u;

, .. .,‘:4,..4.,.....q-I... 1. IIH-n “1‘4 . 4 4. .. .. ... .,,‘, . ' .. .._, I . , ,
w: 4. . .. 44.... ,..,.. .4 . 4 . .... . 4?. .,.. ”H,“ ,, V , m 4 m-NIg-{H

III ". 4.I .4

I I..
IMIW

"'I"'."""""""' I".

.I"IV
.. “4.4.1.. ""'. .2434 '«' '43.. '4 I. "" 4.' .I 4':'" 4... .-
M... ,.

{4-4

oi: ‘

a".

I.
4-".- «fit-"141'“: 4.1m \hM-fllx-r‘f
.. A,...,...,...4....... """'.'4..""""""' . 4 '"vr-Iné'v'1'1u
41.44.4441." I 4.44.1..4«~—u..-.-4
. '1441'4nplvl ...I,'4'I..I4..-.. '.n.
. 74.7"” -\'4 "".I..""""""""'
.4 '....
....II4.
...'

«Kits

1.1414
.44... .414- ~- «A- I,-'-'4.'.~' 40.9.?” «- I7.44.4 . 4,
.4-44444.,....,«.I..,«,- .44. 4......4...III....
1 . «.4... .-. "'"':"""'.""
I“. ...I «.11

.4... 1444-14.- .1

“My”, ..,.' . 44.1.44. 44 «.4.

4-, .. M414. -d_'.rl .4 .. 4 ”4. 44 , 61.4114I1,-4"1I4.I.-I,4-.44:14:~"'-4:4I4I-14.I «4.14314. «hum-m
44.044 . ... . ".4 .. . .4.4.4-.-.,-. 4,; l- .u. .I 41an . 1 .4

44'. ‘..." .11". ..—4 «gg’. . .' .. 4. 4.4;“ .4" '.. .- 4 u ," '4'”

z 1|4-1 . 4. . 4
"W1

,.
4/- 4"“ .44.-" 4..

........4.."1..4,..4..¢4u.44... ‘4 ~44 .
'\"1'"' .II,,II4£A.m.1I44-'Iv1f'I ~91 «mu-4-
4.4-..-4«..«4. 4.,... I» ..44I'».44"4
:14)". ”I4 .. .. 4 "."" ." 4."."..".' I .44 4w .4 .I 4... .11 ....
44.... 41.17.44... - 4.1.: m Ix-I.4.'..A ""..
""'..""'.""'
4

"I.
.4 4.. a... (IvIIIIM‘nri-u 91
4.43,: ‘ .‘ ' ""4 ;.“I ‘. 4". V..““‘.;‘V.‘.7v.,,..,., """’.“““"'
‘ .". I; 'I V ‘ 4'" up. .111,«»' 1 ~ 4’. .4“ - . “31,14”. 1 4 "'.." M4... 13.4414 n
1‘“. “:54 ‘ V “4 4. .. :14" ‘..“. I. '43?" 4 1'.” .11'4 11.4.“! I) ‘41 4'." .1 4'
an“...'(" {; Jar» Q "'y‘1\1 4V|~I1
. . I .‘ , . M. .4 . . .14 . - ,. v 44
.. 4 4 N'V' 1-.4: ~II :41:'414l» 41;. ‘. 4 .. . .1451' 1, .I 7v.» ""'4..« m—..'.4 2.4114". .44
x.- -'"'4".' . ‘ 1 ' 1 ‘, '4-4. -~ «I‘m. 44 - .:I.I..I..4-.4,«""-a-1'-'4.'1»1-11
r“ . ‘V " 4 . » .41 14II‘I’AHV1I11.1HMVINI141.
II 4 '14! .44...." “4.4.. .1.IIII.,-4.I..-. up”
.. 1'4-"444-45 .I u A . 4: 44v. .‘ 41444 .4 -. u141431L1714~IA4~HII3:“H\ 1’ 1"».'..
4).}: ’..". I414... 4. 4 I «.4. .. -I«4I «mu f . n v... 4.41.. “"9"""5"".'4"':'."""‘""'
4...444.,..I.,...... 4 4' «1.1. 4.1444,: ~44. 4.4. '4-'I.‘.4..... ,4,”
. . .4I..-I,I..x.4,4I-. '("""' ”444.7444" 4-. M41!“
41 . '.4".. '4'14" M II. .. ...I'44.I.I.1I4:4. .4 .4 .4 I ...'.4 11-r 4444.;
V, "HIV 4.1.4 4 4....” If 7.44,.
Ia». .- "'f ""1" .44 .4 .. 4 .. "4' '4‘. . ,. 4... 41 '4...I .I .
( _.-..... . .- _ .... . . .4.. . ‘- '4 --. a 1 ' , ' . mum-.4144!“
44.4 4 ..'-.-4'..'... ,4,.. _ , . ,. ,. . .- . , 4"“
. filly “JIM. 4. 4 «44.. '.I _ v., -. ,2 .4.._I4u, » .24.. 4.. II ""4"" .,-
" “ *1 -"_"'14V “45-1 V495 4" ~ «414 .. 4.. «4 ‘w11M4M'21111N" 4.,..44I 6.!«14vr4.'.>.,h
nI~I -.'.'I.I 1 .I I .. . .I .I.44 . ,4 , - , . ,4, , ‘..“. ,,.,.. ~ I «4-... .I..... 1...“... “‘..-4
4 .4 .4 v, ,.. ,4... ....,.I,,44 « 4. II . . u ."4."," 47..., .4" 44.11.54... I-.. .u - 4.. . .. “VI 'W '- I:(I1 ”II-u
..I """L '5" ,... .. ...,44 4.4.. . e... 4«'I'"" . . , 4 r
.' "'." , 3'4"“ 4

u',
4 41" 4I I .I'M.i"(.fi .Dj u" '4‘- "4111‘ '.N!' "1 ("'1'". l" “431;.
' 4 .144; - 44... ., . «3.41“. . 4.IA'.,.. «I. «.
,.. .4...4..,,.I..,....4., . 4., 44 .1 . .4. .. .4... 4' ' . .' n...Iv-Ia41-L«"4I~-.(.
0.4 4-"4 .. 14-11.: .. I. '.' 4'. """l -I.., .4 .A A'.._ ,4": u .I. 4" ' - 4..

. '.4 _.‘ 44. . ,

'.
IIu . .. 4-1)
4-» I, .'4.«'~. 4. 4.144 ~, 4.. . . .. . 4"" 4' ulgfintflfllwdiu """"'I

.I ~"'""'I'I."'" '41- 1"14 4. ,.. «“..-"44:: '4'». a nu ' . , I4 "4' . «V , .4 .- -. Ii: 4, I. War/1.1141411whhluwnv -

4. ,4... 4 .4 44 a. 4.... .. H... 4 . .I4.'...4II'.,, II 11'144‘1‘NV" um
'l'lr:4“I«I14h . . 4 z .4 ’ '1 “‘4' ""."'"-""'.'.“ 4.
I; .4 IVY-111.2!

..
.. ...4...~, ,
'.II' “'4". .I .1 M .." 'II-II:.'. 4' -"'.' 4'.
4.4'4141'4I'Am..44.m"
41:41". .4_« 444.... .‘44I"."'.II..'.."I - .n'
.1 , . .. 44. 4.4.4

.44: 4I I4_.I'4I'4»I' '4» -'. . . 4 41.44,. .. """-'.' "'."' .'4 44'. '.."...41'34-1
an... .5. 444.. 1’" «4 -.4 4...... ”A ”.....4.
.. «.4 .. . 4.... al' II.

4 .,
. ‘ 4 4 44.... ””1. «.4... 4.1.. II- ..:.1I-I...'4II4..
1 .., "."""' . II'- . ‘ ." I... .4... .4 1-.- .44 ."A.»4I'.1...'-'.I-'II'4
..'.'=44,'.. 114V1u . 44.4 .4 . ' “1.4 .4 M45,.4 .1 ‘||' '41
.. I. 4......I...4..va.. .4..4.44-4...-44,.I ~
I. '4 a“.
.44. , I.

1.4 _ .
..’""'"' .4 I. “4.4.4,

.,.,I.I’4'......I. _..4..4....
. I. ' '
4...» v4 441

I4
1.4,
1'4”... 4.4»...144 .444.

_ 4
.. ""4 -'<I-II 4; .""".44I'""
«'44- I

. v .. .I... ...~...4"'.-.. 1 I. '1I.'I.',I
.4!) .411314 v41
..I l2I 4 444
.4' '..-‘.. , 4.41. v m, ,
14. :.-..II..,,4..4...I. .4...
.. ,. 44""" .I .4. .4 .....-4s->I.I 4-II
,. .4 4. I .... .I ..._..A "'4" .II I .4...‘4..4....«.I.-.-u.
‘44. 444 "44' :14 . . Ir. :4;ng
t '4'1'4 "'.',' 4:4 44".1'1'""" '.4 " '
II . . 4. n '.1I‘va-I‘r1 . 44-...
, ""4 4 I. 4.1.144. 4.44. «1.4": -"
4- V.“'V‘,'U‘U‘l “1:1": I-
111‘14‘544.“ 11' i- .4
4 1 ~;"I.".'.I "."."' ‘ ’ ' . , ..""4I"“ “4.44....”
.. I 4 '- . . . m 4' ..4 .I... .. . .4...
.. . . ,, - ""1 . a“ “'.“I"“”‘f '4‘...“
. 1 .4 . ..4'..4.I'An.' 5434.4 .44 .4, .I .. :44...
. . 2‘"! I'M... «v.4 I J... 74"»: ."'
I #4 '4 ‘3'.“1‘H‘14IV'II1HIIIIII
"'"".'."'.‘"'.2' .4
...I I4

4 44'144'11 " H" '
‘ .‘J. '44 54-3. .-
:4

1,3,4

.4 ,4' '.
4I".I'.I, ..|.-11"I-VV.!1'U""VM
..4 I... . ““1"“

. N.1.-44'...I4.'
1'. 'I. . .4 . 4 4. . 44.44.4444 44.".'."..4«u.
.. , ...,I,.., 4 . s- «4.4 4;.
.«...:.'..1g.4,..444.«. _ . I
4. . Vl‘..«‘..l1.>>.«l .
. . a 44-4'144A.441.I~I.'..4'.‘.
4.0 44....4 ~14 ,. .41rA
, .4 44 .'" '... 4 ..II '.. 4.1.1 ,I... 4"”
. ‘ 9 .4“4.« ,. I “.....“ 4
‘JI-AIII14..444I . ..A QWIJGI .I 44.4- .4'.',...- 41...
, «u. I. .'I4..'«r'.'x" 4I'.444I44.4>V-..4r 4 444 4 LI»! .5 4w w 4b.- . --4,
.4. .4. , .. >11I‘44; 4.1'I.I.4...4I4.. 44”....4.
4.4;... . 4.4. .. 4," ..44II,4..'-..II,--
."

.4.'. ...I
I" .4 «.1. .I-IwI ':-1=- ,.‘1. 4;”... 4.....4..'4.1
. 4.; .4' ....-.n .I......'-
'I""""."""" 4-4 4.3.4 ‘l‘lr'Ulei‘luu- .-
, 4........4..g, .4'1'4.4.-I,n44- _. 41‘4‘-I
, A.4. . .- .4 . .. .44....
vs... .'...4;’,' «'4. 1 ~444'zr4."I..4.I-uu'14.~.1 ' '4 ”45'
.u IAI...44 III 4 III.4 ..._4x .1 1:"1I.4{| 1.444 M.
4.4.. """4'"' .p 44.4 44.. ""'|"1""""""'"""
.._.I 4. ,.,.I... ..... ., 4
I.. “”../w”... "'1". 4 4 1114.104 but!
44.,44. . ..4., I. '4" '.I I.
II... ""'.I I..I.4 . 4.. .44
. nut-.41.!
4

!« . «
. . , .4 ., '. ”.. .'.'I'..'«' .'.','. .4 . 345'“. I "3'";
'-’I4v4'.4:"'4 I,- 4 "'. . I, 4. , H.444“.-.I.4......r.....,.4....4 1
." "“"""‘.' 1| 4.. '~. |""' ' ”4'“ '
. . 11"4.0‘1-1111‘14111‘1h1-1‘r-t
! 4. .4. I.-

'1' 'I'4"' .. «.-
4 «4.4. . '4'4. .- m «'34. 4....
'...4 . ......,..
" ‘441;|-I|9441-(l-lr414fl 1‘
.. .. mi 4 1....I'.I I.. .4 . :11”! "4" III,» 4.
4" I .

. .I 4""

. .;,'. .1... 44.4-w4-4 I I. .4 I...I.-A.'4«.4..I..
2.4,... .. 4 .4. , . ' l41‘1\vl'!1l’VI-4vl «Mm-4.. 4.44 4........4«.‘.I .4.
.4. w- IIII'ZAw u. -' 11,4 44 .4 4|14III..IIVAE‘S:) ,II'.'II.4
4. 4.4.... .,.,, ..".' .,.,,

41.

.4 4. . , . 4...... 4 1.. «.I
,..'..4...'4..4' .. .. . 4 4 .. 4 - -I . .. .4 4..4 '44-.4. I"""' f-v-u
. L44A..')"4V1- ',".' - | k Y‘ 1». \l '1‘." “MINA-N
.,,,.«.,.4.. .23.; .4 4 . .4 w KIWI-44"
‘..... . 1 ,. .,I.I' ,I., .. . , .. H . ‘41.\".‘fl'44.‘-1>fi 4'I4.I4II,I'.I.4~IIt-. "".'
...._ ('1 .I .4. . .rr .. '..-44444.11
,, . ,

4- .2 4 4.4: 41.. fl
4! 11.144! ' '1 . 4. . 1M (”1101'
'.,"*“"' ." “..-.44 ' . m, '.. '44.." .. I” mind. 41414447412

 

    
 
  

lllKlLly

LIBRARY

mun-um o, ;
CAUKNNM

 
 

ANTHROPoLoqp

MiLWnUKEE PUBLIC MUSEUM
FROM 3. A. BARREU

 

 

 

 

 

I

W a
x” a 3

ANTHROP.~
LIBRARY

.
4,... .4; p.

PREHISTORIC NAVAL ARCHITECTURE OF THE NORTH OF EUROPE.

By GEORGE H. BOEIIMER.

A tale of the times of old,
The deeds of the days of other years. (OSSIAN.)

INTRODUCTION.

In studying the art of shipbuilding, as performed in the North of
Europe and illustrated by both Saga-accounts and actual remains, our
attention is drawn toward numerous similarities with the ships of
ancient Greece and Rome, which suggest a cmnmon origin. Although
this is denied by many investigators, on the supposition that the
ships of long-stretched build without sail, or only using it with favor-
able and constant winos, upon the comparatively quiet waters of the
JEgean, Ionian and Thyrrhenian seas, could not be an example to the
people who navigated the northern seas, with their short, chopping
waves, sudden changes of wind, tremendous storms, shoal shores, and
sand bars, and that these people“ had to be their own teachers,”1 yetthere
lingers something in the naval structures of Scandinavia which seems
to indicate that the maritime explorations of the people of the south,
the Phoenicians, did have a tendency to influence the ancient inhabit-
ants of the north in the construction of their vessels. It is true little
is known in a direct way of the shipbuilding of the Phoenicians, yet the
art taught them by the Egyptians and illustrated in some of the ancient
relics of the seventeenth century B. 0.2 may be traced to the Greeks whose
naval structures, at the height of their achievements, in many points
show a remarkable resemblance to those one thousand years older,3
and are reproduced in the Roman ships.

Of the naval structures of these two nations contemporaries have
given accounts,4 and while often written without technical knowledge
their writings are not without value. Considerable attention has been
given the subject during the last three and a half centuries, as shown by

 

1 Barthold : Geschichtc dcr l’)eutschcn Seemacht. In Raumer’s Hist. Taschenbuch,
III Folge, Band I, 1850, p. 228. ‘

9 Baumeister : Dcnkmtilcr dcs Klassisclien Alt flighffi'nflgim'g'fllflflflqfhn

3 Grascr: Flotte cincr Sigyptischcn Kiinigin. ‘

42Eschy1us, Appian, Aristophanes, Caesar, ])i dor, Euri ides, Hes chins, Lilvius,
Plutarch, Pollux, Sophocles, Thucidides, cho hon. _ v F g

 

fl
‘ .527
,‘ : 7- ' - , neme-

: UNWERSET‘! {IF {JAUFUEQNIA

346 ‘-~-~———~ ——~4~—-—-—-

 

528 REPORT or NATIONAL MUSEUM, 1891.

’Dr. Emil Luebeck, one of the most recent and thorough investigators,

from Whose work‘ I have borrowed the bibliography of authors since
1536,2 given below, and which has greatly aided me in the following
description of the construction of the ships of ancient Greece and Rome.

 

lLuebeck, Dr. Emil: Des Seewesen der Gricehen und Riimer. Hamburg, 1890.

2Ba'cf, De (Lazarus Bayfius): Anuotationcs in L. II. de cuptivis et postliminis
revcrsis, in quibus tractatur de re navnli. Paris, 1536. Doletus: De re navali liber.
Leiden, 1537. Gyraldus: De re uautiea libellus. Basel, 1540. Calcagnlus: De re
nautica commentatio ad Gyraldum. Stewechlus: Comment. ad Vegetium IV. 37.
Leid., 1592. Henriette Sanillus: De Militia Romans. Heidelberg, 1601. Joseph Seali-
ger: Animadv. in chron. Ensebii Thesaur. temp. Leid., 1606. Willebrord Snellius :
Typhis Batavus sive histodromica de navium cursibus et re navali. Leid., 1624.
Thomas Rivius: Historia navalis antiqua. London, 1633. Schefler: Dissertatio de
varietate navium, 1643 (reproduced in Gronov. Thes. Greec. antiq. XI, p. 769). Marci
Meibomll: Notze in Vitruviuin (Edit. Joane de Laet). Amsterdam, 1649. Schefier:
De militia navali. Upsala, 1654. Jacob I’almerius (Panlmier 5. Grentemesnil) : Exer-
citat-ad Optimos fere auctores Griecos. Leiden, 1668. Meibom: De fabrica triremium.
Amsterdam, 1671. Nlcolaes Witsen: Aeloudc en hedcndaegsche Schaeps-Bouw en
Bestier. Amsterdam, 1671. Sohefier (pseudonym. Constantinus Opelius): De fabrica
triremium Meibomiana. Amsterdam, 1672. Rafael Fabrettl: De columna Traiana.
Rome, 1683. Isaac Vossius: De trireminm et liburnicarum constructionc (reproduced
in Grievius: Thes. antiq. Rom. XII, p. 709—734). Leid., 1699. Pere Lang-uedoc:
Traité sur les triremes, ou les vaisseaux de guerre des anciens. Paris, 1721. P. P.
de Chales and Sanadon: In Journ. de Trévoux, Sep., 1722. .ltlmiral Therenm'd: In
Mém. dc l’Acad. roy. dc Brest. Tome I, 1733. Pére de la Haugeraye: In Journ. de
Trévoux, Oct., 1722. Deslandes : Essay sur la marine des anciens et particulibrement
sur leur vaisseaux de guerre. Paris, 1748. Le Roy: Secondc Méinoire sur la marine
des anciens (Hist. de l’Acad. roy. des inscrip. xxxviii. Paris, 1777. General Melvil
(by Pownull): A treatise on the study of antiquities. London, 1782. Graf Carli :
Delle triremi. Milano, 1785. Rondolet : Mémoires de la marine des unciens. Paris,
1820. Howell: Essay on the war galleys of the ancients. Edinburgh, 1826. Hm.
.M'lnutoll: Ueber den Secverkehr und das Schifi‘swesen der Altcn. In Zeitschr. f. Kunst
11nd Geschichte des Krieges, 1835. Smith: Ucber den Schitfbau der Griechen 11nd
Riimer im Alterthnm. Translated by H. Thiersch. Marburg, 1851. Jal : La flotte de
Cesar. Paris, 1861. Keller: Bespreehung vonJal, La flotte deCésar. Philol. xix, 1863.
Graeser: De veterum re navnli. Berlin, 1864. Contin. in Philol. iii Supl. VOL, pt. i;
Philol. xliii. Kirchhofi”: Ueber die Rede vomtrierarchischen Kranze. In Verh. Berlin.
Akad., 1865. :‘uglielmoltl: Delle due navi Romane. Rome, 1866. Lupz' : Il remeggio
delle navi antiche, 1875. Conze, Haaser and Benmlorf: Neue archiiologisehe Unter-
suchungcnaufSangothrake. 1880. Joly de AMaizeq-oy: Conf. Du Sein, Hist. delamarinc.
Paris, 1863. Fincali: Le triremi. Roma, 1881. Leopold Brunn: In Verh. 35 Philol.
Versamml. Leipzig, Treulmer, 1881. A. Cartaulf: La triereathénique. Paris,1881.
L. o. Henk: Die Kriegst‘iihrung zur See. Berlin, 1881. ll. Werner: Besprechung
von Brunn “Axatos.” (iiittingcn gel. Anz., 1882. Roul Lemaitre: Disposition des
rameurs sur la triere antique. Revue arehéol., 1883. Boeclfh : Stantshaushult der
Athencr. Bocckh: Urkundeniiber das Secwcscn des attischen Staatcs. A. Baum-
stark: Navigatio. In Pauly’s Real Encyklop. V. Des Rutlerboot. In \Vassersport,

I . 1883, No. 17. Sue/”160w: Konstrucktiousplan einer Pentere. In \Vassersport,1884,

No. 17. Gilbert: IIandhuch d. gricch. Staatsaltert. Serra: Les marines dc guerre
de l’antiquité et du moyen age. Paris, 1885. Brewing : Die Nautik der Alton. Bre-
men, 1886. Breusing: In 1w. )Iiiller’s Handb. V. Klass. Alterili. \Viss.i\'. Nach-
trag. Bren/sing: Die Liisung dcs Tricrcnriithscls. Bremen, 1889. Helbig: Das ho-
merisehe Epos ans (1. Denkmiilern erklfirt. Leipzig, 1887. Bauer: lriech. Kriegs-
alterthiimer. In Miiller’s Handb. v. Klass. Alter-til. Wis, Bd. iv. Bliimner: Tech-

 

PREHISTO n10 NAVAL ARCHITECTURE. 529

The skeleton of the ship consists of the keel and the ribs. The keel
is a strong ,squa1e beam corresponding to the length of the ship.
To this is secured a stout plank, the false keel, which serves in the two-
fold capacity of strengthening the keel and protecting it from injury.
In war vessels, oak was generally employed for the keel. ts ends,
slightly elevated, served as a basis for the stem and stern posts; the
almost perpendicular prow was strengthened by an apron, and carried
. a top-piece2 with an ornament. ’l‘he sternpost, too, was strengthened
by an apron, and carried a top piece.3 The u-shaped ribs, seldom con-
sisting of one piece, were made of pieces exactly fitted and bolted
together.4 I11 order to secure firmness and prevent late ‘al displace-
ment of the ribs, they were provided with notches into which the keel
fitted; a longitudinal movement was prevented by the keelson, which
‘fittrd into the intervals between the ribs, and thus kept them 111 place
and pressed them firmly against the keel.’

The aprons of the prows joining the keelson at an angle, it required
here a knee, which, while supporting the former upon the inner side,
connected them firmly with the keelson. These knees, made of stout,
crooked timber, imparted the strength and power of resistance to the
prows especially required by the stem for ramming.

The form of the hull is thus given by the ribs; the ship may be built
sharp upon the keel or its bottom may exhibit a shallow curve. It is
shown, however,“ that the war-vessels of antiquity cannot have been
built sharp upon the floor, but that even the largest of them must have
had a flat bottom.

The frame having been made, the hull was formed by the planks,
which, parallel with the keel, were nailed t 1 the ribs. The planks were
placed upon edge, forming a smooth surface (carvel), although the
’ freight ships of the Egyptians were clinkerbuilt.7

A beam covered the heads of the ribs (the gunwale) into" which the
tholes were inserted, which by means of leather st ‘aps offered a sup-
port to the cars that were fastened to them.

Many of the ships represented upon the Pompeian pictures and the

nologie. C. Voigt: Das System dei lem 11 \uslegei im Klass.Altertl1. In \Vas-
sersport, 1889 .lssmamz: Secw esen. InBaumeister ,Dcnkma‘le1,1ii. Assmann, Ernst:
Zur Kenntniss der attischen Schifi‘e. In Jahrb. d. Kais. Dent. Arch. Inst., 1889.
Hans Droysen: Griechische Kricgsalterthiimer. In K. F. Hermanns Lehrbuch, ii, 2.
“Axatos”: Festschrift, 35 Philol. Versamlnlung zu Stettin.

llii‘cusing: Nautik der Alten, p. 28.

9 Assmann: Seewesen, p. 1602.

3Pollux, i, 90.

1 ”reusing: Nautik der Alten, p. 33; Carlault: La triere Athén, p. 4!). .lssmmnz :
Seewesen, p. 1601; Homer: 01!. xii, 22$); xiii, 747.

-” lip-easing: Nautik der Alten, p. 30, 33.

“Assmmn: Scewesen, p. 1601, 11526. Berlin. philol. Woehcnschril‘t,1888, No. l, p.
28.

7 [{Jtling: Allgeln, \Viirterb. d. Marine. Brewing: Nautik der Alton, p. 35. Her-
odot, ii, 96.

SM 91, PT 2

    

530 REPORT OF NATIONAL MUSEUM, 1891.

Trajan column show an open grating upon the railing, the angle of
which, apparently, served the purpose of thole pins and rendered their
application necessary for the upper tier of oars;‘ generally, however,
even the ships of several tiers of cars had for each tier holes cut into
the planks and required thole pins.2 As at present, one thole was
used in antiquity on the Mediterranean.3

The walls of the ancient war-ship, pointed at both ends,4 do not ap-
pear to have been absolutely parallel amidships, but slightly bulged
out,” vertically they fell to the water—line almost perpendicularly." A
projection of the ship’s wall of 45 degrees toward the water-line is
suggested by some,7 but rejected by others who do not concede that
the ancient pictures justify such an assumption, since such a form would
secure but indifferent stability in the water.

The prow was often ornamented with carvings which possibly corres-
ponded to the name of the ship.8 The eyes9 upon both sides of the
prow in inen-of—war, often taken for hawse-holes, were either painted “’
or carved and fitted in the prow. Their object appears to have been
symbolic and intended to show the watchfulness to prevent accident.“

External strengthening was had by nailing planks upon the external
wall in a horizontal direction (Wales), which by means of perpendic-
ular bolts were fastened to each other, forming a network which had
a tendency materially to strengthen the structure.12 Corresponding
pieces ( Weger) were fastened to the inside, possibly serving as a layer
for the lower oar-rows in polyeres, in order to spare the thin outside
planking.13

Metal covering was not applied to the ships of antiquity,14 but they
were caulked and covered with a coat of pitch and tar, and finally par-

 

lAssmmm: Scewesen, p. 1608, 1628; Baumeister: Denkmiiler, iii, p. 1627.

2Boeclch: Urkunden iiber das Seewesen des attischen Staates, p. 103.

3B1‘cusing: Nautik der Alten, p. 33; Assmann: Seewesen, p. 1609.

4 Helbig: Das honierische Epos aus den Denkmiilern erléiutert, p. 161, foot note 1.

5Am'810t: De part. aniln. 4, 10.

6Emma: Verh. (l. 35. Pliilol. Vel‘s. p. 171; Lemaitre: Revue Archéol. 1883, i, p.
134; Brewing: Nautik der Alten, p. 39; Assmann: Seewesen, p. 1607.

7L6 Roy: Sur la marine des anciens (Histoire de l’Acad. roy des inseript. ct belles
lettres, xxxviii, 1777, p. 542); .lIclrill (by Pownall) A treatise on the study of antiq-
uities, London, 1782, p. 233; lioeckh: Urkunden, p. 115; Smith: Ueber den Schifl’bau
der Griechen und Riimer, p. 40.

*‘Assmann: Seewescn, p. 1606.

E’Assmaxvm: Zur Kenntniss der antiken Schiffe. In Jahrbueh des Deutschcn
archiiolog. Instit, 1889. Heft 2, p. 99; Assmann: Seewesen, p. 1597 and 1613; Bocckh:
Urkundcn, p. 103; Jul: La Flotte de César; Barumeister: Denkmiiler, iii, p. 1617.

‘OBlz‘imaer: Technologie, iv, p. 455. Note 3.

“ Assmann: Zur Kenntniss, &c. In Jahrbuch d. D. arch. Inst, 1889. Heft 2, p.
99; Assmann: Seewesen, p. 1597.

”Assmmm: Zur Kenntniss, &c. In Jahrbuch d. I). arch. Inst, 1889. Heft 2, p.
102; Assmann: Seewesen, p. 1628.

13Aesmami: Seewesen, p. 1602.

1‘ Ueber die Alexandreia des Hieron. v. Syrakus.

PREHIS'PORIC NAVAL ARCHITECTURE. 531

tially painted‘ in the bow, apparently to facilitate the recognition of
the direction taken by a vessel in sight.2

The war vessels do not appear to have had full decks, from the fact
that the mast had to be taken down before the battle; partial decks
appear in the bow and in the stern; the midship was open, but some
representations from the eighth century B. 0.3 show small bridges or
gangways (plankv: ys) on both sides of the mast, extending from the
fore end to the aft end, partly covering the ship and forming a bridge
upon which the fighting crew stood. A narrow plank fastened to the
inside of the ship’s wall also served a similar-purpose. Even, at Caesar’s
time completely covered vessels were not in general use,4 and even
those called “ deeked ” did not have what is now called “a deck.”5

Before. thebattle the mast, which rested in a block upon the keel, had
to be laid down,6 and for this purpos . a small longitudinal opening had
to be left. It was the custom to penetrate the enemy’s line in full force,
in order to dislocate his oars. To thus render his ship defenseless to
the spur thrusts, the cars of the attacking party had to be drawn in at
the decisive moment so as to prevent their being broken. In order to ac-
complish this the small width of a decked ship would have been insuffi-
cient, while a broken deck afforded ready egress above.

The peculiar method of naval warfare, consisting principally in an
effort to disable the enemy’s ship by ramming, required a resistance

carcely to be found in the comparatively slight-built ships of antiquity,

and special precautions had to be taken to Secure, by means of addi»
tional devices and appliances, the longitudinal strengthening of the
otherwise rather f~ail structure. Such appliances were the strut-frame
and the girding. The former was first demonstrated7 as consisting of
two long beams, which, resting upon numerous supports, connected the
two frames in such a manner as to leave a longitudinal opening for the
raising and lowering of the mast. These beams, by covering them with
planks, were converted into foot bridges for the fighting crew.8

One of the principal dangers to which the ship of antiquity was ex-
posed, and which threatened collapse to the frail structure was from the
breaking of the back,9 which was apt to happen in a vessel crossing
the waves, whereby the midship vas lifted in the mass of water, while
the prows, without any support, hanging over the trough, were apt to
sink by their own weight and thus tend to break from the keel. In

 

1 Bl'iimncr : chhnologie, vol. Iv, p. 453.

‘ZHcIln'g : Das homerische Epos ans den Denkmalern crlautert, p, 161, note 1.

-" Monumcnti dell Inst. Ix., pl. 40, 3 and 4; Annali 1872, p. 153.

*(Ta'sar: he he]. civ. iii, 7; Cicero: Ad Attic. v, 12, 13.

“Ah-manna: Seewosen, p. 1607.

"' .ismnann: Seewcsen, p. 1616; Brewing: Nautik der Alten, p. 48; Drag/sen : Griech.
Kriegsalterthiimcr, p. 289; Jul: Arcllcol. Nav. I, 288.

Kissmuun: Seewesen, p. 1602.

“Ibid, p. 1604.

‘J Browsing: Nautikder Alten, p. 183.

. 532 REPORT or NATIONAL MUSEUM, 1891.

that event the walls, unsupported by connecting beams, were apt to
become loosened from their holds and cause the whole structure to
collapse.

In order to prevent this sinking of the prows the girding was applied,
:onsisting in the tying of the ship by means of a stout cable, the hypo-
zomc (tormentum). Many views have been expressed as to the nature
and the application of the hypozome.’

According to the theory which is most consistent with the accounts
given in the ancient literature2 the girding was performed by a single
or double cable fastened to the heavy plaited rings surrounding stem
and stern posts, often met with in ancient illustrations“, and running
upon stout crutch-like supports, being probably tightened by pulleys
as soon as the connections began to loosen from continued spur thrusts
or by heavy seas.

The sticks forming the supports for the hypozome, and whichaccord-
ing to ancient accounts were part of the articles of equipment of a ship,
have heretofore been thought to be late ‘11] supports of the mast}

The most terrible weapon of the ancient war ship was the spur, a
structure projecting from the bow, covered with iron or copper, prob-
ably an invention of the Phoenicians, whose vessels carried it 7 00 B. C.
It was at first placed below the water line, but in the ancient Greek
ships it was placed above the water5 at a point where keel, stem-
post, strutframes, and wales centered their combined force, in order to
make the destructive thrust as effective as possible.

The effective application of the oar is dependent on the proportion
of the inner to the outer lever, which has been found to be the most
satisfactorily accomplished with a proportion of 1 : 2—3.6

For determination of size but very insuflicient data exist, principally
in the length and width of the ship sheds,7 which, however, an be but
relatively correct, since alongside of the ship articles belonging to it
had to be stored. A scale is also found in a passage by Vitruvius,8

 

lschcfi'er: De militia navali, i, 4-, p. 48, ITpsala, 1654; Le Roy: Troisibinc inémoir
sur la marine des anciens, Histoire dc l’Acadéniie, xxxviii, p. 589, Paris, 1777;
Schneider: Vitru\'., X, 15, 6, Leipzig, 1808; Boeckh: Urkunden, p. 134; Ber/er: Thesaur.
Brand, III, 406; MonU’aucon: [Kantiquite explique, iv, 2. p. 214, p].13~1; Smith:
Schifibaii dei‘ Griechen und Romer, p. 30; Browsing: Nautik der Alton, p. 171;
Assmmm: Jahrb. d. K. 1). Inst., 1889, 2 Heft, p. 99, 100; (.‘rascr (Dumichcn): Flotte
ciner iigyptischen Konigen; daemon)“ Secwesen, pp. 1594, 1604, 1614; Baunwisfer:
Denkmiiler d. Klass. Altcrth., in, p. 1593, 1601, fig. 1671; Mnséc dc Marine du Louvre,
p. 8; Berlin. Phil. VVochensehritt, 1889, Nos. 31, 32; ])royscn: Griechische Kriegsal~
terth., p. 259; Brewing: Die Liisung der Trierenfrage, p. 26.

2Assnuum: Scewesen, p. 150-1, 1604, 1614.

3Baumeistcr: Denkniiilcr d. Klass. Alterth. III, p. 1604.

4Bcr1. philol. \Vochenschrii't,1880, N0. 16, 31, 32.

5Assmann: Seewesen, p. 1613.

“.Aissmann: Seewescn, p. 1608.

7Dr0yscn: Griccliischc Kricgsalterthiimer, p. 279.

SVitruvius: dc architectura, i, 2,1, “in navibus ex interscalmis, quod (5511'?)vain
dicitur;” see Marcus .llcibomius: Dc fabrica triremiuni. Anistelod., 1671, reprinted;
Graevius: Thesaur. antiq, Rom., xii, 553, 573.

PREHISTOR'C NAVAL ARCHITECTURE. 533

in which the laws of symmetry enter into architectural construction. A
still more certain mode is found in the intersealmium; that is, the
space between the car ports, which by practical experience is accepted
as most nearly correct at 2 ells = 3 feet. In con’iputing the length,
then, additional to the result obtained from intersealniium measure-
ments the free space in the stem and stern will also have to be taken
into account. For a 31-seater these are accepted as 1‘3 feet aft' and 6
feet in the stem; we thus have the following formula:

.70 x 3 + 12+ 6:](eilgtll of ship.

The space occupied by each rower is estimated by Lemaitre at (1.60
meters) 55‘; feet in width, and allowing for the longitudinal middle space
(80 centimeters) 2 feet, we obtain an approximate width of that class of
ship of about 17 feet.

A further estimate of the width of the ships is found in the size of
the anchor tablefi’ of which each onehalf inch thickness is computed as
representing 1 foot width of ship at the water line; hence aG-inch
cable should correspond to a ship 12 feet Wide at the water line.3 It
is, however, thought4 that in View of the very sharp build of the ships
a larger factor of width may be taken for each one-half inch of thick-
ness of the cable.

The draft of the war—vessels of antiquity appears to have been very
small, amounting in the largest of which we have information to a
maximum of 1.5 meters.5

THE GERMANIC PEOPLE.

The first historic account of the ships of the people occupying the
shores of the Northern Seas we find in Umsar’s Naval Campaign against
the Veneti, in the year 54 B. 0.,” as follows:

“ For their ships were built and equipped after this manner: The
keels were somewhat flatter than those of our ships, whereby they
could more easilyencounter the shallows and the ebbing of the tide;
the prows were raised very high, and in like manner the sterns were
adapted to the force of the waves and storms which they were
formed to sustain. The ships were built wholly of oak, and designed
to endure any force and violence whatever; the benches, which were
made of planks a foot in breadth, were fastened by iron spikes of the
thickness of a man’s thumb; the anchors were secured fast by iron
chains instead of cables, and for sails they used skins and thin dressed
leather. These were used either through their want of canvas and
their ignorance of its application, or for this reason, which is more

 

'Lemaitre: Revue Arclieolog., 1883, i, p. 149.

r”foeckh: Seeurkunden, p. 163.

3 Cartault: La triere Athen., p. 246.

‘1 (lmscr: De vet. re nan, p. 20.

5A88mann: Seewesen, p. 1601. Berlin. philol. \Voehenschrift, 1888, No. 1, p.28.
6 Caesar, De Belle Gallieo, iii, cap. xiii.

534 REPORT or NATIONAL MUSEUM, 1891.

probable, that they thought that such storms of the ocean and such
violent gales of wind could not be resisted by sails, nor ships of such
great burden be conveniently enough managed by them. The relative
character of the two was of such nature that our fleet excelled in speed
alone and the plying of the oars; other things, considering the nature
of the place and the violence of the storms, were more suitable and bet-
ter adapted 011 their side; for neither could our ships injure theirs with
their beaks, so great was their strength, nor on account of their height
was a weapon e; sily cast upon them; and for the same reason they
were less readily locked in by rocks. To this was added that, whenever
a storm began to rage and they ran before the wind, they both could
weather the storm more readily and heave to securely in the shallows,
and when left by the tide feared nothing from rocks and shelves; the
risk of all which things vas much to be dreaded by our ships.”

The ships employed by (hesar during his expedition to Brittany
were the moves actruavricc,‘ vessels of surpassing speedf such as were
employed by the pirates.3 They were propelled by oars, and according
to Isidorus4 also employed sails. The designation uctuaria appears
to have been a multiplied and varied one5 and embraces vessels of
various sizes, number of oars,“ and purposes. According to Dr. Lue-
beck 7 it may be assumed with a degree of certainty that they did not
belong to the freight ships (mwruriw),“ nor are they to be considered as
wa.~vessels proper of Cassarian times.9

During the expedition to Brittany these actuuriw took the place of
the onerarr'iw for the transport of troops, horses, and war paraphernalia,
although it is stated explicitly that they were built as arctlmriat, and
for that reason they were enabled to keep pace with the tar-vessels

 

 

1 Luebeck, Emil, Das Seewesen der Griechen und Rilmer. Hamburg, 1890.

9 According to Noaius, xiii, 9, the naves actuariai were “navicnlze celeres, dietre
quod cito agi possint.”

3Sall. hist., lib. ii, “pauca piratica aetuaria navigia.”

4Isidor. Orig., xix 1; " aetnarize naves snnt, que velis simnl agnntn r et remis. ”

5Assmaun, Seewesen, p. 1623.

6Cic. ad. Attie., xvi, 3, 6: “haze (7/0 consecndus c Pompejano tribus actuariolis decom~
scalmis.” And Livius, xxxviii, 38: “ Trtulilo 0! acres Iongus armumentoque rurum, More
plurcs quam decem naxvcs (“alum-ins, quurum 'uuilu plus quam lrigiuia remis ugufur,
habclo.”

7 Dr. Emil Luebcck: Das Seewesen der G rieclien nnd Rainer. Hamburg, 1890. (The
author has made a thorough study of aneient (ireek and Roman naval affairs, and
some of the references employed have been taken from his essay.)

“Siseuua: Histor., lib. iii (Nonins, xiii, 8): “Quibus oceisis ueluurias ad riginIi
mmis, item complures onerm'ias iurcudunt.”

”Caesar: De Bell. gall., v, 2, 1: “12‘0 cum adrcuissrl, eireuiiio omnibus hibernis, singu—
lari militwm studio, in, summa cumin»: rerum inopia, eireiter I)(‘ cius geucris, cuius supra,
demonstrarimus, Hares cl IOHII/(lh‘ .rJ'I‘iii inrmil instruelus, uez/ue mullum abesse ab 00, quiu.
panel's dicbus dcduei possiul.” The words “supra demonmlrurimus” referring to v., 1,
3: “ ardonera ct ad multilmliuem Iumrnlorum fruusporlu”(Yum puulo larliores, quam quibus
tin reliquis utinuu' maribus. Has omues aetuuries impeml ficri, quam ad rem multum
humilitas adim‘at.”

PREHISTORIC NAVAL ARCHITECTURE. 535

proper; they appear to have been connected with the war navy1 with-
out themselves being men-of—war; they were, however, like men-of-Wat',
provided with a ram.2

Almost fifty years now pass, until in the year 9 B. C. Drusus Ger-
manicus, the first Roman general who ascended as far as the North Sea,
gave a victorious battle to the Bructers upon the Ems. Strabo, in his
account, unfortunately does not minutely describe the vessels employed
by the latter, yet they appear to have been r tthe1 unsubstantial struc-
ture..

A better account is given by Vellejus 'Paterculus, who about 5 A. D.,
under Tiberius, served as prefect of cavalry; he gives them3 as “ cava-
tmn, at illis mos est, (1.1: materia,” thus indicating them to have been
dugout; and in such a vessel, capable of accommodating but one per-
son, the chief of the Northalbings, the people occupying the territory
adjacent to the mouth of river Elbe, paid his respects to the conqueror.

Such a dugout, now in the museum at Kiel, was found in the VVol-
burgsau marsh in South Dithmarscheu; it is 11, feet long. ‘21 feet wide,
1 foot deep, and is hollowed out of an oak tree.4

In 15 A. D. Grermanicus5 had built near the mouth of the river Rhine
one thousand ships with sharp prows, but wide, to better resist the
waves; some with flat bottoms, to enable them to run ashore with im-
punity; upon a number of them steering apparatus were provided at
both ends, so as to permit propulsion in either direction. Many were
decked, for the accommodation of throwing machines. Equally useful
for sailing and rowing, they were imposing and serviceable and inspired
the soldier with confidence. The fleet succeeded 111 1'1e tching the mouth
of the river Ems, but, after a victory over the Ohcruskei s it was ship-
wrecked 111 a storm, although the wind blew fr om the south.

‘Cwsar: De Bell" civ. I, 34, 2: “111ofect11111 ])o1111'111'11'u111 ml o1c11pa11du111 Illassiliam
naribus act11a1118 stptem;” iii, 62 .1, 2: “H18 1111111119 rebus, magnum 1111mm 111111 16018 a1'111a~
tum: et sagittarioram aggercmque 0111110111. 11100111 in scaphas ct 111111118 actuarias 11111101111;”
iii, 102, 5: “(Pompejus) 111111111111 te111pestate 1111111111111, 111(11'1'1111311110 (1111's addit'is actuariis
in Ciliciam atque 1’ mle 01111111111 pervenit.”

2De Bell. Alex., 44: “1111171711118 actuariis, quam 1111111111'1111 111711 satis magnas, 111agn1'tud1'11e
quamquam 11011 8111181118111(taproeliandum, roslra imposuii. Caes: dc Bell. Goth., iii, 0.
xiii: “71611)“? 11111111 his NOSIWB rostro 111006113110111111111.” A similar remark is made in cap.
xiv. The rostrum (9113071011) supplied a very formidable instrument of ancient naval
warfare. It was a beam springing from a part just below the prow and topped
with sharp iron points or an iron representation of a ram’s head. Though formerly
always above the water, they were in later times placed below it, and thus rendered
more dangerous. Lemaitre: Revue archéologique, 1883, p. 142: “Armc’e (I’un c’pcron,
elle sejetait comme unjm'elot 8111' 1911.9 atlversaircs pour Ice frappm' (P1111. coup mortel.”

