<rdf:RDF xmlns:rdf="http://www.w3.org/1999/02/22-rdf-syntax-ns#" xmlns:dcterms="http://purl.org/dc/terms/">
<rdf:Description rdf:about="http://themua.org/collections/items/show/1817">
    <dcterms:title><![CDATA[The Historical Transition of Lakefront Environment and Use in Lake Biwa, Japan ]]></dcterms:title>
    <dcterms:description><![CDATA[Lake Biwa is the largest and oldest lake in Japan. It has approximately 4,000,000 years of history, and many people have lived on this lake. More than 90 underwater archaeological sites exist here, and we are able to understand the subtleties of history.  As an example, the Awazu-bottom site,is dated to the middle of the Jomon period approximately 5,000 years ago, and is the largest freshwater shell mound in Japan. It was formed near the lakefront at first, but now submerged on the bottom of lake.  The Shiozu-port site is a late Heian period dated to 800 years ago, and  is one of the oldest harbor sites in Japan. It was constructed to reclaim the lake, and prospered as water transport area. Many important remains, not only port facilities but also shrines and more, have been excavated, but it disappeared in the 12th century.  The causes of this sitesâ€™ submergence is closely related an environmental transition of the lakefront. The water balance is particularly important problem. Approximately 460 rivers flow into this lake, but the discharge is only through the Seta-River. Therefore, the water level is greatly fluctuated by the sedimentation situation of the riverbed. According to the old historical documents, many floods have occurred. Therefore, sometimes dredging is carried out by the government to this day.  Not only are water levels problematic, but ground sedimentation is as well. The lakefront is convenient for fishery and water transportation, but on the other hand, the land is soft. In a certain study, the ground water level is slightly 20cm higher than water level of lake. As a result of this, serious damage to the settlements have occurred by earthquakes. The extreme effect of this has settlements bring submerged to the bottom of lake by lateral Flow; landslide by the soil liquefaction.  In this paper, I would like to study a historical transition of the lakefront environment and its use.]]></dcterms:description>
    <dcterms:creator><![CDATA[Hisashi Nakagawa ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Hisashi Nakagawa ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1816">
    <dcterms:title><![CDATA[A Preliminary Study on the Barrier of the Sino-French War of 1884 at Tamsui Estuary, Taiwan ]]></dcterms:title>
    <dcterms:description><![CDATA[ During the Sino-French War of 1884, the Qing military intentionally sank a number of wrecks filled with rocks under the Tamsui River and surrounded them with naval mines and many railings to form a barrier against the French invasion. In 2014, one hundred and thirty years later, the government planned to construct a bridge across the river estuary; and, in accordance with the law concerning environmental impact assessments and archaeological impact assessments, the author conducted an investigation to find potential underwater archaeological remains.  The survey tools for this project included a side scan sonar, a multi-beam sonar, a magnetometer, and a sub-bottom profiler. A total of 31 anomalies were detected by these sonars; most of them were lain on the surface of the river bed, and these were believed to be modern debris. However, some anomalies were covered by the sand or under the river bed; therefore, the team could not identifiy these targets further without underwater operations. First, In order to verify the anomalies lying on the surface of the river bed, the team used an underwater camera and diverbased investigation.  As a result of the investigation, no specific archaeological remains were found on the surface of the river bed; also the team found out that the sediments of the riverbed had accumulated repeatedly by erosion and floods since 1884. It seems that a strong power of natural dynamics on this region may had destroyed the barrier. In conclusion, the underwater investigation could not confirm archaeological remains of the barrier. Further investigation is required to find archaeological remains.  In this paper, the author shall share historical contexts related to the Tamsui Estuary that were found during his historical literature reviews. Also the author shall share his hypothesis of where to find, or what might have happened to, the potential archaeological remains from Sino-French War of 1884. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Tai-Lung ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Tai-Lung ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1815">
    <dcterms:title><![CDATA[The 17th Century Wooden Shipwreck off Hatsushima Island, Japan ]]></dcterms:title>
