Alexander Belov
European Institute of Underwater Archaeology, Egyptology, Department Member
- Ancient Shipbuilding, Naval Architecture (History), Ancient Shipwrecks, Underwater Archaeology, Mediterranean Underwater Archaeology, Naval Architecture, and 33 moreEgyptian Archaeology, Ancient Navigation, Underwater Archaeology, Ancient Harbours, Underwater Surveys, Egyptology, Graeco-Roman Egypt, Ancient Egyptian History, Herodotus, Late Period in ancient Egypt, Classical Archaeology, Maritime Archaeology, Mediterranean archaeology, Archaeology of Mediterranean Trade, Maritime History, Trade Routes, Seafarers, Nautical Archaeology, Protection of Underwater Cultural Heritage, Harbour Archaeology, Ancient Seafaring, 3d Reconstructions in Archaeology, Ancient Ports and Harbours, Ancient History, Sea Peoples, Geoarchaeology, Survey (Archaeological Method & Theory), Coastal and Island Archaeology, Islands Archaeology, Dendrochronology, Archaeological GIS, Ancient Egyptian Iconography, Roman Archaeology, Thonis-Heracleion, and History of Divingedit
- Alexander Belov is a researcher with the European Institute of Underwater Archaeology (IEASM), France and the Center ... moreAlexander Belov is a researcher with the European Institute of Underwater Archaeology (IEASM), France and the Center for Egyptological Studies of Russian Academy of Sciences. Having received initial education of oceanographer in M.V.Lomonosov State University in Moscow and a PhD in Oceanography in 2004, A.Belov became more interested in problems of Egyptian shipbuilding and seafaring. He obtained a PhD degree in archaeology with the University of Bordeaux Michel de Montaigne (February 2014), the title of the thesis being “Studies of the Egyptian naval architecture of the Late Period. New archaeological evidence and an attempt at a 3D reconstruction”. He participates in archaeological excavations in Memphis, Luxor, Alexandria and in the Bay of Abukir in Egypt. His research interests are focused on ancient shipbuilding, ancient navigation and seafaring. Since many years he is a volunteer crew member on the replicas of the man-o’-wars ‘L’Hermione’ (Rochefort, France, 1779) and ‘Shtandart’ (St. Petersburg, Russia, 1703).edit
A detailed analysis of the construction of ship 17, a Late Period vessel discovered by Franck Goddio and a team from the Institut Europeen d'Archeologie Sous-Marine during underwater excavations at Thonis-Heracleion, a sunken city in... more
A detailed analysis of the construction of ship 17, a Late Period vessel discovered by Franck Goddio and a team from the Institut Europeen d'Archeologie Sous-Marine during underwater excavations at Thonis-Heracleion, a sunken city in Aboukir Bay, Egypt. Drawing upon Herodotus' description of boat-buiding, it is possible to state that ship 17 is a baris-boat built according to Ancient Egyptian original boat-building tradition.
Research Interests: Egyptology, Maritime Archaeology, Underwater Archaeology, Nautical Archaeology, Mediterranean archaeology, and 10 moreHerodotus, Ancient Egyptian History, Mediterranean Underwater Archaeology, Ancient Shipwrecks, Ancient Navigation, Maritime and Underwater Archaeology, Late Period in ancient Egypt, Ancient Shipbuilding, Ancient Ports and Harbours, and Ancient and Medieval Shipbuilding
Free pdf version of this and other chapters of the book are available online at: https://www.openbookpublishers.com/product/978 The available data on Ancient Egyptian boatbuilding techniques during the Late (664-332 BC) and Ptolemaic... more
Free pdf version of this and other chapters of the book are available online at: https://www.openbookpublishers.com/product/978
The available data on Ancient Egyptian boatbuilding techniques during the Late (664-332 BC) and Ptolemaic Period (332-30 BC) received a considerable boost from the more than seventy Ancient Egyptian ships that were found on the site of Thonis-Heracleion in 2000. Many of these ships seem to belong to the baris-type as described in Herodotus in his Historia. This chapter is an attempt to determine the space of navigation of these ships by examining the direct evidence derived from their construction, as well as indirect evidence drawn from the state of the ships’ timbers and the results of reconstruction of their hulls, and of their propulsion and steering systems.
The available data on Ancient Egyptian boatbuilding techniques during the Late (664-332 BC) and Ptolemaic Period (332-30 BC) received a considerable boost from the more than seventy Ancient Egyptian ships that were found on the site of Thonis-Heracleion in 2000. Many of these ships seem to belong to the baris-type as described in Herodotus in his Historia. This chapter is an attempt to determine the space of navigation of these ships by examining the direct evidence derived from their construction, as well as indirect evidence drawn from the state of the ships’ timbers and the results of reconstruction of their hulls, and of their propulsion and steering systems.
Research Interests:
Research Interests:
Evidence for Ancient Egyptian boatbuilding during the Late Period (664-332 BC) is very scarce and thus the description of Herodotus (“Histories” II.96, c.450 BC) of the local Egyptian boat called “baris” is of great interest. Different... more
Evidence for Ancient Egyptian boatbuilding during the Late Period (664-332 BC) is very scarce and thus the description of Herodotus (“Histories” II.96, c.450 BC) of the local Egyptian boat called “baris” is of great interest. Different translations of this fragment caused much debate. Excavations by the European Institute of Underwater Archaeology in Egypt allowed locating over sixty shipwrecks in the harbour area and channels of the submerged city of Thonis-Heracleion and at least eighteen of them are dated to the Late Period. The construction of shipwreck 17 has been studied during three excavation seasons (2009-2011) and it shows many parallels with the description of Herodotus. This ressemblance starts with the construction material and continues with both longitudinal and transversal structure of the ship as well as with its steering and propulsion system. Shipwreck 17 provides new data that allows not only to consider in detail the construction of this ship but also to propose some general conclusions on the constructional principles and methods characteristic to the Late Period many of which remain unique to the Ancient Egyptian boatbuilding tradition. A three-dimensional modeling of this ship gives an opportunity to make an estimate of its technical characteristics.
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, Nautical Archaeology, and 10 moreMediterranean archaeology, Herodotus, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, Ancient and Medieval Shipbuilding, and History of Herodotus
Research Interests: Classical Archaeology, Egyptology, Maritime Archaeology, Graeco-Roman Egypt, Underwater Archaeology, and 8 moreGraeco-Roman Alexandria, Harbour Archaeology, Ancient Navigation, Ancient Ports and Shipping, Ancient Seafaring, Underwater Archaeology, Ancient Harbours, Underwater Surveys, Ancient Ports, and Ancient Ports and Harbours
The article gives preliminary information on the shipwrecks of the submerged Egyptian city of Heracleion-Thonis excavated by the European Institute of Underwater Archaeology (IEASM). Underwater surveys started in 1996 in the Bay of Abukir... more
The article gives preliminary information on the shipwrecks of the submerged Egyptian city of Heracleion-Thonis excavated by the European Institute of Underwater Archaeology (IEASM). Underwater surveys started in 1996 in the Bay of Abukir allowed determining the outline of the submerged Canopic region, the circumstances and chronology of its submersion. From the 8th century B.C.E., this town was the custom and border post, and the emporion which controlled access to the Canopic channel, traded with the Greek regions and supervised foreign ships. More than sixty ships dating from the 6th to the 2nd centuries B.C.E. were discovered in the port regions and in the canals of the city bringing evidence on the intense maritime and fluvial activity in this coastal region. Initial analysis of the distribution of the ships of Heracleion-Thonis and some observations on their constructional peculiarities and on the choice of the building material is proposed. Ship 17 of Heracleion-Thonis is the first vessel to be excavated and is thoroughly analysed in the PhD thesis of A.Belov entitled ‘Studies of the Egyptian naval architecture of the Late Period. New archaeological evidence and an attempt at a 3D reconstruction’, which will be examined at the University of Bordeaux in autumn 2013. The ship shows many similarities with the description by Herodotus of the Egyptian river-going ship ‘baris’ (Histories, 2.96, c.450 BC).
Research Interests: Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, Nautical Archaeology, Mediterranean archaeology, and 11 moreAncient Egyptian Architecture, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Harbour Archaeology, Ancient Ports and Shipping, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, Ancient Ports and Harbours, and Ancient and Medieval Shipbuilding
""Since recent times the idea of the arrangement of the both major ports of ancient Alexandria was extremely obscure and based mainly on written sources. Despite relative abundance of such reports none of them (including even the most... more
""Since recent times the idea of the arrangement of the both major ports of ancient
Alexandria was extremely obscure and based mainly on written sources. Despite relative abundance of such reports none of them (including even the most thorough description of Strabo) could be used for creating a reliable chart of port structures that had been disappeared under the waters of the Mediterranean approximately at the late IV AD. Today the application of the most modern archaeological technologies under water allows not only charting the remains of the visible ancient structures but also analyzing their construction peculiarities and gathering lots of valuable archaeological material. It should be pointed out that this data drastically changes the image of the ancient ports that existed in scientific literature only a couple of years ago.
Starting from 1992 the problem of ancient topography of the Great Port has been elaborated by European Institute of Underwater Archaeology (IEASM - Institut Européen d’Archéologie Sous-Marine), France. In the period of 1992-98 an international team has performed a series of surveys that included bathymetric, magnetometric and side-scan surveys. This complex approach allowed creating high-resolution map of the bottom of the harbor while analysis of wood, bone remains and pottery gave precious datations for each structure discovered. According to the survey the area in question experienced 6-8 meters of sea level rise due both to the sea transgression and seismic activities.
