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Draeseke, T., Höglund, P. (2012) Dygden - a Chapman built of the line. SKYLLIS, 12(1): 72-78

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12. Jahrgang 2012 · Heft 1 1

Inhalt

Vorwort 3

Emerging Maritime Paradigms for the Bronze Age in Lebanon Ralph K. Pedersen 5

Maritime Tel Michal, Israel Eva Grossmann 11

Die Seeschlacht im Nil-Delta Hristomir Smilenov Hristov 16

Schwimmer und Ertrinkende, Gefallene und Wasserleichen. Seekrieg und Seenot in der griechischen Vasenmalerei des 8. Jhs. v. Chr. 22 Boris Mijat

Drei antike Seeschlachten von Salamis Olaf Höckmann 31

Der Weg zur Seemacht beginnt an Land. Am Beispiel des Piräus 35 Constantin Müller

“Hansische Seekriege” des 14. und 15. Jhs. Alltag - Wirklichkeit - Mythos 40 Christian Peplow

The Swedish and , 1700-1721 A Strategic Asset or Burden? 47 Lars Ericson Wolke

The wreck of PRINSESSAN HEDVIG SOPHIA The archaeology and history of a Swedish ship of the line during the 57 Jens Auer - Holger Schweitzer Die Seeschlacht vor Wittow im Jahre 1712 64 Ein Beitrag zur Geschichte des Großen Nordischen Krieges Joachim Krüger

DYGDEN - a Chapman built ship of the line 72 Trevor Draeseke - Patrik Höglund

The wrecks and artifacts discovered in the excava- tions indicate that the har- “In sailor’s apparel I’ll dress and go with you” bor began gathering silt at its western end soon after 79 Women and the Naval Warfare of the Revolutionary and Napoleonic Wars the mole was constructed to form the harbor basin. In time, as the silting pro- Lena Moser gressed eastward and sth Technology of an ancient ship brazier 85 A unique example from the southern Levant Dana Ashkenazi - Moshe Fischer - Adin - Oren Tal

The wrecks and artifacts discovered in the excava- tions indicate that the har- The Use of Lebanese Cedar for Ship Construction bor began gathering silt at its western end soon after 94 Evidence from Timber identification of Shipwrecks in the East Mediterranean the mole was constructed to form the harbor basin. In time, as the silting pro- Nili Liphschitz gressed eastward and sth

100 Das Bücherbrett

Titelmotiv

Großes Koggensiegel von , 1329.

Aus: Christian Peplow, “Hansische Seekriege des 14. und 15. Jhs”, Abb. 5. 72 DYGDEN · T. Draeseke - P. Höglund

DYGDEN – a Chapman built ship of the line

Trevor Draeseke – Patrik Höglund

Abstract – In 2010, the archaeology unit at the National Maritime Museums in surveyed the remnants of the Swedish two-decked ship of the line DYGDEN, which exploded and sank outside Karlskrona in 1793. DYGDEN was part of Gustav III’s construction program led by the shipbuilder Fredrik Henrik af Chapman. The pro- gram focused on rapid construction using pre-fabricated parts in a quasi-assembly line fashion. The were launched in record times. DYGDEN was one of a series of ships of the line built to the same specifications. The Swedish navy in the 1700s was built for aggressive use in the Baltic. The vessels needed to have a shallow enough draft to operate in coastal waters, while also being manoeuverable and fast. Chapman had managed to construct a relatively small ship of the line that lived up to these expectations. DYGDEN participated in several naval battles during the war with Russia from 1788 to 1790. Archaeological investigations showed a remaining structure, at least 40 m long, deeply buried in the sediments.

