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The International Journal of Nautical Archaeology (2016) 45.2: 267282

doi: 10.1111/1095-9270.12182

The Croatia Coastal Survey: 20122014 field seasons

Luka Bekic
Director, International Centre for Underwater ArchaeologyZadar, Bozidara Petranovica 1, HR-23000, Zadar,
Croatia

Jeffrey G. Royal
Adjunct Professor, Program for Maritime Studies, East Carolina University, USA

In 2012 a joint project survey to document and study submerged cultural heritage began along the southern Croatian coast. The
survey, part of the Illyrian Coastal Exploration Program, produced wreck-sites from a wide time range that include the Roman,
Byzantine and Post Medieval eras. Recording and artefact sampling of the sites was conducted during eld operations, along
with fabric analysis of amphoras and post conservation analyses of ceramics. This paper will provide a description of the sites
and their artefacts, and places several of them in historical context.
2016 The Authors

Key words: Croatia, wreck-site, Roman, Byzantine, Post Medieval, Illyrian coast.

T
he Croatian Coastal Survey Project is coord-
inated by the International Centre for Under-
water Archaeology Zadar (ICUA), under the
auspices of the Croatian Ministry of Culture. The
co-directors of the ongoing research are the authors,
with an expert team consisting of Mladen Pesic,
Marina Simicic and Roko Suric of ICUA Zadar,
Domagoj Perkic from Museums of Dubrovnik, and
students from the Maritime Studies Program at East
Carolina University. The research equipment provided
by ICUA, Kongsberg Maritime Group Ltd, RPM
Nautical Foundation, Ocean Server Technologies and
Florida Keys Community College was operated out of
the port of Gruz-Dubrovnik, with a berth provided
by the Ministry of Culture. Since 2007, the Illyrian
Coastal Exploration Program (ICEP) has served as a
basis for maritime archaeological research conducted
along the eastern Adriatic coast (Fig. 1). Under ICEP,
the Albanian, Montenegrin, and Croatian littoral
zones are grouped into a unied study area, the
Illyrian coast. The rst survey project in Croatia was
completed in 2012 and its success formed a basis
for subsequent eld seasons. The Croatian Coastal
Survey Project has the specic objectives to document,
record, and study the submerged cultural resources
on the Croatian coast in the littoral zone, particularly
those beyond depths traditionally within sport-diving
range (3540 m). Data from these and future eld
projects will allow the Croatian Ministry of Culture
to better manage and protect the countrys maritime
archaeological resources. Additionally, the material will
expand the dataset of maritime archaeological material
for scholarly research, such as that conducted by ICUA
Zadar. During the 20122014 eld seasons the ICUA
conducted a survey beginning off Prevlaka along the
Konavle coast and by 2014 had reached Cape Pelegrin
south of Dubrovnik. Survey coverage was planned out
to the 100 m contour. Project progress was greatly
followed by local media and continuously reported in
publications year by year (Royal and Bekic, 2012; Bekic
and Simicic, 2013; Simicic et al., 2014)
Methodology
Several remote-sensing and recording technologies
were employed during the survey. Multibeam survey
was conducted along the coast from the 2025 m
contour out to the 100 m contour in 20122013.
Overlapping survey lanes were run along the contours
of the seaoor to attain 200% coverage of the bottom.
Data from the multibeam operations was processed
to produce 3D models of the seaoor, which were
then analysed for anomalies. Anomalies were examined
for association with either geologic formations or
deposits consistent with shipwreck sites, the latter
plotted for verication. Once plotted in navigation
and spatial recording software, the ROV equipped
with a transponder was deployed. Locations were
tracked within the 3D seaoor models and precise
locations for sites and random nds were determined.

2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
Published by John Wiley & Sons Ltd. 9600 Garsington Road, Oxford OX4 2DQ, UK and 350 Main Street, Malden, MA 02148, USA.
NAUTICAL ARCHAEOLOGY, 45.2
Figure 1. Survey area from 20122014. (J. Royal and ICUA)
During verication operations, the locating of each
anomaly, as well as stray material near anomalies
and sites, was facilitated by a sonar affixed to the
ROV. Once cultural material was located and positions
recorded, a visual investigation ensued through the
use of still and video cameras. Whenever deemed
necessary, representative material was collected from
the surface of the site in order to ascertain provenience.
Collection was performed with the ROV and artefacts
were photographed and measured once on deck.
The excellent facilities for artefact conservation and
research at ICUA allow artefact retrieval.
During the 2014 eld season a sector scanner was
deployed on many of the ancient-era sites in an effort
to map overall site extents in areas where visibility
has hindered video recording. The Kongsberg MS-1000
sector-scan sonar was developed for the commercial
sector and rapidly generates high-quality, geometrically
accurate scans of submerged features, coupled with a
268 2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
relative ease of use and deployment. The sector scanner
operates from a xed position on the seabed, which
enhances the accuracy of the sonar data recovered and
makes the device more suited to the archaeological
objective of mapping smaller areas in detail. The units
sonar head unit hangs from a movable stainless-steel,
gimbaled tripod and performs a full 360 sonar sweep
creating highly detailed circular sonar maps, visualized
and recorded on a laptop computer at the surface.
The sonar head transmits a narrow acoustic beam
(frequency of 675 KHz) that sweeps vertically so that
the returning echoes indicate the distance and angle
of depression to the many reectors. As the head
is xed, it can obtain higher levels of resolution of
acoustic data than conventional side-scan or echo-
sounder units. The ability to visualize submerged
archaeological features and produce measured scans of
them in a matter of minutes has obvious advantages
to the practice of underwater archaeology. Carrying
L. BEKIC & J. G. ROYAL: THE CROATIA COASTAL SURVEY: 20122014