The orientation, dimensions, construction method and datation of the following objects are considered in the article: Diamond rock, other rocks at the entrance to the harbor, central reef, harbor main entrance, Lohias peninsula, the system of three harbors, Antirhodos island and other smaller objects. The position of the Faro lighthouse is discussed separately and the conclusion that its remains are hidden under the modern breakwater some several hundred meters to the east from the Keit-Bey fort is suggested.
The system of the three harbors gave to ancient vessels much flexibility in maneuver both under sail and row and permitted dividing harbor into “military” and “trade” parts, this fact being proved by written sources. Thus the structure of the Great Port of Alexandria can be considered as known, however this is not the case for the port of Eunostos – highly polluted and hidden under the modern West port of Alexandria. The problem of its structure is elaborated by the Center for Egyptological Studies since 2003. During the last season the remains of the large breakwaters that defended the port from the prevailing N and NW swell have been discovered. ""
Alexandria was extremely obscure and based mainly on written sources. Despite relative abundance of such reports none of them (including even the most thorough description of Strabo) could be used for creating a reliable chart of port structures that had been disappeared under the waters of the Mediterranean approximately at the late IV AD. Today the application of the most modern archaeological technologies under water allows not only charting the remains of the visible ancient structures but also analyzing their construction peculiarities and gathering lots of valuable archaeological material. It should be pointed out that this data drastically changes the image of the ancient ports that existed in scientific literature only a couple of years ago.
Starting from 1992 the problem of ancient topography of the Great Port has been elaborated by European Institute of Underwater Archaeology (IEASM - Institut Européen d’Archéologie Sous-Marine), France. In the period of 1992-98 an international team has performed a series of surveys that included bathymetric, magnetometric and side-scan surveys. This complex approach allowed creating high-resolution map of the bottom of the harbor while analysis of wood, bone remains and pottery gave precious datations for each structure discovered. According to the survey the area in question experienced 6-8 meters of sea level rise due both to the sea transgression and seismic activities.
The orientation, dimensions, construction method and datation of the following objects are considered in the article: Diamond rock, other rocks at the entrance to the harbor, central reef, harbor main entrance, Lohias peninsula, the system of three harbors, Antirhodos island and other smaller objects. The position of the Faro lighthouse is discussed separately and the conclusion that its remains are hidden under the modern breakwater some several hundred meters to the east from the Keit-Bey fort is suggested.
The system of the three harbors gave to ancient vessels much flexibility in maneuver both under sail and row and permitted dividing harbor into “military” and “trade” parts, this fact being proved by written sources. Thus the structure of the Great Port of Alexandria can be considered as known, however this is not the case for the port of Eunostos – highly polluted and hidden under the modern West port of Alexandria. The problem of its structure is elaborated by the Center for Egyptological Studies since 2003. During the last season the remains of the large breakwaters that defended the port from the prevailing N and NW swell have been discovered. ""
Research Interests:
Excavations of a submerged city of Thonis-Heracleion in the Nile's Delta brought to light numerous ancient shipwrecks dating to the 8th-2nd centuries BC. Many of these ships show parallels with a Nilotic freighter baris as described by... more
Excavations of a submerged city of Thonis-Heracleion in the Nile's Delta brought to light numerous ancient shipwrecks dating to the 8th-2nd centuries BC. Many of these ships show parallels with a Nilotic freighter baris as described by Herodotus (Hist. 2.96). Massive constructional pieces, apparently playing an important role in structure of a baris, were recently discovered at the bows of these ships. This new archaeological discovery allows reconsidering ancient Egyptian nautical terms applied to the bow of a ship and proposing the most probable word for a bow piece.
Research Interests:
Many ships from Thonis-Heracleion, a submerged city on the Mediterranean coast of Egypt, show numerous parallels with the construction of the Nilotic freighter baris as described by Herodotus (Hist. 2.96). During the spring mission of... more
Many ships from Thonis-Heracleion, a submerged city on the Mediterranean coast of Egypt, show numerous parallels with the construction of the Nilotic freighter baris as described by Herodotus (Hist. 2.96). During the spring mission of 2022 four massive constructional pieces of the bow from these ships were excavated and studied. Bow pieces played an important role in the structure of a baris. Obtained information complements the documentation of a baris as described by Herodotus and serves as a new architectural signature for this type of construction.
Research Interests: Archaeology, Egyptology, Maritime Archaeology, Egyptian Archaeology, Ptolemaic Egyptian History, and 12 moreAncient Technology (Archaeology), Underwater Archaeology, Nautical Archaeology, Mediterranean archaeology, Herodotus, Ancient Egyptian Architecture, Naval Architecture (History), Ancient Shipwrecks, Harbour Archaeology, Late Period in ancient Egypt, Ancient Ships, and Ancient and Medieval Shipbuilding
The eighth and last article in this series is devoted to the evolution of the rigging and sails of ancient Egyptian ships during a vast period extending from the 11th century BC to the 5th century AD. This period is characterised by an... more
The eighth and last article in this series is devoted to the evolution of the rigging and sails of ancient Egyptian ships during a vast period extending from the 11th century BC to the 5th century AD. This period is characterised by an increasing influence of Greek and Roman traditions on authentic ancient Egyptian rigging. The iconography of this period in Egypt remains scarce, and thus available written and archaeological sources were relied upon in an attempt to follow the technological changes. In
In conclusion, the major stages of the evolution of ancient Egyptian rigging and sails have been summarised for some six thousand years.
In conclusion, the major stages of the evolution of ancient Egyptian rigging and sails have been summarised for some six thousand years.
Research Interests:
In the seventh article of this series the author considers the peculiarities of sails and rigging of Ancient Egyptian ships during the Ramesside Period (1295–1069 BC). The available material proves that a traditional rig with a boom from... more
In the seventh article of this series the author considers the peculiarities of sails and rigging of Ancient Egyptian ships during the Ramesside Period (1295–1069 BC). The available material proves that a traditional rig with a boom from the early New Kingdom was still in use. However, the representations of an innovative boomless rig, first attested during the Amarna period, become even more frequent. In addition, a transitional type of a rig with a boom but equipped with brails for easier handling of the sail
is equally attested on the reliefs from the Ramesside Period.
Keywords: ancient shipbuilding, ancient rigging, seafaring in Ancient Egypt, New Kingdom, Ramesside Period.
is equally attested on the reliefs from the Ramesside Period.
Keywords: ancient shipbuilding, ancient rigging, seafaring in Ancient Egypt, New Kingdom, Ramesside Period.
Research Interests:
An intact bronze waterfowl figurehead, SCA1592, was found in the city of Thonis-Heracleion in 2014 and received only brief comments in an exhibition catalogue. A fragment of a similar piece, SCA1561, has not been previously published.... more
An intact bronze waterfowl figurehead, SCA1592, was found in the city of Thonis-Heracleion in 2014 and received only brief comments in an exhibition catalogue. A fragment of a similar piece, SCA1561, has not been previously published. This article contains a detailed analysis of both pieces and cites the available comparanda from ancient Egypt. It also addresses the religious and aesthetic aspects of these figureheads.
Research Interests:
Research Interests: Egyptology, Maritime Archaeology, Maritime Routes, Underwater Archaeology, Nautical Archaeology, and 15 moreArchaeology of Mediterranean Trade, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Egyptian Art and Archaeology, Ancient Shipwrecks, Protection of Underwater Cultural Heritage, 3d Reconstructions in Archaeology, Ancient Navigation, Ancient Ports and Shipping, Ancient Seafaring, Insularity, Underwater Archaeology, Ancient Harbours, Underwater Surveys, Ancient Shipbuilding, Ancient Ports and Harbours, and Ancient and Medieval Shipbuilding
Research Interests: Classical Archaeology, Maritime Archaeology, Maritime Routes, Ancient Technology (Archaeology), Underwater Archaeology, and 15 moreNautical Archaeology, Mediterranean archaeology, Archaeology of Mediterranean Trade, Mediterranean Underwater Archaeology, Protection of Underwater Cultural Heritage, Seafarers, Harbour Archaeology, Ancient Navigation, Ancient Ports and Shipping, Ancient Seafaring, Maritime and Underwater Archaeology, Underwater Archaeology, Ancient Harbours, Underwater Surveys, Ancient Ports and Harbours, Roman Archaeology, and Trade Routes
In the sixth article of this series an author considers peculiarities of rigging and sails of Ancient Egyptian ships at the end of the 18th Dynasty (1338–1295 BC). Rich collection of models from the tomb of Tutankhamun contains a lot of... more
In the sixth article of this series an author considers peculiarities of rigging and sails of Ancient
Egyptian ships at the end of the 18th Dynasty (1338–1295 BC). Rich collection of models from the
tomb of Tutankhamun contains a lot of information on this subject. Even if the models were made
in haste for funerals of the king, they are detailed enough to surpass in importance several known
reliefs of this time. The latter, however, contain complementary information and are also considered
in the paper.
Egyptian ships at the end of the 18th Dynasty (1338–1295 BC). Rich collection of models from the
tomb of Tutankhamun contains a lot of information on this subject. Even if the models were made
in haste for funerals of the king, they are detailed enough to surpass in importance several known
reliefs of this time. The latter, however, contain complementary information and are also considered
in the paper.
