Wessex Archaeology

The De Liefde, Out Skerries, Shetland Isles

Undesignated Site Assessment

Ref: 53111.02q-1 April 2006 ARCHAEOLOGICAL SERVICES IN RELATION TO THE PROTECTION OF WRECKS ACT (1973)

DE LIEFDE, OUT SKERRIES, SHETLAND ISLES

UNDESIGNATED SITE ASSESSMENT

Prepared by:

Wessex Archaeology Portway House Old Sarum Park Salisbury WILTSHIRE SP4 6EB

Prepared for: Historic Scotland Head Office Historic Scotland Longmore House Salisbury Place Edinburgh EH9 1SH

April 2006

Ref: 53111.02q-2

© Wessex Archaeology Limited 2006 Wessex Archaeology Limited is a Registered Charity No.287786 De Liefde Undesignated Site Assessment Ref: 53113.02q-2

DE LIEFDE, OUT SKERRIES, SHETLAND ISLES

UNDESIGNATED SITE ASSESSMENT

REF: 53111.02Q-2

Summary

Wessex Archaeology was commissioned by Historic Scotland to undertake a diver survey of an Undesignated Site believed to be the wreck of De Liefde. The site lies off the islands of Out Skerries, Shetland Islands. The work was undertaken as part of the Contract for Archaeological Services in Relation to the Protection of Wrecks Act (1973).

Operations took place between 16th and 29th August 2005. Diving operations were hampered by high (up to Gale Force 11) winds, with the result that it was not possible to extensively survey the area of the known and suspected wreckage.

The wreck site of De Liefde is believed to lie in at least two sections, the original discovery, termed the Inshore Site, was made in 1964. Since it’s discovery the Inshore Site has been subjected to extensive salvage, with some archaeological recording. A recently discovered section of wreckage, termed the Offshore Site, is the subject of a licence application by Mr R. A. Price. The location of this site is not known, and contact details for Mr. Price (other than a postal address in Perthshire) were not available to WA.

Diver survey, and research conducted in the Shetlands have determined that following its initial discovery, the major block of salvage work on the Inshore Site involved the use of explosives to remove concretions from the seabed. Thereafter a section of the seabed that was believed to derive from a collapsed cliff was also broken up using explosives, and removed with the aid of a Naval Cutter.

Coins and small artefacts were recovered from both areas. The WA diver survey in the area of this early salvage revealed no archaeological finds or deposits in this area. This appears to confirm reports that suggest that this site has been so heavily ‘worked over’ that further discovery of anything other than stray finds is unlikely.

Without a position to work on, finding and diving on the Offshore Site was problematic. It was reported to WA that Mr Price had left the islands two days before WA arrived, and the general position of his diving activities was indicated. Exploratory diver searches in the reported area of his activities failed to reveal any archaeological material. Further, it was felt that diving ‘blind’ in this manner was unlikely to be productive – there were numerous possible targets on the vessel’s echo-sounder (too many to dive in the time available). Also, the area is heavily dredged for scallops - an activity that tends to cover over objects on the seabed.

As a result the recommendations are as follows: there is no evidence to suggest that there are sufficient remains within the area of the Inshore Site to warrant designation under the Protection of Wrecks Act (1973). The location of the Offshore Site is not known, and therefore until the site is available for archaeological survey it is not possible to comment upon its suitability for designation.

i De Liefde Undesignated Site Assessment Ref: 53113.02q-2

DE LIEFDE, OUT SKERRIES, SHETLAND ISLES

UNDESIGNATED SITE ASSESSMENT REF: 53111.02Q-2

Acknowledgements

This investigation was commissioned by Historic Scotland and the assistance provided by Andrew Burke of Historic Scotland is gratefully acknowledged

Wessex Archaeology would also like to thank the following people:

• Pete Pritchard of Pritchard Diving services who acted as diving supervisor and provided invaluable local knowledge; • Callum Irvine, skipper of the MV Hegrie for excellent support and technical assistance; • Mrs Anna Henderson and the people of Out Skerries for their support and warm welcome.

The fieldwork was carried out by Margaret Christie, Hanna Steyne and Frank Mallon of Wessex Archaeology and by Pete Pritchard of Pritchard Diving Services. The report was compiled by Frank Mallon, with contributions from Margaret Christie, and Kitty Brandon prepared the illustrations. The project was managed for Wessex Archaeology by Steve Webster.

Data Licences

The chart used in Figure 1 was obtained from the UK Hydrographic Office. The following notice applies:

This product has been derived, in part, from Crown Copyright Material with the permission of the UK Hydrographic Office and the Controller of Her Majesty's Stationary Office (www.ukho.gov.uk) All rights reserved. NOT TO BE USED FOR NAVIGATION. WARNING: The UK Hydrographic Office has not verified the information within this report and does not accept liability for the accuracy of reproduction or any modifications made thereafter.

