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Keynote address: The Centre Camille Jullian: 50 years of maritime and nautical archaeology

Patrice Pomey
p. 21-32

Résumés

Cet article retrace les principales activités du Centre Camille Jullian – UMR 7299 (CCJ) en archéologie navale méditerranéenne depuis ses débuts avec les fouilles sous-marines pionnières des épaves Planier III et de la Madrague de Giens de la fin des années 1960 au début des années 1980, en passant par les épaves du port antique de Marseille dans les années 1990 jusqu’aux développements les plus récents. Ces derniers ont amené le CCJ à s’ouvrir graduellement vers les terrains méditerranéens par le biais de collaborations internationales en Italie, en Croatie, en Égypte ou en Mer Noire et à l’intégration de plus en plus poussée de multiples approches interdisciplinaires. Les assises théoriques et méthodologiques sur lesquels sont fondés les innombrables travaux de ses chercheurs ont permis d’approcher de façon innovante et sans cesse renouvelée l’étude des navires antiques de Méditerranée.

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1The Fifteenth International Symposium on Boat and Ship Archaeology, held in October 2018 at Marseille, and organised by the Centre Camille Jullian – UMR 7299 (CCJ, Aix Marseille University, CNRS), was the ideal occasion to recall the journey undertaken by this Centre in the world of maritime archaeo­logy, and more specifically in nautical archaeology, over half a century of activities and research at the highest level within a domain that it effectively helped to establish.

2In July 1968, exactly 50 years before the presentation of this paper, André Tchernia was excavating the Planier III, a Roman shipwreck dated to the mid-1st century BC that lay 28 m underwater by the Isle of Planier in the seas off Marseille. For the first time in France, a submarine excavation was overseen by a scholar capable of diving to lead the underwater operations directly. The following month, in August 1968, he conducted a preliminary campaign off the peninsula of Giens (Hyères) on a Roman wreck from the first half of the 1st century BC. This ship would come to be known as the Madrague de Giens and, a few years later, would become the site of one of the largest underwater excavations ever undertaken on an ancient wreck in the Mediterranean.

3It all began in 1967 when A. Tchernia, then assistant lecturer in Latin at the University of Provence – now Aix Marseille University – and member of the Institut d’Archéologie Méditerranéenne (IAM), was nominated to lead the Direction des recherches archéologiques sous-marines (DRASM), recently created in Marseille by the French Ministry of Culture to oversee underwater excavations in French territorial waters.

4Tchernia, a former member of the French School of Rome, was an archaeologist and specialist in Roman economic history (Tchernia 1986, 2011). He was particularly aware of the extra­ordinary potential that wrecks and their cargoes represented for the study of ancient maritime trade. Furthermore, he was convinced, like George F. Bass, that archaeologists needed to take charge of underwater excavations themselves. He played a founding role in France in the organisation of underwater archaeology and the development of maritime archaeology as a new discipline of academic research. It was also in 1967, after meeting Tchernia and on his advice, that I myself, then a Master’s student in archaeology at the Sorbonne, turned towards the study of ships and ancient shipbuilding, developing my own focus on Mediterranean nautical archaeology.

5In 1970, building on these early experiences and ever aware of the necessity of creating a specialised team capable of successfully conducting underwater excavations, particularly with regard to the Madrague de Giens wreck, Tchernia gathered together within the IAM some engineers and technicians from the Centre National de la Recherche Scientifique (CNRS). This group included Jean-Marie Gassend, an architect, Michel Rival, an illustrator, Antoine Chéné and Gérard Réveillac, photographers, Antoinette Hesnard, an archaeologist then attached to another CNRS unit in Marseille, and myself. In the meantime, I had obtained the post of archaeology assistant at Nancy University and had participated along with Michel Rival in the preliminary campaign organised by Tchernia in 1968 on the Madrague de Giens wreck. This was the first university-CNRS team in France specialised in underwater archaeology, and it was to be the seed that sprouted the maritime and nautical archaeology teams of the CCJ, which was founded in 1978 out of the old IAM.

