2024-03-29T05:08:25+00:00https://marinefinds.org.uk/database/search/results/format/jsonhttps://marinefinds.org.uk/database/search/results/format/xmlhttps://marinefinds.org.uk/database/search/results/format/rsshttps://marinefinds.org.uk/database/search/results/format/atomhttps://marinefinds.org.uk/database/search/results/format/kmlhttps://marinefinds.org.uk/database/search/results/format/geojsonhttps://marinefinds.org.uk/database/search/results/format/qrcodehttps://marinefinds.org.uk/database/search/results51120finds-6868MAS-D100068WINE BOTTLENINETEENTH CENTURYTwo green glass wine bottles that appear to have the flat band-like collar around the rim which is typical of Continental (particularly French) wine bottles; the type appeared around the middle of the 19th century. This particular shape was - and still is - referred to as a 'hock' or Rhine wine and was one of the three dominant styles of wine bottles that bridge the time from at least the mid-19th century to the present day.
Hock wine bottles are of German or French origin and during the 19th century, typically contained both red and white Rhine and Mosel wines. The distinctive shape of these bottles is typified by being tall and slender with no sharp break where the body merges into the shoulder and the shoulder becomes the neck. They were typically free-blown or dip moulded, often exhibiting pontil scars where the glass was broken away from the rod. Hock wine bottles from the 19th and early 20th centuries are most often seen in shades of olive green or amber, but were produced commonly in a wide array of other colours (Society for Historical Archaeology webpage, accessed Sept 2017).These items were found with six stoneware seltzer bottles (MAS-D100065), four stoneware beverage bottles (MAS-D100066),three aqua glass bottles (MAS-D100071), one Hamilton bottle (MAS-D100072), four small stoneware ink bottles (MAS-D100074), six small bowls (MAS-D100076) and an egg cup (MAS-D100078).
All of these items were recovered from the wreck of SS Strathclyde, a British trading steamship built in 1871 in Blackwood, Port Glasgow. The ship sank in 1876 off Dover whilst carrying 23 passengers and 47 crew for Bombay, following a collision with Franconia and resulting in the loss of 38 lives.
NRHE and Kent HER reference numbers cited in this record refer to the wreck of SS Strathclyde.
The location of SS Strathclyde was taken from the British National Grid co-ordinate from the National Record of the Historic Environment.Container39411173/173MAS2017-07-24T00:00:00ZBottle813607Kent HER Number: TR 33 NW 23With finder2017-07-24T21:26:17Z2017-10-05T11:47:13Z682182841415PAS5989C577001EA7PAS57BC21F300115B218210KentTR343851.093539951.34042371fatigue.paddles.woodland10MAS MASMASGlass10879BlownCompleteNINETEENTH CENTURYMODERNDivingSubmitted as wreck to the Receiver of WreckIMG_1938.JPG1images/MASLR2017-11-06T18:18:14.453Zfinds-221221MAS-D100221VALVEMODERNOne brass stopper and one brass valve. The valve has spherical central body, with three different piped connections conjoining at right angles, each indentical in style; circular and 30 mm long, with a 180 mm approximate diameter. It is wheel-operated, with the wheel shaft thinner than the piped connections at 25 mm, before expanding to a larger shaft with diameter of 65 mm. The condition of the valve is heavily corroded and encrusted with metal growths. The stopper is in a similar condition, although one nut and bolt at its centre appears to be in fair condition.This item was found with 11 hamilton bottles (MAS-D100222), four ink bottles (MAS-D100223), a copper saucepan (MAS-D100224) and two glass fruit storage bottles (MAS-D100225).
All of these items were recovered from the wreck of SS Strathclyde, a British trading steamship built in 1871 in Blackwood, Port Glasgow. The ship sank in 1876 off Dover whilst carrying 23 passengers and 47 crew for Bombay, following a collision with Franconia and resulting in the loss of 38 lives.
NRHE and Kent HER reference numbers cited in this record refer to the wreck of SS Strathclyde.