Inhalt – Im Jahre 2010 erforschte die Archäologische Abteilung der Nationalen Meeresmuseen Schwedens die Reste des schwedischen Zweideck-Linienschiffs DYGDEN, das 1793 vor Karlskrona explodierte und sank. Es war Teil des größten Bauprogramms Gustavs III. unter Leitung des Schiffbauers Fredrik Henrik af Chapman. Dieses Programm war auf Schnellbau mittels vorgefertigter Teile in einer Art Fließbandsystem ausgerichtet. Die Schiffe liefen in Re- kordzeit vom Stapel. Die DYGDEN gehörte zu einer Serie von Schiffen gleicher Maße. Die schwedische Kriegsflotte des 18. Jhs. war für Angriffszwecke im Ostseegebiet gebaut. Die Schiffe mussten für Operationen im Küstenbereich geringen Tiefgang haben und wendig und schnell sein. Es gelang Chapman, ein relativ kleines Linienschiff zu bauen, das diesen Erwartungen entsprach. Die DYGDEN nahm an verschiedenen Seegefechten während des Krieges mit Russland (1788-1790) teil. Archäologische Forschungen ergaben eine mindestens 40 m lange, tief einsedimentierte Rumpfkonstruktion.

DYGDEN – A demanding design a , they were designed with a „When the ship’s boat had passed greater distance between the lower The ship of the line DYGDEN was a cable length from Dygden, the gunports and the waterline (Hall- built in the Naval Shipyard in flag constable saw the mainmast din 1945, 341; Glete 1990, 16-17; Karlskrona as one of ten ships in go overboard and before the ship’s 2002, 27). Chapman managed to the Crown Prince Gustav Adolf boat got to the flagship, Dygden construct a type of relatively small series. She was launched in 1784 as exploded“. ship of the line that lived up to ex- part of a major ship construction pectations. A series of large , program under King Gustav III large enough to be part of the line which was overseen by the ship of battle, were built at the same builder Fredrik Henrik af Chap- crew or being fitted, they could time, alongside the ships of the man. deal a decisive blow while simulta- Crown Prince Gustav Adolf series neously preventing reinforcements (Glete 1990, 31). Between 1782- The Swedish Open Sea Fleet’s ob- from . A similar scenario 1785, 10 ships of the line and 10 jectives during the 1700s were was sought in a war against Russia. frigates were launched from the primarily offensive and there was a If the Russian fleet could be quick- Karlskrona dockyard. The ships great demand on Chapman’s design ly defeated or blockaded, Sweden were named after desirable charac- to accommodate this aggressive could control the Gulf of Finland ter traits, for example DYGDEN mindset. In the event of war, the and be free to land troops and (Virtue), ÄRAN (Honor), DRISTIG- primary goal was to strike at the march directly on St. Petersburg. HETEN (Boldness) and RÄTTVISAN Danes or Russians before they had a (Justice). The frigates were named chance to mobilize – ideally catching In order to meet these offensive after ancient goddesses. their fleets while still in port. Since goals, the Swedish ships had to large portions of the Danish crew have a shallow enough draft to came by ship from Norway and the allow freedom of movement in the The Crown Prince Gustav Adolf Danish ships had to be fitted far inner parts of the Gulf of Finland series out from Copenhagen’s shallow and in Öresund. They were designed harbor, this was believed to be the to be highly manoeuvrable and The ships of the Crown Prince ideal place to strike. If the Swedes fast, while also being able to open Gustav Adolf series were all con- could catch the Danish fleet out- their lower gunports on the lee- structed from the same drawing. side Copenhagen while taking on ward side even in strong winds. As They were 49.6 m long to 12. Jahrgang 2012 · Heft 1 73

Fig. 1: The Vasa Shed in Karlskrona with a ship of the line inside and a prepared to launch outside. Watercolor by Christian Goss Elman.