6After the first excavation campaign on the Planier III in 1968, which concentrated on evaluating the potential of the wreck, and studying and dating the cargo (Tchernia 1968-1970), the following campaigns in 1970 and 1971 were conducted for the first time by the new IAM team, under the leadership of A. Tchernia, and then myself, with the support of the DRASM and L’Archéonaute (Liou 1973, p. 586-589; Liou, Pomey 1985, p. 553-556). These campaigns were entirely dedicated to the study of the remains of the ship’s hull. Aside from the scientific interest in studying the wreck, the campaigns contained an important methodological dimension. They served not merely to train a team in the challenges of excavating a ship, but they also played the role of methodological and technical testing ground in preparation for the future excavation of the Madrague de Giens. So, following the example of the Yassiada excavation led by G.F. Bass (Bass 2012, p. xviii), stereo photography was systematically used in the photogrammetry survey of the Planier III hull (fig. 1). The plan thus obtained was then ­completed using a method that has since been tried and tested involving manual measurements of the ensemble and of details (plans and sections). In order to successfully accomplish all these measurements and produce stereoscopic photos of the hull details, a specific system for marking the structures and the assemblages was developed, the principle of which is still in use today. Moreover, in order to be able to study the hull in all its details, including inaccessible sections, parts were dismantled and samples were removed following a procedure that would be further developed thereafter on the Madrague de Giens.

Fig. 1: Stereo photography of the hull of the Planier III for use in photogrammetry reconstruction

Fig. 1: Stereo photography of the hull of the Planier III for use in photogrammetry reconstruction

(photo A. Chéné, CNRS/CCJ)

Fig. 2: Patrice Pomey and André Tchernia during excavation of the Madrague de Giens wreck in 1973

Fig. 2: Patrice Pomey and André Tchernia during excavation of the Madrague de Giens wreck in 1973

(photo A. Chéné, CNRS/CCJ)

  • 1  Laëtitia Cavassa and Pierre Poveda have just recently begun organising a CCJ team working on a new (...)

7The excavation of the Madrague de Giens wreck truly began in 1972, with the IAM team under the joint leadership of André Tchernia, for the study of the cargo, and myself for the study of the ship (fig. 2): A. Hesnard was responsible for the data entry of the material inventory. The wreck lay at a depth of between 18 and 20 m to the north of the Giens peninsula, in the Îles d’Hyères archipelago near Toulon. It dates to the first half of the 1st century BC and was carrying a large cargo of roughly 6,000 Dressel I B wine amphorae from Campania and a complementary load of Campanian pottery and common ware. The ship was one of the largest of its era, reaching some 40 m in length. No less than 11 excavation campaigns, from 1972 to 1982, and the rounding up of considerable means were necessary to successfully complete the project, whose objectives were straightforward: to conduct the excavation and systematic study of this large well preserved ship according to the most advanced methods (Tchernia et al. 1978; Pomey 1982; Liou, Pomey 1985, p. 559-567; Rival 1991, p. 147-244; Pomey 1997a, p. 252-253, 1997b, p. 178-180; Hesnard 2012; Pomey 2015a, p. 73-81, Carre 2018)1. In 1969, an experiment in geomagnetic prospection, the first in France in an underwater context, was conducted on the site through the cooperation of Albert Hesse from the Centre de Recherches Géophysiques at Garchy, whom I had met shortly before on a land intervention, and of the DRASM (Chevalier et al. 1971). Thereafter, the prospection was extended across the whole of the site in order to fix the excavation zones as precisely as possible. The techniques developed during the Planier III excavation were then systematically applied and enhanced, and excavation methods were adapted to the large dimensions of the wreck, and to the following objectives:

– clearing and cleaning the large excavation zone to allow for a good view of the cargo and the structure of the hull;

– systematic marking of the amphorae in the cargo, which could then serve as markers for small objects, and labelling elements of the hull structure and their assemblage after consolidation;

– photogrammetry coverage in plan view on several levels of the cargo and the hull after the dismantling of different layers, and elevation views on transversal sections of the cargo;

– selected sampling of elements of the hull representative of the structure and assemblages, to be replaced after study, except, however, for a sample of keel and bottom preserved after treatment and currently exposed in the History Museum of Marseille;

– additional drawings of longitudinal and transversal plans and sections, and details of the hull;

– extraction of palynological and xylological samples for analysis.

8In addition, one should point out the novel use of computer technology to inventory the material directly on site.

9The excavation of the Madrague de Giens wreck, because of its magnitude and the methodological aspect, quickly became the founding excavation standard for scientific underwater archaeology in France. It also played an important role as an excavation school for training many future leaders in underwater archaeology from several countries. And it marked the beginning, in France, of the studies of economic history through maritime exchange and the study of nautical archaeology, two research fields in which the CCJ has become specialised and on which it has built its reputation.

  • 2  Graphic reconstitution was undertaken by M. Rival (1991, p. 205), and study and display models wer (...)

10The excavation methods developed on the Madrague de Giens shipwreck led not only to the meticulous reconstitution of the elements of the cargo and their distribution within the ship, but also to an identification of the form and structure characte­ristics of the hull and elements of the rigging (Carre 2018) (fig. 3). The particular features of the hull then led to iconographic comparisons, especially with the large ship visible in the mosaic of the Baths of Themetra (3rd century, Tunisia), which resulted in an identification of the vessel type (Pomey 1982). This identification facilitated the construction of models and led to an initial CAD digital modelling of the hull2.

