Report prepared by: Hampshire & Wight Trust for Maritime Archaeology HWTMA/ NAS

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2 Report prepared by: Hampshire & Wight Trust for Maritime Archaeology HWTMA/ NAS Hampshire & Wight Trust for Maritime Archaeology Room W1/95 National Oceanography Centre Empress Dock Southampton SO14 3ZH Nautical Archaeology Society Fort Cumberland Fort Cumberland Road Eastney Portsmouth PO4 9LD HWTMA/ NAS 1

3 Contents I. ACKNOWLEDGEMENTS...3 II. LIST OF FIGURES PROJECT BACKGROUND FIELD SEASON HULK RECORDING METHODOLOGY SUMMARY EXCAVATION METHODOLOGY SUMMARY RESULTS...10 FL 1: Wooden Hulk...10 FL 3: Minesweeper...16 FL 5: Buried Vessel...23 FL 7: Metal Boat...36 FL15: Buried Vessel...41 FL 29 Buried Vessel FIELD SUMMARY PRIORITIES FOR YEAR THREE INVESTIGATIONS VOLUNTEER INVOLVEMENT PROJECT OUTREACH LOCAL COMMUNITY ARCHAEOLOGICAL TRAINING FORTON LAKE FAMILY ACTIVITY DAY OTHER EDUCATION AND OUTREACH ACTIVITY DAYS APPENDICES LIST OF PROJECT VOLUNTEERS REFERENCES PERSONAL COMMUNICATIONS GLOSSARY...62 HWTMA/ NAS 2

4 i. Acknowledgements This project has been made possible due to funding from the Local Heritage Initiative and Nationwide Building Society. Additionally the project has received the support of a wide range of individuals and organisations. We would particularly like to acknowledge the help and support of: St. Vincent College, Jane Maddocks, Mr Ted Sutton, Mr E Walker and Mr G Akhurst. Fieldwork was supervised by Paul Donohue, Ian Barefoot, Jane Maddocks and Colin McKewan. This report has been produced by Paul Donohue and Julie Satchell of the Hampshire & Wight Trust for Maritime Archaeology, with contributions from Alison Hamer (HWTMA) and Ian Barefoot (NAS). The cover has been designed by Rebecca Causer (HWTMA). Project management has been undertaken by Mark Beattie-Edwards (NAS) and Julie Satchell (HWTMA). The map image used in Figure 1 was supplied under license agreement from the Ordnance Survey (Licence number ) and must not be reproduced without prior permission. HWTMA/ NAS 3

5 ii. List of figures Figure 1 Forton Lake is in Gosport and is a tributary of Portsmouth Harbour...7 Figure 2 Volunteers conducting a pre-disturbance survey...9 Figure 3 A volunteer collecting heights using a dumpy level...9 Figure 4 Excavation was carried out by volunteers using hand tools...10 Figure 5 The remains of FL 1 with the bow closest to the camera, the two mooring catamarans can be seen within the hulk (looking north)...11 Figure 6 Looking west an image of the bow section with the stempost (red arrow), false-stem (blue arrow), ceiling planking (green arrow) and concrete ballast (yellow arrow) indicated...12 Figure 7 An image showing the four raised floor timbers (red arrow) in the bow section, the keelson (blue arrow) and the bilge keelson (green arrow)...12 Figure 8 Between the composite frames (red arrow) concrete ballast has been placed (blue arrow)...13 Figure 9 A photograph showing the sternpost (red arrow), the rudder stock (blue arrow), the inner-post (green arrow) and the knee (yellow arrow) (looking west)...14 Figure 10 The rudder stock extends from the keel, the rudder stay is present (red arrow), but the rest of the rudder has disappeared (looking west)...14 Figure 11 Image showing sawn frames which are flat at the top and have not eroded (looking east)...15 Figure 12 A vertical saw cut on the port side of the vessel...15 Figure 13 FL 3 - the starboard side (looking west)...16 Figure 14 Large amounts of the hull has disappeared, however there are substantial sections remaining; i.e. amidships starboard (red arrow) and the port bow (blue arrow). Evidence of salvage (green arrows) is indicated (looking southwest)...17 Figure 15 Photograph showing the composite frame structure (red arrow) and the evidence of burning (blue arrow) (looking west)...17 Figure 16 The bow section with the false-stem scarf joint (red arrow) and vertical saw cuts (blue arrows) indicated...18 Figure 17 A photograph of the inside of the bow section, with the floor timbers (red arrow) and ceiling planking (blue arrow) indicated (looking north)...18 Figure 18 An image showing the engine mounts; large timber frames (red arrows) and metal plates and pins (blue arrows). Towards the stern there is a metal tank either side of the vessel (green arrows) (looking south)...19 Figure 19 Remains of four collapsed tanks and laminated timber bulkhead (red arrow) in the forward part of the vessel (looking forward)...19 Figure 20 Photograph showing large circular flange feature (red arrow) and triangular timber supports beside the engine mounts (blue arrows) (looking aft)...20 Figure 21 The sweep-drum (looking aft)...21 Figure 22 A image of the stern looking northwest with the former location of the rudder post (red arrow), the inner-post (blue arrow), knee (green arrow) and propeller boss (yellow arrow) indicated...21 Figure 23 Drawn plans of FL 5's archaeological excavation...24 Figure 24 Excavation Area FL 5 A looking south...25 Figure 25 Area A looking north...25 HWTMA/ NAS 4

6 Figure 26 The extent of the keel at the bow, with the angled garboard strakes clearly visible (looking north)...26 Figure 27 Three sets of floor timbers, each comprising of two timbers side by side. The small pulley can be seen to the right of the photograph (Looking Northeast)...27 Figure 28 A close up of the small pulley located forward of the floor timbers, in the bilge beside the keel...27 Figure 29 The port limber in the second floor timber (looking north)...28 Figure 30 In the centre of the picture the keelson can be seen protruding from the section (looking north)...28 Figure 31 Excavation Area FL 5 B looking west...29 Figure 32 Image of the keelson looking west (keelson indicated by arrow)...30 Figure 33 Looking west, the starboard side of the bottom planking, with three runs of floor timbers, the exposed halved joints and the starboard ceiling plank (red arrow)...30 Figure 34 On the port side there are the remains of two strakes of ceiling planking, one which is intact (red arrow) and one broken (blue arrow) (looking forward)...31 Figure 35 The port side of the vessel, giving an internal view of the planking, the bilge stringer (red arrow) and the port ceiling planking (blue arrow) (looking east)...32 Figure 36 Excavation and recording in FL5 D was difficult due to water ingress and mud...33 Figure 37 Section of the hull planking and frames that can be seen on the port side (looking east)...34 Figure 38 The exposed floor timbers and bottom planking on the starboard side (looking south)...34 Figure 39 FL7 looking north...36 Figure 40 Survey plan of FL7 with the towards the top of the image...37 Figure 41 The port circular riveted feature pictured from outside the hull (looking west)...38 Figure 42 Photograph of FL7 showing the collapsed deck (red arrow) and the coaming (blue arrow) (looking south)...38 Figure 43 View of the stern section showing the 0.50m access hole in the centre of the image (looking north)...39 Figure 44 The boiler as seen from the back, with the firebox (red arrow) indicated (looking south)...39 Figure 45 A starboard view of the boiler showing the water tubes (red arrow)...40 Figure 46 FL15 prior to excavation looking south from the stern...41 Figure 47 FL15 archaeological drawings, section drawing top right, portside stern top left and plan drawing bottom...42 Figure 48 Stern of FL15 being recorded during the pre-disturbance survey (looking north)...43 Figure 49 Team members excavating the stern section (looking northeast)...43 Figure 50 Port side outer, with hull strake (red arrow), port side inner plank run (blue arrow) and starboard side inner plank run (green arrow) indicated (looking west)...44 Figure 51 Image of the port side inner, ceiling planking (red arrow) and inner plank run (blue arrow) indicated (looking northeast)...44 HWTMA/ NAS 5