stern, had a breadth of 13.6 m, a An assembly line series are held by the Statens mari- draft of just 5.6 m and a displace- tima museer (National Maritime ment of 2000 tons. They were The construction of the series was Museums) and several models of armed with 60-64 guns, which at carefully planned. Construction the ships can be seen at the Marin- first consisted of 24-pounder guns times were kept short by using pre- museum (The Naval Museum) in on the lower gun and 18- fabricated parts, strict schedules Karlskrona and Sjöhistoriska mu- pounders on the upper. The naval and leaving the natural surfaces on seet (The Maritime Museum) in board planned to upgrade the timbers when it would not impact . DYGDEN’S construction ships to have new lighter 36- the construction (Bernes 2008, 69; is representative of the industrial pounders on the lower gundeck 1945, 350 Halldin – Unger 1945, mindset behind the Swedish ship and 24-pounders on the upper. At 396). The ships of the line and fri- building program under af Chap- the start of the Russian war in gates were built in parallel (Fig. 1) man’s leadership. In addition to a 1788, only six of the ships in the and when they launched there were driven administrator and organ- series had received the upgraded already prefabricated timbers ready izer, Chapman was probably one of armament, of which DYGDEN was for the next pair of ships. The the first to build ships using scien- one (Glete 1990, 55). system of construction led to the tific principles and whose con- ships being built in record time. struction ideas were actually pub- To compensate for the leeward DYGDEN and the frigate FRÖJA were lished. The traditional craftsman- drift that occurred as a result of launched in only 66 days. The ship of building ships was chang- the smaller draft and the weight record was held by RÄTTVISAN and ing to an industrial activity based of the high lying lower battery, DIANA and DRISTIGHETEN and GALA- on scientific methods (Harris the upper deck constructions, like THEA which each took 45 days. The 1998, 9). the at the stern, were ships were launched with the upper removed and the and portion of the interior and rigging were lowered. Like incomplete. The importance The war against Russia, other similar warships of the placed on rapid production led 1788-1790 same size, they had three full Chapman to use Sundays as ordi- decks; an orlop, lower gundeck nary working days, although the In 1788, Russia was at war with and upper gun deck, as well as a church protested (Harris 1998, 120 Turkey and Gustav III took the op- half-deck at the stern and a fore- ff.). Some of the line drawings of portunity to attack. The Swedish castle (Halldin 1945, 347 ff.). the Crown Prince Gustav Adolf and Russian fleets met in July 1788 74 DYGDEN · T. Draeseke - P. Höglund

danger, and everyone sought only to preserve their lives, believing the ship was doomed. Even so they tried to put the fire out with small buckets of water, but it didn’t work so the larger part of the ship’s crew took their refuge in the ship’s boat“.

Björck thought there was nothing more that could be done to save DYGDEN. The painter connecting the ships boat to the ship was cut and they went to the flagship PRINCE ADOLF FREDRIK.