Table 1. Summary of wreck-sites

Site Site Max. Max. Max Depth Distance from

Number Name Description Length (m) Width (m) Height (m) (m) shore (km)

CR12-AA Konavoske Stijene Merchantman 30 10 1.2 93 1.3

CR12-AB Cape Lokvica Merchantman 45 12 1.5 86 1.6
CR12-AC Landing craft 7 3 1.1 88 0.6
CR12-AD Landing craft 9 5 1.5 89 0.7
CR12-AE Modern shing boat? 30 12 1.2 61 1.1
CR12-AF D2 WWII minesweeper 55 9 5.2 83 2.0
CR12-AG Giuseppe Garibaldi WWI cruiser 107 18.5 14.0 123 5.5
CR12-AH Ardor WWII tanker 150 20 12 76 0.5
CR13-AA Cape Kostur Sailing vessel 28 7 2.2 43 1.3
CR14-AA Fiberglass small boat 4.6 1.5 0.8 40 0.2
CR14-AB Cape Pelegrin A Wooden vessel 15 5 1 69 1.2
CR14-AC Cape Pelegrin B Merchantman 13 6 1 61 1.2
CR14-AD Landing craft 7 2.8 1.2 67 0.7
CR14-AE Cape Sv. Petar B Merchantman 12 5 1 28 0.5

Figure 2. Models of multibeam coverage at the a) Garibaldi site (squares on x-y plane are 77 m) and b) the Ardor site (squares
on x-y plane are 22 m). (ICUA and RPMNF)

out circular scans from known points xed by GPS
provides the archaeologist with the opportunity to plan
and record submerged sites quickly and effectively.
Wreck-site overview
Results from the 20102014 eld seasons in Croatia
include ten modern sites, one wreck-site that is post
medieval, one possibly from the Byzantine era, and
two that date to the ancient era (Fig. 1). This article
will provide brief information on the modern sites and
treat the four wreck-sites from the ancient to post
medieval eras in more detail. Table 1 provides the basic
information for the sites; names for three of the modern
sites are given as it is with some certainty that their
identication is secure.
CR12-AG: Giuseppe Garibaldi
Although outside of the survey area, this modern
wreck-site was surveyed in order to calibrate the
multibeam system. This opportunity allowed the
team to produce an integrated representation of
the site through multibeam survey (Fig. 2a). The
Giuseppe Garibaldi appears to be lying in two inverted
sections: one is approximately 8718.3 m and extends
14.8 m above the seaoor, the second is approximately
47 m to the WSW and measures nearly 2013 m.
This armoured cruiser was built in 1901 in Genoa;
its dimensions were 111.618.2 m. The Giuseppe
Garibaldi sailed into the waters of Konavle on 18
August 1915 with a mission to shell the railway
near Cavtat. On being hit by a torpedo launched
by the Austro-Hungarian Navy submarine U-4, the
cruiser sank with a crew complement of 578, 53 of
whom perished (Frka and Mesic, 2012: 36875). The
rst dives on this site were made in 2009 and 2010
by technical divers of the Dragor Lux team, and
several videos of the upper part of the ship were
produced (Dragor Lux, 2010). It appears from the
multibeam survey that the damage to the ship was

2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society. 269
NAUTICAL ARCHAEOLOGY, 45.2

Figure 3. a) Ramp of landing craft CR14AD; b) sector scan of landing craft CR14AD (measurements via sonar software:
7.02.81.2 m); c) image of CR14AB, Cape Pelegrin A; d) model of multibeam coverage at the D2 site (measurements via
sonar software: 55.09.05.2 m). (a-d: ICUA and RPMNF)

catastrophic, possibly indicating that the ship split in
two.
CR12-AH: Ardor
A known modern wreck to divers, the Ardor lies off a
rocky promontory near Molunat. Technical divers
of the Dragor Lux team had noted its upright
position and very good state of preservation, lying
at a seaoor depth of 85 m. Multibeam bathymetry
of the entire site and surrounding seaoor show it
to lie in a NE-SW orientation, with the uppermost
portion of the wreck at 76 m of depth adjacent
to a large submerged rock formation (Fig. 2b).
Moreover, the forward third of its hull is split
apart and lies at an angle to the remainder of the
ship. The Ardor was a tanker, 149.2319.210.55 m,
built in 1927 at the Ansaldo San Giorgio shipyard
in Genoa. It was sunk by the German air force in
September of 1943 during a return to Italy after Italian
capitulation. Popular knowledge has it that the rst
attack the ship was greatly damaged and left burning,
and oated at sea for two days until crashing into rocks
along the coast. Here, the German planes returned
and sank the vessel; this second attack causing the
hull to break apart. Local villagers pillaged food and
equipment from the ship while it was damaged but still
aoat.
Military landing craft
Three landing craft (CR12-AC, CR12-AD, CR14-AD)
were located within 1 km of one another, offshore near
Konavoske Stijene. Each of these vessels was situated
upright and there was no obvious damage seen during
their brief inspections (Fig. 3a, b for CR14-AD). Each
had a characteristic box shape, a ramp at the bow, a
deck house in the stern, and appeared to be tracked.
No material was located in the cargo area in any of
the three craft. One had its ramp in the down position
(CR12-AC) while the ramps of the others were up
and secured. Identication of these as landing craft
is conclusive, but their size and conguration may
indicate they are a type of Landing Vehicle Tracked
(LVT) that was developed by the US during WWII and
remain in use today. Small amphtracks such as these
were subsequently manufactured by many countries
and used for the transport of cargo or a small force,
and were often deployed in squadrons. Given their
location, it is possible these particular vehicles were