The material derived from the UKHO is subject to licence 820/020220/11 and the conditions on end-users and third parties contained therein. The following charts and wreck requests have been added to Schedule 1 Annex A: Digital use of Chart 3284 (dated 2002). A copy of the report will be sent to UKHO.

ii De Liefde Undesignated Site Assessment Ref: 53113.02q-2

DE LIEFDE, OUT SKERRIES, SHETLAND ISLES

UNDESIGNATED SITE ASSESSMENT REF: 53111.02Q-2

Contents

1. ASSESSMENT BACKGROUND...... 1 1.1. INTRODUCTION...... 1 1.2. BACKGROUND TO THE ASSESSMENT ...... 1 2. AIMS AND OBJECTIVES...... 1 2.1. AIMS ...... 1 2.2. OBJECTIVES...... 2 3. EXISTING SITE DATA ...... 2 4. METHODOLOGY ...... 3 5. RESULTS ...... 3 5.1. SUMMARY ARCHAEOLOGICAL HISTORY...... 3 5.2. WA SURVEY ...... 6 6. ASSESSMENT AGAINST STATUTORY CRITERIA...... 7 6.1. ASSESSMENT SCALE ...... 7 7. RECOMMENDATIONS...... 10 8. REFERENCES...... 12 APPENDIX I: DIVE DETAILS...... 13 APPENDIX II: SHORT HISTORY OF DE LIEFDE ...... 14

Figures

Figure 1 De Liefde Site Location

Plates

Plate 1 Southern Dregging Geo, main inshore site Plate 2 Seabed in deeper water looking NW from main inshore site Plate 3 Seabed in deeper water looking SW from main inshore site Plate 4 Seabed in the mouth of the Southern Geo Plate 5 Diving on the inshore site Plate 6 Post to aid artefact recovery Plate 7 Remains of the chain mooring

Front Cover Photo: Sunset over the Out Skerries Back Cover Photo: Fisherman’s hut

iii De Liefde Undesignated Site Assessment Ref: 53113.02q-2

DE LIEFDE, OUT SKERRIES, SHETLAND ISLES

UNDESIGNATED SITE ASSESSMENT REF: 53111.02Q-2

1. ASSESSMENT BACKGROUND

1.1. INTRODUCTION

1.1.1. This document constitutes an Undesignated Site Assessment Report for a programme of archaeological work undertaken as part of the Contract for Archaeological Services in Relation to the Protection of Wrecks Act (1973). This document has been prepared by Wessex Archaeology (WA) for Historic Scotland (HS). It constitutes an assessment of De Liefde: an undesignated wreck site off Mio Ness, Out Skerries, Shetland Isles (Figure 1).

1.1.2. The work was conducted in accordance with a Written Scheme of Investigation (WSI) prepared by WA, which was produced as a response to a verbal brief produced by HS.

1.2. BACKGROUND TO THE ASSESSMENT

1.2.1. The wreck site of De Liefde is believed to lie in at least two sections, the original discovery (hereafter termed the Inshore Site) was made in 1964. Since it’s discovery the Inshore Site has been subjected to extensive salvage, with some archaeological recording. A recently discovered section of a wreck (hereafter termed the Offshore Site) is the subject of a licence application by Mr R. A. Price. The location of this site is not known, and contact details for Mr. Price (other than a postal address in Perthshire) were not available to WA.

1.2.2. The relationship between the Inshore Site and the Offshore Site has yet to be determined. Likewise, the relationship between De Liefde and the Offshore Site has yet to be adequately demonstrated.

2. AIMS AND OBJECTIVES

2.1. AIMS

2.1.1. The overall Aim for the work, as defined in the WSI, was for recording to Level 1b. This level is defined in the following table:

1 De Liefde Undesignated Site Assessment Ref: 53113.02q-2

Sub- Level Type Objective Character Scope level A basic record based on documentary, Indirect cartographic or graphic sources, including A record 1a (desk- photographic (incl. AP), geotechnical and sufficient to based) geophysical surveys commissioned for Site establish the 1 purposes other than archaeology. assessment presence, A basic record based on field observation, position and Direct walkover survey, diving inspection etc., type of site. 1b (field) including surveys commissioned specifically for archaeological purposes. Table 1: Description of recording level 1

2.2. OBJECTIVES

2.2.1. This was further defined, specifying the following objectives:

• Providing an accurate location for the site; • Determine the extent and nature of the seabed remains; • Identify and characterise the main elements of the site; • Assess the remains against the Criteria for Designation.

2.2.2. A secondary task was to ascertain the position of the ‘deeper site’ and the nature, condition and extent of any remains.

3. EXISTING SITE DATA

3.1.1. The position of the Inshore Site is as follows:

• 60º 24.616´ North • 00º 47.712´ West (WGS 84)

3.1.2. The above position for the Inshore Site represents a centre point of ‘silver gully’, a topographic feature located in the mouth of the Southern Dregging Geo on Mio Ness, Out Skerries (Plate 1). This position was taken from a geo-referenced site plan of the search and excavation area from the 1964-1968 seasons reproduced in The Liefde Adventure (Bax 1974).