Research Interests:
The city of Thonis-Heracleion, a major ancient port on the Mediterranean coast of Egypt in the Late and Ptolemaic Periods, contains the largest known accumulation of ancient ships in the world. During the last excavation season in the... more
The city of Thonis-Heracleion, a major ancient port on the Mediterranean coast of Egypt in the
Late and Ptolemaic Periods, contains the largest known accumulation of ancient ships in the
world. During the last excavation season in the spring of 2021, a small rudder was
discovered in the vicinity of one of the shipwrecks. The article is devoted to the context and
construction of the rudder.
Late and Ptolemaic Periods, contains the largest known accumulation of ancient ships in the
world. During the last excavation season in the spring of 2021, a small rudder was
discovered in the vicinity of one of the shipwrecks. The article is devoted to the context and
construction of the rudder.
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Graeco-Roman Egypt, Underwater Archaeology, and 13 moreNautical Archaeology, Mediterranean archaeology, Ancient Egyptian History, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Harbour Archaeology, Ancient Navigation, Ancient Seafaring, Late Period in ancient Egypt, Ancient Ships, Ancient Shipbuilding, and Ancient Ports and Harbours
In the fifth article of this series the author considers the evolution of rigging and sails of Ancient Egyptian ships during the Amarna period (1352–1336 BC). Although this period was quite short even the scarce available material allows... more
In the fifth article of this series the author considers the evolution of rigging and sails of Ancient
Egyptian ships during the Amarna period (1352–1336 BC). Although this period was quite short
even the scarce available material allows suggesting appearance of important innovations in the
rigging.
Egyptian ships during the Amarna period (1352–1336 BC). Although this period was quite short
even the scarce available material allows suggesting appearance of important innovations in the
rigging.
Research Interests:
The article examines the human impact on the ecosystem of lake Qarun (lake Moeris) during the Middle Kingdom, Hellenistic period and over the past 150 years. The increase in population of the Fayum Oasis at the beginning of the 20th... more
The article examines the human impact on the ecosystem of lake Qarun (lake Moeris) during the Middle Kingdom, Hellenistic period and over the past 150 years. The increase in population of the Fayum Oasis at the beginning of the 20th century and the expansion of arable land together with climatic factors are the major reasons for the global changes of the lake’s ecosystem. The salinity of the lake, nutrients and contaminants inflow sharply increased. The eutrophication of the lake led to the appearance of numerous invasive species, a decline in biodiversity and to a drop in fish catches. Negative changes in the ecosystem of lake Qarun are considered as a study case of a world trend.
Research Interests:
In the fourth article of this series the author considers evolution of rigging and sails of Ancient Egyptian ships starting from the beginning of the New Kingdom (1550 BC) to the beginning of the Amarna Period (1352 BC). The article is... more
In the fourth article of this series the author considers evolution of rigging and sails of Ancient Egyptian
ships starting from the beginning of the New Kingdom (1550 BC) to the beginning of the Amarna
Period (1352 BC). The article is based on archaeological, iconographic, ethnographic materials and
written sources in order to trace principal changes in rigging of different periods. Some positions of
major works on the subject of Ancient Egyptian rigging were complemented or reconsidered by the
author of this publication.
ships starting from the beginning of the New Kingdom (1550 BC) to the beginning of the Amarna
Period (1352 BC). The article is based on archaeological, iconographic, ethnographic materials and
written sources in order to trace principal changes in rigging of different periods. Some positions of
major works on the subject of Ancient Egyptian rigging were complemented or reconsidered by the
author of this publication.
Research Interests:
Alexandria's maritime destiny was naturally predetermined by its excellent geographical position at the confluence of the two worlds. It was here that the waters of the Nile mingled with the Sea and here the Egyptian culture, riverine in... more
Alexandria's maritime destiny was naturally predetermined by its excellent geographical position at the confluence of the two worlds. It was here that the waters of the Nile mingled with the Sea and here the Egyptian culture, riverine in its origins, mingled with the maritime world of the Greeks. The Ptolemaic dynasty was based on the principles of the thalassocracy that manifested itself in almost every aspect of the Egyptian state and was represented by the legendary Pharos through seventeen centuries. This article is an attempt to evaluate the contribution of the city to the global development of navigation and seafaring in the ancient world. The Alexandrian traces of some of these inventions currently remain implicit; however, they were equally included in the discussion in hope that future research will bring more light on their origins.
Research Interests:
In the third article of this series the author considers evolution of rigging and sails of Ancient Egyptian ships from the beginning of the Middle Kingdom (2055 BC) to the end of the Second Intermediate Period (1550 BC). The article is... more
In the third article of this series the author considers evolution of rigging and sails of Ancient
Egyptian ships from the beginning of the Middle Kingdom (2055 BC) to the end of the Second
Intermediate Period (1550 BC). The article is based on archaeological, iconographic, ethnographic
materials and written sources in order to trace principal changes in rigging of different periods.
Some positions of major works on the subject of Ancient Egyptian rigging were complemented or
reconsidered by the author. //
Статья (третья из цикла) посвящена особенностям парусной оснастки древнеегипетских кораблей с начала Среднего царства (2055 г. до н. э.) по конец Второго переходного периода
(1550 г. до н. э.). Вопрос о технической эволюции оснастки рассматривается на археологическом, иконографическом, письменном и этнографическом материалах. Статья включает
ссылки на основные работы о древнеегипетской речной навигации и мореплавании, многие
положения которых были дополнены или пересмотрены автором.
Egyptian ships from the beginning of the Middle Kingdom (2055 BC) to the end of the Second
Intermediate Period (1550 BC). The article is based on archaeological, iconographic, ethnographic
materials and written sources in order to trace principal changes in rigging of different periods.
Some positions of major works on the subject of Ancient Egyptian rigging were complemented or
reconsidered by the author. //
Статья (третья из цикла) посвящена особенностям парусной оснастки древнеегипетских кораблей с начала Среднего царства (2055 г. до н. э.) по конец Второго переходного периода
(1550 г. до н. э.). Вопрос о технической эволюции оснастки рассматривается на археологическом, иконографическом, письменном и этнографическом материалах. Статья включает
ссылки на основные работы о древнеегипетской речной навигации и мореплавании, многие
положения которых были дополнены или пересмотрены автором.
Research Interests:
In the second article of this series the author considers evolution of rigging and sails of Ancient Egyptian ships starting from the beginning of the Old Kingdom (2686 BC) to the end of the First Intermediate Period (2055 BC). The article... more
In the second article of this series the author considers evolution of rigging and sails of Ancient
Egyptian ships starting from the beginning of the Old Kingdom (2686 BC) to the end of the First
Intermediate Period (2055 BC). The article is based on archaeological, iconographic, ethnographic
materials and written sources in order to trace principal changes in rigging of different periods.
Some positions of major works on the subject of Ancient Egyptian rigging were complemented or
reconsidered by the author. //
В статье (второй из цикла) освещены особенности парусной оснастки древнеегипетских ко-
раблей с начала эпохи Древнего царства (2686 г. до н. э.) по конец Первого переходного пери-
ода (2055 г. до н. э.). Вопрос о технической эволюции оснастки рассмотрен с привлечением
археологического, иконографического, этнографического материалов, а также письменных
источников. Автор использовал основные работы о древнеегипетской речной навигации и
мореплавании, дополнив и пересмотрев многие из содержащихся в них выводов.
Egyptian ships starting from the beginning of the Old Kingdom (2686 BC) to the end of the First
Intermediate Period (2055 BC). The article is based on archaeological, iconographic, ethnographic
materials and written sources in order to trace principal changes in rigging of different periods.
Some positions of major works on the subject of Ancient Egyptian rigging were complemented or
reconsidered by the author. //
В статье (второй из цикла) освещены особенности парусной оснастки древнеегипетских ко-
раблей с начала эпохи Древнего царства (2686 г. до н. э.) по конец Первого переходного пери-
ода (2055 г. до н. э.). Вопрос о технической эволюции оснастки рассмотрен с привлечением
археологического, иконографического, этнографического материалов, а также письменных
источников. Автор использовал основные работы о древнеегипетской речной навигации и
мореплавании, дополнив и пересмотрев многие из содержащихся в них выводов.
Research Interests:
The article presents a summary of evolution in rigging and sails of Ancient Egyptian ships from the beginning of the Predynastic period (c. 5300 BC) to the beginning of the Old Kingdom (2686 BC). This is the first article of the series... more
The article presents a summary of evolution in rigging and sails of Ancient Egyptian ships from the beginning of the Predynastic period (c. 5300 BC) to the beginning of the Old Kingdom (2686 BC). This is the first article of the series that will cover the history of Ancient Egyptian rigging till the end of the Byzantine period (646 AD). The series are based on archaeological, iconographic, ethnographic materials and written sources in order to trace principal changes in rigging. Major works on the subject of Ancient Egyptian rigging are complemented or reconsidered by the author. A dictionary of naval terms is provided at the end of the first article.The material presented in these articles will make subject of a monograph in English that is currently being prepared.