270 2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
L. BEKIC & J. G. ROYAL: THE CROATIA COASTAL SURVEY: 20122014
employed by the Yugoslavian army (JNA) during the
mid 20th century. There is an unconrmed report that
Yugoslavian army attempted to land several craft that
sank in the process (D. Goricki, Dragor Lux Ltd,
pers. comm.), while other unconrmed reports indicate
the Yugoslavian army sank their own landing craft by
accident during the Homeland war in early 1992, while
carrying journalists. Other information from Zoran
Delibasic of the Zg Sub diver team relates that former
JNA officers witnessed the sinking of a few such landing
craft in the early 1960s during military manoeuvres,
and this was considered a military secret in the era of
communist Yugoslavia.
CR12-AF: D2
Approximately 5 km to the south-east of Molunat
are the remains of a long, narrow vessel that is
clearly of the modern era. Based on the multibeam
image the wreck appears intact and is possibly
lying nearly upright on the seaoor (Fig. 3d). The
ROV was not deployed on the site as the risk to
equipment on low-visibility sites with large structural
components is not warranted. Divers from Zg Sub
conducted dives at the site in 2006 and captured
video of a portion of the wreck-site. Because of poor
visibility, the divers initially assessed the site to be a
submarine and this description has remained in popular
knowledge. Later on, it was determined this was the
site of a minesweeper, D2 (ex-36, ex-Uhu), built in
1888 at Arsenal, Pula, with dimensions of 39.04.5 m
and a draught of 1.1 m. It was used by various armed
forces and sank in 1944 while in German service during
the retreat from Boka Kotorska port (D. Goricki,
Dragor Lux Ltd, pers. comm.).
Other modern vessels
What is thought to be a moderate-sized shing vessel
(CR12-AE) was located in the portion of the survey
area south-east of Molunat; the jumble of debris
comprising the site was difficult to discern due to poor
visibility. On the surface of the site are nets, cables, and a
type of winch along with other metal debris. An anchor
of lunette shape and what appear to be triangular ukes
is also present. Whether this large amount of shing
gear and deck equipment is an early modern shing
boat or, less likely, material trapped on other wreck
debris, could not be discerned and would require the
debris to be removed.
A small, apparently breglass shing boat (CR14-
AA) was discovered near the coast opposite Cape
Zarubaca; this boat is typical of those used by local
shermen around the Dubrovnik and Cavtat area, often
operated by a single individual.
During the 2013 eld season, what appear to be the
remains of a sailing craft (CR13-AA) were discovered
in Zupa Bay, south of Cape Kostur. Diver and ROV
2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
inspection of the vessel were hampered due to extremely
poor visibility, yet revealed an apparent two- or three-
masted wooden sailboat of about 30 m in length and
scattered metal elements. Its wooden hull is preserved
to approximately 0.2 m above the silt, where frame
ends are visible between the outer hull and ceiling
planks. Deck planks are also observed on the vessel.
The vessels hull has a rounded stern, where remains of
the rudder are visible, and tapers to a ne bow. Three
posts jutting out of the deck area are likely the remains
of masts; the central one is preserved to a height of
more than 2 m, where it is broken and has a section
hanging to the side entangled in a shing net. Metal
remains at the forward section include a long box and a
piece of iron bar (collected) that may have been railing.
A large iron anchor sits on the vessels deck, its stock
and one arm with a tapered uke visible. A fragment
of a yellow, course brick was found outside of the hull,
but it is not certain if it is associated with the vessel.
Contours visible outside of the ships hull are believed
to be half-buried remains of the ships superstructure or
cargo. Based on the level of preservation and artefacts
an operational date in the 18th or 19th century is
likely. Future diver investigation is programmed by
ICUA in order to better ascertain the nature of the
site.
Another small vessel (CR14-AB, Cape Pelegrin A)
was found off the point of Cape Pelegrin. Observation
indicated this wooden vessel has undergone
degradation of many of its timbers leaving frames
clearly visible (Fig. 3c); it is possible that these are
metal frames left exposed after the wooden hull
strakes deteriorated. A sector-scanner image of the
site reveals an elongated outline of the vessel that
forms a depression with the frames discernible, debris
scattered directly around the hull remains, as well as
slight mounding of sediment around the site. ROV
investigation indicated some of this debris was large
metal and/or stone objects, several metal(?) beams, and
elongated objects of some durable material amid the
frames.
CR12-AA: Konavoske Stijene
A disorganized wreck-site was identied over 1 km
offshore comprised of broken and scattered ceramic
artefacts within a mud-sand mound. The sector-scan
imaging of the site revealed a roughly ovoid shape
with two central depressions, and apparent drag scars
intersecting with it (Fig. 4 inset). The numerous
objects scattered around the site were later observed
to be broken ceramics and some rock fragments. A
concretion was noted in this surrounding debris and
collected (CR12AA-0002). This concreted iron artefact
underwent X-ray analysis at the Ruer Boskovic Zagreb
laboratory and revealed an elongated at iron bar
that gently curves on one side with at least two iron
pegs of rectangular cross-section noted in the surviving
concretion. Identication of this massively corroded
271
NAUTICAL ARCHAEOLOGY, 45.2