7 Figure 52 Inner starboard plank run, with in-situ timbers (red arrow) and broken timber (blue arrow) indicated (looking north)...45 Figure 53 Inner view of the starboard side of the hull, with outer hull planking (red arrow) indicated (looking northwest)...46 Figure 54 View of the port side of the stern, with the sternpost (red arrow) and the inner (blue arrow) indicated (looking west)...47 Figure 55 The stern with the remains of hull planks (red arrow) and the wire hawse (blue arrow) indicated (looking northeast)...47 Figure 56 A pre-excavation photograph of the starboard frame timbers, with metal knees (red arrow) and the transverse composite feature (blue arrow) (looking north)...48 Figure 57 An image showing the location of the athwartships timber (red arrow) and the transverse composite feature (blue arrow)...48 Figure 58 The port quarter metal corner piece of the athwartships timber...49 Figure 59 Photograph showing the longitudinal timber and its metal fastenings...50 Figure 60 A photograph of FL29 looking south, with possible keel (red arrow) and frames (blue arrows) indicated...51 Figure 61 Survey location plan of FL29 timber components...51 Figure 62 (L to R) A child proudly shows off an archaeological find he brought along to show the archaeologists, pirate face painting and the Forton Lake monster...58 Figure 63 The Mayor presents a winner of the pirate fancy dress with a prize...59 Figure 64 Children from Bridgemary Sports College recording the Medina Ferry using planning frames...60 Figure 65 Children from Bridgemary Sports College take part in a Maritime Archaeologist for an Hour session...60 HWTMA/ NAS 6

8 1. Project Background The Nautical Archaeology Society (NAS) and the Hampshire and Wight Trust for Maritime Archaeology (HWTMA) have been awarded a grant from the Local Heritage Initiative to carry out a community based project at Forton Lake, Gosport, Hampshire (Figure 1). The main aims of the project are to allow the local inhabitants of Gosport to research, record, and display their maritime heritage. Information will be gathered about the potential archaeological remains at Forton Lake, which at present is limited to brief knowledge of the hulks in the area. Full details of the projects aims and objectives can be found in Forton Lake Archaeology Project: Year 1 Report. A visual inspection and survey was undertaken by Ted Sutton in 1997, the results of which were placed with the Hampshire County Council Historic Environment Record. In 2006 local volunteers, under the guidance of NAS and HWTMA carried out a systematic survey and appraisal of the hulks in Forton Lake. The results of the 2006 fieldwork and the archaeological background to the Forton Lake area can be found in Forton Lake Archaeology Project: Year 1 Report. Within this report a number of recommendations were made for future investigation, including enhanced survey and evaluation excavation in 2007 (see Forton Lake Archaeology Project: Year 1 Report; section 4.5). This report presents the result of the fieldwork undertaken in July 2007 and puts forward recommendations for the forthcoming 2008 season. Figure 1 Forton Lake is in Gosport and is a tributary of Portsmouth Harbour HWTMA/ NAS 7

9 Field Season The 2007 fieldwork took place between 7 th July and 13 th July. This began with the volunteers being given classroom instruction on archaeological survey techniques, recording methodology, excavation methodology and Health and Safety. After instruction in the classroom they were given further guidance and supervision in the field. The volunteers were then divided between vessel survey and excavation. Throughout the week volunteers were rotated between tasks, to give each participant as much experience as possible. The vessel survey was supervised by Colin McKewan and the excavation by Paul Donohue. 2.1 Hulk Recording Methodology Summary Between 1996 and 1997 Ted Sutton undertook a basic photographic survey of the Forton Lake hulks. Further investigations were conducted in 2007 to establish the archaeological and historical significance of the hulks. This took the form of a descriptive assessment comprising of sketches, hull dimensions, photographs and notes. Selected hulks were recorded using archaeological survey methods to produce drawn plans. Each vessel was recorded using 30m survey tapes, 3m hand tapes, level lines and plumb-bobs. The survey plans were drawn to a scale of Excavation Methodology Summary Sites FL5 and FL15 had been selected for intrusive investigation after the 2006 survey season. Prior to excavation in 2007 pre-disturbance plans of visible surface timbers were produced (Figure 2). The drawings were updated as the excavations progressed. Once excavated structural components of the vessels were uncovered, these were recorded in plan and in section. A comprehensive photographic survey was also collected on completion of excavation. Heights for structural components and excavation sections were collected using a dumpy-level and the drawings were annotated appropriately (Figure 3). HWTMA/ NAS 8

10 Figure 2 Volunteers conducting a pre-disturbance survey Figure 3 A volunteer collecting heights using a dumpy level HWTMA/ NAS 9

11 Excavation of the trenches was performed using hand excavation tools and techniques (Figure 4). Primary tools used were trowels, mattocks and spades. The soil deposits located within the hull were removed, and the structural elements of the vessels were uncovered. As the deposits were removed they were placed upon tarpaulin sheets, and on completion the material was replaced in the trenches. Each evening the excavated areas were cordoned off with road irons and hazard warning tape. The duration of daily excavation periods depended on the tidal windows as work could only be conducted when the water was low enough for the features to be exposed. Tide tables were consulted prior to excavation work to maximise time on site. Figure 4 Excavation was carried out by volunteers using hand tools 2.3 Results This section presents the results of the survey and excavation of each of the sites investigated during the 2007 season. Due to the technical nature of the descriptions of vessel structure and fittings a glossary of terms has been included as appendix 6.4 of this report. FL 1: Wooden Hulk NGR: Site Introduction FL1 is a large wooden vessel located on the southern bank of Forton Lake, 150m to the west of the footbridge (Figure 5). This hulk lies stranded in the inter-tidal zone, beside a small creek. The relatively intact nature of the hulk presents good opportunities for survey. It lies on its starboard side which is partially buried beneath sediments. Two large mooring catamarans have drifted onto the site and lie partly within the vessel s structure. HWTMA/ NAS 10

12 Figure 5 The remains of FL 1 with the bow closest to the camera, the two mooring catamarans can be seen within the hulk (looking north) Survey Results This vessel is carvel built with the timber strakes lying flush. The planks of these stakes are fastened to the frame timbers by metal pins. The run of the strakes finish at the stempost, which is narrow at the front (Figure 6). In front of the stempost a false-stem has been attached (Figure 6). On the inside of the bow section there is short run of ceiling planking (Figure 6). As the the frames run directly into the keel at the bow the first four floor timbers have a higher vertical section than those found in the rest of the vessel and are attached to the aft side of the bow frames and the keelson (Figure 7). Concrete has been placed in the base of the bow section to act as ballast. HWTMA/ NAS 11

13 Figure 6 Looking west an image of the bow section with the stempost (red arrow), false-stem (blue arrow), ceiling planking (green arrow) and concrete ballast (yellow arrow) indicated Figure 7 An image showing the four raised floor timbers (red arrow) in the bow section, the keelson (blue arrow) and the bilge keelson (green arrow) The frames of this vessel are composite (Figure 8), consisting of two timbers side-by-side that are vertically staggered to maintain strength. Between many of the frames there is evidence of concrete ballast (Figure 8). No ceiling planking is visible in the main section of the vessel aft of the bows. At the base of the hull there is a keelson that runs thought the whole vessel (Figure 7). Beside this there is another sturdy longitudinal timber, which is a bilge keelson (Figure 7). This runs from the last of the four bow floor timbers, but is HWTMA/ NAS 12

14 not present at the stern. It can not be seen how far this bilge keelson runs as it is obscured by a mooring catamaran. Figure 8 Between the composite frames (red arrow) concrete ballast has been placed (blue arrow) At the stern significant elements of the structure remain. These include a curved stern post (Figure 9), which gives an impression of how the buttock of the vessel would have looked. Forward of this there is the rudder stock (Figure 9). The rudder stock extends through the keel and underneath the vessel. Part of a rudder stay (Figure 10) can be seen attached to the stock, but the rest of the rudder has disappeared. Forward of the rudder stock there is an inner post (Figure 9), with a knee attached. The knee supports the innerpost and runs aft (Figure 9). HWTMA/ NAS 13

