Maritime Aspects on a Communication Route

SITUNE DEI 2009

Maritime aspects on a communication route

Gunilla Larsson

Abstract. This article discusses the maritime as- man on the basis of finds from Volhynia in pects of the trade route between the Vistula and Sigtuna. However, since first proposed, this Dnepr rivers, one of the most important com- idea was disregarded by modern re- munication routes between the Baltic and Black searchers until Wladyslaw Duczko (2004) Sea. Archaeological material, including the re- and Katarzyna Skrzynska-Jankowska mains of ships, from the area is considered and (2006) once again brought it up for discus- the question of whether these reflect cultural sion. contact and influence is discussed. The problem Excavations in the Trädgårdsmästaren of portage is central to the possibility of whether site in Sigtuna have revealed both orna- this route was used. The results of portage ex- ments and boat remains originating in the periments discussed, and the replicas of boats West Slavonic region (Larsson 2007). The from various periods are evaluated in light of importance of the route for the maritime boat building technology, size of ships, and ship contacts of eastern Sweden becomes even portage-adaptations. more apparent when the remains of boats in Prussia and Pomerania are studied, which in he trade route from the Gdansk bay fol- hull shape and construction are similar Tlowed the Vistula River, until the Bug those found in the central Swedish boat- tributary, whereafter it joined the larger burials. Pripyat River, which joins Dnepr River just above Kiev. The abundance of Scandina- Portages along the route vian artefacts along these rivers indicate There are numerous portages along the that this route was more important than the trade route that have been thoroughly ex- more frequently discussed route “from the amined by Skrzynska-Jankowska (2006). Varangians to the Greeks” by way of the As she has shown, they are already known Neva river, Lake Ladoga and Volkhov river. from ancient times. Their importance is es- The importance of the Vistula–Dnepr trade pecially reflected in place names referring routed was first proposed by Holger Arb- to the villages’ positions in relation to the

69 GUNILLA LARSSON portages. There are some villages with tula-Dnepr route, as well as from the Dnepr names like Pod Przewloke which means ‘to to the Niemen. the portage’, and Od Przewloki ‘from the Major drainage projects carried out here portage’. Some settlements are called just during the last centuries have lowered the Przevloka, Przyvloka, Zavolocze and water level to the extent that smaller rivers Wywloka, which all means ‘portage’, and like the Narewka are no longer navigable Przewloczka meaning ‘little portage’. In to- today. Such man-made infringements on the tal Skrzynska-Jankowska documented 31 river systems have fundamentally changed names. the communication situation in large parts Agglomerations of such names are of northern Europe. This must be taken into found in the middle Bug area and between consideration in any reconstruction of water the Narew and Biebrza rivers. The last men- routes and the evaluation of experimental tioned area connected the Slavic and the journeys with Viking ship replicas. Baltic lands by the Vistula, following the Narew and the Biebrza to the Niemen, and Continuity and change thus constituted a trade route from the Ethnical groups and political alliances Baltic centre of Grobina to the Polish lands. along the Vistula River route continuously At Brzesc (Brest), situated where the changed throughout the Iron Age. In Pod- Bug meets another river, which by portages lasie, from the 6th to the 8th centuries the is connected to the Pripyat River, several settlements of the early Slavs extended different types of boats have been found. from the southeast along the river Bug. The Beside the ordinary keeled and clinker built excavations at the stronghold Hacki has re- ships of the Baltic type, both small log boats vealed the continued importance of this and typical Slavonic flat-bottomed ferry- trade route. The artefacts found there indi- boats were also discovered (Lysenko 2001). cate that the system of river routes and The boat remains and oars were preserved portages from the Vistula and the Bug may in the cultural layers of the stronghold, in- have been used (Kobylinski 1989). dicating that boats were brought to the town The Vistula-Dnepr route was one of the to be protected within its walls, in a manner main routes in the early Viking Age be- mentioned in the Norse sagas. tween Sweden and the Arabic world, as Of special interest is the river called demonstrated by the hoards of Islamic sil- Przewloka/Perevoloka or ‘Portage River’, ver coins found along the Bug and Vistula located in the Medieval Polish-Russian bor- rivers. These hoards date particularly to the der zone close to the main water routes. The period between the end of the 9th and the source of this river is a nameless lake clear- end of the 10th century (Tyszkiewicz 1974; ly visible on the 17th century maps as Sar- Perhavko 1983; Losinski 1993). matica Palus/Lacus (Alexandrowicz 1989: The route was not only used for trade, 43, 71; Skrzynzka-Jankowska 2006). To- but sometimes also for military campaigns. day, this is a forested area with wide Grand Prince Yaroslav undertook one such swamps, linking the water systems of Bug, campaign in the 1040’s against the Mazo- Narew, Pripyat and Niemen rivers. It vians, when he, as was the common practice formed an important connection on the Vis- in Rus, attacked them in boats (RPC 1953).