Figure 4. Inset upper left: sector scan of the Konavoske Stijene site (measurements via sonar software: 30.010.01.2 m) (ICUA
and RPMNF); artefact images from the Konavoske Stijene site. (ICUA)

iron object remains unclear; however some form of
strap or reinforcement is possible.
In one part of the site an approximately 11 m
exposed concentration of broken tableware and amph-
oras was encountered, the tableware forms included
plates, bowls, and cups. Artefacts collected from the site
(Figs 4 and 5) were a small tableware vessel (CR12AA-
0001); a partially buried concretion (CR12AA-0002);
an entire base portion of a likely transport amphora
that suffered a small break during recovery (CR12AA-
0003); a small pot lled with mud (CR12AA-0004)
as well as a handle of a similar pot (CR12AA-
0010); and a cooking pot with a portion of the rim
lost presumably during recovery (CR12AA-0005)
(Table 2). The possible transport-amphora base
(CR12AA-0003) presented ridging on the interior
surface of its thin body, which averages 50 mm in
thickness. Its reddish-brown (Munsell 10R 3/6, wet)
fabric with white, micaceous, and light grey inclusions
was clearly visible at a fresh break. From the angle
of the curvature of the body this amphora attained
a maximum width of perhaps 350 mm at a location
either near the base, or it had a relatively short, glob-
ular overall shape, with a rounded base that is
slightly attened on its bottom. A sample was taken
for petrology analysis performed by Pina Franco
at the University of Southampton Archaeological
Laboratory: red fabric core (Munsell 2.5YR 5/8),
coarse-medium grained and micaceous. There is a
common amount (20 to 25%) of ne quartz; 0.25m
in size, which is well-sorted at magnication 10. The
main inclusions are mica, commonly scattered in
the clay matrix, and rare (3%) rectangular, hard,
grains (feldspars?) 2mm and >2mm in size; voids
are also present in the fabric. Petrology analysis
offered a potential Aegean or East Mediterranean

272 2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
L. BEKIC & J. G. ROYAL: THE CROATIA COASTAL SURVEY: 20122014
Figure 5. Artefact from the Konavoske Stijene site. (L. Bekic, ICUA)
origin, and similar to that of type LRA 5/6 (Franco,
2013). However, without the rim, neck, or handles,
any identication is admittedly tenuous and not
conclusive. A bulbous and slightly attened base on
a globular amphora are indeed features associated
with LRA5/6 amphoras, such as those dated to the
late Byzantine and Umayyad periods, such as those
found at Ramat Rahel, Israel (Arthur, 1989: 86,
g. 6), Humeima, Jordon (Amr and Shick, 2001:
119, g. 4, no. 8), and Jaresh, Jordon (Shaefer,
1986: 436, g. 13; Uscatescu, 2001: 68, g. 3.3).
The latest series, Pieri type 3, produced from the
late 5th to mid 8th century CE with Pieri type 5
(Riley, 1979: 2312; Pieri, 2005, g. 3; equivalent
to Peacock and Williams type 63, 1991: 216) has a
fabric described as predominantly reddish-brown with
micaceous and limestone inclusions (Zemer, 1977: 73),
that is similar to that noted for the amphora on the
Konavoske Stijene wreck-site (see also Reynolds, 2003
for similar forms). Further investigation of the site to
discover diagnostic rim-handle portions is necessary
to provide conclusive identication and narrow the
operational date range.
This fabric prole is consistent with the other
ceramic examples in appearance, which include the
2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
nearly intact pot (CR12AA-0004), fragment of a
similar pot (CR12AA-0010) and the small two-handled
pot (CR12AA-0005). Each of these pots features
vertical rims with a slight concavity on their interior
surfaces. The handles of each extend from the rim
to a point just above the point of widest diameter,
with somewhat ear-shaped proles and rounded cross-
sections. Although without exact parallels, these pots
are similar to cooking and tableware also dated to
the 5th8th centuries. Comparable forms include a
pot from Tarragona dated to the late 5th century
(Macias Sole, 1998: g. 2), pots dated to the 7th century
from the well-known Crypta Balbi site (Ricci, 1998:
g. 3.4), pots of the 71/72 forms from the 7th8th
century found at Crecchio (Staffa, 1997, 1998: g. 20),
and a 7th8th-century pot from Otranto (Arthur
and Patterson, 1998: g. 9). The forms of this ware
are also reminiscent of the nds from the Yassada
shipwreck, specically examples P56 and P60 (Bass
and van Doorninck Jr., 1982: 17980, gs 8.16, 8.17).
The bottom portion of another piece of thin-bodied,
course tableware (CR12AA-0001) is relatively small, a
maximum diameter of approximately 110 mm, and has
a at base; this was possibly a cup or a small, spouted
vessel.
273
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Table 2. Artefact measurements from Site CR12AA, Konavoske Stijene wreck (cm)

Artefact
Number -0001 -0002 -0003 -0004 -0005 -000501 -0005-02 -0010

Material Ceramic Iron Ceramic Ceramic Ceramic Ceramic Unknown Ceramic

Group
NAUTICAL ARCHAEOLOGY, 45.2

Category Tableware Concretion Transport Transport Tableware Tableware? Unknown Transport?