15 Figure 9 A photograph showing the sternpost (red arrow), the rudder stock (blue arrow), the inner-post (green arrow) and the knee (yellow arrow) (looking west) Figure 10 The rudder stock extends from the keel, the rudder stay is present (red arrow), but the rest of the rudder has disappeared (looking west) Interpretation The physical evidence suggests that this vessel has been subject to salvage after being left in Forton Lake. The upper sections of the frames are flat, indicating that the have been sawn off (Figure 11), there are also vertical saw cuts at numerous locations around the hull (Figure 12). These saw marks are often found in vessels that have salvageable materials within the hull structure, between the hull and frames. For example Mine Counter Measures Vessels (MCMV) would have copper placed around the hull as part of the HWTMA/ NAS 14

16 vessel s degaussing system. The commercial value of copper makes it attractive to salvors. From the survey results and the salvage evidence it is thought that this vessel may represent the remains of a MCMV. Figure 11 Image showing sawn frames which are flat at the top and have not eroded (looking east) Figure 12 A vertical saw cut on the port side of the vessel Archaeological Potential The identity of this vessel is currently unknown, although there is some evidence to suggest that it is the remains of a Second World War MCMV. Vessels involved in WWII have often had interesting careers through involvement in important actions which can add greatly to the significance of a HWTMA/ NAS 15

17 site. Although the upperworks and internal fixtures and fittings of this vessel have disappeared the hull remains are still sturdy. However, as it is in a dynamic environment it is suggested that it will be susceptible to erosion. As the identity and career history of this vessel is currently unknown it should be considered of having high archaeological potential until further research and investigation reveal more about its past. Recommendations A full drawn survey of this vessel was completed in 2007 which provides a record of the remains. As the identity and class of this hulk are still unknown it is recommended that further research is required. Research on MCMVs is recommended, particularly to compare the dimensions of FL1 with any other recorded examples or available plans. Additional enquiries with local residents may reveal further information as FL1 is one of the largest and most prominent hulks within Forton Lake. The identification of photographs of Forton Lake which include FL1 in earlier years may show the vessel when more intact and aid research. FL 3: Minesweeper NGR: Site Introduction Near the northern bank of Forton Lake, as the main channel turns north to become Mud Cottage, lie the hulked remains of a wooden ship (Figure 13). Local knowledge suggests this vessel is the remains of a Second World War MCMV (Mr E. Walker pers. Comm. July 2006). This identification is supported by the presence of a large sweep drum at the rear of the vessel. Figure 13 FL 3 - the starboard side (looking west) Survey Results The upper deck and superstructure of this FL3 have disappeared, leaving the lower hull, which is intact up to the sheers for a small section amidships (Figure 14), and to just above the bilge at the fore and aft sections. The hull dimensions are approximately 33.46m long and 6.88m wide. The hull itself is constructed from carvel laid planks attached to composite frame timbers (Figure 15). The planks, which show some evidence of charring, are fastened to the frames with metal pins. The composite frames comprise of two timbers HWTMA/ NAS 16

18 side-by-side that are vertically staggered to maintain strength. These frames are in varying states of decay. Ceiling planking, attached to the inside of the frames, remains in sections throughout the vessel (Figure 17). Figure 14 Large amounts of the hull has disappeared, however there are substantial sections remaining; i.e. amidships starboard (red arrow) and the port bow (blue arrow). Evidence of salvage (green arrows) is indicated (looking southwest) Figure 15 Photograph showing the composite frame structure (red arrow) and the evidence of burning (blue arrow) (looking west) At numerous positions around the hull vertical saw cuts up to 0.15m wide provide evidence of salvage (Figures 14 and 16). This is consistent with FL3 being a MCMV and with evidence from FL1 where the financially attractive copper has been stripped from the vessel. At the bow the stempost has been reduced on its front face so that it is angled to receive the hull strakes. In front of this there is a false-stem. The stempost and the false-stem appear to be much shorter than their original height, and have broken off at a scarf joint (Figure 16). Within the bow the floor timbers are different to those found in the rest of the vessel. They are narrower and HWTMA/ NAS 17

19 have a higher vertical face, and are attached to the fore and aft sides of the frames (Figure 17). Figure 16 The bow section with the false-stem scarf joint (red arrow) and vertical saw cuts (blue arrows) indicated Figure 17 A photograph of the inside of the bow section, with the floor timbers (red arrow) and ceiling planking (blue arrow) indicated (looking north) Inside the hull the bilges are buried beneath sediments, and it was not possible to see the construction of this area. However, amidships there are large timbers forming a frame (Figure 18), which extends to a level above the sediments. These large timbers have long metal pins protruding from them, and some have metal plates attached to the top (Figure 18). Between these frames and the hull there are supports made from diagonal timbers creating triangular structures (Figure 20). It is believed that the large timber frames, large metal pins, metal plates and triangular supports are all related to the HWTMA/ NAS 18

20 engines; together they would have formed the mounts for the engines that have since been removed. Figure 18 An image showing the engine mounts; large timber frames (red arrows) and metal plates and pins (blue arrows). Towards the stern there is a metal tank either side of the vessel (green arrows) (looking south) Within this vessel there a number of metal structures, some of which are insitu, while others are no longer in their original position. The foremost of these are four heavily rusted large tanks with associated fittings (Figure 19). Sections of these tanks have collapsed, but appear to be in the original location, they were likely to have been used for storage of fuel or fresh water. Aft of the tanks lies the partial remains of a timber bulkhead (Figure 19), which consists of laminated diagonally opposed timber strips. Figure 19 Remains of four collapsed tanks and laminated timber bulkhead (red arrow) in the forward part of the vessel (looking forward) HWTMA/ NAS 19

21 In the central section of the hull, beside what would have been the engine mounts there is evidence of further metal structures. On the starboard side there is a large cylindrical feature, with a flange at one end (Figure 20). This feature in not in-situ, but may represent a large pipe that was once related to the engines. Figure 20 Photograph showing large circular flange feature (red arrow) and triangular timber supports beside the engine mounts (blue arrows) (looking aft) On the inside of the hull, two thirds of the way along the there two metal structures, one on the port side and one on the starboard side. These may also represent the remains of tanks, although they are much smaller than those found in the forward section. These tanks are in a poor condition, the tops have collapsed, as have sections of the tank s bulkheads. Aft of these tanks, in the stern section is the sweep-drum (Figure 21). This is a large metal cylinder, with two large circular metal plates at either end. The drum would have originally been located at the aft of the ship on the upper deck (known as the sweep-deck ). The sweep-deck is no longer present and the drum is lying in the stern bilges. HWTMA/ NAS 20

22 Figure 21 The sweep-drum (looking aft) Much of the stern of the vessel is missing, showing more evidence of salvage. The rudder is not present and the keel runs to a point where the rudder post would have been (Figure 22). Forward of where the rudder post would have been there is a knee supporting an inner-post (Figure 22). At the top of the inner-post there are the remains of a transverse knee (Figure 22) that would have supported the sweep-deck. The inner-post extends through the keel, and connects to the propeller shaft. Beneath the hull, between the inner-post and the keel, the deadwood is present. At the end of the propeller shaft there is a large circular metal propeller boss (Figure 22). Figure 22 A image of the stern looking northwest with the former location of the rudder post (red arrow), the inner-post (blue arrow), knee (green arrow) and propeller boss (yellow arrow) indicated HWTMA/ NAS 21

