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The International Journal of Nautical Archaeology (2013) 42.1: 44–59
doi: 10.1111/j.1095-9270.2012.00363.x
The Roman Shipwreck of Antirhodos Island in the Portus
Magnus of Alexandria, Egypt
Patrice Sandrin
Institut Européen d’Archéologie Sous-Marine (IEASM), Paris, France
Alexander Belov
Centre for Egyptological Studies of the Russian Academy of Sciences, Moscow, Russia
David Fabre
Institut Européen d’Archéologie Sous-Marine (IEASM), Paris, France
Between 1998 and 1999 three excavation campaigns were undertaken on a shipwreck at the now-submerged site of the ancient
Portus Magnus, off the coast of Alexandria. The site, close to the island of Antirhodos, was identified through geophysical and
archaeological surveys carried out by the Institut Européen d’Archéologie Sous-Marine (IEASM), directed by Franck Goddio.
The remains of the ship lie c.5 m deep and are spread over c.350 sqm. No cargo has been found. Artefacts recovered, the details
of the ship’s architecture and radiocarbon dating all suggest it sunk between the end of the 1st century BCE and the 1st century
CE. Its dimensions correspond to those of commercial ships of the Roman era. Identification of the wood used contributes
significantly to our knowledge of materials used in naval architecture of this period.
© 2012 The Authors
Key words: maritime archaeology, naval architecture, Roman shipwreck, Alexandria, Egypt.
T
he Roman-period shipwreck discovered
adjacent to the Island of Antirhodos in the now
submerged Eastern Port of Alexandria was
excavated as part of a larger research project launched
in 1992 by the Institut Européen d’Archéologie Sousmarine (IEASM) in cooperation with the Supreme
Council for Antiquities of Egypt (SCA). The main
objective for the larger project was to determine the
precise ancient topography of the now-submerged elements of the Eastern Port of Alexandria (Goddio and
Darwish, 1998; Goddio, 2008: 26–39; Fabre and
Goddio, 2010) (Figs 1, 2 and 3). This research has
allowed the contours of the former land surface to be
traced with some accuracy and, in some cases, it has
provided information on the infrastructure of the part
of the port that led up to the Basileia; a seafront palacecomplex containing a series of government buildings
and cultural institutions. The IEASM’s map of the
submerged structures in the Eastern Port of Alexandria
shows a vast bay containing a group of harbours. After
the Roman conquest of Egypt in 31 BCE, the harbour
was enhanced, while the facilities from the Ptolemaic
period – bedrock-cut basins and the existing dikes,
Figure 1. Map showing the location of Alexandria in the
Mediterranean.
jetties, curved sea walls and so forth – continued in use
(Fabre and Goddio, 2010; Fabre and Goddio, in
press). The investigation of the Eastern Port has
focused on determining depth and sedimentation type,
tracing the plan of the docks, creating a timeline for the
development, abandonment and destruction of the
sites and, of course, identifying shipwrecks. It was in
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society.
Published by Blackwell Publishing Ltd. 9600 Garsington Road, Oxford OX4 2DQ, UK and 350 Main Street, Malden, MA 02148, USA.
P. SANDRIN ET AL.: THE ROMAN ANTIRHODOS ISLAND SHIPWRECK OF ALEXANDRIA
Figure 2. Map showing the East Port of the Portus Magnus at Alexandria and the position of the Antirhodos wreck (Map by
Franck Goddio, © Franck Goddio, Hilti Foundation.)
Figure 3. Ship of Antirhodos Island in the Portus Magnus
of Alexandria, Egypt. (Photo Christoph Gerigk © Franck
Goddio, Hilti Foundation.)
the course of a test sounding (I1) that the shipwreck of
the island of Antirhodos was discovered.
Site and excavation
The island of Antirhodos is 350 m long by 70 m wide
and located off the south-western tip of the
Poseidium peninsula and can be divided into three
distinct areas. The main area follows a south-west to
north-east orientation and is aligned with the sea-wall
and the pier that extends from the tip of the peninsula, parallel to the ancient coast. The second is
formed by a 340 m long by 30 m wide sea-wall that
protrudes from the north-western end of the island.
The third area, oriented north-west to south-east, terminates in a jetty (J4) built from limestone blocks,
which advances to the north-east. The latter forms,
with the island, a small port (H1) fully sheltered from
swell and waves, which may correspond to the ‘small
port’ described by Strabo in the following terms: ‘. . .
private property of the kings, as is Antirhodos, the
island located before the man-made port, containing
a royal palace and a small port’ (Strabo, Geography,
XVII, 1, 9).
The ship was lying in the inner harbour (H1) of the
island along the solidly built artificial jetty (J4). It was
discovered at a depth of 5 m, under 500 mm of sand.
The layer of dense grey clay beneath the sand perfectly
preserved the lower part of the hull. The keel was
aligned to 30° degrees, that is approximately northeast–south-west, thus parallel to the jetty. The remains
of the hull were lying flat on the sea-bed without any
trim to starboard or port. The ship was relatively well
preserved. Slight settling of the sides was noticed on the
bilge. The sternpost and, above all, the stern itself have
been for the most part destroyed. All the upper pieces
have been lost. A large hole approximately 1 m long
and 700 mm wide was been discovered between frames
60 and 64 on the starboard side of the keel. This
damage was probably inflicted by modern drilling as
the wood appears to have been pierced by a powerful
rotating mechanism.
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
45
NAUTICAL ARCHAEOLOGY, 42.1
The position of the shipwreck on the bathymetric
chart is puzzling as it lies only 500 mm deeper than the
ancient island’s shore. This is the result not only of
silting, but also a rise in sea-level. It may be assumed
that the ancient coast had an elevation of at least 2 m
above the water. At the same time, even a ship of
average size would have required a depth of 3 m of
water to approach the pier. Thus, we can estimate the
difference between sea-level and the bottom of the port
would have been at least 5 m.
The shipwreck has been the focus of two excavations in 1998 and 1999. After an initial evaluation, it
was evident that the ship did not contain any cargo.