"l'ellejus Paterculas, ii, 1:. 107.

4Archiv der Schleswig-Holstein Lauenburg. Gesellsch. f. vaterl. Geschichte, Bd.
XXIII. 4te Folge. Jahrbiicher fiir die Landeskunde, Bd. XII. Zeitsehrift d. Ges. f.
d. Gescli. (1. Herzogt. Schlcswig-Ilolst. Lauenb., Bd. 11, 1872.

5 Tacitus, A1111., 6.

'3 Tacitus, Ann. ii, 23.

 

 

536 REPORT OF NATIONAL MUSEUM, 1891.

The occurrence of a general wrecking of an entire fleet When the
wind was offshore does not speak well for the construction of the ships;
inexperience with the dangers and the coasts of the Northern seas
and storms, however, may enter somewhat as an argument in favor of
the construction, although it may here be mentioned that the war-
ship of antiquity was of slight build, shallow upon the keel, and drew
about 1 meter of water,‘ and that their construction was effected in a
comparatively short time.2

A progressive ratio in the art of naval construction thus becomes
apparent as we recede westward from the river Elbe, where at the time
of the Roman invasion dugouts only, of small capacity, represented
the vessels of the occupants of the north coast of continental Europe.

During the years 1885 to 1889, while excavating for a free port at
Bremen, seven canoes were discovered in the alluvial land on the out-
side of the VVeser dike at depths of from 2 meters (6.} feet) to 4 meters
(13 feet) below the present surface level. They were dug out of the
trunks of oaks—axes apparently having been employed for the purpose—
flat-bottomed and without keel, but with the prow cut obliquely, and
with auger holes provided for the insertion of the oars. ()f the seven
canoes four were entirely demolished; of the remaining three the dimen-
sions were 10.5 meters (35 feet) long, 0.75 meter (2 feet 6 inches) wide;
10 meters (33 feet 4 inches) long, 1.25 meters (3 feet 6 inches) wide;
8 meters (26 feet 7 inches) long, 1.20 meters (3 feet 3 inches) wide, with
a height of from 50 to 70 centimeters (1 f0ot 5 inches to 2 feet 2 inches).3

1 am also informed that several other specimens of this type are pre-
served in the municipal museum at Bremen.

The most progressive of the coast tribes appear to have been the
Chauci, Frisians, and Batavi. The elder Pliny “ speaks of the piratical
ships of the Chauci which visited the rich provinces of Grallia and
carried retribution. They still were only dugouts, but able to carry
thirty men. It was the first time that Teutons had ventured upon the
open sea, and this venture formed the beginning of the naval enter-
prises of our ancestors of the northern coast of continental Europe; in .
fact they soon became dangerous to such a degree that Gorbulo, the
governor of Netherlandish Germania, in 47 A. D. was obliged to call
out the entire fleet of the Rhine to keep the enemy in check.5

 

 

lLemaitrc, Revue archeologique, 1883, 1, p. 146; Assmmm, Zur Kenntniss der ant-i-
ken Sehitt’e—Jahrbuch d. Kais. Dcutsch. Archiiolog. Inst, 1889, 1616, 1626. Her-
liner philol. \Voehcuschr. 1888, No. 1, p. 28; Brunn, Verhaud. d. 35 Philol. Vers., p.
177. Luebeck, Das Seewcscn dcr (friechon 11nd Riimer, 1890, p. 10.

‘1 Plin. Nat. hist., xvi., 7-1; Brosius, iv, 7; l’olyb., i. 38, MI; (7028. Bell., civ. i, 36; Ass-
marnn, Autiko Scliifib, p. 1600.

3Communicated by Prof. Dr. F. Buehenau, through the courtesy of Dr. M. Linde-
mann, Bremen, April 25, 1892.

4 Pliny : Hist. Nat. xvi, c. 76.

5 Tacit: Annal. xi, 0. 18.

PREHISTORIC NAVAL ARCHITECTURE. 537

I11 70 A. D.,l 1111 01: 1asion of the Batavian and Frisian revolt under
Claudius (jiv'ilis against the Roman Government the Roman Brittanic
fleet was atta1kcd and the majority of the vessels sunk—the character
of the aggressive force, however, is but approximately known and
after having taken the greater portion of the Roman fleet the enemy’s
admiral manned the bircmen and other vessels, together with a large
number of vessels holdin11'fro1n thirty to forty men. 2

Although still only dug- outs, the art of ship- building appears to have
progressed so as to include structures carrying forty men, and more-
over to embody in their construction the observations made in the ships
of more progressive nations, by allowing ribs to remain for the purpose
of additionally strengthening the sides of the ship, or, in other cases,
by inserting ribs after the excavation of the tree had been completed.
This progressive idea was accompanied by the abandonment of a flat
bottom, a rudimentary keel being worked out.

Of this type of naval structures a number of specimens are known
to exist, of which one, now in the museum at Kiel, was, in 1878, dis-
covered in the Valermoor, a marsh in Schleswig-Holstein. 3

The Valermoor bout measures 12 288 meters s(41 feet) 111 length, by 1. 30
meters (4.33 feet) greatest width, 57 centimeters (19 inches) internal
depth,and 62 centimeters (20% inches) external height. The thickness
of plank is 5 centimeters (1.1; inches) at the bottom and 4 centimeters
(1}; inches) on top. The boat had eleven ribs of which nine still exist.
Upon the gunwale, between the ribs, eleven holes were excavated for
the insertion 11f the oars; stem and stern are sharp. A keel of (2 meters)
6% feet in length is worked out of the wood at both ends of the boat,
leaving the middle flat. A very interesting prehistoric repair is notice—
able in the closing of a craek by means of dovetailed cleats or wedges
(“ seeurieulzc ” Yitruvius).

The same form is met with in the firitish Islands.

Ancient boatfnnnd (1t Brigg, lxmcolnshlre, England4 (Plate LXVIII).
In May, 1886,\ workmen engaged in an excavation for a new gas-
ometer 1n the town of Brlgg, or more pr0pe11y(}landtord Bridee, Lincoln—

 

lTacit: llist. iv, 79

7 Tacit: Hist. Y. 23.

5‘ H. Hmulclmann, 35te Bericht zur Alterthumskunde Schleswig llolstcins. Kiel,
1878.

1|18'1111'01111011, ll'illiam: Ancient boat recently discovered near Brigg, Lincolnshire;
in Illustrated London News, May 8, 1886. 1117107911. 1’. Loftus: The discovery of
an ancient ship at l1ri1r g,g Lincolnshire, in l’101eed1110‘s British Ar1ha1olog. Assoc.
Meeting, May 19, 1886, p. 279. T-lonpp, Tamas: 'lhe prehistoric boat discovered at
Brigg; read before the Lincoln and Nottingham Arehzclog. 8110., June, 1886. Me
renson William: The prehistoric boat; in (lrimsby News, July 7, 1886. The ancient
boat at Brigg; in “The Builder,” London, July 17, 1886. S/erenson, William: Dis-
covery of an amient British vessel or ship of extraordinary size in Lincolnshire;
in Thel ’1 i111es, London, August 2-1, 1886. Sterenson, ll’illimn, unpublished letters.
Atkinson, Alf1 ml. 011 the ancient Brigg boat; in Vol. 1, Archaeologia (Society of An-
tiquaries, London).

538 REPORT or NATIONAL MUSEUM, 1891.

shire, England, upon the banks of RiVer Anchohne and about 9 miles
south of its juncture with the Humber, came upon a huge log which
upon examination revealed itself to be an enormous boat, which had
found a resting place upon What appears to be the clayey bottom of the
sloping beach of an ancient lagoon, the clay, as it accumulated, creep-
ing into every crevice and gradually covering up the entire boat to a
depth of 5.1; feet below the modern surface level at the bow, and 9 feet
at the stern (Pl. LXIX).

The boat is made out of the trunk of an oak tree, perfectly straight,
as if turned in a lathe; it is 48 feet 8 inches long, 5 feet wide, and 2 feet
9 inches deep. The stern end represents the butt end of the tree,
with a diameter of 5 feet 3 inches ;. the dimensions, of course, slightly

 

 

Fig. 25.
PROW OF‘ BRIGG BOAT.
(Drawing furnished by Mr. William Stevenson, ofHull. England.)

diminish towards the prow, which is 4 feet 4 inches, the boat represent-
in g about 700 cubic feet contents. In a tree standing, from 4 to 6 inches
should be added for bark and sapwood. This would indicate an enor—
mous tree, with a height of about 50 feet to the first branches, that are
noticeable on the sides of the prow, which is rounded off as if intended
for a ram (Fig. 25).

   

Fig. 26. Fig. 27.
CAVITY 1x PROW. Bowman (2) OF BRIGG BOAT.
(Drawing furnished lny )lr. “'illinm Stevenson, of Hull, England.) (From Mr. James Thropp's report.)

A cavity in the head of the prow (Fig. 26) is supposed to have been
intended for the reception of the bowsprit (Fig. 27), for which a piece of
crooked oak found near the prow has been taken. In the absence of a
mast, or any arrangement which would point to the propulsion of the
craft by means of sails, however, such a theory is untenable, notwith-
standing the approximate correspondence in diameter of the curved piece
of Wood with that of the hole. This cavity(Fig. 26) rather appears to have
been the result of the hollow of the tree running up there, 13.6., up the
main stem. The adjoining parts of the prow are cut down on the top

 

 

BOAT FOUND AT BRIGG, LINCOLNSHIRE ENGLAND.
(Copied from the " London Illustrated News,“ May 8, 1886.)

'Jewqeog—'1591 'uunesnw |euong ;o uodea

'lllAX'l 3-l-V‘1d

 

 

" ' SIDE ELEVATION— 4571047119 Z/w pmhm m Mum 212e,

V’lfiddle of'éaaé lid! affilac/u W.

l

 
 
   

boat was 161ch

 

 

  

M.....-.1

BOAT FOUND AT BRIGG, LINCOLNSHIRE‘, ENGLAND
(Copied from Report of Mr. James Thropp, May 19, 1886. )

 
   
 
   
 

'Jawqaog—'[53[ 'uunasnw leuoueN ;o uodag

'XIX1 31TH

 

PREHISTORIC NAVAL ARCHITECTURE. 539

so as to form a ledge to receive a board, which may have been the parent
of the later forecastle, and which in part served to close the hole on its
open side.

Upon the sides of the stem two round holes had existed, which were
closed by means of large circular plugs rounded off on the outer face
in the form of a boss driven in after the manner of bungs in barrels.
The holes may have been designed to represent the eyes of the warship
(ngpflaX/JJM'), which, as (inorptirlua in ancient Greek war—vessels, are sup-
posed to be the symbolic significance of precaution against dangers
threatening the ship. It is, however, probable that at that point the
tree sent out two arms, which were dressed inside and closed up in the
manner described, the holes showing the grain of the wood running in
the direction of the branches, which of course could not possibly be the
case had they been pierced artificially.

The bottom is flat throughout the entire length; the keel, if it may
so be called, at the stern, is splitting, possibly owing to the great strain,
to which it was subjected in the course of removal, or to shrinkage.

 

 

 

 

____.,_,_ . . . - - .. - ”—3-.- _n_‘...
.~

o’b-n.”-'-'O'~ -.- —--_-.--—.- -_ _ .. . .

’A.". .—,—m.-- -..__ . _ . . _ ;

 

 

Fig. 28. Fig. 29.
OVERHANGING CoUNrER, FACE or STERN IN BRIGG BOAT.
[Drawing furnished by Mr. thew-mun.) (From report of James Thropp.)

The floor is perfectly flat, but in excavating transverse stays were
allowed to stand at intervals at right angles to the sides, crossing the
bottom athwart ship. Of these ribs, which take the place of floor-
timbers in modern c ‘aft and are intended to stiffen the structure, three
remain in perfect condition. Additional strength is given to stem and
stern by allowing a greater thickness of solid wood to remain in shap-
ing the inside of the boat.

The sides are hewn quite perpendicular; at the stern they are cut
obliquely, so as to form an overhanging counter (Fig. 28).

As previously stated, the butt end of the tree formed the stern end
of the boat, and here, probably on account of the decayed condition of
the interior close to the roots, a natural stern could not be provided,
and a plank end was adopted, which was fitted to a groove cut down
on each side and across the bottom some distance from the end of the
tree (Fig. 29). The sides projecting beyond the plank end were cut ob-
liquely tip from the bottom and a hole was pierced at each extremity
through which probably ropes or thongs were tightly drawn, or sticks

540 REPORT OF NATIONAL MUSEUM, 1891.

were passed, which by means of wedges or pins held the sides taut
against the plank end (Finn 30).

The stern board (Fig. 31) is of oak planking 1% inches thick and 4 feet
in length, and consists of two boards, one of which is 17 inches wide
and the other 10 inches, the sides and bottom having been shaped to

~-——————_.____

 

l.

+-

 

’\

Fig. 30.
STERN OF BRIGG BOAT.
(Drawing furnished by Mr. William Sicvcnwn. of Hull. England.)

fit the grooving. Some caulking found in the groove proved to be
moss, which it is supposed was forced into the joint in a dry state, so
as to swell and become tight when it get wet. The manner of fasten-
ing the stern board is shown in the accompanying figure 32.

Although no traces of deck were found, it is possible that the ledges

 

Fig. 31. Fig. 32,
STERNnoARD. GROOVE FOR STERNBOARD.
(From report ofJamvs Thropp. Esq.) (From report ufJumes Thropp, Esq.)

cut out of the wood in the stem and forward of the stern-board groove
formed the brackets for the support of seats or decks of small dimen-
sions.

Along the sides of the vessel near the top edges are holes from 4 to 6
inches in diameter and chiefly elliptical in shape, which being in the mid.
dle portion of the ship and notwithstanding their apparent small dimen-

   

Fig. 33.
TRANSVERSE BARS 1N BRIGG BOAT.
(Drawings furnished by Mr. \Villiain Simenson. of Hull, England.)

sions, may possibly have served for oars. It has been suggested that
they were intended for a like purpose as the holes in the prolongations
Of the stern ends, that is, for lashing the sides together and keeping
them firmly pressed against transverSe stays (Figs. 33 and 34) or
stretchers, Of which one was found between the gunwales and near a

PREHISTORIC NAVAL ARCHITECTURE. 541

pair of holes. This stretcher or thwart was not made of oak, but of
some softer wood which fell to pieces when removed. It is evident that
by such process the sides of the boat would be better enabled to stand
additional external pressure and would be prevented from closing in,
while in the lashing the stretcher would find a firm and unyielding
support against the sides; yet, in the absence of any mast or other in-
dications that the craft w; s intended for sailing, it may not seem unrea-
sonable to assume that the holes were intended for car ports and that,
judging from analogy with similar structures, the mode of propulsion
was by means of oars plied from movable seats lashed to the sides of
the ship.

In the angle of junction of the sides and the bottom a peculiar re-
pair is notieeable which, in making good either a defect in the oak or a
subsequent damage, indicates an advanced knowledge of carpentry
(Figs. 35, 36, 37).

 

 

 

 

 

Fig. 37.
PREHISTORIC REPAIR IN BRIGG BOAT.
{ Drawings furnished by Mr. \Villiam Stevenson, of HnlL England.)

This repair is shown by a cleat 6 feet long and 14 inches wide, tap-
ered at the ends and fixed to the wound on the starboard side of the
boat. The eleat is cut out of a solid piere of wood, the edges are
beveled and bored through at distances of about 1.; inches and laced
0r stitched through the boat's side with thongs of hide or leather;
three studs are left standing, which pass through the side of the craft
and receive, through cireular holes cut through them, wedges or pins
to “bring the eleat home’7 and seeur * a perfectly water-tight joint.

With regard to th s antiquity of the ship 'arious factors will have to
be taken into consideration.

The River Aneholnie, in a tortuOus course, drains a district of con-
siderable extent, the “ Anehohne Level,” which forms a lmv-lying val-
ley, and although not now of great importance for eonnnercial purposes
Which are much better served by the “ New Ancholine Navigation”

542 REPORT OF NATIONAL MUSEUM, 1891,

(Fig. 38), a navigable canal for the drainage and reclamation of the
Ancholme Level, there are indications that at some early day the river
was of much greater extent and importance, forming the drainage of a
broad lagoon or swamp, which upon a drift bottom gradually accumu-
lated alluvral deposit, interspersed with remains of fresh-water vegeta-
tion, the age of which may be roughly estimated from the existence of
two well defined forest beds in the Ancholme Level, onejust below the
surface, and the other formed in the alluvial clay that collected upon
and between the bowlders left at the close of the glacial period, both
consisting of peat with large quantities of well preserved remains of
oak, yew, hazel, etc.

The ancient lagoon was bordered on the east and west by two well-
defined ranges of hills, which contracted in the vicinity of the present
Brigg, and there afl'orded the people of remote antiquity the only

 

Fig. 38.
LOCATION or BOAT AND PLANK WAY.

means of crossing this otherwise impenetrable morass. The first -
record of any attempt to drain this marsh dates back to the reign of
Edward I. It was reported to Edward ll that “Man and Cattel pass-
ing over Glaunford Bridge in the time of fiends were seldom out of
danger,” and until the middle of the present century when the drainage
of the district was improved, the level was under water for several
months each year.

It was at this place then, that, in 1884, a most interesting discovery
was made, consisting of a Plan]: Road situated 6 feet below the present
level, and consisting of oaken planks riven from the tree, about 15 feet
in length, and varying in width from 9 to 16 inches, fastened side by
side and placed with the straight side up, upon small trees and branches
laid at right angles to the planks. The latter were secured by means
of stakes or round pieces of wood 3 or 4 inches in diameter, driven
through rudely mortised square holes into a bed of stone rubble under-

E
V
a
.‘

L 9'0“ ;

RAFT FOUND NEAR BRIGG, LINCOLNSHIRE, ENGLAND.
(Copied from Report of Mr. James Tlu'opp.)

 

 

'Jawqaoga'wm 'wnasnw leuogeN ;o uodea

'XX'I 31V1d

 

 

PREHISTORIC NAVAL ARCHITECTURE. 543

lying a stratum of clay of 6 inches thickness in which were found a
human jaw bone, a ferule-shaped bone, (which, according to Dr. John
Evans, much resembles some object from the Swiss lake dwellings) a
stone celt, some rude pottery, and bones of deer, ox, sheep, and dog.

Above the road is :5 feet of dark gray alluvial clay, containing frag-
ments and remains of sedges and fresh-water plants, and underlying
2 feet of brown alluvial clay and 1 foot of peat and surface soil.

About 120 yards north of this causeway, lying at an angle of 53
degrees and 90 yards south of the junction of the old Ancholnie River
with the New Ancholine Navigation (Fig. 39), a unique structure was
found, consisting of a Ruft‘ (Plate LXX) buried 2:5 feet below the present
level at the fore end, and 31; feet at the aft end, having a length of 40
feet, by 6% feet at the fore end and 511; feet at the aft end.

 

Fig. 39.
LOCATION or RAFT.

The level bottom consists of five boards tapering at the ends and
representing the heart wood of trees split in the middle, with the re-
mainder cut down but leaving the cleats in the solid at intervals in
parallel rows. Thecleats at the extreme ends were finished flush with
the planks and all were provided with mortised holes to receive trans-
verse or tie bars, consisting of rough branches of trees. Ten such tie-
bars passing through the holes were secured by wedges driven in at
the sides of the raft and also in the middle row of cleats to keep the
framing taut.

The joints were caulked with moss and the sides of each plank were
pierced with tlIree-eighths-inch holes, 2 to 3 inches apart, and the

 

1 A description of an ancient raft recently found by Messrs. Judge and Cole, in a
field adjoining the brickyard, in their occupation, belonging to the Right Honor—
able the Earl onarborongh, situate at Brigg, in the county of Lincoln, by J.
Thropp, Assoc. M. Inst. 0. E., county surveyor, Lincoln.

544 REPORT OF NATIONAL MUSEUM, 1891.

joints covered with straight pieces of wood 2 inches in diameter, fas-
tened by lashing, which was passed through the holes and over these
round packing pieces.

Owing to the peculiar manner of construction and method of tying
the planking and framing together, and leaving solid cleats in the
planks, speculation has connected this raft with the Viking ships of
Tune and Grokstad, in Norway. This method, however, is not confined
to the naval structures of the eighth to the tenth century, but also
occurs in the boat of the third century found in Nydam Moss, Den-
mark, from the description of which, by Engelhardt1 we learn that “on
all the planks there are pertbrated clamps of one and the same piece
with the planks themselves, having been left projecting when the
planks were cut out of the solid timber, and the ribs had perforations
corresponding to the clamps, through which bast ropes were passed,
tying planks and ribs together.

Nor does it stop here; but the same arrangement occurs in the re-
pairs shown in the ancient boat found in the vicinity of the raft, and
in a canoe of the identical type found at Valermoor, Denmark, and now
in the museum at Kiel,2 thus suggesting a common origin for those ob-
jects now under consideration.

In point of type these boats correspond to those ascribed by Tacitus
in 70 A. 1').3 to the Batavians and Frisians, and although it is possible
that the Romans would have employed such craft in crossing from
Gaul to Great Britain, it is safe to assume that the same mode of con-
struction may have been employed by the contemporaries in Britain.
In point of antiquity, the position of the boat, raft, and planking, rela-
tively to the geological formation does not necessarily connect them
with the period expressed by the glacial drift upon or in the immediate
vicinity of which they have found their last resting place, since even
in historic times (llanford Brigg, now 9 'miles from the Humber, was
known as a fishing hamlet. This points to a more ready communica-
tion with the open water than at present, the intervening space having
gradually filled up with deposits, the soft nature of which would cause
the heavy objects, by their own weight, to find a lower level than the
one corresponding to the period to which they properly belong, that of
the Roman invasion, relics of which are found among the upper layer
of forest land underlying the modern surface land.

A third specimen of this type is that known as the

Loch Arthur Boat4 (Plate LXXI), found by Mr. Pittendjeon of (Jargen,
Dumfries, Scotland, in the summer of 1876 in Lotus Loch, or Loch
Arthur, about 6 miles west of Dumfries.

lEngeIhardt, C. : Denmark in the Early Iron Age, London, 1866.

eflandelmmnz IL: 35m llericht zur Alterthumskumle Schleswig-l{olsteins. Kiel,
1878.

3 Tacitus. Ilist. v, 23.

'1 Pittcndjcon, lllr. : I’npuhlished letter of April 26, 1886, to Mr. Wm. Stevenson, and
communicated by him to the author.

 

 

 

BOAT FOUND IN LOCH ARTHUR, SCOTLAND.
(Photographed from a sketch by Professor Geikie. Director of the Geological Survey of Scotland.)

 

‘19wqaog—‘1591 ‘umesnw [euoueN ;o uodaa

'IXX'l 31V1d

 

PREHISTORIC NAVAL ARCHITECTURE. 545

The canoe was 42 feet long, dug out of oak; its width and breadth
correspond to that of Brigg, with which it has great similarity. The
grooves at the stern end were quite distinct where the board had been
fitted in; the most remarkable feature in this canoe is the prow, which
is shaped like the head of an animal.

About one-third of this boat, the front part, is now in the museum of
the Antiquarian Society of Edinburgh; the aft end was so much
broken after having been exposed to the air for some time that it was
not worth preserving.

The photograph was made from a sketch made on the spot by Prof.
James Geikie, of the Geological Survey.

This type finds numerous representatives in the British Isles. In and
about Glasgow alone more than twenty canoes have been discovered
and exhumed at various times.1 They were met with at different
depths, "anging from 10 to 20 feet below the present surface of the
land, in strata of sand, gravel, and clay that indicate marine conditions
for these deposits over the broad estuary of the Clyde, on which Glas-
gow is now built. Marine shells have been found in the strata sur-
rounding the canoes as well as attached to their wood.2

Five of these boats lay buried in silt under the streets of Glasgow,
one in a vertical position with the prow uppermost, as if it had sunk in a
storm. Twelve other canoes were found about 100 yards back from the
river at the average depth of about 19 feet from the surface of the soil,
or 7 feet above high-water mark, but a few of them were only 4 or 5 feet
deep, and consequently more than 20 feet above the sea level. One was
sticking in the sand at an angle of 45 degrees, another had been cap-
sized and lay bottom uppermost; all the rest were in horizontal positions,
as if they had sunk in smooth water.3

Nearly all of these boats were formed out of a single oak stem, hol-
lowed out by blunt tools; some were cut smooth, evidently with metal-
lic tools. Hence a gradation could be traced from a pattern of extreme
rudeness to one showing no small mechanical ingenuity. Two of them

 

' Geihie, James : The Great Ice Age; London, 1874, p. 212. Biliotheca Topog. Brit-,-
No. 2, Part III, p. 242. Beauties of Scotland; Vol. III, p‘. 419. Chapman, 13.: Picture
of Glasgow; p. 152. Chambers, It; Ancient Sea Margins; pp. 18, 158, 203—209.
Buchanan, John: Glasgow Past and Present; 1856. Geological Society of Glasgow,
Transactions; Vol. III, p. 370. Nimmo: History of Stirlingshire‘; 2d edition, p. 74.
New Statislieal Account of Scotland: Article Errol; also Vol. VI, 1). 601. Daria, J. W.:
Geology of Trcmadoc, Carnarvonshire; in Quarterly Journal of Geological Society,
May, 1846. Gentleman’s I'llugazine. Stuart Rob: Views and Notices of Glasgow in
Former Times. ()Id Eng/land. Glasgow Delineated; 1826. Carrie, Alex; In Proc.
Geolog. Soc. Glasgow; Vol. III, pt. 2, p. 370. [frills/L ,me. Adv. Set; Report 1858,
p. 80. Lyell, Sir Charles: Antiq. of Man; 1st edition, 1). 48. .Macyeorge, 11.: Old
Glasgow; 1880, p. 250. Buchanan, J.: Ancient Canoes found at Glasgow; in Brit.
Assoc. Rep, 1858. (leikie, James: Geol. Quart. Journ., Vol. XVIII, p. 224; 1862.
“Chambers, It: Ancient Sea Margins; Jordan Hill: Mcln. \Vcrn. Soc., Vol. VIII,
1884. --

3Baehanan, J., in Brit. Assoc. Rep., 1858, p. 80; Glasgow, Past and Present, 1856.
SM 91, PT 2 35

 

546 REPORT or NATIONAL MUSEUM, 1891.

were built of planks, one of which, dug up in 1853, was elaborately
constructed.1 Its prow resembled the beak of an ancient galley, the
stern was formed of a triangular piece of oak, oak pins and metallic
nails had been used in fastening the planks to the ribs, and for caulking
wool dipped in tar had been employed2

This boat was lying keel uppermost with the prow pointing straight
up the river. In one of the canoes a beautifully polished celt of green-
stone 1 11s found. In the bottom of another a hole had been closed by
means of a plug of cork,3 which, as Mr. Geikie remarks, “could only
have come from the latitudes of Spain, southern France, or Italy. ”4

Judging,tl1en,t1(1m their construction, these vessels 1epresent various
archzeologieal periods, namely, the most primitive ones the Stone age,
the more finished the Bronze age, and the regularly built boats the Iron
age, and their occurrence in one and the same marine formation must
be considered as being due to the changes going on continually in the
beds of all large bodies of water by the shifting of the channel, depo- ,
sition, removal, and redeposition of sediments. In determining rela-
tive data attention should be paid to the stratification of the alluvium
in which the objects occur.

The necessity of pursuing this course is pointed out by Prof. Geikie,
as follows : 5

“The relative position in the silt from which the canoes were exhumed
could help us little in any attempt to ascertain their relative ages, unless
they had been found vertically above each other. The varying depths
of an estuary, its banks of silt and sand, the set of its currents, and the
influence of its tides in scouring out alluvium from some parts of its
bottom and redepositing it in others are circumstances which require
to be taken into account in all such calculations. Mere coincidence of
depth from the present surface of the ground, which is tolerably 1111i-
form in level, by no means necessarily proves contemporaneous deposi-
tion, nor would such an inference follow even from the occurrence of
the remains in distant parts of the very same stratum. A canoe might
be capsized and sent to the bottom just beneath low water mark
anothe1 might experience a similar fate on the following day, But in
the middle of the channel. Both \\ ould become silted 11p 011 the floor
of the estuary; but as that floor would be perhaps 20 feet deeper in the
center than toward the margin of the river, the one canoe ’might actu-
ally be 20 feet deeper in the alluvium than the other, and 011 the
upheaval of the alluvial deposit, if we were to argue merely from the
depth at which the remains were imbedded, we should pronounce the
canoe found at the one locality to be immensely older than the other,

 

1Lyc,II Cha1Ie~1A11tiq.ot Man, 1st ed. ., p. 48.
~’ Chambe) 8, 18., Ancient Sea Malgins, p. 205.
3Lyell, CIm1‘Ics,Antiq. of Man, lst ed., p. 48.
“ Geikie, James, Geo]. Quart. Jenn, vol. XVIII, p. 224.
chikic, James, Geol. Quart. Jour., vol. XVIII, p. 224.

PREHISTORIC NAVAL ARCHITECTURE. 547

seeing that the fine mud of the estuary is deposited very slowly, and
that it must therefore have taken a long period to form so great a thick-
ness as 20 feet. Again, the tides and currents ofthe estuary, by chang-
in g their direction, might sweep away a considerable mass of alluvium
from the bottom, laying bare a canoe that may have foundered many
centuries before. After the lapse of so long an interval another vessel
might go to the bottom in the same locality, and be there covered up
with the older one on the same general plane. These two vessels,
found in such a position, would naturally be classed together as of the
same age, and yet it is demonstrable that a very long period may have
elapsed between the date of the one and that of the other. Such an
association of these canoes, therefore, can not be regarded as proving
synchronous deposition; nor, on the other hand, can we affirm any
difference of age from mere relative position, unless we see one canoe
actually buried beneath another.”

The positions of these canoes in the ancient estuaryof the Clyde, then,
would seem to indicate that a rise of the land in Scotland of at least
25 feet above the present level of the sea must have taken place, and
While it is generally conceded that this elevation has occurred since
the peopling of the island, a much more remote period is assigned to
the event than is warranted from the indications of a considerable
change of level even in comparatively recent times.

Thus a recess in the face of the alluvium of (larron River, below Lar-
bert Bridge, in Stirlingshire, is spoken of by tradition as an ancient
harbor, and the remains of a boat and a broken anchor have been found
imbedded in the spot.‘ '

According to Nimmog, the lame of Stirling was cultivated and
measured in the twelfth century, and it is quoted from Trevelius’
Chronicle that during the invasion of Scotland by Edward I, the Eng-
lish cavalry could not make their way through these “Loca Palustria”
in the winter season.

An indirect support is given by Robert Chambers, from whose writing-3
I quote:

“The few remnants of a higher plateau throughout the Carse of
Gowrie almost all bear names in which the Celtic word for island (inch)
forms a part; as if a primitive people had originally recognized these
as islands in the midst of a shallow firth. ,l,’erhaps there is little con-
sequence to be attached to this fact since‘ the extreme wetness which,
even in recent times pertained to the lowlands of the Carse, may have
appeared a sufficient reason for so distinguishing any snatch ’of more
elevated and firmer ground. The minister of Errol reports, unfortu-
nately not in a direct way, the findin g of the remains of a small anchor,
about fifty years ago, on a piece of low ground on the estate of Mag-

 

‘Chmnbcrs, 11., Ancient Sea Margins, p. 158.
2Nimmo’s History of Stirlingshire, 2d ed., p. 74.
3 Chambers, IL, Ancient Sea Margins, p. 18.

548 REPORT OF NATIONAL MUSEUM, 1891.

ginch. In the same district, which is fully a mile from the margin of
the firth, a boat hook was discovered, 18 feet below the surface, ‘stick-
ing’ among the gravel, as if left by the tide on the seashore.1 (Here
and for What follows, I quote a letter from a lady, the daughter of one
of the chief proprietors of the Carse.) ‘This relic has been preserved
by the farmer Who found it. I am also assured that what was consid-
ered as the remains of an anchor was found some years ago in casting
a drain below Flaw (hang, a cliff which overlooks the Carse between
Kinnaird and Fingask. Time out of mind, it has been a popular belief
in this district that Flaw Craig rock bore the remains of a ring to which
ships were fastened when the sea ran at the bottom of the hill.’ A
man living a few years ago alleged that he had seen the iron ring in
his youth as he climbed along the face of the crag in bird nesting. So
also it is told that the rock upon which Castle lluntly stands, in the
center of the Carse, once had rings fixed to it for mooring the boats
formerly used in sailing over the surrounding waters. A circumstance
in the title deeds of at least one estate on the slopes descending to the
Carse has given more force to these popular beliefs in the minds of the
educated classes, namely, that they include a right of salmon fishing,
though the lands are separated from the firth by the whole breadth of
the Garse.”

These particulars would perhaps not be deserving of notice if they
were not in conformity with some others that are better authenticated.
According to Mr. J. E. Davis,2 “the sea is embanked out from an inlet
called Traeth Mawr, in Carvonshire. There are a series of embank-
ments higher up, which were made in the sixteenth century. It is evident
that these embankments are not the sole or the principal cause of the
sea no longer flowing within them, but that the natural recession of
the sea (or elevation of the land) induced the inhabitants to anticipate,
by the erection of earthen mounds, that which would have been pro-
duced in a few years by other causes. The sea marks may be traced
upon the surface of the escarpments in several of the islands of the
Tremadoc Valley, many feet above the present level of high water.
Tradition also lends its aid. From the rocky ground of Inshir, Madoc,
one of the princes of North Wales, leaving his country, sailed to
unknown lands. And to descend to more recent times, I was informed
that the parish register at l’enmorfa contains entries showing that a
place in the parish called Yevern was once a seaport, which, immedi-
ately before the erection of the great embankment, was several feet
above high water.”

In the great charter granted to the monastery of llolyrood (A. D. 1143)
the King conveys to the monks at ltenfrew “unum tostum in reinfry”
With a right not only of nets “ad salmones,” but, “et {bi piscari ad al—

 

 

’ Ullambers, 13., Ancient Sea Margins, p. 18.
LDm'is, J. E. On Geology of ’l‘rcmadoc, Carnarvonshire. ln Quarterly Journal of
Geological Society. May 1846.

PREHISTORIC NAVAL ARCHITECTURE. 549

lechtia libero,”I and in the reign of Malcolm Ceanmor “Renfriu” was
entered with a. large fleet.2

In 1683, while digging a water gate for a mill in the town of Stran-
rawer, the workmen lame upon a ship a considerable distance from the
shore, into which the sea, at the highest spring tide, never comes. “I t was
lying transversely under a little bourn, and wholly covered with earth
a considerable depth; for there was a good yard, with kail growing in
it, upon the one end of it. But that part of it which was gotten out,
myinformer, who saw it, conjecture that it had been pretty large; they
also tell me that the boards were not joined together after the present
fashion, but that it had nails of copper.”3 The remains were left in
site, and while the given account is rather meager, the use of copper
nails would indicate considerable antiquity.

In reviewing the whole evidence, geologic; .l and arclueological, afforded
by the Scottish coast line, Mr. Lyell“ concludes that: “ The last upheaval
of 25 feet took place not only since the first human population settled
in the island, but long after metallic implen’ients had come into use;
and there even seems a strong presumption in favor of the opinion that
the date of the elevation may have been subsequent to the Roman inva-
sion.”

In some of the boats found at Glasgowf’ and in one discovered in
1834 in the creek of river Arun, near North Stoke, Sussex,G the stern
board arrangement, fully described and figured in a preceding chapter,
on the boat found at Brigg, Lincolnshire, is noticeable, and other fea-
tures in their construction connect them intimately with those of Loch
Arthur, Scotland, Valermoor, Denmark, and with the crafts ascribed
by Tacitus7 to the Batavians and Frisians in their revolt, in A. D. 70,
against the Roman Government.

THE SAXONS.

The next tribe assuming maritime supremacy in the Northern seas
are the Saxons, who, according to their own lore,U claim vassalship under

 

Ilecr Cartarum Sancte Crucis, p. 5.

2Chron. Mannim in Mr. Skene’s Celtic Scotland, Vol. 1,1). 473; quoted by Macgeorge,
01d Glasgow, 1880, p. 261. I

3Kennedy, A lexaudcr: Notice respecting an ancient ship discovered in a garden at
Stranrawer, in Galloway. (In “Archzeologia Scotica,” Vol. III, Edinburgh, 1828.)
The notice was copied from a manuscript account of the bishopric of Galloway in
the possession of Thomas Goldie, cramp, of Dumfrics, supposed to be a copy of the
“ Description of Galloway,” written by Andrew Symson, minister of Kirkinnes, in the
year 1684, of which an elegant and correct edition has been recently printed for the
first time from a manuscript copy revised and enlarged by the author in 1692.

4Lyell, Charles: Antiquity of Man.

“Chambers, It: Ancient Sea Margins, p. 205.

“E. 1’. Lefties Brock in l’roc. Brit. Arch. Assmu, May 19, 1886.

7Taci1. Hist, 1v, c. 79.

80rimm, deutsche Sagcn, I, 408. Dresser, Sachsenchronik, p. 7—8. Amaolied (XII
Cent), 21, 230. Sachsenspiegel, III, 44, 2, 3. -

4

550 REPORT or NATIONAL MUSEUM, 1891,

Alexanderthe ‘xreat. Upon his death theytook to their ships, and finally
efl'ected a landing at the mouth of the river Elbe, where, on account of
their long knives by the Thuringians, whom they subjugated,‘ called
“Sahs”—the name Saxe or Saxon was adopted. The term “sax” for a
single-edged sword occurs in the Northern sag; sf in which also a SaXA
land is mentioned, a country situated east of the peninsula of Jutland.

At the beginning of the (lhristian era they are reported to have occu-
pied the land north of the river Elbe;3 in A. I). 140 they are still found
in the same location,‘ and near neighbors to the Angli; in the middle
of the third century they are supposed to be coterminous with the
Chauei;5 in the middle of the fourth century with the Franks;6 and
about that time (363) they attempted settlement in Brittany.7

They are said to have possessed the art of sailing by the wind (tacks
ing) and their small, apparently frail vessels, built of willow upon a
keel of knotty oak and covered with skins,” the whole so light that,
entering far into rivers, even with unfavorable wind, they would ter-
rify the inhabitants of the Roman coast.U Notwithstanding their lim~
ited knowledge of the stars, without compass, without charts they
found their way to the ()rkneys.10

In the times of Diocletian and lllaximia-n the Saxons harassed the
coasts of Gallia and Brittany to such an extent that Maximian, in 286,
was obliged to convert Gesoriacum, or Bononia (Boulogne), into a port
for the Roman fleet.“

During the revolt of Uarausius against the Roman Government, the
confederate Saxons, etc., built ships after the Roman model, learned

 

 

lCuriosa Sax., 1768, pp 210, 233, 342. Witeclzimhm Corb, c. 3. Horndorf, Promt.
excinpl., p. 277.

‘ZGrettir Saga. " When Grettir saw that the young man was within reach, he lifted
his sax high in the air and struck Arnor’s head with its back, so that his head was
broken and he died. Therenpon he killed the father with his sax.”

3 I’cllejzls Paterculus, 2, c. 107.

4 Ptolemy—Geog. lib., ii, 0. 2. “Em n‘w aiiyéva rm Krilfipmi/g‘ erllovfldnv Zéfov'eg”

“Pliny Hist. Nat. XVI, c. 76. Dr. Gustav chmm, Handbuch der Germanisehen
A1terthuinskunde, 1836. 8. Earth, 'l‘eutschland"s Urgeschichte.

“In‘ulrop. Breviar. Hist. IX, 0. 21. .lurcl. Vict. in Caes. c. 32. Eumenius I, c. 12.
Ammianus Marcel. Rer. Gestar. lib. XXVI, sec. 4.; lib. XXVI], c. 8, sec. 5.

7 Claudius IV; Consul Honor I. 31, 32.

SS. Barth, Teutschland’s Urgcschichte II, 288. Zinlae, anglo saxon Ccol. Isidor'
origines LXIX, v. I, Celones. Icelandic Kiolur, Low German, Yell. Dr. 0. chmm,
Handb. d. Germ. Alterthk. 1836, p. 148. Sidonius Appolinaris Carus \‘II, Y. 370.

“Quin et aremoricus pyl‘atam Saxona tractus
Sperabat, cui pelle salum sulcare Britannuni
Ludus, et assuto glaucum mare findere leinbo.”

9111 Claudian, De laudibus Stilich II, v. 254, Britannia says: “lllius efi‘ectum
curis, ne litore tuto, Prospicerem dubiis venturum Saxona ventis.”

‘OClavudian, De Cons. Hon. IV, 31: “Maduerunt Saxone fuso Orcades; incabuit
Pietorum sanguine Thule; Scotorum cumulus flevit glacialis Ierne.”

“Eutropius, Breviar. Histor. IX, 0. 21. Aurel. Viet. in Caes. c. 32.

PREHISTORIC NAVAL ARCHITECTURE. 551

regular maritime warfare,1 and occupied Batavian territory until Con-
stantinus ()hlorus retook Bononia, built a new fleet, and in 298 con-
quered the Brittanic Caesar, and his German allies.2

In 363 the Saxon pi ‘atical craft again harassed the Gallic coast.3 It
is possible that the Saxons entered into a compact with the Picts,
whom they afterwards so successfully fimght for that possession, and
around the coast of Scotland those naval. battles may have been fought
which are mentioned by Theodosius’ orator,“ and which freed. the ocean
from the Saxons.5 But, imtwithstanding, the terr<,>r they had Spread
down to the Garonne and Charente,“ the destiny of the Saxons was
fulfilled in the middle of the fifth century with the landing of Hengist
and Horsa upon the southeast shores of Albion, with their three ves-
sels, no longer canoes nor corakles of willow covered with skins, but
long wa1‘~vessels, according to ancient tradition, each carrying three
hundred men; not longer hollow trunks, but decked with high forecas-
tle and quarterdeck, proofs of the mighty progression.7

Nothing definite is known of the precise manner of shipbuilding
among the Saxons unless the ship and boats found in. the N ydam
Moss, in the present Duchy of Sleswick, are accepted as a Saxon model.
It has, by many writers, been ascribed to the Danes, near neighbors of
the Saxons, and coinhabitants of the peninsula of Jutland.8 The
Saxon claim on this ship is weakened by the fact that it presents ex-
ceedingly fine lines denoting greater knowledge of naval construc-
tion than can ordinarily be ascribed to a people who, like the Saxons,
have occupied a short coast line, and have but for a comparatively brief
space of time been engaged in maritime pursuits.

A further doubt as to the nationality of the ship in question arises
from the exceedingly sparce and vague knowledge of the Romans, to
whom we are indebted for any and all accounts of the North and its
people. It will, for instance, be observed that Tacitus, in his Ger-
manize, pot even mentions the Saxons; a few years later they are re-
ported to have occupied the country adjacent the mouth of the river

 

 

‘Eumcnius I c. 12.

2Eunwmius I c. 17.

3Claudz‘an 1V, Consul Honor. 1, 31, 32.

*Pacams Drcpanius in Pancgyr. upon Theodor. M., c. 5.

5Claudiun in l‘lutrop. i, V. 392.

“Sidon. Appolin. Epist. viii, 6.

7Nennii Histor. Briton, Ed. San Marte, 5331 “tres ciulzc.” Gildas, dc excidio Bri-
tau., Ibid. § 23, “tribus ut lingua (Saxorum) cxprimitur, cyuli, nostra lingna longis
navibus, secundis velis.” Bcda, Ecclesiast. Histor. gentis Anglor; i, c. 15 (ed. Ant-
werp, 1550) “tribns longis navibus.” Sharon Turner, History of the Anglo-Saxons,
I, 151 (edit. Paris) “the vessels carried three hundred men each.” Ncnnius, etc., 5137,
states that llengist had a reiSnforcemcnt sent consisting of sixteen additional ciuli.

"Procopius, de Bello Gothico, lib., 2 c. 15. Ptolemy, lib. II, c. ii, speaks of the
Aavxmveg or Acyymvry as the inhabitants of southern Scania. Pam-sen, Danmarks
Historic i. lIedenold. Wommc, .I. J. .1., ZurAlterthnmskunde des Nordens. Keyser,
16., Om Normiindcns llerkomst og Folkeslitgtsknb.