3.1.3. Other information available prior to the assessment was as follows:

• 2002: ADU report (02/27); • 1984: Discussion of the salvage operations on the Inshore Site of De Liefde by the curator of the Shetland museum and conservator of the bulk of the excavated material (Henderson 1985); • 1974: Summary of the 1966-1968 excavations in The Liefde Adventure, (Bax 1974); • 1974: Assessment of De Liefde archaeological remains in IJNA 1974, (Bax and Martin 1974).

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4. METHODOLOGY

4.1.1. A four-person surface supplied diving team was deployed during fieldwork operations from the diving support vessel MV Hegrie. A one-ton mooring block was lowered on to the seabed in each search area, and a GPS position taken from this point.

4.1.2. The mooring block position was used as the start of each seabed search, with the diver attaching a 50m baseline to the block. The diver then conducted circular seabed searches and relayed measurements and bearings from a wrist-mounted compass.

4.1.3. Digital still photographs were taken using a Canon G2 digital camera in an Ikelite underwater housing with a 0.56 wide angle lens. Video images were taken using a hat-mounted single chip Colourwatch Digital Inspection Camera recorded on miniDV tape.

4.1.4. It had been intended to utilise an acoustic diver tracking system to aid seabed searches and to accurately position archaeological features. Unfortunately the Global Positioning System used in conjunction with the diver tracking system experienced difficulties in maintaining a continuous satellite lock and tracked dives were unachievable.

4.1.5. Details of the methodologies used during the 2005 PWA survey are detailed in a separate document (WA 2003).

5. RESULTS

5.1. SUMMARY ARCHAEOLOGICAL HISTORY

1711 5.1.1. De Liefde wrecked after sailing on to reef at Mio Ness, Out Skerries, a few days after having set sail from Texel on 3rd of November.

1711-1712 5.1.2. The Verenigde Oostindische Compagnie (VOC) or Dutch East India Company, sent salvage vessels to the site but the operation met with limited success, although local tradition says that much was recovered by the islanders.

1720s 5.1.3. Jacob Rowe of London conducted diving operations on the site using his patented diving engine under contract to the VOC to recover material.

1729-35 5.1.4. Several salvage attempts by various parties, including the noted Shetland ‘wrack man’ Captain William Irvine, who conducted several rewarding dives on De Liefde, including some dives on the nearby VOC wreck the Kennemerland. Captain Irvine used a similar ‘diving engine’ to that of Jacob Rowe. Exactly what was salvaged during this early period is unknown, but may account for the fact that in recent times only three cannon are known to have been recovered.

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1900 5.1.5. Storms threw coins up on to Mio Ness rocks, with some being recovered by local boys.

1964 5.1.6. De Liefde became the first VOC wreck to be rediscovered off the British Isles. During the summer Royal Naval divers from HMS Shoulton located a cast iron cannon on the site and an unknown quantity of coins. During the same summer a Mr Eric Giles raised the gun. The gun and two silver ducatoons were given to the County Museum at Lerwick.

1965 5.1.7. Brothers John and Peter Bannon organised a salvage expedition to Out Skerries with the intention of working on the Kennemerland. After having been informed locally about the extent of contemporary salvage making recovery of large amounts of specie unlikely, they decided to move operations to the Inshore Site of De Liefde. Diving was conducted over a four-day period with around 70 coins being recovered. Plans were then made to conduct a more extensive salvage operation the following year.

1966 5.1.8. A large-scale excavation was conducted on the Inshore Site with operations being directed for part of the time by Lt. Cdr. Alan Bax (Fort Bovisand Underwater Centre, Plymouth). After diving operations had ceased a total of 300 coins had been recovered.

1967 5.1.9. The Bannon brothers then went into partnership with Anthony and Brian Lonsdale and formed a limited company registered as Scientific Survey and Location Ltd. (SSL). They had also obtained a contract from the Netherlands Government to salvage the Inshore Site De Liefde on a percentage basis.

5.1.10. Lt. Cdr. Alan Bax of HMS Delight led a large party of naval divers to the site at the start of the dive season. Some large boulders were removed and around 100 coins and a few un-named artefacts were recovered.

5.1.11. SSL arrived at the start of August with Owen Gander leading. Salvage work continued into September with numerous artefacts and a few hundred coins being recovered.

5.1.12. At the end of the SSL salvage season, Owen Gander discovered an intact chest full of silver coins. The chest was destroyed during the recovery of the coins. The majority of finds recovered from this season of excavation were contained within a large, thick concretion, which had many large boulders resting on top of it, possibly derived from cliff falls.

5.1.13. The excavation involved the removal of large boulders by flotation bags or lifting tackle and the clearing of shingle by hand tools or airlift. Some of the larger rocks were split into manageable masses by ‘the careful use of explosives’. The total amount recovered during this season of salvage amounted to 4320 silver coins and a few gold ducats, with 3300 of the silver coins having been recovered from the chest.