23 Interpretation Through local knowledge and analysis of the fixtures and fittings this vessel appears to represent the remains of a MCMV. In the past it was possible to see the number M293 on the port bow. M293 was a Motor Mine Sweeper (MMS) of the 105 class. This class of warship were built for the British war effort in North America under the Lend Lease scheme (Melvin 1992: 135). The beam dimension of a 105 MMS is 6.6m (Melvin 1992), which very close to the 6.88m found on FL3. The slight difference can be account for by the hull sagging as it collapses. It is likely that FL3 was brought to Forton Lake for salvage, as evidenced from the saw cuts around the hull. There is also evidence of burning through fire damage to the upper sections of the hull. Local inhabitants do remember this vessel being on fire (Fiona Ritchie pers. Comm. July 2007). Since this time the vessel has been left to the elements to decompose at its own rate. Archaeological Potential This vessel is the remains of a WWII minesweeper, and therefore should have had an interesting career. Mine-countermeasure vessels such as the MMS played a vital role during the Second World War negating the threat from mines. Britain as an island nation was extremely vulnerable to mine blockade during this period, and the job that the minesweepers did in keeping the continental shelf shipping lanes open should not be underestimated. Despite this minesweepers, and the men who crewed them, appear to be an underresearched and under-valued aspect of military and naval scholarship of the period (Melvin 1992:1). Despite the large number of WWII minesweepers constructed it appears that no examples are currently on the National Register of Historic Vessels (2006). The career of M293 is currently unknown, further research should reveal the part it played during the war and in any subsequent use. A significant amount of this vessel survives and is in a robust condition. However, the inter tidal environment is inevitably a harsh one and will take its toll on the remains over time. As the career and rarity of the remains of M293 (FL3) are currently unknown the site should be considered of high archaeological potential until further work can confirm its significance. Recommendations As the identity of M293 is known the task of reconstructing its career chronologically should be undertaken. The archives of the Royal Naval Museum and the National Maritime Museum should hold evidence of the vessels history. Future work should seek to establish the history of the vessel, assess the remains in relation to this class of vessel and establish any group value on a national and local level in order to develop understanding of its archaeological significance. HWTMA/ NAS 22

24 FL 5: Buried Vessel NGR: Site Introduction The Maritime Workshop boat yard and slipway lies on the south side of Forton Lake, to the east of this slipway a small mole has been constructed. The 2006 survey work identified component timbers from a vessel protruding from the ground surface. This site is recorded on the HER as On the east side these comprised of a series of frames and a section of hull planking, while on the west side floor timbers and hull planking were visible. At three points along the centreline there were small amounts of longitudinal timbers exposed. On the east side of the vessel, towards the bow, concrete had been deposited, making excavation in this area impossible. FL5 Excavation Methodology Forton Lake was visited in May 2007 in order to determine the locations of the excavation trenches and to assess which positions may potentially offer the most information about FL5. It was decided that FL5 should have four areas of excavation, two amidships, one at the bow and one in the vicinity of the stern. A base line was established along the centreline of the vessel, with the datum origin located in a post protruding through the sediments on the northern extremities and believed to be related to the stern structure. From bow to stern the excavation areas have been given the location indicators FL5 A, FL5 B, FL5 C and FL5 D (Figure 23). The dimensions and positions of the excavation areas are as follows: FL5 A 3.80m long x 2.50m wide, excavation starting at 21.90m working forward FL5 B 1.20m long x 4.80m wide, excavation starting at 14.90m working aft FL5 C not excavated see below, recommended excavation location 7.5m to 9m FL5 D 1.80m long x 1m wide, excavation starting 0.40m working aft HWTMA/ NAS 23

25 Figure 23 Drawn plans of FL 5's archaeological excavation HWTMA/ NAS 24

26 Area FL 5 A A section line was established at 21.90m along the baseline (Section 2), where the most southerly timber element was exposed. This was believed to be in the vicinity of where the bow would have been. On excavating it was found that a substantial amount of the vessel s forward base structure remains (Figure 24), comprising of the keel, bottom planking, keelson and floor timbers, all remaining fastenings in this area were treenails. However, none of the stem structure is present. Figure 24 Excavation Area FL 5 A looking south Figure 25 Area A looking north HWTMA/ NAS 25

27 The keel has been exposed for 3.60m of its length, and was excavated as far as its extant remains (Figure 24). At this point the keel measured 0.30m wide and 0.10m thick (Section 1). The keel has been rebated to receive the port and starboard garboard strakes. It appears that the keel was flush with the bottom planking. For the final 2.10m of the run of the keel there are no floor timbers present, although the outline of a number of treenails can be seen. These could be related to floor timbers or a false keel. Figure 26 The extent of the keel at the bow, with the angled garboard strakes clearly visible (looking north) Either side of the keel the garboard strakes remain (Figure 25). Both were excavated for 3.40m of their length. The garboard strakes were 0.18m wide and 0.08m thick. The angle of the garboard strakes and therefore the turn of the bilges alter in this excavated area. Towards the bow area the angle is about 45 (Figure 26). This decreases near the floor timber at section 1, where it is almost horizontal. Next to the garboard strakes there is the bottom planking. On the port side there is the remains of six planks and on the starboard side there are four planks. The planks vary in condition and they do not run for their complete length as each has broken ends. The maximum width of the planks is 0.24m and they have a thickness 0.10m. Comparing the width of the strakes with the keel shows there is only 0.02m difference, and that there is only a slight rise in the bilges where the planking meets the keel. At three positions within Area FL5 A there are the partial remains of floor timbers (Figure 27). Each of these comprise of two separate timbers positioned side by side to form one floor timber. These features are eroded in part, and therefore the scantlings vary. The floor timber nearest to the bow only remains on the port side and has length of 1.18m, is 0.28cm at its widest point and has a height of 0.18m. Beside this floor timber, against the keel there is a small 0.14m long pulley block located (Figure 28), this is believed to be in-situ, although the fastenings have corroded. HWTMA/ NAS 26

28 Figure 27 Three sets of floor timbers, each comprising of two timbers side by side. The small pulley can be seen to the right of the photograph (Looking Northeast) Figure 28 A close up of the small pulley located forward of the floor timbers, in the bilge beside the keel The second floor timber lies 0.33m aft of the first. Again this is only present on the port side. It was not possible to excavate the full length of this component as it was buried beneath concrete at its port extremity. However, the timber was exposed for 0.95m of its length. At its widest the floor timbers were 0.24m and had a height of 0.20m. Near to the keel, above the garboard strake a limber has been cut to allow the passage of bilge water (Figure 29). HWTMA/ NAS 27

29 Figure 29 The port limber in the second floor timber (looking north) The final floor timber excavated in this area was located 0.35m aft of the previous. On this occasion it remains on both the port and starboard sides, although the port side could only be partially exposed due a deposition of concrete. The timber length exposed was 1.88m, had a width of 0.28m and a height of 0.18m. Either side of the keel above the garboard strakes, there were limber holes cut. Along the centreline, above the second and third floor timbers in this area, are the remains of the keelson (Figure 30). This is in a poor condition and is eroded leaving it with no original edges. Its current length is 0.88m, although it does continue buried behind the section. The width of the keelson at its widest point is 0.40m and has a depth of 0.10m. The keelson protrudes from section 2 and does not rest upon any other structural element in Area A, although it probably would have originally been fastened to the floor timbers. Figure 30 In the centre of the picture the keelson can be seen protruding from the section (looking north) HWTMA/ NAS 28

30 Area FL 5 B A section line was established at along the baseline (Section 3), and a trench was excavated aft of this for 1.20m (Figure 31). This area was chosen as timber components along the centreline could be seen on the surface prior to excavation and it was thought this area would be indicative of the midships portion of the vessel. The area was excavated until the bottom planking was exposed. The component parts uncovered included the bottom planking, the keelson, ceiling planking, a bilge stringer, three section of floor timbers, the port hull and three associated futtocks, and a number of large disarticulated timbers. Figure 31 Excavation Area FL 5 B looking west The bottom of the hull here is flat, and there is no definable curve in the bilges. At this point the keel does not rise above the bottom planking and there is no step in the bilges. Therefore the keel in the bilges can only be identified by its location. Along the base of the hull there are four runs of planks either side of the keel. Each plank has a width of about 0.40m. In Area FL 5 B the keelson is attached to the floor timbers (Figure 32), but does not come into contact with keel itself. It is a substantial timber measuring 0.32m high by 0.40m wide, by far the largest component encountered on this hulk. The exposed keelson in this section is a single piece of timber with no visible joints. Aft of this area of excavation a section of timber is visible through the ground surface; it is believed that this is a continuation of the keelson. HWTMA/ NAS 29

