ARCHAEOLOGICAL and ANCIENT

LANDSCAPE SURVEY

EIGG PIER DEVELOPMENT GALMISDALE

2002

Part 2

Work on the Wreck

(Steven Birch)

By Martin Wildgoose AIFA and Steven Birch PIFA, FSA Scot.

Contents: Page:

Contents 1

List of Illustrations 2

1 Introduction 3

2 Background 3

3 The Survey 8

3.2 The Wreck Site 8

4 Site Assessment 15

4.2 Analysis of the Boat Remains 19 4.3 Summary 20

5 Recommendations 22

6 Acknowledgements 23

7 References 24

Appendix 1: Interim report for additional work completed on the boat remains during February 2002 25

Appendix 2: Plan of the boat remains with references for photographic images used in the text 27

Appendix 3: Report on the boat remains from Dr. D.M. McElvogue – Marine Archaeologist and specialist in boat construction (Mary Rose Trust, Portsmouth) 28

Appendix 4: Report on the boat remains from John M. MacAulay – Traditional Boatbuilder (Flodabay, Isle of Harris, ) 29

Page – 1

List of Illustrations: Page:

Figure 1 - Location maps for the island of and Galmisdale Bay 4

Figure 2 - RCAHMS 1:2000 plot of Galmisdale Bay and visible boat remains 5

Figure 3 - Photograph showing Galmisdale Bay, Kildonnan Farm and site of boat remains 9

Figure 4 - Strake detail showing square nail hole and caulking residue 10

Figure 5 - Plans of the boat remains off Galmisdale Pier (1:200) 11

Figure 6 - Stern deadwood and attached strake 13

Figure 7 - Stem deadwood and keel scarf joint 13

Figure 8 - Stern deadwood from the SW and garboard strake 14

Figure 9 - Profiles of the stern and stem deadwood members 14

Figure 10 - A view of frame timbers amidships 16

Figure 11 - View of displaced strake towards the stern of the boat remains 16

Figure 12 - A view of exposed frames above the line of the keel 17

Figure 13 - Detailed image of frame timber 18

Figure 14 - Detailed image of frame timber 18

Figure 15 - Detailed image of frame timber 18

Figure 16 - A view of the exposed frames and strakes amidships with details of obscured features 21

Figure 17 – A general view of the wreck site in Galmisdale Harbour 22

Figure 18 – Placing sandbags around exposed frames on the port side of the remains 26

Figure 19 – Image showing recently exposed structural timber showing quality of preservation 26

Photo Credits: Figures 4, 18 and 19, courtesy of George Brown ( Council Diving Unit – Inverness).

Page – 2

The Preliminary Recording of a Wreck off Galmisdale Pier, Island of Eigg

1 Introduction

1.1 This interim report presents data, both historical and archaeological, regarding the remains of a wooden-built boat identified off Galmisdale Pier on the island of Eigg – NGR NG 4849 8388. The desk-based research and archaeological assessment of the boat remains was undertaken on behalf of Highland Council Roads and Transport Department, in advance of construction works for a new causeway and pier facility for the island (see Part 1, Appendix 6 and Fig.1).

2 Background

2.1 The boat remains off Galmisdale Pier were initially reported to personnel from the Royal Commission for the Ancient and Historic Monuments of Scotland (RCAHMS) in the spring of 2001, by a local fisherman from the island. Communication between the fisherman and the Royal Commission had suggested that the boat remains only became visible during very low spring tides and in conjunction with shifting sediments within the bay, and that there had only been two recorded sightings during the last century – the last being some forty years ago (RCAHMS, 2001 pers. comm..). During the exposure of the boat remains from the sand during 2001 Brig Lancaster, a carpenter on the island of Eigg, had also briefly inspected the exposed timbers. He suggested that the boat was clinker-built and was held together using wooden pegs, with no iron nails visible.

2.1.1 Fieldwork on the island of Eigg during October 2001 by the RCAHMS coincided with the re-exposure of the boat remains due to very low spring tides. The Royal Commission used this opportunity to make a preliminary inspection of the boat and also completed a survey of any relevant features exposed above seabed level. The survey was carried out during low tide conditions, but with around 0.3 metres of water still overlying the site. The results of the 1:2000 plot of the boat remains are shown in Fig.2 and clearly show a number of structural timbers, some possibly articulated. A total of 10 frames (ribs) were recorded along with other structural elements including strakes (planks) and a part of the stem and stern areas.

2.1.2 Prior to the RCAHMS visit to the site in the autumn of 2001 Brig Lancaster, the local carpenter on Eigg, retrieved one of the strakes that was lying detached from the boat remains, along with an iron concretion. The strake was described as being ‘quite broad for a boat timber, hand finished, with a wooden dowel driven into it’. Unfortunately, the concretion was broken open before a detailed analysis could be carried out, the results of which revealed the remains of an iron hammer (RCAHMS, October 2001, pers. omm..). Upon a closer examination of this find at the Museum of Scotland, staff identified the remains of an iron axe within the concretion.