Research Interests:
Since 2003 the Centre for Egyptological Studies of the Russian Academy of Sciences (CES RAS) has been conducting underwater archaeological reconnaissance in Alexandria (Egypt). A concession assigned to the CES RAS by the Supreme Council... more
Since 2003 the Centre for Egyptological Studies of the Russian Academy of Sciences (CES RAS) has been conducting underwater archaeological reconnaissance in Alexandria (Egypt). A concession assigned to the CES RAS by the Supreme Council for Antiquities of Egypt includes a vast water area of around 80 km 2. A part of it is occupied by the modern Western port of Alexandria but the remaining area (c. 30 km 2 , its depth is up to 40 m) contains numerous traces of submerged port structures and ancient navigation. The work was concentrated at two zones-at the regions of Anfushi and Agami capes. The remains of a massive breakwater, numerous ancient anchors and a cargo of a Hellenistic shipwreck dating from the middle of the 4 th-2 nd centuries BC were discovered here. In addition, the remains of a shipwreck of the late 18 th century (French transport ship 'Le Patriote') were examined, including a sea gun and numerous firearms. The most promising directions of future activities of the CES RAS in Alexandria are considered in the 'Conclusions'.
Research Interests:
Ancient Egyptian shipbuilding is ingenious and has a very long history. The purpose of this article is to present major features of Ancient Egyptian shipbuilding and to consider in detail those of them that were not repeated elsewhere in... more
Ancient Egyptian shipbuilding is ingenious and has a very long history. The purpose of this article
is to present major features of Ancient Egyptian shipbuilding and to consider in detail those of them
that were not repeated elsewhere in the world. These technical solutions prove the original way of
thinking and inventiveness of Ancient Egyptian shipbuilders. Current review is limited by the Late
Period (664–332 BC) as at this time the ingenious ships were gradually replaced by the types of
foreign origin. New archaeological finds and publications allow reconsidering certain aspects of
Ancient Egyptian shipbuilding.
is to present major features of Ancient Egyptian shipbuilding and to consider in detail those of them
that were not repeated elsewhere in the world. These technical solutions prove the original way of
thinking and inventiveness of Ancient Egyptian shipbuilders. Current review is limited by the Late
Period (664–332 BC) as at this time the ingenious ships were gradually replaced by the types of
foreign origin. New archaeological finds and publications allow reconsidering certain aspects of
Ancient Egyptian shipbuilding.
Research Interests:
Research Interests:
The relief from the temple of Ramesses III (1184–1153 BC) in Medinet Habu is often considered to be the most ancient representation of a brailed sail. According to many researchers, the loose-footed sail and the system of brails were... more
The relief from the temple of Ramesses III (1184–1153 BC) in Medinet Habu is often considered to be the most ancient
representation of a brailed sail. According to many researchers, the loose-footed sail and the system of brails were invented
in the ancient countries of the Syro-Canaanite coast and were later adopted by the Ancient Egyptians. However, iconographic
material from Ancient Egypt testifies to the indigenous origin of a loose-footed sail. The article presents an unknown relief from
the Amarna period (1352–1336 BC) that further supports this hypothesis.
representation of a brailed sail. According to many researchers, the loose-footed sail and the system of brails were invented
in the ancient countries of the Syro-Canaanite coast and were later adopted by the Ancient Egyptians. However, iconographic
material from Ancient Egypt testifies to the indigenous origin of a loose-footed sail. The article presents an unknown relief from
the Amarna period (1352–1336 BC) that further supports this hypothesis.
Research Interests: Egyptology, Egyptian Archaeology, New Kingdom (Egyptology), Ancient Egyptian Architecture, Ancient Egyptian History, and 8 moreNaval Architecture (History), Ancient technology, The Amarna Period, Ancient Navigation, Sails and Rigging in the Ancient World, Ancient Ships, Ancient Shipbuilding, and Ancient and Medieval Shipbuilding
Research Interests:
More than 60 Ancient Egyptian ships found on the site of Thonis-Heracleion considerably expand available data on local shipbuilding techniques during the Late (664–332 BC) and Ptolemaic (332–30 BC) Periods. The majority of ships belong to... more
More than 60 Ancient Egyptian ships found on the site of Thonis-Heracleion considerably expand available data on local shipbuilding techniques during the Late (664–332 BC) and Ptolemaic (332–30 BC) Periods. The majority of ships belong to the baris-type as described in Herodotus 2.96. The first part of the article presents the site of Thonis-Heracleion and main hypotheses on how this ships’ graveyard has been formed. The second part is an attempt to determine the space of these ships’ navigation.
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, Nautical Archaeology, and 9 moreHerodotus, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Harbour Archaeology, Late Period in ancient Egypt, Ancient Shipbuilding, Ancient Ports and Harbours, and Ancient and Medieval Shipbuilding
The volume is the publication of the proceedings of the international colloquium ‘La batellerie égyptienne’ (The Egyptian River Craft) held in Alexandria in June 2010. Organized by the Centre d’Études Alexandrines, the event brought... more
The volume is the publication of the proceedings of the international colloquium ‘La batellerie égyptienne’ (The Egyptian River Craft) held in Alexandria in June 2010. Organized by the Centre d’Études Alexandrines, the event brought together many renowned researchers, French-speaking in the majority, working in the field of ancient shipbuilding and navigation.
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, Nautical Archaeology, and 9 moreMediterranean archaeology, Naval Architecture (History), Harbour Archaeology, Ancient Navigation, Ancient Seafaring, Ancient Ships, Ancient Shipbuilding, Ancient Ports and Harbours, and Ancient and Medieval Shipbuilding
"""Ship 17 of Thonis-Hercaleion is the first vessel from the submerged city of Heracleion-Thonis in Egypt yet excavated. The peculiar constructional features of this ship, which dates to the Late Period (664–332 BC), allow us to argue for... more
"""Ship 17 of Thonis-Hercaleion is the first vessel from the submerged city of Heracleion-Thonis in Egypt yet excavated. The peculiar constructional features of this ship, which dates to the Late Period (664–332 BC), allow us to argue for a new type of construction that finds parallels in Herodotus’ description of a Nilotic freighter called baris (History, 2.96, c.450 BC). The aim of this article is to present the main characteristics of this construction without going too far into technical details.
Keywords: Maritime archaeology, Ancient shipbuilding, Ancient shipwrecks, Naval architecture (History), Late Period in Egypt, Herodotus."""
Keywords: Maritime archaeology, Ancient shipbuilding, Ancient shipwrecks, Naval architecture (History), Late Period in Egypt, Herodotus."""
Research Interests: Egyptology, Maritime Archaeology, Maritime History, Egyptian Archaeology, Underwater Archaeology, and 10 moreNautical Archaeology, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Ancient Navigation, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, Ancient Shipbuilding, and Archéologie navale
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, Nautical Archaeology, and 8 moreHerodotus, Naval Architecture (History), Ancient Shipwrecks, Maritime and Underwater Archaeology, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, and Ancient and Medieval Shipbuilding
This paper is devoted to the debatable issue of presence versus absence of a keel in the construction of Egyptian ships of the dynastic period. It analyses ship representations and models dating to the 18th-20th dynasties of the New... more
This paper is devoted to the debatable issue of presence versus absence of a keel in the construction of Egyptian ships of the dynastic period. It analyses ship representations and models dating to the 18th-20th dynasties of the New Kingdom that can serve as evidence for the introduction of a keel in Egyptian shipbuilding, and introduces new archaeological material that sheds more light on the question.
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Ancient Technology (Archaeology), Underwater Archaeology, and 8 moreNautical Archaeology, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Ancient Ships, Egyptian ships, Ancient and Medieval Shipbuilding, and Ancient Boats
The brief description of the Nilotic freighter called baris by Herodotus has long been recognized as being very important for the study of Egyptian shipbuilding in general and for that of the Late Period in particular. New archaeological... more
The brief description of the Nilotic freighter called baris by Herodotus has long been recognized as being very important for the study of Egyptian shipbuilding in general and for that of the Late Period in particular. New archaeological finds from Thonis-Heracleion help better understanding this rare document. The text of Herodotus turns out to be very precise in spite of the originality of the described boatbuilding technique. Sharing the conviction of A.B.Lloyd that the narrative of Herodotus comes from an eye-witness, S.Vinson wrote:
“Without wishing to make great claims for or against Herodotus’ Book II as a whole, there is one thing I feel able to claim, and in fact wish to stress: that the description of Egyptian boat construction which is to be found in Chapt. 96 of Herodotus’ Book II is the description of an eye-witness.”
The new archaeological material discussed in this article further supports this conclusion, to which I would like to adhere without any reservation.
“Without wishing to make great claims for or against Herodotus’ Book II as a whole, there is one thing I feel able to claim, and in fact wish to stress: that the description of Egyptian boat construction which is to be found in Chapt. 96 of Herodotus’ Book II is the description of an eye-witness.”
The new archaeological material discussed in this article further supports this conclusion, to which I would like to adhere without any reservation.
Research Interests: Egyptology, Greek Literature, Egyptian Archaeology, Ancient Technology (Archaeology), Underwater Archaeology, and 9 moreNautical Archaeology, Herodotus, Ancient Egyptian Architecture, Naval Architecture (History), Ancient Shipwrecks, Late Period in ancient Egypt, Egyptian ships, Ancient Shipbuilding, and Ancient and Medieval Shipbuilding
Between 1998 and 1999 three excavation campaigns were undertaken on a shipwreck at the now-submerged site of the ancient Portus Magnus, off the coast of Alexandria. The site, close to the island of Antirhodos, was identified through... more
Between 1998 and 1999 three excavation campaigns were undertaken on a shipwreck at the now-submerged site of the ancient Portus Magnus, off the coast of Alexandria. The site, close to the island of Antirhodos, was identified through geophysical and archaeological surveys carried out by the Institut Européen d’Archéologie Sous-Marine (IEASM), directed by Franck Goddio. The remains of the ship lie c.5 m deep and are spread over c.350 sqm. No cargo has been found. Artefacts recovered, the details of the ship's architecture and radiocarbon dating all suggest it sunk between the end of the 1st century BCE and the 1st century CE. Its dimensions correspond to those of commercial ships of the Roman era. Identification of the wood used contributes significantly to our knowledge of materials used in naval architecture of this period.