The location of SS Strathclyde was taken from the British National Grid co-ordinate from the National Record of the Historic Environment.Transport4141302/183MAS2018-09-17T00:00:00ZVessel component813607Kent HER Number: TR 33 NW 23With finder2018-09-21T09:36:49Z2020-02-19T13:15:27Z2212202901745515PAS5C50379B001E6C218210KentTR343851.093539951.34042371fatigue.paddles.woodland10MAS MASMASCopper alloy10627FabricatedCompleteEncrustedMODERNMODERNDiving221_IMG_8756Large.JPG579images/MASRobbie Trevelyan2020-02-19T13:15:27.309Zfinds-220220MAS-D100220VALVEMODERNTwo small brass valves and one small double valve. The first item has three conections, with two sections of thinner pipe (10 mm diameter approx) still attached perpendicular to threaded fixing, and both twisted. The thicker pipe (38 mm approx) runs parallel and opposite to threaded fixing. In all cases the rest of the pipes have sheared off. The second valve is similar in characteristics to the first, with three connections and a threaded fixing. This valve is slightly smaller and less encrusted, and only one section of thin (10 mm approx) pipe attached perpendicular to threaded fixing. Both valves have quite spherical central sections. Third valve is a double valve, with only one connection perpendicular to threaded fixing and wider second connnection (100 mm approx) opposite and parallel to threaded fixing. This item is heavily encrusted so unsure as to accuracy of interpretation. Both are heavily corroded and in poor condition.These items were recovered from the wreck SS Blanefield. Built in 1898 in Sunderland by the Short Brothers Ltd, the SS Blanefield was a screw driven steamship of 3,411 tons, a cargo carrying coaster. She sank following a collision in broad daylight with the four masted barque Kate Thomas on 1st May 1906 approximately 4 miles from Beachy Head, East Sussex. At the time the SS Blanefield was en route from Junin to Dover carrying a cargo of railway sleepers and lines. The vessel sank in under four minutes with most of the crew being rescued with 21 of the crew of 28 surviving the incident. The Kate Thomas was taken to Southampton under tow on the following day. NRHE and East Sussex HER reference numbers cited in this record refer to the wreck of SS Blanefield.Transport41411301/183MAS2018-09-02T00:00:00ZVessel component911487East Sussex HER: TV 58 NE 56With finder2018-09-21T08:53:56Z2020-03-26T11:48:55Z22037725315PAS5C50379B001E6C22625East SussexTV588850.670230920.2345585footballs.criminalist.wildflower10MAS MASMASCopper alloy10627Copper alloy10627FabricatedIncompletePoorMODERNMODERNDiving220_IMG_8682.JPG573images/MASRobbie Trevelyan2020-03-26T11:48:55.212Zfinds-219219MAS-D100219VALVEMODERNOne small brass expansion valve. It is wheel operated from two opposite ends, roughly 260 mm apart. Approximately 50 mm in from each wheel there is a piped connection with the pipes roughly 25 mm diameter and both kinking into a right angle. Between the two wheels and the pipe connection, at the centre of the expansion valve, is a large metal boss, possibly where the two ends were fixed together. Item is heavily corroded and in poor condition.This item was recovered from the wreck SS Clara (1906). Little is known or certain regarding this vessel due to confusion with another vessel of the same name that was torpedoed off the coast of Cornwall in 1917. The 1906 sinking, of a vessel known as the SS Clara, occurred following a collision near the Royal Sovereign Light Tower in June of that year. She had been en route from Brest to Dunkirk when she collided with the SS Irisbrook. Following the collision the SS Clara was taken in tow but soon abandoned as her decks became awash and she started to list, before eventually sinking. Divers have previously recovered spoons marked with the name Clara and the shipping line Burdick & Cook from the wreck confirming her identity. The remains of a vessel known as SS Irisbrook can be found to the east of the SS Clara, which itself sank following a collision in 1911, this may represent the remains of the same vessel which collided with the SS Clara in 1906.Transport414119061300/183MAS2018-08-30T00:00:00ZVessel componentWith finder2018-09-21T08:49:54Z2020-03-26T11:48:39Z2193001725315PAS5C50379B001E6C22625East SussexTV698650.649174330.38917197dalmatian.stretched.barons10MAS MASMASCopper alloy10627FabricatedIncompletePoorMODERNMODERNDiving219_IMG_8685.JPG572images/MASRobbie Trevelyan2020-03-26T11:48:39.94Zfinds-1616MAS-100016UNIDENTIFIED OBJECTPOST MEDIEVALThis assemblage of metal objects includes an iron handle possibly inscribed with letters; a lead sailmakers palm guard; a bronze scribe; a small gun powder measure; a cup; and what are possibly a musket ball and a rivet; along with several other metal objects of unknown function. All the items appear to be post medieval in date. It is thought that these finds are either being washed into the area from another location or are being exposed by erosion, as each visit to the location reveals more objects.36411038/173MAS2016-10-16T00:00:00ZWith finder2016-10-17T10:36:11Z2017-08-15T10:49:03Z16172835PAS57BC1B67001A23PAS57BC21F300115B219687EssexTQ818251.507938610.60677648workroom.fragments.went10MAS MASMASUncertainPOST MEDIEVALx41047MODERNx41047Coastal walkingSubmitted as wreck to the Receiver of WreckMAS100016b.jpg56images/MASMF2017-11-06T18:23:54.004Zfinds-107107MAS-F100107TRANSPORTPOST MEDIEVALThis ship's timber is 830 mm long, 110 x 120 mm in profile, with truncated 25 mm diameter treenails; and a 385 x 65 mm slot for the supporting metal work from which the visible corrosion products suggest that they were of iron construction. The images were forwarded to ship expert and author Richard Endsor.