Sub-Category Bowl? Fastener? Amphora Amphora Bowl Unknown Unknown Amphora?
Condition Fragment Intact? Fragment Fragment Fragment Fragment Fragment Fragment
Max L or Ht 5.8 29.2 14.2 22.3 15.9 2.9 3.4
Max W or 11.0 11.2 30.2 27.7 2.6
Diam
Body 0.3-0.5 0.40.6 0.3 0.3 1.1
Thickness
Rim Ht / Thick 1.9 / 0.5 0.9 / 0.4 1.5 / 0.3
Rim Type Vertical Vertical
Handle 1.6 / 0.9 1.3 / 1.0
W/Thick
Handle Type / Ear / 8.5 Ear / 6.2
Ht
Base Type / Flat / 5.4 Flat Flat / 9.7
Diam
Munsell Exterior base: Fresh break: 10R 3/6 Fresh break: 10R Exterior base: 5YR 3/4
2.5YR 3/4 3/6
Notes Possibly attened Elongated beehive Globular shape; Rim Diam Max/Min = Small sherd Unidentied
out rounded shape; fragment rim has concave 11.4/9.9, slightly likely from black mass
iron piece with broken on recovery. inner surface; concave inner surface tableware
round Fabric inclusions: many old cracks of rim; coil base with piece
projection small white, sparse and breaks; one incised lines on
micaceous ecks/ new break interior/ exterior; two
angular gray artifacts within:
CR12AA-0005-01,
-02.

2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
L. BEKIC & J. G. ROYAL: THE CROATIA COASTAL SURVEY: 20122014
A visible ochre-coloured layer of hard glaze on the
inner side of the body was detected on cooking pot
CR12AA-0010, yet on none of the others. Glazing
generally argues for a later dating of the material as
its use on Byzantine pottery, for example, becomes
more frequent by the 11th century CE. However,
glaze was in use as early as the 4th century CE
and the ceramics are not conclusively Byzantine in
nature. Importantly there are no comparable such
nds from Croatian sites that would argue for local
or regional workshop origins; hence, the importation
from the Aegean-East Mediterranean suggested by the
petrology remains viable. Early medieval ceramic forms,
particularly coarsewares, are less well documented
than those from earlier periods in the Mediterranean,
and, therefore, further study of this site is warranted
to better document diagnostic forms. At this stage
only a tentative date, and a wide range, can be
offered of the 7th9th centuries CE. If the Konavoske
Stijene wreck falls within this date range, it would
be one of the few wreck-sites found for this period
along the eastern Adriatic coast. An origin for the
cargo is not ascertainable based on the collected
ceramic examples alone given the mix of tableware and
possible amphora fragments, and no dominant cargo
or transport container type presents itself. Aegean
and east Mediterranean amphoras and tableware were
shipped to entrepots throughout the eastern and central
Mediterranean where they were often picked up as
cargo for further transshipment.
The importance of further investigation of this
wreck-site, and others like it, is the potential to provide
evidence for long-distance overseas shipment of goods
in a period where such evidence is rare. Archaeological
evidence indicates varying levels of economic prosperity
and decline within the Mediterranean after the 7th
and early 8th centuries. Compared to earlier periods,
the economic landscape of the Mediterranean world
beginning in this period featured fewer large estates,
fewer transactions in coin, and less evidence for
urban markets and fairs, as well as fewer middlemen
mentioned in economic records who often indicate
more complex economic transactions (Laiou, 2002:
68996). Overland routes for long-distance trade were
altered by the incursions of invading groups such as the
Arabs, Avars, Slavs, Bulgars, and so on, with none more
signicant than the Via Egnatia. Connecting the Italian
mainland through the Adriatic with Constantinople,
the Via Egnatia served as the principal axis through
the Balkans for pilgrims, travellers, merchants, and
soldiers alike. The net effect of increased polities,
the severing of long-distance overland arteries, and a
greater number of local currencies increased economic
regionalization as compared to the preceding Roman
era. Consequently, the efficiency of long-distance
overland transport suffered in these conditions as
ventures were now subject to increased taxes and
conscations associated with a greater number of
political boundaries, as well as increased risk as a result
2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
of the differential levels of protection for travelling
merchants. However, consumptive demand did not
altogether cease, and overseas shipping arguably would
have been a comparatively more economical and
less risky option for long-distance merchant ventures,
as it had a better chance of by-passing political
borders. It is well established that fewer wreck-
sites are documented in the Adriatic and the wider
Mediterranean dating to the centuries after the Roman
period and more intensive investigation of these sites is
critical.
CR12-AB: Cape Lokvica
A large wreck-site discovered in 2012 was noted to
be a mound oriented on a SE-NW axis with cultural
material extending over the entire site. Given the poor
visibility because of the soft, silty bottom layer, a
sector scan was conducted in 2014. The sector-scan
survey revealed numerous clear images of a ship-shaped
deposit nearly 45 m in length (Fig. 6a; subcentimetric
measurements are made within the sonars software);
as the seaoor is featureless for hundreds of metres
surrounding the site, the vessel remains were not
obscured by any natural features. Based on this high-
resolution sonar imagery it is clear the vessel sank
intact and settled on its hull bottom. The sonar images
show a rounded end, presumably the stern, and a clear
narrowed, V-shaped end, presumably the bow. This
V-shaped end rises upwards at its extremity, notable
in the sonar shadow, which is further consistent with
a bow shape. At the centre of the site there are at
least three large anchors, two lie together in opposite
directions with their shafts aligned, with the third
lying close by and almost perpendicular to them.
Their concreted state indicates iron (Fig. 6a-c). This
arrangement indicates stowed anchors either on deck
or in the hold, but their location amidships was not
typical for anchors on deck. Each of the anchors
amidships has a ring at the top of its shaft, with one
anchor shaft having a square cross-section visible in
video documentation. Their arms have a slight curve
at the shaft join until about mid length, where they
curve at a greater angle. The overall form of the three
anchors is a lunette shape with a small peak at their
crowns. In all three anchors their ukes are clearly
triangular. Unidentied material that has a structural
appearance lies below these anchors, and it is possible
that wood remains are located here. On the north-west
end of the site, the possible bow area, are another two
anchors partially buried in the mound. One anchor
has a ring at the top of its shaft. The second anchor
lies approximately 2 m away; the only discernible
characteristics are triangular ukes. Also amidships is
a highly concreted object that is possibly a small iron
gun. During video observation there appeared to be
regularly spaced reinforcement hoops, yet the condition
of the gun makes this unclear. Near the three anchors
are at least eight large (0.51.0 m) stones aligned in
275
NAUTICAL ARCHAEOLOGY, 45.2

