The Norseman Intertidal Wreck (2007 - 2008)

The Norseman Project
(2007 – 2008)
Keith Clark
An Investigation of the Hulk of the Norseman
Noble Coaster to Brothel? - An Investigation of the Hulk of the Norseman
By
Keith Clark
1 Abstract
Residents tales of shady deeds aboard the Norseman and archaeologists desire to
understand the maritime history of the wrecks along the River Hamble, led to an in-depth study of
an inter-tidal site at Swanwick in Hampshire. Evidence of Man working the shores of the Hamble
for sustenance goes back to 100 B.C. In more recent times ships, pleasure craft and ancient
shipyards have been discovered in the thick preserving mud. An examination of the evidence of
maritime activity on the River Hamble was made to establish the importance of the area. An
attempt to trace the history of the few remaining planks of a ship was made to see how it
represented the activities along the river. Desktop research and a non-invasive survey uncovered
a surprising story stretching half way around the World.
2 Aim
Waterways have always formed a key focus point for the advancement of Man. The waters
themselves support populations by providing food in the form of fish, invertebrates, shellfish and
salt. Fast flowing rivers provided energy to power watermills thus supporting industrialisation.
The banks of rivers and coastal areas are often inhabited due to the ease of their defence and
proximity to transport routes and food supplies. Transportation between areas otherwise
inaccessible was made possible by the use of initially crude rafts later becoming the magnificent
ships that made possible the trade between nations. The very same advancements saw man covet
their neighbours’ lands and wealth and resulted in the inevitable use of ships as a method of
extending local disputes to full-scale international warfare.
The River Hamble, navigable for some 7.5 miles from Botley to Southampton Water, in
Hampshire exhibits all of these elements. Archaeological investigations have shown evidence of
people living and working on the riverbanks for over two thousand years. Sea salt was produced
in Bursledon from c100BC – 100AD, throughout Roman times (Shore, 1891, pp.3-20.) until
1865, when rail transport and cheap salt from Cheshire forced the last saltern to close.
Shipbuilding was a major industry for several hundred years and the remains of many shipyards
can still be found along the length of the river. In more recent times the Hamble was used to
prepare boats for use at sea during World War Two. Many plaques can be seen commemorating
these events including one (see Figure 1) recording the preparations for the invasion of Normandy
during the D-Day landings at the Rising Sun pub in Warsash.
NAS Pt. IV Research Project Page 2 of 36

Photo by K. Clark
Figure 1 Plaque at Warsash Commemorating The D-Day Landings

Remains of over seventy ships have been noted along the banks of the river. Many are now
gracefully ageing in the thick preserving mud. However, parts of the maritime heritage are in
danger through increased pleasure boat traffic, new foreshore developments including marinas,
light industrial estates and property developments, dredging and the desire for “sanitised”
landscapes free from the visible remains of the past threaten these hulks.
The Hampshire and Wight Trust for Maritime Archaeology (HWTMA) received a grant to
carry out an investigation of the hulks found along the River Hamble. This project forms part of
the overall effort to record some of the vessels before they are destroyed. The aim of the project
was twofold:-
1. To establish the historic maritime activities along the River Hamble.

2. To trace the history of one particular hulk, the Norseman, through an examination of the
physical remains and historical documentation.
In this case the word hulk refers to a ship that has fallen into disuse. The measurements
taken were to be augmented with a comprehensive photographic record of the existing remains
however; no significant excavation was to be undertaken. The results of the investigations would
be submitted to the HWTMA for inclusion in their wider ranging report.
3 Research Methodology and Survey Method
Little of the early history of the Norseman was known; an assessment of the vessel would
allow the wreck to be placed in its correct archaeological context. Though an easily identifiable
nineteenth century wreck site in poor condition, it could still have been of archaeological
significance. An investigation of both the physical remains and documentary evidence would
allow its importance to be quantitively assessed. Even if found to have been of little academic
significance, the value of the site to the local community could only be increased with further
knowledge.

In order to assess the archaeological potential it was decided to follow standard guidelines
(Oxley et al., 201, p. 15-19) and carry out the following steps:-
• Evaluate the area the wreck was found in. What was the significance of the area in
previous times and what were the maritime connections? This was to be achieved through
a desktop survey of old maps, local history books, and contact with local groups. Further
investigations were to include a search of the relevant National Monument Records,
Hydrographic Office database and aerial photographs.
• A brief assessment of the stability of the site was to be made, was the site stable or under
threat?
• Were there surviving artefacts of archaeological importance exposed on the site requiring
removal, conservation and storage?
• A brief site survey was to be undertaken to position fix the hulk and establish the
dimensions and conditions of the visible remains. This examination was to include an
assessment of the depth of silt covering the remainder of the wreck by careful probing.
The results of the survey to be drawn up in sufficient detail that degradation of the site
could be monitored. A full excavation was outside the scope of this project and due to the
intertidal nature of the site unlikely to be carried out unless found to be of significant
importance.
• A photograph record of the site with suitable scales was to be carried out.
• Key items that would aid identifying the type and age of the ship would be drawn.
• The HWTMA would be provided with a written record of the findings and conclusions of
the investigations.
3.1.1 Choice of Survey Method
The Norseman was located very close to the low water mark of the River Hamble and, at
best, could only be investigated for one hour before and one hour after low tide. Within this two
hour slot all survey equipment had to be accurately deployed, measurements taken and the
equipment removed. It was therefore essential that the assessment survey method was quick and
simple. Several candidate methods were examined and evaluated in terms of simplicity,
measurement accuracy, equipment cost and number of people required.

3.1.1.1 Three-Dimensional Trilateration
In this method several fixed primary control points would be permanently deployed into the
surrounding seabed. A tape measure would then be attached to each pole and measurements made
to several other control points (see Figure 2). This would reference the position of each primary
control to each of the others.
Once the control points had been established measurements to significant points of the
wreck could be undertaken using a minimum of four tapes (Barker, 1977, p. 154).
The completed measurements could finally be transferred to a suitable plotting program.
Programs such as “Site Surveyor” automatically carry out geometric calculations to ensure the
measurements taken agree with one another and ensure a very high degree of accuracy.
This method would be ideal for recording accurate detail where surveying time and the
placement of control points was not an issue. However, in the case of the Norseman it was neither
Control
Points
Distance
Tapes
(a) Fixing Control Points
Control
Points
Distance
Tapes
Hull
Outline
(b) Measurement of the Wreck

Figure 2 3-D Trilateration

practical nor desirable to place control points around the site. The wreck was located very close to
a marina and poles could easily snag yachts and motor cruisers. In the case of an accident, survey
poles could have damaged these vessels incurring the owner’s wrath and compensation costs. In
addition the accuracy achievable and time required to cross reference all the control points was in
excess of what was required so this method was discarded.
3.1.1.2 Offset Measurements Using the “Swing” Method
Offset measurements require the use of a baseline stretched centrally along the full length of
the site. A tape is then taken from a point on the wreck to the baseline and swung along the length
of the baseline tape until a minimum distance is measured (Barker, 1977, p. 153). At this point the
offset tape is at ninety degrees to the baseline and the distance along the baseline and offset
distance can be read off (see Figure 3). It is important to remember to record which side of the
Offset tape
swung until
at right
angles to
baseline tape
Baseline
tape
Figure 3 Offset Measurements Using the “Swing” Method
baseline is being measured e.g. to port or starboard.