552 REPORT OF NATIONAL MUSEUM, 1891.

Elbe. Probably it was the same people whose chief rowed across the
river in a small dug-outl to pay his respects to the Roman conquerOr.2
One of the finest productions of prehistoric naval architecture of a few
centuries later is to be ascribed to their skill. Neither its shape nor
workmanship suggest the Oiulze3 mentioned by all the early writers
in connection with the Saxon maritime power; its form is rather sug-
gestive of the ships of the Suiones,4 which will be fully described in a
later chapter, and it will, I think, be safe to accept the opinion of the
renowned archaeologist Engclhardtf and ascribe the structure to our
Scandinavian neighbors rather than to the Germans" although the lat-
ter now occupy the territory upon which this interesting find has been

made.
THE FRANKS.

The first mention in history of the name of Franks is made in a song.
which the soldiers of Aurelian, in A. D. 214, just returned from the
Northern German frontier, sang when leaving Rome for the Persian
war.“

Neither Czesar, Tacitus, nor Ptolemy mention the Franks, although
they often speak of the people that occupied the very districts in which
we afterwards find the Franks. It is, therefore, probable that Frank
is the newest Old German name and represents somewhat vaguely a
group of tribes bearing other names, although not much value is placed
by some8 upon this theory.

During the reign of Aurelian they make their first appearance upon
the sea, discovering the entrance to the Mediterranean and ransacking
Taragttme.9

In earlier days they dwelt on the right banks of the Rhine, and, as once
the Romans pressed on them, ere long they began to press on the Romans
in return. The oldest Frankish band was then on the Rhine; southeast
was a second group, including the Bructers and others, and beyond
these the Ghatti and Suevi, to which group ‘0 the name F “anks was first
given.

 

 

‘ “Caveatum ut illis mos est ex materia.”

2Vellcjus Patcrculus II, c. 107.

3S. Barth, Teutschlands Urgeschichte II, 288. Isidor origines lxix, 1. Dr. G.
chmm, I'Iandb. d. Germ. Altertll.K11nde, p. 148. Nonnii llistor. lriton., ed. San
Marte,§ 31, 37. Gildas, dc Exeidio Britan., ibid.,§ 23.

4 Tacitus, Dc Germaniaa, c. xliv. .

5 Engelhm'tlt, 0., Denmark in the Early Iron Age, London, 1866.

6Warner, Admiral, Das Seewesen dcr Germanischen Vorzeit. Handolmann, H. Das
iilteste Gernianische Seesehiff. 1871.

7 Vopiscus in Anreliano, c. 7:

“ Mille Sarmatas, Mille Francos, semel et seinel occidimns,
Mille. mille, inille, millc, millo Persas quacrimus.”

RJacob Grimm: Geschiehtc (ler Dentscheu Sprache, p. 518.

9Aureliu8 Victor in (hes, c. 33; Elm-oping, 1x, 6; Claudius 1V, Cons. IIonor, I 31, 32;
Orosius VII, 0. 2; Nazar l"aneg,\'r., Constant. Aug. diet, 0. 17.

“’Wa-tterich: Die Gernianen des Rheins, p. 166.

PREHISTORIC NAVAL ARCHITECTURE. 553

In the middle of the fourth century they are said to be coterminous with
the Saxons.1

During the reign of Emperor Probus, transported to the Pontus, they
seized the ships, and after many adventures returned to their northern
homes.2

Nothing whatever is known of the character of the vessels employed
by the Franks, and after a short existence they again disappear as a
maritime power.3

THE SCANDINAVIANS.

The first mention of this people of the north is made by Tacitus. In
describing the ships of the Suiones, he says: “ Suioncm civifartcs ipsae in
oceano pr'aeter rims armaque classibus talent; forma nevi/um ct (lifert
quad utrimnquc prom paratmn semper appulsui frontcm agit: owe vclris
ministrant, nee rcmos in ordinem lateribus adjugmzt: solutmn, in quibus-
dam fiuminmn ct mutabilc, ut res poscit, hinc rel illinc rcmigium.”

In the absence of a specimen great difficulties presented themselves
to the translators of Tacitus4 in correctly interpreting the meaning to
be conveyed of the structure of ships that so much differed from the
Roman and other ships known as to require separate mention, although
they really offered considerable similarity to the ships of the Veneti.
Most translators therefore inform us that the equal prows were intended
to facilitate landing in either direction and to enable the ship to effect
an easy passage through shoals. With regard to the cars the gene 'al
impression has been that they were not fixed to the sides of the ship
in a regular manner (nee rcmos in ordincm latcribus adjugunt) but that
they were loose (solutum) and could be used alternately (mutabilc) on
either side of the ship (hinc tel 171117110).

Admiral J a15 explains the mutabile as implying a method similar to
that employed by the Venetian gondoliers, who use a peg in the gun '
wale as point of resistance, and on either side of which the car could
be plied to produce a forward or backward motion. This interpreta-
tion, although a very good one considering the absence of any ship, how-
ever, does not seem to me to represent what Tacitus meant to describe.
The utriumque prom paratmn scmper appulsuui frontcm agit would seem
to imply a readiness to present in either prow a front to the enemy,
either for aggressive or defensive purposes, and that this front could be

'Ammian. Marcel]. rer. gestar. lib. xxvi, gt 4; lib. xxvi, t 5.

iZosinus I, c. 7; Vopz'scus in l’robo. IV, C. 18; Eumenius in Penegyr. Constant. (hes,
xviii.

“The authorities on the Franks are: Jacob Grimm: Geschichte der Deutschen
Sprache, Leipzig, 1848; Waitz: Des alte Recht der Salischen Frankcn, Beilage zur
Deutschen Verfassungsgeschichtc, Kiel, 1846; Bohm: Friinkische Reichs—und
Geriehts Verfassungsgeschichte, \Veimar, 1871; Wuttcrich: Die Germancs des
Rheines, Leipzig, 1872.

4 Tacitus: De Germaniae c. xliv.

5A. Jal: Archéologie Navale, 1840, 2d Memoir.

554 REPORT OF NATIONAL MUSEUM, 1891.

much easier maintained by the position of the oars which were not
fixed (ncc Iremos “in ordincm Iateribus coding/ant), that is not permanently
fixed to the sides of the ship, but were (solutum) loosely suspended (ct
mutabile} and capable of being changed in so far as to be employed in
either direction (hinc 'vel illim: rcmigium ); or, in other words, that,
although in a measure fixtures to the sides of the ship, yet they were
hanging loosely in loops or straps fastened to the rowlocks that, like
the rowlocks for a forward motion, would act as points of resistance to
permit a backward rowing without change of oar or of rowers.

The next mention of the people of the North we find in the middle
of the second century, when the Danes are mentioned as inhabitants
of Scania,1 but it is not until the beginning of the sixth century that
the Scandinavians (Danes) announce their coming to the West by en-
terng the river Maas and pillaging the vicinity of Grcldern.2

A navy of ships of the kind described by Tacitus must necessarily
have been the growth of centuries, and must have been the result of
active service upon the sea, in accordance with the historical truth that
powerful nations do not remain idle; and it is, therefore, to be inferred
that the Scandinavians (Suiones of Tacitus, Danes of Prokop) navi-
gated the s sa many centuries before the beginning of the Christian era.

The early history of a people finds its beginning in the traditions of
the deeds and achievements of prominent men among them that were
recounted upon festive occasions and thus handed down from genera-
tion to generation. Although based on facts, they soon assumed a
mythical character and they do not now admit of being assigned a
definite period of origin, while others, becoming more and more vague,
were gradually forgotten, a circumstance much regretted by Cicero3 as
regards the loss to history of important facts.

Rock-sculptures.——The oldest form of the tradition of the people of the
North has been discovered in the rock sculptures so abundantly found
along the Scandinavian coast. They give, in an ideographic form,
an account of the important events, a permanent record to be handed
down to posterity. A second form, of much more recent date, is pre-
sented in the “ Sagas.”

The rock sculptures have received the name Hellristninger, (or Hiill-

 

‘ Ptolemy, lib. ii, 0. ii, speaks of the Aaul’mueg or A(£x}’LOV8§. Procop. de bello goth.
lib. 2, 0. xi, xv. H. M. Peterson: Danmarks Historic i Hedenold, i, 24. ll’orsaw,
J. J. A.: an Alterthumskunde des Nordens, p. 78. Keyscr, It: 0111 Normiindens
Herkonist og Folkesliigstkab.

“Greg. Turon, iii, 0. 3. Bm-thold: Geschichte der Deutschen Seemacht (in Rau-
mer’s Ilistor. Taschenbuch, iii Folge, i Band, 1850, p. 304).

3 “ Gravissimus auctor in ‘Originibus’ dixit Cato, morem apud majores hunc specu-
larum fuisse, nt deinceps, qui accnbarcnt cnnerent ad tibiain clarorum vivorum
laudcs atqne virtutes” ((Vir'. ’I‘usc. Qinest. I\',3). “Utinam existarent illa carmina
qnie multio szeculis ante suam :etatem in spulis esse cantitata a singnlis convivis
dcclamorum vivorum laudibus in ‘Originibus’ scriptum reliquit Cato” (Cic. Brut.
xxx).

, PREHISTORIC NAVAL ARCHITECTURE. 555

ristningar,)1 and among other objects they exhibit, in single outline,
more or less equipped ships, sharp at the ends, with stem and stern
curved and high. They occur along the coast from Trondhjem south-
ward and around to and including (iotland. A few have been found
in Denmark and upon the shores of Lake Ladoga in Russia.

With regard to their antiquity a variety of opinions prevail. Bru-
nius2 assigns them to the stone age and perhaps to the beginning of
the bronze age; he thinks that they have been produced by rubbing or
hammering, but that in either case they show the aid of stone utensils.
Bruzelius,3 Holmboe,4 and Montelius5 place them in the bronze age
(about 1500 to 500 B. 0.),“ and a similar opinion is entertained by Nico-

ljbcrg, [)r. 11.: Hiillristningar uti liohusliin, 1830. Annaler for Nordiske Old-
kyndighed, Kopenhagcn, 183,11. 386; 1839, pl. x; 1842—’43, p. 348. Archiv f. An-
thropologie, x, p. 86. Balfzcr, L.: iohnsliins Hiillristningar, 1881. Brlmius: Forsiik
till Fvirklaringer iifver lIcllristninger, Lund, 1868. Iii-Im'lius: Om Hiillristningar i
Jiirrestads Hiirad i Skane (1 Ant. Tidsk. f. Sverig’e, vi). Bulletin histor. philol. de
l'At-ad. des Sci. dc St.-Pétersbourg, xii, No. 7, 8. 1m Chaillu: Viking Age, i, p. 116.
Holmbcrg, A. 19.: Bohl‘lsliins Historic och Beskrifning, Idervalla, 1812, p. 15, 19, pl.
i, ii. IIolmbcrg, .1. IL'.: Seandinaviens lIEillristningar, Stockholm, 1846. Holmium:
Om Helleristninger (I Christ. Vidensk. Selsk.1<‘orh., 1861). Ferguson: Rude Stone
Monuments, fig. 106, p. 303. Growing/k, (I..- Ueber (lie in Granit geritzten Bilder-
gruppen am Onegasee. (.‘rcu-ingk, C. : Verh. d. estnischen Ges. zu Dorpat, vii, Heft
1, p. 25. Kcmblo : Horne ferales, p. 228. Monfolius l). : Bohusliins Hiillristningar,
Stockholm. illonlclius, 0. : The Civilization of Sweden in Heathen Times (Transl.
by F. H. \Voods, London, 1888). filonhzlius, 0. : Bohusliinske Fornsaker, Stockholm,
1874, p. 24—27. Nilsson, S. : Die Ureinwohner dcs Skandinavischen Nordcns. Nico-
laysen, N. : Langskibet fra Gokstad, Kristiania, 1882, p. 9. Peterson, Dr. Henry: 0111
Helleristninger i Danmark (Aarb. nord. Oldkynd, 1815, p. my Peterson, Dr. Henry:
Notice sur les pierres seulptécs du Danemark (Transl. by Abbe L. Morillet in M6111.
de In Sec. R. d. Antiq. du Nord, Copenhagen, 1877, p. 330—342). Petersen, L. : Mere
om Helleristninger ved Alling‘e (Meddelse til Bornholm Tid., 30 Sep. 1884). Raw 0.:
Cup-shaped and other lapidarian sculptures (in Contributions to North American
Ethnology, vol. v, U. S. Department of the Interior), \Vasliington. Rygh, 0. : Om
Helleristningeri Norge (Vidensk. Selsk. Krist. Forh., 1873, p. 455—170). Schwedc:
Nachr. Iswestija d. Geogr. Ges. St. Petersburg, 1850, p. 68. Simpson: Archaic
Sculptures, p. 72. Storms, G00. : Rnnic Monuments, vol. i, p. ’74. Vcdcl, E. : Born-
holms Oldtidsminder cg Oldsager, Kjiib., 1886. Warsaw, J. J. A. : Nordiske Oldsager
i det K. Museum, Kjiibcnhavn. ll’orsarm, J. J. .1. : The primeval antiquities of'Den-
mark (transl. by \V. J. Thomas), London, 1849. Warsaw, J. J. A. : The Industrial
Arts of Denmark, 1882, p. 113. Warsaw, J. J. A. : Zur Vorgcschichte dcs Nordens
(German transl. by J. Mestorf, 1887, p. 67). Warsaw, J. J. A. : ZurAlterthumskunde
des Nordens.

2 Brunius: Forsiik till Fijrklaringer ijfver Hellristninger, Lund, 1868.

3 Bruzelius : Om IIEillristningari J iirrestads Hiirad i Skfine (1, Ant. Tids. f. Sverige,
vi).

4Holmboc: Om Helleristninger (I, Christ. Vidensk. Selsk. Forh., 1861.)

5 .Montch'us, 0.: The Civilization of Sweden in Heathen Times, London, 1888.

”Nils-son, 8.: Skandinaviske Nordens Urinvfinarne, 1838-1843. Nilsson, S.: The
Primitive Inhabitants of Scandinavia, 1868. .lIontclius, 0.: The Civilization of
Sweden in Heathen Times, London, 1888, p. 70. Compte Rendu du Cong. Archéolog.
(16 Stockholm, ii, 450. .‘llontclius, O..- Om tidsbestiimminginom bronsfildcrn nal sar-
skildt af seende pa Skandinavia, Stockholm, 1885, accept the bronze age as having
occupied the period of from 1500 to 500 B. C.

556 REPORT OF NATIONAL MUSEUM, 1891.

laysen,I who gives approximately the year 1000 B. C. as the time of
their origin. Boor Emil I lildebrand2 places them in the bronze age
from the form of weapons represented, while Holmberg" credits them
to the Vikings; the sculptures of that period, however, distinguish
themselves in a remarkable degree from those of the bronze age, as
shown in the lliiggeby stone, in Upland, Sweden, and in the Tjiingvide

 

(ll ', 5"“ “1 "l ‘Ifx

- 3‘18": "1; . , 21¢ INS“ '3:
fz’m‘ ‘ . _ {09159 ._ :figfitj‘ '. lv
~‘ . ”(away If t’..,...3—=
§ ‘%§ch 1% Y 1:,

X: {u d}, ,v‘
ml @301
.; .m

\

WI .. ,

   

and?

Fig. 40.
RUNic STONE FOUND AT TJA‘NGVIDE, GOTLAND, SWEDEN.

(Reprodured from Du (‘hailluz Land 0! the Midnight Sum?

Stone, Alskog parish, Gotland (Fig. 40); similar stones of the Viking age
occur in Hjermiser, Jutland, Bornholm,4 etc. Viktor Rydbergf’ accepts
the bronze age theory from a comparison of the shape of the ships de-

‘Nicolaysen, N.: Langskibet fra Golistad, Kristiania,1882.
2 Hildebrand: Glyphs 0f Ostergiitland.
”Holmberg, A. E.: Skandinaviens liiillristningar, Stockholm, 1846.

‘ 4 Thorsten, 1’. 0.: De Danske Runemindesmo‘rlu-r. Strpllrns, 000.: The Runic Hall
1n the Danish Old Northern Museum.

5Baltzer, L.: Bohusliins Hiillristningar, 1881 (introduction by Viktor Rydberg).

 

PREHISTORIC NAVAL ARCHlTECTURE. 557

scribed by Tacitus,l from whose account it will be seen that the ships
of the Suiones had stem and stern alike, both offering a front against
attack from either side; furthermore, in both an inward curvature eX-
isted, while the boats of the bronze age, as illustrated by the rock
sculptures, showed a marked difference between stem and stern.

According to Montelius no undispntable traces of mast and sails
have been discovered in the rock sculptures of the bronze age, and the
boats would seem to have been designed exclusively for rowing. Worn
saee,2 however, figures a boat (1’1. LXXII) that plainly shows the mast,
which, however, may have been added at a subsequent- period.

 

 

 

 

 

 

Fig. 41.
NEST ()F GoLn BOATS FoUNn A'l' Nous, DENMARK.

(Reproduced from “ Vein-fund lrn Slen-og-lirnnzealdwrn " in Am'biiizer lor Nordisk ()Idkyndighed og Historiv, 1386 )

Gold Boats3 (Fig. 41).—-A fuller illustration of form is furnished by
the unique find, in a bank at Nor-s, district of Thisted, Denmark, around
which are many small grave mounds, and among: fragments of pottery,
of a clay vessel covered with a flat stone, and containing about one hnnv

' Tacitus: De Germauia: xliv “ forma navinni (-o dilfert quod ntriuinqne prora
pamtum semper appnlsui frontem agit.”

‘1 Warsaw, J. J. 41.: an Alterthumskunde des Nordens, 1847, pp. 26, 27, 1’1. XV.

3 Votiv fund fra Sten 0g Bronzealderen. In Meddelolser fra det Kgl. Museum for
de Nerd Oldsager (Aarbdger for Nordisk Oldkyndighed og Historic, 1886, II Raekke, 1
Bind, Heft 3, p. 238.

558 REPORT OF NATIONAL MUSEUM, 1891.

dred small gold-plate boat-s laid within each other, as shown in the ac-
companying figure.

The railing and the ribs of these small boats are made of narrow and
thin bronze bands that are bent around one another; in the middle of
these lie sheets of thin plates of gold, whose corners overlap each other
at the bottom of the boat and are bent around the bronze bands above,
covering it. In the same manner the outside covering is effected.

The size of the boats and the number of ribs vary and some are orna-
mented With concentric circles.

Boat-shaped Monmncnts.—While the first appearance of the Northmen
upon the western seas is shown to have taken place in the beginning of
the sixth century,1 there is strong and possibly conclusive evidence of
their having entertained an active and intimate intercourse with the
countries upon the eastern shores of the Baltic Sea ; their traces are
found in the Baltic provinces of Russia—in Estonia, Estnish Livonia,
attaining a maximum in Livonia, and diminishing again in Gourland~
and in northern Germany.

The monuments that give us an account of such intercourse are the
burial places in the form of ships; the stone ship of the land supplant-
ing the wooden ship of the sea, upon which, according to ancient cus-
tom,2 the dead were cremated and their ashes, together with their
personal property, buried.

These stone, boat-shaped burial places are known by the names of
Skibsszetningar, Stenskeppar, Skeppshtigar, Skeppsformer, Steinschifl'e,
Schiffsetzungen, Teufelsboote, Wella Laiwe. Their home is in Sweden,3

 

lGreg. Turon. III, e. 3. Barthold: Geschichte der Deutschen Seemacht, 1850, Bd.
1, p. 304.

2Egils Saga, 0. lxi (Heiinskringla text). Gylfaginning, c. xlix (Heimskringla
text). Hakon the Good Saga (Heimskringla text), 0. xxvii. Landnama, ii. Lax—
daela, 0. viii. Vatnsdzela Saga, c. xxii. Ynglinga Saga, c. viii, xxvii.

3BLEKINGEX, Worsaae, J. J. A. : Zur Alterthumskunde des Nordens, 1847, p. 16,
and p1. IIl. Sjiiborg, Samlingar for Nordens Forniilskare, I, p. 116, p]. XIV, fig. 46, and
p1. XX, fig. 60. Grewingk, (1.: Zur Archiiologie des Balticums (in Archiv. 1“. Am
thropologie, X, p. 83. Aarboger for Nordisk Oldkyndighed 0g Historic, 1881, p. 155.
Antiquarisk Annaler, IV, p. 297. Vedcl, 15.: Bornholms Oldtidsminder og Oldsager,
p. 27. Bolll'sLIiN: Bidrag til Kiinnedom om Goteborgs och Bohusliins Fornminnen,
1874. Grewingk, C..- Z. Arch. d. Balt. (Arch. f. Anth., x, p. 83). Holmberg:
Bohuslans Historic och Beskrifning, II, p. 192. GO'I‘LAND, Dr. Suite: On Gotlands
aldste Fornlemningcr (I Ann. 1'. nord. Oldkynd, 1852, p. 130—170. Vetlcl, E.: Born-
holms .Oldtidsminder 0g ()ldsager, p. 27. Growing/k, (X: Z. Arch. d. Balt. (in
Arch. f. Anth., x). Bidrag til Kiinncdoni om Goteborgs och Bohusliins Fornminnen,
I, Stockholm, 1874. ORLAND, -Ilqvist: Oelands lIistoria, I, p. 31. Holmberg: Bohus-
Kins Historia och Bcskrifning, 11, p. 192. SCANIA, (h-mcingk, C..- Z. Arch. (1. Balt.
(in Arch. 1‘. Anth., X). SODrlnnANLAND: Yellow Book, Den yngre Jcrnalder, p. 356.
Peterson’s and Siiderslriim’s Samlung. Warsaw, J. J. .71.: Z. Alterthumsk. d. Nordens,
1874, p. 16, 32, and pl. 1\'. Svrnuucn‘n: K. Vitterhcts, Historic och Antiq.Akad.,
Stoukholin (monthly). IIcll'icr, Goa-sch», Sec. R. Arch. Soc. of Gr. Britain, manu-
script letter. Brown, Mary .4.: Manuscript letter. UI’LAND, Grcwingk, 0.: Z. Arch.
d. Baltic. (Arch. f. Anth. x).

 

ROCK-CARVING AT Mb‘KLERYD, TORHAMN PARISH, BLEKINGE, SWEDEN.
(Copy of Plate XV, J. J. A. Worsaae’s “ Zur Alterthumskunde des Nordens,” Leipzig, 1847.)

‘xawqaog—‘wgl 'wnasnw leuoneN :0 node»

'IIXX'I 3J-V'ld

 

Report of National Museum, 189L—Boehmer. PLATE LXXHI.

A.—Boa't position: of Erwahlen. Oourland.

 

 

...............

O 00
(90.325: 0° Q0006 oo ch oleallen
bbm D 70 00

 

 

 

  
  
 

 
 

      

   
  

     

W .W‘r/

”I’ll/Iv
I//
C.—Sto ceh sints Boa atpos sit'o

Z/ /

‘EILW/ it
.\ 4 fig 4

BOAT- -SHAPED GRAVES AT ERWAHLEN, COURLAND, RUSSIA.
(Copied from C. Grewingk‘s “Die Steinschifife von Musching.”)

 

 

 

PREHISTORIC NAVAL ARCHITECTURE. 559

Where they represent the early iron age.l They occur in Denmark,
upon Bornholm.2 About twenty-four such positions are known, while
in J utland3 only two have existed, of which one (at Hojstrup, in Vester
Van Herrel) is said to have been built upon graves from the earlier iron
age. I11 Germany only two boat-shaped graves have been discovered,
at Stralsund‘ and Kiislin.5

111 the Baltic provinces of Russia forty-two boat-shaped graves have
been found and mostly examined; of these seven occur in Courland,6
all being located in the diocese of Erwahlen, and with one exception
they occur in pairs, situated behind each other. The outlines of long,
narrow, and pointed vessels are represented by a single row of stones.
(P1. LXXlll).

The stem and stern posts are shown by large bowlders, thus indi-
cating for these parts a considerable elevation above the bulwark of
the boats; depressions in the board-stones indicate the rowlocks.
The «veneral direction of these ships is an easterly one, their dimen-
sions: 31 by 8, 27 by 1,113 by 10, 31 by 10, 50. 9 by 14, 49 by 10, 47.10
by 10 feet.

' In the Luntrersas (Goteland) ship runic ston1s of the later iron age occur. The
skeppstonn of Lille L11ndl1y, Siidernlanlzmd, terminates at one end in a Bauta
stone, upon which are the following words in runes: “Spute and Hal/111111 raised
this stone after Skm'dt', their brother.” The ship form at Raftiitaugen, Blekingen,
contained articles belonging to the later iron age.

9 Vedel, 11.: Bornholms Oldtidsminder 0g Oldsager, 1111.25—27. Petersen, L.: Manu-
script letter of July7 ,1887.

3 Hajor John Dana I, Spazierreise von Kiel ans nach Norden 1693 (mss;). Arnkicl:
Ci111brisclle Heydenbekehrung, Hamburg, 1702, p. 340. Cln'istiani: Geschichte V011
Schleswig Holstein, I, p. 328. Th 11:11:: Danmarks Folkesagcn, 1, pp. 31—32. K'ie1',Pas-

or: Handsehriftl. (ielneinde Annalen Y. Ostcrlygum, 1812. Handclmmm, H.: 28
Bericht der Schleswig Holstein Lanenburg’ schen Gesellschaft fiir die Sammlung
und Erhaltuug vaterliindischer Altcrthiimcr, Kiel 1868, p. 31. Anti11. Annalcr IV,
p. 297. Aarbiiger f. Oldkynd, 1881, 11. 155. chel,11.' B11111h11l1ns Oldtidsmindei 0g
Oldsager, p. 27.

4(11'011'11191‘,( (' .' l'lrliiuteru1w'1n 71. Arehaeol. Karte, etc. In Verhandl. 11., gclehrten
Est. Gcs., Dorpat, 1884; Bd.,1, 11.106. [{ag1'11011': Baltisclle Studien 11. Ges. f.
p111n111. Ges1:l.1,xv,2, p. 49. (1:1101'111/11‘, C. ' Z. Arch. (1. Balt. (Arch. f.Anth. x).

"Grewingk, (‘.: 1111'] 111teru11g111/ Arch. Karte, p. 106.

"D1'1'1'1'ng,J.: Die T1111f1lsb11111c von Kurl. 11111111 Sitznngsbcr 11. (111s. f. Litelat. nnd
Kunst, 1860—1863. Mitau, 1864, 11. 154.1111yc110w: 111 Baltische Studien 11. Ges. f.
pomm. Geschichte, xv, 2, p. 49. (1'1'11wi11gk, (1:. Das Steinalter dcr Ostsecplm Ill/(111,
Dorpat, 1865, 11. 45. B1111]. ' Noti7 i111 Coresp. Blatt d.N.‘1turf. Gcs. l1. Riga, xx, 1872,
No.7. Sielcrs, (11'0ng Ve1'1.1 d. Berliner Ges. 1.A11tl1. Oct. 1871. Sitters, G1'afC.:
Verh. d. Estnischcn gel. Ges., D01 pat, 1876, V111, Heft 3. G111wingk,(1‘. : Zur Archaeol.
(l. Balticums. (Arch. 1‘. Anth., X). Burchm'dl: Bullische Monatssehrift, XXIV, Riga
1875. Sit7111msl1cri1hted l‘stnischcngelehrtcn (icscllschaft, May, Nov., Dec., 1876.
(1‘1'1'1101'111/11, ('.: Die Ste' '111s1' 1111111 V011 Musehing 11nd die Wella Luiwe oder Tcuf'elsboote
Kluland’s iibcrhanpt. D11111at, 1878. Grating/1, ('.: 1'11151111er1111gc 11 7. archaeol.
Kartedes Stein, Bronze, 111111 11 isen- -altc1's in Liv -E st 111111 Kurland. Dorpat, 1884
(Verl1.d. Gel. Est.‘ Ges. Dorpat. 111., x11). G11'1111Iflc, (’.: Die Neolithischen Be-
wohner von Kunda 111 Estland (Verh. 11. gel. list. Ges. 1111., x11). (.1'1'11mflt (7.: 0st.
baltische, 11e111heid11ischcn ’I‘odtenenltus dienende, schitl'i‘u'niige 111111 31111ch gesta-ltete
Steinsetzungen. Dorpat, 1887.

560 REPORT or NATIONAL MUSEUM, 1891.

At a depth of from 6 inches to a foot below the surface a large stone
plate was found, serving as a cover to chests built of plates of either
natural or artificial formation. The cells of these chests were occupied
by urns (figs. 42, 43, 44, 45) composed of gravel mixed with clay but

.,-— —- ‘._
,—

  
  

   

   

Fig. 44.
), RUSSIA.
(Copied from C. (Irrwiuqk: “ Du: Slvnmliifl'o Von .‘lllN‘hlllg, ere,’ ’ xn Verh. Est. gel. GesellSchah.)

little burnt, and containing more or less cremated human remains.
The accompanying Pl. LXXIII, copied from “C. (irewingk, Die Stein-
Schiffe von Musching” shows in a the ar 'angement and outlines of these
boat positions; in b a sectional View of one of the Musehing boats; in c
the stone chests which have served for the reception of the cremated
remains of the dead in the fune ‘al urns shown in figures 42, 43, 44, 45.
Similar boat-shaped graves occur in ICstland,1 Estnish Livonia.2

1 Kruse Neerolivonica. (ieneralhericht 10, T215015”, fig. 9. Yerhand. gel. Estn.
Ges, i, 2, 11.9. Growing/Ir, ('.: Has Steinaltertler Ustswprorinzrn. l)0rpatt,.1865, pp.
56, 74. (ircwingk, (7.: lfelwr heidni-sehe Griihcr Rnssisrh Litanens (Yerh‘.gel.l£st.
Gesell. vi, 1870 . Hansen: Sannnl. inlilnd. Alter’rh. Rnsslands. 1875, 1876. (lv'cu‘ingk,
('.: Die neolithischen Bewohner Yon Knnda, 188i. H'iskou‘ulou‘, 1’.: Bericht iiher
die Aufdeckung eincr schifl’orlni‘gen Steinsetmmg bei Tiirsel in listland (in Verh. d.
gel. Est. Ges. zu Dorpat, “(1. X111, 1887). (lrmvingk, ('.: herschifi'MInige Aschenfried-
hot'bci Tiirsel (Vt-r11. (l. gel. Est. (10s., x111, p. 5—71, 1887). Grewinyk, (1.: ()stbaltische,
dem heidnischen ’l‘mltencultns (lienende Steinsetzungen, 1887.

31(1'usc, Necrolivonica, Beilag'e c. p. 10. (irowingk, 0.: has Steinalter der 0s ,
provinzcn, Dorpat, 1865. Verh. gel. Estn. (10s., vi, 3, :1, pp. 266, 269. ’l‘afel xix, fig.
40,41. Hartman", Vatel'liind. Museum. Dorpat 1871. TM. viii, fig. 6, 7, 'l‘af. xi, fig. 11.
Sitzungsh. gel. Est/n. (mics, 1873, p. 42; 1875.1).159; May, ()ct., Nov., Dec”, 1876. Gra-
winyk, (2.: Z. Archwologic des Baltic-unis (Archiv. f. Anthrop, x).

  

PREHISTORIC NAVAL ARCHITECTURE. 561

In LivoniaI about thirty of such boat-shaped graves have been found
(illustrated in Figs. 46, 47, 48).

The boat-shaped urn graves of Courland (Wella-Laiwe, figured on
P1. LXXIII) indicate but a comparatively short occupancy of the terri-

' OO 0‘ o -

009008800°88§%%00
89:88 §308880 00888 000
§°§8 98000000000°o°°°o
O 800 00 08 0°000§>80000
88%00§ 0 ° c9000 08 °o
0800088 3 O 00003 oo‘é-

08000088800000

Fig.46.

BOAT-SHAPED GRAVE NEU KARRISHOF, LIVONIA, RUSSIA.
(From ./I. X. Illuma Pacnonxn, upomme AOllllbIfl B'b anmmcnoii ycéepnin.)

 

Fig. 47.
BOAT—SHAPED GRAVE AT M “no, LIVONIA, RUSSIA.
(From ll. X. Illnua Pacromm, nmnaneaemmm m, Amunlmcnoii yfiepniu.)

0000000000
o°c98°o ° 0 0° 0000
O O O o O o
O o g 0 O 0
0° 0 O o 0 O
00' 0 ° 0 0 0°
00 o o o 00
00° 0 0 0°00
OOOOQOOOOOOO
Fig. 48.

BOAT-SHAPED GRAVE AT VVILLEMI, LIVONIA, RUSSIA.

(From 11. X. lllrnua I’acflomm, npouane ,Ieunmn In. .lmrmnacxoii yoepnin.)

tory, While the cineraria of Livonia and Estonia, by their arrangement
and contents, must have served as cemeteries during a considerable
period of time, extending, probably, over several centuries.

One of the finest structures of this kind is the Slaweek ship2 (Fig.
49) upon the shores of Lake Strante; it shows a double row of stones

 

den, 1850. Verh. (1. do]. Est. Ges. zu Dorlmt I, 1860. (hmvingk, 0.: Dus Steinalter
(ler Ostseeprovinzen, 1865. iS‘icu'crs—Ifa"(Zoning/3 Jayor, run, Sitzungber. (1. Est. Gel.
Ges. Feb., 1872, March, 1876. (lrcu‘ingk, (1.: lel‘ Arclineol. d. Baltic (Arch. f.
Antli. X). Sicvcrs, (.‘raf (,2: Verh. d. Berliner Ges. l'. Anth., Oct., 1875. Sievcrs,
Gmf (7. : Verh. d. gel. listn. Ges. Bd. \‘III, 3, p. 24, 1876. Sicrcrs, Graf C. .' Briefliehe
Mittheilungen 11nd noel) niclit getlruckter Bericlit. (z'r‘cwingk, (J, : Erl‘dut. 2, Arch.
Karte. .11. X. lll'nma l’aruomm, npomne amnmm B’l) .lm:.mnaci:oii ryoepnin. Jung, Harm, J.:
Die schifformigen Steinsetzungen im Fellinschen Kreise (les (louvernement Livlnml.
(In 456 Sifzungsberichte d. gel. l‘lstn. Gesollsvlmff, Dorpat 13. 13 NOV., 1878.) Gre-
wingk, C. : Ueberostlmltische, \‘orzugsweise dt‘lll lioidnisr-hen Todtenkultus (lienende
sohifi'iirmige 11nd antlers gaslultvle Steinsetxungon. 1887.

“~‘Sicvers, Graf Karl: lierieht iiber (lie in: Juhro 1875 um Strantesee nnsgol‘iihrten
arehiiologischen Untersuchungvn. In Vcrlmndlungen der gelehrten l‘lstnischen
Gesellschaft zu Dorpat. Band VIII, Heft 3.

SM 91, PT 2 36

 

562 ‘ REPORT or NATIONAL MUSEUM, 1891.

laid perfectly straight, with fourteen cross rows or benches, between
most of which the calcined fragments of human bones, especially of
skulls, mixed with ashes, cinders, and bones, were found imbedded in
black soil 3 pottery was found in some of them. One hundred and
twenty-nine articles were found in the various portions of the structure,
consisting of fibulze, bracelets of bronze, rings, spirals. knife blades

6

"A a m man- AA‘M

W w “@09@@QW

 

 

 

 

 

mawm @0 W‘ W2
We, W80 8.155 e 15, 5g” 9* ”gawamfm;m new,

3, aé‘nggivg V0 6: Immune 1x0, xfi‘w x1 g m 0x111 “Egg (b579,

.0 $013.28 ‘9. :« ‘se $9 $808“ $031.6 1i“; "? § ‘8 "6 33 gig?
\. <3 s “so too $3.131, Sit ea :3 % $359
6 8 , g 0 00 a “a Kg % Q) ‘1 N

o
:ZZWammm ca 9 oégga17ammaeceeme8weoflwamg° $430,300

mmoea wwaocmmae More wawwwawewwam‘”

Fig. 49.
SLAWEEK SIIIP, ESTONXA, RUSSIA.

(Copied from Graf (X Slovers< “Archiinlogisvhe Untersuchungen " In Vs-rh. Est. gel, Gesellsch.)
of iron, ornaments of bronze, and gilded beads of glass, amber, and
metal, etc. Some of the intervals show distinct traces of cremation, and
exhibit thick layers of ashes and Cinders; the calcined remains, however,
were not left at these places, but were deposited in other intervals.

The boat- shaped cinemm’um at 17117'801,’ill lilyz‘om'r‘t,1 recentlyexplored,
from its arrangement and tymbologic 11 contents, might serve as a fair
repre esentative of the numerous Livonian and Estonian cineraria with-
out urn burial. While differing from most of them in point of material
employed, consisting in calcareous slate plates against erratic bowlders,
this difference is a mere local one, and results from the absence of the
latter and occurrence of the former in the vicinity. Judging from its
dimensions and comparatively small number of calcined human re-
mains found, the ship appears to have served as burial place of a
small family, which, however, distinguished itself by the wealth and
beauty of articles and ornaments offered to the dead.

This cinerarium has been made the subject of a thorough study by
the late Prof. C. Grewingk, of Dorpat, from whose report2 I have bor-
rowed the aecompanying illustrations and notes:

“Fibula (Fig. 50) of Roman, or provincial Roman form is offret 1uent oc-
currence in the Balticum. It was found in the boat-shaped graves at
Unnipicht and Langensee 1111 North Liv onia,3 ne 1r the SH ante Lake 111
southern Livonia, together with homan coins from the years 69 to
79, and 161 to 180 A. D., 4 in the stone ships of Ahsehekippe and Sla-

'U’iskowatow, 1’: Bericht iiber die Auidechung cincI s1 hIfioImwen Steinsetzung
bei Tiirsel, in listland. In Verhandlungen der gelchrtt 11 1‘st11isehe11 Gesellschaft
zu Dorpat, 1888. Band XIII.

907121051291», 0.: Der schifl‘ormige Aschenfriedhof bei’l ins-11 in listland. In Ver-
handlungen der gelehrten Estnischen Gesellschaft Band XIII, 1888.

1‘ Arehiv fiir Anthrop. x, p. 95. Tf. ii, fig. 11. and 12 Aspolin: Antiquités du Nord
Finno-Ougrien. Helsingfors 1877—1884. fig. 1760

4A8p61in.‘ Antiq, fig. 1788.

PREHISTORIC NAVAL ARCHITECTURE. 563'

week,1 in Courland in the deposits of arms of Dohbcsberg, in the skele-
ton graves of Ringen, and in cinerury urns in the graves of Capsehten,2
in Prussia, in eineraria with and without urns, together with Roman
coins of the second and third century3 in Rosenuu, near Kiiiiigsberg,4
at 1\Izu-ienburg,5 in Poland,6 in Mecklcburg, Nydam Moss, etc.

“Fibula. (Fig. :31) of bronze with iron axis. Corresponding ones were
found new ()dscn, Livonia,T in the stone ships of Ahschckippe and

     

'—

 

Fig. 50.

Fmrme FROM ('IxianAmuM A’l‘ TURSEL, RUSSIA.

(Copied from 1‘. Grewingk Ill Verh. gel. Est. (fies. 1888. Bil. xm.)
Slaweek,“ in the Polish District Augustowo.9 Similar forms occur in
the cinerariu of Elbing' and Olivia, Prussia, upon Bcrnholm, and in
I‘Torwzty.In

lSicz'rrs, (Jmf (3.: Boricht iihcr :u‘ch. [TntersuchungciL In Vcrhaxndl. d. gel. Est.
Gcscllschnl't zu Dorlmt. Bd.\'111, 1876. Heft 3 unit Tafcl i—iii. Shavers, Graf. (1.:
Uehcr cin normiinn. Svhifi‘sgrnh hei Ronneburg. In Vcrhundl. d. Berliner Gcsellsch.
f. Anthrop. Juhrg. 1874—1875. Sitznng YOU] 16 October, 1'). 14—17 und Tafel viii. Aspa-
l'in: Antiq., I’ig. 1819.

2(.‘rou'inglr, 0.: I‘irliiutcrnng z. arch. Kurte, p. 12.

1‘ Tischlt'r: Ostpreussist-he Griihorfelder iii. In Schriften der physik-iikuom.
Gcsellsch. zu Konigsbcrg xxx, 1879,11. 205. ’l‘nf. ix, Figs. 6 und 11. Tischlcr: Ueber
(lie Formen der Gewundnudeln. Zeitschr. 1‘. Anth. n. Urgcschichte Baierns IV. Heft
1 und 2. Miinchcn, 1881. Mit 4 '1‘1'. 1». 31.

"Borrndt: chi Griiberfelder in Nutung‘en. Konigshcrg 1874. 'l‘f. viii fig. 3 and
37—40.

5' Limauvr und (C'onu'cniz: J):lS \Veichsel-Nogut Dcltu. Schril'tcn d. Natnrf. (u‘res,
zu lm‘nzig‘. 18813, p. 228. 'J‘i'. ii, fig. 31.

“Smnmlung dos (Jollogiuln Jugcllonit-uln zu Krakau. .rlspclin: Antiq. fig. 190].

7 Smnmlung dcr gelehrten I'lstnischen (1(‘sellschu l't ZII lloi'pni.

-* .lspvliu: Antiq. fig. 1815.

"Archiv f. Anthrop. x, 91:11111300. Also rmnurk 13:). .lspdiu: Antiq. figs. 1902.

“’L'ndsct: ths crste Aut'tretcn des l‘lisens in Nord Europa. Hamburg 1882, p. 481,
fig. 193.

564 REPORT OF NATIONAL MUSEUM. 1891.

“Fibula of iron (Fig. 52) of gigantic dimensions. The eye-shaped
holes upon the axis correspond to those from Tiirsel, Kauger, and
Odsen and appear as the trade-mark from which to conclude on similar
source and age. It resembles a Specimen found at Ascheraden upon
the Duna,1 Which, however, is of much more recent make; similar-
forms have been observed in the stone positions of Rippoka, and Lake
Strante in central Livonia.2

“ Figs. 53 and 54 are fibula: with reversed bodies; they are the first of
their kind found in the Baltic provinces.

     

F ig. 515.
FiBUL/E FROM Cixmmnu'n AT TCRSEL. RUssIA.
(Copied from C. (irewxn-ik, in Verh. gel. Est. Ges. NBS. Dd. xln.)

“ Fibula) similar to those figured in numbers 55, 56, 57 are known from
the boat grave of Maiiro.3

“Fig. 58 had been subjected to the action of tire and was found upon
the second phalanx of the little finger of an apparently female hand.
Thisform is characteristic of the eineraria of the first Iron age in Livonia,
Estonia, and Finland. They have been found in the Ostrobottnien
district of Finland ‘ in seve ‘al cineraria of Estonia (Uxom) and Livonia

lSitzungsher. d. gel. Estu. Hes. zu Dorput, 1871. p. 78, with (-uts.
’Archiv f. Anthrop. x. pl. ii, fig 5“. (balsa: Erstes Aut'ti'eten dos Eiscns in Nord
Europa. Hamburg, 1882, pl. xvii, [inn 4.

3Arehiv l'. Authrop. x, p1. ii, lie. 5. p. 9-1. Ilarlmmln : Vaterliind. Museum zu Dor-
pat, 1871, p. 79, pl. viii.

klspelin: Antiq. fig. 1280, 1281.

PREHIST’ORIC NAVAL ARCHITECTURE. 565

at Kosse, Neu-Camby, Unnipicht, VVillefer,1 near Lake Strante, in the
boat positions of Ahschekippe and Slaweck.2 Very similar forms have
been found in skeleton graves in the district of Kowno,” in graves at

       

-§..==\ _
' ’i \
.,.
.3!"
"T

     

       

Fig. 55. Fig. 56. Fig. 57.
FIBL‘LIE FROM CINERARIUM AT TURSEI., RUSSIA.
(Copnwl from ('. Grewingk. In Verh. L's‘l. Est. Gels. 12v“. I;|l XIII.‘.
Brandenburg,4 and Olivia, near DaIIzig, Prussia," resemblance to this
form is shown in fibula: from Bornholm 6 (lotland, and ()eland 7 and
7 . 3
from Rhenish Prussia.”

 

Fig. 59.
BREAS’I‘PIN FROM (,‘INERARIL'M A'l‘ T'L‘RSEL, RUSSIA.
(Copied Iron-I (‘. Grewmgk, In Verh. gel. Est. Gee. 1888. Bd, XIII.)

