The Namibian Treasure Wreck

SHIP IN THE DESERT: THE NAMIBIAN TREASURE WRECK

A lecture given on 1 October 2009 by Dr Bruno Werz of the Southern African Institute of Maritime Archaeology

Dr Werz with one of the three astrolabes salvaged from the ship's cargo

President, Fellows and Guests,

It was the time of the Renaissance; that vibrant period in Early Modern History when the world was full of change, drive and energy. In Albion, Good King Harry dominated politics, when not pursuing another love interest, and we will meet one of his famous ships later in this presentation.[i] Across the English Channel, François Premier ruled France, in between hunting parties and lavish banquets.[ii] Charles V led a more sober life than his fellow rulers while managing affairs of state in the Netherlands, but also in Spain and the German Empire.[iii] Besides these three, there were of course a number of other, but less conspicuous rulers in Europe. One of these was King John III of Portugal.[iv]

One of the characteristics of the New Era was expansionism, fuelled by curiosity, increased geographical knowledge and greed. Through voyages of exploration, whole new ‘worlds’ were opened up. As a result, European traders gained direct access to exotic products that previously had only been available through trade with Arab merchants. If during this process non-Christians could be converted to the ‘true’ belief, than so much the better. Portugal and Spain took the lead in these activities during the 15th and 16th centuries. After being forced by the Pope to respect their Iberian neighbour’s rights through the Treaty of Tordesillas (1494), the two nations carved-up the world outside Europe between them.[v]   

During the earlier decades of the 15^th century, the Portuguese were already busy exploring the west coast of Africa. These voyages of exploration were initially stimulated by Prince Henry the Navigator, who created the foundation for Portugal’s world trade and colonial empire.[vi] Slowly, the small ships that were sent out reached farther and farther to the south, until in 1488 one of them passed the Cape of Good Hope, under the command of Bartholomew Dias. Nine years later, the end objective was reached when in 1497 Vasco da Gama set foot ashore in Calicut, on the Malabar or west coast of India.[vii]

Now that the sea route around Africa had been explored, Portuguese mercantile activities grew explosively. Already a few decades after the Cape was discovered, it was common practise for annual fleets to leave the Tagus River mouth near Lisbon, destined for trading posts in Mozambique and India. Progress had also been made in ship construction and navigation. The vessels that were now being used were larger than the vessels of exploration, in order to carry more goods and people. The initial practise of hugging the African west coast had also been abandoned in favour of a faster route, although this took the departing ships across the Atlantic twice.[viii] It was on such an outward-bound voyage that one unfortunate vessel was lost.

17th century hull drawing of a 'nao'

We do not know exactly what happened, but at some stage during the second quarter of the 16^th century, a Portuguese náo came to grief near the mouth of what is known today as the Orange River; on the border between present-day South Africa and Namibia.[ix] Maybe the crew had been decimated as a result of disease or undernourishment. Maybe a navigational mistake had been made. Or maybe structural damage had been incurred during one of those fierce storms that are common to the south Atlantic. These occur especially during the period from May to August. Most outward-bound vessels left Lisbon in March-April, in the hope of reaching Goa in September or October, assisted by the south-west monsoon. As a result of this, most vessels passed the Cape of Good Hope in July, at the height of winter.[x] It is therefore highly likely that bad sea conditions played a role in our ship’s demise, as is also implied by a contemporary account.[xi] Whatever the circumstances may have been, it probably hit a submerged rock and sank close to the most desolate coast one can imagine. Should anyone at the time have survived the shipping disaster, certain death was waiting in the adjacent desert.

Centuries went by and the wreck was completely forgotten. History followed its course and during the early 20^th century, diamonds were found in the area. Shortly thereafter, a large section of the coastal region was cordoned off and named the ‘Sperrgebiet’ or ‘Forbidden zone’. This area, covering some 26,000 square kilometres in extent, became a focal point for diamond mining.[xii] At present, the Oranjemund mine is one of the world’s biggest producers of high quality diamonds.