The timber appears to be the beam end from a small ship, with evidence of knees on both sides. The small piece of plank let into it crossways may be the remains of a waterway at the side making this face the upper side of the beam. The treenails probably secured the plank. The notch at the beam end may have fitted between the frame timbers of the ship's hull. The recessed slot may be to take a lodging fore and aft knee, and the flat section on the opposite side would be for a hanging knee.
The evidence of corrosion products on the beam suggest that it is from a modern ship, as although iron support structures in the construction of ships appeared during the latter part of the18th century, they were only initially used in warships and large merchantmen, and not until later in smaller vessels such as fishing boats and sailing barges. The retrofitting of them in warships was common during the Napoleonic wars. The uptake of iron fitting was very much linked to the availability of wood, and therefore most ships were built of wood with wooden framing components and some iron strengthening, the Cutty Sark, built in 1869, is one example of this approach. The different designs of iron knee, where they survive, also act as a useful guide to dating wreck sites, particularly in the case of British wrecks. European and American built wrecks, where good quality timber was readily available or cheaper means these are less easily dated by their metal components.SHIP36411224/173MAS2017-08-23T00:00:00ZTimberWith finder2017-08-23T08:34:54Z2018-05-23T13:57:54Z10711012083011428114PAS57C96ECD001E8222625East SussexTQ440050.781702980.04126088pastels.dash.stockpile10MAS MASMASWood11988FragmentPOST MEDIEVALx41047MODERNx41047FishingSubmitted as wreck to the Receiver of WreckFIPAD_2017081739.JPG262images/MASABB2018-05-23T12:57:54.253Zfinds-205205MAS-D100205TOBACCO PIPEPOST MEDIEVALComplete example of a clay tobacco pipe of the bent billiard style, probably dating to the 19th century. Overall length of 80 mm, with the stem being 50 mm in length. The "short stem" is circular in profile at the heel, changing to a hexaganol profile 20 mm from the mouth piece, which bears beading around the aperture. The left hand side of the stem, from the users perspective, bears a cartouche comprising an embossed diamond lozenge in turn enclosing an incised inscription of SQUATTERS OWN. The opposite side of the stem bears an identical lozenge enclosing the incised word SYDNEY. The bowl is approximately 35 mm in height, from base to mouth, with the mouth having an exterior width of 25 mm on the long axis. the shape of the bowl is slightly rounded on the outside, with no evidence of flatenning of the heel. The clay fabric is of an off white or ivory colour with a smooth satin like finish.
The inscription "Squatters Own" refers to a series of pipes manufactured solely for the Australian market in England, sometimes also referred to as "Squatters Own Budgaree" or "Squatters Bungaree" (Budgaree/Bungaree is derived from Aboriginal languages, meaning good). Though uncertain, these pipes were probably manufactured in Rainford at the Hill Top Pipe Works, run by David Swallow, though other manufacturers in Scotland and elsewhere in England may have subsequently copied this style (Gojack and Stuart 1999). Examples of these pipes have not been found outside Australia and New Zealand other than at the Rainford works and one unusual example of two fragments recovered in New Jersey (Springate 2010). Examples of these pipes often exhibit narrow bowls with intricate designs, known as effigy pipes, this example has a fuller and larger bowl without an effigy however.This item was found with four stonewear bottles (MAS-D100206), and a glass bottle (MAS-D100207). These items were recovered from an undesignated wreck known locally as the Mindoro, though no records are available online relating to such a wreck.Squatters Own/Sydney39411240/183MAS2018-08-28T00:00:00ZN/AWith finder2018-08-29T08:50:03Z2020-03-26T14:50:03Z205801549215PAS5C5037EF001C03218210KentTR353551.06620131.35272976recharges.vehicles.unmarked10MAS MASMASCeramic10539MouldedCompleteGoodNINETEENTH CENTURYMODERNx41047Diving205_IMG_01.jpg532images/MASPhil Trim2020-03-26T14:50:03.524Zfinds-3131MAS-O100031TIMBERMODERNPossible ships timber or part of other marine or land based structure. Truncated rounded timber with hole and evidence of mounting plate for furniture, broken or rotted off at one end exposing heart wood and a knot