„When the ship’s boat had passed a cable length from Dygden, the flag constable saw the mainmast go overboard, before the ship’s boat got to the of the ship, Dygden ex- ploded. Fig. 2: The breakout from Vyborg Bay in 1790. DYGDEN can be seen in the lower left, When asked, the flag constable the sixth ship in the column. Sketch by Gustaf af Klint, Kra. Björck explained that on the ship Dygden, the gunpowder stores con- at Hogland, in the Gulf of Finland. treaty was signed on relatively neu- tained 445 centener defensions- The battle was a draw, but meant tral terms. The borders were main- powder, and 8 centener raffelpow- the Swedish strategy of achieving a tained, without either side der, of which 403 was stored in surprise attack on St. Petersburg achieved much other than heavy the main powder stores and the was no longer possible. DYGDEN casualties and loss of ships (Unger armoury and 50 centener forward. participated in the battle and, in 1945, 490 ff.; Lybeck 1945 548). Also, said Björck, neither of the two the following years, the Battles of smaller ships boats were available, Öland in 1789 and Reval (present nor did any boats from the other day Tallinn) in 1790. In early June The disaster of June 29, 1793 ships show up so the main ships 1790, the king, his brother Duke boat was the only refugee available“ Charles, together with the Open With the French Revolution in (1793 Kra. Protokoll, A, 10). Sea Fleet and the , 1792 and the wars in its wake, the 30.000 troops and over 200 ships Swedish navy was in an increased The powder equivalent to one cen- were trapped by the Russians in state of readiness, with some ships tener equals approximately 42.5 kg. Vyborg Bay in the northeastern being used to convoy the Swedish On board DYGDEN there was about part of the Gulf of Finland. The merchant fleet (Bernes 2008, 118). 19.2 metric tons of gunpowder, of Russians believed it was only a At the end of June 1793 some war- which 17.1 was in the aft. matter of time before the Swedes ships, including DYGDEN, were in surrendered. However, in early Ju- Karlskrona roadstead being resup- The sequence of events is also de- ly, the winds changed to favor the plied. The flag constable Carl Gus- scribed in the newspaper „Örebro Swedes and they attempted a break- taf Björck was on board DYGDEN, Weckoblad“ July 13, 1793. „The ship out (Fig. 2).DYGDEN was the sixth taking the inventory of gunpowder was already laid out and rigged ship in the column that broke in the ship’s powder magazine (in when a tub full of hot pitch caught through the Russian lines. The fleet the aft of the ), when around fire. The crew wanted to throw it in managed to escape, but suffered about three o’clock in the after- the water but one strap on the tub heavy losses, including two of noon, he heard from some of the broke, so that the burning tar was DYGDEN’S sister ships. The break- crew that fire had broken out on tipped out onto the deck, whereby out was still considered a success, the ship. the ship within minutes was in full given the disastrous situation they blaze and after a half hour, it ex- had found themselves in. After the „And the flag constable Björck then ploded. At this sad time, 60-70 men breakout at Vyborg bay, the Swe- went out and was met with thick of the crew were killed, including dish Open Sea Fleet was weaker smoke, coming from both above Lieutenant Baron Wrangel. The than the Russian, but a few days and below deck. Burning pitch was others were saved partly by sloops later the Swedish Coastal Fleet man- flowing everywhere fore and aft and swimming. This ship was the aged to soundly defeat the Russian and spread below, engulfing the last in the line and as fortune equivalent in the Battle of ship in flames. The crew wanted to would have it, the wind was away Svensksund. As a result, the peace abandon ship because of the great from the others.“ 12. Jahrgang 2012 · Heft 1 75

After the war

What happened next with DYGDEN after the accident is unclear, but it appears some salvaging occurred, probably shortly after the sinking. The ship’s figurehead was put on the captured Russian ship VLADIS- LAFF and can be seen today in Marinmuseum.

The experience of the war from 1788-1790 proved that the Crown Prince Gustav Adolf series of light ships could not compete with the larger and more powerful Russian ships in long artillery duels. After the war, the Swedish fleet was adapted for defensive warfare. Stronger vessels with greater depth and heavier construction were built (Glete 1990, 17f.; 2002, 25 ff.). Fig. 3: Map of Karlskrona archipelago with the wreck site of DYGDEN marked in the Swedish vessels of the 18th century middle. had an unusually long life, when compared to the rest of . Scuttled ships board when the accident occurred. The average life expectancy was The rest were ordered ashore to just over 60 years. In other coun- DYGDEN is one of two of Chapman procure equipment and supplies. tries, ships rarely lasted longer than ships of the line that remain in 25-30 years (Glete 1990, 33). The Swedish waters. The other is WASA, The transcript of the hearing with longest survivors in the Crown launched in 1778. WASA was sunk Forsman, Fagerlind and Lilljekvist Prince Gustav Adolf series were intentionally in 1836 to block the include what personal property DRISTIGHETEN which was decom- Djupasund (Deep Sound), between they lost in the accident. Fagerlind missioned in 1869 and ÄRAN, sold Sturkö and Tjurkö in the Karls- seems to have been a relatively in 1874, 90 years after her launch krona archipelago. There are wealthy man. The amount of per- (Lybeck 1945, 548). many wrecks in this archipelago, sonal possessions he lost shows many of which were intentionally that even junior officers could have sunk to create barriers or obsta- a lot of belongings on board. The discovery of DYGDEN cles in the water. Most of these Among the possessions mentioned wrecks are of military origin and are; a trunk with a lock, a uniform In spring 2010, the Swedish navy were scuttled during the 1700s. jacket, a pair of blue trousers, elev- minesweeper HMS STURKÖ dis- Since DYGDEN was not scuttled, en shirts, four overshirts with covered what appeared to be the the wreck is interesting from sleeves and ruffles, three long mus- remains of a shipwreck outside more than purely a design per- lin scarves, four scarves, six coats Karlskrona in just over 20 m of spective. The ship was a more or with ruffles, a pair of white and a water. A map from the early 1800s, less fully-equipped warship, with pair of black silk stockings, six blue marked DYGDEN as having wrecked a large crew and all the equipment and red striped handkerchiefs, in the same area (Fig. 3). So an that that entailed. three pairs of cotton socks, four investigation was arranged be- pairs of half-worn socks, a saber tween the Marinmuseum, Sjö- with a sword-belt, sheets, four historiska museet and the crew of Personal belongings chests, six china plates, four knives HMS STURKÖ in October 2010. The and forks, a writing box with ink- objective was to record and take A few days after the disaster, four well and sand box, four large ink- samples from the wreck with the officers were questioned – second wells, a uniform hat, a meer- ultimate goal of determining whether lieutenant Carl Magnus Forsman, schaum pipe with shank, five bot- or not the wreck was indeed DYG- flag officer Gudmund Fagerlind, flag tles, a napkin, two towels, a new DEN. Furthermore, the site was captain Hakan Lilljequist and the pair of boots, a half-worn pair of assessed for the wreck’s overall pre- above mentioned flag constable, boots, two new pairs of shoes, servation and its cultural and Carl Gustaf Björck. Björck was the shoulder pads, a small mirror with historical value. only one of the four who was on gilt , a coat and a sweater. 76 DYGDEN · T. Draeseke - P. Höglund