“ Breastpin or perforated fibula (F ig. 59) occurs in similar form in the
Slaweek boat,9 in the district of Kowno, in the Prussian urn cemeteries

'Hansen : Sanimlungen mliind. Alterthiimer. Reva], 1875, p. .107 No. 8, p1. viii, fig.
20. Jung: Sitzungsherichte (l. Est. (les.1878,p.191.

‘1.-18pclin.: Antiq. figs. 1789, 1801, 1780, 1803, 1813, 1814.

3Archiv f. Anthrop. x. 94, pl. ii, fig. 2. Aspclin: Antiq. 1896.

4 Tisclllcr: Griiherfelder iii, pp. 197 and 256, pl. ix, fig. 23 and 1:"), pl. xi, fig. 4.

“Lissawr: Schrifteu d. Nuhirf. Gcs. zu Dainzig III, 1874. P]. iv, fig. 13.

'3 Kasisky : Baltisehe Studien. .Ihrg. 27. Stettin 1877, pp. 168—202, fig. 25.

7 Moulding: Antiq. Suedois. Stockholm, 1873. Fig. 323, 328, 317.

“Emcln: Beschreilmng (ler Alterthijmer. Mainz, 1833, p1. XV, fig. 5.

9Aspelin: Antiq. Fig. 1809.

566 REPORT or NATIONAL MUSEUM, 1891.

of the district of Rastenburg,l aid in the Roman colonies upon the
Rhine and in Hanover.

“ Ornamented disk of bronze plate, rim turned down, with iron knob
in the middle with iron pin, is figured in 60 and 61. It recalls the
phalcm of a Roman soldier,2 or the ornament of a warrior as found in
N ydam Moss.3 Similar forms have been found in the Baltic provinces,
in Pomerania.4 Their form is also approached in specimens from the
urn graves in Courland,5 in the districts of Wilna and VVilkomirz,“
and in East Prussia.7

“ Horseshoe-shaped ornament (Fig. 62) resembles the armilla of a
Roman soldier.“ The circular or disk ornal‘nentation recurs upon the

   

Fig. 6].
ORNAMEN'rs FROM CINERARII'M A’I‘ 'l‘i‘IisnL, RUSSIA.
(Copied Horn (3 (irrwmuk Iil Verh. uni. 1‘14. (H’s. 17588. 151LXHL:
handle of a Roman treasury box,” while the four-pointed star in the in—
terior of the disk ornamentation has been found upon articles from
Livonia and Courland.10

“Fig. 63 is a bronze pin, apparently belonging to a buckle, nor is the
possibility excluded that it may have formed part of the horseshoe-
shaped ornament just deSeribed.

“Another horseshoe-shaped ornament is found in Fig. 64, the ends
being wound in spirals. The spiral is one of the oldest forms of metal
decoration of the earliest Baltic bronze age.

“Fig. 65 is a bronze ring; has been injured by action of fire. Similar
rings, although somewhat smaller, occurred in the Slaweek boat}l

 

1 Aspcli'n: Antiq. Fig. 1884. Verh. d. Ber]. Ges. f. Anthrop. 1885, p. 247. Sitzungs
bcr. d. Alterthninsgesellschaft “ Prussia " in Klinigsberg. Nov. MESS-’86, pp. 9, 116,
113.

‘1 Lintlcnschmil: Altcrthiinier heid. Vorzcit. I. lieft 1, Pl. 6.

"’ illontclius: Die Cultur Schwcdens in vorchristliclwr Zeit. Berlin 1885.1). 105, out.

"Photogr. Album d. Berliner Ansstellung, 1880, Serf. ii, 1’]. 23 and 24. Cata]. s.
324 No.99, Sect. iii, 1’1. 1.

JASIH‘I‘IZN.‘ Antiq. Fig. 18-15.

"Sannnlnng l’rodczacynski in Krakan.

7Undsct: Erstos Auftrcten des Eisens, p. 222.

8Limlenwlmn'l: .»'\ltcrthiinicr Bd. 1, Heft (l, 1‘]. 3. l‘linelv: Alterthiimer Rheinhes—
sens. Mainz 1833, 1’]. 29, Fig. 22.

“Wagner: Ilandburh d. Alterthuniskunde, 1812, Fig. 297.

“Diwali”: Antiq. Fig. 1776, 1778, 1781. 1785.

1‘ Siclrt‘rx, Graj' K: Bcricht iilwr archiiologischo l'nh-rsuchungen, 1875. Vei‘handl.
d Est-n. (jesellsch. Bd. VIII, llcft 3. horpat 1876, Pl. i, Fig. 43, p. 8, No. 22, and p. 17,
N0. 32.

PREHISTORIC NAVAL ARCHITECTURE. 567

“Fig. 66 is a. necklace; the form recurs in stone positions in Cour-
land,‘ in the district of Kowno and Wilma, Russiufl and near Mariell-
burg, in Prussia.3

      

iliiilw

um»: I

      

W

J".

  

   

Fig. 63. Fig. 64. Fig. 65.
BRONZE PIN. ORNAMENT. BRONZE RING.

 

Fig. 66.

 

Fig. 67.
NECKLACE.

   

Fig. 68. Fig. (59.
ORNAMENT. ORNAMENT.
FROM (JINERARII‘M AT TURsEL, RUssIA.

{(‘opiexl from (‘ (irewmuk. In Verh. m-l Est. (has 1N“. 1M. xm,‘

“A necklace is also shown in Fig. 07. This form is known from the
stone boat at Fellin and other places inEstonia,4 from skeleton graves
in Gourland,5 in the Russian district of Kowno,“ and from (-ineraria, at:
the mouth of the river Meme], in Prussia.7

“Figs. 68 and 69 are the fragments of an ornament. They have thus
far not been known to have been found in graves.

’Jspelin.’ Antiq. Figs. 1826, 1875, 1880.

iAspI'lin: Antiq. Figs. 1892, 1900.

“Umlset: Erstes Auf'treten dos Eisens, p. 139, 1’1. xv, Fig. 13.

4A8pclin: Antiq. Figs. 1764 and 1786.

"Aspelin: Antiq. Fig“. 1879.

'3 Hurt/nan”: Vaterliind Museum, 1). 35, 1’1. ii, Figs. 20, 21. Aspelin: Antiq. Fig. 1885.

7 Photogr. Album d. Berliner Ausstellung 1880; Sect. i, 1’1. 13; Cat. 418, Nos. 520:
542. Tisclzler: Griiberfelder iii, 1’1. c, i, Fig. 10.

568 REPORT OF NATIONAL MUSEUM, 1891.

“In Fig. 70, a necklace or bracelet is shown of a form found upon
Usedom, in Pomeraniafl and in larger dimensions in a skeleton grave
in Mecklenburg,2 and near Thale, in the Harz Mountains.3

“,Necklaces or arm rings are shown in Figs. 71,72, 73, 74. They have
been found in Courland and Kowno district.“1

   

Fig. 70.

   

Fig. 7:1. Fig. 74

ARMRINGS 011 NECKLACES FROM CINERARII'M. AT TURSEL. RUSSIA.
((‘opiml l1'11111(‘. (iruwmgk. 111 \‘erli. gel. Est. (it‘s. 1888, ”Li. Xlll.)

“Bracelet or f1 anmcnt of belt hook (Fig. 75). Similar forms have been
recovered from the cemetery at Elbing and cinerariuln at Olivia, near
Danzigy" they have been found in Pomerania6 and in Schwarzburg
Rudolstadt.7 Worth mentioning is the girdle hook from an urn in
Brandenburg, Prussia, and a peculiarly jointed bracelet from Oeland.8

 

Fig. 75. Fig. 76.
(.‘LASPS FROM (UNERARIL'M AT TURSEL, RUSSIA.
((‘opiml from C". Grcu‘ingk. 111 York. gel. Est. 695. 1888, Ed. X111.)

“ The clasp (Fig. 76) has sufl'ered from high temperature; a similar
form is known from Courland.9

“The spiral spring of bronze (Fig. 77) occurs in the g’relzo» of the Per-
sians, as described by Herodotus, and also in the armament of Scandi-

'Berlinei Photog1.1\lbuni l880; Sect. ii, P1. 20 Cat. 322, No 56.

71.5.3011: Frioderico- F1anus1 111111111. Leipzig 1837, P1 \, Fig. 2.

1‘ Berliner Album, 1880. Sect. vi, P1. 14, Cat. 5:17.

4Aspcli11: Antiq. Figs. 1769 (Langensee), 1835 (Kandau), 1838 (Passeksten), 1866
(Wistu-Kappi), 1877 (Hel‘bergen).

5 ”Meet: Erstes Auftreten des Eisens, pp. 147 and 110, P1. XV, Figs. 10 and 14.
Tisclllcr: (lriiberfeldor III, Pl. C, I, Fig. 11.

b Berliner photogr. Album, Sect. iii, Pl. 19, Cat, p. 324.

7Berliner photogr..\lbu1n, Sect. \‘i, 1’]. 22, (fat. 590, Nos. 39 and 40.

8 L'mlset: lirstvs Aut'treten (les Eisens, p. 200, Pl. xxi, Fig. 1, and 11. 386, Fig. 63.

QASIWHN: Antiq. Fig. 1797.

 

 

PREH STORIC NAVAL ARCHITECTURE. 569

navian warriors of the early bronze age; it has been described as a
German protective armor and appears to be very frequent during the
younger heathenish iron period in the Baltic lands. A corresponding
specimen was found in the Strante ship.

“Figs. 78 and 79 are. finger-rings of bronze Wire; their ehemi :21] com-
position places them nearest to the bronze fibulze from I’Ierbergen, in
Courland, Whose form corresponds to one from the Ahsehekippe stone
position.‘ These rings are of frequent oceurrence in the graves of the
first East Baltic iron period. .

        

Fig, 77. Fig. 78. Fig. 7E).
SPIRALS FROM CINERARIUM AT TURSEL. RUSSIA.
“Copied I'rnu. I‘, Grmvmgk, m \"erh. gel. Est. (fies. I888, 13d. XIII.)

“ Fig. 80 is a finger ring corresponding in form to rings found in the
Estonian district Harrien,2 in the stone heap of Rippoka, in Livonia.“
The same form, but in silver. together with silver nippers, was found
in a cinerariuin in the East Prussian district of (‘rumbinneIL4 These
forms may be t ’aced to the younger iron period, as, for instance, in the
graves upon Oesel and as east imitations inthe Wotish skeleton graves
near Gatchinafi A like ornamentation is noticeable in Mecklenbnrg,6
and one specimen was taken from a Roman grave in the Upper Pala-
tinate.7

“Fig. 81 represents a pair of bronze nippers; similar ones were taken
from the Strante ship, from the urn graves near Libau, Russia,8 and
from a cemetery in the province of Prussia.”

“Nippers of iron are shown in. Fig. 82, and the same form occurred
in the Strante see Krawand, and in graves in Prussia.”

“ Fig. 83 shows a buckle of bronze of the same form as were found in
the urn graves at Iiibau and in East l’russian grave fields”.

‘Archiv f. Anthrop. X, 301. Analysis No. 5, Pl. ii, Fig. 9.

‘lIlmlsen : Alterthiimer. Reval 1875, p. 41, 1’]. v, Fig. 21.

3Hartman": Vaterliind. Museum, 1’1. xi, Fig. 11.

4 Tisehlcr: Griiberfelder iii, 1’]. X, Fig. 13, p. 261, grave No. 31.

7 Aspeli’n : Antiq. Fig. 1162; also Figs. 803, 1046, 1951, 1970,1992, 2084.

‘5 Lisell: Friderieo-Franeiseanum; Pl. xxii, Fig. 1.

7 Lindenselmzil: Alterthiimer heidn. Vorzeit. Bd. 1, IIeft 5, 1’1. 4, Fig. 5.

3Aspelin: Antiq. Fig. 1841.

9 Tischler: Griiberfelder III, P]. x, Figs. (5 and 7.

"’I‘7l(lsel: ICrstes Auftreten des l‘lisens, 1’1. x, 10; xiii, 14; xiv, 8 and 9.

“Berlinerphotogr. album, 1880. Sect. i, 1’1. 2.

 

570 REPORT OF NATIONAL MUSEUM, 1891.

4‘ Figs. 84, 85, 86 represent belt fastenings of bronze; corresponding
lorms occur in the stone heaps of Strantesee; they are often met with
in the first Baltic iron period, and in the younger Scandinavian bronze

age.

    

 

Fig. 81. Fig. 82.
N IPPERS FROM CINERARIUM AT TfiRsEL, Russm.
(Copied from U. flrcwingk, HI Verli, gel. Esi. (has. 1888. ”ll. XIII.)
“A lance point is shown in Figs. 87 and 88; similar point was found
in the Kaugerkrawand in Livonia, together with Roman coins of the
‘ years 161 to 180.
“Figs. 89, 90, 91, and 92 are single-edged iron knives, of a form not
otherwise known in the East Baltic Lands. Some knives from the

 

BUCKLE FROM CINERARIUM AT TURSEL, RUSSIA.
(Capri-arm... e Grewingk,ane1-li.gel.Es.t (its. was. n.1, xm)
Slaveek ship] approach the form, as also some from the Finnish Dis-
trict Wasa. 2 Knives («irresponding to those found at Tiirsel have been
taken from graves of the first iron period in the province of East
Prussia,“ and they have also occurred at Ascheraden, in skeleton graves
of the younger iron period.“

     

Fig. 84. Fig. 85.
BELTFASTENINGS FROM CINERARIUM AT Ti‘nsEL, RI‘SSIA.
{Copied lrom C. (irewingk. m Vwrli. gel, Est. (it‘s. [83R Btl. xm.

From the large number of imported bronze articles found Grewingk
concludes that the foreign intercourse with Tiirsel appears to have been
more extended than with any other portion of Estonia and Livonia;

lsiel'ers, Graf K., Bericht inVerhandl.d. Estn. Gus YIII llelt3, 1’]. i, Fig. 34, 43—45.

2Archiv f. Anthrop. x, p. 81, 310.

3Berendi: Zwei Griiberfelder in Natangen. Ki'migsberg, 187:1, Pl. i, Fig. 26; P1.
vii, Figs. 26, 30. Sitzungsher. d. Altvrthumsges. “Prussia.” Nov. 1885-86, p. 9, P1. iv.

4Asxpelin: Antq. Fig. 1921 and 2085.

 

PREH STORIC NAVAL ARCHITECTURE. 571

and in view of the fact that the neolithic inhabitants of that section
obtained their flint supplies from the \V est Baltic lands and that such
intercourse had continued during the Scandinavian bronze age (500
B. C.) the helleristinger of which show rowboats, he connects the
boat graves of Estonia and Livonia with the typical form of Suionian
ships as shown in the Nydanl boat belonging to the identical period
(the third century), and suggests that the stone ship-burials served as
the forerunners of the wooden funeral ships of the Vikings.

 

Fig. 91.

LANCE POINT AND KNIVES FROM CINERARIUM AT T'URSEL, Rvssm.
(Copied 1mm ('Jlrewmgk, m Verh. gel. list. (his, 1888, Bil. xm.)

' Another fact to be considered in this connection is the age of the R0—
man coins found in the various cincraria of Estonia and Livonia; they
represent the period of from 30 B. C. to 244 A. D. Among them are: de-
nars of Augustus, V tspasian, Faustina, Antoninus Pius, a Gordian, etc.,
thus representing almost the identical coins found in the Nydam boat,
the consideration of which will form the next chronological step.

Before taking up the Nydam bout, however, the following table,
showing the dimensions of a number of boat-shaped stone positions,
may not be out of place here.

In thefollowing table Hm dimensions are given of a number of (lime [mar—shaped slone

 

 

positions.
Locality. Length. \‘l'idtli.
Fact Feet.

Kasebcrg. Scania, Sweden ............................................................ 212 60
Neil Karrisliof, Livonia. Russia ...................................................... 189 57 '
Eds, Upland, Sweden .................................................................. 182 50
Runsa, Stockholm, Sweden ........................................................... 182 50
Villef‘er, Livonia, iussia ................................. _ ........................... 159 52
Vestcrmarie, Bornliolm. Denmark ____________________________________________________ 157 G3

Brnidflor, Uotland. Sweden ........................................................... 144 16

572 REPORT OF NATIONAL MUSEUM, 1891.

Dimensions of boat-shaped positions—Continued.

 

 

 

 

 

  
 

 

 

Locality. Length. \Vidth.
Strante, Livonia, Russia .............................................................. 1:29”. 1:00,;
Blonsholm, Bohuslan, Sweden ........................................................ 141 31%
Gotland, Sweden ................................ 140 33
Slaweek, Livonia, Russia ............................................................. 140 40
Stralsnnd, Germany .................................................................. 130 16
Kawershof, Livonia, Russia ........................................................... 126 42
Maire, Livonia, Russia .............................................................. 120 37
Vestermarie, Bornholm, Denmark ..................................... 40
Do .............................................................................. 25
Hortehammer, Bleking, Sweden ...................................................... 100 29
Vestcrmarie, Bornholm, Denmark .................................................... 97 14; '

Kronoherg, Sweden .......................... r ......................................... 9 2 32
Willemi, Livonia, Russia ............................................................. 89 29
Vestermarie, Bornholm, Denmark .................................................... , 85 14:}
Kawcrshof, Livonia, Russia .................................................. 1, 70 24
Vestcrmarie, Bornholm, Denmark ................................................... i 62; 12;
Do ........................................................................ ' ...... 53 25
Do .............................................................................. 52, 14s
Lichen, Courland .................. . .................................................. 50g 14
Eista, Gotland, Sweden ............................................................... 50 16
Farii, Gotland, Sweden .............................................................. 50 8
Tiirsel, Estonia, Russia ....................... 50 20
Vestcrmaric, Bornholm, Denmark .................................................... 50 85
\Vidscr, Courland, Russia ............................................................. 49 10
N egallen. Courland, Russia ........................................................... 47,10 10
Vestcrmarie, Bornholm, Denmark .................................................... 42 10
Do .............................................................................. 37$ 8%
Do ........... , .................................................................. 34g 75
Little Lundley, Siidermanland, Sweden ............................................... 34 10
Liebon, Courland, Russia ............................................................. 31 10
Strante, Livonia, Russia .............................................................. 31 8
Vestcrxnarie, Bornholm, Denmark .................................................... 31 6
Mushing. Courland, Russia ........................................................... 27 13
25 10

22 9

 

 

 

The Nydam Boaf.'——The oldest Scandinavian naval relic, part of an
oar, was found in the Nydam Moss, northeast of Flensburg, in the
Duchy of Schleswig‘, in the year 1859, and the remaining part of the
same oar in 1862. On August 7, 1863, the remains of a boat were ex-
cavated; on October 18, 1863, a large and magnificent oak-built boat

 

1 E-ngelhardl, 0.: Denmark in the Early Iron Age. London, 1866. Handelmmm,
H.: 35 Bericht z. Alterthumskunde Schleswig-Holsteins, 1878. Handelmmm, H.:
Das iilteste germanische Seeschift'. In Corr. B]. d. D. Ges. f. Anth., No. 12,
Dec., 1.871, p. 95; No. 1, Jan. 1872, p. 8. Stephens, 060.: Nydaln Moss. In Gentle-
man’s Mag., Oct. 1863, New Ser., vol. xx, p. 681. Warner, R.: Das Seewesen der
Germanischen Vorzeit. In Illust. Monatsh., 1882, Oct. Ii’oehmer, Geo. H.: Norsk»
Naval Architecture. In Proc. U. S. Nat. Mus, Vol. IX.

 

PREHISTORIC NAVAL ARCHITECTURE. 573

was discovered lying in the direction of the valley, from southeast to
northwest, and on October 29, 1863, a third boat, built of fir, was found
at the side of the second boat and parallel with it.

The first of these boats was in a very poor state of preservation,
having evidently been intentionally destroyed; nevertheless the frag-
ments found and taken up diSplayed sufiicient resemblance to the
corresponding parts of the second and third boats to indicate the same
construction for all three. The seeond and best preserved was placed
in the hands of Mr. Stephenson, restorer of antiquities, at Copenha-
geh, and of the restored boat the accompanying Figures 93 and 94 are

 

Fig. 93.
anAM Moss BOAT.

((‘opml from ('. l‘lngclhardl, “ Denmark in the Early Iron Age")

 

Fig. 94.

NYDAM Moss BOAT.
{(‘upir-il from 1“ Engelhrmh, “Denmark Ill The Early Iron Age."’)

representations as figured by Prof. C. Engelhardt 3“, under whose direc-
tion the exca 'ation of Nydam Moss had been conducted and from
Whose work the following description has been taken:

“When first discovered the boat was, of course, no longer in its
original state. In course of time the washers of the bolts by which the
planks were fastened together had eorrodml, the ropes joining the outer
parts of the boat to the inner framework had been destroyed, the planks
in consequence had separated and resumed their original shape, the
rowloeks had fallen from the gunwale, the ribs had sunk out 01 their
proper places and lay in different directions, whilst the stem and stern
posts had detaehed themselves from the bottom plank. ' 3y degrees, as

" Engelhardt, 0.: Denmark in the Early Iron Age. London 1886.

574 REPORT OF NATIONAL MUSEUM, 1891.

the boat fell to pieces, these sank to the bottom to about the same depth,
While the peat, at the same time, grew up around them, covering and
protecting them from destruction. The shape of the boat could not
therefore be directly ascertained from the pieces found, and the sketches
of it were not made until, after the lapse of so many centuries, it had
been restored to its original form in the Museum of Northern Antiqui~
ties at Flensburg. No drawing, however, am fully convey the striking
impression produced by the large, sharp, and well-built boat itself.

“The boat is 77 feet long, measured from stem to stern, and proper-
tionally rather broad in the middle, namely, 10 feet 10 inches, flat at
the bottom, but higher and sharper at each end (Pl. LXXIV).

 

KEEL PLANK OF NYDAM BOAT.

(Copied from C. Englehnrdt, “ Denmark in the Early Iron Age."

“ It is clinker-built, and (consists of eleven oak planks, viz., five on
either side, besides the bottom plank (Fig. 95), Of which the keel form
part, the latter being only a little more than 1 inch deep and fully 8
inches broad at the middle of the boat, gradually diminishing and at
last vanishing entirely toward the sternpost.

“The planks are held together by large iron nails (Fig. 96), at inter-
vals of 5% inches, with large, rounded heads outside, and square burrs.

 

livn'rs OF anAM BOAT.

(Copied from (‘. Engelhardt. “ llemnarli in the Early Iron Age.")

or washers, inside. The spaces between the planks where they overlap
each other were filled np—eanlked—with w0olcn stuff and a pitehy,
sticky substance.

“The planks are cut from very tine pieces of timber, the bottom plank
being 46 feet 8 inches long, and all of one piece. ()n both stems, which
are fixed to the bottom plank by means of wooden pegs (Fig. 97), there
are ornamental grooves, and each Of them shows two large holes, which,
to judge from the marks of wear, most liker have served to pass the
ropes through when the boat was hauled ashore.

“()n all the planks there are perforated clamps of one and the same
piece with the planks (Fig. 98) themselves, having been left proieeting
when the planks were cut out of the solid timber, a most surprising

 

 

 

 

 

 

curt—n. ... I

 

 

   
  

0
e
9
9
0
0
O

 

-.......'....

' .
.ooo'ooooooolo
'° -

n
op...--

 

 

I .
I

BOAT FOUND IN NYDAM Moss, SCHLESWIG, GERMANY. ,,
(Copied from C. Engelhardt‘s “Denmark 111 the Early Iron Age. )

  

|
0
l
9
Q
a
o
c

oonaoualggg

   

 

 

-
l
ooaoocoonoo'oooono
.
_ .
. c
oooolaoaooo
-
.

o'oooooo

.

. .

oooo-c—oooood-oooooo
: 1

oonoaooaaooo'hooooo

o.o...o.,...olao,..u

%

r ------ o---—-~-~-

N
.a

/

 

fl
/

°‘ao-ooaao
a

o'oaoooog!
-' '
-

0'0aooooo:
. -
ozvfloaouuo:

l

'Jawqaog—'15gl ‘wnasnw |2uop,eN ;o uodaal

'AIXXW ELI-“d

 

 

PREHISToRIc NAVAL ARCHITECTURE. 575

fact, considering the high development to which the smith’s art had
been carried, a fact, too, which proves that they must have possessed a
great abundance of timber, as they would not. otherwise have wasted
it to that degree only in order to save a few nails or to secure the clamps
so much better.

 

 

Fig. 97.
CONNECTION or I’Rows \VITII KEEL.
fi'opied from C. Euglchurdt, “ Denmark in the Early iron Age")

“The ribs, which give the boat its shape (Fig. 99), are mostly in their
natural crooked and irregularly bent shape, and rest on the clamps
projecting from the planks which form regular rows across the boat,
those on one plank exactly corresponding to those on the next. The
ribs have perforations corresponding to the clamps, through which bast
ropes were passed, tying planks and ribs together (Fig. 100). This is
again highly surprising in a nation familiar with the use of iron and

 

Fig. 98. Fig. 99.
CLAMPS ON PLANKS. C(JNNICC’I‘ION BETWEEN Russ AND PLANKS.

(Copied from C. Englehurdt. “ Denmark in the Early Iron Age”)

able to work it so well. At the same time it is possible that a loose
connection between the framework and the planking of the boat served
to give it more elasticity to the sides, and that boats built in this man-
ner went through the surf and great waves easier than those more
strongly built.

“Upon the gunwalc were fixed the rowlocks which, although made of
the same general model, yet all differed from one another in size or in
the details of the work. Fig. 101 represents one of the best preserved.
They were tied to the (runwale by means of bast ropes; and in this case,
too, it might seem surprising that for the fixing of such important pieces
as the rowlocks recourse should have been had to such weak fasten-
ings, which must so often have required to be renewed. But this method
had at the same time the advantage of’ rendering it possible to turn them
when necessary and row the boat in the opposite direction, particularly
as both ends of the boat were so exactly alike that it is difficult to say

576 REPORT or NATIONAL MUSEUM, 1891.

which is the prow and which the stern. It is true that the width of the
boat at the fourth rib is a few inches greater than at the fifteenth, which
corresponds to- it at the other end ; but this difference is so small that
it was probably not intentional, and the boat has, no doubt, been de-
signed to shoot through the waves with equal speed, whichever way it
was rowed. The oars were passed through loops of rope tied to the
rowloeks, on which the marks of wear by the oars are still quite Visible.

 

Fig. 100.
INTERNAL Yusw on STEM.
(Copied from C. Englehurdt "Denmark H) the Early lron Age")

“At the sides, about 10 feet distant from the stern, the rudder (Fig.
102) was discovered. Its length is 9 feet 7 inches, and near the middle
it has a hole through which a rope may have been passed for the pur-
pose of tying it to the side of the boat. Just below thls hole there is

 

FiG. 101.
ROWLOCK or NYDAM BOAT.
(Copied from C Englehardt, "Denmark m the Early Iron Age“)

a little cushion of wood fixed with three wooden pegs, intended to pro-
tect the rudder from injury by kquking or getting against the side of
the boat, and at the top there is a loose piece with two handles.

“The thwarts (Fig. 103) were strengthened by two angular boards
underneath (Figs. 104, 105) and supported by three perpemlieular pieces
of wood. Only in one place, by the middle thwart, these boards were
tolerably well preserved, but even there the ends were so soft as not- to
admit of any very complete examination, and it remains uncertain in

 

 

 

 

 

FIR-BOAT FOUND IN NYDAM Moss, SCHLESWIG, GERMANY.
a, Side view of bottom plank; b, same seen from above; 0, d, e, transverse sections; f, supposed outline of spur.

(Copied from C. Eugelhardt‘s “ Denmark in the Early Iron Age,” p. 36.)

'19uuang—‘1591 'umesnw IeuoyxeN ;o uodaa

'AXX'I 3!le

 

PREHISTORIC NAVAL ARCHITECTURE. 577

what way they were fixed to the sides of the boat. A wickerwork mat
covered the bottom of the boat.

“The fir boat (Pl. LXXV) was tolerably complete when first discovered,
and its different parts were brought on shore during the next following
day after it had been laid bare and the contents taken out on the 27th

 

 

Fig. 102. Fig. 103.
Runner: or NYDAM BOAT. ’l‘HWARTs IN NYDAM BOAT.
'(‘npied funn (‘. Englehardt, " Denmark in the Early Iron Age.")
October, 1863. In order to protect the timber of this boat until the res-
toration of the oak boat could be finished, it was covered over with peat,
but before anything could be done to save it, the country was occupied by
hostile armies. Since then parts of it have been carried away, and the
last remnant will probably soon be destroyed and disappear. Sketches
of the most remarkable parts of this boat are shown in plate LXXV.

W M ,//////////

       
     

’/
. '.
Fig. 104. Fig. 105.
THWAR’I‘ Surm virrs.

’Coplml 1mm ‘7 Englvhurdt. "Denmark Ill 1th Early l:r4nn Agra";

“The bottom plank was about 51 feet. ii inches long and ended in two
points which probably carried long and pointed iron spurs; if so, these
Spars must have been under water.

“The side planks have clamps ornamented with mouldings, and cut
out of the same piece of timber as the planks, just as in the two oak
boats. The shape of the rowlocks is somewhat different, and they have.
formed a continuous row along the-gunwale (Fig. 106).

SM 91, pt 2 37

 

578 REPORT or NATIONAL MUSEUM, 1891.

“ In this boat, as in the oaken boat, the planking was tied to the ribs
by ropes passing through the holes in the clamps, and the principle of
construction was the same; the great peculiarity of the fir boat being
the terminal prolongations of the bottom plank, which probably have
:arried iron points—a dangerous weapon of attack, equally fit for sink-
ing an enemy’s vessel or holding it firm while being boarded.

“As in the oaken boat the bottom was covered by a mat of wicker-
work. In seve at] places the timber had cracked, and been repaired by
patches of wood. On the inner surface there are vestiges of the ealk-
ing material, consisting of woven stuff, and a pitchy kind of substance
similar to that used for fixing the feathers on arrows.

 

Fig. 105.
FIXED OAR. CLAMP IN NYDAM BOAT.
(Coplml from (h Englehardt. “Donnmrk II] the Early Iron Age")

“The boats here described I consider to have been mere rowing boats,
not destined to carry sails, and in forming this opinion I rely principally
on the fact that neither masts nor any signs of rigging have been dis-
covered, nor any arrangements in the boat for fixing the necessary
ropes. It is true that in the middle of the bottom plank of the oak
boat, as well as of the tir boat, there is a hole of about 1:} inches diam-
eter; but these holes are too small to have carried masts, and may have
served for letting out water when the boats were hauled on shore, as
was probably the case at the beginning of the winter.

“ As I have stated before, the oak boat had been intentionally sunk
by means of large holes cut in one of its sides below watermark; at the
same time it had been caused to lean over on that side which was
nearest the shore, that is, on the northeastern side. Beside this, the
stemposts had in course of time detached themselves from the bottom
plank leaving a large opening at atch end. All these circumstances
had necessarily caused a great part of the contents of the boat to float
or drift out of it. Rut a part remained, and showed in several respects
an intentional arrangement, objects of the same kind being accumulated
into heaps at particular places.”

In N ydam Roman denari were discovered, embracing the period of
from 69 to 217 of our era, and ot’ the following emperors and empresses:
Nitellius (1), Hadrian (l), Antoninus Pins (10), Faustina the Elder (4),
Marcus Aurelius (7), Faustina the Younger (1), Lucius Verus (2), Lu-
cilla (2), Commodus (5), and Macrinus (l). The latest of these coins
was minted in A. D. 217.?e

"" ()bs: Laureate head, 1111p[erator] C[aius] M[arcus] Opel[ius] Sev[erus], Maori»
mus Aug[ustus], Rev. 1’ont[ifex], Max[imns 'l‘r[iln1nitia], P[otcstate], Co[n]s[ul],
l’[ater] l’[atrizu]. Jupiter standing, a spear in his left hand, and the thunderbolt
In his right.

 

PREHISTORIC RAVAL ARCHITECTURE. 579

They give us an approximate date for the object With which they
were found. Allowing some time for their transport from southern
countries, the deposit in the peat bogs can not have taken place be-
fore about the middle of the third century.

All the known coins from discoveries of this age—from mosses,
graves, and chance finds—are of the first three centuries of the Chris-
tian era; the latest known is of Macrinus (A. D. 217). Among them the
Antonines are of most frequent occurrence.

An analysis of the Nydam boat would give us the following interest-
ing table:

Length between stems ..................................... feet and inches-. 69 6
Length of keel ....................................................... do . . . . 48 0
Width above gunwale amidships ...................................... do- . . . 10 8
Perpendicular depth from gunwale to bottom ......................... do. . - . 3 10
Draft at middle of keel ............................................... do. . . . 2 3
Draft at ends of keel ................................................. do. . . . 2 3
Gunwale above water in the middle ................................... do. . . . 1 10
Gunwale above water at the stems .................................... do. . . . 4 8
Length of uppermost water line ........................... feet and inches.- 58 0
Width of uppermost water line ...................................... do--- - 8 6
Area of nppcrmost water line .................................. square feet. - 333
Area of middle rib ................................................... do . . . . 12
Displacement in cubic feet . . . . . . . . . . . . . . . . . . . . . . -.' ............. cubic feet. . 443
Displacement center before the middle . . . . . . . . . . - - . . . - . . - . - . . . . . . . . . .tons. . 14
Number of oars on each side ................................................ 14
Distance between oars .................................... feet and inches. - 3 6
Middle oar above surface of water ................................... do. - . . 2 1
Length of middle oar ................................................ do - . - - 11 0
Entire crew ................................................................ 40
Weight of crew, weapons, and provisions ............................ tons-. 7
Weight of ship and equipment ........................................ do. _ - 7

Prof. Handelmann1 and Admiral Werner2 recognize in this boat
the only well-preserved specimen of the oldest German ship, basing their
claim on the traditions that during the third and fourth centuries
Saxon pirates had repeatedly harassed the coasts of the Roman pI‘OV-'
inces of Grallia and Brittany, and that the coins found in the boats
point to about that period.

Admitting the piratical excursions of the Saxons, our knowledge of
their naval architecture (as shown 011 page 549) does not justify the
acceptance of such hypothesis, most especially since the boats of the
Nydam type in general appearance point to the ship of the Scandina-
vians (Suiones), explicitly described by Tacitus as being so entirely
different from the Roman ships, which, in comparison with the primitive
ships of the coast inhabitants of Germania, had attained a high degree
of perfection. A navy that produced ships of the Nydam pattern must

 

’Ilmulclmann, .11.: Nydam boat; Das iiltcste germanische Seeschiif. In Corres-
pondenzblatt d. Dcutsch. Gres. f. Anth. No. 12, Decbr. 1871, p. 95.

'11:. Wcrncr: Das Seewesen dcr Germanischen Vorzeit. In W estermaun‘s Illus-
trirte Monatshefte, October, 1882. '

580 REPORT or NATIONAL MUSEUM, 1891.

have been the growth of centuries before the times of Tacitus; it is
also an historical fact that the fleets of powerful nations do not remain
idle, and we thus may infer that the Suiones navigated the sea long
before the time of Tacitus; it is not at all improbable that in follow-
ing the coast they extended their journeys to Brittany and Gallia.

The Roman writers after Tacitus mention the naval expeditions of
the Saxons and Franks, whose names do not occur in Tacitus, hence,
summing up all the preceding considerations, it is not improbable that
they are the identical people Whom Tacitus described as the Suiones
and who included all the tribes of the North beyond the line of Roman
conquests.

Sagua—The second and more recent record of the people of the North
is found in the sagas. With reference to these Laing‘ says: “It does
not appear that any saga manuscript now existing has been written
before the fourteenth century, however old the saga itself may be. It
is known that in the twelfth century Are, Frode, Siemund, and others
began to take the sagas out of the traditionary state and fix them in
writing, but none of the original skins appear to have come down to
our time, but only some of the numerous copies of them.” It is also
stated that Saxo Grammaticus has depended on many Icelandic sagas
which had then not existed in writing.

Extensive 1,)ibliographies of the saga literature are given in the
Heimskringla and in other works.2

The extent of the Northern saga literature being comparatively lit-
tle known I reproduce here a bibliographical list as given by ltasmus
B. Anderson in his latest revision of the IIeimskringla. As stated by
him “the list is taken from that given by Thormod Torfzeus in his
‘Series Dynastarum et Begum Danize,’ from that given by Miiller in
his ‘ Sagabibliothek,’ and from that of Biorn Haldorson. The notes on
the date and contents are extracted chiefly from Miiller’s work. The

lHeimskringla, translation by Laing I, 23.

‘1SaarrcStm-lcsau : lIeimskringla (liaing’s translation) I, 17. Burton : Ultima'l‘hule
1,237. Baring-(loam: Iceland, its scenes and sagas. London, 1863. Appendix
1). Karl .llmu'cr: UeberdieAusdriickealtnordisiche,altnorwegischcundisliindisehe
Sprache. Miinchen, 1867 (also in Abh. K. I}. Akad. d. \Viss.). (I. 1’. Mars]: : Transla-
tion of l’. E. Miiller’s ‘Origin, progress, and decline of Icelandic historical literature’
(in the Amer. Eclectic, N. Y., 18.11,vols. i, ll). Limlblolnn: ’l‘ranslation of Bishop 'l‘roll’s
Letters sur l’Islande. Paris, 1781 (cf. [’inkcrlon’s Voyages, vol. 1). (Vim-mule: Biblio‘
graphy of the Polar Region, p. 95. (lee. II. Bop/mum: Bibliography of the volcanoes,
earthquakes, and geysers of Iceland, p. 513. Selim-{1’s list of illustrative works
appended to Anderson’s version of Iloru‘s list of the Scandinavian North. [’oolc’a
Index, p. 622, and supplement p. 2H. A Compendions History of the Goths, Swedes,
and Vandals, and other northern people. London, 163‘.) and 165K (translated from the
LatinofOlaus Magnus). Srrarikce His-(aria: Stockholm, 1746—152. .llullwll’s Northern
Antiquities. London edition, 1447. 112mm... : Northinen. Xm'irr.llarmicr: Histoire
de l’Islande. Ims’llmumz, I". (1.: (iesehiehte von Diinemark, ISM—’43. Heifer, E. J..-
llistory of Sweden, English translation, l.ondon,.1845; German translation, Ham-
burg and Gotha, 1832—’57.

 

PREHISTORIC NAVAL ARCHITECTURE. 5 8 1

words historical or fabulous indicate only that the work is founded
on facts apparently or is a work of fiction. The editor has consulted
in this connection ‘ Catalogus Librorum’ and the ‘ Vcrzeicbniss,’ by the
learned Prof. Theodor Mobius of Kiel, and Gudbrand Vigfusson’s edi-
tion of (Jleasby’s Icelandic-English Dictionary and his edition of Stur-
lunga Saga.

Adonius Saga (of a king and duke in Syria). Fabulous.

Ala/107m Saga (of a son of a King Richard of England). Fabulous.

Alcxandcr Ill‘ikla Saga (of Alexander the Great, translated by Bishop Brand Jonson,
by order of Hakon Hakonson). Historical.

Amieus Saga okAmilias (ot‘Amicus and Anlilius, belongs to the story of the Seven
Wise Men). Fabulous.

Amloda Saga (of Hamlet, freely translated from Saxo) Fabulous.

Andra Iiimur (rhymes of or concerning Andreas).

Ans Saga (of an Buesvinger). Mythologice-historical.

Arne His/{ups Saga, (of Bishop Arne, flourished 1260). Historical.

Arous- Seya Hi4n'leifs‘sonm‘ (of Aron, son of Hiorleif). Historical.

Asmundas Sag/(t rikings ins lrska. ‘

Bearings Sag/efagm (of the beautiful B:ering, a Saxon king). Fabulous.

Bamlanumna Saj/a (of the eonfoderates—-aceount of an Icelandic law-process in the
eleventh century). Local history.

Bardar Saga Smc/lesass (of Hard, son of King Duma, a giant). Fabulous.

Barlaams Saga o]: Jump/tats.

Bcvus Saga (of Bevis, son of an English Count Ginar). Fabulous.

Biskupa Sifgur (Sagas of the Bishops). Of these two large volumes have been pub-
lished by the Icelandic Literary Society.

Bjarnar Saga, Hifdwlakappa (of Bjorn of llitdalc, a contemporary oi'Ulaf the Saint).
Historical.

Blomstrralla Saga ( a translation from the German by liiorn, in l-lakon Hakonson’s
time). The name liloxnstrvalla is from a place near Alexandria, where the scene
is laid. '

Bodrars Biarka Saga. Historical.

Bose ole Hc'rauts Sage (of Bose and Heraut). Fabulous.

Bragda-JlagusSaga. Mythical.

Brandlcrossa Tllatlr (Traits of Helge Asbiornson of Helge Droplaugson). Fabulous.

Breta Siigur (Saga of Wales, called liretlaud; the parts of England occupied by the
Anglo-Saxons were called Saxland by the Northmen). This is from Geoffrey of
Monmouth’s work. ,

Broddhclga Saga (of a chief Who died about 974). Historical.

Bua Saga (of line Andredson). Fabulous.

Dmnusm Saga (of a Damusta. who killed Ion, king of a country south of France, and
became King of Greece). Fabulous.

Dinus Say/w DI'oanlata (of Dionysius the Proud, son of" King Ptolemy, in Egypt).

Draplaugarsmm Saga (of the sons, Helge and Grim, of Draplaug). History and fable
mixed; the period, the tenth century.

Drauma Jens Sell/a (of John, the dreamer and Earl Henry). Fabulous.

Edda, Samumds (the older Edda). Mythological; English translation by Benjamin
Thorpe, London, 1866.

Edda, Snorrcs (the younger Edda). Mythological; translated into English by R. B.
Anderson, Chicago, 1880.

Edwardar Say/a hins belga (of Saint Edward of England).

Egils Say/(c Einhcnda 0k .rlsnmmlm- (of Egil the one-handed and Asmund). Fabulous.

Em'ls Saga Skellaf/rimsxonar (of Egil, son of Skallagrim). Historical; period, from
the middle of the ninth to the end of the tenth century. Translated into English
by Daniel Kilham Dodge, PH. 1).

582 REPORT OF NATIONAL MUSEUM, 1891.

Eirilrs Saga. Randa (of Eirik Red, who discovered Greenland and Vinland or Amer-
ica). Historical; period, from near the end of the ninth to the beginning of the L
tenth century.

Eiriks Saga Vitlforlc (ofEirik, the wanderer, who goes in search of the land of im-
mortality). Mythological.

Elis Saga (of Elis or Julius and Rosamund). Translated from the French, 1226, by
Monk Robert, by order of Hakon lIakonsou.

Eli/rbyggia Saga, (of Thorgrim, whose forcfather, Rolf, came from the Isle of Moster
in the west of Norway, and first planted Iceland with people from his island
(eyrbyggia, isle-settlers) to escape Harald liarfagcr). Historical; period, from
the first colonizing of Iceland to the 111iddlcofthe eleventh century.

Fmruyinga Saga (of the Farcys). Historical.

Fcrirams Saga 0]; Plate (of lr‘ertralns and l’lata, sons of King Arthur). Fabulous.

Finboya Saga 11 insranmm (of Finboge the Strong). Fable and history; from the mid-
dle of the tenth to the eleventh century.

Flatcgar-bdk (the Flatey Codex, so called from the Isle of Flatey in Breidafiord in
Iceland, in which the manuscript was discovered in 1650. The annals end in
1395. It contains many sagas transcribed into it, and is considered a most im-
portant historical collection).

Floammma Saga (of a Thorgil and his ancestors, original settlers in Iceland, and of
his adventures in Greenland. lergil died in 1033). Historical.

Flores Saga 0]; Blankiflur.

Flavmlrls Saga (of Flovent, King of the Franks, inscribed by Master Simon in Lyons).

Iv‘ostbrazdra Saga. Historical.

Fridthiofs Saga (of Fridthiof the Bold.) This beautiful story has been the ground-
work of several poetic and dramatic imitations, of Which Bishop 'l‘egner’s in
Swedish, has been translated into English. [See Anderson’s “Viking Tales of
the North,” which contains Tegner’s poem in English and a translation of the
original sagas]

Gautrcks Saga. Mythical.