Figure 6. Cape Lokvica site: a) sector-scan image of site; b) sector-scan image of anchor and gun amidships; c) image of anchor
amidships. (ICUA and RPMNF)

two rows running along the ship and more are possibly
located throughout the central portion of the wreck-
site. These stones looked smooth with faceted sides in
the video, but their nature is unclear. Based on their
location below other artefacts, these stones probably
formed part of the ships ballast.
Considering the material observed on the surface
of the site, only preliminary hypotheses are possible
and no denitive typologies or dates are proffered.
The form of the anchors provides limited information.
During the 14th and 15th centuries English anchors
developed from curved to straight arms that initially
had an angle of approximately 40 to the shaft,
and by 1600 the arms had widened to around 60;
the ukes being palm shaped (Curryer, 1999: 41).
Conversely, Iberian anchors and those of Italian city-
states typically had slightly bent arms and triangular-
shaped ukes (Smith, 1993: 122). For example, the two
Spanish (or Venetian) anchors found on the wreck
of La Trinidad Valencera (1588) (Martin, 1979: 312;

276 2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
L. BEKIC & J. G. ROYAL: THE CROATIA COASTAL SURVEY: 20122014
Figure 7. The Cape Pelegrin B site: a) amphoras on upper
layer of site; b) stacked portion of amphoras where small type
was also noted. (ICUA)
Figure 8. Amphora samples from the Cape Pelegrin B site; (drawings: L. Bekic, ICUA; photogrammetry models: C. Hutchins,
the lowest portion of the amphoras base sat on a stand during photogrammetry recording and therefore, along with the broken
toe, is not depicted in the model; and images ICUA and RPMNF)
2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
Curryer, 1999: 3840) and those from the 16th-century
Molasses Reef wreck (Keith and Simmons, 1985: 415,
g. 4) had triangular ukes. The two large anchors
from the Venetian Gnalic wreck of the 16th century
located near Biograd Croatia also had triangular ukes
(Beltrame, 2006: 945, g. 1, 2012: g. 6.14; Beltrame
et al., 2014: 39, table 4.1). Triangular ukes are also
noted on the ships depicted in Vittore Carpaccios Life
of St Ursula at the Galleria dellAccademia, Venice,
dated to 14901496. The anchor arms and ukes on
those of the Cape Lokvica wreck-site are comparable
to those used by Spanish and Italian city-state
vessels.
It would be routine if a gun were present on what
appears to be a merchant vessel operating during the
Renaissance era. By the late 15th century, merchantmen
in the Mediterranean were arming their vessels with
wrought-iron swivel guns; this trend continued to
become a common practice in the 16th century in light
of the increased dangers of operating in a competitive
and hostile sea (Tenenti, 1967; Lloyd, 1981; Anderson,
1995: 1824; Royal and McManamon, 2009: 1101).
The anchors, as well as the gun, appear similar to those
found on the Galley A wreck from Turkey of the
same era (Royal, 2006: 197201). The approximately
45 m length of the Cape Lokvica wreck-site indicates a
277
NAUTICAL ARCHAEOLOGY, 45.2

Table 3. Artefact measurements from site CR14-AC, Cape Pelegrin wreck (cm)

