Brady | Monica Grosso | Linda Shine | Hefin Meara | Guillermo Gutiérrez | Christian Murray | James P. Delgado | Mark Harrison | Anthony Corn | Sandra Henry | Athena Trakadas | Nathan Richards | Carlo Beltrame | Maria Paula Bunicontro | Stephen B. Atkinson | Kurt Bennett | Stefan Claesson | Brad Duncan | Taylor Picard | Andy Sherman | Amy A. Borgens | Chuck Meide | Mariam Pousa
It examines the maritime organisation of predominantly Danes and Germans in the period of the Northern Crusades, which includes navigation and orientation, fleet organisation, but also shipbuilding and the establishment of a maritime trade network and other maritime-related infrastructure. While the chronological framework of this study is defined by a historical period - of the Northern Crusades - spanning four centuries, a great variety of historical and archaeological sources are addressed in the course of the investigation. This study starts with an examination of the natural physical landscape of the Baltic Sea in chapter 1 and how its populations adapted to geographical and climatic factors in the maritime sphere.
Chapter 2 examines the logistical links from the North Sea to the Baltic Sea, bypassing the Jutland peninsula, which opened up to a large-scale colonization and urbanisation movement and long-distance trade networks from western European, particularly from Danish and German places of origin in the wake of the Wendish, Baltic and Prussian crusades, starting in 1147. The foundation of Schleswig and Lübeck and the growing importance of the Ummelandfahrt are identified as paradigm shifts, which can be both corroborated by privileges on the one hand and ship-finds on the other hand. Early Bremen-type vessels seem to have played a particularly important role, and presently the overwhelming evidence points for a southern Jutlandic origin of this type. The great variances observed in the constructional characteristics strongly suggest a maritime organisation that was not bound to a singular local tradition, but can be most likely linked to long-distance trade networks of this time, which bounded merchants of different denominations together, such as the Gotlandic-Lübeckian gilda communis or the fraternities danicum in Cologne.
While the previous chapter was most focussed on the legal and environmental precondition as well as the driving forces – i.e. actors – behind the opening up of the Baltic Sea, chapter 3 also investigates maritime organisation, but its practical aspects, i.e. navigation, orientation and fleet organisation. A major focus of this chapter lies on the re-evaluation of a 13th-century itinerary – colloquially known as King Valdemar's Iitnerary – describing the sea route between the then Danish territories of Blekinge and Estonia, along the Swedish and Finnish coastline. By drawing analogies to similar sources which served the orientation and army and fleet logistics, a new interpretation can be suggested according to which the itinerary was meant as basis for calculating travel time and organising leding fleets. This chapter is first and foremost focussed on Danish maritime logistics to its Estonian enclaves.
This is compared and contrasted to an evaluation of actual 13th-century ship-finds in chapter 4 in the wider region associated with the Baltic Crusades, i.e. Riga (historical province of Livonia, today Latvia), the Matsalu Bay (Estonia), Kuggmaren (Sweden) and Egelskär (Finland), all of which – except the Riga 3 ship – are Bremen-type vessels too. In the concluding section, the question is raised whether Bremen-type vessels corrospond to the historical cog type, which was frequently mentioned in contemporary chronicles and source in connection with the crusades in general (as was deduced in paper E) and this region in particular.
In contrast to the preceding parts, chapter 5, is first and foremost focused on trade – i.e. Baltic timber trade – and examines the probable impact of the availability of high quality Baltic oak on western European shipbuilding. The Beluga Ship (paper C) is introduced as exemplary case study, from which contextual study (paper D) further research questions are derived, assessing the use of timber imports in the light of possible cost-benefit decisions.
Chapter 6 examines the local transport geography of a castle where lime was cut and distributed via ship. A nearby wreck's role within this context is analysed. In its conclusion, Chapter 6 takes a longue durée approach to make a hypothesis for Saaremaa's strategical importance, reaching back in time to the very beginning of the chronological framework of this study, i.e. the early attempts of the Danes to gain a foothold on Saaremaa in the Valdemarian period in the 12th and 13th centuries.
inter alia:
- The defences of medieval and early modern London
- The archaeology of Antwerp's fortifications from its origins to the 16th century
- Pugno Pro Patria. Archäologische Untersuchungen zur Belagerung und Verteidigung der Westfriesischen VOC-Städte Hoorn, Enkhuizen und Medembilk
- Eine wehrhafte Stadt - Zur Befestigung und Verteidigung Göttingens
- Monasterium - Münster
- Die Lübecker Befestigungen (Bürgen und Stadtmauern) im Mittelalter und in der Neuzeit
- Befestigungsanlagen der Duisburger Pfalz und Stadt im Mittelalter
- "... und erbauten die überaus reiche und stark befestigte Stadt Stralsund..." - Stadtbefestigungen und Adelshöfe im mittelalterlichen und frühneuzeitlichen Stralsund
- Das befestigte Kiel - Stadtmauern, Forts und Bunker vom 13. bis zum 20. Jahrhundert
- "Eine Veste Stadt". Mittelalterliche und frühneuzeitliche Stadtfortifikationen in Braunschweig
- Die Stadtbefestigungen Rigas im 13. bis 16. Jahrhundert
- Die Hansestadt Tallinn (Reval) und ihre mittelalterlichen Befestigungen
- Urban fortifications in Vordingborg and Stege
Year: 2010
Pages: 918
Illustrations: numerous b/w
Language: This volume encompasses English and German contributions, the latter with English summaries
ISBN: 978-3-7950-1298-4"
We have already received very interesting international papers from Saint-Pierre-et-Miquelon to Auckland, and are now in the progress of finalising the programme in order to raise funding for this conference.
If you are working on a wreck in the intertidal zone, please contact me. Although we have almost completed the programme for oral presentations, we are still seeking contributions for our digital poster presentation, which shall be integrated as slideshow-loop during the coffee breaks (like an "intermission"), also to be broadcasted as live conference.
Contact: [email protected]