    <dcterms:description><![CDATA[The Asian Research Institute of Underwater Archaeology (ARIUA) at Fukuoka and Tokyo University of Marine Science and Technology, which is a member institution of the UNESCO Underwater Archaeology Unitwin Network, have researched upon the 17th century wooden shipwreck off Hatsushima Island in front of Atami city, Shizuoka Prefecture, since 2011.  The shipwreck lies on the seabed at the depth of 20 metres, 200 metres from the western shore.  It consists mainly of a cargo of roof tiles or grinding bowls and some parts of the wooden hull.  Judging from them, the original vessel seems to have been a 17th or 18th century wooden freighter or kaisen ( å»»èˆ¹ ), which left a port of western part of Japan for the capital town of Edo; most of well made roof tiles were not made in eastern part at that time.  Because most of the roof tiles are high-quality and one of them is marked by the wild ginger trefoil coat of arms of the Shogunate family, they might mean to have been used for the Edo Shogunate castle.  In 2011 and 2012, archaeologists with financial assistance from the Nippon Foundation, did the submersible survey upon this wreck site, about which local fishermen had already known to identify its exact position. In 2013, then, its bathymetry was made with a multibeam sonar.  In order to make a precisely measured drawing of the 5 metre square wreck site, an AUV in 2013 and a ROV in 2015, both of which were developed uniquely by Tokyo University of Marine Science and Technology, and divers in 2016 were deployed to collect numerous underwater photos to generate 3D photogrammetric models with photogrammetry software Agisoft â€˜PhotoScanâ€™.]]></dcterms:description>
    <dcterms:creator><![CDATA[Hayato Kondo ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Akifumi Iwabuchi ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Toshiaki Hayashibara]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Hayato Kondo ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Akifumi Iwabuchi ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Toshiaki Hayashibara]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1814">
    <dcterms:title><![CDATA[Basic Studies on the Western Shipwrecks Discovered in the Ryukyu Archipelago and Their Influence on Modern Society]]></dcterms:title>
    <dcterms:description><![CDATA[Extensive distributional survey of the underwater cultural heritage revealed the disposition of 230 underwater cultural heritage sites in the Ryukyu Archipelago, and 23 sites out of 230 are identified as the wreck sites. Dates of these wrecks vary from the 12th to 20th centuries; nevertheless, all the Western shipwrecks found at six sites are dated to within about 100 years between the latter half of the 18th century to the 19th century. This presentation is about the Western shipwrecks left in the sea area of the Ryukyu Kingdom. From the late 18th century, the ships from the Western powers stared to appear frequently. Historical documents describes that those ships had not intended to come to the kingdom, but were wrecked due to maritime accidents. Such incidents brought opportunities for local population to come into contact with the Westerners though rescuing the wrecks and their crews.  Historical documents and local lore, confirmed by the material evidence retrieved from the seabed, show that those contacts in some cases developed to the cultural interaction between local governments, or even nation-tonation. Moreover, the stories of the accidents and rescue efforts by the local have long been handed down from generation to generation as moving tales. In fact, there are some cases that those tales were materialised, for instance in forms of a reconstructed Western ship <br />
facilitated as play equipment in a local park near the wreck site, as well as an amusement park themed under the country of the wreckâ€™s nationality.  This research aims to present how the archaeological evidence confirm historical records related to the Western shipwrecks though the result of investigation of underwater cultural heritage, as well as to analyse how those initial contacts with the Westerners though the wreck accidents developed into the cultural interaction which can be influential even now. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Chiaki Katagiri ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Yumiko Nakanishi ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Rintaro Ono ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Hiroki Miyagi ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Chiaki Katagiri ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Yumiko Nakanishi ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Rintaro Ono ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Hiroki Miyagi ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1813">
    <dcterms:title><![CDATA[Development of the Sledge-Type Underwater Metal Detection System for Underwater Cultural Heritage Exploration ]]></dcterms:title>
    <dcterms:description><![CDATA[The National Research Institute of Maritime Cultural Heritage (NRIMCH) in Republic of Korea has promoted the 4-years â€˜Development Project of Underwater Cultural Heritage Exploration Techniquesâ€™ from 2013 through 2016. During the project, the metallic cultural heritage made of bronze could not be detected with the magnetometer, but NRIMCH has developed the sledge-type underwater metal detection system suitable for exploring metallic material underwater cultural heritage including bronze. <br />