The excavations thus aimed to identify the main
structural elements of the hull and the means by
which they were assembled. For these purposes, the
surface of the ship was cleared from bow to stern. At
the end of each season the shipwreck was covered
again with a protective layer of fine sand and the
weak parts of the construction were supported by
sand bags. The poor visibility in the area (often
falling to 0 m and never exceeding 1 m) was a constant hindrance to the excavations. Nevertheless, the
ship was successfully recorded, making it possible to
use the diverse elements of the structure that were still
intact as evidence for understanding how the floor
timbers were connected to the planking and how the
pegs were driven in. The study of how the timbers
were joined and the assembly of the garboards to the
keel was conducted by observation of the ship’s
broken and detached fragments. A tunnel was dug
under the central axis of the boat in order to carry
out a precise analysis of the section of the keel and of
the manner in which the garboards were joined to the
bottom. Frame 19 was lifted and studied on board of
the research vessel for a short period of time and then
returned to its original position. No other major constructional elements were lifted or otherwise removed
from the vessel.
Samples of wood were taken for radiocarbon dating,
which, along with the analyses of the archaeological
objects discovered on board and in the stratigraphy
sealing the wreck, has made it possible to assign an
approximate date to the ship. Identification of the
types of wood sampled from the wreck provides information about the wood species used in its construction.
Date of the Ship
The objects discovered within the stratigraphic layer
covering the wreck – a sand layer with a high concentration of limestone and potsherds - suggest that it was
deposited over the wreck between the 1st century BCE
and the 4th century CE.
The ceramic material consists essentially of table
and cooking wares and amphoras. The earliest datable
find was the base of a Cnidian amphora that dates
from the second half of the 1st century BCE (Empereur
and Hesnard, 1987: 21, 63 fig. 16; Senol 2003: 194,
46
fig. 7). The table and cooking wares can be attributed
essentially to the 2nd century CE (Abadie-Reynal,
2007: 213–214, pl. 56 360.1). For example, a pot with a
horizontal rim and two small handles relates to a type
of production that seems to appear in the Aegean
world in the first half of the 2nd century CE and disappears sometime after the middle of the 3rd century
CE. A mortarium can probably be interpreted as an
Italic import produced between the middle of the 1st
century and the middle of the 2nd century CE (Hayes
1991: 71, fig. 26.1). The excavation of the sector where
the shipwreck was found also yielded an oil lamp
(Grataloup, 2008: 363, no. 487), which from the fabric
and slip would appear to be similar to a lamp type
produced in North Africa in the 2nd century CE,
although the shape itself is unusual for this region
(Joly, 1974: no. 605, pl. 24; Bailey, 1988: 42). The
amphoras (intact or fragmentary) found in the upper
strata (of the wreck) stem from a period between the
second and fourth centuries CE (in addition to the
Cnidian fragment mentioned above). The majority of
the amphoras are imports: wine amphora of the Agora
F65/66 variety from Asia Minor (Tomber, 1996: 45,
fig. 3; Lemaître, 1997; Senol, 2001: 383, fig. 10.22–25),
Cretan Amphora 4 from the 2nd century CE
(Empereur and Picon, 1989: 551.580, fig. 25 a–b;
Hayes, 1991: pl. 25.20A, fig. 70.19; Goldstream et al.,
2001: 158–159, Marangou-Lerat, 2002: fig. 1.4), carrot
amphora produced in Syria in the course of the third
and fourth centuries CE (Empereur and Picon, 1989:
232–233, 244–245, fig. 9), Gaza Amphora or Late
Roman 4 from the 4th century CE (Peacock, 1986:
191–192, class 46; Majcherek, 1995: 167, pl. 5.3;
Dixneuf, 2007: 541). Along with these imports, an
Egyptian wine amphora found in this layer belongs to
the ‘bitronconic’ (AE) variety, which corresponds to a
type produced from the 1st century to the 3rd century
CE (Empereur and Picon, 1989: 234; Marchand, 2007:
178).
A bronze coin was discovered in the course of the
excavations of the upper layers to the north-west of the
shipwreck. It could date to the reign of Antoninus Pius
(138–161) (pers. com. Andrew Meadows, Deputy
Director of the American Numismatic Society).
Two gold rings found in association with the shipwreck dated to between the first centuries BCE and
CE. The first of these rings consists of a hoop made of
three massive beaded wires. A gold granule was
attached to each end of the hoop. The oval setting
soldered to the ring contains a double-layered, dark
blue and white intaglio. The engraved image shows a
bird carrying a ribbon in its beak (Fig. 4a). The second
ring is polygonal in shape and has a tiered bezel. It is
undecorated except for some engraved lines on the
edges of the bezel (Fig. 4b) (Bakr and Stolz, 2008, 361).
Other objects found in the stratigraphic layer over
the ship, such as peach stones, walnuts, hazelnuts,
small lead weights and ivory pins, do not provide any
chronological evidence.
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
P. SANDRIN ET AL.: THE ROMAN ANTIRHODOS ISLAND SHIPWRECK OF ALEXANDRIA
Figure 4 a) and b) Gold rings found in association with the Antirhodos wreck. (Christoph Gerigk © Franck Goddio, Hilti
Foundation.)
A total of six wood samples were collected from the
wreck itself for radiocarbon dating. The analysis of the
material was carried out at Archéolabs (St. Bonnet,
France) by A. Cura and L. van der Plaetsen (ARC98/
R2123C, ARC02/R2771C1, ARC02/R2771C2). As
can be seen in Table 1, four standard dates are very
close to each other, within the range of 10–60 ⫾ 45 AD.
The results were analysed using OxCal, which combines the radiocarbon data from the Antirhodos ship,
and assumes that there is a relationship between all of
the wood as they were part of the same ship built at the
same time. The results suggest that there is a 95% probability that the ship was built between 75 and 211 CE
and a 91% probability that it was built between 75 and
174 CE. The program highlighted two samples, the
tenon and the plank, that are outliers, which stretched
out the date range. Without these – if they were repairs
for example – the combined date would be between 30
and 129 CE at a 95% probability.
Some of the details of how the ship was constructed also support a date in the 1st century CE to
the beginning of the 2nd century CE. The ship is
much broader in section than all known pre-Christian
era shipwrecks, as reflected by the shape of the keel,
which does not resemble a keystone but an anvil. An
increased hold volume was only made possible by
developing the ship’s inner structure (Steffy, 1990)
and such changes can be observed from the beginning
of the 1st century BCE. It is clear that the construction of the Antirhodos Island ship included a wellbuilt frame: the floors are bolted to the keel, which,
according to available archaeological evidence, only
occurs after the 1st century BCE. It can consequently
be suggested that the Antirhodos ship was built at
some point in the 1st century CE or the early years of
the 2nd century.