Fig. 3: Central part of the hull of the Madrague de Giens wreck

Fig. 3: Central part of the hull of the Madrague de Giens wreck

(photo A. Chéné, CNRS/CCJ)

  • 3  See, most recently, Hesnard 2012.

11These results opened up a global approach to the study of the ship and its cargo, extending naturally onto land in search of the provenance and distribution of the various elements of the cargo3. From now on, studies of maritime trade were to be closely linked to nautical archaeology within the heart of a new and vast domain, maritime archaeology.

  • 4  See for example: Pomey 1982, 2004a, 2011; Pomey, Tchernia 1978.

12The impact of the Madrague de Giens excavation was decisive for nautical archaeology. The analysis of the ship, within a new anatomical perspective where each element, from the meanest (assembly tenon or peg) to the most striking (keel, plank or frame), is strictly correlated and participates fully in the ensemble, and where the forms, structures and function are all closely connected, opened new perspectives in the study of nautical archaeology. And so it was that, after joining the CNRS and the IAM on my return from the French School of Rome in 1975, I came to develop several themes on the basis of the examination of the Madrague de Giens ship that would provide matter for research in the CCJ and would arouse debate within ancient nautical archaeology in the following decades. These included: the notion of architectural type, and the closely dependent relationship between form, structure and function; examinations of tonnage and the sailing qualities of ships; and the use of the traditional sources of literature, iconography and ethnography in the interpretation of archaeological data4. But my interest was particularly piqued by questions related to ­construction systems (shell-first, skeleton-first, mixed ­construction) and in the years 1980-1990 these would lead me develop a new analytical approach to the ship based upon the concept of “construction principle” and “construction methods” referring back to the notions of ship “conception” and “realisation” (Pomey 1994, 1998, 2004b). Within this framework, questions concerning the conception of ships and the intellectual tools available to the builders to accomplish this task occupied a fundamental place (Pomey 2009). At the same time, we must acknowledge Michel Rival’s work in advancing the studies of Roman nautical ­shipbuilding based particularly on analysis of the Madrague de Giens wreck, which played a fundamental role in his thinking, but also the Bourse de Marseille ship and the Port-Vendres 1 (Rival 1991).

13Although the Madrague de Giens excavation was extremely important, it was not the only operation conducted during this period by the IAM, which was to become the CCJ in 1978. In 1973 and 1974, part of the team (J.-M. Gassend, M. Rival, A. Chéné, and G. Réveilllac) worked for Bernard Liou, IAM member, new director of the DRASM and a lecturer at the University of Provence, on the excavation and salvage of a ship dated to the end of 4th-beginning of the 5th century AD, which took its name, Port-Vendres 1, from its find site at the entrance to the harbour of Port-Vendres (Pyrénées-Orientales) (Liou 1974). In 1974-1975, the same team was led by J.-M. Gassend in the excavation of the Bourse de Marseille wreck (end 2nd-beginning 3rd century AD) which was discovered during excavation of the ancient harbour conducted by the Direction des Antiquités Historiques de Provence (Gassend 1982) (fig. 4). The hull of this ship was well preserved over a length of 20 m after having undergone atmospheric freeze-drying, and it has since been exhibited in the History Museum of Marseille.

Fig. 4: Hull of the Bourse de Marseille wreck

Fig. 4: Hull of the Bourse de Marseille wreck

(photo G. Reveillac, CNRS/CCJ)

14In 1983-1984, under the supervision of A. Hesnard, the CCJ excavated the Grand-Ribaud D wreck and its cargo of dolia dating to the very end of the 1st century AD, which lay 18 m underwater at the foot of the island of Grand-Ribaud in the Îles d’Hyères archipelago (Hesnard et al. 1988). Investigation of the wreck shone a light on this original type of ship, which was especially built to transport bulk wine in large containers and which was the object of a modelling project by M. Rival. Thereafter, A. Hesnard in 1987-1989, and Marie-Brigitte Carre, in 1993-1994 excavated a 1st century BC ship, Camarat 2, lying 40 m down off Cap Camarat (Ramatuelle, Var): M. Rival conducted a partial architectural examination of the hull (Pomey 1992, p. 40-42; Carre 1998-1999, 2001). As regards methodology, photogrammetry coverage of the Grand-Ribaud D and Camarat 2 was achieved using an elaborate system of suspended cameras. In addition, the Camarat site was also used as a testing ground for electrical resistance measurements adapted for a subaquatic environment.