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Fig. 1. Tälja, a reconstruction of the boat from Vik. From the author’s portaging trials in 2001. Photo by Rune Edberg.

Fig. 2. Embla, a replica of a boat from Gamla Up- Fig. 3. The pliability of a 10–12 mm thick plank of psala. Photo by Rune Edberg. radially split wood. Photo by the author.

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Trade was flourishing along this water- shipbuilding, an interpretation later also up- route, which created the economic base for held by Indruszewski (2000:196). ports like Truso, Drohiczyn, Brest, Pinsk, Smolarek also stated that clench-nailed Turow, Mozyr, Kiev and Gnezdovo (Ly- ships with flat bottoms and a mast step in senko 1985; Musianowicz 1960; Duczko the main floor timber ‘represent the boat 2004). These trade centres were established building of the Balts, or rather the ancient or expanded from the 8th to the 13th cen- Prussians’. As representative of this type, he turies. Seals found in Drohiczyn prove the mentions from finds from Frombork, trade route’s importance; many of these Bagart and Tolkmicko along the shores of seals were issued by Rus princes (Lewicki Gdansk Bay and the Vistula lagoons 1956). (1991:78) In the early Viking Age another trade However, as I have shown, the flat-bot- route was also used, its location identical tom and a mast stepped in a floor timber are with the famous “amber route” from Roman also typical of boat finds in east Sweden times (Duczko 2004:74pp). The route fol- (Larsson 2007). The clench-bolted Prussian lowed the Vistula, went through the Mora- boats may have been the result of Scandina- va Gate and then along the Morava river to vian contacts, but several may also be inter- the Danube. This route probably has had preted as Scandinavian boats, as boats are greater importance than has previously movable objects, sunken on journeys to the been observed, not least thanks to the access southeast. This may especially the case for to the important commodity salt. finds of boats with both clench bolts and caulking with animal hair. West Slavonic Clench bolts are also found in cultural and Scandinavian traditions layers from the recent excavations in Janow Boats built with treenails instead of clench Pomorski at Elblag (Jagodzinski 1988:7; bolts are connected with the West Slavonic Filipowiak 1994:93). Here there are traces tradition. (For all the characteristics of this from the building of boats with strakes con- tradition, see Crumlin-Pedersen 1969; nected with clench bolts. The material, sim- Smolarek 1969; Slaski 1974, 1978; Fil- ilar to the Paviken material from Gotland ipowiak 1994; Skamby Madsen 1989). (Lundström 1981), is comprised of semi- The use of clench bolts in boat building manufactured iron used for rivets, nails and is distributed primarily in central and south the roves used for clenched vessels. Scandinavia. The limited number of finds in Scrapped clench bolts from ship repairs Russia, the Baltic area and Prussia have of- were also found. Their presence is another ten been discussed in terms of Scandinavian expression of the Scandinavian presence in influence, since they are mostly found in oc- the area, clearly visible in other finds and in cupation layers and burials together with the boat burials, which are not a Prussian other Scandinavian artefacts (Sorokin 1994, tradition. 1997; Larsson 2007). The five wrecks found close to Truso, Smolarek (1969) on the other hand stat- recognised during excavation, were built at ed that these were indigenous craft and least partly with clench bolts (Jagodzinski should be regarded as products of local 1988:7; Filipowiak 1994:93).