Gibbons Saga (of Gibbon, son of the French King \Villiam). _

(lisla, Saga Surssonm' (of Gisle, the son of Sur. Events, of the tenth century in Ice-
land). Historical. Translated into English by G. \V. Dascnt. Edinburgh, 1866.

(.‘(mgcr-Ilroy'e Saga (of Rolf Ganger, the conqueror of Normandy). Historical.

(h-umlondinga T/mitr (events in Greenland from 1122, and a list of nine bishops and
fifteen churches). Historical.

Gragas (Gray Goose). A collection of the laws of Iceland. Edited and translated
into Danish by V. Finsen.

Grettis Saga (of Gretter the Strong). Adventures, fabulous and historical, mixed,
of Uretter and his forefathers in the ninth, tenth, and eleventh centuries.
Translated into English by M lgnusson and Morris. London, 1869.

Giimsa Saga lodinkinna (the Saga of Grim Shaggy- Chin).

Gudmundm' Bishops Saga (of Bishop Gudmund) being part of the third book of the
Sturlunga Saga, or account of the Sturlung family, which ends 1264, and of
which the first books are supposed to have been written in 1201.

Guimars Saga (of Guimar, an English knight).

Gullthom‘s Saga ( of Gold Thorer, or Torskfindinga Saga). Fabulous.

Gunlaugs Saga Ormstunga (of Gunlaug the Serpent-tongued). Historical; the period
about 1006. Translated by Eirikr Magnusson a11d\Villia111 Morris, in “Three
Northern Love Stories.” London, 1875

Gunners Saga Keldugnups fifls (of Gunnar the Idiot). Fabulous.

Gunnm‘s Saga Tliidrandabana (of Gunnar, who killed ’l‘hidrande). Historical; sup-
posed to be written about the end of the twelfth century.

Hamsa. Thoris Saga (of ThoreI, the hen merchant). Historical.

Hakonm Konungs Saga Halionasonm (of King Hakon Hakonson) who was born 1203
and died 1261. Historical; by Sturle Thordson, a contemporaly.

PREHISTORIC NAVAL ARCHITECTURE. 583

Hakonar Saga Irm-ssmmr (of llakon Ivarsson). Historical.

Halfdanar Saga Ihonufostra (of Ilalt‘dan, foster—son of Bran). Fabulous.

Halfdanar Saga. Eysteinssonar (of Halfdan, son of Eystein). Fabulous.

Halfs Saga (of Half, who, if not altogether a fabulous personage, lived about the
eighth century, or in the sixth according to others.

Hallfl'cdar Saga Vandrwdaskalds (of Halfred “the Skald, desperate or difiicult to deal
with,” who lived in Kin: Olaf the Saint’s time. Historical.

Heralds Rimur Hringsbanu. of Harald, who slew Hring).

Haralds Rimur Kringiarna (Rhymes of or concerning Harald the “Ionian—lover).

Hararrar Saga Isfirdings (a tragic tale). Historical.

Hemings Tham- (of Hearing, a. fabulous personage ot' Olaf the Saint’s time).

Herrarar Saga (of Hervar). Mythological.

Hialmters 0k OIL-is Saga (of Hiahnther and Olver). Fabulous,

Hague 0k Hcdins Saga. Mythological. p

Holmirerja Saga. Mixed fable and historical facts regarding Iceland.

Hrafnkets Saga. Freysgoda. Historical; of Harald Hariangcr’s time.

Hrafns Saga Steinbiarnarssouar (of Hrafn, son of Svcinbiorn.)

Heidm-viga Saga.

Hrims 0k Tryggra Rimur. _

Heimskringla (the work by Snorre Sturlason.) Historical. This work has been trans-
lated into many languages.

Hrolfs Saga III-aka (a collection of Sagas, some historical, some fabulous).

Hrolfs Saga Gauirokssonar (of Hrolf, son of Gautrek). Mythological.

Hrolfs Saga Skuggafifls (of Hrolf, son of Skugge the Idiot).

Hrolfs Saga Kraka 01.: Kappa leans (the Saga of Hrolf Kraka and his heroes).

Hromundar Saga. Greipssonar. Fabulous.

Hungr-raka (the Hunger-waking; is the name of a saga of the Bishops of Skalholt
down to 1178; the author supposing it would raise an appetite for more).

Illuga Saga Gridarfostra (of Illugo, foster-son ot' Grid). Fabulous.

[sfirdinga Saga (of a division of Iceland called Isiirding). Historical.

Islendingabék Ara Freda (Book of Iceland, concerning the first colonization of Ice-
land, the introduction of Christianity, etc., usually called Are Frode Seheda};
written about 1120). Historical.

Ivents Saga Artaslmppa. Fabulous; translated from the French by order of Hakon
Hakonson.

Jarlmaims Saga 0k Hermamm (of Jarlman and Herman). Fabulous.

Jarnsida (the law of Iceland from A. 1). 1172—1280).

Jolmls Timur Bilasonar (of Jokul, son of Bile). Fabulous.

Jomsrikinga Saga (of the Vikings of Jomsburg, in the Island of \Vollin or J 0111). His-
torical.

Jonales Rimm- (Rhymes of Jonales).

Jons Biskups Saga. (of John the Bishop, Viz, Jon Ogmundson, who died 1121, Bishop
OfSkalholt). Historical.

Jens Saga. Lei/rsz'cins (of John the Juggler). Fabulous.

Jone Saga. Baptism (of John the Baptist).

Jonsbok (the Icelandic code of laws of A. D. 1280, and still in use in Iceland).

Ji'allinius Rinzm' (Rhymes of Callinius).

Karlamagnus Saga (of Charlemagne).

Ketils Saga. Hwngs (of Ketil Haeng). Fable and history.

Kirialux Saga (of the Emperor Alexis, viz, Kurios Alexis; but this is a fabulous
emperor).

Elm-us Sago Keysarasomu- (of Clarus, son of the Emperor). Fabulous.

Knytlinga Saga (of the Danish Kings of the Canute Dynasty, from Herold Gormson
to the Cannte VII, supposed to be ()1at"l‘hordson, who (lied 1259). Historical.

Kom'ads Saga Keysarasonar (of Konrad, son of the Emperor).

584 REPORT OF NATIONAL MUSEUM, 1891.

Kormg—skuggsja (the King’s Mirror). A didactic scholastic work.

Kormaks Saya (of Kormak the Skald). Fable and history.

Kraks Spa. (Prophecy of Krak).

Kristinrcttr (Ecclesiastic Laws, of which there are several collections).

Kristni Saga (of the introduction of Christianity into Iceland, from 981—1000).
Historical.

Kroka Rtfs Saga. (of Ref the Cunning). Fabulous.

Landndmabo’k (events in Iceland from the original settlement in the ninth to the end
of the tenth century; with names of the first settlers, and of their lands, to the
number of about 3,000 names of persons, and 1,400 of places; supposed to be
written in the last half of the thirteenth century). Historical.

Langfcdgaml (series of dynasties and kings in the North). Historical.

Lam-entius Biskups Saga (of Bishop Laurence, who was born 1267). Historical, by
a contemporary.

Laxdwla Saga (of the deccndants of And, who settled in Laxdale). Historical.

Liosvelninga Saga (lives of the descendants of Thorgeir and Gndmund, and their own
lives, between the middle of the tenth and end of the twelfth century). His-
torical; written about the end of the twelfth century.

Magnus Saga Orkneya Jarls (of Saint Magnus, Earl of Orkney, who was killed 1110).
Historical.

Margretm' Saga (of Margaret and Sigurd, in Magnus the Good’s time).

Maria Saga (of Mary, viz, the Virgin).

Mirmans Saga (ofMirman, a king in Sicily). Fabulous.

Motluls Saga (of the magic cloak at the court of King Arthur).

Nikolaus Saga Erkibiskups (of Nicholas, Archbishop of Lucca).

Njals Saga. (of Nial). Historical; and supposed to be written by Szemund Trove, in
the eleventh century. The Saga of Burnt Nj al is translated into English by G.
W. Dasent. The title is “The Story of Burnt Njal; or Life in Iceland.”

Nornagesis Thath'. A mythical story.

(EIkofra-Thattr (A comical tale-telling how Thorkel, nicknamed Alchood, brewed the
beer at the althing). Historical.

(Errerodds Saga (of 0d the Archer; literally, Arrow-0d). Fabulous.

Orkneyinga Saga (Saga of the Orkney Isles). Translated into English by Jon Hjal-
talin and Gilbert Goudic, and edited, with notes and introduction, by Joseph
Anderson. Edinburgh, 1873.

Pals Byskups Saga (of Bishop Paul, the seventh bishop of Skalholt, who died in 1211;
probably by a contemporary). Historical.

Parccrals Saga (of Parceval, one of King Arthur’s Worthles). Fabulous.

I’m'talopa Saga.

I’etrs Saga, Postola (of Peter, the Apostle).

Rugnm's Saga Lodbrokar (of Ragnar Lodbrok). History with fable.

Ifeiaalds Rimur (rhymes of Reinald and Rosa).

Reykdwla Saga (a story of the feud between the good chief Axel and the evil Vemnnd
Koger). Historical.

Salusar Saga ck Nikanors (of Saul and Nicanor, two foster brothers, one of Galatia
and one of Italy). Fabulous.

Savmsons Saga Fayre (of Samson the Fair). Fabulous.

Sigurdar Saga snarfara.

Sigm-dr Saga Thegla (of Sigurd the Silent, son of King Lodver, in Saxland). Fabu-
lous.

Skaldhelga Rimur (rhymes of the Skald Helge).

Skida Rimar (Rhyme of Skide).

Sliornu Odda Dravum'r (Star Odde, viz, the Astrologer Odde’s Dream).

Stufs Thattr (Traits of Stuf, the Ska-1d, who lived in the time of Harald Sigurdson,
about 1050). Historical.

 

PREHISTORIC NAVAL ARCHITECTURE. 585

Sturlunga Saga (of the family of Stnrla, of which Snorre Sturlason was a descendant,
from the beginning of the twelfth century to 1284). Historical. Edited with
prolegomena, appendices, tables, indices, and maps, by Dr. G. Vigfusson. Oxford,
1878. A superb edition.

Svmfdwla Saga (of Thorstein, who first settled in Svarfdal, in Iceland; and fabulous
adventures of his successors). History and fable.

Sveins Thattr 0k Finns.

Sverris Saga (of King Sverre, from 1177, when Snorre Sturlason’s lleiinskringla ends,
to King Sverre’s death). Historical.

Svinfellinga Saga (the story of the sons of Orm, the noted chief of the Svinfell
family). Biographical.

Thidrelcs Saga (of Dietrik of Bern). The same of the German story.

Thomas Saga, Erkibyskups (of Archbishop Thomas of Canterbury). Edited, with
English translation, by Eirikr Magnusson. London, 1875.

Tho'rdar Saga, Hredu (of Thord the Terrible, who, in 975, left Norway and settled in
Iceland). Historical.

Thorleifs Thai-tr Jm‘larslcalds (of Thorleif the Skald of the Earls of Orkney). His-
torical.

Thermodar Saga Kolbrunarskalds (of Thormod Kolbrunarskald). Historical.

. Thor-stains Saga Sidn-Hallssomw (of Thorstein, son of Hal 0’ Side). Historical.

Thorsteins Saga Vikingssonar (of Thorstein, son of Viking). Fabulous. Translated
into English by R. B. Anderson, in his “Viking Tales of the North.” Chicago,
1877.

Thormlds Saga Vidforla (tells how Thorvald Kodranson, the far-traveled fellow-
missionary and companion of the Saxon Bishop Frederick, preached the new
faith to the Icelanders for four years, but in vain). Historical.

Ulf hams Rimur (Rhymes of Ulf ham).

Valdimars Saga Konungs (of Valdemar, son of King Philip of Saxland).

Vallaliots Saga (of Ljot o’ Vall, an Icelander, the story of the twelfth century.) His-
torieal.

Valuers Thath' (traits of the life of Valver).

Vapnfirdinga Saga (tells of the feuds between the men of llof and the men of Cross-
Wick). Historical.

Vatnsdwla Saga (of Ketil Thrumr, his son Thorstein, Ingemund and Szemund, his
grandsons, who settled in Vatnsdal, in Iceland.) Historical.

Vigaglums Saga (of Glum, son of Ey‘jalf, who went to settle in Iceland, 922). His-
torical. Translated, with notes and an introduction, by Edmund Head. London,
1866.

Viktors Saga 0k Blaus (of Victor and Blaus). Fabulous.

‘ilhialms Sago Siods (of William of the Treasure, a son of King Richard, in England).

Fabulous. .

Vilkina Saga (History of the Vilkins). Mythological, and belonging to the Niblung
literature.

Vilmundm‘ Saga (of Vilmund and Hierande, a son of a king in Frankland). Fabu-
lous.

Volsunga Saga. Mythological. Translated into English by E. Magnl’isson and W.
Morris. London, 1870.

The lives of saints (Heilagm Mmma Sfigur) many of which are men-
tioned in the above list, constitute two large volumes, published by C.
R. Unger, in Christiania. The Postula Siigur, legendary accounts of
the lives of the Apostles, have appeared in a large volume edited by
Prof. G. P. Unger. A large number of the Rliddcwa. Siigm', that is,
Romantic Sagas, have been published by Dr. Eugen Kiilbing, Stras-

586 REPORT or NATIONAL MUSEUM, 1891.

burg, and by Dr. E. Oederschiold, of Lund, Sweden. The old Icelandic
literature also abounds in so~c111lled Rimur, or ballads, founded on
written stories. Many of these 1117111111129 have not yet been published.
The most of the mythical sagas are published, collected in three
volumes, by Prof. C. O. Rafn, Copenhagen.”

In 1891 William Morris and Eirikr Magm’isson commenced in London,
under the name “The Saga. Library, ” the publication of a collection of
sagas. At present two volumes have b11111 issued, containing the f-ol
lowing sagas: Vol. I. The St01y of Howard the Halt; The Story of the
Banded Man; The Story of Hen Thorir. Vol. II. The Story ofthe Ere-
Dw ellers ‘ s(E_1/r bygqja 8111/11) with the story of the Heath- Slavings (Hci’é
arwiga18ag11).0f these the Sagas of the first volume are not mentioned
in the foregoing list. ’

Of the story of Howard the Halt a fragment has been preserved 111
its older and purer state 111 pages 145—147 of the Landnamabék.

The story of the Banded Man (1511911111111111111111 Saga) is the latest of the
independent Icelandic Sagas. According to the editors of the Saga
Library (Vol. I, preface p. XXiii) “it has come down in two versions,
one evidently written in the north and the other in the west or south
of Iceland. " The northern text is preserved in the Arnamagmean vellum
132 1111., which palamgraphers variously refer to the end of the thir-
teenth down to the middle of the fourteenth century, and was edited
by H. Fridriksson, at Copenhagen, in 1850. The western text is con-
tained in 2845, 40, in the old collection of the Royal Library at Copen-
hagen, dating from the beginning of the fifteenth century and was
edited by Gustav J. Ohr. Cederschiiild, Lund, 1874.”

The Story of the Heath~Sl11ying (Hei’éarwiga Saga), published in the
second volume of theS aga Library is pronounced the oldest of all Ice-
landic sagas. It is stated 1 that it was purchased by the Royal
Academy of Antiquities in Sweden in 1682, through the agency of the
Icelander J (111 Eggertsson in an incomplete state,2 and that it new forms
part of the Royal Library at Stockholm. I111722 Arni Magnl’lsson
obtained the loan of the first twelve leaves. ‘ He had a copy made of
them but both original and copy weie destroyed, in 11% in the Copen-
hagen conflagiation; but his (opyist, Jon ()lafsson, reproduted them
from memory. The best edition of the saga is that of J on Sigurdsson,
in the volume of the Islendinga S11gur.

These then are the records from which we obtain the kinnvledge
of the Northmen and of their naval architecture.

Ships.—The name ship (skip) appears to have been given to any vessel
propelled by oars from benches or short seats3 that did not extend from
board to board, but having: gangwav between them“ through the

'Moriis and Magniisson: The \Taga Libiary, Vol. 11. London, 1892. Preface p.
xxv.

”Cf. Sturlunga I prolog. cxlvii.

3Flateymbék, 1, 396.

‘Heimskringla, p. 400.

 

 

' PREHISTORIC NAVAL ARCHITECTURE. 587

entire length of the ship. According to the older Gula law, benches
were not employed upon vessels of less than thirteen ears on each side,
and it was from the number of benches on each side (8088), not from the
number of oars, that the ship received the appellation of a 13, 14, 20,
30, etc., seater and were classed as karve (May?) or longships (lang-
skibet).

The Kama (Karfi) appears to have been propelled exclusively by
oars,l although occasional mention is made of carvels with masts;2 its
name occurs in various sagas.3 An ordinance of 13154 mentions the
karves as vessels of defense. The karve of Bishop Haakon of Bergen5
and one built in Nidaros in 13816 are the last two of this class of
which mention is made.

The Longshwip (langsk'ibet—navis longze of the Romans) wasthe war-
vessel of the North. In building war ships two classes of workmen were
employed, namely, the carpenters who prepared and framed the skele-
ton, and the boarders who prepared the boards and fitted them to the
fumes. After the keel had been laid upon the stocks the stem and
stern posts were placed in position, together with the knees, ribs, and
crossbeams, of which the one by the mast was :alled siglub'ite, and that
aft by the well, austrbiti. The planks were then fixed to the frames,
but the exact manner in which this was done is not known. They
were, however, fastened to each other by iron bolts that were riveted
on the inner side. The planks, each tier of which had a distinctive
name, overlapped each other, and the tightening was done by the in-
sertion of a layer of oakum, probably of cattle hair. It is thus evident
that the vessels were clinker-built, although exceptions may be admit-
ted.7 Mr. Nicolaysen8 thinks that all vessels were clinker built, and
supports his theory by citing the following well-known ships:

Olaf’s Kathrinar, Stmifu, Pas-title, ,Iicimcu"s Sue'inc, whose name, de-
rived from sue, suggests the clinker structure, and also by the Mariam-
ten, built by King Sverre at Nidaros,9 a ship upon a door pillar at the
church of Nesland;10 the seal of Elif, the Lawyer;11 the seal of the
municipality of Bergen ,12 the seal of Grunnar Raasvein,13 and a ship
mentioned in a testament made in 1430.” He also claims ‘5 that the

 

‘Jal, A: Archéol. Navale I, 411, 464.

2Konungssiigur—cd. Unger, p. 190. I). Norv. II, 366.

3 St. Olaf Saga, 0. L. Gretti Saga, c. xx. Egils Saga, c. xxxvi.
4Norg. gamle Love, 112.

5D. Norv. VIII, No. 131.

“D. Norv. II, 366.

7 H. Miller: Sekrigshistoricns Vigtigste Begivenheder, p. 4.
8Langskibet fra Gokstad, p. 15.

”Norskc bygn fra fortiden. 3 raekkje pl. v. (cited by Nicolaysen.)
1” Konnngssiigur, ed. Unger, pp. 83, 85, 166 (cited by Nicolaysen).
” D. Norv. In, No. 47 (cited by Nicolaysen).

‘1 I). Norv. II, No. 46 (cited by Nieolaysen).

‘3 D. Norv. II, No. 172 (cited by Nicolaysen).

'4 D. Norv. V, No. 419 (cited by Nicolaysen).

1“ Nicolaysen, Langskibet, fra Gokstad, p. 15.

Lani-mm

588 REPORT or NATIONAL MUSEUM, 1891.

first carve] ship in the north was the renowned galley built at Bergen
in 1566,‘ but two Sagas indicate the carvel built. One of them states?
that the beautiful planks of oak were fitted so tight as to represent an
appearance as though they were grown together, and the second re-
counts the building, in 999, by Olaf Trygvason, at Ladehammer, near
Drontheim, of a ship “ which was larger than any ship in the country,
and of which the beam knees are still to be seen.” This is the cele-
brated Long Serpent (Omcm-hin-Lngc) and an account of it, as given
in the Saga, may be of interest.3

“The length of keel that rested upon the grass was 74 ells. Thor-
berg Shafting was the man’s name who was the master builder of the
ship; but there were many others besides—some to fell wood, some to
shape it, some to make nails, some to carry timber [this division of
labor and trades in the building of a vessel equal in length to a frigate
of forty guns gives us a very interesting insight into the civilization of
the Pagans of the tenth century and of the state of the useful arts
among them], and all that was used was of the best. The ship was
both long and broad and highsided, and strongly timbered. While
they were planking the ship it happened that Thorberg had to go to
his farm upon some urgent business, and as he remained there a long
time, the ship was planked up on both sides when he came back. In
the evening the King went out and Thorberg with him to see how the
vessel looked, and everybody said that never was seen so large and so
beautiful a ship—of—war. Then the King returned to the town. Early
next morning the King again returned to the ship and Thorberg with
him. The carpenters were there before them, but all were standing
idle with their arms across. The King asked what was the mat-
ter“! They said the ship was destroyed, for somebody had gone
from stem to stern and cut one deep notch after the other down
the one side of the planking. When the King came nearer he saw
it was so, and said, with an oath: ‘The man shall die who has thus
destroyed the vessel out of envy, if he can be discovered, and I shall
bestow a great reward on who ever finds him out.’ ‘I can tell you,
King,’ said Thorberg, ‘who has done this piece of work.’ ‘ I don’t
think,’ replied the King, ‘that any one is so likely to find it out as
thou art.’ Thorberg said, ‘I will tell you, King, who (lid it; I did it
myself.’ The King said, ‘Thou must restore it to all the same con
ditions as before, or thy life shall pay for it.’ Then Thorberg went
and chipped the planks until the deep notches were all smoothed and
made even with the rest; and the King and all present declared that
the ship was much handsomer 0n the side of the hull which Thorberg
had chipped, and bade him shape the other side in the same way, and

 

 

lNorske Magas. l, 331, II, 70.
2 Saga of Fridthjof the Bold, c. 1.
”King Olaf Trygvason Saga, Hcimskringla text, 0. xcv.

 

PREHISTORIC NAVAL ARCHITECTURE. 589

I gave him great thanks for the improvement. Afterwards Thorberg
was the master builder of the ship until she was finished. The ship
,. was a dragon, built after the one the King had captured at Haloga-
land; but the ship was far larger and more carefully put together in
all her parts. The King named her Serpent- the Long, and the other
Serpent the Short. The long Serpent had thirty-four benches for
rowers. The head and the arched tail were both gilt, and the bul-
warks were as high as in seagoing ships. The ship was the best and
most costly ship ever made in Norway.”

The long ships were subdivided into snekka (sncquja), skude (simita),
dragon (dreki), skeid (skei’é), and busse (bu/2a).

The descriptions of these varieties are somewhat indistinct and do
not permit of a definite opinion as to the real difference existing be-
tween a dragon, skeid, or buza. The ship that Harald Hardradi had
built at N idaros, in 1160, is called ska/276 and bussz’, and it is further toldl
that after the king had placed a dragon’s head upon its prow it might
be called a skeid or a dragon.

The Sagas have preserved accounts of celebrated ships, of which we
mention: '

(a) Long ships.—Thorolf Kveldulfsson’s ship built in 872—87352

King Olaf’s ship “ Karlhiifdi”; on her prow was a king’s head, which
he himself had carved. That head was for a long time afterwards used
on ships steered by chiefs.3

King Sverre’s ship “Harlmifrin” (the razor), of twenty-three divi-
sions,4 and the “OlafsuBe,” wherein six men were placed in each divi-
sion.5

The “ Mariasu-Be,” built by King Sverrc in 1182; she had thirtytwo
divisions and was proportionately large; she was larger than any other
ship in Norway at that time.6

King Sverrc’s ship “ Ognarbrand,” of thirty divisions, built in 1199,
and which had a high free board.7

Ship “Gullbringen,” belonging to Vidkunn Erlingsson, who died in
1183; she had twenty divisions and was proportionately large.8

In 1206 Urlin g Steinweg, Reider the Messenger, and Earl Philippus,
of Tunsberg, built a ship which was “much larger than any ship pre—
viously constructed in Norway.” She had, what neither before nor

 

1G. Strom: Snorrc Stnrlason llistoricskrivn, p. 252.

‘IEgil’s Saga, 0. ix; ()laf’l‘rygvason Saga, Ileimskringla text, 0. lxxix.

“St. Olaf Saga, 0. xix.

4A division, or rain), was the distance between the rowers’ benches; the inter-
vening gangway divided the him into half riims, which were occupied by from 2 to.
8 men.

5Konungssiigur, ed Unger (cit, by Nicolaysen), p. 66.

6Ibid., p. 77; Norske bygn fra fortiden. 3 raekkje, pl. v-

7Ihid., p. 165.

EFlatcyarbék, u, 600.

590 REPORT OF NATIONAL MUSEUM, 1891.

since has been known here, two tiers of holes for the oars; the oars of
the upper tier were 0.41 millimeters (31%- feet) long, and “a man must
be one of the tallest who, standing on the frames, could, with his battle-
ax, touch the ceiling of the deck.” Each half division accommodated
eight men.‘

111 1.230 Duke Skule built a ship with thirty-six divisions; he called
it “Good Friday.”2 _,

111 1247 King Haakon set out from Bergen in his ship “Dragon,” of
twenty-five rl’uns, to meet Cardinal, William, of Sabine}

In 1253 Gunnar had the “ Korssu’é e11 ” built at Ravnsholt in Bohuslen,
which was “one of the biggest ships that had been constructed in Nor-
way,” her gunwale wa ‘ .23 meters (14 feet) above the water line.4

The ship of Bishop Haakon, of Bergen (13:19), had forty-five divisions
and was 1.88 meters ((11 feet t) high.5

(1)) S11ekkjc1.—In 907 King Olaf built 1111 the sands by Nidelv a long
ship, of the snekke kind, high stemmed, With thirty r1’1ms, which he
called “ Trane.”6

In 1020 St. Olaf built snekk‘ias.7

Aasbjorn Selsbane, of Thronhjem, owned a snekkja with twenty r1’1ms
and accommodating ninety-nine men.a

In 1026 St. Olaf built a snekke which he called “ Visund.”9

I11 1027 Harald, of ’1‘hjv1te,i11 the battle of Helgeaa, had a ship of
twenty divisions, gilded pennant, and white sails ornamented with blue
and red stripes.10

Eindrid the Young had a snekka of twenty rum.‘l

In 1247 Cardinal William, of Sabina, used a snekkja While meeting
King Haakon.”

111 1247 King Haakon used a beautiful snekkja in sending his daughter
to Spain to be married.13

Erling Skjalgsson had a twentyseated snekkja.”

(c) Sketch—The skuta appears to have been a fast-sailing war ship
of smaller dimensions, probably of fifteen rowers’ benches, built for
speed, as is indicated by the appellations lettiskuta (light skuta) and

 

lKonungss’1'1gu1 (cit. 11y Nieolaysen), p. 223.

‘-l latcyarhek, 111, 41.

3111111.,111, 166.

4Konongssi'1gur, pp. 425, 426.

5D. Norv. V111, No. 119.

t‘OlafTrygvason Saga, Heimskringla text, 0. lxxix.

7 Heimskringla, ed. Unger (cit. by Nicolaysen), p. 251.

“Ibid., p. 355; St. Olafs Saga, 0. xxiv.

“Ibid., pp. 414,529.

1UIl.1i1l., pp. 402, 1128.

“Il1.id, p 784.

l‘H’lateyarbok, iii, 161.

”K111111111rSs1'11rur (cit. by Nieolaysen), p. 438.

llMagnus i] [lingsson Santa, e xxv; Olaf l‘rygvason Saga, 1;. ci“. St. Olaf Saga, 0
1x, cl.

PREHISTORIC NAVAL ARCHITECTURE. 591

hleypz'skuta (running ship),1 and employed principally for boarding,
which was facilitated by the build of their bulwark.2 _

Some of the leading skutas mentioned in the Sagas are:

A fifteen-seated skuta belonging to Eindrid the Young.3

A fifteen-seated skuta belonging to Erling SkJaIgsson.4

A fifteen-seater given by Thorleif to his son Eirik.5

(d) l)rugo'n.—The dragon (drake?) received its name from the decora-
tions of the prows, representing the head and tail of some fabulous ani-
mal.

The most celebrated dragons handed down in the Sagas are:

That of Thorolf Kveldulfsson, of Sandness, in Nordland, built in 872—-
873.6

Harald Haarfager’s dragon, built in 900. Of this it is said that “the
King had fitted it out in the most splendid way and brought his house
troops and his berserkers on board; the forecastle men were picked
men, for they had the King’s banner.”7

The dragon of Chief Rand the Strong, in Sallen,which was “the most
beautiful ship in Norway.” 3 Her captor, King Olaf, called it “The Ser-
pent” because the sail when filled by the Wind would represent the
dragon’s wings. “It had thirty divisions, but was large in proportion
thereto (mikit at [5027). The prow bore a dragon’s head and the stern
was curved outward in a crook (Imflcr) like a tail (sperm); the figure-
head, and both curves were gilt.”9

The ship which King Harald Hardrada had built at Nidaros was of
the same size as the Long Serpent, and every part of her was finished
with the greatest care. On the stem was a dragon head and on the
stern a dragon tail and the sides of the bows of the ship were of gilt.
The vessel was of thirty-five benches, and was large for her size and
was remarkably handsome, “for the King had everything belonging to
the ship’s equipment of the best, both sails and riggings, anchors and
cables.” ’0

The ship which King Eystcin had built at Nidaros in 1103 in size and
shape was like the Long Serpent which Olaf Trygvason had built.11 “At
the head there was a dragon’s head and at the stern a crooked tail,

 

lOlaf'l‘rygvason Saga, c. lxxxiii, xli. lngi’s Saga, (5. i.
iOlaf Trygvason Saga, c. xx. I‘lgil’s Saga, 0. lviii. St. Olaf’s Saga, 0. cxxxii,
cxlix. Magnus Blind’s Saga e. v, xvi. Magnus Erlingsson’s Saga, 0. xxx.
”Heimskringla, ed. Unger (cit. by Nicolaysen), p. 799.
*Magnns Erlingsson’s Saga, 0. xxv. Olaf Trygvason Saga, 0. eii. St. Olaf Saga,
. 1x, cl.
5Olaf’l‘rygvason Saga, 0. xx.
6 Hcimskringla (ed. Ungcr cit. by Nicolaysen) p. 192.
7Egil’s Saga, 0. ix.
RHarald llaarfagcr Saga, Hciiiiskringla text, 0. ix.
”Olaf'l‘rygvason Saga, c. lxxxv; Magn‘us the Good’s Saga, c. XX.
1“ Harald Hardrada Saga, Heimskringla text, 0. lxi.
“ Sigurd the Crusader’s Saga, Heimskringla text, 0. xxvi.

O

592 REPORT OF NATIONAL MUSEUM, 1891.

and both were gilded over. The ship was high-sided, but the fore and
aft parts appeared less than they should be.”1

King Haakon’s dragon, used by him in 1247.2

The “Mariasu’éen,” built by King Haakon in 1257, was “the most
beautiful ship hitherto built in Norway,” and had thirty half divisions.3

King Haakon’s dragon, used by him in 1263 in his expedition to Scot-
land, was built entirely of oak, had twenty-seven divisions, and the
dragon’s head, prows, and stern were all gilded.4

The largest dragon ever mentioned is that of Knut the Great; it had
sixty pairs of oars, and from the descriptions given it must have been
300 feet long. _

(c) Skeid, which was a fast sailer and occasionlly as large as a dragon;
the largest one of this kind is that of Erling Skjalgsson, which had sixty-
four cars and carried two hundred and forty men.5

(f) Basso, which appears to have been somewhat similar in size to a
dragon; a buza ship is mentioned as having been built on the model
of the Long Serpentfi

The most prominent busse mentioned in the Sagas is that of Thore
Hund of Bjorkm which was of such height between flooring that it gave
room for “barrels of ale of astonishing size.”7

Harald Hardrada’s ship of the same size as the Long Serpent, but
with a dragon head fore and aft. It had thirty-five divisions.3

King Eystein’s busse, built in 1103, of the size and construction as the
Long Serpent.9

Eindrid the Young’s bussa, called the “Draglaun.” 10

In calm weather the ships were propelled by oars manned by two,
three, or four men, according to their length and the size of the ship,
and exceptionally strong men only could handle an oar unaided.“ In
two instances only does the Saga give us an account of the length of
the oars, the one12 being stated at 26 feet, and in the other instance
31}; feet is given.13 Actual finds show the length of oars at 18:} to 19%
feetin length,” while oars of small boats 1” exhibit a length of 10 feet.

 

'Ilcimskringla, ed. Unger, pp. 591, 592.

9 Flatcyarbok, III, p. 161.

31bid., 111, pp. 196, 197.

" Konungssogur, ed. Unger (cit. by Nicolaysen), p. 464.

-"()laf' ’l‘rygvason Saga, c. cv.; St. Olaf Saga, 0. clxxxiv; lleiinskringla, ed. Unger
(cit. by Nicolaysen), pp. 231, 414.

"St. Olaf Saga, 0. cxliii.

7 lleimskringla, ed. Unger (cit. by Nicol'ayscn), pp. 591, 592.

“Harald Hardradi Saga, 0. lxi.

“ Heimskringla, ed. Unger (cit. by Nicolaysen), p. 684.

”‘Ibid., p. 774.

" Magnns Erlingsson Saga, 0. vi.

‘2 Frithjof Saga (ed. Tegner).

1'3 Konungssfigur, p. 223 (cit. by Nicol’aysen.)

“Nicola-118m: Langskibet fra Goksted, p. 38, 1’]. iv, Fig 18; V, Fig. 1; vii, Fig. 13.

”Engelhm‘dt, 0.: Denmark in. the Early Iron Age, p. 38,, Pl. iii, Figs. 19, 20-

  

‘_
a
i
,‘f
}

PREHISTORIC NAVAL ARCHITECTURE. 593

In addition to the oars, mast and sails were used in the propulsion of
the ship.

The mast was set in an opening made in a large block fixed above
the middle part of the vessel, the aperture extending considerably
sternward, so as to facilitate its raising and lowering.

The mast was of moderate height and was lowered upon all occasions,
such as headwinds, when preparing for battle, or in making harbor,
rendering the sail superfluous.‘

The mast was steadied by ropes passing around the top and lashed
to the forepost and by a few shrouds on each side. The hoisting rope
passed through a hole below the place where the shrouds met. A
wooden parral was used to hold the yard or prevent its being swung
outward, while a brace rope was placed at each end of the yard and
fastened behind the mast or held by the helmsman.2

The sails were square, but their form rendered tacking difficult, and
the sailors often preferred waiting for a favo ~able wind. This is men-
tioned in the Sagas, especially on occasions where thereby an oppor-
tunity was offered to show to advantage an exceptionally handsome
sail. It is said of Harald Sigurdson that, wishing to visit Constanti-
nople on his return from Jerusalem, he waited with his fleet one month
and a half for a side wind to enable him to display the sails covered with
velvet.3

They were sewed together with thread and strengthened at their
edges by a leech, to which hooks were attached and rings so placed as
to receive the sheets when the vessel was to shorten sail.4 They also
had small ropes or reefing points to be used in reefing or shortenin
the sails.

The material used for sails was frieze, but ships best equipped for
active service employed canvas. For show, beautiful sails were highly
prized and often presented to chieftains;5 designs were painted or em-
broidered upon them.6 The dragon “Mariasu’éen,” built by King
Haakon in 1257, had sails embroidered with historic designs.7 They
were often lined with velvet8 and again double velvet, beautifully
woven with red, purple, and gold.9 White sails are mentioned, striped
with blue and red.10

Urn-(mecnmtions seem to have played a very important part in ships
and carvings appear upon many trifling objects. The prow was gen-

 

 

‘ Konungssfigur, pp. 165, 230 (cit. by Nicolayscn); Flatcyarbok, III, 41..

9 Laxdaela, I, c. xviii.

“Sigurd Jorsalafari' Saga, (2'. ii.

“Ancient Gula law.

5 Harald Hardradi; Fornmana Siigur, VI, c. 100.

“ A. Schultz: Das hofischc Lebcn zur Zeit der Minncsinger, 11, 290 (cit. by Nicolay-
sen).

7 ll‘lateyarbok, III, pp. 196, 197.

“Sigurd Jorsalafari Saga, 0. ii.

5' Flatcyarbok, III.

10 St. Olaf Saga, clxviii.

SM 91,. PT 2 38

 

594 REPORT or NATIONAL MUSEUM, 1891.

erally ornamented with the gilded head of some fabulous animal. Or-
namentations are mentioned in many of the Sagas.‘

The accompanying figures2 show a number of carvings exhibited
upon objects from funeral ships. Fig. 107 is a tiller, Fig. 108 part of a

 

 

Fig. 107.
CARVED TiLLER.
(Copied from N. N11-olaysen, “ Langskibet fra (iokstati."’)
wooden dish, Fig. 109 the top part of an oar, F1171. 110 wooden fragment
of uncertain use, Fio‘. 1.11 the carved heads on the end of the verge
board from the vessel’s tent.

Of rudders only one form is k110Wn from the Sagas. It 1 '.is placed 011
the right side of the ship, which, consequently, bore the name stjcrn-
board, while the opposite side, back hof the hchnsnian, was called
bakboard. lathe rear of the helmsman and standing across was an
upright wooden bulkhead.

1' —-——-————-—:f

- E=E
ilk

E E g

   

g. Fig. 109.
)ARVED Disn. CARVED OAR HANDLE.
(“1.1111111 lrom N. Nu'olaysen, “ Langskihrt i'ra Gokstad.")

The rudder, slightly mounted with iron, consisted ot a broad oar,3
the lower part ot 111111211 11' as tastened to the 1, side of the ship by means
of a hast rope, while the round neck ran in a hollow cylinder. A square
hole in the head admitted the tiller,wl1ieh was generally taken in charge
by the commander of the ship, whose position was a little below the rud-
der head, so as to secure some piote1tion from the enemy s missiles.“

18t. Olaf saga, cc xl1', 1111': ()1af’1‘r111‘111son Saga. 1. 1X\'\1' , Mawnns the Goods
Saga, 0. xx; Sigurd Jorsalafaii S:111'a,e. xi1; 1or11111ana \‘aga, 111, 98; Receuil 11c
chioniquesdc F1andr11,1837—l811, 1'ol.1: 81111111111 Nyere historiske Studier,1,1875.

’(Jopied from N. Nicolzi1s1111. Langskibct 1111 (mksiad, Pl 1' ii, Fig." ;.1’1 ix, Figs.
2, 10a; 1’1. K, Fig. 20; Pl. xi, Figs. 1, 1i.

5'1 Bergens Bylov, IX, 18.

"Magnus Barefoot Saga, 1‘. ii; llarald llardradi Saga, e. xxxii; Olaf Trygvason
Saga, 0. lxxxvii.

- wrwm

 

PREI—IISTORIC NAVAL ARCHITECTURE. 595

The side helm appears to have been the prevailing form of rudder
until the fourteenth century‘ (Figs. 112—117), and even at the present
time in the Nordland boats, while the rudder itself is hung astern,
the steering is done from the side by means of a peculiarly constructed
tiller.

“ But round their ship’s side hung their shields.2

From these words of Guttorm Sindre, in singing of Hakon’s pursuit of

Erie’s sons, we learn that the shields, all of one size, were hung around

  
 
   

'21"

M

.4 ll 1
I
“(Hi

Fig. 111.

CARVED IMPLEMENT. CARVED HEADS 0N TENT POSTS.

WW,

mm

   

'(‘opind lrom N. Nicolaysen. ” Lnngskihet ['er (iokstudW)

the sides of the war ship when not in use.3 They were placed from a
little ahead of the first our to a little behind the last, and overlapping;
each other they served the double purpose of rendering the ship’s sides
higher and being out of the way when not needed. They formed a dis
tinetive mark of war ships and were not found upon merehantmen.4

In battle a circle or burgh of shields was formed around the leader
and the standard bearer, and in land battles the shield burgh appears
to have been at the apex of the triangular form of attack.5

The standards and weather wmcs are mentioned frequently. The

lNorske bygn. fra fortiden, 3 raekkje, P]. V; Urknndenbuvh der Stadt Lnebeek
I, 759. Viollct Le Duo: Dietion. d. nmbi]. franc, Ix, 34; Bergens Bylov, IX, 18
Schultz, A. : Das hiiiisehe Leben znr Zcit dvr Minnesinger, II, 290; I). Norv., II, No.
169, 172.

2Hakon the Good Saga, «,2. xx.

3Fornmana Siigur, I,p. 100; liandnama, xi, 3; Grettis Saga, e. xix, Njala, c. lxxxiv;
Ynglinga Saga, (2. xxv.

4St. Olaf Saga, 0. elxviii.

5Ynglinga Saga, 0. xxv. Flateynrbok, I, p. 140; III, pp. 196, 197. Konungs
Skuggsja, p. 85; St. ()lafs Saga, ee. eexii, ecxxxii. Harald Hardradi Saga, c.1'x;
Sfigubrot, 0. ix. Olaf Trygvason Saga, e. exv, cxx.

596 REPORT OF NATIONAL MUSEUM, 1891.

standard-bearer stood in the prow of the ship and “ the pennant, spun
by women, played at the masthead of the reindeer of the waters!”

In battle the standard-bearer stood by the leatder7 both surrounded
by a shield burgh.2

The standards were often very elaborately worked“ and the weather
vanes were often adorned with gold.4

 

 

Fig. 112.
SIDE HELM 0N BAPTIsMAL FoNT IN CHURCH on LUDERL’P. SCANIA, SWEDEN.
(From Du Cliziilln, " The Viking Age," vol. H. p. lfr7. Fig. n36.)

‘.‘;.I"l’l'l/I villi}?!

       
 

l
l

T!

W

  

l

      
   

    

‘ i
Q _u Jill,

SIDE “ELM ox SHIP 1x S'roxn \VAILij-‘L‘xl'li’jé'rill'lm‘ll or SKL'UBELEF, DENMARK.
\Froni Du Chmlln, “The Viking Age." vol. n. p. N], Fig. 914K,

For offensive purposes some of the vessels appear to have been pro-
vided with iron spikes or regular spurs. The tormer is mentioned in
the description of the hnttle between llnkon the Jnrl and the Jonisvi
kings in which it is stated that Eirikr Jurl hnd n vessel the upper
part of which was provided with it slwg (beard) apparently consisting"
of iron spikes.5

lKnut’s Drap—ztryrbl‘yerbdd’srfiu‘gn, e. viii; l‘lgil'sSng:1,e. xxxvii; llelgi Hundings-
bani, ii.

QSt. Olaf Saga, ee. 48, 212. 233; Fluteyurlmk, vol. I. llnkon the Goods Saga, e. xxiii;
Ilurnld Fnirhair Sega, e. Ix. ()htt' ’l‘rygvnson Saga, e. exv.

3iIolgi lIundingshnni, e. 11.

‘lOi‘ver Odd’s Saga, 0. 8; Flateyurbok, 111, pp. 196, 197.

5Svarfdueln, c. 4.

 

PREHISTORIC NAVAL ARCHITECTURE. 597

T he spur occurs in a boat found in Nydam Moss, Sleswig ( Pl. LXXV),
and described in the early part of this book. In this boat the ends of
the keel plank continued beyond the stem and stern and tapered into
points, and it is supposed that these points were covered with iron for
use on either side of the ship.

 

Fig. 114.
SIDE HELM IN A Sm? ON A STONE IN ALSNI‘S PARISH. UPLANI). SWEDEN.
{From Du (‘liuiillu "The Viking Age,” “.11. 142. I’m. ‘Jlfifl,

For defensive purposes a war girdle (viggyrdil) or war hurdle ('v'igkleki)
was placed upon the ship. Their application is not quite intelligible
from the few meager accounts given.l

 

 

 

Fig. 115.
SIDE HELM IN SHIP 0N BAYEUX TAPES’J'RY. '

(From Edward J. Lowell, ”The “aye-ix Tapestry." in Scrihni r's Magazine, Murrh. 18‘17.)
All the ships of the Northmen of which accounts have been handed
down or of which the remains have been found show that they were

l“Kimr Sverri had all his shi )s ready and war-rirdlcd at the Wanrrways” (Sverri’s
O 1 ‘4 u/ D C"

Saga, 0. 52) and King Harald, plll‘sue'l by King Svein, of Denmark, ordered the
'viggyrdileg and other things to be thrown into the sea.—-llarald Hardradi Saga, 0. 35.