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1969 5.1.14. There was an auction of 332 lots of coins from the Inshore Site (ducats, ducatons and half ducatons) by Glendining and Co. London.

1972 5.1.15. Colin Martin visited Shetland and recorded a selection of De Liefde material, with the results being published in the International Journal of Nautical Archaeology and Underwater Exploration (Bax and Martin 1974).

1973 5.1.16. Members of the Aston University Diving team, working on the recently discovered (1971) wreck of the VOC vessel Kennemerland discovered by chance another wreck during a pleasure dive. The remains were described as an unknown Dutch vessel and two bronze cannon were recovered. There is no exact position for this other site but it may represent part of the Liefde wreck that is now known to lie in deeper water off the Inshore Site.

5.1.17. The curator of the Shetland Museum, Mr Tom Henderson, addressed a memorandum to the Zetland County Council (now Shetland Islands Council) stressing his concern regarding the salvage of the Inshore De Liefde site and of other Shetland wrecks. His proposal for the Council to lease from the Commissioners of Crown Lands the seabed rights of specified areas in which the more important wrecks lie was accepted and came into force.

1974 5.1.18. Richard Price and Keith Muckleroy, on the Out Skerries to excavate the Kennemerland site, dived the Inshore Site of De Liefde, believing SSL to have discontinued their interest in salvage operations on the site. They concluded that there was much still to be done.

1976 5.1.19. After informing the Netherlands Government and obtaining the consent of the controlling authority, Richard Price and Keith Muckelroy spent most of the Kennemerland dive season on the Inshore Site of De Liefde. Few artefacts were found, although 1600 silver coins and 12 gold coins were recovered. SSL then renewed its interest in the site.

1978 5.1.20. SSL raised an action of interdict against Richard Price in the Court of Session, to prevent his further interference with the Inshore Site of De Liefde, on which they claimed exclusive rights. Ruling was postponed. A new salvage operation was undertaken on behalf of SSL during this season.

1981 5.1.21. Further postponements to rulings on the interdict continued up to 1981 when, in the Court of Session at the start of the year, the Judge refused further postponements. He then raised the interdict, granting Richard Price freedom to continue his work on the Inshore Site of De Liefde.

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1982 – present 5.1.22. Richard Price conducted a successful season, and is understood to have continued salvage operations up to the present day.

1996 5.1.23. Two more cannon reported to have been found on the Offshore Site (ADU 2002).

2002 5.1.24. An ADU site visit also failed to encounter anything of archaeological significance (ADU 02/27). During this ROV inspection the ADU did not have a position for the deeper site, so operations were restricted to the Inshore Site, with extensive kelp growth hindering this inspection.

2005 5.1.25. WA conducted diving operations in the area to assess the site for designation. Nothing of archaeological significance was observed. Richard Price was on Out Skerries up to two days prior to WA’s site visit.

5.2. WA SURVEY

5.2.1. A total of four dives were achieved, with a combined dive time of 130 minutes. Three of these dives were conducted in the deeper water, with the zero point of the search area in each point being:

• 340m north-east of ‘silver gully’ in the Inshore Site; • 650m east-north-east of ‘silver gully’ in the Inshore Site; • 450m south-east of ‘silver gully’ in the Inshore Site.

5.2.2. Around each of these points, circular seabed searches were conducted, with a maximum radius of 50m being achieved.

5.2.3. One dive was conducted at the mouth of the Dregging Geo and the diver moved in along the northern edge of the Geo, and returned along the southern edge.

5.2.4. It had been hoped to conduct further dives but unfortunately, due to excessive weather conditions, with winds reaching 60mph at times, diving operations were severely restricted.

5.2.5. Diving operations were conducted in the reported general position of the Offshore Site, but nothing was found. Pete Pritchard of Pritchard Diving Services (working under contract as part of the WA diving team) had been in contact with the captain of the Out Skerries ferry, Mr. Lindsey Brown. Mr. Brown was able to give some indication of the position Mr. Price has been working on in recent years. This position presumably represents that of the Offshore Site, reported to be part of De Liefde.

5.2.6. Mr. Brown places this Offshore Site relatively close to the Inshore Site (located in Dregging Geo on Mio Ness), somewhere in an arc from north-east to south-east, between 150m and 500m away from the original site. It was therefore decided to conduct limited seabed searches within this area in an attempt to locate any archaeological remains.

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5.2.7. Three dives were conducted, one to the north-east in 23m of water, one to the east in 26m of water and one to the south-east in 15m of water. Nothing of archaeological significance was observed during any of these dives.