This method uses very simple equipment, requires few people and is quick to carry out.
However, the use of the “swing method” for establishing a right angle is inaccurate and by using
an additional two tapes a more accurate set of measurements can be taken.

3.1.1.3 Offset Measurements Using the “3-4-5” Method
Once again a baseline tape is used but a different means of establishing a right angle used
(Wilkes, 1971, p.75-77). It will be recalled from Pythagoras Theorem that a right-angled triangle
can be made if the sides are in the ratio of three to four to five. In this configuration the angle
between the baseline and offset tapes will always be ninety degrees (see Figure 4).
5 Units
4 Units
Right
angle
3 Units
Figure 4 Offset Measurements Using the “3-4-5” Method
This method would be quick to establish at the beginning of a low tide survey. Once set up
three people would be required to take the dimensions and write down the measurements. An
increased number of measurements would be taken in areas were the outline changed the fastest,
in this case at the bow and stern. This would ensure an accurate outline of the remains could be
captured.
The method adopted for the survey was the 3-4-5 method due to its ease of implementation,
simple equipment, low cost and accurate results.
4 The Geography of the River Hamble
The River Hamble, located in south Hampshire, is part of the Solent estuarine system that
joins Southampton to the sea. The Hamble has as a fresh water source located at Bishops
Waltham, which becomes tidal as the river approaches Botley. Beyond this the river flows south
into Southampton Water. This was formed by a subsidence between 18,000 BC and 5,000 BC
(Holland, 1971, p. 65) that resulted in a deep-water approach well protected from the worst
ravages of the sea by the Isle of Wight.

5 Shipbuilding on the Hamble

5.1.1 Why Build Ships on the Hamble?
The River Hamble had a number of features that made it attractive to early ship builders.
The subsidence that formed Southampton Water left a deep-water channel with a peculiar double
tide. This produced a twin high water and an effect known as “young flood stand” (Holland,
1971, p. 65-69). The net effect of these two conditions was the Solent and surrounding rivers
experienced a prolonged period of slack or rising waters. This amounted to some seventeen and a
half hours out of twenty-four followed by an accelerated ebb tide. This ebb tide had the desirable
effect of scouring out the navigable channels keeping them clear for shipping without the need for
dredging. A supplementary feature was that the riverbed was soft mud without large rocks, which
made it ideal for berthing ships without risk of damage. Below the mud was a thick layer of
gravel that allowed the building of piers and docks, needed for the manufacture, loading and
unloading of ships.
During the Middle Ages the River Hamble was an important area as it was located close to
Winchester, at that time the capital of Wessex. Following the Norman Conquest, the coastal areas
along the Solent, Hamble and Itchen served as the vital link between England and Normandy.
During the fourteenth and fifteenth centuries West Quay in Southampton was established and
remained a centre of shipbuilding activities until 1690.
An additional and essential feature for shipbuilders was the ready supply of raw materials,
in particular oak and elm. Ships required a great deal of wood close to the point of production, as
transport costs were high. When HMS Victory was built it required the wood of seven hundred
oak trees (Holland, 1971, p. 30). Smaller vessels such as a seventy-four gun ship needed the wood
of over sixty acres of century old timber, this equated to an area covering 30 full sized football
pitches. Raw materials were supplied from the New Forest, Titchfield Park, Forest of Bere, Eling
and Botley.
5.1.2 Maritime Connections on the Hamble
The presence of great ships on the River Hamble had been well documented and the
remains of some of these ships and shipyards are evident today.
One of the first recorded ships built on the River Hamble was the George (Holland, 1971, p.
67). Launched in 1338 this ship was commissioned by Edward III and blessed by Adam Arlton,
Bishop of Winchester.
In 1418 one of the largest ships built in England to that day, with a displacement of 2,750
tons was towed to the River Hamble to be fitted out and loaded with stores. The Grace Dieu was
built as Henry V’s flagship but suffered a rather short career. In 1439 it was stuck by lightening
and caught fire. It was later towed further upstream to Lower Swanwick, near the wreck of the
Norseman, where it later sank into the mud (Clarke et al., 1993, pp.21-44). The timbers of this
protected wreck can still be seen today on low water spring tides. The licensees for the site are
Southampton University.
In 1786 The Elephant, Nelsons flagship at the Battle of Copenhagen (Tripp, 1973 p.126),
was launched from Bursledon. In the years between 1803 and 1814 a further 15 ships were built

for the Navy. The Victory cottages still exist at Swanwick that were said to house the shipbuilders
during the Napoleonic wars.
In addition to these are the signs of human activity demonstrating the population was active
along the shores of the Hamble (see Table 1, HWTMA website). The most evident remains
represent the Medieval and Post Medieval periods.

Evidence of Shipbuilding and Human Activity Along the Hamble
Function Location Function Location

Coopers Hard for cross Warsash Possible dock associated Hoe Moor Creek
river ferry (1493) with Hoe Moor
Brickworks (19th century)
Salterns (1698) Hamble Point Timber processing and Dock creek and Dock
exporting site (post Copse
medieval)
Shipbuilding site (15th Church Creek Slate Mound – probably Upper Hamble
century) dumped ships ballast (post
medieval)
Hard (medieval) Curbridge Creek Shipbuilding yard (1783) North of the M27
Boom Defense, small Hamble Shipbuilding slips (1783) Swanwick
wooden fort (15th century)
Ships bank, landing place Hook Point Dock (1783) North of Hamble
for monks from Netley
Abbey (medieval)
Early sea defenses (1610) Bunny Meadows Timber yard (17th century) Pinkmead
River crossing (possibly Bursledon Timber pond (1870) South of Hamble village.
Roman?)
Location of Roman Badnam Creek Slipway (1870) Warsash
pottery finds.
Figures in brackets refer to earliest known record of remains.
Table 1 Selection of Archaeological Remains Along the River Hamble
Figure 5 Map from 1870 Showing a “Hard”(Circled) at Swanwick

Photo K.Clark
Figure 6 Part of Parsons Yard Slipway

In addition to the hards (see Figure 5), slipways and sea defense there was a substantial
industry for building naval ships. In the period 1690 to 1820 (Holland, 1971, 24) there were
fourteen naval dockyards in Hampshire alone (see Table 2).
Portsmouth Bursledon
Hamble Warsash
West Quay Chapel
Northam Redbridge
Eling Bailey’s
Hard
Buckler’s Hythe
Hard
Lepe Gosport
Table 2 Naval Dockyards in Hampshire (1690 – 1820)

The remains of one of the slipways (see Figure 6), that of Parsons boat yard, can still be
seen today at low tide immediately in front of Warsash Yacht Club. This boat yard was active at
the height of the Napoleonic War between 1790 and 1804.