  • 5Carre, Roman 2008. On dolia ships, see also Carre 1993 ; Marlier 2008, 2020.

15Some 15 years after the Grand-Ribaud D excavation, the CCJ revisited the study of dolia-carrying wrecks. In 1998 and 1999 Sabrina Marlier, then a PhD student with the CCJ studying the tradition of sewn boats in the Mediterranean (Marlier 2005), participated in the excavation of the Giraglia shipwreck (Corsica, circa 20 AD, Sciallano, Marlier 2008) and in 2004, M.-B. Carre and R. Roman built a reconstruction model of a dolia ship in an attempt to answer some of the many questions raised by this special type of vessel (fig. 5)5.

Fig. 5: Model of a dolia ship

Fig. 5: Model of a dolia ship

(modelling by R. Roman, photo L. Damelet, CNRS/CCJ)

  • 6  See articles on dendrology in this volume.

16When I became director of the DRASM from 1984 to 1991, I was the third to have arrived via the IAM or CCJ after A. Tchernia and B. Liou. In collaboration with Frédéric Guibal, dendrochronology specialist at the Mediterranean Institute of Marine and Terrestrial Biodiversity and Ecology (IMBE, Aix Marseille University, CNRS), I launched a research programme into the dendrochronology and dendromorphology of ancient Mediterranean shipwrecks. Between 1991 and 2000, this programme, supported by the DRASSM (formerly DRASM) and their vessel L’Archéonaute, led to the reopening and analysis of some 30 ancient wrecks along the French Mediterranean coast (Guibal, Pomey 1998, 2003, 2009; Guibal et al. in this volume). The aims were: to identify the different species of wood used in ancient nautical construction and thus to understand the shipbuilders’ choices as a function of different structural elements; to study the working techniques applied to the wood in order to reconstruct the process of transforming the wood from the original tree to the final piece; to discover the origins of the wood and its ecological environment and establish dendrochronological relationships between different shipwrecks; and lastly, to build up dendrochronological reference sequences for the different species of wood that were used. The project was completely novel for the era and contributed greatly to the development of dendrological studies applied to nautical archaeology. It gave rise to two doctoral theses from the CCJ looking at the Mediterranean (Wicha 2005; Wicha, Girard 2006; Ferreira Dominguez et al. in this volume), and has since been followed by numerous other teams working in other countries and on other periods6.

17In 1992 and 1993, the salvage excavations at Place Jules-Verne in Marseille, followed in 1997 by those in the neighbouring Place Villeneuve-Bargemon, were to mark a new stage in the development of CCJ research. Under the leadership of A. Hesnard, the digs revealed a large part of the ancient harbour and its surrounds, and their evolution from the foundation of the town at the beginning of the 6th century BC until the modern era (Hesnard 1994, 1999; Hesnard et al. 2001). Having examined maritime exchange and nautical archaeology, the study of port installations and coastal developments became a new field of research for the CCJ within maritime archaeology, and one that was to experience considerable growth.

  • 7  See also Corré in this volume. X. Corré studied the hatched barges of Marseille port through medie (...)

18However, the contribution of the Place Jules-Verne excavations was to be especially important in the development of nautical archaeology studies (fig. 6). No less than seven ancient ships were discovered there, and the excavations were the responsibility of the CCJ archaeology team, composed of M. Rival and R. Roman under my management. Among these wrecks were two Archaic Greek boats, abandoned at the end of the 6th century BC: one, the Jules-Verne 9, was a large coastal vessel propelled by both oar and sail, entirely assembled by lashings, designed for fishing, especially coral, and inshore transport; the other was a small merchant sailing ship, the Jules-Verne 7, assembled with mortises and tenons as well as lashings. There were also five Roman boats: three barges with central hatches from the 1st-2nd century AD, Jules-Verne 3, 4 and 5, used for the transportation of sediment during dredging of the port; a small vessel, Jules-Verne 8 from the 3rd century AD; and merchant ship, Jules-Verne 1-2, of the 4th century AD (Pomey 1995, 1999a, 1999b, 2001a, 2014b)7. Apart from this latter and the Jules-Verne 5, all of these wrecks were salvaged and treated in the Arc-Nucléart laboratory of Grenoble (Bernard-Maugiron 2007) and are currently exhibited in the History Museum of Marseille alongside the Roman ship from the Bourse. The ensemble represents an exceptional collection of ancient ships, unique in France.

Fig. 6: The Jules-Verne 7 and 9 under excavation, Marseille

Fig. 6: The Jules-Verne 7 and 9 under excavation, Marseille

(M. Derain, CNRS/CCJ)

  • 8  R. Roman was also responsible for reconstruction models of several other ancient shipwrecks (Roman (...)