A magnetometer or metal detectors are used to detect metallic objects exposed or buried in the seabed. In case of magnetometer, the depth of exploration is deep and exploration work is fast, but there is a disadvantage that non-ferrous metals except iron is not reacted. When using a metal detector, which is a type of electromagnetic exploration, there is a method using a portable metal detector and a method of towing an antenna in a vessel. In the case of a portable metal detector, since the diver is directly using it underwater, there is a time limitation and a disadvantage that it is difficult to know the position. In addition, when the antenna is towed at the vessel, the antenna is spaced at a considerable distance from the seabed, so that the buried metal cultural heritage may not be detected. To overcome these drawbacks, this system aims to develop an antenna platform as a method for bringing the antenna of the metal detector closer to the seabed. The antenna platform is made of metal-free PVC and designed as a caterpillar. The caterpillar shape allows easy passage of obstacles in the sea floor and allows the antenna to be wrapped and protected. In addition, software was developed to verify and store location information obtained using DGPS and response values for underwater metal cultural heritage obtained through the antenna platform in real time. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Yong-Hwa Jung ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Young-Hyun Lee ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Jin-Hoo Kim]]></dcterms:creator>
    <dcterms:creator><![CDATA[Sang-Hee Lee ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Hyun-Do Kim ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Yeong-Hyun Kim]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Yong-Hwa Jung ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Young-Hyun Lee ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Jin-Hoo Kim]]></dcterms:rights>
    <dcterms:rights><![CDATA[Sang-Hee Lee ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Hyun-Do Kim ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Yeong-Hyun Kim]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1812">
    <dcterms:title><![CDATA[The Shared Underwater Cultural Heritage of Japan and the Netherlands: the Kanrin-maru ]]></dcterms:title>
    <dcterms:description><![CDATA[In 2014, a non-exhaustive inventory of the shared cultural heritage of the Netherlands and Japan was made by the Dutch government in the context of what the Netherlands calls its â€˜Shared Cultural Heritage Policyâ€™. This inventory resulted in an overview of shared cultural heritage grouped into the categories â€˜maritime heritageâ€™, â€˜built heritageâ€™, â€˜museum collectionsâ€™ and â€˜archivesâ€™. Spread over seven different themes and linking to an equal number of time periods, the inventory provided insights into where opportunities for cultural collaboration would lie. One of the opportunities of collaboration found revolved around the potentially preserved Dutch shipwrecks in Japanese waters. This sparked the incentive to propose a project-based partnership through a collaborative research project between the Cultural Heritage Agency of the Netherlands and Tokyo University of Marine Science and Technology, to locate and research the shipwreck of the Kanrin-maru. The project, which commenced in 2017, includes the involvement of Dutch and Japanese researchers to facilitate the transfer of knowledge, as well as the involvement of trainees in order to ensure capacity building. The Kanrin-maru was a warship specially built in the Netherlands in 1856 on order of the Tokugawa Shogunate Navy. It was brought to Japan in 1857, but in 1869 during the Boshin War between Shogunate and Imperial forces it was taken over by the Imperial Japanese Navy, and remained in the service of the Imperial Meiji government until it foundered in the Tsugaru Strait in 1871. Although an anchor thought to belong to the Kanrin-maru was found near where it was said to have foundered, no wreck has been found to date. In November 2017, fieldwork in Hokkaido, including material analysis upon its anchor, as well as library or archival research is to be done by Dutch and Japanese archaeologists. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Leon Derksen]]></dcterms:creator>
    <dcterms:creator><![CDATA[Akifumi Iwabuchi]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Leon Derksen]]></dcterms:rights>
    <dcterms:rights><![CDATA[Akifumi Iwabuchi]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1811">
    <dcterms:title><![CDATA[European Ships of Discovery ]]></dcterms:title>