Research Interests:
Research Interests:
In the first century BC, Alexandria was called by Strabo “the largest emporium of the inhabited world”. To a great extent, this characterisation was owing to the well-conceived ports of the city. While the port structures of the Great... more
In the first century BC, Alexandria was called by Strabo “the largest emporium of the inhabited world”. To a great extent, this characterisation was owing to the well-conceived ports of the city. While the port structures of the Great Harbour are the focus of an extensive research since 1992, this is not the case of the western port of ancient Alexandria - the port of Eunostos. However the latter had a primary role in the international trade. The port of Eunostos has been studied for the last time at the very beginning of the 20th century and these studies are very far from being exhaustive. The Supreme Council for Antiquities (SCA) of Arab Republic of Egypt has allocated an extensive part of the Alexandrian coast for research by the Center for Egyptological Studies of the Russian Academy of Sciences (CES RAS). This area expands from El Anfushi to El Agami and includes the water area of the ancient port of Eunostos and the region of Ras-el-Tin where G.Jondet had observed the remains of an important breakwater in 1911-1916. During the survey in 2007, this extensive breakwater was rediscovered by the team of CES RAS. The meteorological data for the region of Alexandria shows that the north-western wind dominates in summer, the season during which the absolute majority of sea voyages were carried out in Antiquity. Therefore the breakwater that was discovered by G.Jondet was of utmost importance for the port of Eunostos, otherwise too exposed to the north-western wind and swell. The project of CES RAS implies the precise charting of the breakwater (designated as the “Ras-el-Tin” breakwater) and the subsequent analysis of its structure by diving methods. The remains of ancient buildings on the submerged coast of the Pharos Island (modern peninsula of Ras-el-Tin) will be studied and charted as well. The results of the project that is planned to last for a period of 2 years will be published by CES RAS in a separate monograph. About 11.8 km2 were covered by side-scan sonar surveys that are aimed at the discovery of ancient shipwrecks. Sixty-five anomalies identified so far will be verified during the next season that is planned on April-May 2014.
Research Interests: Maritime Archaeology, Egyptian Archaeology, Graeco-Roman Egypt, Archaeology of Mediterranean Trade, Graeco-Roman Alexandria, and 5 moreMediterranean Underwater Archaeology, Harbour Archaeology, Ancient Navigation, Ancient Ports and Shipping, and Underwater Archaeology, Ancient Harbours, Underwater Surveys
The users of EndNote(TM) reference management tool may find useful this output style that may facilitate the preparation of manuscripts.
With my best wishes,
A.B.
With my best wishes,
A.B.
Research Interests:
I got fascinated with the idea of travelling on a raft as a child when I read the marvelous book by Mark Twain for the first time. So strong was the feeling of freedom and harmony expressed in these pages that my fascination did not wane... more
I got fascinated with the idea of travelling on a raft as a child when I read the marvelous book by Mark Twain for the first time. So strong was the feeling of freedom and harmony expressed in these pages that my fascination did not wane with age, quite on the contrary it became stronger. Even my later adventures as an underwater archaeologist and a crew member of the sailing frigate ‘L’Hermione’ were not enough to take the shine out of this dream.
In the winter of 2011 I finally got down to realising this project and the first construction plan of “Huck Finn” («Гек Финн» in Russian) was drawn. Russian wild nature travelers being very inventive, the idea of such a construction was not new – I just adapted it to the needs of my journey. In the summer of the same year our family set out for over than a month-long voyage on the Russian river Mologa - the left tributary of the Volga River flowing across the Tver, Novgorod and Vologda regions. The voyage took place from the 10th of July till the 19th of August 2011 and during this period the raft covered 190 km. However, speed was not our aim at all and we spent many days in any of the nice spots on the river that we fancied. I am happy to say that our expectations were met completely and in plenty! The photo report about this voyage can speak for itself. This time, however, in anticipation of a new voyage that we prepare for the coming summer, I would like to share with you my experience of constructing the raft in the hope that some travelers will find it useful.
In the winter of 2011 I finally got down to realising this project and the first construction plan of “Huck Finn” («Гек Финн» in Russian) was drawn. Russian wild nature travelers being very inventive, the idea of such a construction was not new – I just adapted it to the needs of my journey. In the summer of the same year our family set out for over than a month-long voyage on the Russian river Mologa - the left tributary of the Volga River flowing across the Tver, Novgorod and Vologda regions. The voyage took place from the 10th of July till the 19th of August 2011 and during this period the raft covered 190 km. However, speed was not our aim at all and we spent many days in any of the nice spots on the river that we fancied. I am happy to say that our expectations were met completely and in plenty! The photo report about this voyage can speak for itself. This time, however, in anticipation of a new voyage that we prepare for the coming summer, I would like to share with you my experience of constructing the raft in the hope that some travelers will find it useful.
Research Interests:
As a long-time admirer of classical music, I was always particularly interested in symphonic descriptions of the Sea. Since several years I began taking notes of the pieces on the subject and finally it took a form of the current... more
As a long-time admirer of classical music, I was always particularly interested in symphonic descriptions of the Sea. Since several years I began taking notes of the pieces on the subject and finally it took a form of the current compilation. This program is not pretended to be comprehensive as it is based on my personal musical preferences which would equally explain the domination of the Russian composers.
I would like to address this program to my family that admires the Sea, to my shipmates of archaeological missions in Egypt and those of the sailing frigate ‘L’Hermione’, as well as to all people that love symphonic music and the Sea.
The accompanying text section (in English, Russian and French) includes general information and some curious facts concerning the creation of each piece.
I wish you a nice listening,
A.B.
I would like to address this program to my family that admires the Sea, to my shipmates of archaeological missions in Egypt and those of the sailing frigate ‘L’Hermione’, as well as to all people that love symphonic music and the Sea.
The accompanying text section (in English, Russian and French) includes general information and some curious facts concerning the creation of each piece.
I wish you a nice listening,
A.B.
Research Interests:
En tant que l’admirateur de la musique classique, je prenais toujours beaucoup d’intérêt dans les descriptions symphoniques de la mer. Depuis plusieurs années donc je collectionnais les morceaux qui sont maintenant réunis dans ce coffret... more
En tant que l’admirateur de la musique classique, je prenais toujours beaucoup d’intérêt dans les descriptions symphoniques de la mer. Depuis plusieurs années donc je collectionnais les morceaux qui sont maintenant réunis dans ce coffret de trois CDs. Le programme reflet mes préférences musicales personnelles, ce qui explique aussi la partie importante attribuée aux compositeurs russes.
J’aimerais adresser ce programme à ma famille qui adore la mer, aux mes camarades des fouilles sous-marines en Egypte, aux mes coéquipiers de la frégate « L’Hermione », aussi bien qu’aux tous les gens qui aiment la musique symphonique et la mer.
Le programme est disponible en trois langues (français, anglais, russe) et inclut les liens vers la musique en différents formats, la description générale et les faits intéressants sur chaque pièce.
Je vous souhaite une bonne écoute,
A.B.
J’aimerais adresser ce programme à ma famille qui adore la mer, aux mes camarades des fouilles sous-marines en Egypte, aux mes coéquipiers de la frégate « L’Hermione », aussi bien qu’aux tous les gens qui aiment la musique symphonique et la mer.
Le programme est disponible en trois langues (français, anglais, russe) et inclut les liens vers la musique en différents formats, la description générale et les faits intéressants sur chaque pièce.
Je vous souhaite une bonne écoute,
A.B.
Research Interests:
Интерес к описаниям моря в симфонической музыке у меня появился довольно давно. И вдруг несколько лет назад появилась мысль собрать вместе наиболее интересную, на мой взгляд, музыку по данной тематике. В результате получился сборник из... more
Интерес к описаниям моря в симфонической музыке у меня появился довольно давно. И вдруг несколько лет назад появилась мысль собрать вместе наиболее интересную, на мой взгляд, музыку по данной тематике. В результате получился сборник из трех дисков, который я и предлагаю Вашему вниманию. Данная программа, разумеется, не может охватить все существующие симфонические описания моря. При выборе произведений я руководствовался своими музыкальными пристрастиями, что, в частности, объясняет господство русских композиторов.
Мне хотелось бы посвятить данный сборник моей семье, в которой море и все что с ним связано вызывает неизменный интерес, а также моим коллегам по подводным раскопкам в Египте, товарищам-морякам с французского фрегата «Гермиона», а также всем людям, которым близко море и классическая музыка.
Ниже приводятся ссылки на музыкальные файлы, файлы графического оформления дисков, а также общее описание музыки и некоторые интересные факты, связанные с созданием некоторых произведений.
Желаю Вам приятного прослушивания!
А.Б.
Мне хотелось бы посвятить данный сборник моей семье, в которой море и все что с ним связано вызывает неизменный интерес, а также моим коллегам по подводным раскопкам в Египте, товарищам-морякам с французского фрегата «Гермиона», а также всем людям, которым близко море и классическая музыка.
Ниже приводятся ссылки на музыкальные файлы, файлы графического оформления дисков, а также общее описание музыки и некоторые интересные факты, связанные с созданием некоторых произведений.
Желаю Вам приятного прослушивания!