Fig. 4: Plan of the DYGDEN wreck site. Fig. 5: Model of the CROWN PRINCE GUSTAF ADOLF’S framing. Note the hawse timbers on either side of the stem.

The fieldwork Because the wreck is mostly ob- cal timbers found between the scured under sediments, it was dif- stem and frames timbers. In the first dives on DYGDEN it ficult to access suitable timber for became clear that the bulk of the dendrochronological sampling, On the port side, from the bow to wreck lay buried in the soft muddy however three were taken. amidships, it’s possible to follow a sediments on the bottom. We line of the of 17 frame timbers began by delineating the extent of covering a distance of some 15 m. the site with a tape measure and Results The tops of the frames are chamfered attached 20 tags to the visible hull for what is assumed to be chocks be- structure. These were then mea- The visible part of the wreck is tween futtocks. The frames lie about sured using the Direct Survey approximately 25.5 m long and lies 45 cm apart from each other. Method (DSM), which is based on more or less north south with the triangulation. Distances between bow facing south. In the forward Just outside the last frame, around the fixed points were fed into „Site area is a large section of the struc- amidships on the port side is a 4 × recorder“, software designed for ture approximately 4 × 4 m wide 1.60 m wide and 42 cm thick rec- underwater archaeological investi- and sticking 1.5 m out of the sedi- tangular portion that is believed to gations. The program reports on er- ment. Outside the structure, lying be an intact portion of the ship’s roneous data during entry, which face down in the mud, parts of the side. Probing around this section means measurements can be correc- ship’s outer planking are still visi- suggests more parts remain in the ted or adjusted in the field. In ad- ble. The planking is approximately sediments. On the starboard side, dition to the measurements, visible 55 cm wide and about 12 cm thick. the tops of four frames are visible, sections of the hull were sketched The ships frames are approximate- across a distance of approximately and filmed. Together, this data form- ly 40 cm wide on both sides. The 5 m. Moving further towards amid- ed the basis for the comprehensive bow structure is believed to be the ships, there is a gap of 10 m ending site plan of the wreck (Fig. 4). ship’s hawse timbers, a set of verti- with a single frame at amidships. 12. Jahrgang 2012 · Heft 1 77

Probing revealed the continued pres- Fig. 6: ence of the frames in the 10 m gap, The bow seen from the east with the outer planking below the hawse timbers. buried under the sediment. Probing past amidships towards the aft re- vealed the continued presence of frames under the sediment for at least another 15 m on both the sides (Fig. 5). Fig. 7: Sketch of double framings. In total, the wreck site is approxi- mately 40 m long. The maximum breadth between the starboard and port frame timbers around amid- ships is 12.5 m. Probing in the cen- ter of the wreck implied a deck level at around 1.90 m deep. Probing out- side showed that there is additional material in the sediments, but with- out further investigation it is unclear exactly what these pieces are.