It was during mining operations that on 1 April 2008, bulldozer operator Tate Kapaandu Shatika uncovered objects that he had never seen before. Although he reported the find to his supervisor, no action was taken and work resumed. As luck would have it, a group of geologists was in the vicinity and they decided to have a closer look. The material that was exposed at the time was described as some ‘old copper pipes’ and metal ‘half soccer balls’. A few photographs were taken and sent to the mine’s contract archaeologist, Dr Dieter Noli. Being a prehistoric archaeologist and not familiar with maritime archaeology or material culture from historical periods, he contacted the author for advice and that was how the Oranjemund shipwreck project started.[xiii]

After an initial meeting during which more photographs were shown, Dr Noli informed me that he was asked to go to Oranjemund. Unfortunately, I could not join him at this stage due to the strict security regulations. While in Oranjemund, he contacted me on a daily basis and described the situation and materials that were found. Based on these descriptions, I concluded that the discovery concerned a Portuguese merchantman, dating to the second quarter of the 16^th century. This was indeed a find of global significance! The management of the mine, realizing the importance of the discovery, therefore fast-tracked the normal security procedures and some days later, I arrived on site.

The location where the wreck was found is situated in the near-shore zone, about 150 metres from the original high water mark, and at a depth of about 7 to 8 metres below mean sea level. As part of the diamond mining process, large sections of the near-shore zone are temporarily reclaimed from the sea, which is kept out by massive sand walls. Pumps keep the water out to enable removal of the surface layers that contain diamondiferous gravels.[xiv]

Due to the fact that mining operations in the area had to proceed without undue delay, time was of essence. A First Phase rescue excavation therefore started on the 11^th of April 2008 and was to be completed by the 25^th of that same month. This only allowed for two weeks of work on a site that under normal circumstances would have taken many months to excavate. When I arrived on site, Noli had already been digging for nine days, assisted by some miners. It soon became clear that the project left much to be desired and, as a result, a division of tasks was introduced. While he and his team continued with the excavation, I focused on surveying and recording. This could not have been done without the invaluable assistance of a team of professional surveyors. As a result of this, the wreck remains were accurately surveyed, before the site was re-buried according to international guidelines and best practice in (maritime) archaeology.[xv]

In the period that followed, the international media reported extensively on the discovery. Realizing its importance, the Namibian Government stepped in, through the Ministry of Youth, National Service, Sport & Culture, under the Permanent Secretary Dr P.T. Shipoh. As everybody was caught unawares, the politicians enforced a media ban while deliberating on the situation. This lasted for four months. In August 2008, a meeting was finally organized in which various stake holders participated. This included delegates from Namibia, Portugal, Spain, the USA and South Africa. During the meeting, it was decided to continue the excavation, with the aim to recover all cultural material. It was a great privilege for me to be appointed field director for the project.[xvi]

The Second Phase rescue excavation started on 8 September and lasted until 10 October 2008. This time, the project team had been increased drastically and consisted of miners, technicians, surveyors, museum personnel and archaeologists from Namibia, Portugal, Spain, Zimbabwe and South Africa. The first objective was to relocate the structural remains that had been observed before but left in situ. Following this, the rock and sand deposits that covered the site were removed. During the first two weeks, work was hampered by technical problems. The pumps that had to keep the water out broke down regularly and the site was inundated on several occasions. Much needed equipment was not always available and it took quite some effort to mould the individual participants from diverse backgrounds into a workable team. Fortunately, after about two weeks, the initial problems were overcome and work progressed satisfactorily.

Due to time pressure, the pace of activities was rather fast. Although sensitive areas were excavated meticulously, other parts were uncovered with mining equipment. The labourers that used these tools nevertheless showed great skill in doing so. After all, they are used to find even the smallest of diamonds in this way. In some instances, concretions were stuck to bedrock, which necessitated the use of angle grinders and pneumatic hammers. In some cases, coherent collections of materials could be lifted and transported off site, for further detailed excavation in a more controlled environment. At the same time it was essential to protect and store especially the organic materials as best as was possible under the circumstances, which necessitated quite some improvisation.