in the wood. Approximately 2000 mm long and 600 mm in diameter. The undamaged half of the timber appears in good condition, implying a more recent date for the timber, whereas the other part appears to have suffered extensive degradation. The arrangement of damage to the timber suggests it may have been partially submerged during its useful life, possibly as part of a shore based instalment such as a jetty or quay.Timber29413MAS2017-03-09T00:00:00ZUnclassified worked timber2017-03-09T16:32:49Z2020-02-21T11:57:28Z316002000114235PAS5C5037EF001C03217765HampshireSZ699850.77748385-1.0227273minute.catch.muddy10MAS MASMASWood11988IncompletePoorMEDIEVALx14221MODERNCoastal walkingIMG_2450.JPG92images/MASPhil Trim2020-02-21T11:57:28.321Zfinds-105105MAS-F100105STRUCTURAL TIMBERNINETEENTH CENTURYThese two unidentified timbers measure 790 x 75 x 90 mm and 160 x 100 x 60 mm and were recovered from a boat's trawl nets whilst working out of Newhaven, East Sussex. The small piece shows evidence of a longer period of immersion in terms of abrasion and marine borer damage, though this may also be due to the relative hardness and variety of the two woods, or any treatment that might have been received to protect the timber. Neither timber appears to be of ship related origin, with the larger darker piece looking as if it might have been a post and rail fence board originally, rather than a ship's board or rail. The smaller piece appears to be a fragment of an offcut or discarded section of a larger timber piece.ARCHITECTURE39411223/173MAS2017-08-23T00:00:00ZARCHITECTURAL FRAGMENTWith finder2017-08-23T08:21:58Z2018-05-22T15:29:55Z10521428114PAS57C96ECD001E82PAS57C96ECD001E8222625East SussexTQ440050.781702980.04126088pastels.dash.stockpile10MAS MASMASWood11988FragmentNINETEENTH CENTURYMODERNFishingSubmitted as wreck to the Receiver of WreckFIPAD_2017081780.JPG251images/MASABB2018-05-22T14:29:55.334Zfinds-77MAS-100007SPOONMODERNThis spoon is made of a metal alloy, possibly copper alloy, and was probably originally plated. Its manufacture would have been cast. The Royal Australian Air Force (RAAF) crest is stamped into the end of the spoon. The crest features the RAAF monogram with a laurel wreath surmounted by a crown. This crest is the same style as that used for cap badges and is modelled from a Royal Air Force (RAF) crest.
The more widely adopted RAAF crest was commissioned and designed in 1937 and accepted in 1939. It is composed of the imperial crown mounted on a circle featuring the words 'Royal Australian Air Force' and overlaid with a wedge-tailed eagle. Beneath this the scroll work displays the Latin motto 'Per Ardua Ad Astra' (through adversity to the stars).
This spoon may have been issued by the RAAF victualling department for squadron members to use in the mess, or to a particular individual as one item of their personal mess gear accompanied by crockery and other cutlery. It was the Australian Defence Force that adopted the cutlery moniker 'eating irons'.
The spoon was discovered on Batten Beach, Plymouth, which is in proximity to RAF Mount Batten, a RAF station and flying boat base, and indicates the likely origin and time period of its loss, although it may have been produced any time after 1921, when the RAAF was formed.The RAF Station Mount Batten was used as a base for flying boats to defend south-west England since 1 October 1928. The start of the Second World War (WW2) saw an increase in operational flying from the base and it was also targeted during German air raids. Two Australian squadrons were under RAF operation control at Mount Batten during WW2: No 461 and No 10 Squadron, both flying the Short Sunderland.
No 461 Squadron was formed at RAF Mount Batten on 25 April 1942 as an anti-submarine squadron and was stationed there until 31 August 1942. It was disbanded on 4 June 1945, having destroyed six German U-boats. Sixty-four of the 86 squadron members killed were Australian.
No 10 Squadron was formed on 1 July 1939 and was the first RAAF and British Commonwealth squadron to see active service in WW2. Running anti-submarine operations and patrols, No 10 Squadron operated mainly from bases in southern Britain. It took over the base at Mount Batten in April 1940, however moved to Pembroke in May 1941. No 10 Squadron returned to Mount Batten in January 1942 and remained stationed there until it was disbanded on 26 October 1945, and left for Australia. The squadron sank six U-boats and lost 161 personnel during WW2.