5.1.3 Why Did The Shipbuilding Industry Decline?
The downfall of shipbuilding on a large scale in the area was primarily due to two reasons
(Holland, 1971, p. 164–172). Firstly the Napoleonic War with France came to an end, reducing
the number of naval vessels required. Secondly new shipbuilding techniques allowed the
construction of ships from metal rather than wood. Thus the need to build ships close to large
forests was removed.
However in more recent times the traditions of shipbuilding have been kept alive on a
smaller scale by the rise in private ownership of pleasure yachts. The number of craft on the
Hamble has risen by a factor of ten between World War II and the 1980’s. However, the raw
materials of oak and elm have been replaced with modern plastics and composites.
6 Investigations into the Norseman

6.1.1 Preliminary Site Visit
Prior to the detailed documentary research and survey a preliminary visit was made to the
site to establish conditions, take approximate dimensions and take basic photographic evidence to
aid project planning.
Wreck
of the
Norseman
Photo copyright Microsoft Corporation
Figure 7 Location of the Norseman

The wreck of the Norseman is located approximately 120 metres south of the car park on
Swanwick Shore Road at Swanwick, Hampshire and lays some 70 metres from the shoreline in
thick, deep silt. Inspection of the site was best accomplished in a diver’s drysuit, as Wellington
boots would soon be lost. The site was only accessible at low water with the longest working

conditions being available during Spring tides. Figure 7 shows the position of the wreck relative
to the shoreline at low tide.
Initial measurements of length and breadth of the remains were taken. The length from stem
to stern was 34 metres (approximately 111 feet) and the breadth, at the widest point, 6.4 metres
(approximately 21 feet). Whilst the existing remains were not sufficiently intact to measure the
original depth this was estimated to be in the order of 3 meters (10 feet).
In addition to measurements of length and breadth the location of the centre of the stern was
established using a hand held Global Positioning by Satellite (GPS) receiver. The accuracy of this
was estimated to be +/- 6 metres.
Position of the Norseman
Latitude N 50o 52.73’
Longitude W 001o
17.844’
Table 3 Location of the Stern of the Norseman

A low tide was selected and a visit made to the wreck. Cars could be conveniently parked in
the car park and access made to the wreck by following the shoreline before making directly
towards the remains. The depth of silt was variable being firm in some locations but up to 70cms
deep in others. It was essential that there was someone ashore to attract help in case of
difficulties, in addition a fully charged mobile was kept to hand at all times.
Initial investigations showed there was little of the ship remaining above the level of the
surrounding silt. The one exception to this was the bow stempost, which stood 186 cms proud of
the silt. The outline of the hull however was clearly visible though somewhat obscured by a
proliferation of seaweed. The seaweed could be easily removed by hand for more detailed
examination. Most of the hull laid less than 30 cms above the mud. The hull appeared to be of
carvel construction where the planks of wood are laid close together on their edges, attached to
the frames with nails to form a smooth exterior. This was in contrast to clinker construction where
the edges of the planks were overlapped to form an irregular exterior. The details of the way in
which planks were arranged to form the hull were a useful diagnostic feature.
The area around the ship and shoreline showed evidence of brick, tile, glassware and
ceramics. However, none of this appeared to be associated with the wreck itself and was not
found in a sealed context. There were abundant metal artefacts in the structure of the ship
including copper alloy and iron nails, copper bolts and iron tie bars. During these initial
investigations no material was removed from the site.
It was noted that there were many signs of burning of the fabric of the hull suggesting that
the final demise of the ship was due to fire. This offered the chance that local fire brigade records
could be of use during the desktop research phase of the project.

7 Estimating the Tonnage of the “Norseman”
To aid in the investigations of the Norseman it was desirable to estimate the tonnage of the
ship. There were several equations established in the Middle Ages to allow shipbuilders to price a
contract and for owners to estimate capacity. Most of the rules were applied to naval vessels but
could be used as an approximate guide for merchant vessels. Two figures were established, ‘tons
burthen’ or the cargo capacity and ‘tons’ based on the ships dimensions. A rough-and-ready
approximation was that the ‘tons burthen’ was three-quarters of the tonnage. The Mathew Baker
rule of 1582 (Holland, 1971, p. 20) was one of the earliest for calculating the tonnage and shown
below:-
Breadth (ft) x depth (ft) x length of keel (ft)
97.5
Substituting in the values obtained in the preliminary investigations of the Norseman

Tonnage = 239 tons
In 1773 a further formula (Lane, 1964, pp. 228 also Graham, 1956, p.74-88), was adopted
for naval use and shown below:-
(Length (ft) – 3/5 breadth (ft)) x breadth (ft) x ½ breadth (ft)
94
Once again by substituting in the measure values we arrive at an alternative value of
tonnage.
Tonnage = 231 tons
These figures were based on the breadth of the hull remaining today, almost certainly
narrower than the ships dimensions would have been when fully intact. However, these figures
were for a naval vessel, a merchantman or leisure craft would have been lighter, but this was felt
to be a good starting point for desktop investigations.
The results (see Table 4) establish a set of approximate specifications that could be used to
help establish the identity of the Norseman during the documentary research phase of the
investigations.
Provisional Norseman Specifications
Length metres (feet) 34 (111)
Breadth metres (feet) 6.4 (21)
Depth metres (feet) 3 (10)
Tonnage tons {based on dimensions} >230
Tons burthen tons {carrying capacity} 173
Table 4 Provisional Norseman Specifications

8 Results of Initial Documentary Research
Standard texts and guidelines for the marine archaeologist (Oxley et al., 2001, pp.18-19)
inferred that desktop research should be completed before any inspection of a site is carried out
and that things occur in an orderly linear fashion, this is not the case. Invariably the documentary
research is maintained throughout the project in the light of recent finds and discoveries. The
Norseman project illustrated this more involved sequence of parallel events.
Initial evidence for the true identity and history of the Norseman was very poor. The
primary source of information came from the Hampshire and Wight Trust for Maritime
Archaeology (HWTMA) website. The full extents of information provided was as follows:-.
Site No: HAM064
Site Name: Norseman - Swanwick
Period: Post Medieval/ modern
Site Type: Hulk
Description: Remains of the vessel 'Norseman'. Built in 1847. The hulked vessel
was gutted by fire in WWII. The remains are visible on the foreshore from the Public Car
Park at Swanwick.
There was no indication as to the source of data or references provided for further
investigation. It was from this thin evidence that the desktop research was initiated.
8.1.1 Archaeology Data Service Database
A useful source of information was the Archaeology Data Service database (ADS
ArchSearch, 2007) which allowed inspection of the National Monuments Records (NMR’s). The
database was interrogated and a list made of all maritime sites (see Table 5) documented within a
10 km radius of Swanwick. No sites were found corresponding to the Norseman however, the
records did confirm the extensive maritime history of the area in particular the protected wreck
site of the Grace Dieu (number 25 in Table 5).
8.1.2 Lloyds Register of Shipping
A visit was made to the Southampton Central Library to study the extensive historical
maritime records. The first step was to consult Lloyds Register of Shipping. Established in 1875
as an aid to ship owners and shipbrokers this publication classified all British vessels of 100 tons
and over by certain physical characteristics. This information was used to allow the assessment of
commercial risk thus allowing insurance rates to be set. Up until 1890 only British registered
ships were included however, after this date, it included both British and foreign merchant vessels
of 100 tons and more.