Page – 3

0 1km

Fig.1 – Location maps for the island of Eigg and Galmisdale Bay. For detail, see Fig.2. (Crown Copyright – Ordnance Survey) Page – 4

Fig.2 – Preliminary survey of the boat remains off Galmisdale Pier by the RCAHMS, 2001 – 1:2000 plot (by kind permission of Dr. Alex Hale, RCAHMS)

Page – 5

2.1.3 Local tradition on Eigg and documentary sources brought together by Camille Dressler, a prominent member of the community on Eigg and author of Eigg: The Story of an Island (1998), suggests that the boat remains may be related to the loss of the Dubh Ghleannach. Wrecked off Kildonnan Point (at the mouth of Galmisdale Bay) in October 1817, the possible birlinn or galley was built for Captain Alexander Ruadh MacDonald 10th of Glenaladale, the builder of the Glenfinnan Monument, which was erected to mark the raising of the Jacobite Standard in 1745.

2.1.4 During the October evening in 1817, An Dubh Ghleannach (the Black One of the Glens) was sailing from to Galmisdale Bay on Eigg. The boat was carrying Dr. Donald MacAskill of Kildonan Farm on Eigg, the parish surgeon for Arisaig, the , and South and the Estate representative for the island. Also on board there were Angus Og of Gruline on Eigg, several other men from the Mainland, including a tailor and young lad from Arisaig, and a cow. It seems that Dr. MacAskill and his companions had earlier sailed over to the Mainland to attend the autumn cattle fair in Arisaig, but instead of returning with his nephew Allan (the tacksman of Laig on Eigg), he chose to come back later in the evening on the Dubh Ghleannach (Dressler, 1998:66).

2.1.5 Upon entering Poll nam Partan near Kildonan, while the boat was tacking into a strong wind, she was ‘taken aback’, the sail struck the mast and the boat turned over and quickly sank (MacKinnon,1974:256-61). Cries of help were heard in the darkness from Kildonan House, but there were no signs of the boat. The people from Kildonan quickly launched a small boat and went out towards where they had heard the cries. Angus Og of Gruline was found swimming ashore, while they found the lad from Arisaig drowned and came across a second survivor (the tailor) who had held on to the cow’s tail as it swam towards the shore. Unfortunately, everyone else on board the boat drowned and the doctor’s body was recovered the next day. He had died of a heart attack after trying to swim ashore in his heavy blue cloak. There is no further mention in these references regarding if the wreck of the boat was ever found or recovered.

2.1.6 The boat and its owner were commemorated in Gaelic poetry by Alasdair MacKinnon, the following lines taken from the archives of the School of Scottish Studies, University of Edinburgh (1974:250-57):

One day as I walked by the shore, I heard the warlike music of the Gaels: I recognised the sweet fingering of the man from the Braes, On a fine chanter of vigorous note, And I knew that the hero had put to sea, The builder of noble stately towers.

It was the Dubh Ghleannach (the Black One of the Glens) H6-ro Gheallaibh, who else could sail her? Row hard and sing! Page – 6

How I loved the vigour of these stylish tunes With regular ground and cuttings: Close-knit, agile, steady, flawless, The variations of the resonant strains That would stir the kinsfolk to the marrow: Be the heritage of the slender dark blue blades yours!

It was the Dubh Ghleannach etc.

And then I saw the black, beautiful Druimineach, The ship of Alisdair of the glens of the Rough Bounds, Like a Royal steed on the wave-crests Moving out from the land, with its blazoned silk banners, The Royal Arms of Scotland That would inspire thousands to manly deeds:

It was the Dubh Ghleannach etc.

The only other reference we have of any similar sized vessel being lost in the bay is that of a fishing smack sometime during the late 19th century (Brig Lancaster pers. comm.), however, we have found it difficult to find any further evidence regarding this loss.

2.1.7 The strake and concretion lifted from the site of the boat remains off Galmisdale Pier during the autumn of 2001 were handed over to the RCAHMS and transported to Edinburgh. Here, they were deposited with the Museum of Scotland where David Caldwell, Head of the Medieval Department, examined them. On closer examination the strake was found to have evidence for trenail and metal rivet fastenings. The outer face of the plank had some form of waterproofing residue in-situ and the inner face showed a number of tool and woodworking marks. The end of the strake was bevelled in keeping with a scarf joint, while the opposite end showed signs of severe degradation due to exposure above the seabed sediments (Hale pers. comm.).

2.1.8 A more recent examination of the strake from the boat remains on Eigg by Anne Crone of AOC Archaeology, Edinburgh, to investigate whether a dendrochronology date could be obtained, revealed that the timber from which the plank had been manufactured was fast-grown oak. Unfortunately, the investigation revealed that insufficient growth rings were visible within the cross-section of the strake (30-40 rings) to undertake a successful dendrochronological dating – such a dating exercise requires at least 80 growth rings to obtain a satisfactory match with the calibration samples (Crone pers. comm.).