The NRHE and City of Plymouth HER reference numbers cited in this record refer to the base at Mount Batten.Food preparation and consumption414119401945382/163MAS2016-07-25T00:00:00ZCutlery1200528City of Plymouth HER Number: SX 45 SE 589With finder2016-09-08T08:56:24Z2016-12-14T10:47:45Z71728411445PAS57BC1B67001A23PAS57BC1E1600176F223147DevonSX485350.35723329-4.13817474filled.record.crash10MAS MASMASCopper alloy10627CastPlatedCompleteCorrodedMODERNMODERNCoastal walkingSubmitted as wreck to the Receiver of WreckDSC_0292.JPG15images/MASMF2017-11-06T18:25:06.061Zfinds-2626MAS-O100026SHIPS TIMBERNINETEENTH CENTURYTwo fragments of waterlogged wood with two copper fasteners dating from the post-medieval period onwards.
The wood may be the remains of two planks of wood used in the construction of a ship as the planks are secured with one copper fastening and a hole is visible where another fastening may have also been used. Copper rivets are the standard method of fastening the planks to each other in clinker constructed vessels, or in the planks to the ribs or frames (Traditional Maritime Skills website, accessed September 2017). Clinker is a method of constructing the hull of a boat by fixing wooden planks so that the planks overlap along their edges. The overlapping joint is called a land. If the plank is too short for the hull, it would be necessary to extend the plank by joining with another piece of wood. Planks are also known as strakes (rubbing strake for example) so this method is also known as lapstrake. It is a very traditional method of ship construction.
Metallic fastenings followed on from tree nails (also commonly known as trunnels and trennels), which were an older method of securing two planks together using wooden 'nails'.TRANSPORT36411008/173MAS2017-01-28T00:00:00ZVESSEL COMPONENTWith finder2017-01-28T22:05:37Z2018-05-22T15:29:15Z262142815PAS5989C577001EA7PAS5989C577001EA7222028North YorkshireNZ672154.57977665-0.96494213trek.amazed.stated10MAS MASMASWood11988FragmentPOST MEDIEVALx41047MODERNCoastal walkingSubmitted as wreck to the Receiver of WreckIMG_0877.JPG83images/MASLR2018-05-22T14:29:15.772Zfinds-104104MAS-F100104SHELL CASESMODERNThe shell case measures 660 mm long and is 152 mm in diameter at the base, and 116 mm in diameter at the neck though this has been buckled and stretched. The shell case appears to have been either constructed without a base, or it has been removed at some point in the past. The diameter of the neck and its overall size point to it being a 4.5-inch or possibly a 4.7-inch shell case. Without the base with the details of type, manufacturer and date of manufacture, the history and origin of this case is not clear. It would have been part of a fixed round, i.e. the shell was attached to the shell case like a large rifle round. The maximum weight of these rounds was around 36 kg (80 lbs), which was the weight considered to be sustainable for loading manually loaded fixed ammunition. The 4.5-inch gun has been the standard medium-gun calibre of the Royal Navy for use against surface, aircraft and shore targets since 1938, and in the case of the 4.7-inch gun since 1916.
The history of this shell case is unknown, however, based on the damage it has sustained and the degree of corrosion, it appears that the shell was pried out of it and the base cut off with a lathe at some point in the past, before the remainder was lost or discarded. ARMOUR AND WEAPONS41411221/173MAS2017-08-23T00:00:00ZAMMUNITIONWith finder2017-08-23T08:19:22Z2018-05-08T08:41:12Z104152660150282114PAS57C96ECD001E82PAS59C90C510011A322625East SussexTQ440050.781702980.04126088pastels.dash.stockpile10MAS MASMASYellow metalIncompleteFairMODERNMODERNFishingSubmitted as wreck to the Receiver of WreckFIPAD_2017081783.JPG246images/MASABB2018-05-08T07:41:12.137Zfinds-7676MAS-D100076ROUNDED BOWLNINETEENTH CENTURYSix small convex bowls that may have also functioned as cups or tea bowls. All the bowls are made of a refined whiteware and three of them display a hand painted decoration.The term 'whiteware' is used in historical archaeology to denote refined ceramics with a whiter and denser body than pearlware that generally postdates c.1830. Whiteware is a class of ceramic products that include porcelain and china. They are usually, but not necessarily, white and consist typically of clays, feldspar, potter's flint, and whiting (calcium carbonate). It is thought that these examples may be tea wares dating to the 19th or 20th century.These items were found with six stoneware seltzer bottles (MAS-D100065), four stoneware beverage bottles (MAS-D100066), two green glass wine bottles (MAS-D100068), three aqua glass bottles (MAS-D100071), one Hamilton bottle (MAS-D100072), four small stoneware ink bottles (MAS-D100074) and one egg cup (MAS-D100078).