The date of build, 1847, quoted on the HWTMA Internet site was used as a basis for the
initial search. No records matching the preliminary specifications were found for dates up to
1900. Whilst the lack of records was disappointing it showed that either the ship was not
registered at all or had been registered at a different time. To ensure nothing was missed the
records for 1951 were inspected. In 1951 there were five entries for ships called Norseman but
none matched the date of build believed to be 1847 or size and weight of the vessel. Further work
No Description Grid ref Subject(s) Period
1 Wood from wreck believed to be Grace Dieu SU 501 105 Wreck of ship Medieval
2 Part of a logboat found in mud on the edge of the River Hamble in 1888. SU 5208 1181 Logboat Roman?
3 English Yacht, EROS, 1907 SU 4811 0497 Yacht Modern
4 English Ketch, J W V, 1908 SU 4811 0497 Ketch Modern
5 English Barge, ROSINA, 1912 SU 4811 0497 Barge Modern
6 Hulk of wooden construction SU 48341 08567 Hulk Post medieval
7 Large timber posts used as moorings or navigational aids. SU 48340 08490 Dock Post medieval
8 Old barge or pontoon abandoned in the marshes SU 48549 08525 Barge Post medieval
9 An abandoned hulk wooden hulk, possibly a hopper barge. SU 48381 08370 Hopper Barge Post medieval
10 Abandoned river barge of wood and iron construction SU 48099 08529 Barge Post medieval
11 A dock creek or hard used for loading timber onto vessels. SU 50676 11150 Dock Post medieval
12 Remains of a wooden dock structure on the north end of Dock Creek. SU 50722 11143 Dock Post medieval
13 Remains of wooden dock structure on south side of the creek. SU 50666 11120 Dock Post medieval
14 An iron built hopper barge in an east west alignment SU 49640 10004 Hopper Barge Post medieval
15 A wooden masted barge moored between the motorway and railway bridges SU 49655 10020 Barge Post medieval
16 On of a group of Iron built hopper barge in an east west alignment. SU 49650 10000 Hopper Barge Post medieval
17 An abandoned crane barge moored alongside an hopper barge SU 49629 09991 Crane Barge Modern
18 One of a pair of hopper barges in an east-west alignment SU 49580 09970 Hopper Barge Post medieval
19 One of a group of iron built hopper barges SU 49550 09964 Hopper Barge Post medieval
20 Iron barge in a north-southalignment. SU 49520 09960 Barge Post medieval
21 An iron barge on a north-south alignment. SU 49460 09951 Barge Post medieval
22 A shipbuilding site consisting of at least three slipways. SU 49299 09185 Boat Yard Post medieval
23 A wooden sailing vessel WILLIAM AND MARY, wrecked 1734. SU 4811 0497 Cargo Vessel Post medieval
24 1926 wreck of a steel barge lost north of the Mother Bank SU 4811 0497 Barge Modern
25 English Warship, GRACE DIEU, 1439 SU 50148 10576 Warship Medieval
26 British Barge, 1890 SU 4538 0837 Barge Post medieval
27 English Ketch, HUDIBRAS 1895 SU 4538 0837 Ketch Post medieval
28 British Cutter, ELIZABETH, 1900 SU 4538 0837 Cutter Post medieval
29 English Smack, ALFRED,1895 SU 4811 0497 Smack Post medieval
Table 5 Sites from The NMR Within 10km of Swanwick
was required to establish the true history of this ship.
8.1.3 Lloyds Register of Yachts
A companion to the Lloyds Register of Shipping was Lloyds Register of Yachts. Published
annually from 1878 until 1980 this was a voluntary register for larger pleasure craft. Subscribers
could have the particulars of their yacht including details of construction, dimensions and
ownership added to the list no matter what its size.
An inspection of this list provided no entries of interest for the years examined (1847 –
1900, 1951 and 1960).
8.1.4 Mercantile Navy List
The Mercantile Navy List is one of the most useful references for maritime historians and
archaeologists. This was compiled by the Registrar General of Shipping and Seamen and
published from 1857 until 1976 excluding the Second World War (1941 – 1946). It provided a
comprehensive index of the ships’ official numbers, basic ship information including type of rig,

where and when it was built and any previously recorded name. The information gathered from
this reference can be used to form the basis of a more comprehensive ships’ history when used in
conjunction with such references as Lloyds List of Shipping and Lloyds List of Yachts.
The Mercantile Navy List was inspected for the years 1847 – 1900, no records were found
of a Norseman that fitted the remains found. Additional spot checks were made on the years 1951
and 1960 with an equal lack of results. This was a curious result as the estimated tonnage and
alleged British origin dictated that the vessel should have been registered and hence recorded
within this list.
8.1.5 Hydrographic Office Database
Contact with the United Kingdom Hydrographic Office (UKHO) was established in an
attempt to narrow down the search. Established in 1795 by King George III, the UKHO was
tasked with reviewing the 'difficulties and dangers to his Majesty's fleet in the navigation of
ships'. Prior to 1795 all Masters of His Majesty’s ships were required to deposit all their original
survey drawings with the Admiralty. In addition to the cartographic archive, the UKHO maintains
a Wrecks Database containing over 60,000 records primarily located in UK territorial waters.
An application was made for any data on the wreck located at the coordinates previously
established for the Norseman. The wreck did appear on the database (see Figure 8); unfortunately
the results provided no information above that already known.
8.1.6 Fire Brigade Records
It had been seen that the wreck showed signs of burning suggesting that the wreck had
suffered a severe fire, this was confirmed by local resident, Mr Gillett. In an attempt to establish
the date of the fire the local fire brigade was contacted. Unfortunately all records for the period
were either lost or destroyed when the fire service was changed from a national organisation to a
county service in 1948.