19The reconstruction of ships via graphic compositions backed up by experimental study models, following a method inspired by the work of J.R. Steffy (Steffy 1994), was first attempted during the study of the Madrague de Giens but came to be developed in a systematic fashion at the CCJ thanks to the talent of our model maker R. Roman working from graphic reconstitutions by M. Rival8. The method was expanded to the reconstruction of assemblage systems using life size study models and was applied to many cases, notably the Greek ships Jules-Verne 7 and 9 and the barges Jules-Verne 2, 3 and 5 (Pomey 2003, 2014b).

20Based on this work, the Protis project to reconstruct a sailing replica of the Jules-Verne 9 was begun and eventually achieved a few years later, in time for the 2013 celebrations of Marseille as the European Capital of Culture. There were many aims to this experimental archaeological project: to recreate the operational process of construction and rediscover the actions and the know-how of the shipbuilders of the period; to verify the feasibility of the plank-based and oriented construction principles and methods that had been deduced from the archaeo­logical examination; to understand the assemblage system of stitches and lashings, and to verify how they held at sea; to learn how to handle the ship with side rudders and an ancient square sail with its system of brails; and to judge the sailing qualities of the boat and its performance under sail and/or oar (Pomey 2014a, 2017a; Pomey, Poveda 2017, 2018, 2019a, 2019b). Along with the drawings and models made by M. Rival and R. Roman, the project also involved precise design specifications drawn up by S. Marlier and myself, which were edited and formatted by Marlier as a CNRS post-doctoral study. Then, Pierre Poveda, who was still a PhD student at the CCJ, develo­ped a computer generated 3D model of the ship. The construction of the vessel, coordinated by Poveda under my guidance, took place in the Borg de Marseille shipyard with the support of the Arkaeos Association in the management of the project (Pomey 2014a; Pomey, Poveda 2018). The boat was launched in October 2013 and, after a period of sea trials, has sailed regularly since then allowing for an accumulation of experimental data on its construction and assembly system and on its sailing qualities (fig. 7) (Pomey, Poveda 2017, 2019a).

Fig. 7: The Gyptis, a sailing replica of the Jules-Verne 9 wreck, under sail off Marseille

Fig. 7: The Gyptis, a sailing replica of the Jules-Verne 9 wreck, under sail off Marseille

(photo Ph. Groscaux, CNRS/CCJ)

21The success of this project stands as confirmation of the CCJ’s expertise in reconstructing ancient ships, where digital 3D modelling occupies an increasingly important place within experimental archaeology (Poveda 2012, 2015).

22During all these years, propelled by studies of the Place Jules-Verne wrecks in the wake of the Madrague de Giens, new research horizons have opened up that look towards the phenomena of technical transitions in ancient nautical architecture (Pomey 2010b). Thus, as regards the Archaic Period, research in the Greek context has focused on the shift from assembly by lashings to assembly by mortise and tenon (Pomey 2010a), while towards the end of antiquity, there is the complex question of the transition from plank-based to a skeleton-based ­construction (Pomey et al. 2012).

  • 9  Reconstitution models of these harbour craft types were created following the procedure developed (...)

23Giulia Boetto joined the CCJ after her recruitment to the CNRS in 2007. Her PhD thesis had been on the Roman boats of Fiumicino in relation to the port complex of Portus-Ostia (Boetto 2006, 2008, 2010, 2016a), and this led her to develop a research programme focusing on fluvio-maritime shipping and the organisation of ports from the nautical point of view (distribution and maintenance of basins, the circulation of ships). Alongside the naves caudicariae of Fiumicino (fig. 8), identified as lighters navigating between Rome, Ostia and Portus, she managed to reveal several other types of coasters and service craft with either a blunt bow or stern transom at Naples (Boetto 2005, 2009; Boetto et al. 2009, 2010, 2019, 2021) (fig. 9), Toulon (Boetto 2009, forthcoming) and Isola Sacra (Boetto et al. 2012a, 2014, 2017)9. These studies led her to review the lite­rature, iconography and archaeology referring to the horeia type of craft and make a linkage with boating activities of harbours and coastal waters (Boetto 2020) (fig. 10).