Artefact Number CR14AC-0001 CR14AC -0002

Material Group Ceramic Ceramic

Category/Sub-Category Transport/Amphora Transport/Amphora
Type Lamboglia 2/Dr. 6A Lamboglia 2/Dr. 6A
Condition Rim-neck-handle fragment Intact, toe missing
Degree of Encrustation 25% 25%
Ext. Color/Munsell 7.5YR 3/4 dark brown 7.5YR 3/4 dark brown
Int. Color/Munsell neck 7.5YR 3/; 10YR 4/6 dark yellowish brown
shorthandle2.5YR 4/6
Fabric Color/Munsell neck 7.5YR 3/4; 5YR 5/6 yellowish red
shorthandle 7.5YR 3/3
General morphology Piriform
Max height 92.4
Max diameter 43.3
Shoulder type Rounded
Neck Exterior diameter 10.7 10.8
Neck height 24.2 28.6
Neck type Slight conical Conical
Rim diameter-inner max 11.7 10.1
Rim diameter-outer max 15.5 14.3
Rim width 2.0 2.1
Rim height 5.7 5.6
Rim ledge 0.4 0.5
Rim type Collar Collar
Handle Top 5.0/3.1 6.1/3.6
diam-max/min
Handle Center 4.3/3.8 4.5/3.6
diam-max/min
Handle Bottom 4.6/3.6
diam-max/min
Handle height 32.6
Handle length 35.6
Handle cross-section Slight ovoid Ovoid
Handle prole Vertical Vertical
Notes Ribbing on interior; rim Slightly attened side, from kiln?;
slightly concave on outer ribbing on interior; rim slightly
face and ares at top; concave on outer face and ares
at top; exterior grooves on body.

smaller ship with dimensions, akin to those of a caravel
or carrack, types of vessels common to the Adriatic in
the 16th century. Only further research will determine
the exact association.
CR14-AC: Cape Pelegrin B
A largely intact amphora mound, with two layers on the
surface and at least one layer lying buried beneath, was
located a signicant distance from shore on a sand-mud
bottom. Given the height of the sand mound beneath
the exposed amphoras, hull timbers are likely present as
well. The sector-scan images reveal an irregular ovoid-
shape site that does not have discernible drag marks
around it, as found on other sites (Fig. 2a), possibly
because its location between Dubrovnik and Cavtat
where heavy boat traffic limits such shing. A few
examples of numerous small objects nestled into the
sediment, at distances of up to 20 m from the site, were
seen to be amphora fragments.
Many of the amphoras have heavy marine growth
that obscures identication; however, all but one of
the numerous visible amphoras were type Lamboglia
2/Dressel 6A (Figs 7 and 8). Two were raised for exam-
ination, a rim-neck-handle portion (CR14AC-0001)
and an intact example (CR14AC-0002)(Table 3). These
amphoras have characteristics of type Lamboglia 2
in their ovoid handles in cross-section, handle prole
and generally triangular rim. Their bodies, however,
are decidedly bulbous towards the base and their necks
elongated; distinctive characteristics of the Dressel
6A type into which the Lamboglia 2 type gradually
developed. Taken together these morphological
characteristics indicate a Lamboglia 2Dressel 6A
transitional phase, probably early in the transition,
and thus a likely date in the early/mid 1st century
BCE.
Sediment was removed in one area of the wreck-
site where several amphoras lie partially buried in
a uniform orientation resultant from their original