    <dcterms:description><![CDATA[The ships and boats of the 15th and early 16th century European voyages were the space shuttles of their time, and yet we donâ€™t know much about them because most have been destroyed by looters and treasure hunters.  This paper will focus on a particular type, the caravel, and presents an overview of the early European watercraft that crossed the Atlantic and sailed along the American coasts during the first decades of the 16th century. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Filipe Castro ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Filipe Castro ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1810">
    <dcterms:title><![CDATA[Underwater Archeological investigation of Bushehr coastlines in Persian Gulf ]]></dcterms:title>
    <dcterms:description><![CDATA[When the Research Department of the University of Medical Sciences of Bushehr was studying marine biomedicine around the Bushehr peninsula they inadvertently discovered some pottery fragments. They then reported it to the Bushehr province Cultural Heritage organization. In the summer of 2016, the underwater archaeology group of the Iranian Center for Archaeological Research (ICAR) surveyed the Bushehr coastlines for a month. During this field research, we identified and recorded the distribution of Sassanid pottery over approximately one kilometer square in the seabed around the Bushehr peninsula. Based on findings of pottery assemblages consisting of fragments of food storage vessels, Torpedo amphora, and turquoise ceramic glaze; it was assessed that this archaeological site represents the cargo of a shipwreck which sank in shallow water near the coastline. Over time, the cargo then spread across the seabed. We can observe the shipwreck processing in this case. At the first season of this field research, we could not identify the remains of the shipwreck hull but lots of fragments of torpedo shaped ceramic vessels were recored. Relative dating proved that all of the ceramic findings are related to the Sassanid era (224 to 651 CE). The quantity of sherds found proved that this is in fact a shipwreck site.  Identification of the archaeological sites with torpedo shaped ceramic vessels distributed around the Persian Gulf indicate that regional  maritime trade was widespread, in particular the Sassanid  wine trade, and that seafaring practices were occurring in one of the ancient canals of Indian ocean. In this article, we explain about underwater archaeological investigations of Bushehr coastlines and outstanding ceramic findings including torpedo shaped ceramic vessels and turquoise <br />
ceramic glaze wares that were used in maritime trade in the Persian Gulf during the Sassanid and early Islamic periods.]]></dcterms:description>
    <dcterms:creator><![CDATA[Hossien Tofighian]]></dcterms:creator>
    <dcterms:creator><![CDATA[Ramin Adibi]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Hossien Tofighian]]></dcterms:rights>
    <dcterms:rights><![CDATA[Ramin Adibi]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1809">
    <dcterms:title><![CDATA[An Introduction to the Maritime Construct of Khashabat in the Persian Gulf ]]></dcterms:title>
    <dcterms:description><![CDATA[The history of maritime routes and communications in Iran dates back to a long time ago. In ancient times, to prevent dangers for their ships such as water thinness and thawing near coasts, the shallow depths and narrowness of rivers at the mouth of seas, Iranians installed a mechanical device called khashabat or Khushab (lighthouse). This maritime device has been made out of teak wood in the form of a catapult and imperfect pyramid. The height of a khashabat was about 40 meters above the sea level. Its materials were pottery and stones. The watches on a khashabat were deployed in four-arched chambers on its top. The significance of the khashabat was because of natural disasters, the invasion of pirates, and expiration of their fuel. Historical resources indicate that khashabats or lighthouses in the sea exited until the 13th century. The present study is aimed at investigating functions and significance of khashabats in traditional cruise and the reasons for their construction. In addition, places where this Iranian technology and engineering were used are introduced. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Mostafa Karimi]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Mostafa Karimi]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1808">
    <dcterms:title><![CDATA[A survey on a petroglyph illustrating a watercraft at the hinterland site of Dehtal ]]></dcterms:title>
    <dcterms:description><![CDATA[Dehtal is an important hinterland site, located 170 km away from the shores of the Persian Gulf in Bastak County, Hormozgan province. Dehtal is a petroglyph site possibly dating to the pre-Neolithic, according to various sources of evidence such as stone tools found within the Bastak area and the Dehtal plain. The petroglyphs themselves, however, more likely date to the 3rd millennium BC. According to historical written sources, the Bastak area was located on the road linking the so-called Silk Road to the East Asia-Persian Gulf maritime trade routes. One of these petroglyphs, which is located beside a seasonal river, illustrates a watercraft. The image shows a round-hull, double-ended craft with two masts and a long saturi (bowsprit). A long saturi is a characteristic feature of a â€œboomâ€ ship. Booms were used for long-distance voyages within Indian Ocean and they are still in use today but now work with engines. Firstly, this article attempts to discern the shipbuilding details of the watercraft depicted in comparison with other ship illustrations as those found in the Maqamat al-Hariri and the vessel depiction uncovered by Whitehouse at Siraf. Secondly, we will discuss Dehtal as a passage from Persian Gulf to so-called Silk Road with a focus on archaeological reports and historical written sources.]]></dcterms:description>