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The east Scandinavian / without southwest Scandinavian megin- Baltic Sea boat type hufr, is also typical of the western Slavonic The intense maritime contact between east boats. In this area we still find beams used Sweden and the south and east shores of the as thwarts up to the 11th century. Whereas Baltic Sea have resulted in a boat type in southwest Scandinavia the beam has usu- which shares many common structural ally been sunk down into the vessel to be- traits in construction. Especially east Scan- come a support for the deck planks and an dinavia, Pomerania and Prussia have many additional set of beams has been put in to se- traits in common regarding boat building cure the need of thwarts, or else loose seats which distinguish them from the West Scan- have been used. dinavian boats. It is useful to define a special tradition, The Problem of portaging which represents a ‘Baltic Sea boat type’. The discussion about portages has been The keel is wide and low (often with a false lively during the last decade. The debate has keel), and has a rounded bottom that is flat mainly concerned whether or not ships and amidships. The keel type, as well as the low boats in the late Iron Age, and especially the hull shape, connects the central Swedish Viking Age, were pulled along portages be- ships with, for instance, the west Slavonic tween river systems or beside rapids in finds. rivers (Edberg 1993, 1994, 1995a, 1995b, The boats of the Baltic Sea are in gener- 1996; Westerdahl 1994a, 1994b, 1996). The al smaller and lighter than the west and issue was brought up when trial journeys south Scandinavian boats. Apart from the with Viking ship replicas started in the Ultuna boat, all of the burials contain boats 1980s on the waterways of Poland, the with 0–6 strakes, where the rowlocks are Baltic countries, and Russia (Nylén 1983, placed above the gunwale. In east Scandi- 1986, 1987; Edberg 1998, 1999). navia, the intent has been to reduce the size Did travellers leave their boats at the of the ship as much as possible as a means portage and take another boat at the next of reducing weight. Another distinctive river? Or did they bring their boats across method to get light boats was to cut ex- the portage, pulling or carrying them, tremely thin planking, which, especially in launching them when reaching water again? the late Viking Age, could have been re- Was this possible at all? The debate has fo- duced to only 10–12 mm, as is seen in the cused on the experiments and a few early central Swedish boat graves. written sources, and has never touched on The “Baltic Sea boat type”, like the well- other available material such as what the so- preserved Vik boat from Uppland, is there- lution was in historical times in the parts of fore characteristically light and low, and es- Scandinavia where roadless land dominated pecially well suited for river traffic on the until the 19th century. long distance trade route. The mast step is the same transverse type that we know from Earlier results the western Slavonic area, which distin- Several experimental journeys have been guishes it from the south and west Scandi- made with replicas of different ship finds navian boats. The low, rounded section, from Viking Age and the early Middle Ages

73 GUNILLA LARSSON on the same rivers as was navigated in Iron have demonstrated that boats built with Age. The results have called into question Viking Age technology are so easy to han- whether these water routes and boats were dle that even children can pull them rela- really used at all. Especially the land tively quickly on land. portage was a heavy venture, even for the strongest crews. Edberg concluded: The significance “As I have shown, ideas about the of the boatbuilding methods Viking Age ship-haulings between the All the boats used in the earlier experiments rivers in Russia are not only unproven but were been built using sawn planks. In the also rather improbable” (Edberg 2002:85, majority of finds of preserved boats from my transl.). the 7th century until the Middle Ages, radi- But is the hauling of ships between the al splitting of timber was employed instead. rivers really unproven? And really improb- This method follows the direction of the able? Edberg has based his conclusions on natural grain of the wood and results in very experiments using either boats built with strong and flexible planks. modern methods (Krampmacken, Aifur, This method made it possible to make Havørn) or ships that were considerably the planking very thin and at the same time larger than those used in eastern Sweden increase the hull’s flexibility at sea. This in and Russia (Havørn, Helge Ask) (Edberg turn resulted in seaworthy, light and fast 1999). ships. This affects the weight of the ships and When sawing was introduced, the fibres consequently also the results, as will be were cut and the planks could also break shown. The way in which the hauling was more easily. This had to be compensated for carried out, by moving the logs used as by two or three times thicker planking, re- rollers, is not documented either archaeo- sulting in much stiffer and heavier boats, logically or ethnographically. The Master of too heavy to navigate shallow rivers and to the “Krampmacken”, archaeologist Erik pull on land. River traffic ceased and roads Nylén, exclaimed: were improved all over Sweden less than “Superhuman efforts. The crew exhaust- one hundred year after the appearance of ed and ready to give up – the captain close sawing technology in shipbuilding. The to drowning – but the rowing continues.” strength was no longer in the hull of the ship (1983:95, my transl.) and therefore at the same time the earlier But does it really need to be in this way? shell building technique was also replaced It does not. My opinion is that the results of with skeleton building. these experiments are largely due to the fact The weight of the boats is also crucial for that they were not performed on the basis of the results of the experiments with hauling. available information on ships, hauling and Radial splitting as a building method has portages. hardly ever been used when building the By using Viking Age boat building tech- Swedish replicas in the earlier experiments, niques, light and pliable boats can be con- and the thickness of the sawn planking has structed, being fast to row and seaworthy at had to be increased to compensate, resulting sea. As I will now discuss, my experiments in heavier boats.