598 REPORT or NATIONAL MUSEUM, 1891.

provided with a single row of rowers on each side of the ship. One
exception, hOWever, is to be noted to this. It is stated' that in 1206
“Erling Steinvzeg, Reidar the Messenger, and Earl l’hilippus, of Tuns-
berg, built a ship Which was much larger than any previously con-
structed in Norway. The ship had, what neither before or since has
been known here, two tiers of holes (Inibm‘uifor the oars between
both wells; the oars of the upper rank were 20 (now 15) ells long (9.41
nieters=3L37 feet) and a man must be one of the tallest who, standng
on the frames could, with his broadax, touch the under side of the
flooring.” Each half division was reckoned to accomnmdate eight men.

 

Fig. 116. Fig. 117.
{UDDER or (loKsTAn SHIP. RUDDER or NYDAM BOAT.
{Reproduced rroni N. Nieolaysc-n, “ Lullflsklllf‘l fra (Reproduced from (I Engelhardt, ‘ Denmark in the
(iokslzul."‘. Eur ." Iron Age. '

Launching—In getting the ship ready for the sea it was launched by
means of rollers,2 which app air to have formed part of the equipment and
which also were used in d *agging the ship ashore as was generally done
at night if satisfactory landing could be hadfil if not, the ship would
remain close to shore and be connected with it by means of a gangvay.4
The sail was then lowered and formed a tent under which the men slept.5

It has been suggested that the ship received a name when being
launched; there appears, however, to be no positive proof of such act in
earlier days unless an exception is made in favor of the “ Long Serpent”?
Subsequent to the introduction of Christianity in the North. frequent
mention is made of naming a ship at launching.7

Burials in ships—“1th the exception of the boat found in Nydam

1 Konungssiigur, p. 223.
9 Ragnar Lodobroks Saga, e. ix; Harald Hardradi Saga, 0. lxii; Olaf Trygvason Saga,
. xvii; St. Olaf’s Saga, e. 24, 115, 148; Egil’s Saga, e. 19, 52, 72; Fagrskinna Saga, e. 42.
3OlafT1‘ygvas0n Saga, 0. 17.
4Ynglinga Saga, 0. 53; Harald Haarfager Saga, 0. 37; Egil’s Saga, 0. 27. _
5 Svarfdaele Saga, 0. 4; St. Olaf Saga, e. 29, 143; Egil‘s Saga, 0. 22, 27; Harald Har-
dradi Saga, e. 4, 35; Yngliuga Saga, e. 53; Olaf 'l‘rygvason Saga, 0. 20; Flateyarbok, I.

tiNicoleysen: Langskibet fra Gokstad, p. 17.

7Harald Hardradi Saga, c 62; Flateyarbok, iii, ). 196, 197; Konungssfigur (cit.
by Nicolaysen), p. 425, 426.

O

PREHISTORIC NAVAL ARCHITECTURE. .599

Moss and described on p. 572 our knowledge of northern ships would
be very limited, and rest entirely in the Saga accounts, but for the for-
tunate circumstance connected with the burial customs in ancient times,
in accordance with which the bodies of the more prominent dead were
taken to the ship that had been their home during life and surrounded
by their wealth became their last resting place. Two methods of burial
existed, that of cremating the ship together with its sepulchral inhabi-
tant and a like one in which a mound was erected over the ship and
the dead. it is to the latter method that we are indebted for some
well-presen'ed ships, which not alone serve to confirm the Saga ac-.
counts, but also extend our knowledge of prehistoric shipbuilding.

The V oluspu, tells us that “the Asas took the bodyot‘ Baldr and carried
it down to the sea. Swim/harm was the name of Baldr’s ship; it was
larger than any other ship. The gods wanted to launch it for the
burning myagc of Baldr, but it did not move. Then the gyg (Jtitun-
woman)—in Jotunheim named Hyrrokkin—-was sent for. She went to
the stern of the ship and pushed it forward at the first attempt, so that
fire issued from the rollers.”1 The house of the living thus became the
last dwelling of the dead.

In accordance with this law Odin ordered that all (lead men. should
be burned and upon their pyre should be placed their property,2~ and
Saga accountsg indicate obedience with this order.

The pyre indicated by Odin’s law, then, was the ship of the deceased,
which, after the body had been consumed, was covered up with earth.

A second form of burial took place in ships without the burning of
the body, the ship being covered with a mound. This method was
adopted after Fry had been moundlaid (a? [mug lagdr) at Uppsilir, al-
though it is now shown" that this tradition can not extend to the
erection of the mound, traces and remains of an enormous fire having
been found there. The cremation custom, however, was not altogether
abandoned, and both methods continued together, as is shown by the
occurrence, upon the outer coast of the Tn>mllije1n-Ej0rd, of the un-
burned remains found in ship mounds, while upon the inner coast cre-
mation of both bodies and ships has continued. Dr. Sophus Miiller
places the age of cremation at the beginning of the iron period, and
that of inhumation contemporaiicous with the Roman invasion of the
North, while lflngelhardt ascribes the different methods to local customs.

The ship grave of illiilcl'lcbyst, Eids Parrish, Norma/1,5 explored by Mr.
Lorange, who beautifully described the ceremony of cremation, offers
an illustration of crematories.

 

' Gylfaginning Saga, 0. 49.
2Ynglinga Saga, c. 8.
3Egil’s Saga, 0. 61. Hakon the Good’s Saga, 0. 27. Ynglinga Saga, 0. 27.
*illcstm'f, J. : In I). archa'iolog. Congress in Copenhagen. Hamburg, 1874.
5Lomngc, A. : In Samlingen of Norske Oldsager i Bergens Museum. Bergen, 1876,

pp. 153-161. Lm'anyc, .1. : [n Norskc A‘u‘sberctning‘, f. 1874, TM. V111, p. 93. M03-

torf, J.: Ein Grab lenkinal cine; altnordisclien Seckiinigs, in Globus, XXIX, p. 297.

Du Chaillu:Viking Age, Vol. II, p. 339.

600 REPORT OF NATIONAL MUSEUM, 1891.

The mound is located in a plain, gently rising from the beach and
permitting a full view of the sea, from which it is separated by a ter-
raced formation. It measures 120 by 192 feet. All around it is a ditch,
now 12 feet wide and 3 feet deep, which to the south and west is
traversed by a bridge-like dam.

The interior of the mound, an oval of 24 by 40 feet, presents two lay-
ers, one of bone splinters, intermixed with soil and cinders, and one 8
inches deep, consisting of cinders and burnt remains. Over this a num-
ber of objects were strewn, plainly indicating that here a ship had been
hauled ashore and gayly decorated with shields around its bulwark,
and with arms and utensils of war piled up, had served as the funeral
pyre of its commander.

The ship having been consumed, the remains were collected in a flat
bronze vessel, together with some personal property of the owner, con-
sisting of tw0 combs, three dices, six chessmen of bone, a disk-
shapcd bead of dark glass with white wavy lines, a number of broken
iron utensils, and an iron arrowhead. The vessel was then covered
with twelve shield bosses which, at the time of excavation, had, by in-
crustation, gradually solidified into one mass and had become attached
to the iron so firmly that in order to examine the contents without
destroying this unique cover, it became necessary to remove the bottom
of the vessel.

The ossuary was placed in an excavation at the bottom of the mound.
Above it were piled a horse’s bit, spears, swords, shields, and bucklers,
all rusted together; eight arrowheads and other iron utensils, possibly
coming from the ship’s chest, and, wrapped in an untanned goatskin,
unburnt animal bones, possibly the portion assigned the dead for his
long journey from the funeral feast. The bottom of the mound was
strewn with hundreds of ship’s nails, mountings, mast rings, anchor
hooks, forty-two shield bosses, and other things,

The vessel of enameled bronze appears to be of foreign make. Its
ornamentation consists of ring ornaments inserted in and fastened to
the bottom by three rivets. The inside of the bottom furthermore shows
a three-leaved enameled star and the rim two tour-cornered shields.
Lorange places it in the younger iron age and sees in it a captured piece
of northern French or Belgian make; but Mestorf, in view of the fact
that this enamel was not introduced in France until the twelfth cen-
tury, thinks that it might be considered the product of Rhenish post-
Roman manufacture. In point of make and color the enamel resembles
that of the Roman enamelled ornaments‘ and also called “ Barbarian
Grrubenschmelz.”2 Enameled ornaments appear in the north at an
early date. They are represented in the museums at Kiel and Copen-
hagen.3 They have been found north as far as the Stavanger district,

1 Von Cohauswz, in Ed. 12 Schriften des Nassau’ schen Alterthums Vereins.
2 Buckner: Geschichte der Technischen Kunst.
3-Engelhardt, 0.: Aarb. f. Nerd. Oldk. 1868.

 

.rg‘m

PREHISTORIC' NAVAL ARCHITECTURE. 601

and they serve as proof of an early communication with foreign lands
and people.

It may be here stated that the four-cornered shield with “Gruben-
sehmelz” occurs upon fibulas from the boat-shaped cineraria at Neu
Gamby and Langensee, in the Slaweck ship, and upon silvered fibulze
from the Wella Kappene (devil’s grave) and Wella Krawand (devil’s
stone heap) near Lake Strante, in H mm Russia. They are figured by
Aspelin in Antiq. tig. 1776, 1778, 1784, 1785, and belong to the first
five centuries of the Christian era.

A modified form of these ship burials, in which cremation of the dead
alone took place, after which the ashes and bones were collected,
placed in a suitable vessel and deposited with other articles in the ship,
over which then a mound was raised, is illustrated in

The Barre ShipJ—On the road from Horten to J arlesberg and about
one-half a mile from Borre-Prestegaard, Norway, is seen to the right
the southern end of Borre Lake, whose banks are so flat at this place
that their rise is almost imperceptible. On the ridge toward the north
and northeast from the lake lies Horten Graardene, and on the left side,
toward the lake, upon a level, almost barren slope, are about twenty-
four mounds of various sizes. There has long been a tradition that the
Kings Eystein and Halfdan lie buried in. two of the most northerly
mounds.

Upon excavating one of the mounds and removing a quantity of
sand the workmen, early in 1852, struck some rivets and nails, which
led to the belief that it was a ship mound. Several articles were de-
stroyed by the eagerness of the workmen, and the work was temporarily
suspended during the winter. The results of the excavation were a
lump of bent iron, 2 to 4 feet long and 2 feet broad, much eaten by
rust, and of unknown use; next, fragments of an ash kettle of riveted
iron plates, and of quite common form, with two ears as handles; a
quantity of rivets, often with adherent wood fragments of ship’s planks
and some even with appended oakum; bones of three horses and one
dog, and finally a twisted iron chain with the pieces belonging to it;
fragments of a black glass jug with white enameled strips; an iron ax
of the oldest type; two bits of iron; fragments of three stirrups, and a
pair entire, all of iron, the one covered with thin silver plates and of
very ancient form, the other more like those now in use; several frag-
ments of saddles; part of a leather bridle with bits, head gear covered
with ornamented plates, and with knobs on the end of the straps, spans,
and a small bell. These things were lying somewhat aft of the ship’s
center, and in such a position that one horse with saddle and bridle
(in whose vicinity the ash bucket and glass jug were found) was close

 

'N. Nicolayscn: 0111 Borrefundet,1,1852. In l”'meningen til Noiske Fortidsmiuv
desmaerkers Bevaring Aarsberetning for 1832, p 25. 1111 deseiiption given has been
utilized in the above account. Annaler for Nordiske Oldkyndighed og Historic,
1858, p. 186.

602 REPORT OF NATIONAL MUSEUM, 1891.

to the starboard side, the second horse and dog near the port side, the
third horse also on this side, but outside of the boat.

A second excavation was then undertaken with a View of learning
particulars of the shape and size of the ship, a point of so much more
interest, as little was known of the size of ancient ships.

Attention having been called to a layer of coal, about one-half of
an inch thick and extending across the mound, and that former finds
had first been made at that depth, everything above this layer was re-
moved. Just under the coal layer ship nails were found in both direc-
tions, horizontally and vertically; but it was soon discovered that the
mound had been so disordered by the first excavation that the present
object could not be attained, since the whole aft end, and with exception
of about 2 feet distance from the prow, the entire port side, was torn
away. It could only be ascertained that the ship stood toward west-
southwcst and with the prow up toward the land; that by its sharp-
built fore part it much resembled the present Sognc or northern coasting
vessels, and that it, like those latter, was riveted, four boards in height,
each board 8 inches wide. As a tolerably large piece of wood with a
nail had before been found, with which also the tar on the outer side
and a piece of the oakum between the planks was preserved, the thick-
ness of the latter could be estimated. 'It came to about 1 inch be
tween the inner side of the nail’s head and the riveting plate, but as
the head of the nail is driven somewhat within the outer side of the
plank, each of them must have been half an inch thick. It was hardly
possible to determine the ship’s breadth. Its length, from the prow to
the hindermost nail, measured 38 feet, and judging from the piece of
mound which lay behind this nail, the length of the whole ship can
hardly have been more than 50 to 54 feet.

0f other things were found only a fragment of the forementioned
glass jug, one of the usual beads of white crystal, probably Belonging
to a feminine neck ornament, together with a soapstone knob, pre-
sumably of a spindle or distatt'.

Considering all these circumstances, this funeral seems to have taken
place in the following manner: After the place had been determined
and the upper layer of earth to the gravel carried away, the ship was
dragged up there placed in position, and sand thrown up around it.
The interior of the ship was then filled with a finer kind of sand, espe-
cially in the vicinity of the articles and animals deposited in it, but so
as to leave open a space for the kettle. The litter with the dead bodies
was then placed on the flat side of the pile, and after they were burned
the «shes and bones were collected, placed in the kettle, and deposited
with the other articles in the ship; thereupon the hole was filled with
sand and a layer of the remnants of the pyre spread over the whole
mound, which was next given its complete form to the top.

According to the Saga,‘ as related by Snorrc and his informant,

 

 

' Ynglinga Saga, 0. 1i.

Save: 0* 233:1 2—523. awfivwgr‘swr _U_|>._.m FXX<_.

  

 

   
  

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

in
7
7
1
.oqe.u.. D..
a.o..o.:o . “ 2s
a...uo..... L
a....a.. 0
_ a..n. V
0 vi 5
sauna . w
500. .1
._. _ a
a-oosotaa S
onus m
¢..n e
c,..¢ as
«.90 D.aa
. ..o.. NW
_ .o.. Ad
.. Ln
.516 G0
._...o NL
H ..am Ecm
one: 7
t ma
o... A.“
_ am
* guaraZnooo .m.
.ooooo.u.a. M
:anuo.ooco D
. ooouuonwu N
_ nongovo.. w
o =.a.a...u
,, . , F
.9
V coco T
7 ..oo... A. . A
”’1 ...u.o. . fl 0
, .ooauooc..a ¥ B
f on.aoo¢oaoun..n
_ oo-oaesoa

 

.aaoonoooo o

 

Eggnog-no.

goouu..aao

 

 

u. I _
/ _.,.u.u...»...o
urn-0.....aooaao
o ...¢h.o. 4..
an O
o . Q a
u» a. . .o. an.
n.. ,. .
In. On

(Copied from “ Proceedings of Society of Ant

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

  

 

 

PREHISTORIC NAVAL ARCHITECTURE. 603

’l‘hjodolf,‘ the graves of Kings Hall'dan Iloitbein and his son Eystein
must be sought for in this locality,2 and it is therefore not i111probable
that the mound just described is the one which was ‘aised over the
remains of King Eystein, who died about the year 780.

Lackuliint/(t Boat. ‘—VVhile excavating a mound near the river Laeka-
langa, 1 mile fiom Lund,'l‘or11a dist1ict, Seania, the remains of a ship
were found, consisting of some pieces of iron and about one hundred
iron rivets, which varied in length from‘.’l to 4 inches, all l1avin11 laro'e
heads. Wood was found attached t1ra few oi these nails, but not suffi-
cient to allow of any reliable estimate as to form or dimensions of the
ship, which had evidently served as the sepulchre of some i111port11=nt
persons, whose bones were found in an urn around which had been de-
posited' the following articles: a sword and belt, bridle, and other
parts of a hors1’sequipment, stirrups, and the. iawbone of a 1100. The
implements much resemble those found 111 11 11111vc mound near Borre,
Now

The boat found at 81111110, England“ (Plate LXXVI).—ln the vicinity of
the village of Snapc, Suffolk, England, are located several tumuli ot'
v11 ious si/es, and during the months ot August, September, and Octo-
ber, 1862, one of these mounds, about 60 by 70 feet in diameter and
about 4% feet in height, was selected for excavation.

Among the objects found therein were several vases containing cal-
cined bones, of which that given in 191513118 resembles in form and color
the Angl-o Saxon urns de scribed 111 the plates of Neville’s “()bsequies;”
the urn in Fig“. 11.9 is considered to be P1 1itish.

Upon increasing the depth of excavation a few pieces of metal and
wood of doubtful character were discovered, but in such poor state of
preservation that in scraping the dirt from them they broke. They
appeared to have originally been of the thickness and length of a fin-
ger, with diameter of head of about the size of a florin, some knobbed
rather than flat, and others with a short projecting point. An exam-
ination of the broken ones indicated their composition to be laminae of
metal and wood with a bolt through them. Owing to the state of pres-
e1 v 11tion it w as decided not to disturb them any more, but to trace them
out in the soil, removing the superincumbent earth.

In continuing the exc a1v 1tion what seemed to be a floor of consider-
able size wa 11s uncovered with rows 1'1t these knobs 1)1'()J0( t1n<1 at reg-

1 Ynglinatal.

2N1)rsk Tidskr. f.Vi1lensk. og liter., Iv, 101. Norske Folks Hist., I, 377.

3117'uzclius, Atlas (1' : Lackaliinga Fyndet-Beskrifning om ett i Shane antritfl'adt
fynd franjeinaldein. In Annaler for Nordisk ()ldkyndighed og Historic. Kjoben-
havn, 1858, p. 179. 111-1121111113, Niles IL: Niigra fynd 11f fornsaker fran Bronx-och
Jernperioden. In la‘orhandlinger ved de Skandinaviskc Naturi'orskcrs. Syvende
Mode, 1856, p. 643.

4 Condensed from Septimus Darirlson’s description in Proceedings of Society of Anti-
quariesof London, 21lseries, vol. 11,1). 177. See, also, lv'raucis I'D-ancisiii “The Field,”
an abstract of which was printed in the Archwological Journal, v01. 20, p. 188.

 

604 REPORT OF NATIONAL MUSEUM, 1891.

ular intervals of a few inches. Carefully scraping or sweeping with
the hands between the rows, it became apparent that the intervals were
of wood, but so disintegrated and crumbling as to be almost of the
color of the soil. Further search revealed continuations of these rows
at an obtuse angle from the floor upward; and finally the shape of a
boat was uncovered, and it appeared that the pieces of metal and wood
above alluded to were the rivets used in joining the planks, laid clinker-
wise, and that the boat was flat bottomed.

 

URNs FROM BOAT FOUND A'l‘ SNAPE. ENGLAND.

(Reprodnved from paper by S llavnlson. in ['l'm'. Sue. Antiu London. Vol. II.)

The boat was 48 feet in length, 9 feet 9 inches in width, and 4 feet
high. There were (3 rows of rivets on either side and 4 or 5 at the bot-
tom of the boat, and in each row 7 rivets Occupied the space of 3 feet.
All the rows terminated in 2 rivets, laying one at the stem and the
other in the stern. This will be better understood from the accom-
panying plate of the boat with longitudinal and transverse sections.

Among the articles found in the boat were some human hair of
auburn color, a couple of pieces of cloth, a ring, and some pieces of
glass. The ring was a thick band of gold with raised center, the sides
ornamented with fdagree of the later Roman type; and the setting,
apparently Anglo-Saxon, held an onyx of dark color, the intaglio being
evidently of Roman origin. The general form may be compared to the
Saxon rings found at Bossington, H ants,1 \Varkworth.2

The glass, of light orange tint, was in minute pieces, and obviously
of Anglo-Saxon origin. In its unbroken state it must have resembled
the vases found at Fairford, (,lrloucestershire;3 at Castle Durham;4 at

 

1Journal of the British Arehazologieal Association, Vol. I, p. 241.
QAl'chzeological Journal, Vol. VII, 1). 19].

3“Archzeologia,” Vol. XXXIV, p. 82; \Vylie’s Fail-ford Groves, P1. 1.
“Ibid, Vol. xv, P1. 37.

 

PREHISTORIC NAVAL ARCHITECTURE. 605

 

it Reculver, Kent;' in Kent ,2 at Chatteris, Isle of Ely;3 at Selzen, near
" the Rhine,4 and at Douvrend, in Normandy}

The most interesting circumstance connected with this find, accord-
ing to Mr. Davidson, is that abody was deposited in the beat. He says
that this has received special mention from Mr. Worsaae, who remarks6
that no instance of such burial has been brought to light in Denmark,
although in Sweden and Norway fragments of wood have been occa-
sionally found in barrows which have been presumed to be portions of
boats.7

Among the ship graves in which cremation of the dead formed part
of the ceremony, Montelius8 mentions that discovered in 1884 by S.
Siiderberg and C. Follin upon the island of ()eland;0 further, one exea~
vated at Ekrem, Romsdale district, 1” and the ship found near Roald’s
church, in Stindmore, “ of which the keel and part of the bottom were
well preserved, while of the sides the rivets only were left; aft of the
mast aheap of burned bones and two iron axes were discovered. The
boat of Bjiirnes, North 'l‘hrondhjem district, 12 can be traced in outline
by the rivets lying in rows as they had fallen out of the sides of the
boat; bones, nails, eoal ashes, an iron arrowhead, scales of bronze, and
glass pearls constituted its inventory.

0f ship burials in mounds without cremation mention is made in the
Sagas,” and it is to these graves that we must look for confirmation of
the 'arious accounts given us of the ships of the people of the north.

A large number of tombs have been brought to light,14 but in almost
every case the woodwork had, for the gr utter part, decayed by its long
rest in the earth, so that but insuflicient information would be collected
as to the precise form and dimensions of the sepulehral ships or their
position relative to the sea.

Only in two cases have the ships, together with their boats, been
sufficiently preserved to permit of restoration, and these ships will be

 

1 Ackermann’s Pagan Saxondom.

‘~'Now in the British Museum.

3Gent. Mag., 1768, pt. L.

4 Lindenschmit: Todtenliiger bei Selzen; in Coll. Ant., Vol. II, p. 51.

5 Coclwt: Normandie Souterraine, p. 399.

6 Worsaae: Primeval Antiquities of Denmark, 1). 102.

7Guide to North. Antiq., p. 30; VVorsaae: Zur Alterthumskunde des Nordens.

Silfonlelius, 0.: 0m lriigsiittning i skepp under vikinga tiden.

9S6dcrbm‘g, .82: Beskrifning iifver den undersiikningsresa som han 188/1 med anslag
af Vitterhcts Akadcmien fiirctog pit Gland.

"’Aarsber. for 1X80 af Foren. til Norske Fortidsm. Ben, p. . 5.

i “ Lomngr, .1. : I Aarsber for 1874,- af Forcn. til Norske Fortidsm. Bev., pp. 37, 38, 88.

l”Aarsber. for .1874 af Foren. til Norske Fortidsm. Bev., pp. 47, 48.

“‘An Bogoveigi Saga, c. VI; llakon the Good Saga, 0. xxvii, xxxiii. LaXdzela, 0.
viii; Landnama, II; Vatnsda-la, c. xxii; Harold Haarfager, c. 42, 45, 46; ()laf’l‘rygva-
son, Saga c. lxxix; Ynglinga, e. L“.

”N. Fornlevn, pp. 20, 179, 21:3, 551; Aarsber. f. Norske Fortidsmindesm. Bev., 1869, p.
94; 1879, p. 292; 1880, p. ~15; (I. Ityyh: faste fornlevn og Oldsager i nordre 0g sqfindre
Throndhjems Amt, p. 241.

606 REPORT OF NATIONAL MUSEUM, 1891.

fully discussed later on; they are the Tune ship and the Gokstad ship,
both found in Norway.

The chlcl ( Upland ) {mated—In 1882 Mr. Hjalmar Stolpe, of the Arch-
aaological Museum at Stockholm, in excavating a number of graves at
Vendel, in Upland, about 40 kilometers north of U psala, discovered the
remains of several boats, of which he published a preliminary report
in 1883.2 The boats were found below the level of the ground, without
any mound having been erected over them. Of the boats nothing but
the rivets remained, but, as they were lying in regular rows, it was
poSsible to reconstruct the shape of the boats. They were found at
different depths, from 2 to (3 feet, one boat in each grave. They were
filled up with skeletons of domestic animals, kitchen utensils, etc., in
the stem, and amidships the skeleton of a warrior surrounded by his
weapons was found; that is, such ‘as originally the arrangement in
all the graves, but, unflirtunately, most of them had been plundered of
their valuables. Only one of the eleven graves was intact; in most
cases, however, the rivets were left in their places, the plundering of
the graves being confined only to the spot where the warrior and the
more valuable pieces of his equipment were to be found. 011 such spots
the rivets were found without any order, from the surface down to the
bottom. In all other parts of the boats the rivets were lying in parallel
rows, showing very distinctly the shape of a boat or small vessel,
sharp at both ends. In most cases nine or ten rows of rivets are to be
seen, indicating that the boats were constructed of at least four planks
on every side. The rivets are generally about 2 inches in length; only
in two boats three larger rivets (about 4: inches) were found close to
the stems; in some instances they were connected with pieces of iron
bands, but as they were found in the places destroyed by the treasure
hunters their use can not now be stated. They may have served in
connecting the keel with the sternpost.

In boat 1 the stern was destroyed by laborers in 1881, when the grave
was discovered, and the other parts of the vessel were so covered up
with skeletons (three horses, one bull, one ram, two dogs, one sheep,
two big pigs, etc.) that it was impossible to construct a plan from the
rivets [in situ. From the length of the grave it is concluded that the vessel
measured about 30 or 35 feet in length and perhaps 8 feet in width.

No. 2, plundered and destroyed, to conclude from certain facts, by the
laborers who built a church close by in A. D. 1300; the boat can not
have exceeded 24 feet in length.

N o. 3 may have been 25 feet long, but the part left uninjured by the
grave-robbers was too much covered with skeletons of animals (the rule
is three to four horses on the starboard side, the bull in the stern, and
the smaller animals on the port side) to permit the surveying of the
rivets; and when the skeletons were broken up the rivets were dislo-
catcd.

‘ Columnnicated by Mr. Hjalnial‘ Stolpc, in a letter of24th of May, 1892.
2Antiquarisk 'l‘idskrift, Vol. VIII, 1883.

 

PREHISTORIC NAVAL ARCHITECTURE. 607

The length of No. 4 was about 26.5 feet by 7 feet wide amidships.
Four planks to every side.

No. 5, no rivets.

In N o. 6 the grave 111easured 24 feet in length. Severely damaged.
Rivets found only along the south side of the grave, over a space 16
feet in length, 3;} feet in width; apparently disturbed.

In No. 7 the boat was very distinct. Length, 29.8 feet ; breadth, 8
feet. In the stern 3 large rivets.

In No. S the grave is 25.5 long; boat uncertain.

N0. 9, the only grave found intact. The boat, 29 feet 8 inches long
by (3 feet 5 inches wide. In the middle the skeleton of a man, with two
swords, two shields, one adze, one spear, arrows, comb, knife, several
chessmen, and half a Kufic coin from A. D. 914 to 943.

In No. 10 the boat was 35 feet 5 inches long, 4'1 feet 9 inches broad.

[11 No.11 the boat was 31 feet long by 6 to 7 feet broad.

As t 1 their ape cthe graves differ very considerably. From the most
ancient one, dating from the beginning of the seventh century, there
is a coherent chain down to the end of the tenth century, perhaps
indicating generation after generation of a chief’s family.

Not far from the old burial-place is a lake formerly communicating
with other lakes and rivers in the province.

The 1.3151415 boats.‘—On the island Bjiirko, in Lake Malar, the ancient
city of Birca, mentioned by Adamus Bremensis as the place where
Ansgarius, in the ninth century, preached the Gospel to the heathenish
Swedes, and supposed to be identical with old Sigtuna, the remains
of two large flat-bottomed boats were found within the wall surround-
ing the place where the old city once stood. The rivets indicate a size
of about 1‘.) feet in length and 5 to 6 feet in breadth. 0f their con-
strue Ition nothing could be learned.

In the 01/016315L the sites of three ship bulials have been loc 1tcd as
follows:

In 1841, by Mr. George Petrie, in a sandhill in Westray;3 in 1855 in
a mound situated in the bay of Pierowall, and explored by Mr. Farr-er;4
in July, l86f’1, in a mound in the bay of I’ierowall explored by Messrs.
Farrer and (lreorge l’etrie.”

The contents of the se burial places, howevei r, owing to the nature of
the soil did not permit of any details and simply established the fact
of having contained ships.

In the lmroc Islands no traces of ancient ships have been found.“

' l(,‘o1nniunicated b» \Ir. Ili 111nar Stolpc, oi Stockholm, by letter of May 24 1892.
il’rocccdings, Society oi Antiquaries of Scotland, 1879—’80, p. 79.
“111171., vol. V, p. 16.
" [bi(l., vol. 11,11. 158.
5 Il)i(l., vol. 'V, p. 300.
“Conununicated by Mr. Louis Bergh, (1f’l‘horshavn, March 23, 1892.

608 REPORT or NATIONAL MUSEUM, 1891.

Ultuna ship.‘—In excavating a sandhill at Ultuna, three-fourths of a
mile from U psala, Sweden, two layers of a dark substance were met which
were soon discovered to be the remains of the rotten sides, or boards, of
an ancient ship. In these layers were found a large number of iron nails
from 1% to 2 inches long, with a round head at the one end, and a square,
riveted footpieee on the other, undoubtedly used for holding together the
side planks of the ship. The width between the layers was about 8% feet;
their length could be followed 19 feet, but as a part of the hill’s edge
was formerly dug away, the entire length of the ship can not now be
determined. Since the ship’s bottom lay about 8 feet below the natural
surface level, it must be supposed that a depression was dug in the hill,
in which the ship was placed and the hill erected over it. Just on the
bottom layer there were found remains of a human skeleton with bones
of two horses, buried in the stern of the ship; further forward there
were also bones of some domestic animals; a double-edged sword of
iron and a large number of articles and ornaments of bronze, iron, and
bone were found under a covering of loose stones which had probably
formed a tube in the interior of the mound, which had fallen to ruin
when the deck, where such was found, had rotted and fallen to the
bottom of the ship.

Of mound-settings in ships in which the human remains were buried
unburnt, descriptions are given by Montelius,2 Niealaysen,3 and others,4
and although in most cases the wood has molded away, the outlines of
the ship are shown by the numerous rivets deposited in rows, sharply
contrasting with the light sand in which the ships have been buried.
Among these finds may be mentioned the remains of a boat found in
1853 near Hof, in Donne’s parish, Nordland District, which contained
two human skeletons, skeleton of a dog, shield bosses of iron, and near
one of the skeletons ornaments of bronze, pins, rings, implements of
bone, an iron kettle, glass, pearl, and scissors.”

In Northern Norway (Trondhjem distiiet) traces of boats have been
found in grave mounds, but they were so much decayed that but very
few important details have been observed , in fact, the wood was almost
everywhere completely rotted, leaving only a couple of brown-colored
lines in the gravel. Fragments of frame timbers, knees, etc., have
occasionally been found in bogs in a tolerably uncorrupted state, but
these seem to belong to more modern times and are of no particular
interest as to construction.
lHildebrand, 1i. [1].: Nagra l‘ynd at' fornsaker fran Bronx—och Jernperioden. In
Forhandlinger Ved dc Skandinaviske Naturt'ol‘skers. Syvende Miide. Christiania,
1856, p. 643. Annaler l'or Nordiske ()ldkyndighed og llistorie, 1858, p. 188.

‘-’ .llonlelius, (I. : 0m hogsiittning i skepp under vikingatiden.

" Nicolayscn, N. : Norske l'ornlevninger, p. 20, 245, 588.

“ Aarsber. afForcn. til norske lr‘ortidsmind, Rev. 1871, p. 13.

"‘ Nioolayscn, .V. : Norske fornlevn, p. 681, 0'82; Lorangc, -1. :. Samlinger afNorske Old:
eager i Bergens Museum, p. 192, 193.

 

é

PREHISTORIC NAVAL ARCHITECTURE. 609

The following traces of prehistoric boats have been discovered in
Trondhjem Amt.1

In Valnesset, Bjugn parish2 (630 50’ N.) a boat was deposited over the
dead body, bottom up, 20 to 22 feet long, 6 to 8 feet bread, 7 § inches
between the nails which were partly 1:1» and partly 2% inches long—
the latter most likely through the keel and the ribs; was placed in an
east to west direction, parallel to the near shore-line, the bow most

. likely pointing to the west.3

In a mound at Tunnel, Bjugn maria-IL, were found two rows of nails 6
feet distant from each other. A part of the stem, probably of oak,
could be seen in the east end of the mound, with a large iron loop
fastened to it. The head of the body eastward. Together with it were
here found more objects than in any of the other interments, namely,
a silver bracelet, bronze scales, some implements of bone, etc.“

On the Isle of Snotm, Aquord parish(630 51’ NJ, four boats, ap-
parently of fir, have been found in four difi'erent mounds, 22 to 24 feet
long. The iron nails were of the same dimensions and with the same
distance between them as above. In one of these the nails were of
three different sizes. In one of the mounds the body was deposited with
the head towards the cast, in the others towards west and northeast.5

At Gravrok, Melhus parish, about 20 kilometers south of Trondhjem
and consequently as far from the coast (while the above-mentioned
finds have been made along the coast) a similar boat seems seems to
have been deposited in a mound.6

Storhaugcn shipF—Upon a small plateau formed by Karmisland (Kar-
Ineen), about 160 miles from the shore in Avaldsnes Bay, Bergens Stift,
Norway, stands a mound in which, in 1887, the remains of a ship were
discovered, the antiquity of which appears to date back to the days of
the strife in the North between paganism and Christianity.

Oaken boards and other worked pieces of wood found occasionally

seemed to indicate the existence of a boat, but as the excavations were

carried on unsystematically and the finds represented little, if any,
antiquarian value, special attention was not given to the matter until
in 1887, when, upon proper representation, systematic excavation was
begun under the skillful management of the late Dr. A. Lorangc, of
the Bergen Museum.

1 Kongeliga Norske Videuskabernes Selskabs Ski‘ifter f. 1878 and 1879; Aarsberct-
ning fra foreningen til norske fortidsinindesmavrkers bevaring.

2 Aarsberetning, etc., 1873, pp. 8, 9.

3 For this information I am indebted to Mr. K. Lossins, deputy manager of the
Archzeological Museum of Trondhjem.

4 Aarsbel'etning fra foreningen til norske fortidsniindesinasrkers bevaring,]872, p.36.

5 Aarsberetning, 0,130., 1864 and 1874, pp. 16, 17.

"'Communicated by Mr. K. llossius, deputy manager ot'the Archaeological Museum
of 'I‘romlhjenl.

7 Lorunge, 4L: Storhaugen pmi Karim/Men, Nyt Skibsl'und fra Vikingetiden. In Her-
gcn’s Museum Aarslmretning. 1887. De (.llmillu: (lunnarhaug ship discm'cred in
Bergen Stift in 1887. In Viking Age, vol. II, p. 335.

SM 9.1, PT 2 39

 

 

610 REPORT or NATIONAL MUSEUM, 1891.

In the central line of the mound a depression from north to south
was observed which continued throughout all the layers and gave evi-
denee of a general caving in'in that line of the original structure; and
in that line, directly under the depression, the oaken keel of a ship was
found in a space formed by two stone walls 33‘; feet (1 meter) high and
broad, set 20 feet (6 meters) apart and running parallel with the keel,
which was supported by three pair of stone pillars. At this place too
several pieces of pressed and tarred seaweed were found which had
served as caulking.

 

 

Fig. 120.
STARBOARI) GUNWALE or STORHAUGEN SHIP.

(Reprmlurml from A. Lornnm» “Smrhnngvn irzl Knrnmen." in Brrgena Museum, AnrsbPrJRRI'.)

About 4 feet from the center the two parellel walls were inter-
sected by a third wall, on the south side of which was found the star-
board gunwalc of the ship in a good state of preservation, two planks,
and three short timbers (Fig. 120). ()n the inner side were the top
pieces of two ribs connected by short timbers which appear to have
given support to the gunwale; they were fastened with iron nails and
also with a rivet of the type found in the Mokklebyst ship. The boards
were tongued and grooved and riveted together; the other planks
were nailed from the outside. Owing to
the absence of floor timbers the ground
plan can not now be shown; the finding of
a piece of board with a clamp (Fig. 121)
W" suggests a construction similar to that of

the other known ships. In the fragment
of the top plank are three oval holes
about 3 feet apart and evidently intended
for the ours. The upper part of a pine oar
was found near the ship’s side, standing perpendicular, with the handle
downward. Another finely smoothened fragment shows two patches
fastened with trenails and so carefully joined ‘
that it requires an experienced eye to discover 3;
them.

In the southern part of the ship, near the
keel, were found the scattered remains of a ..
nimbly built boat, the boards of which, a little 0 #lg' 1:32"

Am ED CLAMP.
more than one-third of an inch in thickness i$1.0m“Nyiskmsrmnrm
and finely smoothened were joined to each "'k"‘g””“"”‘"M”)
other with clinched nails and tied to the ribs by means of carved
clamps (Fig. 122). Along the inner side of the top plank runs a strong

 

Fig. 121.
FASTENING 0F PLANKS.

(From A. [.orange. "Nyt Skilisfund fm VlLlllgl“
“den." 1%,)

    

 

PREHISTORIC NAVAL ARCHITECTURE. 611

edging. Over the well-preserved fragments was placed a gangway of
fir (Fig. 123).1

The inside of the ship was lined with a layer of'moss as if to prevent
direct contact with the soil of the mound which was to be erected over
it; the prow was filled with large lumps of iron rust.

The ship appears to have had a length of keel 01766 feet (20 meters);
the width, from the space between the pa ‘allel walls, may be estimated
at 16% feet (5 meters). No t “aces of mast or sailing arrangement hav-
ing been discovered, it is surmised that the ship \ 'as used exclusively
for rowing, with a distance between ears of 3 feet, as suggested by the
holes in the top plank.

 

Fig. 123.
GANGWAY.
(From A. Lornngt', “ Nyt Skihsfund {ru Vikingctiden,” 188R.)
During the progress of excavation the following articles were dis-
covered:

(1) A shovel formed tool (Fig. 124).
(2) Tool of fir (Fig. 125).

(3) Tool of oak (Fig. 127).

(4 An oaken board 6 feet (1.8 meters) long and 4 inches (0.11 meter)
wide, with two notches in the middle and two on one end; this piece is
roughly hewn and not planed.

V

    

      

Fig. 124. Fig. 125. Fig. 126. Fig. 127.
ToeLs FOUND IN S’I‘ORHAUGEN SHIP.
(From A. [.orunge. " Nyt Skihsfinnl fra Vikingetiden,”1888.)

(5) A bat ofoak (Fig. 126).

(6) Oar-shaped tool 4-0 inches long with a short, broad blade.
(‘7) Club formed tool cut off at both ends.
(3) Two round poles 17 feet and lOf'eetlonguml a littleover 4 inches
diameter.

 

o ,
'Aarbog, Bergens Museum. 1880, p. 72.

612 RErORT or NATIONAL MUSEUM, 1891.

(9) Three profiled fragments of oak with ornamented edge.

(10) Several pieces of bast rope.

The observations made would indicate that the vessel had served as
the last resting place of a chieftain whose remains were placed in a
sepulchral chamber erected over the ship formed of rafters which found
a support upon the stone walls beyond the board and erected for that
purpose, while the intersecting :ross wall gave support to the gable
end of the roof. In the chamber thus formed and covered with plenty of
birch bark, as shown by the shavings left in the place, the dead was
deposited in a sitting or lying position, near the south end of the wall
upon which were found two swords, one spear, several blacksmith tools,
Whetstones, a little box, fire steel and flint, etc.

At the foot of the wall stood an iron pot with a round edge bent
over but sadly rusted away; near by two beautiful checkers, a sinker,
a waxen tablet bearing the mark of a cross, and a gold buckle.

While of animal remains only the accidentally preserved jaw of a
horse was found, its occurrence suggests the usual funeral customs ob-
served in other ship graves of that kind, after the completion of which
the mound was erected over the entire structure.

The gradual settling of the earth and the enormous pressure exerted
thereby upon the funeral chamber resulted in the crushing in of the
comparatively frail structure, the earth filling the entire vessel, tearing
it asunder and distributing its contents throughout the soil; the absence
‘of human and animal remains may, therefore, be ascribed‘to the direct
contact with the soil into which they, in the course of centuries, be-
came absorbed without leaving any distinguishable traces.

With regard to the antiquity of the ship, tradition connects the place
upon which it was found with the battle of Rastarkalv, in which Hakon
the Good defended Norway’s independency against the Danish king.
The saga tells us that after the battle was over the king had some of
the ships of Eriksson drawn ashore, placed Egil Ullsaerk and other
slain men into it and built them an honorable grave; he had the mound
raised over the funeral ship and erected bauta—stones upon the same;
and it is, therefore, not impossible that the ship found at Storhaugen
is the ship which Hakon “mounded” in memory of the fallen heroes
in the year 953.

The Tune Sim); ’ (Plate LXXVII).—Acc0r(ling to old reports, a ship
was said to be buried in a mound located on the farm of Haugcn on the
Rolfsisland, about three-(platters of a mile above the town of Frederiks-

' Skillings Magazine, 1867, pp. 717—719, 724, 738—739. Polyteknisk Tidsskrift, 1867.
Gadc, G. : the ancient vessel found in the parish of Tune, Norway; Christiana. 1872
[employed in the descriptiim here given]. .lliillrr, 11.: Sokrigshistoriens \‘igtigste
Begivenheder, p. 1. Tamil, N. Isl: l)e nordiske liangskilw. ln Aarb. fnord.01dk.
0g Hist. Copenhagen, 1886. Par/m: l"o.rlutll 41.: The Flu-ls of the World, New
York, 1876, p. .151. .\"imlu_i/mrn, .V. : Langskilwt [‘ra (iokstad Kristiania, 1882, p. 12.
Moniclius 0.: The Civilization of Sweden in lleathen Times; translation by F. II.
Woods, London, 1878, p. 185. Iforhnu'r, Gm). 11.: Norsk Naval Architecture; in Pro-
ceedings U. S. National Museum, vol. 1X, p. 454.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

ANCIENT SHIP FOUND IN PARISH OF TUNE, NORWAY.
(Copied from G. Gade‘s “ The Ancient Vessel found at Tune,” 1872.)

'Jawqaog—‘wgl ‘umesnw [euopeN 4o uodea

'IIAXX'I 3J-V‘ld

 

 

PREHIsroRI’c NAVAL ARCHITECTURE. 613

stad, and about 600 meters from Visterflo, one of the branches of the
Glommen River, in the parish of Tune, which has preserved the most
remarkable and probably the oldest of Norwegian Ruuic stones. Over
a century ago excavations had been made in the progress of which the
existence of the ship appears to have been determined. Acting on
these reports, the owner of the farm, in about 1865, began a search for
the ship, and after several ineffectual attempts succeeded in uncovering
a part of its inner side. The, discovery being reported to the Society for
the Preservation of Norwegian Antiquities, the proprietor of the farm
desisted from further search and allowed the exca ration to be made by
Prof. (). Rygh, under the direction of the society.

 

Fig. 128.
CUNS’I‘RUCTION on TUNE SHIP.
(From (l. Gude. “ The ancient vessel found at Tune." 1872 }

Owing to the circumstance that the ”round covered by the mound
had been under cultivation for many years, its original shape had been
modified, and its former size could not be correctly estimated; it ap-
pears, however, to have been round, about 13 feet high, with a cir-
cumference of between 450 and 530 feet. It is situated on the slope of
a hill facing the river.

The lowest layer of the mound consisted of a stiff clay, and to this is
due. the fair state of preservation of those portions of the ship imbed-
ded therein; the upper layers consisted 01‘ other kinds of earth, and all
portions of the vessel surrounded by them had been destroyed, not
even a trace remaining. It was best preserved in the middle, where
the clay had been thickest; the extremities had suffered considerably,
and only the very low 2st portions of the prows have been preserved.
The pressure of the heavy mass of earth appears to have resulted in
the breaking of several of the ribs and in the bending of some of the
boards, but the principal parts are fairly well preserved and most of
the nails undamaged.