    <dcterms:creator><![CDATA[Mina Safah ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Shadi Kalantar ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Mina Safah ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Shadi Kalantar]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1807">
    <dcterms:title><![CDATA[Boat and ship Archaeology in Gilan Province (Iran) ]]></dcterms:title>
    <dcterms:description><![CDATA[Gilan province is one the northern states of Iran which is located in south west of Caspian Sea and has relatively long coastlines. According to historical and geographical location of Gilan, in 2017, Maritime archaeology group of Iranian Center for Archaeological Research (ICAR) decided to do a project as &quot;Archaeology of maritime landscapes of Gilan Province&quot;. Main goal of perform this project was identifying immaterial and material of maritime culture across of Gilan province maritime landscape. Our Research area was from &quot;Astara&quot; county to &quot;Rudsar&quot; county in Gilan province. We were surveying about navigation and Boatbuilding in rivers, Lagoon and coastlines of Caspian Sea. For example: in &quot;Estil&quot; Lagoon in Astra county we observed a kind of Simple Watercraft which is more look like to a Dugout canoe. During this project, we observed and investigated about wooden boats with simple construction in different sizes that locals called &quot;lutka/lodka&quot; or &quot;Nodonbal&quot;. Nowadays, fishermen use flatbottomed, double-ended vessel (in local dialect called &quot;karaji&quot;) that linked to past period.  So we were investigating on remains of &quot;Ghorogh&quot; wooden shipwreck in &quot;Talesh&quot; County and wooden shipwreck &quot;LalehrÅ«d&quot; in &quot;Rudsar&quot; County. We visited Traditional Wooden Boat Factory and interviewed with locals. This article based on desk and field research on traditional and historical boat and ship in each city of Gilan province.]]></dcterms:description>
    <dcterms:creator><![CDATA[Hossien Tofighian ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Ramin Adibi ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Hossien Tofighian ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Ramin Adibi ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1806">
    <dcterms:title><![CDATA[Forgotten Past? Alternative Forms for Museological Approach to interpret Egypt&#039;s Maritime Heritage ]]></dcterms:title>
    <dcterms:description><![CDATA[In the past decades, Ministry of Antiquities (MA) has invested many efforts in excavating underwater archeological sites, and mapping them to reveal the navigation routes during ancient times. Remarkable discoveries have been made by the European Institute of Underwater Archeology (IEASM) as well as others archeological projects on Egypt&#039;s coasts.  Despite this wealth of Egypt&#039;s maritime history and intellectual resources, it lacks a Maritime Museum till present or even an exhibition gallery dedicated to elucidate maritime&#039; legacies to the local community.  It also lacks a special legal placement for Maritime cultural heritage with scientific management principles oriented towards interconnects the society, local governing authorities and museums professionals with cultural purposes to promote and preserve Maritime History of Egypt.   Maximizing awareness is the key element to preserve and publish the Maritime Heritage. So, How to make it accessible to the public?  How to foster this richness past in the minds of young generations?   This paper presents approachable alternative forms to ensure effective engagement with the public and develop new strategies for sustainable future of Egypt&#039;s UCH.]]></dcterms:description>
    <dcterms:creator><![CDATA[Nevine Nizar Zakaria ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Nevine Nizar Zakaria ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1805">
    <dcterms:title><![CDATA[Antiquities Homecomingï¼šAn Experience of Rescue Team of Cultural Relics ]]></dcterms:title>