Page – 7

3 The Survey

3.1 Having received an archaeological brief from Highland Archaeology Services in Inverness to carry out an assessment of the boat remains in advance of the new causeway and pier development for the island of Eigg (see Part 1, Appendix 6 and Illus.2), Archaeological and Ancient Landscape Survey travelled out to the island on the 10th December 2001. The archaeological assessment of the boat remains and the site compound for the engineering contractors (Part 1, Illus.2) was carried out between the 10th December and the 14th December 2001, during a period of fine settled weather.

3.1.1 A desk-based assessment was undertaken in advance of the archaeological survey in order to establish the nature and extent of both the known archaeological and documentary archive relating to the area for development. A search of the RCAHMS Sites and Monuments Record at CANMORE resulted in two recorded wreck sites off Galmisdale Pier (see Part 1, 2.1), although local tradition placed only the wreck of a brigantine at this location (Simon Heliwell pers. comm.), with the wreck of the Hermann being situated in the narrow channel between Eigg and Eilean Chathastail (Castle island).

3.1.2 Although the archaeological brief was aimed primarily at protecting the boat remains from disturbance or damage during the forthcoming pier and causeway development works (see Part 1, Illus.2), it was also deemed necessary to recover sufficient base-line data in order to provide an adequate management plan for the site. One important aspect of this work would be to provide a possible date for the boat remains based on typological and chronological affiliations.

3.2 The Wreck Site

3.2.1 The remains of the boat are situated to the north of Galmisdale Pier at NGR NG 4849 8388, in around 4.6 metres of water (Mean High Water Tide). During periods of Low Spring Tides the boat remains almost dry out and it was during such a tide that structural timbers from the boat were identified. The site is exposed to the northeast, although some protection is afforded by Castle Island and the offshore skerries of Garbh Sgeir (see Fig.1). The main anchorage for the island of Eigg is situated some 100 metres to the south east of the wreck site, this being used by local fishing boats and visiting leisure craft.

3.2.2 A rocky foreshore to the north west of Galmisdale Pier slopes from the surface at about 45 degrees to the seabed. This consists of gently shelving fine shell sand interspersed with small areas of outcropping bedrock, the latter encrusted with a variety of marine organisms and small kelp holdfasts. Sediment transportation, apparently inducing both build-up and erosion, also influences the morphology of the site. The tidal set is complex and has not been quantified during the present survey however, it is thought that the tidal stream running through the channel between Castle Island and Galmisdale Pier gives rise to eddying and variable currents in the vicinity of the wreck site. Page – 8

Fig.3 – Looking north from the shore over Galmisdale Bay. The prominent building in the photograph is Kildonnan Farm, while the boat is moored close to the wreck site.

3.2.3 The visible remains on site (see Fig.5) comprise elements of articulated structure from the boat, individual detached timbers and ballast stones. Scour pits were observed in the vicinity of the more exposed structural elements of the boat, especially around the stem and stern areas, and marine fouling in the form of barnacles, worm casts and gribble-boring organisms attest to the periodic exposure of these structures. The boat remains are aligned NE-SW, with the stem (bows) to the NE, and represent a total length of vessel measuring 12.1 metres (keel length).

3.2.4 In order to provide the maximum amount of information from the dives a base line and tape measure were run down the length of the exposed boat remains, in-line with the keel and a series of offset measurements were taken. This provided accurate 2 dimensional positions for the exposed timbers and any other features associated with the wreck such as ballast stones or concretions. Further direct measurements were taken where necessary, to provide additional information regarding constructional details.

3.2.5 At the stern, a scour pit had formed revealing elements of the keel, stern deadwood and the garboard strake. The sternpost was not in-situ and a concretion had formed here obscuring the end of the keel. However, fragments of wood protrude from this concretion – two small pieces up the line of the sternpost may represent all that remains of this structural timber, and one piece of wood set at 90 degrees to these (this piece of wood may be a

Page – 9

section of surviving rudder, while the iron concretions may represent fastenings for this assembly). The garboard strake is set at a steep angle from the keel line here and protrudes beyond the end of the rising deadwood.

3.2.6 Moving forward towards the stem three strakes seem to have been disturbed from the boat remains, possibly due to an anchor being pulled through the wreck or other forms of mooring disturbance. The strakes are 0.20m in width and approximately 0.030 – 0.040m thick. Evidence for square-sectioned iron fastenings and rhombic roves could clearly be seen on the surface of these strakes. The strake recovered by Brig Lancaster and now with the National Museum of Scotland was also found in this area of the site (Lancaster pers. comm.). A total of 9 frame timbers are exposed along the port side of the boat, their ends severely eroded by the action of the sea and sand, and are infested with marine boring organisms. The frame timbers vary in width between 0.10m and 0.15m, and are approximately 0.18m deep at their maximum dimension, while the spacing between the frames also varies considerably.

Fig.4 – In-situ strake detail showing square nail hole and caulking residues.