А.Б.
Research Interests:
Набор словарных карточек из учебника древнегреческого языка А.Ч.Козаржевского (Москва, 1998), за исключением имен собственных. Общее количество слов составляет 3907 слов. После установки программы на электронную книгу на книжной полке... more
Набор словарных карточек из учебника древнегреческого языка А.Ч.Козаржевского (Москва, 1998), за исключением имен собственных. Общее количество слов составляет 3907 слов.
После установки программы на электронную книгу на книжной полке устройства появятся установленные карточки. В режиме тестирования слова появляются в верхнем поле карточки, нижняя карточка остается закрытой до тех пор, пока вы не решите открыть ее для проверки. По окончании тестирования на экран выводится результат.
После установки программы на электронную книгу на книжной полке устройства появятся установленные карточки. В режиме тестирования слова появляются в верхнем поле карточки, нижняя карточка остается закрытой до тех пор, пока вы не решите открыть ее для проверки. По окончании тестирования на экран выводится результат.
Research Interests:
The sixth season of the Russian Underwater Archaeological Mission to Alexandria has been carried out by the Center for Egyptological Studies of the Russian Academy of Sciences from 04 to 19 May, 2015. The main goals of this season... more
The sixth season of the Russian Underwater Archaeological Mission to Alexandria has been carried out by the Center for Egyptological Studies of the Russian Academy of Sciences from 04 to 19 May, 2015.
The main goals of this season included localisation of the shipwreck of French transport vessel ‘Le Patriote’ (1798) shipwrecked at the entrance to the West port of Alexandria and continuation of the reconnaissance of the second line of the submerged reefs situated at a distance of 1 kilometer from the shoreline looking for potential vestiges of ancient navigation.
The main goals of this season included localisation of the shipwreck of French transport vessel ‘Le Patriote’ (1798) shipwrecked at the entrance to the West port of Alexandria and continuation of the reconnaissance of the second line of the submerged reefs situated at a distance of 1 kilometer from the shoreline looking for potential vestiges of ancient navigation.
Research Interests:
The fifth season of the Russian Underwater Archaeological Mission to Alexandria has been carried out by the Center for Egyptological Studies of the Russian Academy of Sciences from 05 to 29 May, 2014. The main goals of the season... more
The fifth season of the Russian Underwater Archaeological Mission to Alexandria has been carried out by the Center for Egyptological Studies of the Russian Academy of Sciences from 05 to 29 May, 2014.
The main goals of the season included attesting the state of preservation and mapping of the breakwater charted by G. Jondet at the beginning of the 20th century, the reconnaissance of the line of the reefs closing the Bay of Anfushi, the reconnaissance of the second line of the submerged reefs situated at a distance of 1 kilometer from the shoreline, the reconnaissance of the reefs in Agami region and, finally, trying to find an error in the positioning of the points as per the data of the side-scan sonar surveys of 2011 and 2013.
The main goals of the season included attesting the state of preservation and mapping of the breakwater charted by G. Jondet at the beginning of the 20th century, the reconnaissance of the line of the reefs closing the Bay of Anfushi, the reconnaissance of the second line of the submerged reefs situated at a distance of 1 kilometer from the shoreline, the reconnaissance of the reefs in Agami region and, finally, trying to find an error in the positioning of the points as per the data of the side-scan sonar surveys of 2011 and 2013.
Research Interests:
Research Interests:
1,419 references on the subject of Ancient Egyptian Shipbuilding and Navigation. Updated 12.07.2022.
General alphabetical list is followed by a list of recent publications (2018-2022).
General alphabetical list is followed by a list of recent publications (2018-2022).
Research Interests: Naval Architecture, Archaeology, Egyptology, Maritime Archaeology, Egyptian Archaeology, and 10 moreNautical Archaeology, Archaeology of Mediterranean Trade, Ancient Egyptian Iconography, Naval Architecture (History), Ancient Egypt, Ancient Navigation, Ancient Seafaring, Egyptian ships, Ancient Ports, and Ancient Ports and Harbours
Cette présentation n’est pas un cours exhaustif sur l’archéologie sous-marine, c’est juste un peu d’histoire, de théorie et de mes impressions de ce métier que je pratique depuis 20 ans. Comme l'archéologie sous-marine est juste une... more
Cette présentation n’est pas un cours exhaustif sur l’archéologie sous-marine, c’est juste un peu d’histoire, de théorie et de mes impressions de ce métier que je pratique depuis 20 ans.
Comme l'archéologie sous-marine est juste une variété d'archéologie traditionnelle, elle suit tous les principes de base de cette dernière. Cependant, l'environnement impose des restrictions et des exigences supplémentaires lors les fouilles. Ainsi on peut distinguer de nombreuses méthodes qui ne se retrouvent pas dans l'archéologie terrestre. Il existe des exemples, même s’ils restent relativement rares, quand les archéologues préfèrent assécher le site sous-marin et ensuite mener les fouilles selon les méthodes traditionnelles. D’un côté, le milieu aquatique rend les fouilles plus difficiles à réaliser mais de l’autre – les sites sont mieux protégés contre les récupérations de matériel et les pillages. Même aujourd’hui, avec toutes les innovations techniques, la profondeur maximale des fouilles sous-marines de grande envergure est limitée à 40-50 mètres, pourtant il n’existe pas de limite pour les épaves de toutes les époques dont le nombre potentiel est énorme.
Comme l'archéologie sous-marine est juste une variété d'archéologie traditionnelle, elle suit tous les principes de base de cette dernière. Cependant, l'environnement impose des restrictions et des exigences supplémentaires lors les fouilles. Ainsi on peut distinguer de nombreuses méthodes qui ne se retrouvent pas dans l'archéologie terrestre. Il existe des exemples, même s’ils restent relativement rares, quand les archéologues préfèrent assécher le site sous-marin et ensuite mener les fouilles selon les méthodes traditionnelles. D’un côté, le milieu aquatique rend les fouilles plus difficiles à réaliser mais de l’autre – les sites sont mieux protégés contre les récupérations de matériel et les pillages. Même aujourd’hui, avec toutes les innovations techniques, la profondeur maximale des fouilles sous-marines de grande envergure est limitée à 40-50 mètres, pourtant il n’existe pas de limite pour les épaves de toutes les époques dont le nombre potentiel est énorme.
Research Interests:
Cette présentation n’est pas un cours exhaustif sur l’archéologie sous-marine, c’est juste un peu d’histoire, de théorie et de mes impressions de ce métier que je pratique depuis 20 ans. Comme l'archéologie sous-marine est juste une... more
Cette présentation n’est pas un cours exhaustif sur l’archéologie sous-marine, c’est juste un peu d’histoire, de théorie et de mes impressions de ce métier que je pratique depuis 20 ans.
Comme l'archéologie sous-marine est juste une variété d'archéologie traditionnelle, elle suit tous les principes de base de cette dernière. Cependant, l'environnement impose des restrictions et des exigences supplémentaires lors les fouilles. Ainsi on peut distinguer de nombreuses méthodes qui ne se retrouvent pas dans l'archéologie terrestre. Il existe des exemples, même s’ils restent relativement rares, quand les archéologues préfèrent assécher le site sous-marin et ensuite mener les fouilles selon les méthodes traditionnelles. D’un côté, le milieu aquatique rend les fouilles plus difficiles à réaliser mais de l’autre – les sites sont mieux protégés contre les récupérations de matériel et les pillages. Même aujourd’hui, avec toutes les innovations techniques, la profondeur maximale des fouilles sous-marines de grande envergure est limitée à 40-50 mètres, pourtant il n’existe pas de limite pour les épaves de toutes les époques dont le nombre potentiel est énorme.
Comme l'archéologie sous-marine est juste une variété d'archéologie traditionnelle, elle suit tous les principes de base de cette dernière. Cependant, l'environnement impose des restrictions et des exigences supplémentaires lors les fouilles. Ainsi on peut distinguer de nombreuses méthodes qui ne se retrouvent pas dans l'archéologie terrestre. Il existe des exemples, même s’ils restent relativement rares, quand les archéologues préfèrent assécher le site sous-marin et ensuite mener les fouilles selon les méthodes traditionnelles. D’un côté, le milieu aquatique rend les fouilles plus difficiles à réaliser mais de l’autre – les sites sont mieux protégés contre les récupérations de matériel et les pillages. Même aujourd’hui, avec toutes les innovations techniques, la profondeur maximale des fouilles sous-marines de grande envergure est limitée à 40-50 mètres, pourtant il n’existe pas de limite pour les épaves de toutes les époques dont le nombre potentiel est énorme.
Research Interests:
Справедливы слова Геродота о том, что Египет – это дар Нила. Без плодородных земель нильской долины и речного судоходства, соединившего страну воедино, цивилизация Древнего Египта никогда не достигла бы своего небывалого расцвета.... more
Справедливы слова Геродота о том, что Египет – это дар Нила. Без плодородных земель нильской долины и речного судоходства, соединившего страну воедино, цивилизация Древнего Египта никогда не достигла бы своего небывалого расцвета. Неудивительно, что в древнеегипетских источниках упоминается около 90 названий для различных типов кораблей! Однако, не всем известно, что древние египтяне были также и хорошими моряками, а их морские корабли были построены в самобытной традиции, многие черты которой так и остались уникальными. Это тем более удивительно, что в Египте не было древесины, пригодной для постройки морских кораблей. Уже во времена первых династий древние египтяне совершали дальние торговые рейсы в Красном и Средиземном морях. Морской флот Египта играл важную роль в военных кампаниях и уже в XII в. до н.э. на его кораблях впервые в мире был применен таран. Позже, в Эллинистический период, Египет, следуя политике талассократии («власти над морем»), держал под контролем все Восточное Средиземноморье. В лекции будут рассмотрены основные свидетельства о мореплавании в Древнем Египте - о кораблях, портах и маршрутах - дошедшие до нас в письменных источниках, на рельефах и в археологическом материале, в том числе и совсем новом.