    <dcterms:description><![CDATA[Through five thousand years of Chinese culture, thereare  as many ancient cultural relics as there are stars in the night sky. Much like stars, these artefacts are scattered all over the world. For this reason, we established a small antiquity public welfare organization. In this article, we will introduce some details around working in this department and explore our user experience. Some of these activites include; looking for ancient cultural relics, finding ancient cultural relics, identifying ancient cultural relics, and contacting a descendant of ancient cultural relics, and negotiating with the sellers;with the ultimate goal of sending the antiquities back to their home. We felt the sacred sense of mission by bringing antiquities home. We also began to realize the public welfare and the value of the historical relics are common to people all over the world.   At present, the problem of the antiquities coming home is emerging in the various rescue operations once again. In particular, as the nation becomes generally wealthier, there is an increase in the number of transactions to acquire ancient cultural relics to obtain profits. In addition, historically, overseas organizations and foreign funding agencies have been acquiring Chinese ancient cultural relics strategically. Because of this, bringing the ancient cultural relics back to their hometown or museum, or returning them to their descendants has become even more difficult. Therefore, our team has decided to create and manage the ancient cultural relicâ€™s rescue and homecoming project. Through which, we will advocate that the ancient cultural relicâ€™s protection and public <br />
welfare for ancient cultural relics is paramount. We will do our best to return these ancient cultural relics back to their hometown, and let the ancient cultural relics engage and influence the public. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Tsai, Cheng Chung]]></dcterms:creator>
    <dcterms:creator><![CDATA[Shuhan Guo ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Yuping Zhan]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Tsai, Cheng Chung]]></dcterms:rights>
    <dcterms:rights><![CDATA[Shuhan Guo ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Yuping Zhan]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1804">
    <dcterms:title><![CDATA[Merging Museums with the Classroom: Using Collections to Teach Maritime Archaeology]]></dcterms:title>
    <dcterms:description><![CDATA[Although there is a growing interest in studying maritime archaeology even at the undergraduate level, it can be a challenge to bring to life for non-divers both the mechanics of an archaeological investigation, but also the joy of discovery and satisfaction of identification of a wreck site. This paper will describe possible alternative methods of recreating that entire process through the use of museum collections. In particular, I will discuss a project undertaken by undergraduates at Harvard University in partnership with the Peabody Museum of Archaeology and Ethnology. Students were required to choose a ship model from the museumâ€™s collections and, with very minimal initial information, had to research its historical background and construction techniques, treating it as an archaeologist would a shipwreck site. This paper will introduce the benefits and challenges to both the students and the museums in using this type of approach. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Michelle Damian]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Michelle Damian]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1803">
    <dcterms:title><![CDATA[Ceramics and Other Archaeological Finds as Evidence of Ancient Ports Existence and Its Role in Eastern Coast of South Sumatra  in  Early Centuries ]]></dcterms:title>
    <dcterms:description><![CDATA[The East Coast of Sumatra has been often associated with great maritime empire in Southeast Asia, namely Srivijaya. However in this paper does not focus on the presence of that empire, but the traces of settlements and port related maritime activities early centuries AD. Foreign ceramics is one solid indication of their relationship and trade exchange activities between the origin places of ceramics was produced with which it was found on the very site of east coast South Sumatra, the same thing happened to other findings as well. By revealing these sites we might have picture what Southern Sumatra role was in maritime activities of  early centuries AD. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Eka Asih Putrina Taim ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Eka Asih Putrina Taim ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1802">
    <dcterms:title><![CDATA[The Blues of the Santa Cruz: A study of porcelain color and composition ]]></dcterms:title>
    <dcterms:description><![CDATA[For the study of ceramics found in a shipwreck, stylistic and provenance analysis are two approaches that can provide critical information about period and trade route of the vessel. In this paper, we investigate the characteristics of trade ceramics from the well-preserved Santa Cruz shipwreck, which sunk along the west coast of Luzon Island in the Philippines. Underwater excavation has brought to light more than 15,000 ceramics, mainly Chinese Jingdezhen blue-and-white porcelain and Longquan celadon of the Hongzhi period (1488-1505 CE) as well as other wares from Thailand, Vietnam, and Burma. Here, we have focused on the Jingdezhen blue-and-white porcelain and selected twelve dishes with similar decorative patterns, but showing different