5.2.8. Evidence of recent scallop dredging was observed both from geophysical evidence via MV Hegrie’s echo-sounder and from diver observations. The echo-sounder indicated an area of flat seabed and diving investigation showed this to be an area of featureless seabed, comprising clean white sand with small sand waves, with minimal marine growth. Plate 2, looking north- west from the main inshore, clearly shows the sand, rock interface, while Plate 3 illustrates the lack of marine growth and the small sand waves, looking south-west from the Inshore Site.

5.2.9. Discussions with a local fisherman and diver (Mr. John Weston pers. Comm.) confirmed that this was an area of recent scallop dredging.

5.2.10. The last dive was conducted east of the mouth of the Geo, with the diver commencing seabed searches at a depth of 24m and c.140m away from the Inshore Site proper and finished the dive at 20m deep c.70m away from the site. Extending from the Geo, which is a narrowing gully in the gneiss that forms the bedrock of Out Skerries, the seabed topography slopes down to a jumble of small rocks and larger boulders (Plate 4). Depths in the Geo vary from 7m to 14m. From the mouth of the Geo moving east down the slope the depth reaches a maximum of 26m, the point where the seabed changes to a flat sandy bottom devoid of marine growth. Plate 5 shows diving operations moving into the mouth of the Geo.

5.2.11. It was also possible to walk along the Mio Ness peninsula and look down on top of the Inshore Site itself. During one of these walks conducted by a member of the dive team two posts were observed, hammered firmly into a crevice in the cliff (Plate 6). It is possible that these may have formed part of the winch mechanism used during the excavation/salvage operations during the 1960s and 1970s to recover artefacts and remove the rock overburden.

5.2.12. Also discovered during this walk was a long iron bolt driven into the lower face of cliff within the southern Geo and which would probably have formed part of the chain mooring for salvage vessels working on the site during the initial 1964-1968 seasons (Plate 7).

6. ASSESSMENT AGAINST STATUTORY CRITERIA

6.1. ASSESSMENT SCALE

6.1.1. For each criterion, one of the following draft grades has been selected. This has been done on an experimental basis to help assess the relative importance of the criteria as they apply to the sites. Feedback will be sought with regard to the usefulness of this grading scheme.

6.1.2. The following categories are ‘scored’ in accordance with the following scale:

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• Uncertain - Insufficient evidence to comment; • Not Valuable - This category does not give the site any special importance; • Moderately Valuable - This category makes the site more important than the average wreck site, but not exceptional; • Highly Valuable - This category gives the site a high degree of importance. A site that is designated is likely to have at least two criteria graded as highly valuable; • Extremely Valuable - This category makes the site exceptionally important. The site could be designated on the grounds of this category alone.

Period 6.1.3. Moderately Valuable. The Verenigde Oostindische Compagnie (VOC) or Dutch East India Company began trading in 1602 and ceased trading as a company in 1800. During the 17th and 18th centuries the Dutch East Indies trade was at its peak, and the wreck of the De Liefde represents archaeological evidence of this trade.

Rarity 6.1.4. Moderately Valuable. During the lifetime of the VOC over 1500 vessels were built by or for the company, which completed over 8000 voyages. To date there are known to be around 650 VOC wreck sites world-wide, with 30 of these being located in the UK, five of which are to be found in the Shetland Isles. A further six are known to have been lost around the Shetland Islands but have yet to be relocated.

6.1.5. There are examples of similar VOC vessels to the De Liefde within UK waters, so the vessel cannot be considered particularly rare. However, it is representative of a famous merchant vessel type that has to date been largely exploited for their financial artefactual wealth rather than their historic and representative value. Located VOC vessels can be considered as rare, and archaeologically excavated and published VOC wrecks are rarer still.

Documentation 6.1.6. Highly Valuable. There are extensive contemporary records for most of the VOC vessels and related trading activities, as well as contemporary accounts of salvage operations conducted on behalf of the VOC on various sunken company vessels. Some of these records relate to the De Liefde, including reports being published in the Amsterdam Courant of the wrecking and salvage attempts. There are also some VOC accounts regarding the wrecking and salvage attempts (see Appendix II).

6.1.7. There has been some limited publication relating to the salvage work conducted on the site since its discovery in 1964, but a comprehensive record of recovered archaeological material does not exist. There is no published documentation that covers all of the salvage operations, although the Receiver of Wreck has received various submissions regarding material recovered in various seasons by a variety of persons.

Group Value 6.1.8. Highly Valuable. The wreck site of De Liefde lies less than three miles from the Designated Historic wreck site, the Kennemerland, another VOC vessel lost on Out Skerries in 1664. Also, De Liefde was part of a large Dutch convoy that had suffered several losses as she tried to clear the Out Skerries, with at least seven other vessels known to have been lost on the same night as De Liefde.

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6.1.9. There are two other known VOC (or VOC related) wreck sites on or near the Shetland Islands:

• Lastdragger, lost on Yell in 1653; • Curacao, Dutch man-of-war, lost off Unst while on convoy protection duty for returning VOC vessels.