Page – 10

Fig.5 – Plan of the boat remains off Galmisdale Pier showing the structural elements visible during fieldwork in December 2001. Page - 11

3.2.7 Towards the stem, at least 9 strakes were identified and seem to be still articulated, although the timbers have splayed somewhat due to the failure of the iron fastenings. At least one of these, including the garboard strake, seems to be fastened to the keel at the stem indicating that this important diagnostic element is preserved throughout the length of the boat. Immediately above the keel at the stem, there is a curved piece of deadwood or a part of a composite stem, which has been broken off, or has been eroded by more natural agencies. To the SW of the deadwood and partially overlying this, there is a large structural timber complete with three 0.020m diameter holes, measuring some 1.7 metres in length and around 0.22 metres in section. The end nearest the stem has also been broken off, while the opposite end has been bevelled slightly. This timber is slightly oval in section and the outer face shows evidence of tooling marks.

3.2.8 The keel where visible at the stem is ‘V’ shaped in section, measuring 0.080m wide at the top, 0.060m wide at the bottom and 0.150m deep at this section. The keel here is terminated at the stem in a scarf joint, however, the stem post itself is not in-situ. Above the line of the keel and towards the mid-ships section, the ends of 3 frames were also visible and these appear to be the opposite ends of 3 of the frames recorded on the port side. The starboard side of the boat however, seems to be rather sparse in surviving structure, unless elements are hidden below sand level. A long strake was observed emerging from the sand amidships and running towards the stem, while there is a second strake overlapping this, complete with a fine, feathered scarf joint.

3.2.9 A small exploratory trench amidships, carried out to see if any structural timbers were preserved here, revealed further details of 3 of the frame timbers initially identified on the port side of the boat, in-situ strakes on the starboard side complete with a fine scarf joint (with fastening holes and caulking residues), 2 ballast stones and a small concretion. The strakes joined with the scarf joint overlap could be the garboard strake, while between the concretion and the ballast stone 2 strakes/planks abut each other, with a small gap between. Constructional details were obtained from this area showing how the frames were shaped to receive the strakes, detail that would not have been possible otherwise.

3.2.10 The nail holes in the strakes are spaced at around 0.35 to 0.40 metres apart and are approximately 0.006m square. The impression left in the wood by the rhombic/square rove is around 0.020 x 0.030m. However, square holes for larger iron nails have been identified, these being 0.008-0.010m square – these were identified in one of the frame timbers where the strakes had been fastened in place. Two 0.020m diameter trenail holes were also seen in the frame timbers, with possible smaller trenails of 0.010-0.012m in other sections of the structure of the boat (planks/strakes). Some of the trenails still survive within the structure, but the iron rivet fastenings and nails have corroded to leave mineralised residues in the timbers. However, it is possible that iron fastenings may survive below the level of the seabed, especially within some of the larger concretion deposits. Page – 12

Fig.6 – The stern deadwood and attached strake. The fragments of wood possibly relating to the stern-post are contained in the concretion to the left of the deadwood (Scale=0.1m sections).

Fig.7 – The deadwood at the stem showing a swept prow and the keel below. The keel at this position is scarfed and the stem-post would be attached here (Scale=0.1m sections). A ballast stone can be seen in this image behind the keel.

Page – 13

Fig.8 – A view looking SW of the stern deadwood above the keel. The strake can be seen to the right (Scale = 0.1m sections). Holes housing trenail fastenings can be seen in the face of the deadwood, possibly connecting to the keel.

Fig.9 – Profiles of the stern and stem deadwood members, and associated features. See Figs.6, 7 and 8 for corresponding photographic images.

Page – 14

3.2.10 The timbers generally seem to be in an excellent state of preservation, although structural elements standing proud of the seabed have suffered degradation through natural erosion processes. However, material has been lost from the boat remains and this was reinforced by finds brought to my attention in the garden of a local inhabitant on Eigg. Structural timbers from a boat had been collected from the beach immediately inshore from the wreck and one frame in particular provided evidence to suggest that it may have come from the boat remains off Galmisdale Pier (see Fig.13). This timber measured 0.185m in total length, 0.134m in width and 0.180m maximum depth, and showed evidence of square-sectioned nail fastenings and trenails (0.020m diameter). The finer details of this piece compared favourably with the constructional details observed on the frames underwater. Detailed recording including measurements and photographs were taken from the timber in the garden. A photographic and video record was also made of the boat remains that were visible on the seabed, the video record taken by personnel with the Highland Council Diving Unit.

4 Site Assessment

4.1 The historical and cultural significance of the site is potentially considerable, especially if the boat remains are those of An Dubh Ghleannach, belonging to Alexander MacDonald of Glenaladale (see section 2.1.3 and 2.1.4). However, initial suggestions that the boat remains were possibly those of a birlinn or Highland galley are now thought to be incorrect, although we cannot rule out structural elements of such a vessel being incorporated into a later build.