31 Figure 32 Image of the keelson looking west (keelson indicated by arrow) There are three sets of floor timbers running through Area FL 5 B, each appear complete and in excellent condition; it appears that the full length of the floor timbers are present. Interestingly, unlike the double side by side floor timbers in Area FL 5 A, these are single frames. The floor timbers run for 4.12m and have a width of 0.16m and a height of 0.18m. On the port side of the vessel the floor timbers run to the base of the hull, at this point they form a corner halved joint with the futtocks. The hull is missing from the starboard side; however the lower part of the joint is visible in the floor timbers, indicating that the base of the hull would have been in this location (Figure 33). Using evidence of the location of the two sides of the hull it is possible to deduce that the breadth of the hull at this point is 4.12m. Figure 33 Looking west, the starboard side of the bottom planking, with three runs of floor timbers, the exposed halved joints and the starboard ceiling plank (red arrow) HWTMA/ NAS 30

32 On both the port and starboard sides of the bottom of the hulk there is evidence of widely spaced ceiling planking. One port side plank is located 0.54m from the keel and is in very good condition (Figures 34 and 35). It measures 0.38m wide by 0.09m high. Inside this there is another plank, which is broken in the middle (Figure 34), just above the floor timber. It also shows sign of wear reducing is measurements to 0.30m wide by 0.09m high. This plank was located 0.12m to the port of the keelson. Lying 0.54m to the starboard of the keelson there is only one remaining ceiling plank (Figure 33), this has been partly disarticulated and, as it was exposed prior to excavation, has eroded. This plank measures 0.28m at its widest and 0.12m high. Figure 34 On the port side there are the remains of two strakes of ceiling planking, one which is intact (red arrow) and one broken (blue arrow) (looking forward) Evidence of a section of the port side hull was revealed in Area FL5 B (Figure 35). Three futtocks were exposed along with five strakes of planking. Frames and planks were fixed together using metal fastenings. Measurements of the futtocks are 1.05m high, 0.18m wide and 0.14m deep, at the top of these elements is the remains of a halved joint, where a second futtock may have been attached. The planks are about 0.14m wide, although it is difficult to define the plank interfaces due to staining from the metal fastenings leeching. The upper most of the remaining planks has a lap joint in it with two steps, which would have helped secure the plank interfaces. In the corner of the hull on the inside there are two large longitudinal timbers laid on top of one another, the uppermost measures 0.12m in height, while the lower is 0.18m. Both have a width of 0.14m. The timbers form a bilge stringer (Figure 35), which rest upon and supports the floor timbers and futtocks. There is a well defined chine visible from the inside of the hull, with the hull having an angle of 110 from the flat base of the bottom planking. HWTMA/ NAS 31

33 Figure 35 The port side of the vessel, giving an internal view of the planking, the bilge stringer (red arrow) and the port ceiling planking (blue arrow) (looking east) Seven large disarticulated timbers were encountered whilst excavating Area FL 5 B (Figure 31), six protruding from the forward section and one from the aft. All were worked, but some were in better conditions than others. To the port side of the keelson there were four timbers, one was degraded and relatively narrow. The further three were in excellent condition, with distinct edges. These three timbers had measurements of 0.22m wide by 0.22m high. It is also possible to see a camber on these timbers and it may be that these were frame timbers. Also on the port side there is a timber protruding from the aft section which has similar dimensions to the futtocks found in FL5 and there is a halved joint at the end. Therefore, this timber may be a disarticulated structural component. Starboard of the keelson there are two disarticulated timbers, these were both slightly exposed prior to excavation and have evidence of erosion. Despite this they do show signs of a camber and are of similar dimensions to the three disarticulated timbers on the port side. All five of these timbers are larger that those attached to the hull, so may represent cargo or discarded timbers rather than structural components. Area FL 5 C This area will be the second transverse excavation area approximately amidships. Due to time constraints it was not possible to excavate this area during Area C will be a high priority for excavation in the 2008 fieldwork season. Area FL 5 D A vertical timber was encountered along the centre line of the vessel towards the northern side, this was interpreted as being part of the stern. The timber was located in an area of thick very dark grey tidal sediments. The viscous nature of the sediments and water ingress here made excavating difficult HWTMA/ NAS 32

34 (Figure 36). On the second day of excavation, it noticed that the sediments may be contaminated with fuel oil, because of this excavation was halted. Figure 36 Excavation and recording in FL5 D was difficult due to water ingress and mud During the period of excavation a number of timber elements were exposed in Area FL5 D. A section of keel was encountered that was 0.32m wide, with a part of the sternpost rising from this. The sternpost measured 0.24m long by 0.20m wide. No fastenings were visible due to the mud. Two bottom planks were discovered; one bottom plank that was partially excavated and a garboard strake with a width of 0.40m. Underneath these vessel timbers, three further timbers were encountered which had a different orientation to those previously excavated, running 30 to the starboard off the centreline of FL5. Their condition is fair, although in part they do appear to be damaged. These timbers were recorded and their maximum widths were 0.18m (eastern timber), 0.34m (central timber) and 0.38m (western timber). The complete length of these elements was not excavated and they continued off in a northwesterly direction under the sediments, the length uncovered was 1.80m. From a brief visual inspection it is believed that these timbers may relate to a vessel. Unexcavated Area 9.30m of the port side of the vessel, including the top of the hull planking and sixteen associated frames, can be seen protruding from the foreshore (Figure 37). Opposite, 9.12m of the starboard side, comprising of floor timbers, with joints for the hull section and bottom planking, can be seen (Figure 38). These timbers are similar to those encountered in excavation area FL5 B. HWTMA/ NAS 33

35 Figure 37 Section of the hull planking and frames that can be seen on the port side (looking east) Figure 38 The exposed floor timbers and bottom planking on the starboard side (looking south) HWTMA/ NAS 34

36 Interpretation In Area A there is a definite narrowing of the vessel s hull and the structural components are slightly different to those found amidships in Area FL5 B. This confirms that Area A is located within the bow section, although the bow, specifically the stem structure, no longer remains. Looking at the keel and the garboard strakes at the furthest point forward suggests that the foot of the stempost would have been stepped here. In Area FL5 D the stern of the vessel was encountered, providing a length of the keel. On the port side of the vessel the hull is present, while on the starboard the base of the hull joints can be seen. This gives an indication of the vessel s beam at its base. From the work carried out in the 2007 season it is possible to deduce that the vessel was 25.30m (83ft) long by 4.12m (13.5ft) wide at the base. Excavation of Area FL5 B showed that the vessel has a flat bottom and a chine with an acute angle. These are characteristics are synonymous with sailing barges, especially those seen in estuarine and riverine environments (Leather 1984). The flat bottom was beneficial as it would enable the vessel to navigate in fairly shallow waters. It the tidal waters of the United Kingdom these vessels were able to rest upright on the sediments during periods of low tide, enabling the continued loading or unloading if required. Excavation has revealed that FL5 is the remains of a carvel built, flat bottomed sailing barge. Archaeological Potential While the excavation has revealed that FL5 is likely to have been a sailing barge, its age and identity are still unknown. Sailing barges can represent important vernacular craft, this is supported by the fact that there are twenty two sailing barges on the National Register of Historic Vessels (NRHV). These are of varying types and date from 1887 to If the age and identity of FL5 could be discovered this will contribute greatly to understanding its history and significance. Until such information can be gained FL5 should be considered as being of high archaeological potential. Recommendations It is recommended that further research is conducted to identify and date FL5. This should include enquiries with local residents, if a name for the vessel can be discovered then and a review of the Mercantile Navy List and the Lloyds List should enable a career chronology to be created. Prior to the 2007 excavation four trenches were recommended. Due to time constraints it was only possible to excavate three trenches during this season. It is believed that the additional trench still has the potential to offer more information on the vessel. Therefore it is recommended that this area is excavated during the 2008 season. HWTMA/ NAS 35