Fig. 8: 3D reconstruction model of the caudicaria Fiumicino 1

Fig. 8: 3D reconstruction model of the caudicaria Fiumicino 1

(modelling by D. Peloso, Ipso Facto, Marseille and P. Poveda, CNRS/CCJ, courtesy Parco Archeologico di Ostia Antica)

Fig. 9: The three wrecks from the ancient port of Naples, Piazza Municipio

Fig. 9: The three wrecks from the ancient port of Naples, Piazza Municipio

(photo F. Avallone, courtesy Superintendence of Naples)

Fig. 10: 3D reconstruction model of the horeia Toulon 2

Fig. 10: 3D reconstruction model of the horeia Toulon 2

(modelling by P. Poveda, CNRS/CCJ)

  • 10  Pakoštane wrecks (Boetto et al. 2012b; Radić Rossi, Boetto 2018), Caska 1, 2, 3 and 4 (see, most r (...)
  • 11  Zambratija wrecks (see, most recently, Koncani Uhač et al. 2019), Pula 1 and 2 (Boetto et al. 2017 (...)
  • 12  Kamensko wreck (Boetto 2016b et Boetto et al. in this volume).

24Also in 2007, under the leadership of G. Boetto, the CCJ participated in a number of excavations and studies of ancient wrecks in Dalmatia10, Istria11 and the River Kupa12 (Boetto 2016b) in collaboration with a variety of Croatian partners (Irena Radić Rossi of Zadar University, Ida Koncani Uhač of the Archaeological Museum of Istria, Marko Uhač of the Ministry of Culture of the Republic of Croatia, Krunoslav Zubčić and Igor Miholjek of the Croatian Conservation Institute). These different operations made it particularly clear the importance in this region of a strong tradition of sewn boats attested from the end of the Bronze Age: the Zambratija wreck is currently the oldest known example of an ancient craft employing an assembly system of lashings (Koncani Uhač et al. 2019) (fig. 11). These investigations in conjunction with the work on the Archaic era wrecks of Place Jules-Verne have revealed the importance in the ancient Mediterranean of assembly by lashings and that this technique was more widespread than we might have suspected. Extending the area of research has revealed evidence of at least six different sewn boat traditions and their evolution from the end of the Bronze Age until the Early Middle Ages (Pomey, Boetto 2019).

Fig. 11: The Zambratija wreck, Istria, Croatia

Fig. 11: The Zambratija wreck, Istria, Croatia

(photo Ph. Groscaux, CNRS/CCJ and the Archaeological Museum of Istria)

25The expertise that has been acquired in the field of nautical archaeology has led the CCJ researchers to become involved in numerous aspects of this discipline as varied as riverine nautical archaeology, ships of war, nautical iconography, and Egyptian shipping of the Pharaonic Period. Hence, between 2005 and 2014, M. Rival and P. Poveda took part in the excavation, survey and study of the sunken river barge Arles-Rhône 3 dated to the 1st century AD, which was organised by the Museum of Ancient Arles under the supervision of S. Marlier (Marlier 2014).

  • 13  Cf. especially for the most recent works, Pomey 2001b, 2006, 2017b, 2019.
  • 14  See also Abd El-Maguid 2009.

26By looking at Mediterranean influences on Gallo-Roman shipbuilding for inland waters, the CCJ effectively opened up a new and promising area of research (Boetto et al. 2011) which has since been enhanced by the excavation and study of a Roman-era flat-bottomed craft from Kamensko (cf. supra) and by the review of other ship discoveries in the River Kupa and the middle Danube basin by a CCJ PhD student, Anton Divić. Likewise, the study of ancient warship wrecks, because of their extreme rarity, is another particularly interesting and novel field of research. Thus, we should mention the participation of G. Boetto and P. Poveda in the study led by Sergey V. Olkhovskiy (Moscow Institute of Archaeology, Russian Academy of Sciences) of the Phanagoria wreck on the east bank of the Straits of Kerch (Russia), which turned out to be a remarkably well preserved wreck of a small military ship from the 1st century AD, with a bronze casing displaying symbols of Mithridates VI Eupator (Olkhovskiy 2016, 2017). And lastly, we should note the work undertaken in the domain of historiography, nautical iconography13 and Egyptian nautical archaeology, especially the examination of vestiges of Middle Kingdom ships disco­vered at Ain Soukhna (Pomey 2012, 2015b)14.

27In parallel to research in nautical and maritime archaeology, the CCJ has also engaged in the development of digital tools to be applied to nautical and underwater archaeology. In this respect, we should point out the operational chain developed by Vincent Dumas, topographer, Loïc Damelet and Lionel Roux, photographers, and P. Poveda, which uses photogrammetry surveys and 3D models of ancient shipwrecks to propose theore­tical virtual reconstructions of the ships and hydrostatic analyses (Dumas et al. 2015; Poveda 2015).

  • 15  All issues of Archaeonautica are available at: https://www.persee.fr/­collection/nauti and https:/ (...)
  • 16  From 2021, the master’s programme is under the supervision of the Institut d’archéologie méditerra (...)