All of these items were recovered from the wreck of SS Strathclyde, a British trading steamship built in 1871 in Blackwood, Port Glasgow. The ship sank in 1876 off Dover whilst carrying 23 passengers and 47 crew for Bombay, following a collision with Franconia and resulting in the loss of 38 lives.
NRHE and Kent HER reference numbers cited in this record refer to the wreck of SS Strathclyde.
The location of SS Strathclyde was taken from the British National Grid co-ordinate from the National Record of the Historic Environment.Container39411173/173MAS2017-07-24T00:00:00ZBowl813607Kent HER Number: TR 33 NW 23With finder2017-07-24T21:26:17Z2017-10-05T16:13:21Z766528415PAS5989C577001EA7PAS57BC21F300115B218210KentTR343851.093539951.34042371fatigue.paddles.woodland10MAS MASMASCeramic10539CompleteNINETEENTH CENTURYMODERNDivingSubmitted as wreck to the Receiver of WreckIMG_1938.JPG234images/MASLR2017-11-06T18:17:23.969Zfinds-110110MAS-F100110POSTPOST MEDIEVALHeavily eroded and abraded timber fragment with marine borer and growth present. As it is so worn, it is difficult to tell what type of wood it is and whether this fragment was originally completely shaped and worked, or just partially worked to achieve its function. The timber does not exhibit any evidence or staining from fastenings, however, there is one hole that could have been a fastening point at some stage.
It is thought that this fragment may be a broken post or groyne timber that has come from a beach rather than material relating to a wreck. Groynes are wooden barriers built at right angles to a beach to prevent the movement of material along the coast caused by longshore drift. They can be subjected to storm damage which results in them being broken and drifting out to sea. The possibility that this piece of wood derives from a vessel should not be ruled out, however. Shipwrecks represent an important part of our marine historic landscape and are important in understanding some of the most fundamental aspects relating to human past and experience.ARCHITECTURE36411220/173MAS2017-08-23T00:00:00ZARCHITECTURAL ELEMENTWith finder2017-08-23T08:45:04Z2018-05-08T08:39:55Z110180720114281314PAS57C96ECD001E82PAS57C96ECD001E8222625East SussexTQ440050.781702980.04126088pastels.dash.stockpile10MAS MASMASWood11988FragmentPoorPOST MEDIEVALx41047MODERNx41047FishingSubmitted as wreck to the Receiver of WreckFIPAD_2017081719.JPG284images/MASABB2018-05-08T07:39:55.115Zfinds-108108MAS-F100108PORTHOLEMODERNThis object is the remains of a brass porthole ring measuring 250 mm across with a brass rim 28 mm wide. It is thought that this frame would have been on the outside of the hull of the vessel while an internal frame on the inside of the vessel would have contained the glass element and a hinged deadlight (a metal plate that was both a curtain and a reinforcement against heavy seas).
Portholes have been used for centuries to allow light and ventilation to enter the lower, darker levels of vessels and in some early cases, as a means of seeing out of a submersible. Portholes are watertight and are generally crafted from glass, secured within a metal frame that is then bolted to the vessel. The popular metals that are used to create the frame of the portholes are bronze and brass because these metals corrode less in saltwater.Fixtures and Fittings41411225/173MAS2017-08-23T00:00:00ZPortholeWith finder2017-08-23T08:38:12Z2018-05-08T08:40:10Z10825032815028214PAS57C96ECD001E82PAS5A27DDB80016AC22625East SussexTQ440050.781702980.04126088pastels.dash.stockpile10MAS MASMASYellow metalIncompleteMODERNMODERNFishingSubmitted as wreck to the Receiver of WreckFIPAD_2017081732.JPG272images/MASABB2018-05-08T07:40:10.128Zfinds-8080MAS-D100080PERFUME BOTTLENINETEENTH CENTURYTwo clear glass perfume bottles.
One has a square tapered body and measures 85 mm by 35 mm while the other measures 95 mm by 40 mm and has a round body complete with a round stopper and still contains yellow liquid. Perfume bottles were part of the vessel's cargo and many other bottles have been salvaged from the wreck by divers during recent years. Their form would be entirely consistent with a date around the turn of the 19th/20th century. These items were found with five gin bottles (MAS-D100063) and three clay pipes (MAS-D100079).