37 FL 7: Metal Boat NGR: Site Assessment On the southern bank of Forton Lake lies the remains of a highly degraded metal boat (Figure 39). Most of the upper structure of the hull has disappeared, leaving only the bottom plating, a section of the stern and the engine towards the bows. After the 2006 season this vessel was recommended for further survey. Figure 39 FL7 looking north Survey Results This hulk was recorded using the datum offset method to produced a site plan (Figure 40). Survey demonstrated that the vessel remains are 11.60m long and 3.52m at its widest point. The lower sections of the port hull are visible, as is the port side but only in the forward sections. The bilges are not visible as they are buried within the inter tidal mud. The vessel is construction of metal plates riveted to a metal frame. The frames are 0.05m wide and have a spacing of 0.40m. On the port side of the hull 7m from the stern there is a circular riveted opening, which has a diameter of 0.18m (Figure 41), and is believed to be the remains of bilge pump outflow. HWTMA/ NAS 36

38 Figure 40 Survey plan of FL7 with the towards the top of the image HWTMA/ NAS 37

39 Figure 41 The port circular riveted feature pictured from outside the hull (looking west) The most complete section of the vessel is the stern section, which remains up to the sheer. Above the stern there is the partial remains of a small deck (Figure 42), forward of this there is a small amount of coaming present, which could have belonged to a hatch or part of the superstructure. On the forward side of the stern there is a bulkhead through which there is a circular access hole measuring 0.50m in diameter (Figure 43). Figure 42 Photograph of FL7 showing the collapsed deck (red arrow) and the coaming (blue arrow) (looking south) HWTMA/ NAS 38

40 Figure 43 View of the stern section showing the 0.50m access hole in the centre of the image (looking north) Towards the bows of the hulk the engine boiler is present. This comprises of a central steam drum at the head of the boiler with two diagonal steam chambers off to the side (Figure 44). Part of the casing is missing from the starboard side chamber revealing the water pipes inside (Figure 45). To the back of the boiler there is a small rectangular opening, which could be the firebox (Figure 44). Figure 44 The boiler as seen from the back, with the firebox (red arrow) indicated (looking south) HWTMA/ NAS 39

41 Figure 45 A starboard view of the boiler showing the water tubes (red arrow) Interpretation The remains of FL7 are significantly corroded, especially towards the bows which means the vessel is shorter than its original length. During the 2006 season it was suggested that the large triangular fixture towards the bows was a Deltic Engine. Additional research indicates that this is in fact a Yarrow Water Tube Boiler (David Wendes pers. Comm. Feb 2008). This type of boiler was first fitted to the Royal Navy destroyer, HMS Hornet, in HMS Hornet went on to set a speed record of 28kts during trials. The Yarrow Water Tube Boiler had the advantages of being lighter than traditional boilers and could generate steam much quicker (The New York Times 1894). This type of boiler was fitted to many vessels, including those of the Royal Navy, for a long period of time, and were still being used during the Second World War (Borthwick 1965). A similar Yarrow Water Tube Boiler was fitted to the Steam Pinnace 199 that was restored by the Royal Naval Museum and the Steam Launch Restoration Group in 1984 (Royal Naval Museum website). During the period of restoration Forton Lake was visited in order to collect photographs of the boiler on FL7 for research (Peter Tunbridge pers. Comm. Feb 2008). This hulk appears to be the remains of a small Royal Navy steam driven motor gunboat. This interpretation is reinforced through local memory of a gunmount being on the vessel when it was hulked at Forton Lake (Mr E. Walker pers. Comm. July 2006). At present the identity and the class of this vessel are unknown. Archaeological Potential Current interpretation of this vessel as the remains of a former Royal Navy MGB indicates that it may have had an interesting career through involvement in warfare at sea. However, while the identity of this vessel is unknown it is not possible to fully assess its archaeological significance. Due to the rapid rate of corrosion of this vessel it is important that further research is conducted to HWTMA/ NAS 40

42 establish details of its history and make it possible to assess its archaeological significance. Recommendations This hulk has been surveyed and photographed; therefore no further field work is required at this time. However, as the identity is still unknown further research is required. An initial route of enquiry should involve ascertaining which naval vessels had Yarrow Water Tube Boilers fitted then comparing the dimensions of these vessels with those of FL7 to help identify its class. FL15: Buried Vessel NGR: Site Introduction To the east of the Maritime Boatyard slipway, extending from a grassed spit lie the remains of a wooden hulk. Its orientation is north - south, with the southern end being the landward end (Figure 46). The stern of this vessel, which includes wooden frames, iron knees and a section of the hull planking, protrude through the ground surface. The site is recorded on the HER as HCC The site lies to the east of FL5 and the boatyard slipway. Figure 46 FL15 prior to excavation looking south from the stern FL15 Excavation Methodology Forton Lake was visited in May 2007 to determine the location of the FL15 excavation trenches. Two trenches were planned, one at the stern and one amidships where the vessel abuts the grassed land edge. The forward trench was given the identifier FL15 A and the trench at the stern FL15 B (Figure 47). A baseline was established along the centreline of the vessel (Figure 48), with the datum origin located at the stern. The dimensions and locations of the excavation areas are as follows: HWTMA/ NAS 41

43 FL15 A 1m x 6.70m, excavation starting at 10.15m on baseline, working aft in relation to the vessel FL15 B 0.50m x 0.85m, excavation starting at 0m on baseline (the stern), working forward in relation to the vessel Figure 47 FL15 archaeological drawings, section drawing top right, portside stern top left and plan drawing bottom The excavated areas were recorded in plan and section. The stern was recorded in profile, it was not possible to record in section here due to the viscous nature of the mud (Figure 49). A comprehensive photographic survey was collected once excavation was complete. HWTMA/ NAS 42

44 Figure 48 Stern of FL15 being recorded during the pre-disturbance survey (looking north) Figure 49 Team members excavating the stern section (looking northeast) Excavation Area FL15 A Excavation in Area A was difficult due to the amounts of building debris and refuse that lay within the deposits. Pieces of debris affected the integrity of the sections, which resulted in excavation being halted at 0.80m due to the risk of collapse. This meant that the bottom timbers of FL15 were not uncovered. HWTMA/ NAS 43

45 Figure 50 Port side outer, with hull strake (red arrow), port side inner plank run (blue arrow) and starboard side inner plank run (green arrow) indicated (looking west) Figure 51 Image of the port side inner, ceiling planking (red arrow) and inner plank run (blue arrow) indicated (looking northeast) On the portside of the area A trench two futtocks were uncovered. The aft most measured 0.82m high, 0.16m wide and 0.12m deep, between this futtock and the next one forward the distance was 0.20m. The forward futtock measureed 0.68m high by 0.13m wide and 0.11m deep, this timber was slightly more eroded than the previous. Next to these futtocks, on the outside of the hull there were three remaining strakes (Figure 50). The upper strake, which measured 0.30m high by 0.08m deep, was the most complete, but had become unattached from the frames and had partly broken. Underneath the upper plank are the remains of two further planks, which are in very poor condition and had broken from the main structure. On the inside of the frames HWTMA/ NAS 44

46 there are two strakes of ceiling planking (Figure 51), measuring 0.22m high by 0.08m deep, with a gap of 0.18m between the two. Inboard of the ceiling planking by 0.48m there is another run of planks (Figures 50 and 51). These comprise of two planks, one on top of the other, which measure 0.22m high by 0.08m wide. Mirroring these planks, is another plank run 3.48m to the west towards the starboard side of the vessel, which have similar dimensions (Figure 51). One plank is in position, but the upper plank has become unattached, and protrudes off at an angle from the northern section (Figure 52). The frames on the starboard side lie 1.20m from this plank run. There are no ceiling planks remaining, although the metal pins that fastened the planks are present. Three frames were exposed on the starboard side, all of which were eroded. The foremost measured 0.42m high, 0.12m wide and 0.12m deep; the next was 0.53m high, 0.10 wide and 0.12m deep; and the aftmost of the three was 0.35m high, 0.08 wide by 0.10 deep. On the outside of the hull a small section of planking remained (Figure 53). This eroded plank protruded from the southern section for 0.58m, and ended at the second frame in Area A, it had a height of 0.18m and 0.08m depth. All structural components were fastened with metal bolts. Figure 52 Inner starboard plank run, with in-situ timbers (red arrow) and broken timber (blue arrow) indicated (looking north) HWTMA/ NAS 45