28Finally, the CCJ is active in research dissemination and in education through its collection Archaeonautica, its seminars, and its participation in the MoMarch programme (Master of Maritime and Coastal Archaeology) of Aix Marseille University, and PhD supervision with the Maison Méditerranéenne des Sciences de l’Homme. The periodical Archaeonautica is published through the CNRS, and is dedicated to maritime and ­nautical archaeology research and submarine and subaquatic archaeology in France and abroad, from prehistory to the 19th century. It first appeared in 1997 and now counts some 20 issues composed of collected articles and of monographs. Issue number 14 of 1998 was taken up by the Proceedings of ISBSA 7, which was held in 1994 on the island of Tatihou (Saint-Vaast-la-Hougue, France) (Pomey, Rieth 1998) and currently it is to host the Proceedings of ISBSA 15 from Marseille15. As regards the MoMarch master’s programme established in 2013 as part of the A*midex Foundation of Aix Marseille University, the CCJ is a significant participant16, contributing, among other activities, the teaching of nautical archaeology under the supervision of G. Boetto.

29As we reach the end of this overview of 50 years of CCJ activity in the field of maritime and nautical archaeology, it remains clear that the study of the Mediterranean as a place of exchange and of resources is always at the heart of the Centre’s work. The principle avenues of research developed over these years have involved the technical and functional analyses of ships and of navigational systems, the identification of networks of maritime trade and of port installations, and the examination of means of exploiting the sea’s resources, alongside the development of new interdisciplinary approaches open to environmental sciences and of new instruments of research. These are at the core of the CCJ activities and research work, and they have contributed to the development of maritime archaeology as a new historical discipline.

30By according an important place to the technical and functional analysis of the ship, the CCJ is respecting the academic research movement of history of technology that was developed by Aix Marseille University (Amouretti, Comet 1993). And by updating its research programmes and developing new activities within the world of maritime and nautical archaeology, while ensuring a consistency of the spirit that presided over the creation of this wide research field, the Centre Camille Jullian has managed to maintain the innovatory nature of its work and the required high scientific standards which have underpinned its reputation.

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Steffy J.R.
1994 Wooden Ship Building and the Interpretation of Shipwrecks, College Station, Texas A&M University Press.

Tchernia A.
1968-1970 “Premiers résultats des fouilles de juin 1968 sur l’épave 3 de Planier,” Études Classiques III, p. 51-82.

Tchernia A.
1986 Le vin de l’Italie romaine, essai d’histoire économique d’après les amphores, Rome, École française de Rome, BEFAR 26.

Tchernia A.
2011 Les Romains et le commerce, Naples, Centre Jean Bérard / Centre Camille Jullian.

Tchernia A., Pomey P., Hesnard A.
1978 L’épave romaine de la Madrague de Giens (Var), Paris, éditions du CNRS, XXXIVe supplément à Gallia.

Wicha S.
2005 Caractérisation d’un groupe d’épaves antiques de Méditerranée présentant un assemblage des membrures par ligatures végétales. Approche architecturale et paléobotanique, PhD Thesis, Université de Provence (Aix-Marseille I) (unpublished).

Wicha S., Girard M.
2006 “Archaeological characterisation of three ancient, sewn, Mediterranean shipwrecks,” in L. Blue, F. Hocker and A. Englert (eds), Connected by the Sea. Proceedings of the Tenth International Symposium on Boat and Ship Archaeology (ISBSA 10), Roskilde 2003, Oxford, Oxbow Books, p. 111-116.

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Notes

1  Laëtitia Cavassa and Pierre Poveda have just recently begun organising a CCJ team working on a new publication of the shipwreck. The project, in which I am participating alongside A. Tchernia, is supported by the Shelby White – Leon Levy Foundation, among others.

2  Graphic reconstitution was undertaken by M. Rival (1991, p. 205), and study and display models were built by J.-P. Cuomo and L. Damonte. A 3D reconstitution was developed by the consulting firm Sistre International (M. Pommellet) in 1990-91 and represented an original and innovatory experiment for the time.

3  See, most recently, Hesnard 2012.

4  See for example: Pomey 1982, 2004a, 2011; Pomey, Tchernia 1978.

5Carre, Roman 2008. On dolia ships, see also Carre 1993 ; Marlier 2008, 2020.

6  See articles on dendrology in this volume.

7  See also Corré in this volume. X. Corré studied the hatched barges of Marseille port through medieval and modern sources for a doctoral thesis supervised by the CCJ (Corré 2009).