Construction of the ship (Fig. 5)
Longitudinal structure
The keel, made of Aleppo pine, was entirely preserved
and measures 16.5 m in length. With the aft cut-up and
the preserved fragment of the stem, the ship in situ has
a total length of 24.6 m. The longitudinal profile of the
keel is fairly even. At the level of frame 37, which
corresponds to the region of the bilge pump, a joint
with the aft cut-up was found. This detail was intended
to soften the rise of the lower part of the hull towards
the stern. The angle of elevation of the aft cut-up is 7°
and its length is 5.9 m. It was not possible to ascertain
the number of sections of the keel.
The keel has an anvil shape with the upper part
overlapping the garboards. The lower part of the keel
is visibly rounded. The form of the keel was studied at
both its ends and in two of its sections (at the level of
frames 37 and 21) (Fig. 6). The keel-sided dimensions
vary from 462 mm at the keel-aft cut-up joint to
299 mm at the keel-stem joint. The moulded dimensions vary respectively from 460 to 390 mm. The angle
of rabbet along the keel is fairly constant, varying
between 61° and 65°. Overall, the keel of the Antirhodos ship resembles the anvil-shaped keel of the later
shipwreck of Yassıada (Turkey, 7th century CE),
which potentially allows for a more solid connection
between the keel and the framework (Steffy, 2001). The
keel of the Antirhodos ship clearly differs from the
classic, keystone-shaped keel where the strakes protrude from the keel at a wide angle (rising rapidly)
resulting in a hull shaped like a wine glass (Steffy,
1990). The body of the Antirhodos Island ship is much
broader and does not belong to this type.
Both the keel/stem and a part of the aft cut-up/stern
Z-scarfs have been preserved at either end of the ship.
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
47
48
5
4.5
11.4
4.2
90 CE– 125 CE
345–380 CE
95–130 CE
365–390 CE
78.9
92.4
86.8
33.1
83.8
90.4
1 BCE–130 CE
120 BCE–80 CE
65 BCE–90 CE
265–345 CE
55 BCE–95 CE
125–365 CE
16.5
4
4.4
59
1.8
2.8
90 BCE–1 BCE
160–120 BCE
95 BCE–65 BCE
130–265 CE
90–55 BCE
90–125 CE
90 BCE–130 CE
160 BCE–80 CE
95 BCE–125 CE
130–380 CE
90 BCE–130 CE
90–390 CE
10 CE⫾40
60 CE⫾45
40 CE⫾45
165 CE⫾45
15 CE⫾45
165 CE⫾45
Keel
Peg
Treenail
Plank
Keelson
Tenon
1
2
3
4
5
6
Prob.
3%
Interval 3
Prob.2%
Interval 2
Prob. 1%
Interval 1
Calibrated Date
Conventional Age
Sample
No.
Table 1. Main results of 14C dating six wood samples form the Antirhodos Island ship. Based on the analyses of Archéolabs (St. Bonnet, France) by A. Cura and L. van
der Plaetsen. The highest probabilities and corresponding dating periods are in bold type
NAUTICAL ARCHAEOLOGY, 42.1
The stern scarf was attached by means of two copper
bolts passing through the centre of the aft cut-up of the
keel. The bolts secured the two parts of the scarf, but
were broken when the stern fell off. The diameter of the
bolt shafts at the upper surface of the scarf is 29 mm
and the diameter of their heads is c.50 mm. The joint
was also strengthened by five treenails driven in from
above. A trapezoid-shaped mortise for housing the
tenon of the stern part of the joint is preserved in the
upper part of the aft cut-up.
The Z-scarf joining the keel to the stem of the ship
measures 590 mm in length. At this joint, the keel is
290 mm sided by 390 mm moulded, while the stem is
280 mm sided by 440 mm moulded (Fig. 7). The joint
is compressed by nine wooden waterstops with a diameter of 12 to 25 mm and secured by several nails. The
remains of a horizontal key made of oak and measuring 307 mm long and 20 mm thick was discovered
inside the scarf. The joint was reinforced by a bolt
(with a shaft diameter of 20 mm and a head diameter of
45 mm) driven from below and penetrating through
the centre of the scarf. While vestiges of bitumen covering Z-scarfs have been discovered on other shipwrecks (for example Pomey, 1978, 85–87) no traces of
resin were preserved on this scarf’s surface.
The Z-scarf joining the keel to the aft cut-up was
discovered at the level of frame 37. In contrast to the
keel-stem joint, this scarf had no key and the upper
stern section had no tenon on its upper surface.
Two side-keelsons made of Sylvester or Mountain
pine are preserved over a length of 8 m from frame 34
to frame 59. The keelsons are rectangular in section
and measure 400 ¥ 350 mm (starboard keelson) and
450 ¥ 350 mm (port keelson). Both keelsons were
attached to the floor timbers and to the second planking strake by copper bolts, as can be seen in Figure 8.
Trapezoidal cuttings in the keelsons correspond to
the position of the bilge-pump well. The distance
between the two keelsons just forward of the well is
430 mm. The detail of the mast-step that was normally placed between the side-keelsons is absent and
it is likely that this was reclaimed not long after the
ship had sunk, as is the case for many other shipwrecks (Rival, 1991).
From frame 42 towards the stern, the longitudinal
strength of the ship was reinforced by the central
keelson made of Aleppo or Turkish pine. This triangular piece, with a side of 380 mm, is the continuation of
two side-keelsons. In fact, all three keelsons overlap
over some 2.5 m of the hull to strengthen an area of
profile transition near the keel/aft cut-up joint. The
central keelson was attached to the keel by copper bolts
passing through the frames. It is preserved up to frame
28, measuring 4.5 m in length.
The stem, made of Stone pine, is incomplete and is
preserved for a length of 2.2 m only. The stem is
280 mm sided by 440 mm moulded at the joint with the
keel and the stem’s moulded dimension decreases to
150 mm at its front (preserved) extremity. The angle of
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
P. SANDRIN ET AL.: THE ROMAN ANTIRHODOS ISLAND SHIPWRECK OF ALEXANDRIA
Figure 5.
Plan and sections of the Antirhodos wreck. (Drawing P. Sandrin © Franck Goddio, Hilti Foundation.)
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
49
NAUTICAL ARCHAEOLOGY, 42.1
Figure 6. Section showing anvil-shaped keel, garboards,
bolt, tenons and nails (position shown on Fig. 4). (Drawing
by P. Sandrin © Franck Goddio, Hilti Foundation.)
Figure 7. Detail of Z-scarf showing waterstops and horizontal key. (Drawing by P. Sandrin © Franck Goddio, Hilti
Foundation.)
the stem rabbet is 42°. The aft part of the ship was also
damaged and thus the stern of the ship is missing.