The dendrochronological samples suggest the oldest possible date of felling for the three samples to be 1690, 1725 and 1748, from the area around present day Poland. Den- drochronological samples from the wreck of the KRONPRINS GUSTAV ADOLF, in Finland, also had a wide date range, one going back as far as Battle of Öland, capsized and lay for DYGDEN presumably sank in an 1591. As they note, however, this a while floating on her port side upright position. Our theory is could be a result of planing or before she exploded and sank. Today that the main force of the explo- shaping of the ship timbers, a dis- the wreck’s most preserved portion sion of DYGDEN’s 17 tons of powder crepancy of 200 years being equi- is the port side, which was the side in her stern magazine would have valent to only 15-20 cm of missing supported by the water at the time been directed up and out and rings (Tikkanen 2000, 10). of the explosion. Remains of the through the weaker portions of the starboard side include only the bot- ship like the gunports and transom, tom portions of the hull. It is hypo- with the water on the outside of the What is left today thesized that in both cases the sup- ship acting as a supportive force on portive pressure of the water may be the parts of the hull below the The preservation conditions in the responsible for saving what portions waterline. The frames on the port usually mean heavily of both ships remain. side seem to be only slightly eroded built ships and warships are extreme- and all end at the same height. This ly well preserved. Comparatively, The seabed conditions of the suggests to us that the futtocks there is not very much of DYGDEN wreck site differ signifi- (probably the joints between the left above the sediments. From the cantly from DYGDEN’s. The bottom second and third) severed during historical records we know DYGDEN around KRONAN is harder sand on the explosion, resulting in the ex- to have had a breadth of 13.6 m, top of relatively firm glacial clay tremely regular height seen today. compared with the maximum and the rich find material in the It is possible that the upper struc- measured distance between the form of personal belongings and ture of the hull lies outside the cur- frames amidships of 12.5 m during equipment is visibly apparent on rently visible frames under the our survey. This fact, taken in con- the bottom (Einarsson 2009, 4). mud. Ships of this size in the 1700s junction with the angle of the and later were often built with frames, which become increasingly double framing, where the futtocks vertical as we move from the bow Deep sediment and a powerful would overlap one another as seen to amidships, leads us to believe the explosion in Fig. 7. tops of the frames are at or near DYGDEN’s waterline. Unlike KRONAN, very little of DYG- There is also the possibility that the DEN is visible today, the remains of extremely regular height of the As a comparison to DYGDEN, the hull having sunk deep into the frames may be a result of salvaging KRONAN, which sank in 1676 at the loose muddy bottom (Fig. 6). contemporary to the ship’s sinking. 78 DYGDEN · T. Draeseke - P. Höglund