6.1.10. Other known East Indiamen wreck sites on or near the Shetland Islands include:

• Vendela, Danish East Indiaman, lost on Fetlar in 1737; • Stockholm, Swedish East Indiaman, lost at Dunrossness in 1745; • Concordia, Danish East Indiaman, lost on Cunningsburgh in 1786.

6.1.11. In addition to the VOC connection the wreck of the De Liefde must be seen as part of a wider group of wrecks of all dates, types and nationalities within the Shetlands, that form an important part of the areas maritime heritage.

Survival / Condition 6.1.12. Uncertain. As observed during the WA visit, the wreck site of De Liefde is extremely vulnerable to south-easterly and easterly gales and this will undoubtedly have had some bearing on the survivability of ship structure on the Inshore Site. Delicate artefacts have been recovered during the various salvage operations on the Inshore Site, but these were invariably protected in large mats of iron concretion. In some instances these concretions were broken up into manageable blocks with explosives, with hand tools being used to free artefacts from these smaller blocks.

6.1.13. Where archaeological objects do remain on the Inshore Site (i.e. where they have escaped the attention of the various salvours), they are likely to be protected under or within these mats of concretion, or under areas of rock collapse. There is also the possibility for some artefacts to be found in the small sand filled crevices along the slope down from the Inshore Site to the flat sandy seabed in deeper water.

6.1.14. It is not possible to comment on the survivability and/or condition of remains on the Offshore Site as nothing of archaeological significance was encountered during seabed searches. However, as the seabed in the vicinity of the deeper wreck site is also likely to be sand, there is a good chance of survivability of ship structure and/or delicate artefacts (where these elements are covered by sand).

6.1.15. Any upstanding or exposed artefacts are likely to have been eroded by tidal movements, with sand particles borne in strong currents or storm swells having a strong abrasive action.

Fragility/Vulnerability 6.1.16. Uncertain. WA is unable to comment on the fragility of archaeological remains on either site as nothing was observed during diving operations.

6.1.17. It may be assumed that the Inshore Site has a low level of vulnerability as there is likely to be little of archaeological significance remaining. The extensive salvage sessions have recovered large quantities of artefacts and coins, with delicate artefacts such as the wooden chest containing the 3300 coins being destroyed during their removal shortly after having been discovered in 1967.

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6.1.18. The deeper site is likely to be highly vulnerable. It has been noted locally that scallop dredging has occurred in the general vicinity. Evidence of this dredging was observed during diving operations.

6.1.19. The salvage methodology may also have an adverse effect on any remains on the deeper site. As no archaeological reports for the Inshore Site or the Offshore Site have been published in recent times (i.e. less than ten years prior to the 2005 site visit), it is not possible to comment on this salvage methodology.

Diversity 6.1.20. Moderately Valuable. The wreck of De Liefde represents one of the 1500 armed merchant vessels built by the VOC during its 200 year history. As De Liefde sank during the height of VOC trading operations in the early 18th century, it may be considered as a fairly common example of a Dutch East Indiaman workhorse.

6.1.21. From early in its existence the VOC attempted to standardise the sizes of its vessels, and by 1640 gave ship specifications according to length rather than the system of lasts (a formula for calculating tonnage) and gradually took more control over vessels' specifications from individual shipwrights. Modifications in the size and form of VOC vessels continued throughout the company's 200 year history, changing to smaller standard rates in the 18th century, and bringing in alterations to the strength of framing, stern shape, sheer and rigging. Company directors brought shipwrights from England to Amsterdam in 1727, illustrating a willingness to adopt new ideas in vessel construction for the 'standard' VOC vessel types.

6.1.22. Clearly, while there was a standardisation of VOC ships from an early stage, there is reason to believe that some degree of diversity can be attributed to VOC vessels from different times during the company's existence.

Potential 6.1.23. Uncertain. A low level of potential can be expected for the Inshore Site, given the extensive salvage seasons, both in contemporary and more recent times.

6.1.24. As the deeper site may consist of vessel structure there is likely to be a high level of archaeological potential. Whilst only one cannon has been found from the Inshore Site (there is also a VOC stamped breech block in the Shetland Islands Museum), there have reportedly been up to four found on the Offshore Site. Two bronze cannon were recovered by the Aston University Diving Club in 1973 (possibly from the Offshore Site), with two more cannon reported to have been found in 1996 (ADU 2002).

6.1.25. It is possible that these cannon may have been pinning down sections of the hull, with the increased weight burying the structure in the sediment. If this hypothesis can be proven to be true then there will be an increased potential for the survivability of archaeological remains which may be contained within this sediment.

7. RECOMMENDATIONS

7.1.1. There is no evidence to suggest that there are sufficient remains within the area of the Inshore Site to warrant designation under the Protection of Wrecks Act (1973). The location of the Offshore Site is not known, and until the site is available for

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archaeological survey it is not possible to comment upon its suitability for designation.