8.1.7 Hamble River Authority Archives
Local knowledge is often very valuable when trying to identify terrestrial sites of
archaeological interests; the same is true when trying to identify maritime locations. Since the
Norseman was located on the River Hamble it was appropriate to talk to the local river authority
Latitude = 50 52’.705 N Longitude = 001 17’.748 W [OGB] Square Number = 135 State = LIVE
Wreck Number 19315 Classification =Unclassified

Symbol STP Largest Scale Chart =2038
Charting Comments LENGTH, BEAM CHARTED AS 32X10MTRS
Old Number 013505518
Category Wreck showing any portion of hull/superstructure
WGS84 Position Latitude =50 52’.739 N Longitude = 001 17’.835 W
WGS84 Origin 3-D Cartesian Shift (BW)
Horizontal Datum OGB ORDNANCE SURVEY OF GREAT BRITAIN (1936)
Position Method Air photography
Position Quality Precisely known
Area at Largest ScaleYES
General Depth -2 metres
Vertical Datum Lowest astronomical tide
Depth Quality Depth unknown
Conspic Visual NO Conspic Radar NO
Historic NO Military NO Existence Doubtful NO
Non Sub Contact NO
Last Amended 07/12/1999
Circumstances of Loss
Surveying Details
**11.2.80 ST SHOWN ON RN AERIAL PHOT. INDEX NO.1388/230.
**28.7.81 OUTLINE OF WK, ORIENTATION W/E, SHOWN IN 505242.3N, 011744.9W [OGB] ON PHOTOPLOT PG
1613/1. CHART AS STP [CARRIES INTER TIDAL TINT]. NC 2022 [PORT HAMBLE TO BURSLEDON].
POSITIONS BELOW THIS OINT
P ARE IN DEGREES, MINUTES AND DECIMALS OF A MINUTE
Copyright Hydrographic Office
Figure 8 Extract of Hydrographic Office Data
for further details. However, when contacted they had no knowledge of the site other than its
location and potential hazard to local river users.
8.1.8 Local Papers
Local papers could provide information in several ways. Archive material can be searched
for information relating to specific dates and events. In addition, attempts to gain further
information can be made by placing request for further information from the current subscribers.
In the case of the Norseman project both methods were carried out. Newspaper archives located
at Southampton central library were scanned for specific events concerning the Norseman,
however, the efforts proved fruitless. Without accurate dates one must resort to viewing reels of
microfilm. Each year comprises 4 reels of film each taking at least 4 hours to digest. Therefore,
several days of research were required per year of interest. This method was abandoned, as time
was not available for such a wide-ranging investigation.
A letter was written to the Southern Daily Echo requesting contact with anyone who had
any knowledge of the wreck of the Norseman. This was subsequently published but no one came
forward with further information.

8.1.9 Conclusions of Initial Documentary Research
The initial investigations produced no evidence to support the locally provided information.
No vessel built in, or around 1847, could be found in the standard references despite being of
sufficient tonnage. Other sources of official and less formal sources of information were equally
unproductive. In order to break the information deadlock a more persistent local investigation was
carried out.
9 Local Historians and History Groups
Contact was made with local author, Bryan Woodford, who had recently completed a book
entitled “Warsash and the Hamble River: A History and Guide”. Whilst he had little
immediate knowledge of the wreck his impressive persistence and range of contacts proved
invaluable in the long run.
The first piece of information came from a greetings card drawn by a local artist. The front
of the card showed a drawing of the hulk, in better condition than seen today. However, the
reverse of the card stated that:-
At Lower Swanwick, the end of the “Norseman”. By local reports, this hulk was once a
proud topsail schooner. Built at Poole about 1847, her original cargo would have been potatoes,
but she was later converted at high cost for private use. During the last war she was completely
gutted by fire (not enemy action) and beached here.
This confirmed the build date of the ship described on the HWTMA web site but could
hardly be called a reliable source. The desktop research carried out had thrown doubt on the
validity of this information as no official records could be found confirming the date of build for
any ships called the Norseman.

Photo provided by Warsash Local History Society
Figure 9 The Norseman, bottom of picture, in 1946 on the banks of the Hamble at Swanwick.
The Warsash Local History Society was visited and several of the members questioned
about the hulk at Swanwick. This resulted in an early photograph of the Norseman, taken in 1946,
being provided (see Figure 9). This was a breakthrough as it was the first time the lines of the
ship could be seen. In 2007 little of the ship remained however, the 1946 photograph clearly
showed the hull was that of a yacht rather than a fishing boat or cargo vessel. This data was
however, at odds with that given on the greetings card.

A local resident, Mr Gillett now in his 90’s and living in one of the six listed Victory
Cottages used to house the ship builders from the Napoleonic War, provided further background
information. Shortly before the Second World War the Norseman had been converted into a
houseboat. Shortly after leaving Hamble le Rice the Norseman laid a while at Lands End near the
Jolly Sailor public house. One night, sometime after moving to Swanwick, a “Kelvinator” aboard
Photo provided by Warsash Local History Society
Figure 10 1961 Picture of the Hamble (Norseman Left Hand Side Half Way Up)
the Norseman caught fire and the family on board forced to flee. Mr Gillett rushed up the
gangplank and helped save a mother and baby. Many years later the baby, now fully grown,
returned to Mr. Gillett to trace his family history.
In May 2007 the Warsash Society held an exhibition of items of local history, exhibits and
photographs. These included an aerial photograph of the Hamble taken in 1961 (see Figure 10),
which clearly showed the vessel still in position at Swanwick. A further contact Mr Barrie Clyne
provided a more detailed copyrighted picture of the ship he took in 1963 (Figure 21). A close
examination of the original print showed damage to the stern of the ship whilst the bows
remained relatively intact.

Bryan Woodford continued to question his contacts and eventually Ray Sedgewick, an ex-
Hamble ferryman, said he thought the Norseman had originated from America and had been
brought to the UK in the 1900’s. With this new information a return visit was made to
Southampton Library to inspect the Mercantile Navy List and Lloyds Register of Yachts. Armed
with potentially more accurate dates a new study was made. An inspection of the records quickly
showed that the Norseman was registered with Lloyds of London in 1917 and an ongoing
chronology of ownership established.
10 The American Link
Once the probable identity of the Norseman had been established the attention turned to
America, the place where the Norseman was built. From the UK Lloyds Register it was
established that C & R Poillon of Brooklyn built the yacht in 1881. A search of the Internet
showed that this shipyard produced many famous racing yachts from the early 1800’s and into the
1900’s. It was through one of these websites that contact was made with Ms. Nannette Poillon (a
great-great-granddaughter of Cornelius Poillon fonder of the shipyard). Through e-mail
correspondence much of the early life of the Norseman was finally uncovered.
The Norseman was a keel schooner built for Ogden Goelet in 1881 and the last yacht
overseen by Cornelius Poillon. At sometime it was renamed Alsacienne but as the Norseman it
had the following dimensions at the time of build:-
Length overall = 131 feet
Length along waterline = 112 feet
Breadth = 25 feet
Depth = 11.6 feet
Draught 11.0 feet
Tonnage = 154.32 tons
Sails by Carl Bany of New London

The launch was extensively covered in the local press (see Figure 17) and gave further
details of the build method and materials used. The materials used was further confirmed from the
“Record of American and Foreign Shipping 1883” (see Figure 11). From the remarks column it
Copyright Record of American and Foreign Shipping
Figure 11 Extract of the 1883 Record of American and Foreign Shipping, Norseman Entry 489
could be established that the Norseman was built from oak, a North American larch known as
Hackmatack and yellow pine and constructed with galvanized and copper fittings.
The master of the vessel was John Cauley who remained, according to the “Record of
American and Foreign Shipping”, its master until at least 1897.