47 Figure 53 Inner view of the starboard side of the hull, with outer hull planking (red arrow) indicated (looking northwest) Area FL15 B The deposits in the vicinity of Area FL15 B are comprised of thick, very dark grey, tidal sediments. Excavation in this area was hampered by sediment and water. On the second day of excavation, it noticed that the sediments may be contaminated with fuel oil, and a decision was made to halt further work here. Due to this it was not possible to excavate the stern down to the keel. At the northern edge of FL15 are the remains of the stern of the vessel. This comprises the sternpost, the inner post and five sections of broken hull planking (Figures 54 and 55). The remains of the rudder gudgeon are present, but there is no further evidence of the rudder. Around the sternpost and the inner post there is a rope and a wire hawse with shackles, which are likely to be related to mooring the vessel. The sternpost is exposed to a height of 1.26m from the sediments, and is 0.20m thick by 0.23m wide. The upper sections of the sternpost have broken off and it would once have been taller. The inner post appears to be complete, rising through the sediments to a height of 1.89m and measureing 0.21m thick by 0.20m. At a height of 0.34m from the sediments there is a rectangular metal band with a circular hole at its rear which runs around both the sternpost and the inner. This is a gudgeon and would have be part of the rudder fittings, it measures 0.76m long by 0.08m high. At least five sections of hull planking were found attached to the stern, these were broken, eroded and of varying dimensions. All structural components encountered at the stern were fastened with metal pins. HWTMA/ NAS 46

48 Figure 54 View of the port side of the stern, with the sternpost (red arrow) and the inner (blue arrow) indicated (looking west) Figure 55 The stern with the remains of hull planks (red arrow) and the wire hawse (blue arrow) indicated (looking northeast) Unexcavated Areas Vessel structure visible above the foreshore level between the two areas of excavation allows an outline of the shape of the vessel to be obtained. Protruding timber elements include frames which have iron knees attached to the inside (Figure 56). No iron knees where encountered with the frames in Area A, although there are metal pins in the frames showing that they would have been present. HWTMA/ NAS 47

49 Also visible above the foreshore, located 5.70m forward of the stern, are the remains of two athwartships timbers (Figure 57) with 90 metal corner pieces (Figure 58). Forward of these, lying 7m forward of the stern on the starboard side, is a composite feature made up of two metal strips with the remains of timber between the two, fastened with metal bolts (Figures 56 and 57). Figure 56 A pre-excavation photograph of the starboard frame timbers, with metal knees (red arrow) and the transverse composite feature (blue arrow) (looking north) Figure 57 An image showing the location of the athwartships timber (red arrow) and the transverse composite feature (blue arrow) HWTMA/ NAS 48

50 Figure 58 The port quarter metal corner piece of the athwartships timber Interpretation Fastenings and structural components indicate that FL15 is the remains of a carvel built boat. Local residents reported that children used to play on this vessel in the late 1970 s before Gosport Borough Council filled it in with debris due to health and safety concerns (Fiona Richie pers. Comm.). This is corroborated with evidence of debris found during excavation. It is not possible to ascertain the total length of FL15 as the bow of the vessel has either disappeared or is buried beneath the spit of land to the south of the site. The widest part of the vessel was visible in the southern section of the Area A excavation, where it measures 6.04m. This measurement is also confirmed from the outline shape indicated by timbers protruding from the foreshore. The two athwartships timbers (Figure 57) are believed to be associated with the two longitudinal plank runs (Figures 51 and 52) found in the Area A excavation. These may represent internal bulkheads which together would have formed a rectangular space which could have been the hold or the engine bay. Archaeological Potential The age and identity of this vessel is currently unknown, although local knowledge suggests that it was more intact 30 years ago. It may be possible to discover more about this vessel from old photographs which could give clues to its form and function. Until further research identifies the vessel it should be considered to be of medium archaeological potential. Recommendations The identity and classification of FL15 have yet to be ascertained. It is recommended that further research is carried prior to considering more HWTMA/ NAS 49

51 excavation. From local knowledge and historic photographs it should be possible to obtain an identity and find out when the vessel arrived at Forton Lake, these lines of enquiry should be followed up as a priority. Research should also seek to confirm that the vessel was infilled in the 1980s by Gosport Borough Council, local government archives should be able to confirm this. FL 29 Buried Vessel NGR: Site Introduction Towards the eastern end of Forton Lake, near to the footbridge, lie the partially exposed remains of a vessel. Only a small amount of structure is visible, although further remains are likely to be buried below the foreshore. Survey Description The remains are comprised of a longitudinal timber, of which 0.70m can been seen before it disappears below the foreshore (Figure 59). Metal fastenings are attached to this timber which is believed to be a keel or keelson. Eleven vertical posts are located either side of the longitudinal timber, five to the east and six to the west. These are probably the remains of frames (Figure 60). These frames are located next to the longitudinal timber in the south and gradually increase their distance apart to the north, with the widest lateral distance being 2.50m (Figure 61). Other than these elements described no other structure is visible. Figure 59 Photograph showing the longitudinal timber and its metal fastenings HWTMA/ NAS 50

52 Figure 60 A photograph of FL29 looking south, with possible keel (red arrow) and frames (blue arrows) indicated Figure 61 Survey location plan of FL29 timber components Interpretation The narrowing of the frame timbers toward the south of the site suggests the bow of a vessel, although it is possible that this could be the stern. It is believed that further structure lies below the foreshore which may aid vessel identification. Archaeological Potential From the visible remains of FL29 it is impossible to quantify its archaeological and historic significance. Until further assessment can be undertaken this vessel should be considered as having high archaeological potential. HWTMA/ NAS 51

53 Recommendations As only a small amount of vessel structure is visible and no diagnostic features can be seen it is recommended that evaluation excavation work be conducted. This should reveal further information on the vessels structure and form and could help identify it. HWTMA/ NAS 52

54 2.4 Field Summary Table 1: Summary of sites located in the inter-tidal zone at Forton Lake (incorporating Year One and Year Two field results) UIN Eastings Northings Description Arch Potential Survey Recommendation Health & Safety FL Unknown High Further research Accessible in areas Vessel FL MFV Medium Additional research and survey Easily accessible FL Minesweeper High Additional research required Care to be taken, appropriate PPE, close supervision FL Unknown High Additional survey Access deemed dangerous Vessel FL Unknown High Additional research, excavation and Easily accessible Buried Vessel survey FL Metal Barge Low Additional research Easily accessible, dangerous sharp edges FL Motor Gunboat High Additional research Access via stern, dangerous sharp edges FL Barge Medium Additional research Access via the shore, dangerous sharp edges FL Pinnace Medium Additional photographic survey and research Hazardous sediments, care should be taken FL Landing Craft Low No further survey Hazardous sediments towards bow, dangerous sharp edges FL Medina Ferry High Additional research and survey Deeper sediments offshore, dangerous sharp edges and unsafe deck areas FL Unknown Medium Additional research Easily accessible Buried Vessel FL Landing Craft Low No further survey Sediments increasingly hazardous offshore, dangerous sharp edges and deck structure liable to collapse HWTMA/ NAS 53

55 FL Motor Gunboat FL Unknown Vessel FL Unknown Vessel Medium Additional research, survey and photographs Access via duck-boards and dangerous sharp edges High Initial survey required Access dangerous via duck-boards High Initial survey required Access dangerous via duck-boards FL Landing Craft Low No further survey Access dangerous FL Life boat Low No further survey Access dangerous FL Gosport Ferry High Additional research, photographs and interviews Stern section in deep sediments, vessel to dangerous to enter FL Landing Craft Low No further survey Dangerous sediments towards aft, dangerous sharp edges, deck structure liable to collapse FL Pinnace Medium Additional photographs and survey Dangerous sediments towards aft, dangerous sharp edges, deck structure liable to collapse FL Unknown Vessel Medium Additional photographs and survey Dangerous deep sediments. Access via boat.too hazardous to enter FL Unknown Boat High Additional survey Easily accessible FL Groyne Low No further survey Sediments become deeper offshore FL Unknown Vessel High Excavation and survey Easily accessible HWTMA/ NAS 54