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The use of the building method has termined from the size of the clench bolts. clearly influenced the results, since boats This is also the same thickness as some of built with modern methods have often the late Viking Age boat burials (e.g., Vals- turned out to be so heavy that a cart or oth- gärde 11 and Valsgärde 9). The Embla boat er aids were required. This was the case weighs only 250 kg (fig. 2). When building with the Krampmacken, which in 1983 and the Embla, the author tested the strength the 1985 made a journey from Gotland through 10–12 mm planking. Two men placed them- East Europe to the Black Sea. This boat was selves on a plank, which bent 35 cm with- only 8 m long but had a total weight of al- out breaking (fig. 3). Both Tälja and Embla most 1000 kg, and for the long land trans- were used in the experiments that are dis- ports a cart was brought (Nylén 1987; Ed- cussed below. berg 1999). The reduction in the thickness of the As a comparison, the Tälja, which is 9.6 strakes meant a reduction in weight, which m long, 2.2 m wide and 0.54 m high, and resulted in ships with very low draught able built with the radial splitting method, to navigate into shallow waters and put weighs only approx. 500 kg. The Tälja is a ashore anywhere, including far up along replica of boat found at Vik in Söderby-Karl shallow rivers between Vistula and Dnepr. parish, Uppland, which has been prelimi- The pliable hull meant that the boat was narily dated by dendrochronology to the seaworthy. The lightness resulted in boats 11th century (Braathen 2006; fig. 1). The that were fast and easy to row. These special original find was reconstructed by the au- qualities were the basic prerequisites for the thor between 1985 and 1994 (Larsson 1997, extensive trade network using shallow river 2000). It is the only find of a boat of the type systems connected by portages and with found in the Swedish boat burials where portages beside rapids to the areas sur- most of the wooden hull is preserved. rounding the Black Sea and the Caspian Midship, the strakes of the Vik boat have Sea, and beyond. an average thickness of c. 15–17 mm, re- duced to c. 10 mm closer to the stems. The Small ships dimensions of the material had been re- The archaeological material of Central duced as much as possible to minimize Sweden is dominated by small boats and weight, for example the frames are only 5–6 ships (Larsson 2004a, 2004b, 2007). De- cm wide and high. The Vik boat had been spite this however, it has often been the equipped for portages: it has a false keel, 7 largest ships discovered which have been cm high, secured with wooden dowels to reconstructed and used in experiments, such the main keel, and three drilled holes in the as the Norwegian burial ships from Oseberg stems for ropes. and Gokstad. The latter were aristocratic In 1996 the author built another replica, prestige boats built to represent the power the Embla, after the boat in a burial in Old and glory of chieftains. They were con- Uppsala (Nordahl 2001). The Embla is 7.2 structed as floating symbols, to be used pri- m long, built with original methods and to marily on open sea. Havørn, a 2/3 version of the same thickness of the planking (only the Gokstad ship, was used in a Norwegian 10–12 mm) as the original, which was de- expedition from Riga by the Baltic Sea, up