Ogden Goelet was a socially prominent building developer who with Robert Goelet
controlled the family fortune of tens of millions of dollars. He joined the New York Yacht club in
1880 and from 1882 provides cups for schooners and sloops sailing over ocean courses off
Photo Supplied by Nannette Poillon
Figure 12 The Norseman at Sea in 1881

Newport in Rhode Island. These cups were regarded as the American equivalent of the British
Queen’s cups. He died on board the Mayflower off Cowes, England on August 27, 1897. The
Mayflower was sold to Ogden Goelet for $1,250,000 and was bought from his estate by the U.S.
Navy and was used as the signing place for the peace treaty following the Russo-Japanese War.
The Mayflower sunk in the Delaware River in 1931 following an extensive fire.
The 1897 record of the Norseman shows that no engines had been fitted at that stage. A
picture of the Norseman was provided by Ms. Nannette Poillon and is shown in Figure 12. Ms
Poillon also provided a fine line drawing of the hull drawn by F. Chevalier (see Figure 13).

Copyright F. Chevalier & J. Taglang
Figure 13 Drawings of the Norseman Taken From a Survey of Half Hulls in 1989
11 Main Survey
The documentary search had been very successful but a physical examination was still
required to confirm the assumptions. A survey was carried out by volunteers using the survey
method outlined in 3.1.1.3 Offset Measurements Using the “3-4-5” Method. In addition, depth
probing was carried out to establish the amount of hull remaining beneath the silt. Results were
documented on pre-printed “Permatrace” record sheets. These were prepared specifically for this
site and ensured all information required was recorded. A brief visual inspection was made for
artefacts in danger of being lost from the site. Finally, a full photographic record was carried out.

There was a distinct difference in the nature of the site between the preliminary and final
survey. During the initial investigations in January the site was relatively free of seaweed.
However, in May when the final survey was carried out, there was considerable marine growth
making conditions more difficult. It would be beneficial to carry out future intertidal site surveys
in the winter months.
Measurements were taken of the outline of the hull (see Figure 14). No attempt was made to
survey the various posts, tanks and assorted metal fittings, as the main object was to establish the
true identity of the ship and the amount surviving. Conditions were extremely taxing due to the
Figure 14 The Surveyed Remains of the Norseman in 2007
depth of mud. In addition the timing of the survey had to be carefully planned to ensure all
activities were completed before the tide encroached on the site and forced the return of the
survey team to the shore.
The majority of the remaining hull is now beneath the surface of the mud (see Figure 15).
Figure 15 Elevation of the Remains Beneath the Surface (Blue Crosses)

Careful probing along the length of the baseline tape showed a maximum depth of 1.45m (4.7
feet). This indicated that, given a hold depth of 11.5 feet, there was approximately 40% of the hull
remaining beneath the silt. The results of the probing did not show a smooth curve, as it was

evident that there were obstructions beneath the silt. These obstructions prevented accurate depth
measurements to the bottom of the ship throughout the length of the boat.
Ceiling Planking 8cm (3.1”)
16cm Frames
(6.3”)
6cm (2.4”) Planking

24cm (9.4”)
68cm (27.1”)
94cm (37.0”)
Figure 16 Measurements Made of the Frames and Planking
Frames were clearly visible with both outer planking and ceiling timbers being present
however, no engine was found. A small section of the hull was excavated to allow measurements
to be made of the frame size and planking thickness (see Figure 16). These figures were then
compared to those described in the Herald (see Figure 17).
It could be seen that the frames were approximately 6 x 9 inches and the planking 2.5
inches and the ceiling planking 3 inches. These measurements compared favourably with the
published values and confirmed that this was in fact the Norseman from America.
Copyright The Herald
Figure 17 Extract from the Herald 1881

11.1.1 Organic Artifacts
Apart from the wood making up the hull of the ship no other organic finds were discovered.
Unfortunately no funds were available to carry out tests to establish the types of wood used or a
dendrochronological analysis to establish the time the timber was cut. This would have been
useful to confirm the identity of the ship as the records (see Figure 11) stated that oak,
Hackmatack and yellow pine were used in its construction. However, informal discussions with
an ex-shipwright confirmed that a small planking sample was indeed a species of oak.
11.1.2 Metal Artifacts
A significant number of metal artifacts were found on the Norseman. Primarily these were
items integral to the construction of the ship and included copper alloy nails, bolts (Steffy, 1994,
p.289), spikes and eyes as well as similar items made from iron. Many of these were found within
the timbers making up the outer hull. Iron bolts were seen in a large hanging knee (see Figure 18)
found lying within the outline of the hull.
Other iron items included a tank (perhaps for either water or fuel) and what appeared to be a
mast or bowsprit support, further metallic items remained unidentified. The iron items were left in
situ due to the lack of funds required for specialist conservation and advice given in the reference
sources (Robinson, 1998, p. 55). Lack of funds and time prevented detailed drawings of all items
but many were photographed.

Photo K.Clark
Figure 18 A Wooden Hanging Knee
Some of the copper alloy items were removed for recording and surface contamination was
carefully removed with a scalpel. The copper alloy spikes were interesting in that the cross
Photo by K.Clark
Figure 19 Supports for Bobstay on the Bow

section was wedge shaped i.e. only two of the faces were drawn together rather than the pointed
nails more widely experienced (see Figure 20).

Sections of copper anti-fouling sheeting were seen on the remains of the hull and stern held
in place with sheathing nails (Stone, 1993, p. 33). Metal straps used to support the bobstay (see
Figure 19), used to steady the bowsprit (Stone, 1993, p. 55-59), were found on the stempost.
Figure 20 Copper Alloy Artefacts, A). Bolt With Washer, B). Spike
When seen on the intact ship these would have been situated just above the waterline.