tones and shades of the blue color. The dishes were most likely produced in the same workshop or within a small region and the primary goal was to investigate production variability. The chemical composition of the ceramics and the characteristics of the blue pigment were studied non-invasively with portable X-ray fluorescence pXRF) and fiber optics reflectance spectroscopy (FORS). Results have shown that pXRF data are relatively homogeneous which reflects some constancy in term of raw materials procurement usage. On the other hand, although the blue pigment was as expected a cobalt-based material, FORS spectral profiles present significant differences which might be due to variations in the pigment composition and/or firing conditions, while for others, they could also be <br />
related to weathering. From an archaeometry perspective, this research provides some insight on production standardization in Jingdezhen as well as on subsequent modifications that can affect ceramics found in an underwater archaeological context. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Ellen Hsieh]]></dcterms:creator>
    <dcterms:creator><![CDATA[Christian Fischer ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Bobby C. Orillaneda ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Ellen Hsieh]]></dcterms:rights>
    <dcterms:rights><![CDATA[Christian Fischer ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Bobby C. Orillaneda ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1801">
    <dcterms:title><![CDATA[Maritime Means and Mountain Ends: the origin of stoneware jars in mid 15th CE burial complexes of the Southern Cardamom Ranges, Cambodia]]></dcterms:title>
    <dcterms:description><![CDATA[Southeast Asia during the first half of the second millennium CE. Their hegemony is particularly apparent in lowland areas throughout the Lower Mekong basin, expressed in both architecture and ceramics. How strongly this control was exercised in more geographically marginal regions â€“ and what the nature of power was after the capital moved southward -- has not been explored. In this paper we present the results of a geochemical analysis of ceramics from absolutely and comprehensively dated mid-15th century CE burial complexes in the Southern Cardamom Ranges of southeastern Cambodia and a nearby contemporary shipwreck. The <br />
wreck assemblage was typical of a Southeast Asian maritime trader. Comparison of burial and shipwreck ceramic compositional data enables us to confirm a provenance for some of the jars and fine wares from production centres in central Northern Thailand. A second group, not represented in the wreck assemblage, is from a yet unidentified source that we suggest is located in the adjacent Cambodian lowlands. The results of this provenience analysis highlights both the role of the relatively well-known maritime trade, as well as a previously unsuspected continuity in local Cambodian stoneware production. This window into 15th c exchange networks expands our understanding of the context of subsequent European 16th-17th c engagement during the Early Modern Period, is one piece of the broader picture needed to more closely define the processes of economic transformation. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Peter Grave]]></dcterms:creator>
    <dcterms:creator><![CDATA[Lisa Kealhofer ]]></dcterms:creator>
    <dcterms:creator><![CDATA[N. Beavan ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Tep Sohka]]></dcterms:creator>
    <dcterms:creator><![CDATA[Miriam Stark ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Ea Darith ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Peter Grave]]></dcterms:rights>
    <dcterms:rights><![CDATA[Lisa Kealhofer ]]></dcterms:rights>
    <dcterms:rights><![CDATA[N. Beavan ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Tep Sohka]]></dcterms:rights>
    <dcterms:rights><![CDATA[Miriam Stark ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Ea Darith ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1800">
    <dcterms:title><![CDATA[Centering the margins: Capitalism and the Pacific World in mid-nineteenth century Arequipa]]></dcterms:title>
    <dcterms:description><![CDATA[Trade policy and regulation were central to the emergent Peruvian state (ca. 1821-1879). The intersection of trade and geopolitical reconfigurations warranted the transition from â€œSpanish lakeâ€ to Pacific World in the nineteenth century. In this paper I examine the rise of the Pacific World from its margin of the Arequipa coast, emphasizing the effects of capitalism through the lens of maritime cultural landscapes. After independence (1821-1824), new ports were established; operation of certain coves sanctioned; and extractive activities shaped the region. The ports on the Arequipa coast supplied markets across the Andean south and Bolivia, and were a necessary and desired stop for North Atlantic ships sailing the Pacific. The Peruvian and Arequipa governments actively incorporated the coast into the inland urban markets of Cuzco, Moquegua, Puno, and the largest market, the city of Arequipa. Their efforts included