The carvel planking of the ship is made of Aleppo/
Turkish pine and Sylvester or Mountain pine. The
former was often preferred in ancient times for the
planking of full-bodied trade vessels because of its
availability and the ease with which it could be worked
(Steffy, 2001). The thickness of the planking varies
from 90–135 mm with an average value of 108 mm.
The garboard is 115–120 mm thick. As it was not possible to make a complete section of the hull, only one
wale has been identified with confidence: that is strake
5 (135 mm thick). The staggered mortises of the planking have average dimensions of 118 by 280 mm (Fig. 9)
and are 100–110 mm deep. The tenons were cut from
Golden, Kermes or Holm oak. They measured on
average 90 mm in width and had rounded edges. They
were secured inside the mortises by pegs with an
average diameter of 17 mm. The average centre-tocentre distance between the pegs is 152 mm. Pegs securing the tenons inside the garboard were driven in from
above the keel, these tenons were additionally supported by copper nails driven in from the sides of the
keel. The mortises in the keel were cut at an average
distance of 50 mm from its upper surface. This distance
increases in the stem to between 70 and 130 mm.
The planks of one strake were generally joined by a
simple diagonal scarf, however, at least in one place –
in port strake 15 at the level of frame 29 – a more
complicated finger joint was used.
50
Now, let us examine the details reinforcing the
longitudinal strength of the ship. Seven stringers preserved on the starboard side and two on the port side
were cut of Sylvester, Mountain or Austrian pine. Only
the aft parts of the stringers are still in place; the
forward parts have not been preserved. A diagonal
scarf was probably used for the longitudinal assembly
of stringers. The length of the aft parts of the stringers
that have been preserved ranges from 5.7 to 9.3 m. The
stringers are rectangular in section: their width, and
especially their thickness, decreases as they move from
the keelsons to the outer board (Fig. 5). Thus, port
stringer 7 (next to the side keelson) has dimensions of
380 by 280 mm while stringer 1 (the best preserved
stringer on the port side) only measures 260 by 80 mm.
Stringers were attached to the frames and planking by
copper bolts riveted from both sides of the hull.
The floor timbers of the Antirhodos Island ship had
no chokes. Chokes are indispensable in wine glassshaped hulls in order for the floors to reach the keel. As
the bottom of the Antirhodos ship was rather flat,
however, a more simple solution was chosen by the
shipbuilders. They used shims—thin longitudinal
planks that were put on top of the keel and made to fill
the space between the keel, garboard and floor timbers.
Generally, there is one rectangular shim on the keel’s
centre line and two additional shims of slightly triangular section on each board. In the region of the joint
between the keel and aft cut-up there are two layers of
shims. A single, wider shim (500 ¥ 40 mm) is situated
atop the keel and is then covered by a pair of shims
(measuring on average 300 ¥ 70 mm) attached laterally
by means of tenons (Fig. 6). The same feature was
also discovered in construction of the Caesarea ship
(Fitzgerald, 1995; 165).
The ceiling is best preserved on the port side of the
shipwreck. Twenty-three planks about 300 mm wide
and 85 mm thick were cut from Sylvester or Mountain pine. The ceiling planks were placed transversely
on three stringers for each board. The outer board
edges were carefully cut to closely fit the line of the
hull, while the inboard sides were trimmed to leave
the bilge pump open. At the aft end, the ceiling is
preserved at the level of frame 24 and continues
forward till the bulkhead at the level of frame 45.
Ceiling planks limited by the longitudinal bulwark of
the bilge-pump area were fixed to the hull by treenails
of 25–30 mm in diameter and were, thus, stationary.
At the same time no assembly to the hull was found
among the planks aft of the pump area and clearly
these limber boards were mobile.
The mast-step was probably removed for reuse in
ancient times; however it must have been situated just
forward of the bilge-pump well and supported by two
side-keelsons. This section must have extended from
frame 46 to frame 57. In the middle of this space two
rectangular openings were found in the port sidekeelson and stringer 5. It is probable that these openings housed stanchions that supported a beam at a
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
P. SANDRIN ET AL.: THE ROMAN ANTIRHODOS ISLAND SHIPWRECK OF ALEXANDRIA
Figure 8. Section showing 1. anvil-shaped keel; 2. bolts; 3. planking; 4. pegs; 5. tenons; 6. shim ; 7. plank in the hold; 8. timber;
9. floor timber; 10. stringer; 11. limber hole; 12. nail; 13. caulking. (Drawing by P. Sandrin © Franck Goddio, Hilti Foundation.)
a
b
Figure 9 a) Planking in situ showing staggered mortises in
starboard strake at frame 37 (Photo F. Pereira © Franck
Goddio, Hilti Foundation); b) Drawing of plank with staggered mortises. (Drawing by P. Sandrin © Franck Goddio,
Hilti Foundation.)
strategic location on the mast. A piece of the mast-step
must have been held in place by its own weight. From
the other side, three short transversal pieces of wood
were used to level the upper surface of the floor timbers
and the half-frames in this area.
No fragments of the main deck or upper structures
have been preserved.
Transversal structure
Regular alternation of floor timbers and half-frames is
to be observed in the construction of the Antirhodos
ship. Unlike many other shipwrecks (cf. Pomey, 1982),
this is also seen in the bilge-pump area. The pump well
is situated over half-frame 42 and there are two floor
timbers next to it. Both the aft and bow of the ship
were badly preserved and consequently it is not possible to see any change in frame alternation in these
regions. Half-frames were placed symmetrically across
the keel. In total 58 frames have been preserved including 29 floor timbers and 29 half-frames. Frames were
numbered from 19 (aft most) to 76. The average space
between the moulded faces of the adjacent frames is
97 mm. The centre-to-centre distance from one floor
timber to the next is 603 mm, which is almost the same
figure as that of the half-frames (604 mm). The average
dimensions of all frames are 325 moulded by 222 mm
sided. Generally, floor timbers are larger and measure
370 mm moulded by 235 mm sided, in comparison to
the half-frames, which are 280 mm moulded by
210 mm sided.
It can be suggested that the vessel underwent repair
during its life, as evidenced by frame 19, cut from
sycamore fig (Ficus sycomorus) (Fig. 10), which
appears to have been a replacement. This frame, which
is the single naturally formed shape that was preserved
in the construction, was found detached from the hull
at the aft end. With a span of 2.3 m, this floor timber
measures 350 ¥ 350 mm in section. The lower surface
of the frame was sawn and its outboard section was
levelled to allow the frame to sit vertically on the keel.