8  R. Roman was also responsible for reconstruction models of several other ancient shipwrecks (Roman 1997).

9  Reconstitution models of these harbour craft types were created following the procedure developed by P. Poveda. For the boat with transom bow Napoli C, Poveda 2012 et Boetto, Poveda 2014: for the small sailboat Napoli A, see, most recently, Boetto, Poveda 2018.

10  Pakoštane wrecks (Boetto et al. 2012b; Radić Rossi, Boetto 2018), Caska 1, 2, 3 and 4 (see, most recently, Radić Rossi, Boetto 2020). The Ilovik-Paržine wreck is still being excavated by a team from the Croatian Conservation Institute and CCJ under the joint leadership of I. Miholjek and G. Boetto.

11  Zambratija wrecks (see, most recently, Koncani Uhač et al. 2019), Pula 1 and 2 (Boetto et al. 2017) and Debeljak.

12  Kamensko wreck (Boetto 2016b et Boetto et al. in this volume).

13  Cf. especially for the most recent works, Pomey 2001b, 2006, 2017b, 2019.

14  See also Abd El-Maguid 2009.

15  All issues of Archaeonautica are available at: https://www.persee.fr/­collection/nauti and https://journals.openedition.org/archaeonautica/.

16  From 2021, the master’s programme is under the supervision of the Institut d’archéologie méditerranéenne-Arkaia of Aix Marseille University. Jean-Christophe Sourisseau, professor at Aix-Marseille University and CCJ member is academic director along with Michel L’Hour, Head Conservator of Heritage and director of DRASSM.

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Table des illustrations

Titre Fig. 1: Stereo photography of the hull of the Planier III for use in photogrammetry reconstruction
Crédits (photo A. Chéné, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-1.jpg
Fichier image/jpeg, 653k
Titre Fig. 2: Patrice Pomey and André Tchernia during excavation of the Madrague de Giens wreck in 1973
Crédits (photo A. Chéné, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-2.jpg
Fichier image/jpeg, 548k
Titre Fig. 3: Central part of the hull of the Madrague de Giens wreck
Crédits (photo A. Chéné, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-3.jpg
Fichier image/jpeg, 1,3M
Titre Fig. 4: Hull of the Bourse de Marseille wreck
Crédits (photo G. Reveillac, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-4.jpg
Fichier image/jpeg, 1,8M
Titre Fig. 5: Model of a dolia ship
Crédits (modelling by R. Roman, photo L. Damelet, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-5.jpg
Fichier image/jpeg, 1,3M
Titre Fig. 6: The Jules-Verne 7 and 9 under excavation, Marseille
Crédits (M. Derain, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-6.jpg
Fichier image/jpeg, 1,1M
Titre Fig. 7: The Gyptis, a sailing replica of the Jules-Verne 9 wreck, under sail off Marseille
Crédits (photo Ph. Groscaux, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-7.jpg
Fichier image/jpeg, 1,2M
Titre Fig. 8: 3D reconstruction model of the caudicaria Fiumicino 1
Crédits (modelling by D. Peloso, Ipso Facto, Marseille and P. Poveda, CNRS/CCJ, courtesy Parco Archeologico di Ostia Antica)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-8.jpg
Fichier image/jpeg, 234k
Titre Fig. 9: The three wrecks from the ancient port of Naples, Piazza Municipio
Crédits (photo F. Avallone, courtesy Superintendence of Naples)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-9.jpg
Fichier image/jpeg, 966k
Titre Fig. 10: 3D reconstruction model of the horeia Toulon 2
Crédits (modelling by P. Poveda, CNRS/CCJ)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-10.jpg
Fichier image/jpeg, 170k
Titre Fig. 11: The Zambratija wreck, Istria, Croatia
Crédits (photo Ph. Groscaux, CNRS/CCJ and the Archaeological Museum of Istria)
URL http://journals.openedition.org/archaeonautica/docannexe/image/3587/img-11.jpg
Fichier image/jpeg, 963k
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Patrice Pomey, « Keynote address: The Centre Camille Jullian: 50 years of maritime and nautical archaeology »Archaeonautica, 21 | 2021, 21-32.

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Patrice Pomey, « Keynote address: The Centre Camille Jullian: 50 years of maritime and nautical archaeology »Archaeonautica [En ligne], 21 | 2021, mis en ligne le 01 juillet 2022, consulté le 09 décembre 2023. URL : http://journals.openedition.org/archaeonautica/3587 ; DOI : https://doi.org/10.4000/archaeonautica.3587

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Auteur

Patrice Pomey

CNRS, Aix Marseille University, Centre Camille Jullian, MMSH, 5 rue du Chateau de l’Horloge CS 90412, 13097 Aix-en-Provence France cedex 2

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