the construction of roads and, way stations, and piers, thus providing infrastructural support to the regional trade and efforts against contraband. The economic networks that operated throughout here encompassed a vast portion of the population in different degrees of legitimacy. This region was strategic for the mercantile classes across the Andean south, the national government and foreign dignitaries in charge of the Peruvian trade. Contention among them arose from the regulation of trade, weighing on the power balance between the new Peruvian state, its citizens, and foreign powers. Data collected from archaeological and historical sources are combined to understand how these engagements and the pulses of capitalism impacted the Arequipa maritime cultural landscape from a multiscalar perspective. Close examination of globalizing processes reveals that the expansion of capitalism depended heavily on the transformations and continuities that the former had in small places and marginal areas, and that the imposition of a globalized market was accompanied by its involvement in local economies. ]]></dcterms:description>
    <dcterms:creator><![CDATA[Maria Fernanda Boza Cuadros ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Maria Fernanda Boza Cuadros ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1799">
    <dcterms:title><![CDATA[Building Capacity in the South West Pacific â€“ The Norfolk Island Maritime Archaeological Association]]></dcterms:title>
    <dcterms:description><![CDATA[The Australian Government Department of the Environment and Energy administers the Commonwealth Historic Shipwrecks Act 1976 and the National Historic Shipwrecks Program. This Program enables the Department to work with the States, the Northern Territory and Norfolk Island to protect historic shipwrecks. With the wealth of maritime history on Norfolk Island and the strong associations with Pitcairn Island, the potential for involving the broader community in documenting and protecting Norfolk Island&#039;s wonderful maritime heritage is significant. In 2010, at the request of the Norfolk Island Delegate, the first in a series of community focussed capacity building activities in maritime archaeology was conducted on the island. These activities resulted in the creation of the Norfolk Island Maritime Archaeological Association (NIMAA), Australia&#039;s newest maritime archaeology association.   This paper briefly outlines the history of maritime archaeological associations in Australia and their engagement with management agencies.  As a case study for other small island communities, the paper highlights some of the activities of NIMAA since its creation, issues faced for participants and the management agency and the potential for NIMAA into the future.]]></dcterms:description>
    <dcterms:creator><![CDATA[Andrew Viduka ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Andrew Viduka ]]></dcterms:rights>
</rdf:Description><rdf:Description rdf:about="http://themua.org/collections/items/show/1797">
    <dcterms:title><![CDATA[Exploring the Sunken Military Heritage of Midway Atoll ]]></dcterms:title>
    <dcterms:description><![CDATA[Following the attack on Pearl Harbor in December 1941, the Japanese Imperial Navy readied their forces to secure the Pacific Theatre through one final blow to the US aircraft carrier fleet. The target of that attack was the US base at Midway Atoll, which provided support as a naval air station and submarine refit center. In June 1942, the Japanese Navy launched an aerial attack on Midway in an effort to destroy its defenses and lure the remaining aircraft carriers into combat. Although outgunned and outnumbered, US aviators surprised the Japanese fleet and succeeded in destroying four of their carriers, thereby crippling Japanese aerial defenses for the remainder of the war. Today, Midway Atoll is situated within the boundaries of PapahÄnaumokuÄkea Marine National Monument and many of its World War II naval facilities are preserved as a memorial to those who lost their lives. Recent interest in the battle has led to a renewed effort to locate and document the submerged cultural heritage of the atoll and to create outreach materials addressing both the tangible and intangible heritage of the battle. This paper provides an overview of the history of the atoll and the Battle of Midway, describes significant archaeological sites so far located there, and discusses recent survey projects focused on identifying the remains of aircraft associated with the battle.]]></dcterms:description>
    <dcterms:creator><![CDATA[Madeline J. Roth ]]></dcterms:creator>
    <dcterms:creator><![CDATA[Jason T. Raupp]]></dcterms:creator>
    <dcterms:creator><![CDATA[Kelly A. Keogh ]]></dcterms:creator>
    <dcterms:publisher><![CDATA[The Museum of Underwater Archaeology]]></dcterms:publisher>
    <dcterms:date><![CDATA[11/24/2017]]></dcterms:date>
    <dcterms:rights><![CDATA[Madeline J. Roth ]]></dcterms:rights>
    <dcterms:rights><![CDATA[Jason T. Raupp]]></dcterms:rights>
    <dcterms:rights><![CDATA[Kelly A. Keogh ]]></dcterms:rights>
</rdf:Description></rdf:RDF>