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Recent excavations carried out by the Institut Européen d'Archéologie Sous-Marine (IEASM) in the port regions of the submerged city of Thonis-Heracleion, discovered near the mouth of the once existing Canopic branch of the Nile, brought... more
Recent excavations carried out by the Institut Européen d'Archéologie Sous-Marine (IEASM) in the port regions of the submerged city of Thonis-Heracleion, discovered near the mouth of the once existing Canopic branch of the Nile, brought to light more than sixty shipwrecks that were re-used in the harbour’s architecture. A number of original features shared by many ships of Thonis-Heracleion bear witness to an archaeologically unattested constructional type. The construction of one of the vessels, Shipwreck 17, dated to the beginning of the 5th - middle of the 4th century BC, was analyzed in detail in the PhD thesis of the author. The construction of the Heracleion ships brings new lights on some aspects of the description by Herodotus (Histories, 2.96) of the local Egyptian freighter baris, as Ship 17 of Thonis-Heracleion has been actually recognized as belonging this vessel type.
The present paper will attempt to identify the navigational area of the baris-type ships found in Thonis-Heracleion. It will therefore make use of the context of the shipwrecks, of direct evidence coming from the constructional features of the ships as well as of indirect evidence, suggested by the state of the ships’ timbers. It will also consider arguments that can be proposed on the basis of the reconstruction of the ships’ hulls, and of their propulsion and steering systems.
The present paper will attempt to identify the navigational area of the baris-type ships found in Thonis-Heracleion. It will therefore make use of the context of the shipwrecks, of direct evidence coming from the constructional features of the ships as well as of indirect evidence, suggested by the state of the ships’ timbers. It will also consider arguments that can be proposed on the basis of the reconstruction of the ships’ hulls, and of their propulsion and steering systems.
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Evidence for Ancient Egyptian boatbuilding during the Late Period (664-332 BC) is very scarce and thus the description of Herodotus (“Histories” II.96, c.450 BC) of the local Egyptian boat called “baris” is of great interest. Different... more
Evidence for Ancient Egyptian boatbuilding during the Late Period (664-332 BC) is very scarce and thus the description of Herodotus (“Histories” II.96, c.450 BC) of the local Egyptian boat called “baris” is of great interest. Different translations of this fragment caused much debate. Excavations by the European Institute of Underwater Archaeology in Egypt allowed locating over sixty shipwrecks in the harbour area and channels of the submerged city of Thonis-Heracleion and at least eighteen of them are dated to the Late Period. The construction of shipwreck 17 has been studied during three excavation seasons (2009-2011) and it shows many parallels with the description of Herodotus. This ressemblance starts with the construction material and continues with both longitudinal and transversal structure of the ship as well as with its steering and propulsion system. Shipwreck 17 provides new data that allows not only to consider in detail the construction of this ship but also to propose some general conclusions on the constructional principles and methods characteristic to the Late Period many of which remain unique to the Ancient Egyptian boatbuilding tradition. A three-dimensional modeling of this ship gives an opportunity to make an estimate of its technical characteristics.
Research Interests: Naval Architecture, Egyptology, Maritime Archaeology, Egyptian Archaeology, Ancient Technology (Archaeology), and 9 moreNautical Archaeology, Herodotus, Naval Architecture (History), Ancient Shipwrecks, Ancient Egypt, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, and Ancient and Medieval Shipbuilding
"The presentation gives preliminary information on the shipwrecks of the submerged Egyptian city of Heracleion-Thonis excavated by the European Institute of Underwater Archaeology (IEASM). Underwater surveys started in 1996 in the Bay of... more
"The presentation gives preliminary information on the shipwrecks of the submerged Egyptian city of Heracleion-Thonis excavated by the European Institute of Underwater Archaeology (IEASM). Underwater surveys started in 1996 in the Bay of Abukir allowed determining the outline of the submerged Canopic region, the circumstances and chronology of its submersion. From the 8th century B.C.E., this town was the custom and border post, and the emporion which controlled access to the Canopic channel, traded with the Greek regions and supervised foreign ships. More than sixty ships dating from the 6th to the 2nd centuries B.C.E. were discovered in the port regions and in the canals of the city bringing evidence on the intense maritime and fluvial activity in this coastal region. Initial analysis of the distribution of the ships of Heracleion-Thonis and some observations on their constructional peculiarities and on the choice of the building material is proposed. Ship 17 of Heracleion-Thonis is the first vessel to be excavated and is thoroughly analysed in the PhD thesis of A.Belov entitled ‘Studies of the Egyptian naval architecture of the Late Period. New archaeological evidence and an attempt at a 3D reconstruction’, which will be examined at the University of Bordeaux in autumn 2013. The ship shows many similarities with the description by Herodotus of the Egyptian river-going ship ‘baris’ (Histories, 2.96, c.450 BC).
David FABRE
Doctor in Egyptology, Université Paul Valéry – Montpellier III (France)
European Institute for Underwater Archaeology
fabre.david@free.fr
Alexandre BELOV
Center for Egyptological Studies of Russian Academy of Sciences
European Institute for Underwater Archaeology
belov.alexandre@gmail.com
"
David FABRE
Doctor in Egyptology, Université Paul Valéry – Montpellier III (France)
European Institute for Underwater Archaeology
fabre.david@free.fr
Alexandre BELOV
Center for Egyptological Studies of Russian Academy of Sciences
European Institute for Underwater Archaeology
belov.alexandre@gmail.com
"
Research Interests: Naval Architecture, Egyptology, Maritime Archaeology, Egyptian Archaeology, Graeco-Roman Egypt, and 12 moreUnderwater Archaeology, Nautical Archaeology, Mediterranean Underwater Archaeology, Ancient Shipwrecks, Ancient Mediterranean ports, Ancient Ports and Shipping, Ancient Seafaring, Late Period in ancient Egypt, Underwater Archaeology, Ancient Harbours, Underwater Surveys, Egyptian ships, Ancient Shipbuilding, and Ancient and Medieval Shipbuilding
""The accumulation of more than 60 well-preserved shipwrecks dating from 14th to 2nd centuries BC present great interest for the studies of ancient naval architecture. One of the most important questions here is the transition from the... more
""The accumulation of more than 60 well-preserved shipwrecks dating from 14th to 2nd centuries BC present great interest for the studies of ancient naval architecture. One of the most important questions here is the transition from the indigenous Egyptian to Greco-Roman boatbuilding tradition. Preliminary studies of the ships already have shown a choice of indigenous wood and many specific constructional features. The excavation of the shipwreck 17 is supposed to be continued in nearest seasons and simultaneously a project of a 3-dimensional reconstruction of its hull is being planned by IEASM as a part of a PhD thesis of A.Belov under supervision of Dr.R.Vergnieux of the Institute Ausonius of University of Bordeaux-3.