A triangular limber hole, two notches for stringers and
traces of resin were observed in the lower part of the
frame. A number of transversal treenails seemed to
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
51
NAUTICAL ARCHAEOLOGY, 42.1
a
b
Figure 10 a) Frame 19 made of Sycamore fig being
recorded. (Photo F. Pereira © Franck Goddio, Hilti Foundation); b) Drawing of frame 19. (Drawing by P. Sandrin ©
Franck Goddio, Hilti Foundation.)
reinforce the frame along a natural crack in the wood.
Its assembly seems to indicate that it replaced an
earlier, deficient frame. Thus all treenails fixing the
frame to the planking were driven at an oblique angle.
There were no keel bolts but three small metal fastenings were used instead, all of them driven in from
above. Frame replacements have been reported from
many other Roman shipwrecks (for example Hesnard
et al., 1978; Steffy, 1999).
Assembly methods for fixing the framing to the hull
have been analysed mainly in the better-preserved aft
part of the ship. It is possible to identify three different
types of assembly. First, starting from frame 40, some
aft floor timbers were fixed to the keel by means of
copper bolts with a shaft diameter of 20 mm and head
of 29 mm. Bolts passing through the floors from frame
40 to 30 were attached to the central keelson above the
floors at regular intervals. Second, floor timbers and
half-frames were fixed by bolts to the planking, sidekeelsons and stringers. Third, each floor timber and
half-frame was fixed to the planking with a great concentration of treenails. Treenails were staggered across
the frame to prevent the wood from splitting. The distance between the treenails varies in most cases
between 110 and 140 mm.
52
Futtocks were not attached to the corresponding
frames, but were fixed independently to the planking
with treenails. There is generally a space of 50–180 mm
between the frame and its futtock.
The central limber holes in the floor timbers have a
triangular, rectangular or (in the case of frame 51)
circular form. It should be noted that limber holes in
the floor timbers aft of the pump well are triangular,
unlike the rectangular ones forward of the pump well.
The average width of the limber holes is 109 mm and
their height is 73 mm.
The bilge-pump area extends from frame 33 to
frame 45 and measures 3.67 m. It is bounded by two
longitudinal and two partially preserved transversal
bulkheads. The front transversal bulkhead was bolted
through the stringers and floor timber to the planking.
The relatively thin bulkheads that border the area of
the pump were supported by six stanchions approximately 150 mm wide and 150 mm thick. These can be
seen in sections 3 and 4 (Fig. 5). Stanchions and side
bulkheads were attached onto the outboard edges of
the two side-keelsons. The bilge-pump well has a diameter of 570 mm. No fragments of the bilge pump itself
were discovered. A wooden disk with a central opening
was found but it seems too large to have been a part of
the pump mechanism. It has a diameter of 129 mm,
while most of the disks found on Roman shipwrecks
vary in diameter between 60 and 96 mm (Joncheray
and Joncheray, 2002).
The form of the hull has been studied in the sections
shown in Figure 5. It can be seen that the ship’s body is
rather full and that the floor timbers lie flat along the
largest preserved part of the hull. V-shaped floors were
only found in the stern (frame 27) and they were either
destroyed in place or detached from the hull. The floor
timbers have no chokes; thin shims were used instead.
Remarks on measurements
Many scholars have already demonstrated that a
detailed analysis of a shipwreck can reveal the sequence
of its construction and even tell a lot about the phase of
its design (Bonino, 1985: 37–53; Steffy, 1991: 1–9;
Casson, 1995; Steffy, 1995: 417–428; Arnold, 1998:
73–90; Pomey, 1998: 49–72; Rieth, 1998: 91–108 ;
Hocker, 2004; Harpster, 2009: 297–313). So, the standardization of some dimensions of the ship of Antirhodos Island can evoke its phases of construction. The
most obvious trace of standardization can be found in
the centre-to-centre distance between both the floor
timbers and the half-frames as in this case we possess
almost complete data along the hull. These distances
are almost equal to two Roman feet of 296 mm (Hosch,
2010), or bipedalis, often used as a length guage for
some building material (Ulrich, 2007). The frames’
moulded dimensions vary considerably and need
deeper analysis, because the thickness of the frame
depends on its longitudinal position in the hull. At the
same time their side dimensions are more homogeneous
with respective average values of 214 and 230 mm, that
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
P. SANDRIN ET AL.: THE ROMAN ANTIRHODOS ISLAND SHIPWRECK OF ALEXANDRIA
Table 2. Identification of wood used in the construction of the Antirhodos Island ship
Structural Details
Number of
Samples
Axial
Keel
Central keelson
Side-keelson
Stem
Longitudinal
Stringer
Transversal
Floor-timber
Half-frame
Wood Species
English Name
1
1
1
1
Pinus halepensis/P. brutia
Pinus sp.
Pinus sylvestris/P. mugo
Pinus pinea
Aleppo or Turkish pine
Pine
Sylvester or Mountain pine
Stone pine
3
Pinus sylvestris/mugo/nigra
Sylvester, Mountain or Austrian pine
3
3
Aleppo pine; Sycamore fig
Stone pine; elm
Floor futtock
Half-frame futtock
Vertical
Stanchion
Planking
Planking
2
1
Pinus halepensis/brutia, Ficus sycomorus
Pinus pinea, Ulmus campestris/scabra/
laevis, Ulmus minor/glabra/laevis
Pinus pinea, Ulmus minor/glabra/laevis
Pinus pinea
1
Pinus halepensis/brutia
Aleppo or Turkish pine
3
Ceiling
Joints
Locks of scarf joint
1
Pinus sylvestris/mugo/nigra, Pinus
halepensis/brutia
Pinus sylvestris/mugo
Sylvester, Mountain or Austrian pine;
Aleppo or Turkish pine
Sylvester or Mountain pine
Quercus alnifolia/coccifera/ilex, Pinus
halepensis/brutia
Olea europea, Quercus alnifolia/
coccifera/ilex
Quercus alnifolia/coccifera/ilex
Olea europea
Golden, Kermes or Holm oak; Aleppo or
Turkish pine
Olive; Golden, Kermes or Holm oak
Pinus sylvestris/mugo
Fraxinus excelsior, Fraxinus ornus/
augustifolia
Quercus alnifolia/coccifera/ilex, Quercus
robur/petraea/pubescens
Pinus pinea
Sylvester or Mountain pine;
Ash
Planking pegs
2
11
Tenons
Treenails
Miscellaneous
Block (26K)
Blocks (Fig. 12a, c)
4
5
Blocks (Fig. 12b, d)
2
Cone
Total number of samples
1
49
1
2
is very close to 3 palms (palmae) or 3⁄4 of a foot (pes).