7.1.2. Given the amount of explosives used during the years of salvage and the tons of material reported to have been moved from this area there is little expectation of finding any major artefacts. The highly dynamic nature of the site, exposed at the tip of a headland that has a very strong tidal run between it and the neighbouring island of North Benlip and sandwiched between two nearby tidal overfalls, also suggests that preservation of wreck material in the area is likely to be slight.

7.1.3. A dialogue with Mr. Richard Price is required before the assessment of the Offshore Site can proceed. The exact position of the deeper site needs to be obtained, and Mr. Price remains the best option for acquiring this information.

7.1.4. Failing that, a small scale geophysical survey (e.g. side-scan sonar and magnetometry) appears to be the best available means of identifying the Offshore Site. As it is known to be relatively close to the Inshore Site this survey could be conducted quite quickly, and would greatly aid diving operations.

7.1.5. Once the exact position is known diving investigation will be required. It has yet to be proven that the Offshore Site has any direct relationship with the Inshore Site, and it remains a possibility that it represents another of the recorded VOC or other losses within the area.

7.1.6. If the Offshore Site proves to be part of De Liefde then designation must be considered, depending on the extent of degradation to the site from salvage, dredging and other marine processes. If the site cannot be positively identified as being part of De Liefde wreck site it may still be a possible candidate for designation, depending on its nature and extent.

7.1.7. Of secondary importance would be the compilation of all the data pertaining to work conducted on the site. Several parties have conducted various salvage/excavations on both the Inshore and Offshore Site, little of which has been published.

11 De Liefde Undesignated Site Assessment Ref: 53113.02q-2

8. REFERENCES

ADU, 2002, Site visit report (ROV inspection), ADU 02/27.

Bax, A and Martin, C.J.M., 1974, ‘De Liefde a Dutch East Indiaman lost on the Out Skerries, in 1711’, in International Journal of Nautical Archeaology 3.1: 81- 90.

Bax, A., 1974, The Liefde Adventure, Buried and Sunken Treasure, London .

Bax, A., and Gill, J., 1978, Liefde – VOC, privately published.

Cherry, J., 1968, ‘Post-Medieval Britain in 1967: Wrecks’, in Post Medieval Archaeology 2, 1968.

Glendining’s and Co., 1969, ‘Coins of the Netherlands recovered from the Dutch East Indiaman De Liefde’, in Auction report.

Henderson, T., 1985, ‘Shipwreck and Underwater Archaeology’, in Shetland Archaeology, Lerwick.

Hurst, D.G., 1975, ‘Post-Medieval Britain in 1974: Wrecks’, in Post Medieval Archaeology 9, 1975.

Martin, C.J.M, 1998, ‘Scotland’s Historic Shipwrecks’.

Muckelroy, K (ed.), 1980, Archaeology under water: An Atlas of the World’s Submerged Sites.

http://www.vocshipwrecks.nl/, Description of the wrecking of De Liefde.

Wessex Archaeology, 2003, ‘Archaeological Services in Relation to the Protection of Wrecks Act (1973): Recording Methodologies’, Unpublished Report Ref: 53111.04a.

12 De Liefde Undesignated Site Assessment Ref: 53113.02q-2

APPENDIX I: DIVE DETAILS

Date Diver Depth Current Duration Visibility Time in Time out 20/08/05 Christie 23m Slack 37mins 10m+ 11:18 12:00 20/08/05 Pritchard 14m Slack 29mins 10m+ 19:07 19:42 21/08/05 Christie 26m Slack 33mins 10m+ 12:06 12:39 22/08/05 Christie 24m Slack 31m 10m+ 12:48 13:28

13 De Liefde Undesignated Site Assessment Ref: 53113.02q-2

APPENDIX II: SHORT HISTORY OF DE LIEFDE

Built: 1698, VOC boatyard, Amsterdam. Type: Dutch East Indiaman. Dimensions: Length: 150ft, Beam: 40 feet (Amsterdam feet). In English feet, the approximate measurements would be: Length: 166ft (50m), Beam: 44ft (13m). Tonnage: 250 lasten: the last being approximately equal to 2 tons (2000kg). Lost: Sank after striking a reef at Mio Ness, Out Skerries, during a storm during the night of 3rd November 1711. Cargo: Ordnance: 10 iron 12-pounders, 2 bronze 8-pounders, 18 iron 8-pounders, and 10 smaller guns (the latter including bassen, small breech-loading swivel guns). Complement: 300. Location: Inshore Site: Dregging Geo, Mio Ness, Out Skerries, Shetland Islands. Second site: thought to lie in deeper water in the general vicinity of the Inshore Site but precise position unknown.

The VOC owned three ships called De Liefde (The Love): the first was lost near Japan in 1600 and the second was wrecked at Baios de Padua in 1668, on her way home from Persia.

