2007:1182 - RIVER BOYNE, Drogheda, Louth

During monitoring by Kieran Campbell of a capital dredging scheme for Drogheda Port in November 2006 (Excavations 2006, No. 1348, 06E0837), the remains of a well-preserved clinker-built shipwreck were discovered. Since the wreck was located within the navigation channel for Drogheda Port, avoidance was not possible and its excavation and recovery deemed necessary. The subsequent full excavation and lifting of the wreck was carried out by the Underwater Archaeology Unit of the Department of Environment, Heritage and Local Government, in co-operation with the National Museum of Ireland and Drogheda Port Company, between January and July of 2007. The wreck was fully submerged at all times at a depth varying between 1m and 5.5m, with excavation and lifting being thus carried out by archaeological divers from an anchored dive platform.
The wreck when found was orientated roughly north–south in the tidal range of the River Boyne c. 2km east of Drogheda, with the stem pointing towards the south. The vessel measured c. 9m in length and c. 3m in width and with stem- and sternposts preserved in situ this constitutes almost the full original length of the wreck. At the time of its discovery the vessel was almost entirely covered by river silts, with only a few timbers exposed. The exposed timbers showed distinct signs of wear as a result of erosion, indicating long-term exposure of certain parts of the wreck. The vessel lay on its starboard side, which remained largely intact, while most of the planking on the port side was missing, having been exposed to continuous erosion over time. Only five strakes of planking remained in situ on the port side and were best preserved towards the bow and stern end of the vessel. As the starboard side of the vessel was lying flat on the riverbed it was much better preserved, with up to fifteen strakes of planking and parts of the gunwale surviving. The condition and structural integrity of the planks varied, depending on their location within the wreck. In general it can be noted that hardly any sections were found still fastened together. The survival of the timbers in their more or less original location can be attributed to the suction of the underlying clay and the pressure of the overlying sediments.
The internal framing of the vessel consisted of eleven floor timbers and seven side timbers, all of which were found on the better-preserved starboard side of the boat. With clinker being a shell first construction, iron fastenings known as clench nails, located between the planking and keel, formerly held the hull together. The frames acted as internal support for the structure and were largely fastened to the hull by wooden pegs, so called treenails. However, occasional iron spike nails were also used. A small mast step timber was found at the bow end of the wreck and the main mast step timber in the mid-ship section. The keel consists of a single c. 6m-long oak timber and was fastened to stem- and sternpost by scarf joints and iron nails. The garboard strake planks were fastened to the keel by iron nails. Construction and fastenings at the sternpost indicate that the boat was originally steered with a stern rudder.
In addition to the well-preserved remains of the boat, a total of fourteen partly preserved barrels were found within the hull of the wreck during excavation. All of the barrels lay sideways, parallel to the axis of the vessel. In all cases the top part of the barrel was gone, which can be attributed either to collapse due to sediment pressure from above or natural erosion. The lower parts of the barrels, however, were mostly well preserved, with several staves, heads and cants found in situ. The in situ preservation of the staves also allowed for the survival of the delicate organic hoops in the sediment underneath. These hoops appear to be of split hazel and were bound together with organic binding, possibly willow. Eleven of the fourteen barrels were of almost identical dimensions and appear to represent a specific barrel size. Several barrel components carry incised marks, mostly in geometric designs, but more elaborate designs are also present, as is roman numbering.
The excellent conditions for preservation at the wreck site have allowed for the possible survival of the residue from the contents of the barrels. This dark-brown organic residue was found in lumps within two of the barrels, as well as adhering to several staves. The organic residue was found in at least nine of the barrels and has no obvious texture or smell. The only visible clue to its original nature is the recurring presence of fish scales and bones. It is hoped that the analysis of this organic residue will reveal what was formerly contained within the barrels, which in turn would give vital information on the original function of the wreck and its possible involvement in local trading activities. Only a few other artefacts were discovered during the excavation that could be safely attributed to the wreck. The two most notable finds include a small wooden cup, which is carved out of a single piece of wood and may have been a personal belonging of a member of the boat’s crew. The second artefact of note is a small pulley block, representing the only surviving remains of the upper rigging components of the boat.
Preliminary dendrochronological dating of the vessel indicates a construction date of around ad 1520. This late medieval date is also mirrored in some of the vessel’s constructional details, such as the presence of two masts and stern rudder steering. Construction, rigging and steering show that the Drogheda Boat was well suited for navigating on the River Boyne as well as being capable of sailing along and across the Irish Sea. A series of specialist analyses are in progress, which should shed more light on the construction history of the vessel, the provenance of the barrels and the nature of the cargo carried on the Drogheda Boat. Although signs of repair to the hull of the boat are evident, the age of the vessel at the time of wreckage is as yet unknown.

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