The naval base in Karlskrona would wreck is still intact under the sedi- Lybeck, O. (red.) 1943: Svenska flottans have certainly had the resources ment. To know for certain, howe- historia Vol. 2 (Malmö). and skills to attempt such a salvag- ver, further investigations will have Tikkanen, S. 2000: The ship of the line ing operation, but disassembling the to be carried out. Kronprins Gustav Adolf, in: Nautica Fen- ship so carefully seems unlikely. It nica. should be possible to ascertain this With the aid of historical docu- through the study of the historical ments, the ship models and com- Unger, G. 1943: Svenska flottans sjötåg source material. parative evidence like the wreck of åren 1772-1814, in: Lybeck 1943. the actual KRONPRINS GUSTAV ADOLF Unger, G. 1943: Örlogsbaser och varv åren The measured width of 12.5 m, outside of Helsinki, we can deter- 1771-1814, in: Lybeck 1943. close to the historically known mine what is preserved and see Wachtmeister, A. 1912: Något om i width of 13.6 m suggests that the how well they match with the Karlskrona örlogshamn fordom sänkta portion of the hull starting just remaining archaeological material. skepp. Tidskrift i Sjöväsendet (Stockholm). below the widest part of the ship is Furthermore, investigation of the preserved. This could mean that wreck can offer clues to the se- Örebro Weckoblad 13 juli 1793. probing to a depth of 1.90 m inside quence of events associated with the ship, represents the bottom of the accident. an . Including the lower b) Unprinted References parts of the ship’s construction, , etc., it is believed there could References Kra (Krigsarkivet). Protokoll 1793, A, 10. be as much as five to six meters of Amiralitets Under Rätten i Carlskrona a) Printed references ship structure preserved in the Protokoller för Juli, augusti och September sediment. månader år 1793, 3:e kvartalet. Research by Bernes, C. 2008: Segelfartygens tid (Vär- Manne Dunge & Hans Lineskär, Marin- namo). museum, transcribed by Marcus Hjulham- Conclusions mar, Sjöhistoriska museet. Einarsson, L. 2009: Kronanprojektet. Rap- The documentation and the den- port om 2009 års marinarkeologiska un- Riksantikvarieämbetets fornminnesregis- drochronological results indicate dersökningar av regalskeppet Kronan. ter. FMIS. www.fornsok.se the following: Rapport (Kalmar läns museum). Ekberg, G. 2008: Djupasund och Stumhol- c) Maps • The main dimensions of the ship men. Arkeologisk sonarkartering. Statens and the size of the visible frames and planking are consistent with maritima museer, arkeologisk rapport nr Map with ”Dygdens vrak (wreck of 2008:9 (Stockholm). a vessel of DYGDEN’s size. Dygden)” marked. Undated. Marinmu- • The wreck location is consistent Glete, J. 1990: Den svenska linjeflottan seum, Karlskrona. with the marked location of 1721-1860. En översikt av dess struktur DYGDEN on the historical map. och storlek samt några synpunkter på • The spread in the dating of the behovet av ytterligare forskning, in: Forum Credits of figures dendrochronological samples Navale nr 45 (Karlskrona). suggest that significant portions Glete, J. 2002: Sheldon, af Chapman och of samples were probably mis- Figs. 1-2: Bernes 2008; Fig. 3 and 5: Photos de svenska linjeskeppen 1750-1800, in: sing, making it likely that a Erling Klintfors, Marinmuseum; Fig. 4: Marinmuseum. Modellkammaren 250 – large number of rings are mis- Trevor Draeseke & Patrik Höglund, ett marinmuseums födelse (Karlskrona). sing. The timber may therefore Sjöhistoriska museet; Fig. 6: Photo Jens have been harvested much later than 1748, and nothing speaks Halldin, G. 1943: Skeppsbyggnad och sjö- Lindström, Sjöhistoriska museet; Fig. 7: against it having occurred in krigsmateriel under perioden 1771-1814, Lavery 1984, 31. connection with the ship build- in: Lybeck, O. (red.): Svenska flottans his- ing program of 1782-1785. toria Vol. 2 (Malmö). • During the 1700s and especially Harris, D. 1998: Fredrik Henrik af Chap- Address after 1775, large quantities of man (Karlskrona). oak were brought to Karlskrona Trevor Draeseke from and Höglund, P. 2011: Dygden. Arkeologisk Patrik Höglund adjacent areas (including Po- undersökning av ett linjeskepp från 1700- Statens maritima museer land) for shipbuilding purposes talet. Arkeologisk rapport. Sjöhistoriska box 27131 (Harris 1998, 120; Holmberg museet (Stockholm). 1963, 178 f.). 102 52 Stockholm Holmberg, G. 1963: Svenska flottans far- Sweden tygstyper och fartygsbyggen, in: Halldin, G [email protected] Based on the evidence, the remains (red.): Svenskt skeppsbyggeri (Malmö). [email protected] are assumed to be those of DYGDEN and it is believed a large portion of Lavery, B. 1984: The ship of the line (London).