The third De Liefde was on her fourth voyage, with the intention of sailing around the Cape, Ceylon and on to Batavia, when she sank during the first leg after she struck the reef at Mio Ness, Out Skerries. For this fourth voyage she was commanded by Barent Muijkens and had a crew of 300, of which around 100 were VOC soldiers. De Liefde left Amsterdam in late October 1711 and made her way to Texel, where she took on the bulk of her heavy cargo and stores. On 3rd November she set out with two smaller VOC vessels, the Mossel and the Kockenge.

They then joined other vessels to form a convoy up the North Sea, using the ‘achter om’ or north about route. The other ships contained within this convoy were heading to different destinations: two or three East Indiamen, several West Indiamen, ships for North Russia, for Portugal, and for the Mediterranean. They would have tried to keep together until well past the Shetlands Islands, until dispersing and moving on to their intended destinations.

This longer route was often easier in the winter than forcing their way up the English Channel against prevailing winds, but the main reason why this route was chosen by Dutch vessels was due to the extent of enemy activity in the Channel. In 1711 the War of Spanish Succession was still underway, with French privateers practically bringing Dutch trade to a halt. This convoy of November 1711 was intended to break this ‘blockade’.

By the time the convoy had reached the Shetland Islands they found themselves in the grip of a storm, with part of the convoy too far to the west. At least seven vessels were lost, perhaps more. Not all the names of those vessels lost are known. Those that we do have details for are: • De Liefde, lost on Mio Ness, Out Skerries; • The Weresteyn, on voyage for Cape of Good Hope; • Two other vessels, possibly West Indiamen, lost on the ‘blind rocks’ south- east of Whalsay, possibly the Fladdicap.

14 De Liefde Undesignated Site Assessment Ref: 53113.02q-2

A later report in the Amsterdam Courant states that seven rudders and the stern castle of one ship were seen among the floating wreckage.

News of the disaster reached the VOC’s Court of Directors (Heeren XVII) in a dispatch from Lerwick, presumably by the masters of the Mossel and the Kockenge who would have been in position to witness the aftermath of the wrecking.

The Resolution Book of the Amsterdam Chamber of the VOC records the event as follows: ‘From letters we received from Laarwijk (Lerwick) in Hitland (Shetland) on 17th and 29th December last, we learned that the Company’s ships which had sailed from Texel on 3rd November ran into a bad storm off Hitland, as a result of which one of them, De Liefde, was wrecked by sailing on to a reef named Mioni (Mio Ness) off Uutscheren (Out Skerries). There was only one survivor, the shipwreck was not far from shore, and the bow of the ship was under water.’

This one survivor was the lookout stationed in the fore-top who, when the ship struck, scrambled out over a yard and managed to drop on to the cliffs.

The VOC later sent two small salvage craft, the Arent and the Otter, in an attempt to recover the considerable quantity of specie known to have gone down with the wreck.

The above summary history of De Liefde has been adapted from Shipwreck and Underwater Archaeology in Shetland (Henderson 1985) and from the definitive web site on the history of VOC shipwrecks and voyages: http://www.vocshipwrecks.nl/.

15 De Liefde

Shetland Islands Out Skerries

Admiralty Chart 3284 (2002)

This product has been derived, in part, from Crown Copyright Material with the permission of the UK Hydrographic Office and the Controller of Her Majesty's Stationary Office (www.ukho.gov.uk) All rights reserved. (Wessex Archaeology Licence Number 820/020220/11) Position for Site: NOT TO BE USED FOR NAVIGATION 60 24.616' N 00 47.712' W WARNING: The UK Hydrographic Ofice has not verified the information within this product and does not accept liability for the accuracy of reproduction or any modifications made thereafter. (WGS. 84) Date: 07/04/05 Revision Number: 0 1:1,500,000,1:40,000 Wessex Scale: Illustrator: KJB Archaeology Path: U:\Projects\53111\Drawing Office\.Report Figures\2005\z30_De Liefde De Liefde site location Figure 1 Plate 1: Southern Dregging Geo, main inshore site

Plate 2: Seabed in deeper water looking NW from main inshore site

Wessex Date: 19/10/05 Illustrator: KJB Archaeology Path: U:\PROJECTS\53111\DO\Report Figs\2005\z30 De Liefde\Plates.cdr

Plates 1-2 Plate 3: Seabed in deeper water looking SW from main inshore site

Plate 4: Seabed in mouth of the Southern Geo

Wessex Date: 19/10/05 Illustrator: KJB Archaeology Path: U:\PROJECTS\53111\DO\Report Figs\2005\z30 De Liefde\Plates.cdr

Plates 3-4 Plate 5: Diving on the inshore site

Plate 6: Post to aid artefact recovery

Wessex Date: 19/10/05 Illustrator: KJB Archaeology Path: U:\PROJECTS\53111\DO\Report Figs\2005\z30 De Liefde\Plates.cdr

Plates 5-6 Plate 7: Remains of the chain mooring

Wessex Date: 19/10/05 Illustrator: KJB Archaeology Path: U:\PROJECTS\53111\DO\Report Figs\2005\z30 De Liefde\Plates.cdr

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