4.1.1 Throughout the western seaboard of Scotland sea power has always been of great importance and for centuries these waters witnessed the splendour of sail and oar-driven vessels (MacAulay, 1996). The birlinn and galley were the culmination of thousands of years of ship and boat building tradition, and are thought to have evolved from the Viking longships. However, besides stylised depictions of these vessels on many family crests and coats of arms, or the fine carving of such a vessel on the splendid tomb of Alasdair Crotach in the ancient church of St. Clement’s, at Rodel on the island of Harris (see front cover of report), we know very little about their method of construction. Indeed, no remains of a birlinn or Highland galley have ever been recorded and there are various reasons why this may be so. The suppression of the Lordship of the Isles and subsequent restrictions to the size of their fleet resulted in the systematic destruction of the vessels of the nonconformists, and following the in 1616 many birlinn were rendered useless.

4.1.2 Documentary sources held in the Scottish Record Office dealing with Clanranald highlight the restrictions that came about at this time. In 1611, the Privy Council limited the chiefs of the clans in the north-west provinces, including Clanranald, to one galley or birlinn of no more than 16 or 18 oars (Reg. Privy Council X, 773-775). In 1674 a contract was issued by which

Page – 15

Fig.10 – A view of the frame timbers amidships, virtually above the keel, from the E.

Fig.11 – A view of one of the displaced strakes towards the stern of the boat, complete with square-section nail holes and rhombic roves. The barnacle infestation and weed attachments reveal a prolonged period of exposure from the sediments for this timber.

Donald MacDonald of , Captain of Clanranald, granted lands on the west coast in return for boat services and in this document we have our first mention of the MacDonald’s of Glanaladale. Clanranald granted Rorie MacDonald of Glenaladale the lands of Glenaladale in feu ferm, on the condition that Rorie, ‘…relieve Clanranald of the services where in he stands

Page - 16

Fig.12 – A view of the exposed frames amidships above the line of the keel. Two ballast stones can be seen lying on top of the strakes between the two frames. The grain of the wood can be clearly seen on the nearest frame (Scale=0.1m sections).

obliged to the Earl of Argyll for the same, viz of a proportional part of a sufficient galley of sixteen oars, to serve for fourteen days yearly between the Point of Ardnamurchan and Assynt’ (SRO GD 201/1/112). However, it was the 1745 rebellion that marked the end of the era of the birlinn and galley, when the Hanoverian fleet destroyed the remaining boats along the west coast.

4.1.3 Therefore, it seems highly unlikely that such a vessel would survive this destructive period of Scotland’s past. After this period it seems that economically superior ships of the iubhrach type, two masted vessels with a ‘fore and aft’ rig supplemented with a square sail on the fore-mast for running before the wind, then developed as a replacement for the birlinn (MacAulay, 1996:66). These vessels were better suited for coastal communication and the swift transport of goods, and had the additional advantage of requiring a smaller crew to handle them. The transition from the square-sail rig of the birlinn to the various forms of ‘fore and aft’ rig, allowed ships to sail much closer to the wind and would have been hailed as a major improvement (Idem:68-9). However, basic hull design as well as sails and rigging had to change to accommodate this advance in sailing. A much deeper draft combined with the stronger and heavier build resulted in a vessel that could withstand more severe weather, and could be kept at sea all year round.

4.1.4 This type of vessel, with a more versatile sailing rig and smaller crew would suit the documentary sources surrounding the loss of An Dubh Ghleannach. This type of vessel could tack into a restricted anchorage such as Poll nam Partan on Eigg, whereas a square-sailed rigged birlinn type would have to take to the oars well before making her final approach. The small number of crew manning the vessel would also be in fitting with the Glenaladale boat. Documentary sources recently consulted regarding An Dubh Ghleannach are revealing further details regarding the vessel’s background, and this research will be continued. For example, within the Glenaladale Papers, held within the Centre Archives on Skye, a note appears under Alexander MacDonald 10th on a genealogical chart for the family saying that ‘…he maintained an eight-oared galley’ (MS 1.30, 1785-1828). Other sources refer to the boat as a ‘pleasure craft’, and it is a known fact that she sailed on regular expeditions on (Cameron, 1957:4).

Page – 17

4.1.5 Therefore, what can the remains of the boat surveyed off Galmisdale Pier tell us about the type of vessel she was and how she may relate to the loss of An Dubh Ghleannach? Information collected during the survey of the boat remains off Galmisdale Pier was analysed by Dr. Douglas McElvogue, a specialist in medieval boat building techniques working with the Mary Rose Trust, Portsmouth and John M. MacAulay, a traditional boat builder from Flodabay, island of Harris. Mr. MacAulay is the author of a book dealing with the birlinn (MacAulay, 1996) and has built a scale model of a birlinn based on the Rodel carving (see Section 4.1.1). Comments received from these specialists provide the basis for the analysis of the boat remains that follow and I am indebted for their help in this matter. Copies of their reports have been included at the end of this for completeness (see Appendices 3 & 4).