56 2.5 Priorities for Year Three Investigations As can be seen from Table 1 a number of vessels require further survey, excavation and research, to enable an accurate interpretation of their archaeological significance. The following priorities for Year Three investigations have been formulated in response to previous years results, but also take into consideration potential Health and Safety aspects related to each site. Priorities for Year Three Fieldwork: FL5 excavation in 2007 has revealed substantial amounts of information on this site, however, a further trench is required to provide a more complete picture of the vessel form and construction. FL29 located during the 2007 season, little of this vessel can be seen above the foreshore. Excavation is required to confirm the extent of any buried remains and gather information on the vessel form and construction. Accessible sites requiring further survey: FL2, FL9, FL11, FL17, FL22 and FL26. Health and Safety assessment has shown that it should be possible to access these sites for detailed recording. Inaccessible sites requiring further survey: One vessel which requires survey but is deemed too dangerous is FL4. FL18 and FL19 are in areas of deep sediments, it may be possible to approach these using boards, however, due to their location they have been placed low on the survey priority list. Photographic survey from a boat: sites FL24 and FL25 require photographing, due to access problems it is recommended that these are surveyed from a boat. Auger survey: little is known about pre-fluvial Forton Lake, soil horizons may lie protected beneath the modern tidal bed. An auger survey across parts of the lake most likely to be undisturbed by modern activity will be conducted during the 2008 field season. In addition to the fieldwork priorities many of the vessels being surveyed require additional desk based research to help confirm their form and identity, develop knowledge of their history and aid interpretation of their significance. This work should include: Development of detailed histories for vessels which have been identified General historical research on the classes of vessel so far identified lying within Forton Lake Discussion with local residents to help identify vessels and trace any available historical photographs which could aid interpretation HWTMA/ NAS 55

57 3. Volunteer Involvement A number of people from varying backgrounds kindly gave up their time to assist with this project. A project of this nature enables the participants to: Gain hands-on experience of archaeology Directly interact with their heritage Experience the type of archaeological project that maritime archaeologists can expect to be involved with Gain the skills that can be used in the future to record and research vessels and structures located in the inter-tidal zone Add to the archaeological record The volunteers can be split into four main groups; local residents with an interest with their maritime heritage, volunteers from NAS and HWTMA, archaeology students from St Vincent College and work experience interns from both the HWTMA and NAS. A full list of volunteers is included as appendix 5.1. All participants were given archaeological instruction in the classroom using the NAS introduction course. This was followed by instruction in the field, which gave the volunteers the skills to enable them to conduct archaeological recording and excavation under supervision. By the end of the project the volunteers had developed to a level that they would be able to conduct a basic archaeological survey independently. 4. Project Outreach Education and outreach form an important part of the Forton Lake project. The maritime archaeological resource is often undervalued by the local community who often know little about what lies on the shores and are disconnected with this aspect of their heritage. This project has aims to highlight the importance of maritime archaeology to the whole community. Through hands-on involvement the project aims to create a sense of ownership to engage local people with the long-term conservation of the heritage resource. Creating a sense of value for heritage assets will help promote the survival of both the physical remains, such as wrecks, and the passing on of stories and recollections of the vessels in use to younger generations. The Local Heritage Initiative grant was used to promote local volunteer involvement and community participation. Additional funding, kindly provided through a Nationwide Building Society Award enabled seven hands-on family activity days to be run during Local Community Archaeological Training Within the project funding a sum had been set aside to provide a training element for those volunteers that had no previous archaeological experience. It was considered that this approach would bear greater fruit than trying to HWTMA/ NAS 56

58 develop skills training within the active phase of the project; although this would provide a natural progression and development of further skills. The attendees therefore undertook the Nautical Archaeology Society s Introduction to Foreshore and Underwater Archaeology (the Intro course). The greater percentage of a normal course attendance is from the sport diving community, and the course content reflects this; although the NAS prides itself on a multi-disciplinary approach. As the Forton Lake Project is a non-diving initiative, there was a concentration on the skills required in the foreshore environment. For instance the Intro normally terminates in a swimming pool where diving attendees can practice survey skills underwater. This was dropped in favour of further practice in these skills in a dry, controlled, environment. The course venue was in an annex of the St Vincent College, who had generously made it available to the project. The course ran on the Saturday prior to the commencement of the active phase of the project and was attended by four local volunteers. Areas covered within the course included: What is Archaeology? - An introduction to the thought processes behind examining the historic environment, stressing the importance of understanding the societies that lie behind the artefact Site Types and Dating - looking at how as archaeologists we are able place a site not only in the environment but within the historic timeline. What to do with finds - stresses the importance of complying with the legal framework regarding retrieval of artefacts. Including an understanding of the Treasure Act 1997 which covers terrestrial retrievals down to the low-water mark and also the Merchant Shipping Act which also covers artefact retrieval in the intertidal zone The reminder of the day was spent developing skills in site survey, using basic 2D techniques. Whilst they are termed basic these techniques are still the cornerstone of archaeological site recording. The students received a presentation on the reasons for survey. They were given instruction on how to establish a survey and a variety of survey methods to employ, including the use of planning frames. Following the lunch break the students then practiced the various techniques on a controlled site. On completion they returned to the classroom to commit the survey to paper. The day finished with a more extended practice, developing the skills over a wider area. As indicated above, this training element was not seen as a stand alone element, but rather an introduction to the greater whole. During the project week, the volunteers created pre-disturbance surveys, participated in excavations and surveyed the excavated areas. Those involved also developed skills in more technical aspects such as the use of Electronic Distance Measuring devices (EDM). Instruction was also given on archaeological photography practices. HWTMA/ NAS 57

59 All the students stated that they benefited hugely from the initial training, and appreciated the development of these skills from their participation within the project. At the time of writing it is understood that all the volunteers who attended the course have expresses an interest in being involved in the 2008 season. 4.2 Forton Lake Family Activity Day The end of the season of fieldwork culminated in a public open day for local residents. The event included displays of archaeological work from both the NAS and HWTMA. Other groups with a local or marine element attended with displays and activities. Groups included Gosport.info, Gosport and Fareham Inland Rescue Service (GAFIRS) and the Council for British Archaeology Wessex (CBA Wessex). Attendees were invited to join a guided tour of the archaeology of Forton Lake. The day was a success and resulted in more stories and old photographs of the Lake coming to light from people attending. HWTMA and the NAS provided a number of activities such as the feely box challenge, designed to recreate how archaeologists work in low visibility, and planning frame drawing free of charge. Badge making and face painting with a maritime theme were also popular (Figure 62). A pirate themed fancy dress competition was organised and judged by the Mayor to encourage more families to attend (Figure 63). Figure 62 (L to R) A child proudly shows off an archaeological find he brought along to show the archaeologists, pirate face painting and the Forton Lake monster HWTMA/ NAS 58

60 Figure 63 The Mayor presents a winner of the pirate fancy dress with a prize 4.3 Other Education and Outreach Activity Days A new initiative this year has been taking children out to archaeological sites along the foreshore for the first time (Figures 64 and 65). The sessions entitled, Maritime Archaeologist for an Hour have given children, both in school groups and in other groups, the chance to try their hand at maritime archaeology in a carefully controlled environment. Local schools were invited to bring pupils along to a session. Children were able to try archaeological survey techniques including using planning frames and section and plan drawing. These sessions have proved a real hit with the children taking part and have enthused and engaged them through a very hands on experience. HWTMA/ NAS 59

61 Figure 64 Children from Bridgemary Sports College recording the Medina Ferry using planning frames Figure 65 Children from Bridgemary Sports College take part in a Maritime Archaeologist for an Hour session HWTMA/ NAS 60