Future studies will allow us understanding more not only the architecture of the ships but their place in Egyptian history as well. ""
Future studies will allow us understanding more not only the architecture of the ships but their place in Egyptian history as well. ""
Research Interests: Naval Architecture, Classical Archaeology, Egyptology, Maritime Archaeology, Egyptian Archaeology, and 10 moreMediterranean, Graeco-Roman Egypt, Nautical Archaeology, Ancient Shipwrecks, Ancient Egypt, Late Period in ancient Egypt, Egyptian ships, Ancient Shipbuilding, Ancient and Medieval Shipbuilding, and Maritime Greek Trade
Research Interests: Naval Architecture, Egyptology, Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, and 10 moreNautical Archaeology, Herodotus, Mediterranean Underwater Archaeology, Ancient Shipwrecks, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, Ancient Shipbuilding, Ancient Ports and Harbours, and Ancient and Medieval Shipbuilding
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Ancient Technology (Archaeology), Underwater Archaeology, and 12 moreNautical Archaeology, Mediterranean archaeology, Herodotus, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, Medieval Archaeology, Maritime and Naval Archaeologt, Ancient Shipbuilding, and Ancient and Medieval Shipbuilding
Research Interests: Egyptology, Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, Nautical Archaeology, and 9 moreMediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, 3d Reconstructions in Archaeology, Late Period in ancient Egypt, Ancient Ships, Egyptian ships, Ancient Shipbuilding, and Ancient and Medieval Shipbuilding
Research Interests: Naval Architecture, Egyptology, Maritime Archaeology, Egyptian Archaeology, Underwater Archaeology, and 8 moreNautical Archaeology, Herodotus, Mediterranean Underwater Archaeology, Naval Architecture (History), Ancient Shipwrecks, Late Period in ancient Egypt, Egyptian ships, and Ancient and Medieval Shipbuilding
научный сотрудник Центра египтологических исследований РАН 1. Введение. Краткая история подводной археологии. В теории подводная археология, являясь лишь разновидностью археологии традиционной, следует всем основным ее принципам. Однако в... more
научный сотрудник Центра египтологических исследований РАН 1. Введение. Краткая история подводной археологии. В теории подводная археология, являясь лишь разновидностью археологии традиционной, следует всем основным ее принципам. Однако в силу того, что среда накладывает очень существенные ограничения и дополнительные требования к раскопкам, можно выделить множество черт, свойственных лишь подводной археологии. В силу этих трудностей, о которых мы поговорим ниже, нередко подводно-археологические раскопки сводят к наземным за счет осушения района раскопок и в дальнейшем ведут исследования методами обычной археологии. Классической иллюстрацией такого подхода являются раскопки барж на озере Неми, а также ладей викингов в Роскильд-фиорде. С. Помимо очевидной необходимости в искусственном обеспечении ныряльщиков воздухом, возникают и другие затруднения. Они вызваны особенностями водной среды, как-то ее высокая плотность, ограниченная видимость, нередко низкая температура, волнение и течения. Все вышеизложенное вызывает трудности, как на первоначальном этапе локализации памятников, так и процессе работы. Ограниченное время пребывания под водой, затрудненная связь между исследователями, проблемы привязки объектов, плавучесть многих объектов под водой-все это вынуждает создавать новые методы, технические решения и средства. По сравнению с наземной археологией ее подводная разновидность обладает рядом преимуществ, и, прежде всего, это касается богатства материала, поскольку до изобретения акваланга все подводные памятники, находящиеся на значительных глубинах были недоступны для массового разграбления. Даже сегодня, после стольких технических достижений и усовершенствований, реальная глубина, на которой можно вести масштабные раскопки, ограничивается всего 60-70 метрами. Кроме того, кораблекрушения, которые составляют основной тип объектов подводной археологии, предоставляют особенную информацию. В своем большинстве все они синхронны-то есть все объекты, найденные на памятнике относятся к одному моменту, они как бы заморожены во времени. Часто говорят о кораблекрушении как о «временной капсюле». С. Действительно каждое из них предоставляет идеальный материал для исследования не только торговых связей в рассматриваемый период, но и развития кораблестроения. Присутствие большого количества сырцового материала, заполненных продуктами амфор, слитков металлов, слоновой кости и других грузов дают возможность правильно оценить торговые потоки. На суше подобные находки невозможны, так как материал немедленно перерабатывался. К объектам подводной археологии относятся также древние морские порты, строительство и техническое совершенство которых достигли к римскому времени грандиозного масштаба С. Как правило, древние хорошо использовали природные преимущества гаваней, присоединяя волноломами
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В теории подводная археология, являясь лишь разновидностью археологии традиционной, следует всем основным ее принципам. Однако в силу того, что среда накладывает очень существенные ограничения и дополнительные требования к раскопкам,... more
В теории подводная археология, являясь лишь разновидностью археологии традиционной, следует всем основным ее принципам. Однако в силу того, что среда накладывает очень существенные ограничения и дополнительные требования к раскопкам, можно выделить множество черт, свойственных лишь подводной археологии. В силу этих трудностей, о которых мы поговорим ниже, нередко подводно-археологические раскопки сводят к наземным за счет осушения района раскопок и в дальнейшем ведут исследования методами обычной археологии. Классической иллюстрацией такого подхода являются раскопки барж на озере Неми, а также ладей викингов в Роскильд-фиорде.
Помимо очевидной необходимости в искусственном обеспечении ныряльщиков воздухом, возникают и другие затруднения. Они вызваны особенностями водной среды, как-то ее высокая плотность, ограниченная видимость, нередко низкая температура, волнение и течения. Все вышеизложенное вызывает трудности, как на первоначальном этапе локализации памятников, так и процессе работы. Ограниченное время пребывания под водой, затрудненная связь между исследователями, проблемы привязки объектов, плавучесть многих объектов под водой – все это вынуждает создавать новые методы, технические решения и средства.
По сравнению с наземной археологией ее подводная разновидность обладает рядом преимуществ, и, прежде всего, это касается богатства материала, поскольку до изобретения акваланга все подводные памятники, находящиеся на значительных глубинах были недоступны для массового разграбления. Даже сегодня, после стольких технических достижений и усовершенствований, реальная глубина, на которой можно вести масштабные раскопки, ограничивается всего 60-70 метрами.
Кроме того, кораблекрушения, которые составляют основной тип объектов подводной археологии, предоставляют особенную информацию. В своем большинстве все они синхронны – то есть все объекты, найденные на памятнике относятся к одному моменту, они как бы заморожены во времени. Часто говорят о кораблекрушении как о «временной капсюле». Действительно каждое из них предоставляет идеальный материал для исследования не только торговых связей в рассматриваемый период, но и развития кораблестроения. Присутствие большого количества сырцового материала, заполненных продуктами амфор, слитков металлов, слоновой кости и других грузов дают возможность правильно оценить торговые потоки. На суше подобные находки невозможны, так как материал немедленно перерабатывался.
К объектам подводной археологии относятся также древние морские порты, строительство и техническое совершенство которых достигли к римскому времени грандиозного масштаба. Как правило, древние хорошо использовали природные преимущества гаваней, присоединяя волноломами острова и рифы к суше (Сиракузы, Клазомены, Кирена, Александрия). Задолго до постройки велись наблюдения за доминирующими ветрами и течениями, чтобы свести к минимуму процессы заиления гаваней. В Галикарнассе были построены специальные молы для защиты от ила, финикийцами была придумана системы сливов и шлюзов для вентиляции дна гаваней. Гавани имели волноломы длиной до 1 км, глубоководный входной фарватер, делились на несколько акваторий и включали в себя причалы, эллинги и слипы. В Карфагене длина эллингов для судов достигала 50 метров. После изобретения римлянами в 3 веке до н.э. гидравлического цемента, состоящего из известняка с добавлением вулканического пепла (pozzolana), строительство гаваней в значительной степени упростилось. При строительстве гавани в Лептис Магна в Северной Африке римляне изменили течение впадающей в залив реки во избежание заиления.
Методами подводной археологии, несмотря на всю краткость ее существования, было обнаружено большое число уникальных произведений искусства, имеющих общемировое значение, а также ценнейших эпиграфических памятников. Помимо кораблекрушений, к области подводной археологии относятся поселения и города полностью или частично оказавшиеся под водой в ходе трансгрессии моря, либо в результате резкого (землетрясения) или постепенного (субдукция) опускания земной коры, а также гидротехнические сооружения подобные колодцам, прудам и т.д.
Помимо очевидной необходимости в искусственном обеспечении ныряльщиков воздухом, возникают и другие затруднения. Они вызваны особенностями водной среды, как-то ее высокая плотность, ограниченная видимость, нередко низкая температура, волнение и течения. Все вышеизложенное вызывает трудности, как на первоначальном этапе локализации памятников, так и процессе работы. Ограниченное время пребывания под водой, затрудненная связь между исследователями, проблемы привязки объектов, плавучесть многих объектов под водой – все это вынуждает создавать новые методы, технические решения и средства.
По сравнению с наземной археологией ее подводная разновидность обладает рядом преимуществ, и, прежде всего, это касается богатства материала, поскольку до изобретения акваланга все подводные памятники, находящиеся на значительных глубинах были недоступны для массового разграбления. Даже сегодня, после стольких технических достижений и усовершенствований, реальная глубина, на которой можно вести масштабные раскопки, ограничивается всего 60-70 метрами.
Кроме того, кораблекрушения, которые составляют основной тип объектов подводной археологии, предоставляют особенную информацию. В своем большинстве все они синхронны – то есть все объекты, найденные на памятнике относятся к одному моменту, они как бы заморожены во времени. Часто говорят о кораблекрушении как о «временной капсюле». Действительно каждое из них предоставляет идеальный материал для исследования не только торговых связей в рассматриваемый период, но и развития кораблестроения. Присутствие большого количества сырцового материала, заполненных продуктами амфор, слитков металлов, слоновой кости и других грузов дают возможность правильно оценить торговые потоки. На суше подобные находки невозможны, так как материал немедленно перерабатывался.
К объектам подводной археологии относятся также древние морские порты, строительство и техническое совершенство которых достигли к римскому времени грандиозного масштаба. Как правило, древние хорошо использовали природные преимущества гаваней, присоединяя волноломами острова и рифы к суше (Сиракузы, Клазомены, Кирена, Александрия). Задолго до постройки велись наблюдения за доминирующими ветрами и течениями, чтобы свести к минимуму процессы заиления гаваней. В Галикарнассе были построены специальные молы для защиты от ила, финикийцами была придумана системы сливов и шлюзов для вентиляции дна гаваней. Гавани имели волноломы длиной до 1 км, глубоководный входной фарватер, делились на несколько акваторий и включали в себя причалы, эллинги и слипы. В Карфагене длина эллингов для судов достигала 50 метров. После изобретения римлянами в 3 веке до н.э. гидравлического цемента, состоящего из известняка с добавлением вулканического пепла (pozzolana), строительство гаваней в значительной степени упростилось. При строительстве гавани в Лептис Магна в Северной Африке римляне изменили течение впадающей в залив реки во избежание заиления.
Методами подводной археологии, несмотря на всю краткость ее существования, было обнаружено большое число уникальных произведений искусства, имеющих общемировое значение, а также ценнейших эпиграфических памятников. Помимо кораблекрушений, к области подводной археологии относятся поселения и города полностью или частично оказавшиеся под водой в ходе трансгрессии моря, либо в результате резкого (землетрясения) или постепенного (субдукция) опускания земной коры, а также гидротехнические сооружения подобные колодцам, прудам и т.д.