Fig.13 – A view of one of the timbers found in a local garden. View from the side (Scale = 0.5m).

Fig.14 – A view of the frame timber showing the under side and nail fastening holes (Scale = 0.5m).

Fig.15 – Another view of the frame timber showing the upper surface, nail holes and a trenail at left (Scale = 0.5m). Page – 18

4.2 Analysis of the Boat Remains

4.2.1 Keel: What has been exposed of the keel appears to be relatively small in cross-section for this size of boat and since it appears to be a single member, i.e. without a hog, it would preferably have been reinforced with a keelson fastened through the frames into the keel with trenails (see Appendix 4).

Dimensions of exposed section at the stem scarf joint: ‘V’ shaped – 0.080m wide reducing to 0.060m wide at base, with a depth of 0.15m deep.

4.2.2 Frames: The frames are of typical ‘grown’ section and have dimensions appropriate for this size of vessel. The closer groupings of frames at the position of the trial excavation, approximately 2/5ths of the keel length from the stem (see Figs.10 & 12) suggests the possible mast position, which would be correct for a ‘fore and aft’ rig such as a standing lug-sail or even a dipping lug-sail, as opposed to the birlinn type of square sail which would be more effective on a centrally stepped mast (see Appendix 4). However, such a grouping of frames could also suggest a possible area of repair within the boat. The framing components consisting of possible floors and side timbers/futtocks, were observed projecting off the centre-line of the keel. The frames recorded in the small exploratory trench amidships slightly cross the line of the keel and would appear to be first futtocks, extending from the keel to the turn of the bilge (see Appendix 3).

The frames are ‘joggled’ to accept clinker planking/strakes. These are evenly spaced with the joggles nearer the turn of the bilge being slightly shorter in length to those nearer the keel line. The joggles vary in maximum depth between 0.025-0.030m. The recovered frame has a limber hole cut in its bottom end (nearest to the keel) and an identical feature was noted on one of the frames underwater. The recovered frame has 9 joggles along its length giving a total of at least 9 strakes per side on the boat before the turn of the bilge (see Appendix 3).

Dimensions of exposed frames: 0.10m to 0.15m wide by 0.18m deep. The length of frames where overall lengths could be measured, but not allowing for curvature, vary between 1.85m and 2.50m.

4.2.3 Strakes: The strakes are arranged for a clinker build and are manufactured from fast-grown oak. There may be a ‘land’ on the lapping part of the strakes, which appears to have been hollowed slightly to retain the caulking material. The vertical part of the garboard strake beside the aft deadwood appears to be correctly orientated to meet the stern-post. However, at the suggested mast position, the garboard strake appears to be butting flush with the keel and subject to further investigation, John MacAulay suggests there may be a possible explanation for this feature (see Appendix 4). It has not been determined as to how the strakes were manufactured – radially split or sawn – but tooling marks were found on the surfaces of the plank recovered from the wreck and has been observed on structural timbers on the seabed. Some form of preservative residue was also identified on this item. Page – 19

Dimensions of exposed strakes: 0.20 to 0.22m wide by 0.030 to 0.040m thick. The length of the individual strakes could not be determined, but the presence of feathered scarf joints indicates that strakes/planks were joined to form the full length of timbers required.

4.2.4 Deadwoods: What is visible of these members indicates a moderately raked stern-post, and possibly a slightly less raked stem with a rounded forefoot. It was not possible to investigate further the relationship of the deadwoods to the keel or the ends of the strakes, due to sand levels.

Dimensions of deadwoods: The deadwood at the stern is 0.25m wide at the base and was protruding 0.70m proud of the seabed. The width varies between 0.060 and 0.080m. The stem deadwood has been broken off, or eroded back, and stands 0.20m high above the top of the keel. The width of this member is 0.080m.

4.2.5 Fastenings: Virtually all the fastenings in planking (strakes) and frames are iron, but with some trenails – possibly those penetrating the keel (see Appendix 4). However, trenail fastenings were also identified in the strake recovered from the wreck and within some of the frames exposed on the seabed. The trenail dimensions where identified are 0.020m diameter, fastening strakes to frames, and 0.010-0.020m diameter within the strakes; the latter may have been utilised to plug old nail holes (see Appendix 3). The runs of strakes are fastened to each other using 0.006m square wrought iron nails clenched over rhomboid roves inboard and the scarfs of the strakes seem to have been fastened in the same manner. There is some evidence for secondary nailing/doubling up, which may be interpreted as tightening up of areas of weakness within the structure (see Appendix 4). The larger size of nail hole recorded within the structure of the boat remains are possibly better described as spikes, used for fastening the strakes to the framing. The impressions left in the strakes/planks by the rhombic rove heads measured 0.020m by 0.030m.