All of these items were recovered from the wreck ​Loanda. Built in 1891 at Barrow-in-Furness (Cumbria) by the Naval Construction and Armaments Co., Loanda was a two-masted screw-driven steamer owned by the British and African Steam Navigation Co. On 31 May 1908, following a collision with SS Junona, Loanda foundered while under tow 1 mile east of St Margaret's at Cliffe, Kent. At the time of loss, the vessel was bound from Hamburg, Germany, to West Africa with a general cargo. This cargo, which has seen significant recovery by divers, included: clay pipes; bottles of wine and gin; glass beads; perfume bottles; pencils, writing slates and inkpots; lamps; and teacups, lids, dishes, pots, saucers, plates, jugs and eggcups. NRHE and Kent HER reference numbers cited in this record refer to the wreck of Loanda.
NRHE and Kent HER reference numbers cited in this record refer to the wreck of Loanda.CONTAINER39411185/173MAS2017-07-12T00:00:00ZCOSMETIC CONTAINER901835Kent HER Number: TR 34 SE 108With finder2017-07-15T15:13:43Z2020-03-30T14:10:11Z804095218284215PAS5989C577001EA7PAS57BC21F300115B218210KentTR384451.14575261.4013985ramp.slouched.ambient10MAS MASMASGlass10879CompleteGoodNINETEENTH CENTURYMODERNDivingSubmitted as wreck to the Receiver of Wreck63_Flakon1.jpg176images/MASLR2020-03-30T13:10:11.612Zfinds-1717MAS-100017MAMMAL REMAINSUNKNOWNThis cattle mandible, or lower jaw, is comprised of two incomplete sections; cattle mandibles are rarely encountered in the archaeological record as conjoined pairs (Zhang et al. 2013). The smaller piece is an incomplete section featuring both pre-molars and molars. The larger piece is fairly complete, with the exception of teeth, extending all the way to the part in which the incisors and canines would be located. This front section is separated from the molar and pre-molar root holes by the diastema.
Providing a relative date for this cattle mandible is challenging without further examination.Cattle are arguably the most important species of livestock - providing products such as meat, milk and leather; and strength for agricultural tasks (e.g. ploughing) (Zhang et al. 2013). The domestication of cattle (Bos spp) is generally accepted to have occurred around 10,500 years ago in the Near East (Zhang et al. 2013). Cattle dentition is an important archaeological signature of ancient cattle husbandry, as dentition varies between individual cattle due to genetics, diet and the geographical location in which they were raised. The age of an animal at death can also be determined by the stage of dental development and the wear of the mandibular teeth (McGrory et al. 2012: 3224).Ecofacts294113MAS2016-10-17T00:00:00ZVertebrate remainsIn situ2016-10-18T08:58:44Z2017-01-16T15:01:10Z172152825PAS57BC1B67001A23PAS57C96ECD001E82219687EssexTQ818251.507938610.60677648workroom.fragments.went10MAS MASMASAnimal skeletal material10232IncompleteMEDIEVALx14221MODERNCoastal walkingSubmitted as wreck to the Receiver of WreckIMG_20161016_080811389.jpg64images/MASMF2017-11-06T18:23:50.425Zfinds-150150MAS-D100150LIDMODERNOne copper item, thought to be a lid by discoverer. It is around 180 mm in diameter with greenish brown discolouration from the oxidising of the copper. At its centre there is a raised disc that has been possibly beaten out of the original shape. This circular embossed disc is approximately 90 mm in diameter and has a small circular aperture in its centre (roughly 10 mm diameter). Other than a lid, the item could be a lamp shade of some sort or a hub of some wheeled apparatus.This items was found with two bowls (MAS-D100127), one brass hinge (MAS-D100128), one brown bottle and one clear bottle (MAS-D100129) and one ceramic mug a (MAS-D100130).UNASSIGNED3941312/173MAS2017-09-30T00:00:00ZDOMED LID2017-10-09T15:46:29Z2020-03-27T15:26:58Z1501801533415PAS5C50379B001E6C2MAS MASMASCopper10626UncertainCorrodedNINETEENTH CENTURYMODERNDiving150_copperlid.JPG759images/MASRobbie Trevelyan2020-03-27T15:26:58.894Zfinds-1212MAS-100012LANDING CRAFT INFANTRYMODERNThis hulk is situated on the River Deben, just outside of Melton (Suffolk) and is estimated to measure 11.5 m in length and 3 m in width. The structure is rectangular in shape with squared edges and straight sides. One end suggests the presence of a bulkhead and a hatch or doorway, while the other end is missing. Parts of possible rudder components are located close to the bulkhead, suggesting that this is the stern. Internal frames can be seen throughout the remaining structure; estimated measurements reveal a spacing of approximately 0.42 m. The hull is constructed of wood in a double diagonal layout, with metal plating over the top on the exterior of the hull. The hulk shows extensive deterioration and many of its fixtures and fittings have been stripped. A large proportion of the vessel is now missing.