11.1.3 Ceramic Artifacts
The site around the Norseman was peppered with a variety of ceramic and glass artifacts.
These include Victorian glass bottles, ceramic jug fragments, pot rims and modern debris. There
were also significant quantities of brick and tile, most likely from the days when Bursledon
Brickworks transported its wares via the river. However, none of the items were found in a sealed
context so were not significant to this project.
12 Degradation of and Threats to the Hulk
The River Hamble is the centre of a vast leisure sailing industry and almost all vessels have
a motor for manoeuvring in the sheltered areas of the river. Excessive speed by boats from nearby
marinas cause “prop wash” that accelerates degradation by washing away protective mud.
Wrecks located in low energy environments such as lakes can often survive for a
considerable time. However, when repeatedly exposed to water, sun, wind and tide the effects can
be severe. Timbers without the protection of paint and varnish rapidly dry out producing cracking
and warping.
The wreck was also exposed to the effects of pollution from the nearby Fawley and Hamble
oil terminals. These terminals process some 22 million tonnes of crude oil a year so there was
significant possibility of contamination from oils spills and the effects of dispersants.
Riverside properties in the Swanwick area are highly valued. Swanwick Marina, some 200
metres from the Norseman, have plans in place to transform the area and add a new pavilion, to
relocate and expand the boatyard and add new riverside housing. Whilst not a direct threat it can
be conceived that pressure from an increased number of boat owners may cause the local council
to remove the low water obstruction close to their berths. In addition the Harbour Board have
cleared away derelicts from the Marchwood cooling water outfall in the past and there were
suggestions that more wrecks should be removed from a wider area (Pannell et al., 1962, pp. 761-
780).

Pictures (see Figure 21 and Figure 22) of the remains of the Norseman were obtained
Photo Copyright Barrie Clyne
Figure 21 The Wreck of the Norseman in 1963
Photo K.Clark
Figure 22 The Wreck of the Norseman in 2007

spanning a forty-year period. During that time the degradation of the wreck was dramatic. In 1963
the vessel had been gutted by fire but the main ship’s hull was largely intact. However, by 2007
there was only a small section of the stempost remaining more than 20 cms above the surface.
The ship had not sunk or been ravaged by marine organisms but had simply been ransacked by
people collecting firewood.

This activity has been responsible for the destruction of several of the more accessible sites
along the Hamble. It has only been comparatively recently that the bulk of the general public has
taken a significant interest in archaeology. Prior to the introduction of television programs such as
“Time Team” and “Meet the Ancestors”, archaeology was seen as the preserve of academics. In
recent times there has been a greater desire to understand our past history and preserve what
remains. However, back in the 60’s the hulk was simply an eyesore and a useful source of fuel.
It is hoped that the continuing exposure of the public to the activities of archaeologists will
help foster a spirit of preservation and interest rather than destruction and apathy.
13 Discussion
The investigations of the visible remains of maritime activity along the banks of the River
Hamble have shown the importance of the area stretching back hundreds of years. The river was
protected by the Isle of Wight from the excesses of the weather, whilst the twin high water and
“young flood stand” guaranteed long periods of high slack water. The swift ebbing tide ensured
the river was free from silt.
During the golden age of wooden ships the River Hamble’s importance was secured by a
plentiful supply of good quality timber such as oak and elm. The Hamble’s proximity to the naval
dockyard at Portsmouth allowed the hulls of the ships to be made near the wood supply thereafter
towed down the river for fitting out.
At the end of the Napoleonic War the area slowly declined and the shipbuilding industry
had to make do with repairing barges and fishing boats. Nowadays there is a thriving leisure boat
industry characterised by expensive composite and plastic yachts housed in modern marinas.
During the initial stages of the project it was suspected that the wreck of the Norseman
would turn out to be a slow local coaster bringing produce from Poole to Hampshire. An
inspection of the hull showed the smoother lines of a faster, lighter vessel. Local knowledge
provided photographs and stories that offered the essential leads that guided the investigations to
America.
Access to electronic copies of the “American Lloyd’s Register of American and Foreign
Shipping”, “American Yacht List” and “Record of American and Foreign Shipping” via the
Internet provided a quick, accurate and convenient way of interrogating historical documents
based in the United States. This is a salutary lesson to the libraries in this country that are
forbidden from allowing even a photocopy of the British Lloyds Register to the curious
researcher.
Initial Internet investigations eventually provided the birth of the schooner in Brooklyn,
New York. The owner, Ogden Goelet a rich land developer, raced the yacht (see Figure 22)
successfully for some fifteen years until his death. The ship then vanished from the records for
some eight years during which time it was fitted with a 35 hp auxiliary engine. The Lloyds
Register of Yachts then showed it re-emerge as the Alsacienne with a new owner, Arch. McNeil.
W. T. Van Brunt of the New York Yacht Club maintained the name of Alsacienne during his
ownership whilst Charles Mayer returned the yacht to her original name of Norseman in 1910.
Somewhere between 1916 and 1917 the yacht was registered with Lloyds of London and in 1925
was registered in Southampton England. The Mercantile Navy List shows W. Greenhill owned
the boat 1926 – 1936. The final recorded owner was Ronald Brewis who kept the boat from 1938
until 1949. Around this time the yacht was gutted by fire and official records come to a halt.

Discussions with local residents who still remember her say she was converted to a floating
houseboat around the time of the Second World War and kept in a mud berth at Luke’s Boatyard
in Hamble. This cannot be proved as, unfortunately, the yard caught fire around 1950 and all
records were destroyed. Some people remember the boat being a “place of ill repute”, a brothel
used by service personnel during the Second World War, and it was soon “run out of town”. For a
brief period the Norseman was kept at Lands End near the Jolly Sailor public house before finally
coming to rest on the banks of the River Hamble at Lower Swanwick. The fire was the final
undoing of this once proud racing yacht and today the effects of time, tide and people removing
timber for firewood have taken a heavy toil. If considered important enough the wreck needs to
be protected before the remaining timber and metal artefacts are lost forever.
The survey investigations provided the essential dimensions required to prove the ships’
identity. The length of the remains was consistent with those recorded in Lloyds Register for the
Norseman. The breadth of the remains did not exceed those recorded and the estimated tonnage
approximated the recorded values. In addition the dimensions of frames and planking agreed with
those published by the press at the time of launch. Finally one of the local residents remembered
the name of one of the owners as a Mr. Greenhill, the same name as was documented in the
official records for the Norseman built at C & R Poillon in Brooklyn. This provided absolute
proof that the timbers found at the water edge in Swanwick were once the racing schooner built
for Ogden Goelet in America and not that of a local coaster as initially thought.
14 Conclusion
The cooperation between professional and avocational archaeologists, local historians,

volunteers, local residents and interested parties from abroad, have shown how a relatively
uninteresting pile of old timbers could be turned into a truly successful community archaeology
project. It is hoped that similar projects within the neighbourhood will be rewarded with equal
enthusiasm.
The results of the project will be fed back to all interested parties and the local community.
Full records will be made available to the HWTMA and will eventually be placed in the Sites and
Monuments Records (SMR) to ensure the research is not lost. It is hoped that someone will
interview Mr. Gillet so that his memories of life on the River Hamble can be preserved for future
generations.
15 Acknowledgements
The author gratefully acknowledges the invaluable help and boundless enthusiasm proffered
by the local residents of Warsash and Swanwick in particular Laura Holland, Bryan Woodford,
Barrie Clyne, Eddie Gillett, Ray Sedgewick and the members of Warsash Local History Society.
The staff of Southampton Central Library handled persistent requests with professionalism and
good humour. Without the help of Nannette Poillon and Claas van der Linde the early story of the
Norseman would have been much poorer. Thanks are also extended to Paul Donohue for
logistical support and David Belfield and Laura Holland who helped survey the Norseman in very
difficult conditions. Finally thanks to Dr. Douglas McElvogue from the HWTMA, who provided
support during the long hours of research, planted the idea for the project and helped ensure its
success.