4.3 Summary

4.3.1 The preliminary examination of the boat remains off Galmisdale Pier on Eigg, would suggest a vessel of better than average quality, possibly built for someone of status. Runs of oak strakes/planking on grown oak frames, fastened together with wrought iron nails and wooden trenails. The preservative treatment identified on several of the timbers from the vessel, along with the seabed sediments, seem to have been successful in aiding the survival of the boat remains although general degradation through natural agencies and those of man, have had a marked effect on any upstanding structures.

4.3.2 Initial investigations and analysis of the exposed boat remains have not identified any diagnostic features in the construction to suggest the identity to be that of a birlinn. However, from the evidence to hand it would seem that the remains on the seabed constitute those of a vernacular craft of some

Page – 20

significance, although links with an Irish style of building could also be a possibility (see Appendix 4). The structure and constructional details revealed from the examination could suggest some early form of ‘fishing smack’ (see Appendix 3), although general work/fishing boats from this period are more likely to have been built of pine (pinus sylvestris) or larch (see Appendix 4). A fishing smack from the late eighteenth/early nineteenth century would be of both local and national interest, with few examples of this type of vessel surviving in Scotland or the in general.

4.3.3 However, we also have to take into consideration the loss of An Dubh Ghleannach off the island of Eigg in 1817. The quality of the build and the surviving structural details on the seabed would fit with a vessel from this period, although specific details regarding the style and type of boat require further research and analysis. Documents consulted so far would suggest that An Dubh Ghleannach was some form of galley or ‘pleasure craft’ owned by the MacDonald’s of Glenaladale, commemorated in poetry and verse for posterity (see Section 2.1.6). Maybe this boat retained some form of symbolism and tradition of build harking back to the days of the Highland Galley, when every Clan Chief had such a vessel at his disposal. If so, then the boat remains off Galmisdale would constitute a find of major significance from a local to international perspective.

Fig.16 – A view of the exposed frames and strakes amidships, with coloured lines showing outline of obscured features. Blue lines – Ballast stones; Red lines – position of strakes, with heavy red line indicating position of scarf joint (Scale = 0.1m sections).

Page – 21

4.3.4 Irrespective of whether the boat remains in Galmisdale Bay relate to the loss of An Dubh Ghleannach or some other form of local vernacular craft, they are of considerable importance in furthering our understanding of the maritime heritage of Scotland.

5 Recommendations

5.1 Recommendations put in place prior to the fieldwork on Eigg suggested the buoying of the boat remains to form an exclusion zone around the site. This was carried out by the Highland Council Diving Unit by the placement of four 0.50 metre diameter buoys at each corner of the site, 10 metres beyond the limit of visible wreck material. The buoys were attached by rope and chain to Sea Claw anchors set well into the sand. Due to the encroaching boat anchorage on the site and the apparent compact nature of the boat remains, it was decided that a small exclusion zone would be preferable and more easily managed.

Fig.17 – A general view of the site in Galmisdale Harbour. The Highland Council Diving Unit put the four buoys in position during the fieldwork in December 2001, while further buoys will be ringed around the site prior to the construction of the new pier and causeway.

5.2 After further discussions with John Wood (Senior Archaeologist at Highland Council), Colin Howell (Highland Council Roads and Transport Consultancy) and fellow marine archaeologists, it has now been agreed that further surface buoys should be placed around the wreck site to guard against encroachment by construction traffic and to deter temporary mooring taking place on site by leisure craft (see Appendix 1). These buoys should also be marked in some way so as to distinguish them from the buoys utilised for the nearby anchorage.

Page – 22

5.3 Due to the delicate nature of the exposed boat remains, especially the detached structural timbers on site, and the close proximity of the planned causeway development, it was decided that a covering of sand bags should be placed over the site (see Appendix 1). These should be filled with sand from the nearby shoreline and set out in the following manner:

5.3.1 Support any structural timbers that have voids below them and fill exposed scour pits with sand bags. 5.3.2 Starting at the extremities of the boat remains at the port and starboard sides and allowing some overlap beyond the outermost visible structural elements, position the sand bags working in towards the keel line and allowing a slight overlap on the previously placed bag. 5.3.3 Finally, build up the sand bags around upstanding structures such as the exposed frame ends, the stem and stern areas.

5.4 These measures should protect the boat remains during the proposed pier and causeway development works, however, it is necessary to inform the contractors about the boat remains and ensure that no traffic or construction debris is allowed within the exclusion zone. The sand bags will only serve to stop the erosion and transportation of sediments from the site, and should only be considered as a short-term option.

5.5 Archaeological monitoring of the site should be conducted at periodic intervals during the causeway construction phase and after completion, to ensure that the site protection measures are adequate, that the boat remains are not being disturbed during the construction phase and to monitor the effects of the new pier and causeway structures on the hydrology of the bay, especially in the immediate vicinity of the boat remains.