The shape, size and construction are all indicative of a British Landing Craft Assault (LCA) from the Second World War (WW2). The basic structure of this type of landing craft was a double diagonal wooden hull, commonly built using mahogany (Lavery 2009:20), although other timber species were used to keep up with the number of vessels required. Steel armour plating was then added as an outer skin. The overall length of an LCA was 12.7 m (41.6 ft) with a beam of 3 m (10 ft) (Royal Marines Museum). The main feature of LCA's was the bow ramp, used for amphibious landings such as on D-Day. This part of the vessel appears to be missing and may explain why the hulk has no bulkhead or bow features. The main use of the vessel was for troop transport; this featureless area took up most of the length of the hull. The internal frame spacing of LCA's was 0.45 m (Lavery 2009:21). At the after end of the troop compartment was a watertight bulkhead that separated the engine room (Lavery 2009:19). This bulkhead had a hatch for access by the stoker, which may be what is visible on the remaining hulk. After the engine room there was no further armour plating, which serves to explain the complete loss of the stern. It is difficult to positively identify this vessel as, athough the hulk displays several characteristics of an LCA, with the overall lack of structure it is possible that the remains may be of a barge or similar vessel. The British LCA was developed early in WW2 to meet the need for landing troops on invasion beaches, being built between 1939 and 1945. The LCA was developed from a prototype designed by John Thornycroft Ltd, who then took up much of the LCA construction throughout the war (Lavery 2009:18). The landing craft proved to be a vital tool in WW2, particularly in the invasion of mainland Europe. The vessel allowed troops to be ferried from the main transport to the beachhead, with a shallow draft allowing it to be driven right into the shallows. Additionally, the low silhouette and almost silent engines added to the success of the vessel.
If this vessel is an LCA, its location suggests that it was possibly used as a training vessel. The south coast of Suffolk was extensively used for all kinds of training during WW2. A large area directly to the east of Woodbridge, and across the river from the hulk, was acquisitioned by the military for training purposes (Liddiard and Sims 2014:37). The coastline also made it ideal for training in amphibious landings.
The NRHE and Suffolk HER reference numbers cited in this record refer to the 'Melton (north) hulk assemblage', an assemblage of seven hulked vessels in the intertidal zone at Melton, on the north bank of the River Deben. This site is recorded in two surveys: Rapid Field Survey of the Suffolk Coast and Intertidal Zone (Suffolk County Council Archaeological Service 2003) and Hulk Assemblages: Assessing the national context (Museum of London Archaeology 2011, 2013), however no vessel types are recorded. It has also been recorded through the Coastal and Intertidal Zone Archaeological Network (CITiZAN) No. 82023. Maritime craft41411939194513MAS2016-09-30T00:00:00ZLanding craft1526476Suffolk HER: TM 25 SE 52In situ2016-09-30T16:14:24Z2016-10-10T11:56:02Z123000115001142428235PAS57F2732E001889215934SuffolkTM285052.10131961.32763397hindering.declines.plays10MAS MASMASWood11988Steel11786IncompletePoorMODERNMODERNCoastal walkingSubmitted as wreck to the Receiver of Wreckimage1.JPG33images/MASTH2017-11-06T18:24:41.953Zfinds-106106MAS-F100106LADDERNINETEENTH CENTURYThese two timbers are two components of a companion ladder. The larger piece measures 1.14 m long by 0.15 m wide and based on the visible ridges to accommodate the stairs, would have been the left-hand side banister of the ladder. The smaller piece measures 0.56 m wide and is 20 mm thick. This piece is one of the stairs that would have fitted between both banisters and still slots in to one of the grooves on the remaining banister. The join is step and groove radiused rather than square cut.
Companion ladders or a companion way is usually steep but has treads or stairs rather than rungs typically seen on a ladder. Weight can be spread over a much larger area than concentrated on the surface of the small rungs of a ladder therefore it is possible to carry much heavier loads up and down these ladders. Companionways on modern vessels now tend to be made of aluminium, however on wooden sailing vessels and fishing vessels, wooden ladders may still be used, therefore it is difficult to date these pieces.Tools and equipment39411222/173MAS2017-08-23T00:00:00ZCompanion ladderWith finder2017-08-23T08:31:10Z2018-05-08T08:40:53Z10621428114PAS57C96ECD001E82PAS57C96ECD001E8222625East SussexTQ440050.781702980.04126088pastels.dash.stockpile10MAS MASMASWood11988FragmentNINETEENTH CENTURYMODERNFishingSubmitted as wreck to the Receiver of WreckFIPAD_2017081767.JPG254images/MASABB2018-05-08T07:40:53.678Z