While the average height of limber holes falls very close
to one palmus of 74 mm, their width seems to be equal
in most cases to 6 fingers (digiti) of 18.5 mm. Planking
data is obviously insufficient for conclusions of this
kind, nevertheless, it is possible to state that the diameter of wooden pegs in mortise-and-tenon joinery
equals to 1 digitus while average centre-to-centre distance between the pegs is very close to a semipes (halffoot) of 148 mm (or 2 palms). Although the data on the
mortises’ dimensions is also rather poor we can suppose
that their length has been calculated as 6 digiti with the
width of 1 digitus or 1.5 (sesquidigitalis) digiti, depending on the planking width.
Wood identification
A total of 49 wood samples were collected and analysed. Paleobotanic studies were performed by
Archéolabs (St. Bonnet, France) under the direction of
C. Orcel (ARC98/R2123B, ARC00/R2384B, ARC02/
Stone pine; elm
Stone pine
Golden, Kermes or Holm oak
Olive
Golden, Kermes or Holm oak; English,
Sessile or Pubescent oak
Stone pine
R2771B). Table 2 and Figure 11 show the wood
species used for various constructional details of the
Antirhodos Island ship. Although it was not always
possible to determine the exact types of pine, at least
eight different wood species were used in the construction, not counting the rigging. Coniferous species of
the same genus of Pinus predominate. From the 4th
century BCE through to the 5th century CE, pine is
consistently spoken of in Greek and Latin literature as
one of the best woods for shipbuilding (for example
Theophrastus, V, 4, 4; V, 7, 1; summarized in Fitzgerald, 1995, 91–93). Apart from assembly details for
which Holm oak and olive tree wood were used, other
broad-leaf species (elm, fig and ash) only occur in the
frames and rigging details (blocks). The keel of the ship
is made of Pinus halepensis (Aleppo pine) or, more
likely, Pinus brutia (Turkish pine) - its eastern, Anatolian variant. While Pinus halepensis is usually of
medium size and often bent, its eastern counterpart
reaches 20 m in height and remains straight (Quézel,
1976). Only two examples of the use of Pinus halepensis
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
53
NAUTICAL ARCHAEOLOGY, 42.1
Figure 11. Plan showing location of identified wood
samples from the Antirhodos wreck. (Plan by P. Sandrin ©
Franck Goddio, Hilti Foundation.)
54
for the construction of a keel can be found in the
available archaeological record and, unlike the ship of
Antirhodos Island, both these ships (Kyrenia, 4th
century BCE and Port Vendres I, 4th–5th century CE)
were made almost entirely of Pinus halepensis. It is
quite possible that the Aleppo/Turkish pine was the
only tree available at the time of the construction of the
Antirhodos Island ship that would have provided
wood of sufficient length and solidity for the keel.
The stem of the ship had to withstand far greater
dynamic force than the keel, and thus a different
species of pine was used for it. Stone pine (Pinus pinea)
wood is characterized by a better mechanical resistance
than Pinus halepensis/P.brutia (Rival, 1991). The use of
Sylvester or Austrian pine for the keelsons, stringers
and garboards of the Antirhodos ship also seem to
reflect a rational choice. The two side-keelsons were the
crucial element of the construction, as they provided
the longitudinal strength of the ship and supported the
frames and mast-step, which was subject to considerable stress. Sylvester pine wood has good durability
and mechanical resistance. In fact, this species is
the second best wood (after larch) for naval construction – only firs and spruces offer better resistance along
the longitudinal axis (Rival, 1991). The fact that Pinus
sylvestris was used so rarely in naval architecture is
usually explained by its limited availability as the tree is
found exclusively on the southern slopes of mountains,
far from any coast.
It is possible to identify three groups of wood species
in the transversal structure of the Antirhodos Island
ship. The first is composed of two species of pine –
Aleppo or Turkish pine and Stone pine. The second is
a species of elm tree (Ulmus campestris/minor/scabra/
laevis), which provides the wood for curved details as,
due to the structure of its dense interwoven fibres, its
mechanical resistance is barely affected by sawing. It is
considered an ideal material for floor timbers, halfframes and futtocks (Rival, 1991).
The third group of wood species is epitomized by a
single floor timber, number 19, which arguably provides the most interesting detail of the entire ship’s
construction. The piece exceeds 2 m in length and was
cut from the sycamore fig tree (Ficus sycomorus). It
could suggest a repair carried out in Egypt. Archaeological data outside of Egypt does not provide any
evidence for the use of the sycamore fig tree in GrecoRoman shipbuilding. This is not surprising, as this
wood did not grow on the northern coast of the Mediterranean and ancient shipbuilders usually had a wide
selection of other wood species at their disposal, all
better suited for naval construction. Nonetheless, occasionally, the wood from a sycamore fig’s relative, the
Ficus carica, was used. This tree was introduced from
Africa in pre-Roman times for its flavoursome fruit
(Ulrich, 2007). The excavations of a large Roman
oared vessel from Pisa (Ship C, Italy, 1st–2nd century
CE) demonstrated that the fig tree was sometimes used
in naval architecture (Bruni, 2000). From early on,
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
P. SANDRIN ET AL.: THE ROMAN ANTIRHODOS ISLAND SHIPWRECK OF ALEXANDRIA
Egyptian shipwrights had to use the wood of the
acacia, sycamore fig and other local species as trees
with large trunks for long timber were very scarce.
Documents dating from the 18th Dynasty (1550–1295
BCE) and the Ptolemaic period (305–30 BCE) attest
that the sycamore fig was used for ship building (Gale,
2003). The hull of the boat found at Matariya (near
Heliopolis) in 1987 was cut from sycamore fig (Vinson,
1994). Recently, another ship with sycamore fig planking dating from the 4th century BCE was discovered in
the Grand Canal of the submerged city of HeracleionThonis (Goddio, 2007; Fabre, 2011, 15–16).
Two species were used exclusively for the assembly of
the Antirhodos ship: the olive tree and the Holm oak.