278 2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
L. BEKIC & J. G. ROYAL: THE CROATIA COASTAL SURVEY: 20122014
Figure 9. The Cape Sv. Petar B site: a) top of site covered with stone, (ICUA and RPMNF); b-c) individual amphoras exposed
during diver investigation. (ICUA)
stacking pattern (Fig. 7) because of one notably
smaller amphoraapproximately 450 mmobserved
that was half the maximum height of the predominant
Lamboglia 2/Dressel 6A amphoras (Fig. 8). This
smaller amphora features a beaded rim, short handles
that drop from the neck to its upper, rounded
shoulder, an ovoid body shape, with a rounded base;
sediment obscured the base preventing determination
of the presence or absence of a basal knob. Because
it was not possible to lift this amphora in the
time remaining in the project, only a preliminary
identication as a possible Brindisi-type amphora is
offered from in situ observation. This type has a
variety of forms, but ts with the overall morphological
characteristics (see Beltran, 1970: 34957), circulated
during the late 2ndlate 1st century BCE, and can
be found along the Dalmatian coast (Manacorda,
1994; Palazzo, 1994; Palazzo and Silvestrini, 2001);
an example was also found on a wreck-site from
Cavlin shallows in Croatia (Miholjek and Zmaic, 2013:
99).
CR14-AE: Cape Sv. Petar B
Closer to shore an unusual site was located on the
sloping muddy bottom. A sector scan of the site reveals
a distinct oval mound that rises along its centre; many
small objects surround the site at over 20 m distance,
but were noted to be larger stones. Initial investigation
with the ROV was puzzling because of the numerous
small, smooth rocks piled with what rst appeared
to be larger stones interspersed beneath (Fig. 9a). As
the site is at a depth accessible to diving, the ROV
investigation was moved to another site after a video
record was completed, and this deposit programmed
for a follow-up dive investigation. It only became clear
after divers cleared stone and sand that amphoras lay
beneath this covering. The high amounts of marine
growth and stone debris prevented ready lifting of an
example, but photos were obtained. A re-examination
of the video record with this new information revealed
2016 The Authors. International Journal of Nautical Archaeology 2016 The Nautical Archaeology Society.
a large deposit of amphoras covered with the small
rocks. An examination of the ROV video, photographs,
and diver observation indicates the amphoras were type
Lamboglia 2 with tapered body shapes, as opposed
to the later developed piriform shape of Dressel 6A
types, and ovoid handles (Fig. 9a-b). The mass of
small, smooth stones here remains confusing, but is
possibly explained by the shing net caught at the
down-slope end of the site and what appears to be
a metal door of the shing gear to the side of the
site. Our working hypothesis is that a drag net dredged
up rock and mud debris before hanging-up on the
site, where it dumped the material atop the amphora
mound, and was then cut loose leaving the gear near the
site. Further investigation of the site is necessary with
dive operations to address the dense, concreted stone
layer on the wreck-sites surface.
Lamboglia 2/Dressel 6A wrecks in context
The discovery of wreck-sites with cargoes carried within
Lamboglia 2/Dressel 6A amphoras is to be expected
along this section of coast. These amphora types are
not only common in Croatia (Vrsalovic, 1979; Cambi,
1989, 1991; Carre, 1985; Starac and Matijasic,1991),
the wreck-site evidence from Albania, Montenegro,
and Croatia provides the entire developmental stage
from early Lamboglia 2 through later Dressel 6A
forms (Lindhagen, 2009; Starac, 2006; Royal, 2012).
The Lamboglia 2 type itself likely deriving from,
and at the least heavily inuenced by, the later
forms of Greco-Italic amphoras (Romano, 1994, 60
88) and was widely produced in the Adriatic. Early
production centres, kilns and wasters, of Lamboglia 2
type amphoras have been found around Vis (Kirigin
et al., 2006; Lindhagen, 2009) and fabric analyses
demonstrate a clay source in central Croatia for
both the terrestrial and wreck-site nds (Bruno and
Sfrecola, 1995: 8391; Sondi and Slovenec, 2003, 251
63; Lindhagen, 2009, 838). Production centres are also
found along the eastern Italian coast from a range
of periods (Carre et al., 2014: 41928). An up-to-date
279
NAUTICAL ARCHAEOLOGY, 45.2

assessment of evidence clearly demonstrates types Conclusions

Lamboglia 2/Dressel 6A were produced in both south-
Results from this relatively small portion of the
eastern Italy and central Croatia. From production
Croatian coast corroborate those from other areas
centres spread across the Adriatic, the Lamboglia 2
of the eastern Adriatic in that signicant wreck-sites
type was widely distributed and undoubtedly resulted
are found distant from shore and at depths outside
in the establishment of further production sites in
of practical diver survey. Data from these and future
southern Italy and central Dalmatia. By the mid 1st
sites placed within the context of material from along
century BCE, this type transitioned into type Dressel
the entire eastern Adriatic coast are slowly building a
6A and the production sites during this transitional
more rened understanding of maritime trade from the
period expanded to include Tyrrhenian Italy (Martinez
ancient through to the Renaissance periods. Moreover,
Ferreras et al., 2015: 2835, 2905). The Cape Pelegrin
continued research illuminates both the prominence
B and Cape Sv. Petar B wrecks carried what are
and importance of the eastern Adriatic route, as well
homogeneous cargoes of their respective amphora
as its role in the wider Mediterranean trade networks.
types, with only a single example of another type found
A wealth of archaeological material awaits discovery in
on the Cape Pelegrin B wreck. Such homogeneous
this deeper littoral zone, and, equally importantly, there
cargoes t with the majority of those wreck-sites
is a substantial amount of submerged cultural heritage
found in this area, as well as those in Montenegro
that must be documented for protection. It is not only
and Albania, and provide additional evidence of Vis
the ancient material that is to be considered. Wreck-
as one of the major production centres throughout
sites such as Cape Pelegrin A and the wooden sailing
the developmental history of the Lamboglia 2/Dressel
ships off Cape Kostur most probably sank more than
6A types (Cambi, 1989; Royal, 2012). Arguments to
a century ago and thus would fall into the category
conne the production centres of these types exclusively
of cultural heritage according to the official standards.
to either the eastern or western Adriatic coasts run
This places them under the protection of both the
counter to the corpus of evidence to date. It is expected
UNESCO Convention 2001 and Croatian cultural-
that as the survey continues northward, discoveries of
heritage law. In this respect, these, along with the
wreck-sites with homogenous cargoes of these types will
ancient, medieval, and renaissance nds, are valuable
continue.
for the protection of Croatias maritime heritage.

Acknowledgements
The authors wish to thank the team members of ICUA, the Croatian Ministry of Culture, the Croatian Ministry of Defense, the
US Embassy in Croatia, FKCC in Key West, Florida for arrangements in the use of remote-sensing equipment, Ocean Server
Technologies for assistance with AUV operations and equipment logistics, Highland GeoSolutions for technical support, MTCS
for ROV pilot logistics, Dragor Lux Ltd for site information, and the port authorities of Dubrovnik.

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