6 Acknowledgements

6.1 As in any archaeological project of this type, this work is the result of the co- operation of many people and acknowledgement must be paid to all. In particular we are indebted to Colin Howell, Principal Engineer for The Highland Council Roads and Transport Consultancy and John Wood, Senior Archaeologist for Highland Council, who ensured that the survey and protection of the boat remains on Eigg was carried out prior to the start of site works. The recording work undertaken on the boat remains would not have been possible without the assistance of the Highland Council Diving Unit and we are particularly grateful to George Brown, Phil Mitchell, Richard Grieve and Bruce Greig, who also provided valuable assistance with logistical support on site and with digital video imaging.

6.2 Our thanks also to Dr. Alex Hale of the Royal Commission on the Ancient and Historic Monuments of Scotland; David Caldwell, Head of the Medieval Department at the Museum of Scotland; Dr. Colin Martin of St. Andrew’s University, Fife; and Anne Crone of AOC Archaeology, Edinburgh. Page – 23

6.3 Assistance with research concerning An Dubh Ghleannach and the MacDonald’s of Glenaladale was kindly provided by Denis Rixson of Mallaig, Malcolm Poole of the Mallaig Heritage Trust, Tearlach MacFarlane of Glen Sheil and Camille Dressler of Eigg.

6.4 I would like to offer special thanks to Dr. Douglas McElvogue of the Mary Rose Trust, Portsmouth and John MacAulay of Flodabay, Isle of Harris, for their help with the provisional analysis of the boat remains. Their help with technical data and traditional boat building techniques has been much appreciated in assessing the limited information so far recovered from the surviving structure on the seabed.

6.5 Finally, we would like to thank the residents of the island of Eigg for information relating to the discovery of the boat remains and for their hospitality during our brief visits to this wonderful island.

7 References

Cameron, A (1957) North Argyll. Edinburgh.

Dressler, C (1998) Eigg: The Story of an Island. Polygon, Edinburgh.

MacAulay, J.M (1996) Birlinn, Longships of the Hebrides. White Horse Press, Cambridge.

Mackinnon, H (1974) Tales, Songs and Traditions. Tocher 15, School of Scottish Studies, Edinburgh.

Rixson, D (2000) The West Highland Galley. Birlinn Ltd.

Wade Martins, S (1987) Eigg: An Island Landscape. Countryside Publishing, Scotland.

Page – 24

Appendix 1

Interim report for additional work completed on the boat remains during February 2002

1 In February 2002, the Highland Council Diving Unit travelled out to Eigg to carry out in situ protection work on the boat remains prior to the commencement of construction work on the new pier and causeway for the island.

1.1 Work was completed on the boat remains during a spell of severe weather conditions, with heavy rain and gale to severe gale-force winds. Since our fieldwork on the site during December 2001, further erosion had taken place around the boat remains and additional constructional elements were exposed. Erosion of seabed deposits was particularly pronounced around the stem of the boat, with around 0.10 metres of sediment having migrated from this part of the site.

2 Due to the severe nature of the weather conditions and the eroding of sediments from the wreck, the diving unit commenced with the operation of placing sand bags over the site (see Section 5.3).

2.1 This task was carried out successfully under very difficult conditions, including cold water temperatures, with all elements of the wreck covered with a single layer of bags (see Fig.18). Further monitoring of the temporary in-situ preservation of the boat remains will be required throughout the construction phase on the new pier and causeway, and until a management plan has been put into action regarding the long-term future of the site.

3 During this latest phase of fieldwork on the site, a complete ring of surface bouys has been put in place around the wreck site. These measures should ensure that fishing boats and leisure craft do not use the site of the boat remains for anchoring or mooring, and will also highlight the presence of the site during the forthcoming construction phase.

4 Additional structural timbers were observed by the Highland Council Diving Unit during this phase of fieldwork especially in the region around the stem of the boat, where erosion of seabed sediments was most severe. Possible floor planking, frames and strakes were observed in this area and although time was not available to take direct measurements of this material, digital video and still cameras were used in the recording process. George Brown, supervisor for the diving team, remarked on the excellent condition of much of this material (see Fig.19). We may speculate at this stage that due to the quality of preservation displayed by elements of the boat remains, that this material is rarely exposed from the seabed sediments in Galmisdale Bay.

Page – 25

Fig.18 – Placing sandbags around the exposed frames on the port side of the boat remains. Trenail holes can be seen penetrating some of the frames in this image, which were not visible during our visit to the site in December 2001.

Fig.19 – Detail of one of the newly exposed structural timbers observed on site by the Diving Unit. Note the condition of the wood and the characteristic grain of the oak.

Page – 26

Appendix 2

Plan of the Boat Remains with references for photographic images used in the text

Page - 27

7 - A

4 - V

10 - A

16 - V

18 - A

12 - A

Key:

A = Angled View

V = Vertical View

8 - A 11 - V

6 - A

Appendix 3

Report on the boat remains from Dr. D.M. McElvogue – Marine Archaeologist and specialist in boat construction (Mary Rose Trust, Portsmouth)

Page - 28

Appendix 4

Report on the boat remains from John M. MacAulay – Traditional Boatbuilder (Flodabay, Isle of Harris, Scotland)

Page - 29