Treenails and a piece from the ship’s tenon pegs were
made of olive wood (Olea europaea). Olive tree wood is
extremely strong and durable, which explains its use for
such details. As a parallel, one may mention the Bourse
at Marseille wreck (France, 3rd century CE), where out
of seven identified treenails, six were made of olive wood
(Gassend, 1982). Olive wood was also used on the ship
that sunk at Cap Gros (France, 1st century BCE)
(Joncheray, 1989: 65), on Port-Vendres I (France, 4–5th
century CE) (Rival, 1991: 88, 269, table 11), and on
Culip 4 (Spain, 1st century CE) (Parker, 1992: 158).
Other tenon pegs (about 60%), as well as the tenons
themselves were made of evergreen oak wood (Quercus
alnifolia/coccifera/ilex). In antiquity, Holm oak (Q.
ilex) was most customarily used for tenons and tenon
pegs. The following wrecks feature tenons from evergreen oak (Fitzgerald, 1995: 107): Planier III (1st
century BCE); Cavalière (1st century BCE); Madrague
de Giens (1st century BCE); Anse des Laurons I (2nd
century CE); Bourse à Marseille (2nd–3rd centuries CE)
(summarised in Rival, 1991); Rabiou (1st century BCE–
1st century CE) (Joncheray and Joncheray, 2009).
Two of the four blocks found aboard the ship were
made of ash, which is remarkably flexible and elastic,
while offering good mechanical resistance. One serious
disadvantage of ash is that it does not last long in
humid conditions. However, this was no impediment
as long as it was used in the rigging. Two other blocks
were made of oak.
It seems that the majority of the wood used in the
construction of the Antirhodos Island ship did not
occur in Egypt or elsewhere on the African coast. In
antiquity, elm tree and Sylvester pine, which make up a
considerable part of the construction, only grew on the
European coast of the Mediterranean (Spain, France,
Italy and Greece) (Quézel, 1985), although it should be
noted that the natural habitat of the Holm oak and the
Aleppo pine also includes some regions of North
Africa. As reported by Theophrastus (De historia plantarum, Vol. II, Book II, 2, 8) and Pliny (Natural
History, XIII, 63, 19), an evergreen species of oak was
even present in Egypt in the region of Thebes.
The Aleppo or Turkish pine was used on our ship
for both the longitudinal elements (keel, keelson,
planking) and for the transversal details (frames). In
fact, the former species was the wood of choice in
Roman shipbuilding (Rival, 1991). This can be
explained by the widespread availability of the Aleppo
pine along the whole Mediterranean coast, and by the
ease with which it can be worked. According to Rival,
this supple wood was optimal for a ship such as the
Antirhodos Island wreck which possessed symmetrically raised posts and a relatively broad bottom.
Finally, available archaeological and historical data
suggest that plantations of olive trees existed in Egypt
from the Ramesside period (1295–1069 BCE) onwards.
In Hellenistic times, surfaces planted with olive trees
might have increased, and, by the Roman era, documentation bears witness to extensive olive plantations
(Sandy, 1989; Meeks, 1993; Tallet, 2004).
Sheathing and sealing of the hull
The hull was not covered with lead sheathing to protect
it from infestation by xylophagous shipworms and to
prevent algae and shellfish from sticking to it. The
absence of lead plates on the external planking is an
interesting chronological indication, since it is known
that it was very widely used from the 4th century BCE
(ships of Porticello and Kyrenia) through to the middle
of the 1st century CE (Gianfrotta and Pomey, 1981:
261; Steffy 1985; Fitzgerald, 1995: 182–195).
Thin bands of lead were found inside the hull in
the upper part of the seam between the keel and the
garboard, both in the forward and after parts of the
ship. The width and the thickness of these lead bands
vary between 10 and 15 mm. In all likelihood, the role
of these lead bands was to compress the joint and
make the seam watertight. It looks like the lead had
been added during the construction of the ship and
not in the course of the repairs as, at the level of
frame 37, it was found beneath the floor timber and
the shims had never been removed. These lead bands
were intended to protect the joints of the assembly
and/or to reinforce or repair certain defective parts of
the planking. This practice is documented on the
ships of Port Vendres I (Rival, 1991), Yassıada
(Steffy, 2001) and Caesarea (Israel, end of the 1st
century BCE) (Fitzgerald, 1995).
In several areas of the interior of the hull, the presence of a thick coating was observed. Traces of sealing
are clearly visible between the first three strakes. Most
likely the substance used consisted of the kind of pitch
made from thick vegetal resin which was applied hot,
before the deck of what would have been the hold was
set in place, so that it could remain mobile (Gianfrotta
and Pomey, 1981: 263). It sealed the cracks between the
different pieces, thus ensuring the internal watertightness of the hull and other elements.
Fittings and on board equipment
Unfortunately, the preserved sections of the ship do
not allow for an evaluation of the vessel’s nautical
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
55
NAUTICAL ARCHAEOLOGY, 42.1
properties through hydrostatic or hydrodynamic
calculations of the hull’s structure. It was also impossible to determine the centre-point of the hull. As a
result of the destruction of the rear section of the ship,
the presence of a false sternpost outside the axial structure, which would have acted as a lee-board, as seen on
the ships of Madrague de Giens (France, c.70–60
BCE), Cavalière (France, 1st century BCE), Dramont
D (France, 2nd–1st century BCE) and Cap del Vol
(France, 1st century BCE) (Pomey, 1982: 136–138),
cannot be ascertained. The steering mechanism has
been lost, as has the ship’s system of sails. A few rigging
elements, however, were discovered in the course of the
excavations. In particular several ash (Fraxinus) and
oak (Quercus) pieces of different sizes and shape were
found. These were used to guide, tighten or set the
running and standing rigging (Fig. 12). A few lead
rings of slight dimensions (40–50 mm in diameter),
some of which have rope holes, certainly served to
guide the ropes (brail fairleads). These rings may very
well have been attached to the sailcloth for the passage
of the lines. Similar objects have been documented on
other shipwrecks (for example Dramont D, Madrague
de Giens, Chrétienne C, Caesarae) (Fitzgerald, 1995:
211–214).
Two pulleys (Quercus) have also been recovered.
These are simple pulleys, made up of a cast shell with a
turning sheave revolving around an independent axle.
All attempts at determining the location and purposes
of these two pulleys within the rigging have proved
futile, as they could have been set in a number of places
aloft. It is also extremely difficult to determine the
weights that such pieces could have displaced for lack
of comparison with modern pulleys. This type of pulley
was recorded on the shipwreck of Madrague de Giens.
It is different from the half shell and sheave (made
from a single piece of wood) found on other shipwrecks
from the 1st century BCE and the 1st century CE, such
as those of the Grand Ribaud (Hesnard, et. al., 1988:
114, pl. 45, B15–16) and Cap del Vol (Nieto and Foerster, 1980: 163–177, fig. 10).