Photo supplied by Claas van der Linde
Figure 23 The Norseman Racing in America
Word Count 8,213

16 Bibliography
ADS ArchSearch, 2007, English Heritage – National Monuments Record, [Internet].

Available from http://ads.ahds.ac.uk/catalogue/collections/blurbs/398.cfm, [cited 4th February
2007].
Barker, P., 1977, Techniques of Archaeological Excavation, 2nd ed., London, Anchor Press,
p. 152-154.
Clarke, R., Dean, M., Hutchinson, G., McGrail, S., Squirrell, J., Recent Work on the
Hamble Wreck Near Bursledon, Hampshire, The International Journal of Nautical Archaeology
(1993), Vol 22.1, pp. 21-44.
Graham, G.S., 1956, The Ascendancy of the Sailing Ship 1850-85, The Economic History
Review, New Series, Vol. 9, No. 1, pp. 74-88.
Hampshire and Wight Trust for Maritime Archaeology, 2007, Home>Projects>Hamble
River Project>When? (Periods) [Online].
Available from http://www.hwtma.org.uk/projects/hamble/when.htm, [cited 20th February 2007].
Holland, A.J.,1971, Ships of British Oak, The Rise and Decline of Wooden Shipbuilding in
Hampshire, 1st ed, Newton Abbot, David and Charles, p. 20, 24, 30, 65-69, 164–172.
Lane, F. C., 1964, Tonnages, Medieval and Modern, The Economic History Review, New
Series, Vol. 17, No. 2, pp. 213-233.
Oxley, I., O’Regan, D., 2001, The Marine Archaeological Resource (IFA Paper No. 4), 1st
ed, Reading, Institute of Field Archaeologists, pp. 18 – 19.
Pannell, J.P.M., Johnson, A.E., Raymont, J.E.G., An Investigation into the Effects of
Warmed Water from Marchwood Power Station into Southampton Water, Proc. Instn. Civ.
Engrs., Vol 23, pp. 35-62.
Robinson, W., 1998, First Aid for Underwater Finds, 1st ed., London, Archetype
Publications, p. 55-59.
Shore, T. W., 1891, Characteristic Survivals of the Celts in Hampshire, The Journal of the
Anthropological Institute of Great Britain and Ireland, Vol. 20, pp. 3-20.
Steffy, J.R., 1924, Wooden Ship Building and the Interpretation of Shipwrecks, 1st ed.,
College Station, Texas A&M Press, p. 289.
Stone, D.L., 1993, The Wreck Diver’s Guide to Sailing Ship Artifacts of the 19th Century,
1st ed, Vancouver, Kit Graphic Ltd, p. 61.
Tripp, H. A., 1973, The Solent and The Southern Waters, 2nd ed., London, Conway
Maritime Press, p. 126 – 129.
Wilkes, B., 1971, Nautical Archaeology, 1st ed., Newton Abbot, David and Charles, p. 75-
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The Norseman Project

Noble Coaster to Brothel? - An Investigation of the Hulk of the Norseman

NAS Pt. IV Research Project Page 2 of 36

Figure 1 Plaque at Warsash Commemorating The D-Day Landings

1. To establish the historic maritime activities along the River Hamble.

3 Research Methodology and Survey Method

NAS Pt. IV Research Project Page 3 of 36

3.1.1 Choice of Survey Method

NAS Pt. IV Research Project Page 4 of 36

3.1.1.1 Three-Dimensional Trilateration

(a) Fixing Control Points

(b) Measurement of the Wreck

NAS Pt. IV Research Project Page 5 of 36

3.1.1.2 Offset Measurements Using the “Swing” Method

Figure 3 Offset Measurements Using the “Swing” Method

baseline is being measured e.g. to port or starboard.

NAS Pt. IV Research Project Page 6 of 36

3.1.1.3 Offset Measurements Using the “3-4-5” Method

Figure 4 Offset Measurements Using the “3-4-5” Method

4 The Geography of the River Hamble

NAS Pt. IV Research Project Page 7 of 36

5 Shipbuilding on the Hamble

5.1.2 Maritime Connections on the Hamble

NAS Pt. IV Research Project Page 8 of 36

NAS Pt. IV Research Project Page 9 of 36

Evidence of Shipbuilding and Human Activity Along the Hamble

Function Location Function Location

Table 1 Selection of Archaeological Remains Along the River Hamble

Figure 5 Map from 1870 Showing a “Hard”(Circled) at Swanwick

NAS Pt. IV Research Project Page 10 of 36

Figure 6 Part of Parsons Yard Slipway

West Quay Chapel

Table 2 Naval Dockyards in Hampshire (1690 – 1820)

NAS Pt. IV Research Project Page 11 of 36

5.1.3 Why Did The Shipbuilding Industry Decline?

6 Investigations into the Norseman

Photo copyright Microsoft Corporation

Figure 7 Location of the Norseman

NAS Pt. IV Research Project Page 12 of 36

Position of the Norseman

Latitude N 50o 52.73’

Table 3 Location of the Stern of the Norseman

NAS Pt. IV Research Project Page 13 of 36

7 Estimating the Tonnage of the “Norseman”

Substituting in the values obtained in the preliminary investigations of the Norseman

Provisional Norseman Specifications

Length metres (feet) 34 (111)

Breadth metres (feet) 6.4 (21)

Depth metres (feet) 3 (10)

Tonnage tons {based on dimensions} >230

Tons burthen tons {carrying capacity} 173

Table 4 Provisional Norseman Specifications

NAS Pt. IV Research Project Page 14 of 36

8 Results of Initial Documentary Research

8.1.1 Archaeology Data Service Database

8.1.2 Lloyds Register of Shipping

NAS Pt. IV Research Project Page 15 of 36

Table 5 Sites from The NMR Within 10km of Swanwick

was required to establish the true history of this ship.

8.1.3 Lloyds Register of Yachts

8.1.4 Mercantile Navy List

NAS Pt. IV Research Project Page 16 of 36

8.1.5 Hydrographic Office Database

8.1.6 Fire Brigade Records