In the mound the vessel stood on a level with the surrounding surface
of ground. Both of its ends being almost alike and very pointed, it
would have been a very difficult matter to determine which is fore and
which aft but for themast, whereby it became apparent that the north-
ern end is the stern. Its position relatively to the sea, therefore, eon-
firms the many references made in ancient writings that the burial ship
was placed sea\ 'ard or (llommem aid, to be ready, under the command
of its master, to be launched upon the element that had been its home.

The ship is of oak, clinker built, and is composed of keel, stem and
stern posts, frame-timbers, beams, kne is, and planking. (Fig. 1:58.)

614 REPORT or NATIONAL MUSEUM, 1891.

The keel, with a length of 45g- feet, is made of a solid piece of oak
and is fitted directly to the stem and stern (Fig. 129); the Width amid-
ships, owing to the absence of some of the upper planks, can not now
be determined accurately, but may be estimated at 14.} feet, with a per-
pendicular height from keel to bulwark of somewhat over 4 feet.

The frames, thirteen in number, are

 

 

 

 

 

Y I
3 united by crossbeams, and are not fixed
1 ' ’x to the keel, but he free above it. ()n the
J 0 ° ‘ 0 Cl top of the frames, fitted onto the over-
. in"
L l 4 E ‘ ‘, ly 1],, limbs of UK knees and then (on
“ tmuations, rest the ends of the beams,

Fig.129.

Comment»: BETWEEN km. up STEM thus forming a ledge for the ends of the
(rum. e. um, um, "nit”; vessel Cuuul ul'l'um‘." bottom boards to rest in. The knees are
”'2' attached to the beams.

The ribs (Fig. 130) are built of three different layers of wood, of which
the upper and lower ones are of oak, the upper one exhibiting molding
and carved ornamentations, and a middle layer ot’tir, which is wider than
the others and projects on either side. The relative distance of the ribs

 

 

 

 

 

Fig. 15:0.
Rm or TUNE Slur.

(From (i. (hide. " The anew"! vessel found :1! Tune." l‘T'l.‘

is rather regular, namely, 2 feet 7 inches. The under side of the ribs
have been provided with holes, through which the ropes were passed
that connected the planks to the ribs.

The ends of the beams rest on the top of the frames. where the.) are
fitted on the overlying lower limb of the knees and its eontinuations,
and as both these are somewhat narrower than the beam, a ledge is
formed on which the ends of the bottom boards rest.

The planks (Fig. 131), twelve in height, all orna-
mented with molding on the edges, are laid in the $1
ordinary manner of clinker-built ships, each upper
plank projecting a little over the edge of the lower D ,1
one. Their width is from (3 to 12 inches and their
thickness 1 inch, with the exception of the eighth .3
plank from the bottom, whieh is more than :3 inches
thick.

Where the boards are joined they are eut ott' ob- i E
liquely and held together by three rivets having LVV

 

      
 

 

 

round heads on the outside and square ones inside; WH“
. . . . . Fin'. 131.
( I K A ‘ ‘ ' n )‘ 0
they ale placed at Intervals ot hom o to 9 lllClth. “mam-u 0F l’LANKs'ro
Only the bottom plank and the two top planks {18s.

{From (3. Gade, “The ant-lent

are fastened to the timbers; iron spikes had been \eszsvll'onlnlnlTune."li;'2.)
used to fasten the gal-board to the keel, and trenails
to fix the two upper planks to the knees; all the intervening planks,

PREHISTORIC NAVAL ARCHITECTURE. 615

although fastened to each other by bolts of iron, riveted together, have
been tied to the frames by means of apertures placed at regular inter-
vals, partly in ledges 0n the frame timbers and partly in cleats pro-
jecting from the planks themselves; or, in other words, on the inside
of the boards, at every rib, a long clamp had been carved out of the
wood; two holes had been made in the clamps and in the under side
of the rib a similar one, through which the rope had been run.

It seems surprising that a people so far advanced in the application
of the useful arts should have bestowed so much labor on the shaping
of the plank without some definite purpose; it would appear to us that
this peculiar method of joining had rendered the ship rather weak,
although it may, at the same time, have given it more elasticity and
increase in speed.

    

 

Fig.132.
5UII.I)ING or A SIIII’.
(Rl‘prudul’vri l'rum Edward .7. Lowell, “The Human 'l'npesn'y.” m Svldmer‘s Magumine, March, 18H7.)

As previously stated, the ancient (,i‘rula law specified two classes of
workmen engaged in the construction of war Vessels which the district
had to furnish—the carpenters who prepared and framed the skeleton,
and the workers on thin boards, who whittled the boards and put them
on, and the latter class appears to have been charged with the laborious
task of preparing the planks, which, in addition to the cleats, were pro-
vided with beaded edges within and without. Figure 132, taken from
Edward J. Lowell’s paper on The l'iayeux 'l‘apestry,1 illustrates the
method employed in shaping the planks.

The tightening of the joints was effected by means of a thin layer of
oakum made of cow’s hair.

The gunwale being entirely destroyed, the form oftholes can not be
ascertained; it may, however, be assumed that they have been of the
same pattern as is still in use in the boats on the north and west coast
of Norway. The rowlocks of' all the Northland boats, from the most
ancient to the present Norwegian fishing craft, exhibit the same gen-
eral model, although they difi‘er from one another in size and details of

 

lIn Scribner’s Magazine, March, 1887.

616 REPORT or NATIONAL MUSEUM, 1891.

work. 111 every case they are cut out of one piece of timber. The rep-
resentation given (Fig. 133) is from a boat built at Rannefjord, in the
Nordlands Amt, about latitude 660 north.

They are called “keiper,” and the same term “keiper” is found in
old Icelandic Sagas.‘ The keiper consists of a piece of wood fastened
to the gunwale by wooden pegs, bearing an oblique]j111(g_1,11(1110‘a.ti011 at
one end, and furnished with a loop of wickerwork rope or leather

 

Fig. 1:13. Fig. 134.
()AnLock. RUDDER or TUNE SHIP.
(Drawing from lllmlwl in l‘. .\X NHYHHHII Muse-1m.) {From H. Guile, “The anclem \wsse] fonndat Tune."1872.)

through which the oar is passed. and which prevents its slipping out
of the keiper while rowing.

()i' thwarts no trace was found and their number can therefore only
be estimated from the number of ribs.

The rudder (Fig. 134), which was found lying across the vessel, is of
fir; its original position had been somewhere before the sternpost on
the right side of the ship. it consisted of a plank in the shape of a
broad oar 4 feet 7 inches long and 10% inches wide, the lower portion
of which, in the middle and ' inches from the upper edO'e, was provided
with a round hole through which it w is fastened to the side of the ship
by means of a rope, while its short, round upper neck was caught by a
grummet. A small aperture in the opposite direction of the blade was
made in the upper part of the neck for the tiller, which stood perpen-
dicularly on the flat side of the blade. The rudder was mounted With
ironf to which one or more 0 amps were added down toward the heel of
the rudder.

One of the points of especial interest is the peculiar uni-liner in which
the mast was secured. A larU‘e, square hewn oaken block (Fig. 135),
extending 111 uniform le1111 th 0\ er five frame timbeis and fi\ e beams, is

Il1 orniuanu‘t Siig'1111:.\11or1'1es l dda 31131111111111; B1 low 1.\,p.18.

 

PREHISTORIU NAVAL ARCHITECTURE. 617

laid amidships along the keel, notched to admit the frames, and above
it rests another still larger oaken block (about 121; feet long, a little
over 2 feet wide, and 1{- feet thick in the middle, but decreasing toward
the ends, which are shaped like a fish-tail) grooved to admit the beams;
and it is further fixed to the beams by knees or crooked timberheads.
A little below the center rib a square hole, 3 feet 9 inches long and 11
inches wide is made in the upper block for the mast, which rests upon
the surface of the lower block. A stump of the mast, about 2 feet
long, was found standing in the hole, together with a stump support-
ing it, which is formed by a projecting thick knot of wood, leaving a
space between the mast and the side of the slot in the mast-block. The
intervening space was probibly filled with plugs. A little in front of
the mast there is a smaller hole, which probably accommodated some
additional support for the mast.

 

 

Fig. 135.
MAST-Bunk or ’l‘L'M; SHIP.

(From (S. (lad-n ”The mi'u-rt \Hssvl ilillli-l :Il 'I'umz" I~72ij

Just behind the mast the unburnt bones of a man and of a horse
were found; there were also some colored glass beads, some pieces of
carved wood, some cloth and the fragments of a saddle, and a. portion
of a snow skate. The inside of the vessel had been covered with a
layer of moss before the mound was thrown up over it.

According to Mr. (la-dc, United States consul at Uhristiania,l “in
the southern end of the mound at the height of the gunwale and still
higher, traces of iron utensils were seen at many places, but they
were so rusted away that there was hardly anything left but some
stripes of rust in the *arth. Nothing of it- eould be preserved and it
was only in a few instances possible to make out what ithad been. For
instance, near the prow, at the *astern gunwale of the vessel, the 112111»
dle of a sword of the form used in the Viking period was clearly dis-
tinguished; nearly opposite on the western side the point of a spear
and the boss of a shield seem to have laid. Just where the prow must
have been lay a long, heavy lump of iron rust, apparently a fragment
of a rolled up coat of mail. On the western side. of the gunwale about
Opposite the mast there was a heap of horse bones, but so decayed that
only the teeth could be exhumed in any way whole. They were ex-
amined by a veterinary surgeon, who declared that there must have
been the skeletons of at least two horses, viz, of an older and a younger
animal. In that part of the mound V: s also found a little round bung
of oak, such as might be used. for a barrel, and also several oaken

‘The ancient vessel found in the Parish of ’l‘une, Norway. Dedicated by the
translator to Commander Stephen ll. lxr-e, U. S. Navy, in remembrance of the
United States corvette Jimium’s visit to Norway in 1871. Kristiania, 1872.

618 REPORT OF NATIONAL MUSEUM, 1891.

sticks, 2 to 4 feet long, somewhat pointed at one end, scattered here
and there in the vessel. At many places inside the vessel, but not
equally distributed throughout it, juniper branches which had been
pulled up with the root were lying in the clay and still so well preserved
that the needles could be distinctly seen. Finally, under the vessel, on
its eastern side were found an oaken spade or shovel and a hand-
spike made of a young oak trunk, of which the bark was partially pre-
served. The articles found in and near the vessel completely estab-
lished what might also have been supposed without their testimony,
viz, that one had come on a ship-tomb from the younger iron age. The
ship was carefully drawn out of the river not far distant; it was placed
on the ground, the turf and earth having been previously removed.
The situation chosen was suchas was generally preferred for inter-
ments in heathen times, as the mound could be seen a great distance
on all sides and the deceased could thus enjoy from his last resting
place a fine view over the Country where he had lived and toiled. After
the space under the ship had been filled with earth the body of the
deceased was placed in its aft part where, as its captain, he had sat
when alive. The beads and the piece of cloth indicate that the body
was buried with the clothes on. By its side a horse and a saddle, har-
ness, and snow skate were laid. Thus he had ship, saddle, horse, and
snow skates with him in the sepulelval tuinulus. One involuntarily
calls to mind the ancient account of Harold Hildebrand, who fell at
the battle of Braavalla. Sigurd Ring ordered the body of the fallen
king to be driven into the mound on the chariot he had used in the
battle. The horse was killed, and Sigurd then had his own saddle
buried in the mound, “that Harold might choose whether he would
ride or drive to Valhalla.” A little farther out in the mound, and ap-
parently without regard to order, the weapons and several of the
horses of the deceased were buried. With respect to several other
articles discovered here, we can make the same remark as with the
articles now and then found in other tumuli, that it is rather difficult
to understand for what purpose they have been laid there.

We have, then, here considerable fragments of a vessel undoubtedly
belonging to the Viking period. It can hardly be supposed that this
is one of the ships in which the Norwegians of that period made their

, bold Viking expeditions in the Baltic, the North Sea, and the Atlan-

tic. A vessel so small in size, and built so 10 ' and flat, could not
be adapted to long voyages in the open sea ; it can only have been
used for coasting trade and shorter ex1')e.ditions.”

The Golcstad ship 1 (Plate LXXVIII).—In midst of a woodless plain ex-
tending northeasterly from the northern terminus of the Sandefjord is
located the farm of Gokstad, and near it is a mound, for centuries known

 

'Nicolayscn, X; Langskibet fra (iokstad ved Sandefiiord, Kristiania, 1882.
Aiming/sen, N.: The Viking" ship, discovered at Hokstad in Norway, Cln‘istiania,
1882. The Antiquary, August, 1881); December, 1881, 188:3, p. 87. Popular Science
Monthly, May, 1881 (borrowing from La Nature, view of ship in site). Nor'denskiiild:

Report of Nationa! Museum, 1891.-Boehmer. PLATE LXXVI”

 

THE GOKSTAD SHIP: SHOWING LOCATION IN THE MOUND.
(Copied from R. Werner‘s “Das Seewesen der Germanisuhen Vorzeit,” in VVcstermann‘s Illustrirte
Monatshefte, October, 1582.)

 

PREHISTORIC NAVAL ARCYHITIZ<’f'l‘LTltE. 619

as the “Kinu’s Mound” because, according to popular belief, a king
had been buried there with all his treasures, and it w: s in the expecta-
tion of finding these treasures that early in January, 1880, the sons of
the farmers of lower (lokstad began excavations of the mound. The
Society for the Preservation of Norwegian Antiquities being informed
of these proceedings, desired to take charge of theundertaking; after
conside ‘able negotiations with the proprietors they obtained the privi-
lege of opening the mound, and on April 27, 1880, Mr. Nicolaysen, the
president of the society, repaired to the spot to direct the work.

 

 

Fig. 136.
THE KING‘S MoUNn.
(From J. F. White, “ The Viking Ship.” St'ribner‘s Magazine, Vol. 11, N0. 5.)

The excavation was conducted with gr sat care by opening a passage-
way right through the middle of the mound, and the second day
already rewarded the diligent explorers by the discovery of a ship
stern lying right in the track of the excavation. Upon further widen—
ing the track the entire ship was gradually laid bare (Fig. 136).

 

Voyage of the Vega, London, 1881, vol. 1, p. 50 (illustration). Potter’s American
Monthly, 1882. Werner, .vldmiral l{.: Das Seewcsen der (lermanischen Vorzeit (i1)
VVestermann’s Illustrirte Monatshef’te L111, October, 1882. I’relfle, in Unitel Service,
May, 1883. Good \Vords, XXII, 759. lioehmer, (leery/e IL: Norsk Na Val Architeeture (in
Proceedings 17. S. National Museum, vol. 1x, p. 45:3). Memoirs de la Soeiéte Royale
des Antiquaires du Nord, 1887, p. 280. White, John. S.: The Viking ship (in Scrib-
ner’s Magazine, vol. 11, No. 5). Prcblc, in Ameriean Flag, p. 159. [M Costa: Pre-
Columbian Discovery of America, p. xxxvii. Fox’s Landfall of (,‘olumbus, p. 3.
Popular Science Monthly, XIX, p. 80.1,, TIL/fen, N. 15.: De Nordiske Lang'skihe. In
Aarb. f. nord. ()ldk. ogllist., 1886. Van Nostrand IGeleetic EngineeringMagazine, XXIII
p. 320. llig'ginson’s Intrgcr History of the United States. H'orsmle, J, J. -1.: Pre—
history of the North (English translation), London, 1886.

620 REPORT 011 NATIONAL MUSEUM, 1891.

I11 placinn' the ship in position at the time of the interment supports
had been p10\id1*d 11v placinr1 he 1vy, 10111111 logs at regular inter als
horizontally against both sides of the vessel, and thus the ship could
be fully exca *ated and left standing free without receiving additional
support. (Fig. 137 .1

The vessel rested upon blue clay, and to the upper limit of this all
the woodwork had 1)een well preserved; farther 11p, Where the clay oc-
curred intermixed with sand, the comparative lightness of the soil and
its greater capacity for absorbing" moisture had caused some of the wood
to rot away, 2111111111; it- the stem and stern, with the 1 ,djoining' planks, and

///////
///// ’////;/’V’// /)

    

 

N - //
. 1%é7f/l ’,

  

Fig. 137.
THE EXCAVATED SHIP.
(From 1{. \Verner. ‘ has Seewesen der gernnunschen Vorzclt." \Ves'terinann’s lllnstnrle Mountshefie, vol. 1.111, October, 182?? )

the gunwah (Plates LXXIX, LXXX), and the same fate the rest of the ves-
sel would in all probability have shared, but for the imperviousness to
moisture of the stratum of blue clay in which it was 1111beddcd to :1 large
degree, and for the pressure of the s11]11*1'1111'11111bent stratum of earth
which had bent the frames at almost right angles, thus removing“ them
from contact with the lighter top soil. ‘

Upon the completion of the successful excavation the vessel \‘as re-
moved to (,lhristiania and now forms 21 great attraction among the
exhibits in the Arclnrolog‘i '21] Museum of the toyal Frederiks Univer-
sity.(l’]21te1 XXXI.)

I had o1casion to \i1*\\ this i11tc1'esti1111 relic 011 111'. c 21sion of a Visit to
Norway, 211111 I 1111] now 1,111” . an account of the same from my own ob-
ser ations 21nd from the des1riptio11 <1iven in Mr. Nicolaysens splendid
work, "Laneskibet f121 (u‘rokstad ved Sandcfjord,” from which I have
drawn information as well as borrowed illustrations. (Plate LXXXII.)

The dimensions of the ship are: Length of keel, 66 feet (20.10 meters),
with a length overall of7‘2) feet 4 inches (23.80 meters) from stem to stern;
breadth of beam, 16.13 feet (5.10 meters), and perpendicular depth, 6
feet in the middle and 8.} feet at the extremities. It is of oak, unpainted,
clinker-built, and composed of keel, stem and steruposts, frame tim-
bers, beams, knees, and exter 1211 planking, and in its construction bears
21 striking resemblance to the Tune ship, previously described.

The keel is 66 feet in leng‘t11,e111li11g in strongly prominent stems
almost perpendicular at the top, joined to the keel by an intervening
tongued and gro1wed connection that is further secured by a double
row of spikes. Theheight of the keel is 12 inches, with an inner convex

'Jawqeoa—'1581 ‘wnasnw (euoguzN ;o uodaay

\s\y\§

 

 

'XIXX1 3lV7d

THE GOKSTAD SHIP. STEM VIEW.
(From a photograph taken in Christiania, Norway.)

 

PREHISTORIC NAVAL ARL‘Hl’l‘EC'L‘Ulufl. 621

curvature of 5 inches in the middle; the emls are thus higher than
the middle which, in connection with the prominent stems, has a tend-
ency to increase the strength by placing the greatest draft where the
ship is the broadest.

The ribs, seventeen in number, are not fastened to the keel, but lie
free above it at equal distances of 3 feet. The beams rest on the top of
the knees, the height of which corresponds to the tenth external plank
and thus a solid basis is formed upon which the comparatively lighter
superstructure rests. From the beams frame timbers extend to the
height of the fourteenth strake, and further support is given to the
structure by short timbers placed between every alternate frame and
extending from the gunwale downward, and by similar supports
mortised into the beams and with their lower ends cut so as to straddle
the bottom timbers.

The beams being wider than the ribs upon which they are fastened
and the frames of the superstructure, a ledge is formed upon which the
ends of the bottom boards rest; these consist of thin fir boards laid
edge to edge, each pair being bound together by a crossbar nailed to
their underside with trenails; they are laid at right angles, but the
outer layers conform to the curvature of the ship. All the boards were
ornamented with concentric circles or other patterns.

The external covering consisted of sixteen. planks tightened with
cattle hair spun into three-stranded rope, which process would indicate
that the caulking was done simultaneously with the laying of the
planks. The planks vary in width from 7 to 0 inches, with a thickness
of three-fourth inches; exceptions to this exist in the tenth strake, the
thickness of which is 1; inches, and the fourteenth, which is 1 inch
thick; the two top planks are one-half inch thick only. Additional
strength is thus given to those planks corresponding to the position of
the beam and the ends of the short ribs.

The planking (Fig. 138) was secured to the frame in the same manner
as observed in the Tune ship, namely, the ends of all the planks were
cut tapering so as to closely fit the stem and sternposts, to which they
were nailed with ironspikes; the bottom plank was fastened to the keel
with iron rivets, and trenails were used to fasten the two top planks to
the frames. All intervening planking (Fig. 139), although fastened to
each other with rivets, were tied to the frames by means of withes made
from roots and passing through clamps that had been cut out of the
solid plank and corresponding holes in the ribs.

The ribs thus resting on the planks form, in connection with the
thwarts, a solid body, stiffening the ship towards the sides; in the
Gokstad ship the thwarts are the beams upon which the bottom (or
deck) boards rest; nor could they be absent in a ship of this size, be-
cause clinkerbuilt ships have their principal strength in the outer
covering which is held in shape by the pressure against the well con-

622 REPORT OF NATIONAL MUSEUM, 1891.

structed and braced internal framework, furnishing a resistance which
the ribs alone could not offer.

To strengthen the bulkheads vertical pieces (Fig. 140) of plank, in tri-
angular shape, were inserted; in the sternboard three holes are shown
which were probably intended for the passage of the rudder ropes.

 

 

Fig. 138. Fig. 139.
FASTENING or PLANKS.
(From N. Nix-holaysen, “Irangsluhetfi‘nC(xk51ud,"1882.)

The mast rests in a socket cut in two large oaken blocks of the shape
ofa fish-tail, laid amidships along the keel, the lower one extending
over four timbers and being ]l()t(3l10(lf0 admit them; the upper block
extending over six frames, admitting the beams and being fittedto
them by knees or crooked timber heads; the mast is also steadied by
a loose slab which fits the opening like a lid.

Between the seventh and eighth for\ and f mile 2: large Wooden block
is placed, probably intended ti,» support a Windlass.

    

1455:5711;

Iig.140.
CnossPIECEs 'ro STRENGTHEN BULWARK.
(From N. Nicholaysen. " Langskibet {HI (iolistud,“ 1882.)
There are three stanchions, of which one is fastened to the mast
block and the other two rest in a lblll‘d‘ul'llvl‘t‘d step after having
passed through an aperture in fish-tailed shaped blocks placed between

 

 

THE GOKSTAD SHIP. STERN VIEW.
(From a photograph taken in Christiania, Norway.)

'wwqeog—qggl ‘wnesnw [euoueN ;o podea

'XXX'I 3-LV‘1d

 

PREHISTORIC NAVAL ARCHITECTURE. 623

the third and fourth frames fore and aft; they may have been intended .
as supports for the spars.

In addition to mast and sail the ship carried thirty-two oars, sixteen
on each side, which were plied through circular portholes (Fin: 141)
cut in the third strake from the top and placed midway between each
pair of knees. The size of the oars, some of which were found to have
carved ornamentations, diminished from amidship toward each end, and

 

Fig. 141. Fig. 142.

OAR l’osrs or UOKSTAI) SHIP. {UDDER or GOKSTAI) Sun'.

(From R. \Verner, “Das Seewcscn «lcr gennunischcn Vor'u it." \Vester- (From N. Nicholaysen. "‘ Langskibct rm
maun’s Illustrirte Monnlshefte, October, 1882.) Gokatad.”)

corresponding decrease is noticeable in the portholes. Back of each
hole and a little above its horizontal diameter a slit is cut, through
which the oars were shipped, and all being in the same direction all the
blades would touch the water at a uniform angle.

Influx of water is prevented by a very ingenious application in the
form of a shutter having two projections, one of which was fastened
to the inside of the ship with a spike, around which they would move
and open with a forward movement of the ear; when closed the circu~
lar portion would cover the port, while the lower projection, resting
against a pin, would perform a like service to the slit.

The rudder (Fig. 142) consisted of a plank in the shape of a broad
ear, the lower portion of which, in the middle, was provided with a

 

 

 

 

 

Fig. 143.
TILLER or GOKSTAD SHIP.
(From N. Nlcnolayscn, 1' Langskihct {ra (inkstnd.”)

round hole through which it was held to the side of the vessel by
means of a rope. Its short neck was caught by a grummet; the tiller
(Fig. 143) was fitted into a square aperture in the opposlte direction of
the blade.

The rudder was mounted with iron and provided with a cramp toward
the heel.

To strengthen the upper part of the ship’s side a wooden pillow, or
block (Fig. 144,145), has been laid outward and through this the grum-
met passed. Further down a block of conical form is nailed to the ship’s

624 REPORT or NATIONAL MUSEUM, 1891.

side bored through, which serves partly as a fender to keep the rudder
from the planking and also afforded passage for the rudder rope.

The question of the position of rowers’ benches is rather puzzling, as
neither have the benches been found nor do the knees or beams give
an indication of the method of the fixing of seats for the rowers. It is
true the ancient writings do not state that the rowing was performed

 

 

 

Fig. 144. Fig. 145»
FASI‘ENIXH or RUDDER r0 Smr's SIDE.
\ From N. Nichnluysen, “ Lungskibei fra G0ks!ad,”)

in a sitting position, yet the word 8088 (s art), as applied to the number of
cars by which the vessel was classified, gives a significant indication
to that effect.

Of the gunwale the greater part was decayed, yet suflicient remained
to indicate between the short timbers a continuous skirting With ree-
tan gular openings which, it is supposed, were used for the tying of the
cords by which the ship’s tent was stretched, under which most of the
hands could find shelter against the weather.

In the ship discovered at Gokstad were found the four supports of
such a tent, together with fragments of the cloth and the cords. The
supports are heavy boards, 11 feet 8 inches in length, finely carved at
the upper extremity to represent the head of some animal, and in part
painted (Fig. 146). They had been placed obliquely, so as to form two
crutches, one at each end of the tent, with the carved heads projecting,
and connected together by the pole, or rather transverse bar of the
tent, which thus formed a gable-ended roof, extending fore and aft
from the pole to the rail of the ship. The tentcloth is made of a rather
fine woolen texture, white, with broad red stripes sewed on; the cords

Report of National Museum, 1891.——Boehmer. PLATE LXXXI.

 

 

 

 

 

THE GOKSTAD SHIP.
SHOWING ITS POSITION IN THE GROUNDS OF THE ROYAL UNIVERSITY AT CHRISTIANIA, NORWAY.

(From a. photograph taken at Christiania. Norway.)

 

 

PREHISTORIC NA VAL ARCHITECTURE. 625

for fastening it are hemp. The pieces of ship’s rope, of which a good
many were found, are all made of hast.

Along the gunwale were hung shields—originally thirty-two, of
which some along the port side had disappeared at the time of earlier
attempts to open the mound. Of the remaining, some had been pressed
and bent out of shape. They measured 94 centimeters in diameter and
consisted of thin boards fastened together by means of the boss and
by the handle. They apparently had been provided with a metallic
rim which, 110wever, had disappeared. The shields were painted, alter-
nately yellow and black, of the same tints as the colors used upon
the carved heads and upon the tiller.

 

Fig. 146.
TENT SUPPORTS 0F Gons'rAn SHIP.
(From N. Nicolaysen, “ Langskihet I'm Galahad”)

A large grave chamber of wood was built in the middle of the ship
from the mast toward the stern. It had the form of a gable roof, the
sides conslsting of round logs and the gable ends of planks placed on
end. In this chamber the remains of the dead were deposited, un-
burnt, and no doubt on a bed, fragments of a bedstead having been
found in the chamber.

Unfortunately this ship tomb had been visited by g'ave robbers, in
all probability during the pagan era. They had dug into the mound
on the port side and gained access through a large opening which they
cut in the ship’s side and the wall of the grave chamber. This ac-
counts for the fact that the bones of the body had nearly all disappeared;
that in the chamber there were but few articles of antiquarian value
compared with what it might reasonably have been expected to con-
tain; and, in particular, that no implement of war was found. The
miscellanwus character of that still remaining, however, gives reason
to infer that a manifold collection of weapons, ornaments, and utensils
had originally been deposited. Thus, several iron fishhooks and a

SM 91,P'r 2 40

 

626 REPORT or NATIONAL MUSEUM, 1891.

burned checkerman of horn were found in the grave chamber. The
most remarkable of the remaining articles are two ornamental mount-
ings for belts or straps, one of gilded bronze, beautifully executed in
a peculiar and characteristic style, and the other of lead. Of wear-
ing apparel belonging to the deceased a few small fragments were
found, some of gold brocade.

A great number of animals must have been sacrificed on the ocea-
sion of the burial. The bones of at least twelve horses and six dogs,
as also the bones and feathers of a peafowl, were collected from differ-
ent parts of the mound.

()f the numerous articles of antiquarian value found in or about the
ship, more or less perfectly preserved, the following deserve special
mention:

(a) Fragments of three oak boats that had been broken 11p previous
to being deposited in the vessel, and no part of which, with the excep-
tion of the keel, can 110w be put together. Like the ship they were
clinker-built, but instead of holes for the oars they have rowlocks of a
peculiar form, fastened to the gunwale. Two of the boats have cer-
tainly carried a mast. Their size has been comparatively considerable,
the keel of the largest boat being 22 feet 4 inches in length and that of
the smallest 14 feet. Several of the oars belonging to the boats are
preserved. They exactly resemble those used for rowing the ship.

(1)) The stock of an anchor; being of iron it had almost corroded away.

(0) A landing stage, or gangway, 25 feet long, but only 20 inches
wide. It has the upper surface transversely ribbed to give a secure foot-
ing.

((1) Fragments of sleeping berths, at least four. These berths, a
couple of which have been restored, are of much the same shape as the
bedsteads now in use among the Norwegian peasantry. They are very
low and put together so as to be readily taken to pieces and stowed
away.

(0) Parts of a wooden chair, finely carved, that would appear to have
been the high seat of the chieftain or commander of the vessel. The
side pieces—in an excellent state of preservation—are modeled at the
top to represent the heads of animals in precisely the same style as the
upper ends of the tent supports.

(f) A great variety of kitchen utensils, among which were a very
large and massive copper kettle, together with the iron chain, grace-
fully wrought, for suspending it over the fire; bits of a smaller kettle,
of iron, and of the chain belonging to it; numerous tubs and buckets
of different sizes; wooden plates; several small, finely carved wooden
drinking cups, with handles; and many other articles. No trace of a
fire place can be discovered in the ship, nor would it, indeed, have been
easy to provide one in an open vessel of this kind. Hence the cook
ing utensils were only of service while coasting, when a harbor could

'Jawqeog—'l5gl 'umesnw leuogmN ;o uodew

 

THE GOKSTAD SHIP. CENTRAL LONGITUDINAL AND TRANSVERSE SECTIONS.
(From Nicolaysen’s “ Langskibet fra Gokstad.“)

'IIXXX'I ElV'ld

 

PREHISTORIU NAVAL ARCHITECTURE. 627

at any time almost be gained, and in those days a ship kept near the
shore whenever possible.1

The various articles of antiquarian value found in the mound, to-
gether with the style of ornamentation in the carving of different parts
of the ship, sufficiently attest the correctness of the inference con-
cerning her antiquity which the mere fact of entombing a vessel in
itself entitles us to draw, namely, that she belongs to the period extend-
ing from the year 700 to 1050 after Christ. (Plate LXXXIII.)

The following interesting resume is obtained from a study of the
Gokstad shipz"

Length between sterns ................................................... 79’ 4”
Length of keel ..... l ..................................................... 66’ 0”
\Vidth above gunwale, zlnlidships ......................................... 16" 2”
Perpendicular depth from gunwale to bottom ............................. 5’ 7”
Draft at middle of keel ................................................... 3’ 7”
Draft at ends of keel ..................................................... 3’ 2”
Gunwale above water, amidships ......................................... 2’ 11”
Gunwale above water, at stems .......................................... 6’ 6”
Length of uppermost water line .......................................... 67 ’ 0”
Width of uppermost water line ........................................... 14’ 10”
Area ofuppermost water line.--_ ..square feet-. 630
Area of middle rib .......................................... square feet. . 24

‘ Displacement ................................................ cubic feet.. 959
Displacement center before the middle ............................. tons- . 30. 2
Number of cars on each side .............................................. 16
Distance between oars ................................................... 3’ 0”
Middle oar above surface of water ........................................ 1’ 6”
Length of middle oar .................................................... 18/ 6”
Entire crew .............................................................. 70
Weight of crew with acconterments ................................ tons. - 10
Weight of ship and equipment ..................................... tons-. 20. 2

Boats of the Gokstad Sheff—According to saga account every large
ship had its boats, sometimes two or more,4 which were taken on board
when the ship vas made ready for sea.5 They ranged from two oars
(dri) to twelve oars (tolfwringer), which were worked through rowloeks
(keiper) fastened to the gunwale and loops fastened thereto; two oars
were generally worked by one man.6 The boats were clinker-built,
fitted with mast and sail, and had a movable floor between the frames.

 

lNicolag/sen, Langskibef, etc. p. 23, says: “The cooking could only be done on
land, which is presupposcd in the municipal law of Bergen (1276), Where it is enacted
that the mate shall , whensoever the ship lies at anchor in harbor, cause the crew to
be put on shore and backward once a day, but the cook thrice, once to take in water
and twice to prepare food.”

‘3 Tuxen, N. E. : De nordiske Langskibet.

3Nieolayscn, N. : Langskibet fra Gokstad.

“Sigurd Jorsalafari Saga, 0. 6; Eyrbyggja, e. 29.

5Egils Saga, c. 60; Eyrbyggfa, c. 2i; (irctti’s Saga, 0. 17; Flateyarbok, III; Bis-
kups Saga, 1, 492.

6Flateyarb., I, 396; Heimskringla, p. 784.

628 REPORT OF NATIONAL MUSEUM, 1391.

In the Gokstad ship fragments were found of three oaken boats with
their rudders, two mast-steps, one thwart, six triangular pieces of
board, a backboard, bottom boards, and two clamps with plugs. Al—
though too much broken up to permit of restoration, the fragments give
an idea of form and point to similarities with corresponding parts of
the mother ship.

The boats are built of oak, unpainted, very sharp at the ends, and
consist of keel, framing, and planking. The keels are 7.7, 5.4, and 4.1
meters in length, respectively, and are, at each end, fixed immediately
to the stems—in the Gokstad ship an intervening piece forms the con-
nection; the boards are connected to each other by iron rivets, and are
attached to the frames by either cord or trenails. The stems lie lower
than those of the ship and spring up to a point.

The boats have no beams, but simply detached thwarts; nor have
they a mast partner, but are provided with a mast step similar to the
block, serving as support to the stanchions in the Gokstad ship; the
mast appears to have passed through a thwart, as indicated by one
found with a circular hole cut through it. The rudders are of the type
of the Gokstad ship, but are without the iron ring at the top, and only
one of them had an iron cramp at its head.
The bottom boards were fitted between the
frames and were put together in the cus-
tomary manner with connecting crOSSpieces
underneath; triangular pieces were fitted in

 

Fig. 147. stem and stern. The oars resemble those
Rownocx ON BOAT FOUND lN GOK- 0f the GOkStad Ship; they were plied from
5“” 3‘1“" rowlocks nailed to the top of the gunwale.

(From N. Nicolaysen, Langskibet frn Gokstad.)

(Fig. 147.) >

The boats are, in every respect, specimens of skillful and expert work-
manship, and, being the only specimens of this class of craft known to
exist from that period, they are of possibly still greater antiquarian
value than the ship itself to which they belonged.

The Gloppcn Boat.‘-—During the excavation of a mound near the
Gloppen Fjord in Bergen district, undertaken in 1890, under the
auspices of the Bergen Museum, a large number of rivets were found
extending at regular distances in rows which were followed up in a
northwest and southeast direction, and, although of wood but few
remains were found completely saturated with iron rust so as to pre-
clude possibility of identification, the nails suggested the shape of a boat
which had been placed in the mound parallel to the shores of the. fiord.

The boat there buried appears to have had a length of 28 feet, by
40 inches in width; the low est layer of nails was placed 4 feet below
the surface of the mound. It consisted of live boards on each side ex-
clusive of the top rail; it had six thwarts—distinguishable by large
rivets found in their places—placed at regular distances of 3% feet, the

'Gustajlson Gabriel: En haadgraav fra vikingetiden. In Bergens Museums Aars-
beretning f. 1890, No. VIII.

 

 

 

 

 

 

 

 

THE GOKSTAD SHIP.
(Photograph of mode-1 in U. S. National Museum.)

'Jawq9084'1681 'Lunssnw muoueN ;o nodea

'IIIXXX1 3-LV'1d

 

PREHISTOR‘IC‘ NAVAL ARCHVITEC'I‘UPE. 629

first one being 1) feet f101n the how. The seat for the helmsman was 7
feet from the stu 11 »

The outlines as well as the construction of the craft exhibits a remark-
able resemblance to the modern boats ofNorthfiord; both are represented
in the accompanying figure (148), in which the contours of the modern
craft are shown in a connected line, while those of the ancient boat are

 

 

 

 

Fig. 148.
THE GLOPPEN BOAT.
(Rs—produced from Gabriel Gustafson. “ En Baadgraav frn Vikingetirlen.”)

indicated by the nails which were joined by lines, and an interruption
in the rows indicate the place at which the nails were disturbed.
The similarity between the two extending even to the intervals between
the nails, a general description of a Northland fiveseater may be
of interest. As an illust ‘ation, the Siindinore boat1 (Fig. 149.)
used in the fisheries along the coast of Norway from Egersund, in
Lister, round the North Cape to the frontier of Russia, a distance of
about 1,200 geographical miles, has been chosen. These boats are called
“Nordslandsbaade” (Neithlands boats); 7’ they are described as long,
narrow, and low, light and elegant, fit both for sailing and rowing, and,
on account of their peculiar construction, are believed to be more elastic,
safer, and swifter in a sea way. These boats are clinker-built and have
four strakes, except at the bow where there are six strakes; lower bow
plank put on diagonally with end chamfered to fit on other planks, to
which they are nailed; no gunwales; strengthening pieces*t along the
inside next to upper strake; heavy timbers; boat entirely open; six
thwarts; five rowlocks; deep keel, curving up like a sled runner at
each end to form stem and stern posts which are high; bottom slightly
concave with much dead rise, being nearly straight to top of upper
strake;5 ends sharp and very flaring; small rudder; peculiar jointed
tiller; single mast, stepped amidships with strong rake; four Shrouds
aside with toggles 011 lower ends that pass through beckets at the boat’s

side; single lugsail with narrow head tacks down to stem; the oars are

‘Boeh1nei,(1'co.H.: Norsk Naval Architecture I11 Proceedings U. S. National
Museum, 1886, p. 44.3.

2Dirika and E. Smul! .' In “Folkevennen” of 1863 and 1865.

8Model in U. S. National Museum.

*Folkevenncn XII, p. 349.

”Hi Sundt “Nordlandsbaaden,” p. 25.

 

 

630 REPORT or NATIONAL MUSEUM, 1891.

plied from rowlocks, called “ keips,” which name occurs in the old sagas
(Fig. 7 4) , consisting of pieces of wood fastened to the gunwale by wooden
pegs (in the absence of a gunwale they are fastened to the top plank
by two iron nails), having an oblique prolongation: at one end and fur.
nished with a loop of wickerwork rope or leather, through which the
oar is passed and which prevents its slipping out of the keip While
rowing.

In the Gloppen boat a man had been buried, but his remains could
110 longer be found, nor are traces of burning shown in the mound 1101'

   
   
 

»

x9
,

:Mmmxm—I

 

Fig. 149.
SbNDMURE BOAT.

(Drawing made from model in l'. 5. National Museum.) ‘

upon the articles found within the ship, consisting of a double-edged
sword, an ax, a spear of elegant form and nine bronze nails, two arrows,
knife with worn blade, :1 large file, frying pan, saucer, three hundred
rivets, mostly from 2.1; to 3% inches long, some objects of iron whose ap-
plication could not be determined. From the location of these articles,
and most especially of the sword, which was placed with its point
towards the prow of the boat, it is surmised that the body had been
placed there with the feet in the same direction and therefore corre-
sponding to the positions found in other mounds.

The Bailey Warship—On the banks of the small river, the Ilamble,
which falls into Southampton water, about 2.} miles from Boiley, and
about 2 miles inland above Bursl *an. bridge, which carries the main
road from Southampton to Portsmouth over the river, at a place which
has been inaccessible for ships for centuries, an ancient vessel of large
size was discovered in 1875.

PREHISTORIC NAVAL ARCHITECTURE. 631

For many years tradition spoke of an ancient vessel having been
wrecked on the muddy banks of the Hamble, and a few fragments of
blackened wood, covered with seaweed, were pointed to from time to
time when they were visible, at very low water in a double and parallel
row.

The attention of Mr. E. P. Loftus Brock, the honorary secretary of
the British Archaeological Association, having been dlrected to the
subject, he collected many of the facts from the gentlemen who had
been most instrumental in bringing it to the public notice, and from his
report I quote :'

“ I am informed by Mr. Herbert Guillaum, of Botley, that about fifty
years ago a rough carving was discovered accidentally, by an inhabi-
tant of thls district, to form a part of a wreck, and it was removed with
the fore part of the ship. It is spoken of as having been the figure-
head, and having the form of an animal resembling a lion. It was
removed, and its whereabouts can not now be traced.

“ The course of a small rivulet having within very recent times been
turned into the river, the thick bed of mud covering the wreck has
been by degrees removed and the broken timbers were much more dis-
tinctly visible, and much local curiosity to lawn more of the form of
the vessel was evinced. Francis Crawshay, esq., having become the
owner of some property in the locality at Bill‘k0dttll, undertook the
work of exploration with considerable spirit and appears to have
spared neither time nor money in carrying it out.

“ The vessel proved to be of very considerable dimensions, being about
130 feet in length and extending from close to the wat er’s edge into the
stream. On the mud being dug out to the depth of about 10 feet, the
upright timbers, which were 14 inches by 10 inches, were found to
be planked over with three layers of planks, varying from 4 to 6
inches in thickness. These had been bent to the shape of the ship and
their edges were beveled. The joints had been caulked with moss
and fern leaves, and these were found to be so perfect that the exact
outlines of the leaves could be made out. The timbers, which are
probably oak, were nearly black or chocolate color by age, and of
great hardness, but the grain of the wood was very distinctive when
sawed through. Traces of fire were visible upon some of the timbers.
Mr. Crawshay’s exea *ations were continued down to the keel of the
vessel, and the length, 130 feet,‘was taken along it.2 Old saw-marks
were distinctly traced on many of the timbers, and the instruments
used must have been of much greater thickness than those now in use,
in one place the sawcuts being 9, of an inch. The timber-s were put
together with oak trenails, 1.3 inch in thickness and about 20 inches

 

 

1Read before the British Archaeological Association, thirty—second animal meet-
ing, at Evcsham, August 16 to 21, 1875.

2Its length is much greater than that of any other ancient vessel yet met With.
The celebrated ship found in the Rother was about (50 feet long.

632 REPORT or NATIONAL MUSEUM, 1891.

apart, securing the three thicknesses of boarding to the uprights.
The edges of the boarding were nailed together by iron square nails
with some round heads, now very much decayed. The wreck is said to
be that of a Danish ship. Its large dimensions warrant this supposi-
tion, but it may be unwise, as has been done, to endeavor to fix its
being abandoned on the spot Where now found after so many centu-
ries, to the Danish invasion of \Vessex, 871, or to the attacks upon
Southampton, a century later.”

Unfortunately the researches terminated ‘ather abruptly, the board '
of trade seizing the wreck and placing it in the coast-guard house at
the mouth of the Hamble.

The Brogan BoatI (Plate LXXXIV).—0n occasion of the enlargement
of the port of Danzig an ancient but well-preserved wreck was discov-
ered near the village of Brosen, about 1,000 feet from the present shore
line, and buried in sea sand to a depth of 15 feet. These two facts give
evidence of the antiquity of the vessel. The oldest chart of the mouth
of the Vistula, published in 1651, designated the place upon which this
vessel was found as solid land, while the Westerplatter, one of the favor-
ite beaches of Danzig, now covered with a dense forest, was then a mere
shoal. The rapid descent of the Vistula, together with the running ice
which plows the shores, may be considered as the cause of the changes
that have taken place in the configuration of the coast; yet, if the
W’esterplatter required almost 250 years for its development and the
growth of forest, the place of the find, being located at three times the
distance from the beach, must, reasonably, have required three times
that space of time for the change from water to land, and the depth of
the sand would indicate even a greater antiquity.