Conclusions
The Antirhodos Island ship belongs to a type of construction quite characteristic of Roman trade vessels at
the turn of the millennium. The wood species found in
its construction were used with great frequency in shipbuilding at this time, making it difficult to be certain
where the vessel was constructed. Nevertheless, the use
of some species of indigenous wood could indicate that
the ship was a local Egyptian construction, or that it
was repaired in Egypt during its active life. The ship
features a well-developed internal structure that
includes two side-keelsons on the longitudinal axis, one
central keelson, and regularly spaced stringers attached
to the keel and planking by copper bolts. The sidekeelsons supported a now lost mast-step. The ship’s
simple planking was assembled by tightly laid,
56
Figure 12. Running and standing rigging. a) sheaveless
block; b) pulley wheel; c) block; d) pulley wheel; e) deadeye. (Drawing by P. Sandrin © Franck Goddio, Hilti
Foundation.)
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
P. SANDRIN ET AL.: THE ROMAN ANTIRHODOS ISLAND SHIPWRECK OF ALEXANDRIA
staggered mortises fastened with tenon pegs. The
transversal structure features a regular alternation of
floor timbers and half-frames. The majority of the floor
timbers were bolted to the keel. The floor timbers had
no chokes, and thus, special shims consisting of three
longitudinal planks were used to fill the space between
the lower part of the floor timber and the keel. The
pairs of half frames found at several locations are positioned symmetrically across the keel. The dense
network of mortise and tenon joints from the planking
plays an important role in the transversal structure of
the ship. The futtocks and half-frames were nailed to
the planking. Copper bolts are quite characteristic of
this ship’s construction. Bolts were used to fix the floor
timbers and central keelson to the keel as well as the
first three strakes of the planking to the floor timbers
and stringers. Bolts were riveted from two sides of the
hull to give their heads a round shape. It is worth
noting that the body plan of the ship was rather full
and that the bottom strakes protruded from the keel at
a gentle angle. According to Steffy, this peculiarity of
the hull is characteristic of ships from the beginning of
the Christian era (Steffy, 1990). The bilge pump and
ceiling boards are also quite common for this type of
construction.
The significance of the Antirhodos shipwreck goes
further than just the vessel itself. The position of the
wreck adjacent to the island of Antirhodos enables a
better understanding of the development of this port
within the larger complex of the eastern harbour of
Alexandria. The shipwreck comes from a period - the
High Roman Empire, just following the conquest of
Egypt (end of the 1st century BCE-1st century CE) during which major redevelopments took place. The
underwater excavations have shown that the harbour’s
infrastructure underwent major modifications just
after the conquest of Egypt (Fabre and Goddio, 2010;
Fabre and Goddio, in press), most likely in order to
ensure the continued expansion of maritime operations, and especially the maintenance of the wheat
supply to Rome (Rickman 1980; Nicolet 1988: 203–
204; Andreau 1994: 92–94; Legras 2004: 27, 142–161).
Sources show that granaries and their adjoining
administrative buildings were erected in the area of the
ancient palace (Clauss, 2005), which was a part of
the island of Antirhodos during the Ptolemaic period.
The presence of the wreck of a Roman trading vessel in
what was formerly part of the Ptolemaic palace
complex adds additional archaeological evidence in
support of the transition of this zone of the port to
commercial use.
The ship must have been a trade vessel of relatively
large size. Its overall length can be estimated at
30–31 m. We should be more cautious in gauging the
breadth of the ship as only the bottom part of the
hull was preserved. Yet, taking into account the angle
of the rabbet, the shape of the floor timbers and the
position of the half-frames, we can suggest that Antirhodos Island ship was c.10.5–11 m wide at the level
of its middle beam. Accordingly, the approximate
height at the level of the middle beam can be obtained
by the classic formula of the ratio of one third of the
breadth, which yields a measurement of 3.5–3.7 m.
These estimated dimensions are close to those of
other ships discovered in the Mediterranean, including the Grand-Congloué (23 ¥ 7 m), Albenga (30 ¥
8 m), Mahdia (30 ¥ 10 m) and Madrague de Giens
(37.6 ¥ 8.7 m). Its coefficient of elongation (lengthwidth ratio of about 2.7) corresponds to the smaller
size commercial ships of the Roman era, which range
between 2.6–2.8 m (Cavalière, Bourse à Marseille)
and 3.5–4 m (Planier III, Madrague de Giens).
Finally, while aware of the methodological precautions that must be taken with such a calculation and
keeping in mind the approximate nature of the latter
(Pomey and Rieth, 2005: 41–44), the load capacity of
the Island of Antirhodos ship can be estimated at
around 250–260 tonnes. This figure falls within the
middle range of the ships of this period. However, it
should be noted that, according to legal texts, commercial ships of Imperial Rome had a load-bearing
capacity of between 90 and 450 tonnes (Pomey and
Tchernia, 1978: 233–251; Pomey, 1981: 96–101).
Thus, on the basis of the available documentation,
the Antirhodos ship would belong to the category of
large commercial vessels. The Bingen Papyrus 77
(P. Mich. 5760a), reasonably attributed to the 2nd
century, contains entries concerning 12 ships in an
unspecified port of the Delta that would seem to be
Alexandria. The majority of them are small coastal
trading vessels with mixed forms of propulsions
(akatoï). The tonnages of nine ships may have been
given. Two-thirds are smaller boats (10–35 tons). Two
ships have a load bearing capacity of 75–100 tons. A
third, used for sailings to Ostia, is a ship of 238–318
tons (Heilporn 2000, 339–359).
Acknowledgements
We would like to express our respectful gratitude towards Franck Goddio, President of the Institut Européen d’Archéologie
Sous-Marine and director of the excavations, for entrusting us with the publication of the findings of the shipwreck of the
island of Antirhodos. We would also like to thank Dr. Michael Fitzgerald, who conducted the preliminary study, as well as
Dr. Catherine Grataloup and Dr. Andrew Meadows who analysed the ceramic pieces and coins, respectively. We also
address our thanks to Dr. Damian Robinson and Dr. Sabine Laemmel for help with proofreading. We would finally also like
to thank all those who took part in the excavation of the shipwreck, especially Bernard Camier, Stéphane Brousse and
Fernando Pereira.
© 2012 The Authors. International Journal of Nautical Archaeology © 2012 The Nautical Archaeology Society
57
NAUTICAL ARCHAEOLOGY, 42.1
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