But it was, of course, not only the artifacts that were important. Many data were collected during fieldwork that provided different kinds of information. An example of this is the stratigraphy that was encountered in certain places, as well as additional information pertaining to the environment in which the ship was deposited nearly half-a-millennium previously.

The recording of spatial information was as important. To this purpose, use was made of Total Station theodolite surveys, a Differential Global Positioning System (DGPS) and laser scan surveys. The data obtained by using these instruments were immediately saved electronically. This information was supplemented by video footage and still photography, both directly on site as well as from the air. As a result of the application of these various surveying and recording techniques, an extensive and highly accurate record was created of the site and its contents. This even allows for future three-dimensional reconstructions.[xvii]

Of course, work does not stop once a wreck is excavated. In the case of the Oranjemund wreck, by far most research, documentation and conservation of materials still needs to start and this will take years to complete. Nevertheless, some provisional results of fieldwork and historical research can be briefly mentioned here.[xviii] 

A double 'Excellente' of Ferdinand and Isabella of Spain. Most of the over 2000 gold coins recovered from site were of this type

On the basis of the coins that were found, a provisional terminus post quem was established at after 1525. This led to a preliminary identification of the ship by Portuguese nautical archaeologist Paulo Monteiro as the Bom Jesus under Francisco de Noronha. This vessel was reported lost somewhere off the Cape of Good Hope in 1533. The Bom Jesus or ‘Good Jesus’ was one of seven ships in total that sailed for India in that year. It left Lisbon together with two other vessels under the overall command of the nobleman Dom Joao Pereira.[xix]

On the basis of the results from the excavation, it could be concluded that the ship most probably foundered against a shallow rocky outcrop. Upon impact, the main mast may well have broken off, causing further substantial structural damage. As a result, the bow broke loose and was transported off the site by the northerly current. Reports from mine personnel state that wood fragments and other material from the wreck was observed previously up to 11 kilometres north of the area under investigation. A substantial part of the remainder of the hull, from the stern to about mid-ships, was deposited at the location where the vessel foundered. Hull remains were found at the base of the rocky outcrop and these include parts of hull planking, ground futtocks and ceiling planking. The wood and many artifacts survived, as they were covered by a protective layer of copper ingots that formed part of the cargo. The weight of these ingots prevented displacement under the influence of the currents and swell, whereas the material properties of copper ensured protection against biological degradation. The stratigraphy on site revealed that the wreck was not completely sealed off all the time, but that regular uncovering followed by reburial took place under the influence of the currents.[xx] 

Even though environmental conditions were harsh and caused much damage to the majority of the ship’s material culture over a period of nearly 500 years, a lot has survived. What makes this collection even more interesting is that it shows some marked resemblances with the artifacts from another famous ship, the English warship Mary Rose that sank 12 years after the Bom Jesus. Thus elements of the rigging, the ship’s armament, storage containers, dinner ware and personal possessions are virtually identical. Where the Oranjemund ship differs from the Mary Rose is in categories such as navigational equipment, side and fire arms, as well as cargo. This last category consists of copper and tin ingots, elephant tusks and gold coins from different European states to buy oriental products. These objects, of course, illustrate the main role the ship played as an element in inter-continental trade and exchange during the Early Modern Period. 

Although the artifacts have been put to bed for the time being, they continue to evoke rich fantasies and wild dreams for some. For me personally, however, the Oranjemund shipwreck represents an invaluable part of the world’s heritage. The wreck is a ‘treasure trove’ of information on days gone by, when the continents of Europe, Africa and Asia slowly became acquainted. One can only hope that those in charge of the project realize the responsibility they have been given towards this heritage, which is of global significance.

I thank you for your kind attention.