75 GUNILLA LARSSON the river Daugava (Western Dvina) towards ed several portages with such dry roads. In the Black Sea. This big ship, 16 m long and the case of the Slavensky portage in Russia, with a hull weight of 3.5 tons, was almost he quotes the Land Cadastre Book of 1585 impossible to even bring up from the water. which states: ’boats and goods were trans- It took a whole day with the use of tackles ported by horses across the portage along a to get her ashore, and then a tractor and dry road’ (1994:18). truck with crane was the only way to transport the ship the 500 km to Dnepr (Altrock Scandinavian portages 1993). Portages documented from Scandinavia in A heavy ship is also very heavy to row. archaeological, ethnographic, and historic It cuts deep into the water, which increases sources were constructed in various ways. the resistance and thus reduces the distance In the Skaldic poetry and the sagas, the most that is possible to row upstream in shallow common solution for facilitating the pulling rivers. The Havørn expedition had to stop in of boats on land were logs placed as rollers, Latvia, not reaching the Belarus border, as which was called lunar (plural: hlunnr) in the river was too shallow. Old Norse (Falk 1995:37; Jesch 2001:173). The Gokstad ship also had a V-shaped The related word lunnar is sometimes even bottom, in contrast to the boats of the used today for logs as rollers, especially in Swedish burials at Valsgärde, Tuna in Al- the north were both Sami people and log sike, and others, which, like the Vik boat are drivers have used them to facilitate the flat-bottomed with shallow draught. These transportation of boats. boats had several adaptations for portaging: The Sami boats were built to be very • A false keel known from the Bårset light, like the Late Iron age boats of ‘the boat (Gjessing 1941), the Årby boat (Arb- Baltic Sea boat type’, with a very thin hull. man 1940) and the Vik boat (Larsson 1997, Spruce timber was used to make them as 2000). This was called drag in Old Norse. light as possible. In earlier times the seam The word drag is also used for the portage between the strakes was sewn with roots, itself. instead of using iron nails, thus further re- • Holes made in the stems for ropes to ducing the weight. haul boats on land, or perhaps for attaching some kind of runner, but also for pulling the Portaging experiments boat upstream from the shore in shallow In 2001 the author organised an experi- waters. Similar holes are not found in ment on the shores of Lake Erken in Rosla- younger boats or contemporaneous heavy gen. A trail prepared with logs as runners merchant vessels. was laid, inspired by the documented A drag may also refer to a mead or run- portages of Lapland. It was 900 m long, ner placed under the keel on the portage, as with curves and a height difference of was also used until the 19th century on the c. 10 m. The ground consisted of both flat dry road portage at Listeid, Norway. This grass and uneven meadow ground with tus- technique has also been successfully tried socks, as well as a bog and a riding trail. with the replica Himingläva in 2003 and (Larsson 2006) 2004 (Altrock 2006). Makarov has record-

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The logs, mostly of aspen and maple, imately 1 hour and 15 minutes. The stops varied between 3 cm and 15 cm in diameter, were quite frequent and caused by either fa- and between 0.6 m and 1.2 m in length. tigue or because the boat had slipped off the They were placed at an internal distance of rollers in the curves. As with the first team, 0.5–1.5 m. In the wet, boggy area the the highest speed was achieved when the ground was partly covered with thin boat was going straight on logs c. 10 cm branches. thick. At these places, 100 m were covered The replica boats used for the experi- in 2 minutes. It was also an advantage if the ments were the above-mentioned Tälja and logs were sunken into the ground so that Embla, which like the originals were built they were not so easily moved to the sides. with the contemporary radial splitting (The results of the experiments are present- method, resulting in light and pliable boats. ed in detail in Larsson 2007.) Tälja was the first boat to be tried, and the first crewmen were sixteen 15-year-old Conclusions school boys. Astraight 100 m trail with sim- Experiments have shown that hauling is ilar sizes of logs as on the Sami portages, c. considerably easier if the same kind of boats 10 cm thick, was covered, without pause, in are used as those known from the archaeo- only 2 minutes. On other parts of the trail logical record. It is also evident that the which were covered with branches instead boat-building technology of the late Iron of logs, and/or with thinner logs of 3–4 cm, Age and early Middle Ages has been a sig- caused delays as the logs broke. However, it nificant factor for reducing the weight of the should be noted that such a portage surface ships, without losing the strength and elas- is not known from the ethnographic or ar- ticity of the hull. chaeological records. The boats from archaeological record The 15-year olds were followed by sev- found in East Sweden and Poland were built en 17-year-old boys from Roden high in a way that made them especially suitable school. Together with two teachers they for river routes, like the trade route between took the Tälja along the whole trail in ap- Vistula and Dnepr. proximately 1 hour. The keel was well pro- On the basis of the analyses of ship- tected by a false keel, which got most of the building methods, and the resulting quali- wear at a place with uneven ground and ties of ships and ships performance ob- stones. served in experimental archaeology, the ex- Five of the high school students took pansion in maritime contacts, seen in exca- Embla around the same track at such speed vated material from the 8th to the 11th cen- that their classmates who were trying to tury, can be determined to be a consequence take photos had difficulties following. In 15 not of bigger ships, but of lighter and more minutes they had made the round of 900 m, seaworthy ships of “the Baltic Sea type”. sometimes aided by their teacher. As I have shown, Viking Age ship haul- Later in the day team of seven adults ing between rivers and lake systems is not took Tälja around the whole trail in approx- only probable, but also possible to prove.

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