The utensils, too, found with the ship would indicate a higher antiq-
uity. They consist of a bronze compass~[ ‘?]1amp of 4% inches diameter,
25 inches high, and in the form of a flattened bulb, with cylindrical
projection downward; a furrow on either side would point toward a
handle within which it was swung. The lamp shows on top an aper-
ture of 1; inches, closed by a lid; three burners within a triangle were
placed upon the are.

Within the ship were found furthermore an iron ball of 1% inches
diameter, a drinkin g- glass of light—green color and supplied with a leaf-
like ornamentation, two incomplete human skeletons of large propor-
tions, the bones of which were partly broken and had turned black.

The ship measured 57 feet in length by 16 feet in width and 5 feet in
height. Being open on top, and the upper ends of the ribs being broken
ofl“, it may be surmised that its depth was greater than 5 feet and that
it may have had a- deck, which possibly had been raised by the waves
and drifted away.

laAusgrabnng eines \Vrackes uin I’t’er des Baltisehen Meeres, bei Danzig. Von M.
Bischoff. ln Leipziger lllustrirte Zeitung. No. 1542, 18 Januar, 1873. (Translation.)

 

move; 0* 236:“: 2:59:43 gwf‘wgmssgg

35m rxxx_<.

 

THE BRGSEN BOAT.

jg, 1674.)

vimnv,” Loip'

:

brirto

11111:;

A.’

(Copied f rum

 

PREHISTORIC NAVAL ARCHITECTURE. 633

It is built of oak of an ink~blue color and of such a degree of hardness
that it required great exertions to break it up; it is klinkerbuilt, the
planks being 1g, inches thick; the ribs are notched and the planks fas-
tened to them with wooden nails of 1 inch thickness and with iron nails
of 4 inches length. The iron nails had corroded away, only leaving a
black powder and the holes connected by them. The wooden nails
are in a good state of preservation; they are of oak, juniper, and birch
trees of one year’s growth, as indicated by the wood. The present
wooden nails, made of pine, only last ten years. The caulking is done
by means of cords twisted of the black hair of elk, bear, or other wild
animal, saturated with tar that scented of amber.

It is pointed at both ends and its greatest width is onethird of the
length. The stem-post was moderately rounded off; the stern-post
straight. No trace was found of a fixed rudder. The bottom is flat
with exception of the hollow groove towards the keel. The execution
is exceedingly rough, and smooth cuts of the saw nor traces of the plane
are nowhere noticeable; even the planks appear to have been split in-
stead of sawed.

Levy of ships.—-For the service of the king the country was divided
into ship levy districts (skipreiday), each of which had to build, equip, and
man a certain number of ships of specified order, carrying not less than
twenty nor more than thirty pairs of cars. Upon the declaration of war
the War Arrow was sent to summon the warriors to their posts. The
sending of the war arrow had to be performed quickly and the ancient
law provides‘ that “ when a man carries war news he shall raise an iron
arrow at the end of the land. The arrow shall go with the lomlir man
and be carried on a manned ship both by night and by day along the high
road (the sea). Those who drop the arrow are to be outlawed. A
wooden arrow shall go into the fjords from the high road and be carried
with witness, and each man shall carry it on to the other. The one
who drops it must pay a fine of 3 marks. When it comes Where a
woman lives alone she must procure ships, and food, and men, if she
can. But if she can not, the arrow shall be carried onwards. Every
man in whose house the arrow comes is summoned within five days on
board a ship. If anyone remains quiet he is outlawed, for both thegn
and thrall shall go.”

Levies are mentioned in many sagas2 and the ships thus brought
together, strengthened by the numbers of vessels belonging to individ-
uals,“ formed large fleets of whose visits to foreign shores the Saxon,
Frankish, and English chronicles recount many instances.

lEarlier Gulathing law, 0. 312 and 301.

2Olaf’I‘rygvason Saga, 0. 15, 17, 38, 40, 107; Hakon the Good Saga, 0. 3, 23; Harald
Hardrade Saga, c. 31, 33, 34, 40, 46, 51), 53, 54, 83; Hakon Grayskie Saga, 0. 12; Olaf
Kyrre Saga, 0. 108; Magnus Barefoot Saga, 0. 5, 8, 16; Sigurd the Crusaders Saga,
0. 16, 27.

3111 the battle of l<‘r2edarberg King lIakon the Good had 9 ships and Eric’s sons had
20 (Hakon the Good Saga, c. 21). Gold Harald sailed with 9 ships; Earl Hakon
(Sigurd’s son) had 12 large ships (Olaf 'l‘rygvason Saga, 0. 12). King Harald Gormou

634 , REPORT or NATIONAL MUSEUM, 1891.

The monk of St. Gall tells us how early Charlemagne had recog-
nized the bad intentions of the Northmen,1 and, foreseeing evil, he or—
dered in the spring of 800 A. D., ships to be built upon all rivers com-
ing from France and Germany and ships everywhere, and at all places
where landings of the pirates might be expected he ordered guards to
be stationed? The most vulnerable point was the coast of his slavic
tributary people and allies. Thus, in 808 A. D., Gotrik, a Danish king,
surprised the Abodrites (the inhabitants of the present Mecklenburg),
laid the people under contributions, and exacted a money tribute even
of the Frisians.3 In 810 A. D., the Northmen assailed the coast of Frisia
with two hundred vessels.4

In 802 A. D., a capitulet ordered all free men living along the shore to
hasten to ship upon the sounding of alarm.5 In 810 A. D., Charles mus-
tered at Boulogne the fleet which he had created, and reconstructed
the old Roman pharos.“

In 828 A. D., Harold caused the Saxon counts upon the Eider a new
loss.7 In 845, simultaneous with an attack upon Paris, Eurik, King of
the Northmen, with six hundred ships, entered the river Elbe and ran-
sacked Hamburg.8 In 852, Godfrey, son of Harold the Dane, with two
hundred and fifty—two ships, harassed the territory bordering the
mouth of river Scheldt.9 In 860, during the reign of Ethelred, a large
fleet of Northmen came to land, and the crews stormed Winchester.10
In 857, the Northlnen invaded the city of Paris and set fire to it. They
are said to have had a fleet of seven hundred large ships, besides
smaller ones, and landed 40,000 men.11 In 861, the Danes, under their
king, Welland, set out with a fleet of more than two hundred ships.12
In 805, the Northmen entered the river Seine with five hundred ships.13

 

of Denmark, sailed with 60 ships (Olaf Trygvason Saga, 0. 15). At the beginning of
the battle with the Jomsburg vikings, Earls Harald and Eric had 150 ships; of the
Joinsburg Vikings Earl Sigvald had 20 ships and Bue and his brother Sigurd had 20;
Vagn Aakerson had 20 ships (Olaf Trygvason Saga, 0. 43). King Trygvasoil sailed
against the Danish king with 71 ships (Olaf Trygvason Saga, 0. 110). The Joms-
vikings attended the (H’Ulfl of King Svcin Tjuguskegg at Zealand with 170 ships
(Joinsvikings Saga, 0. 37). In 840 Harold Blaténn went to Norway with a fleet of
700 ships (Olaf 'l‘rygvason Saga, c. 21).

lMonachi Sangalli Geste Caroli II, 9.14, 757; Mon. G. H. '1‘. ii.

QEinhard, Vita Caroli M. ed. Pertz, c. 17; Einh. Anna]. ad A. 800, 157; T. I. Mon.
G. H.

8Saxo Gram. Hist. Dan. VIII, 167 (ed. Stephanii).

4Einhard Anna] a. h. a.; M. (l. l]. T. 1., 197; Saxo Grain. i, c.

“Capitularia Reg. Franc. ed. Balnz, Paris, 1780, i, 377.

“Einh. Anna]. a. h. a., 199.

7Einhard Anna]. A., 828.

SAnnal.’1‘rescens. ad A. 815; Vita Anskarii, 700.

9Eginh. Anna]. a., 852.

10English Chronicles.

“Egiuh. Ann. Barthold, (Geschichte d. Dentschen Seeinarht), places this event in
885—6.

1‘3 Ibid., a. 861.

13Ibid., a. 865.

 

PREHISTORIC NAVAL ARCHITECTURE. 635

In 880, the Danes captured the Duke of Saxony, together with eleven
counts, two bishops, many captains and their men.‘ In 803, a Danish
fleet of two hundred and fifty ships landed at the mouth of the
Lymne.2 In 894, the Danes among the Northumbrians and East An—
glians gathered one hundred ships and went south to besiegc Exeter.3
In 927, King Aulaf entered the Humber with a fleet of six hundred and
fifteen sails.4 in 993, (Have came to Staines with ninety-three ships.5
In 994,01ave and Sweyn (Olaf, of Norway, and Svein, of Denmark)
came to London with ninety-four ships.G In 986, Erik the Victorious,
of Sweden, appeared upon the North Sea with an enormous fleet, dev-
astated Flanders, entered the river Elbe, and stormed Stade.7 [n
1009, Thurkills came to England with a large fleet, and after him came
another innumerable fleet of the Danes.8 In 1012, Sveiu, with an
enormous fleet, entered the port of Sandwich and forced acknowledg-
ment by the Anglo-Saxons.9 In 1010, Knut entered the Thames With
one thousand two hundred10 (1,000, 340, or 205 vessels,“ each carrying
eighty men.

The largest fleet ever assembled in the north is that which in 700
met in the battle of Braviill. It reached from Kjiige to Skanor, so that
people could walk as on a bridge from Zealand over the Sound, a dis-
tance of some 20 miles. The fleet of the opposing force consisted of
2,500 ships.12

DEDUCTIONS.

In reviewing the preceding the question of parallelism between the
ships of the North and those of ancient Greece and Rome, suggested
in the beginning of this paper, may advantageously be introduced by a
brief description ofthe more important points of similarity and dissim-
ilarity of construction.

It has been shown that the war ship of antiquity was not a vessel of
great depth, but that it was rather of slight build and 0f compara-
tively Small weight, as is evident from the fact that it was often hauled
ashore without the apmication of any special apparatus, and from the
very short time often required for their construction.” They had a

1Annal. Fuldens, a. h. a. 5I‘lnglish Chronicle.

‘JEnglish Chron. r’Ibid.

3English Chronicle. Llama. Bremen, i 0 ii c. 29, 317.
410M. 8English Chronicle.

qEncomium Emmae Reginae, in Langebek, Script. Rer. Dan. 11, 476.

I”English Chron.; Fagrskinna Saga i, c. 101; Olaf Trygvason Saga i, 89; Forn-
manna Silgnr.

“ Adam. Emma 11, c. 76; Encom. Emmae Reginae, 471; Chron. Saxon.

1‘3 Worsaae: Zur Alterthumskunde (lcs Nordens, p. 91.

131t may be stated here that the (according to P01yb., I, 20, 9, 120, according to
Orosius, IV, 7, 130) ships of Duilius and Scipio were built in sixty days, while (accord-
ing to l’olyb., I, 38, 5) only forty-live days were consumed in the construction of
220 ships for Hieron.

638 REPORT OF NATIONAL MUSEUM, mm.

rather flat, slightly concave floor, and because of their moderate draft‘
they could venture into shallow water or easily land upon the shore.

The keel was generally of oak, and at its slightly upward bent ends
the stem and stem posts were attached, and the connection strength-
ened by the insertion of a crooked timber. In the Nydam boat the
connection is made by means of wooden pegs; in the Tune ship a close
joint is made, while in the Gokstad ship a peculiar piece is inserted,
bound to the keel by a scarfing and two rows of spikes.

In the Greek and Roman ships the ribs were seldom made of one
piece, but were generally formed of three layers of timber securely
bound together.2

The same process occurs in nearly all the northern ships that have
become known to us. While in the Nydam boat the ribs which give
the boat its shape are mostly in their natural. crooked and irregularly
bent shape, those of the Tune and Gokstad ships were built up of three
dilferent layers of wood, one above the other, joined together partly
by wooden and partly by iron nails, the middle piece projecting. The
same construction occurs in the beams, which rest on the top of the
frames, where they are fastened to the overlying lower limbs of the
knees and its continuation, and the ledge formed by the projection of
the central piece is employed as support for the deck boards.

The ribs were not nailed to the keel, but lay loose above it, but vari
ous devices were adopted to keep them in their proper places. In the
Greek and Roman ships they were fitted to the keel by notches cut in
them, and were further held in place by the keelson, which, by means
of notches cut in its under side, fits upon the ribs and prevents their
lateral displacement. In the Gokstad ship this is in a measure effected
by the fish-tail-shaped blocks which, straddling the frame timbers
amidships across the 3 to 4, 6 to 1:3, 14 to 16 ribs, are held in place by
the beams connecting them with the short ribs of the superstructure.

A further support is given to the ribs by the planking, which in the
Greek and Roman ships was nailed to them, but in the Nydam, Tune,
and Gokstad ships iron spikes were used only to nail the bottom plank
to the keel and trenails to fix the top plank to the knees ; the other
planks, while riveted to each other, were tied to the frames through
clamps left in the solid wood and corresponding holes in the ribs.

The Greek and Roman ships were additionally strengthened by sup-
plemental external and internal planks at certain intervals, and inter—
nal perpendicular bolts. In the northern ships this is attained by
double thickness allowed to certain strakes at points subjected to
greater strain and by short frames or timbers going down from the
gunwale of the Gokstad ship between each alternate pair of knees.

 

 

 

lLemaitre : Revue Archéol., p. 146; r-lssnmme: Secwesen, p. 1616, 1626; also in Ber-
lin, Phil. \Vochenschrift, 1888, I, p. 28, estimate a greatest draft of 1.25 meters
(4 feet).

2Breast/n9: Nautik der Alten, p. 33.

PREHISTORIC NAVAL ARCHITECTURE. 637

The rig was of simple nature, and although carrying one square sail,
both mast and sail were taken down before battle or in making port.I

The Homeric ship carried one mast of fir, the foot of which, resting
in a square hole in planks fastened upon the keel, found support in a
frame formed of stout planks. In order to facilitate the lowering of
the mast without unshipping it, the mast f ‘ame was open aft and ex-
tended to the sail thwart, a beam connecting the heads of a pair of
ribs about amidships into which a semicircular excavation had been
out which afforded the mast. support against the wind pressure.

In the northern ships the mast rests in oaken beams laid amidships
along the keel and slotted to admit the frames; over this another oaken
block out to admit the beams. This block is clamped from the middle
to each end and formed like a fish-tail. It is further fixed to the beams
by knees of crooked timber heads and has a long opening in the back
part to facilitate the lowering of the mast.

In consequence of their build and simple rigging the ships of an-
tiquity are said to have resembled modern river ships rather than sea-
going vessels,2 and their main strength consisted in the rowing by
which, independent of favorable wind, they were enabled to hurl them-
selves upon the enemy.3 Consequently, the greater part of the ship
was occupied by rowers with little accommodation for the crew.4 Fre-
quent landings, however, were made for the preparation of the meals5
and for the night. According to the number of cars on each side the
vessels were classed, and fifteen and twenty-five seaters appear to have
been predominating in the southern seas in the sixth century B. 0.,
while among the Scandinavians the sixteen and twenty seaters appear
to have taken a prominent part as regular war ships.

In order not to disturb the lowering of the mast into the longitudi-
nal space left for the purpose, the rowers’ benches could not be placed
across the entire ship, and they must be thought as loose boards or
small seats extending along the inner board wall, in which case they
were connected at one end to the board wall, and with the other end
resting upon supports formed by longitudinal beams which, amidships,
reached along the entire length of the ship.

In the Nydam boat—without mast—the thwarts were placed across
the entire ship at the height of the frame heads, and at that height
they may have served as seats for the rowers. In the Gokstad ship
the beams rested upon the tenth strake—that is, about 30 inches above

 

 

1r. Hank: Die Kriegsfiilirung zur See, p. 22; \Verncr: Bcsprcchung von Brunn’s
Axoros, in Giittingcn gel. Anzcig., 1882, p. 237; Breusing: Nautik dcr Alton, p. 71.

”Gr-(mar: Philol., XXXI, p. 35.

3Lemaitrc: Revue Archéol., 1883, I, p. 142.

*Xenoph : Ockononn, VIII, 5.

5r. Hunk: Die Kriegsfiihrung zur See, p. 23; Cartault: La tricre Athén., p. 241;
Lemaitre: Revue Archeol., p. 144; .lxsmmm: Secwcsen, p. 1626; Thukydq IV, 26;
VIII, 26, 101; Xenoph.: Hell., I, 6, 26; u, 1, 27; Eyrbyggia Saga, 0. xxxix; Bergens
Bylov, 1x, 16.

638 REPORT OF NATIONAL MUSEUM, 1891.

the rowports—henee the rowing could not have been performed in stand-
ing but in a sitting position, and, although seats were not found in the
ship, the very expression “sess,” as designation of the class of vessels
as resultant of the number of oars, indicates that the rowing must have
been performed on seats, and that, consequently, thwarts must have
existed.

In the Gokstad ship three stanchions appear in the central line, each
stanchion being topped off with a cross-beam. in which are two semi-
circular depressions. The middle stanchion is borne by a tripod spike
fastened to the mast block; the other two rest on a square step in the
bottom, after having passed through an aperture in the little fish-tail-
shaped blocks between the beams, so that the stanchions could be
removed at pleasure. The exact purpose of these stanchions has thus
far been but very unsatisfactorily explained. It is known that a tent
was spread over the ship, and these three stanchions have been thought
tohave been a support for the beams that served as a ridge. Nicolaysen,l
however, says: “It may be a matter of doubt, and indeed seems hardly
probable, that the three stanchions, and especially their cross-arm,
had served as supports for the tilt’s ridge, and it may be proper to add
that before setting up the tilt the mast had to be lowered.”

In my opinion, the exact meaning of the lowering of the mast does
not imply its being unshipped and laid across the stanchions, since the
mast alone, representing from 2,000 to 5,000 pounds in weight, would,
for its lifting out of the socket and placing it upon the height of the
stanchions, require greater force and more expeditious action, consider-
ing the occasion of its lowering, than could be expected of the limited
crew represented in the ship, which did not carry one surperfluous hand.

A significant fact presents itself to my view in the height of the de-
pressions in the cross-beams of the three stanchions, which are on a
level with the neck of the s em and sternposts, the place at which, in
the ancient Greek and Roman ships, a braided ring2 was applied,
through which the double hypozome cable, intended to prevent the
breaking of the ship’s back in transversely passing over the waves,
were passed, and which were run over crutch-like supports along the
central line of the ship. It is therefore, in my opinion, not impossible
that the stanchions may have served the purpose indicated additional
to crutch-like temporary supports, the material for which may be repre-
sented in the numerous round sticks3 found in various places of the

 

 

1 N icolaysen : Langskibet fra Gokstad, p. 58.

2 Baumcistcr: Denkmiiler d. Klass. Alterth., III, p. 1604, Fig. 1671; Jahrb. d. K.
D. Arch. Instit., 1889, 2 Heft, p. 100, Fig. 8.

3 In his enumeration of the articles found with the Gokstad ship, Mr. Nieolaysen
(Langskibet fra Gokstad, p. 37) describes some implements whose application does
not appear to have been satisfactorily determined; among them are:

(a) Two large rough spars of fir resting on the cross-arms of the crutches or stanch-
ions. (11nd, p. 371) and P1. iv, Figs. 13, ll.)

(b) A round timber stock of pine, in standing position, having at one of its ends a
perforated clamp. (Ibid., p. 38f and P1. iv, Fig. 11.)

PREHISTORIC NAVAL ARCHITECTURE. 639

Nydam, Tune, and Grokstad ships, and to which thus far no use has
been assigned, although it has been suggested that they may have
served as lateral supports of the mast, a mistake into which the inVes-
tigators of the ancient Greek and Roman naval structures had also
fallen until their application was practically illustrated. 1

The most dange1ous weapon of the am ient Greek and Roman ship
was the spur which, in early times lo rated below the wate1, appears to
have been an invention of the Phoenicians, who used it in 700 B. C.
The Greek located it above the water line.2 Above the spur was a short
‘am,3 representing the head of an animal, which prevented the spur
from penetrating too deeply into the opposing vessel.

I11 Northern naval architecture, saga refers to a ship which was
piovided with a beard consistian of iron spikes applied to the prow;4
one specimen only, however, has survived in the fir boat found at Ny-
dam (Plate LXXV), in which a prolonoation of the keelin e ithei direction,
at its juncture with the stem and stm 11posts, appeai s to have been
fitted 11p as a spur and probably mounted with iron or bronze, although,
owing to its long immersion in the morass of Nydam, all traces of the
metal mounting have disappeared.

()ne of the most difficult problems in the discussion of Northern
naval architecture is that of dimensions, there being but two instances
in which the sagas give an account of the length; one of them is in the
Ormen- hin- Lange (the Long St mfpent), which is described as having car-
ried thirty- tour pai1s of oars ” by a length of kee l of 116 feet, and the

 

 

(a) Six thin spars of plne or fir. ’l he longest 7. 2 meters, the second5 30 meters in
length, most likely not entire in any part, slightly thinned toward one end, but
strongly at the opposite end; the third spar 4.27 meters long, with a like thinning,
and at the other end hewn square; the fourth, having a round hole at each end; the
fifth, 3.74 meters long, imperfect at one end, where it is hewn aslant, and having at
the other end a hole; and, finally, the sixth, 3.20 meters long; its thickness entire at
one end, and near that provided with a hole; round on the side toward the spar’s
upper end, but in the side toward the opposite end eight-lined. ([bid., p. 390 and
P]. iv, Fig. 12.)

(d) In the middle of the ship, and about 30 centimeters above its sides, a spar of fir
broken toward the thicker end, and that was lying close to the wall of the sepnl-
chral chamber and regularly tapered toward its other end. It probably first rested
in the cross beams of the structure farthest aft, and at a later time it had been
crushed downward together with the stanchion, and broken by the pressure of the
overlying earth. (Ibid., p. 4411 and P1. iv, Fig. 15.)

(6) Two slender poles of pine wood standing beside each other on the aft cross—
piece of the sepulchral chamber against its wall; one of, the spars cut straight at
end, fitted with an iron spike, and evenly tapered toward its sharp end; the other
from the middle, regularly tapered toward both ends, one of which is sharply pointed,
Whereas the other is broadened to a knob. Both of them were at the time of the
exhumation well preserved and straight. (Ibid., 1). 44b and Pl. iv, Fig. 16; PL viii,
Figs. 15, 15b.)

1Luebeck Emil: Das Seewesen (ler Grieehen und Romer, p. 52.

Kissmann: Seewcsen, p. 1613.

3[Hontfaucon: L’Antiquité Appliquée, iv, p. 214, P1. 134.

‘Srmfdwla: 0. iv.

5T0rfwua: Hist. rer. Norvegic, c. xxxiii; J :11: Archéol. N av., I, 132; Du Sein:
Hist. 11. 1. marine, I, 43.

640 REPORT OF NATIONAL MUSEUM, 1891.

long ship of Knut the Great, which, by a length of 300 feet, carried
sixty pairs of oars.

The account of the Long Serpent is considered as somewhat exagger-
ated and it is classed among the thirty—seaters, but a little lower and
narrower, and having a crew of about 300 men.1

An approximation may be had from the number of rowers’ benches,
the intervening spaces or divisions (rum), and the specified number of
men stationed therein. Reference to the longitudinal divisions (reims)
is made as follows:

Rand the Strong’s Dragon had thirty rum.2

Olaf Trygvason’s Tram had thirty rum.3

Long Serpent was 116 feet long; it had eight men in each half rum.4

Aasbjorn Selsbane, of Trondhjem, had a snekka of twenty rum that
carried 99 men.5 .

Knut the Great’s long ship had sixty pair of oars and was 300 feet 7
long.

Harald of Hjete ship in the battle of Helgeaa had twenty rfims.6

King Eystein built a ship in size and shape like the Long Serpent.7

King Harald Hardradi’s ship was as long as the Great Serpent and
had thirty-five rum.8

King Sverre’s ship Hcirkvn/{fria had twenty-three rum.

The Jilariasuten had thirty—two min].

The Gym” brand had thirty r1’1111. 9

Vidkunn Erlingsson’s Gullbringen had twenty divisions. 1°

Erhn g Skjalgsson had a skeid which had sixty- four oars and carried
two hundred and forty men.11

In the Dierc, built by Erling Steinvaeg, each half rum had eight
men.12

Thorlief gave his son Eirik a skuta with fifteen seats.13

Duke Skule’s ship, Good Friday, had thirty- six rum.“

Erling Skjalgsson had a twenty- seated snekkja.15

 

lTuren, N. E.: be neidlslu anuskfln, p. 128.

2Olaf Try gvason Saga, 0. 88; Magnus the Good saga, e. 20.

‘lbid, c. 79.

4 Ib’id, c. 6; Munch, P. A.: Det norskc Folks Historic, 1, Bd. 2, p. 361.

5Heimskringla, 355; St. Olaf saga, c. xxiv.

r'Heimskringla (ed. Unger, pp. 402,428).

7 Sigurd the Crusader Saga (Heilnskringla text), xxvi.

8Harald Hardradi Saga, 0. 61.

”Konungssiigur, pp. 66, 77, 165

1“ F1 ltey aibok 11, 600.

” Olaf Try gvason Saga, 0. 105; St Olaf Saga, c. 181; Heimskringla (ed. Unger),
pp. 231, 414.

1‘1 Konungssiigur (ed. Unger), p. 223.

1"01: If’l‘rygvason Saga, 0. 20.

HI lateyurbok 1i, 121

‘5 Matrnus Erlingsson Saga, 0. 25; Olaf Trygvason Saga, 0. 102; St. Olaf Saga,
0. 60, 150.

PREHISTORIC NAVAL ARCHITECTURE. 641

Erling Skjalgsson had a fifteen-seated skuta.1

Eindrid the Young had a snekkja of twenty rum.2

King Haakon’s ship Dragon had twenty-five rum.3

King Haakon’s dragon Marita-Men had thirty half rum.‘

King Haakon in his expedition to Scotland used a dragon of twenty-
seven rfims"

Bishop Haakon of Bergen ship had forty-five rum.6

The smallest number of men stationed in a half ri’im appear to have
been two;7 when three were employed, one was for rowing, the sec-
ond to protect the rower, and the third to fight.8 When extraordinary
speed was required four men were placed at each car,9 while the larg-
est number of occupants of a half rum is given at eight men.10

It is evident that with an increase of occupants of each rum or half
rum a corresponding increase had to be made in the dimensions, as
shown in the Long Serpent, which, with thirty—four rums, had a length
of keel of 116 feet, while the ship of Knut the Great, with less than
double the number of oars, measured 300 feet in length.

The vessels had five compartments, of which two were in the stern,
namely, the lofting (lypting), in which the commander had his berth,
and the foreroom (.f'yr'irrzim), which was occupied by those next in
rank, and which also served as storage place for the great armor chest; 1‘
two were in the stem, namely, the hats, stafnlok or lokit, in which the
stem-defenders who bore the standard were quartered,” and aft of this
the saw. The central part of the ship, around the mast, occupied by
the rowers, was called krapparzim. With an increase in the number
and size of the oars employed, and in the entire crew, additional
accommodations had to be provided both for quarters and for the more
successful plying of the oars, which, by an increased size demanded
increased internal leverage. While thus in a sixteen-seater, with a
crew of about seventy men (allowing two men for each half divi-
sion”), the stem and stern compartments occupied about 30 to 32

 

lMagnus Erlingssons Saga, 0. 25; Olaf Trygvason Saga, 0. 102; St. Olaf Saga, 0.
60, 150.

”Heimskringla (ed. U ngcr, cit. by Nicolaysen) p. 784.

3Flatcyarbok III, 166.

4Ibid., 196, 197.

5Konungss6gur (ed. Unger, cit. by Nicolaysen) p. 464.

6D. New VIII, No. 119.

1Flateyarbok I, 396; III, 41; Egils Saga, 0. 58.

flHakon Herdibreid Saga, c. 6; St. Olaf Saga, c. 48.

”Konlmgssfigur (ed. Ungeri cit., by Nicolaysen) pp. 60, 465.
3 "’Olaf Trygvaison Saga; Munch, P. A; bet norskc Folks Historic, 1, Bd. 2, p.

71.

“ Heiniskringla, p. 709.

”Ibid., p. 53; Egils Saga, 0. 37.

13One for rowing, one for protection, one for fighting, according to Hakon Herdi~
breid Saga, 0.6; St. Olaf Saga, 0.48.

SM 91, PT 2 41

 

642 REPORT OF NATIONAL MUSEUM, 1891.

feet, leaving 48 feet in all, or 3 feet for each room longitudinally, the
five-fold accommodations had to be provided for the crew of Knut
the Great’s ship,1 in which eight men were stationed in each half
division. Applying, then, a uniform scale throughout, each division
should have occupied at- least 4% feet longitudinal space against 3 feet
as in the sixteen-seater. Unsatisfactory and uncertain as this method
may be, in the absence of other data it affords the only means of
approximately computing the length of the ships.

The determination of width is still more difficult, there being in the
sagas but one instance in which it is stated that a ship of thirty-two
oars on each side (probably the ilIaMasu’cSe owned by King Sverre) for
its passage required a channel of 7 .53 meters (25 feet, 10 inches) to be
cut through the ice.

A scale might be had in the length of oars, which for most effective '
rowing require an internal leverage of 1 against 2 to 3 external lever-
age. Au oar of 18 feet, therefore, would require for its handling at least
6 feet internal space, or 12 feet fo1 the two corresponding oars, and at
least5 feet should be added for the longitudinal central shaft 1n which
the mast is to be 1aised and lowered, thus giving a width of ship of 17
feet for an 18- foot 0:11. (It may here be stated that in the Grokstad
ship, fully described elsew here, oars wele found of 16 and 18% feet in
length, while the width of the ship is 16 feet and 10 inches.)

For the determination of height but one insufficient account exists
additional to the known ships, this being in the ship built by Ealing
Steinvaeg, Rider the Messenger, and Earl Philippus of Tunberg, in
1206, which was so high that “a man must be one of the tallest who,
standing on the frames, could with his broadax touch the ceiling of the
flooring.”2 The Korsui’mn being built by Gunner in 1253, at Ravnholt
in Bohuslen, was 4.23 meters (14 feet) above the water line,3 and Bishop
Haakon of Bergen, ship built in 1339 was 1.88 meters (63,- feet) high.“1

As explained in the preceding, actual finds have shown the longi-
tudinal distance between the oars to have been 3 feet for the smaller
vessels, gradually increasing to 4% feet for the largest vessel, of which
the saga has given an account; allowing them a constant of 16 feet for
each, the stem and stern cabins, we are enabled to give an approxima-
tion of the length of the various classes of vessels.

The 13-seater would thus have a length of 71 feet; 15-seater, 77 feet ,5
16-seater, 80 feet;6 20—seater, 92 feet; 22-seater, 98 feet; 23-seater, 101
feet; 25-seater, 119 feet; 27-seater, 126 feet; 30-seater, 137 feet;7

 

lKonungsogur (ed. Unger, (itc d by Nicol tysen, Laugskibet fra Gokstad, p. 186).
_ 2 Konungs sogur (ed Unger, cit. by Nicola\ sen) p 223.

31bid. ,.p 425, 426.

4D.Norv. v111, No. 119.

5Actual length of Nydam boat, which is a 15-seater.

“Actual length of 16-seater Gokstad ship.

7Computed by N. E. Tuxen: De Nordiske Langskibet at 160.

’PREHISTORIQ NAVAL

A RCIITTIZUTURE.

643

32-seater, 152 feet;1 34-seater, 159 feet; 36-seater, 167 feet; 45-seater,
212 feet; 60-seater, 302 feet; 2 64-seater, 318 feet.
The following table is a resume of the length of the ships discussed in

the preceding pages:

 

 

 

 

 

    

  

 

 

 

 

 

 

Locality. Diszzifgggby‘f de- Year. Length
‘ Feet.
Botley, England .................................. . .......... Brock ................ 1875 l 130. 00
Gokstad, Norway ............................................ Nicolayscn ........... 1880 l 80. 00
Nydam, Denmark ............................................ Engelhardt ........... 1863 1 77. 50
Tune, Norway ...... Ry,3 011 ................. 1867 73. 33
Storhaugen, Bergen, Norway ................................ Lorange .............. 1887 *66. 66
Briisen, Danzig, Germany ................................... 1874 57. 00
Vold, Borre, Norway ........................................ 1852 53. 33
Snape, England ............................................. 1862 48.00
Nydam, Denmark, ship’s boat ............................... Engelhardt ........... 1863 55. 00
Vendel, Upland, boat I ....................................... Stolpc ................ 1881 34. 66
Vendel, Upland, boat IX ...................................... . . . .do .................. 1882 31. 70
Vendel, Upland, boat x ...................................... . . . .do ................. 1882 31. 17
Vendel, Upland, boat x1 ...................................... . . . .do ................. 1882 , 30. 66
Vendel, Upland, boat VII ..................................... . . . .do ................. 1882 29. 67
Gokstad, Norway, ship’s boat ............................... Nicolayscn ...... . . . . -, 1880 *25. 66
Gloppen, Bergen ............................................. Gustafson ............ 3 1890 28. 33
Vendel, Upland, boat IV ..................................... Stolpc ................ 1882 26. 66
Snotra Trondhjem ........................................... Undset ............... 1874 25. 00
Vendel, Upland, boat 111 ............................. '.. . Stolpe ..... . 1882 21. 66
Vendel, Upland, boat 11 ...................................... _ . .do ................. 1882 23. 66
Snotra Trondhjem ........................................... Undset ............... , 1874 23. 00
Valnesset Trondhjcm ....................................... ..do _________________ I 1873 21. 67
Vendcl, Upland, boat VI ..................................... Stolpe ................ I 1882 21. 67
Gokstad, ship’s boat ......................................... Nicola.) sen ........... ‘ 1880 18. 23
Kvelds,Norway ............................................. ....do........._.......1 1884 20.00
Nalum, Norway ............................................. . . . .do ................. 1887 19. 00
Gokstad, ship's boat ......................................... . . . .do ................. i 1880 13. 66
* Keel.
WITHOUT IDENTIFICATION.
Lackalanga, Sweden ......................................... Bruzelius ............. 1856 ........
Mokklcbyst, Norway ........................................ Lorange .............. 1887 ........
Ultuna, Upland .............................................. Nicolaysen ........... 1855 ........
Thov, Nordland .............................................. Rygh ................. 1853 ........

 

 

 

In considering the subject of ancient shipbuilding absolute depend-
ence should not be placed in the accounts handed down in the sagas,
which were often considerably overdrawn in an attempt to bestow
praise upon the originator, or, if even correctly conceived, by transmis-
sion experienced modifications which finally were incorporated in the
written records made at a much later period, and which formed the

 

 

‘Long Serpent, am ordintr to saw: 1 a((. 011111;, was 160 feet In length
9 Knut the Great’s ship 1s said to have measured 300 feet' in length.

644 REPORT OF NATIONAL MUSEUM, 1891.

only sources of information until, within recent years, comparisons have
become possible by the finding of ancient ships in a more or less perfect1
state of preservation. The knowledge gained from these structures
has been employed by the late N. E. Tuxen,l director of the dockyard"

 
    

   

24’“c

      
 

1.“; 2.9:)-

  

 

 

 

 

 

 

PLAN OF A PROJECTED “TWENTY-SEATER."
(Copied from N. E. Tuxen. " De nm'diske Langskxheffl

at Copenhagen, Denmark, in preparing construction plans of two ves-
sels of capacity often mentioned in the sagas. His resume is appended

in tabular form.
In order to obtain good lines and stability, the question of displace-

‘Tuacen, N. 16.: De nordiske Langskibe. In Aarb. f. nord. Oldk. og l'list. Copén-
hagen, 1886.

1'4»:qu

 

PREHISTORIC NAVAL ARCHITECTURE. 645

ment should he the first to be found, and this is obtained by computing
the weight of the ship, together with all the material, crew, equipment,
etc. In the present instance it is a 20-seater, that is a ship carrying
twenty oars on each side, that engages our attention.

The dimensions of a 20-scater (Fig. 150) should be as follows: Length
of keel, 71% feet, with a curve of 6 inches; length between stems, 90
feet; Width amidship, 17 feet; perpendicular height amidships, 8 feet,
curving toward the prows, which are elevated several feet above the
gunwale.

 

 

 

 

 

 

 

 

 

Fig. 151.
PLAN ()1“ A PROJECTED “’JTHmTY-SEATER.”

(Copied from N. E. Tuxvn, “ he nonliskt- Lungskilw.”,‘

The material employed to be oak or spruce with strong, stout ribs,
keelson and gunwale; the planking 17} inches thick, fastened to the
timbers with iron rivets. The deck in the hold 2 feet below the water
line and 4 feet above the keel to be covered with boards 1:} inches
thick, and represents an area 900 square feet. Upon it and resting

against the ship’s side are benches 5 feet long amidships, and decreas-

ing toward the stems and from these the pars, twenty on each side, are
plied through holes placed 3 feet above the water and 3 feet apart.

646 REPORT OF NATIONAL MUSEUM, 1891.

The seats are sepa ‘ated longitudinally by an opening 7 feet wide for the
raising and lowering of the mast which by a height of 01% feet and
a weight of 2,000 pounds carried a sail that represented a surface of
1,400 square feet. 7

The forecastle room is 12 feet long, 10 wide, and 6% feet high, and the
cabin in the stern 15 feet long by 11% feet high.

A. crew of ninety men required for the ship together with aecouter—
ments and provisions for about four to six weeks weighs 21 tons.

The entire weight of the ship inclusive of crew and equipment is com—
puted at 60 tons. The corresponding displacement is obtained by
length of vater line of 82 feet by 16 feet in width and a draft 014% feet
in the middle.

The 3(l-seater (Fig. 151) is constructed on the same general plans as
the 20-seater, but is built stronger and having between much pair of ribs
a short rib reaching to the water line.

The length of the ship is 120 feet keel with a curvature of 12 inches;
length of hold 107 feet; between stems 160 feet; width 23% feet, and
depth amidships 0 feet, the gunwale curving 5 per cent bring the stems
about 17 feet above water. The forward cabin is about 11 feet above
the water, 22 feet long and 15 feet wide, while the stern cabin is .26 feet
in length. r

The deck, representing 2,000 square feet, is 4 feet above the water,
and upon it are thirty seats upon each side, the twenty in the
middle being 8 feet and the stem and stern banks only 5 feet wide, with
an interval of 3% feet between the cars which are plied through holes 6
feet above the water.

The central longitudinal space between the seats is 7 feet in Width;
the mast has a height of 80 feet weighing between 4,000 and 5,000
pounds and carries a sail representing a surface of 2,550 square feet.

The crew is estimated at two hundred and sixty men, which, with
their accouternients and provisions, will weigh 118.3 tons; the weight
of the ship, built of spruce, together ‘with its equipment, is 153 tons;
its water line is 144 feet in length by 23 feet in width and 7 1} feet draft,
representing a displacement of 271.3 tons.

The Long Serpent, according to Saga account, V2 s a thirty-four-
seater, and had a- length of 74 ells. The ell, according to authority, is
1% English feet; hence, length of ship is 111 feet. In a, ship of that length
the extreme breadth is computed at 22 feet, with a depth of 13% feet,
and a displacement of 290 tons.

The following table represents the results obtained by Mr. Tuxen1
in computing and preparing etmstruction plans for a twenty and a
thirty-seater:

 

 

1 Tuarc'n, N. 19.: De nordiske Langskibe. In Aarb. f. nord. Oldk. og Hist. Kjiiben-
havn, 1886.

 

PREHISTORIC NAVAL ARCHITECTURE. 647

Table showinq dimensions and results of computation for projected vessels.

 

 

 

 

 

 

Specified details. 227:;th Egag:
Length between stems .................................................... 90’ 0” 160’ 0”
Length of keel ............................................................ 71/ 6" 120' 0”
”Width above guuwalc amidships ......................................... 17’ 0” 23’ 6"
Perpendicular depth from gunwalc to keel ................................ 9’ 0” 15’ 6”
Draft at middle of keel ................................................... 4’ 9" 7’ 6”
Draft at ends of keel ...................................................... 4’ 3” 6' 6”
Gunwalc above water amidships .......................................... 5’ O” 9’ O”
Gunwalc above water at stern ............................................ 9’ 0" 17’ 0”
Length of uppermost water line .......................................... 82’ 0” 144’ 0”
Width of uppermost water line ........................................... 16’ 0“ 23’ 0"
Area of uppermost water line ............................... square feet. . 920 2, 314
Area of middle ril) .................................................. (10. . . . 42. 7 101. 3
Displacement in cubic feet .................................... cubic feet. . 2, 085 8, 614
Displacement center before the middle ............................. tons. . 65. 7 271. 3
Metacenter above uppermost water line .................................. 5. 405 6. 204
Center of gravity of system above water line ............................. 1. 941 2. 493
Metacenter above center of gravity ....................................... 3. 464 3. 711
Entire height of mast ..................................................... 61’ 6” 80' 0”
Length of yard ........................................................... 36’ 0“ 49’ 0”
Area of sail ................................................. square feet. . 1. 400 2, 550
Center of sail above center of pressure ................................... 38’ 875” 44’ 750"
Stiffness moment: sail moment ........................................... 9’ 579” 17’ 650”
Deck above uppermost water line ......................................... 1’ 0” 4’ 0“
Length of hold (kraproom) ......................................... . 61' 0” 107’ 0”
Number of oars at each side .............................................. 20 30
Distance between oars .................................................... 3’ 0" 3’ 6”
Middle oar above surface of water ........................................ 3’ 0” 6' 0”
Length of middle ear ..................................................... 18’ 0” 30’ 0"
Crew in bold (krapromn) .................................................. , 80 220
Entire crew ............................................................... I 90 206
Weight of crew, weapons. provisions, etc ........................... tons. .r 24. 0 118. 3
Weight of ship and equipment ...................................... do. . .' 41. 7 153

{

These proportions are fully represented in the Gokstad ship, which so
beautifully illustrates the art of shipbuilding in the north, and of which
Mr. Nicolaysen on page 17 of his description of the northern Longship
from Gokstad justly and proudly says:

“That there may yet be found in many parts of our country, near the
coast, tumuli containing ships in tolerable preservation is by no means
uncertain. . . . Certain, nevertheless, it is that we shall not disin-
ter any craft which, in respect of model and workmanship, will out-
rival that of Grokstad. For, in the opinion of experts, this must be
termed the masterpiece of its kind, not to be surpassed by aught which
the shipbuilding c aft of the present age could produce. Doubtless, in
the ratio of our present idea, this is rather a boat than a ship; never-
theless, in its symmetrical proportions and the eminent beauty of its
lines is exhibited a perfection never since attained until, after a much
later but long and dreary period of clumsy unsha-peliness, it was once
more revived in the clipper-built craft of our own country.”

I

 

 

 

 

ROOM USE ONLY

7W~‘7é\F/vt;9

CUBTEHSEEL

MRIJYAUKEE PUBLIC MUSELW
FRON!:& A. BARRETT

~01,” 4,.

Ll—i-amrorvlrhnlNI-h .wuiau¢-:1_ "I‘er: I"
n ;

. 3 ~

‘4»: [mm

33¢ my

. ”was:

‘
.. ‘ .

, .ryyvaA‘
uwxprlymwuw 3.” Wm;
. , , » .,

s

‘ .'_ ‘ ' ‘-~n:|"".4«u..
H,‘ H -, - Inwww

A; Luna.
K

; {‘-

"r33

m

,t

.-

“awn"!

{-1«3
ram
.a

éxy‘,

J. 4;.
r “mun.
“gi‘hb'vhninnl n}

”9.91““ :- gs;

”mania“; '
n4 ‘,‘

\ - '

. ,w-auw-nm
w». “an: Mr
V - in
“fine-

.,.',. ”away I];
y;vy_l-1>I\ .
In,

\
Imh \yl:1p.;y N
,j

4. v .,«:V;,r.‘::lfl.,v,w.rm».
Luz-x .1 ,",‘4""" H

”HUMMW
”"""‘or"-”'""
II v‘ I

, “Hun.”
nutvvp, .

e m

"""I"
v..,5«' ““4““
r u

., »
"-sz ”Lug- , v'
.” 4
. u .,
“Stud,” ”9):;

Hu-uw. ”m .m
H X. K K ‘

 

k0.i~v¢.-;‘Iyl-
-vs.yn,..m..y..~