Maritime Logistics in the Age of the Northern Crusades
1.1. Principal aims of this study
1.2. Scope, limitations and some research history
1.2.1. ‘Maritime Logistics’ — A better way to contextualise shipwrecks?
1.2.2. The ‘Northern Crusades’ — An ahistorial construct or legitimate term?
2. The Baltic Sea as a maritime landscape
2.1. The physical landscape
2.2. The anthropogenic landscape
2.2.3. Seasonal logistics
2.2.4. Ship-finds as remnants of fossilised mobility?
2.3. Maritime transit zones and transshipment points
2.3.1. The Skagen route (Ummeland)
2.3.2. The Limfjord passage
2.3.3. The Schleswig-Hollingsted isthmus
2.3.5. Jutlandic interfaces: Assessing transitions in shipbuilding technology
3. Organising maritime expeditions into uncharted waters: The communication networks of the Baltic Crusades (1198-1290)
3.1. A sea of myths: Medieval maritime cosmography
3.2. Itineraries as lineary networks
3.2.1. Written and graphic itineraries
3.2.2. Communication monopolies: Controlling geographical knowledge
3.3. King Valdemar’s Itinerary revisited
3.3.1. Rediscovery and research history
3.3.2. Two routes — one doctrine?
3.3.4. A maritime equivalent to a marching route?
3.3.5. Successive genesis of a formalised route
3.3.6. Links to the leding-organisation
3.3.7. The significance of a detour
3.3.8. Toponyms as manifestations of real and imagined associations
3.4. The significance of the re-interpretation
4. Ships in frontier zones of the north-eastern Baltic rim (13th century)
4.1. The Riga 3 ship and its port
4.1.1. Foundation and fortification
4.1.2. The Riga 3 wreck
4.1.3. Hybrid, intermediate form or variant in its own right?
4.2. The Matsalu ship-timbers
4.2.1. Date and provenance
4.2.3. Floor-timber dimensions as diagnostic feature?
4.3. Revisiting the Kuggmaren Ship in the Stockholm Archipelago
4.3.1. Date and provenance
4.3.2. Grain residues
4.3.3. Grain and horse transports along the Swedish coast: a hypothesis
4.4. The Egelskär Ship in the Finnish Archipelago
4.4.2. The ship’s cargo and its origins
4.4.3. Contextualising ship and cargo: Cues on origin and destinations
5. Woodland exploitation in the wake of the Prussian and Baltic crusades: Assessing maritime timber trade and its impact on shipbuilding (14th – 15th century)
5.1. Wood as managed resource
5.2. Baltic timber trade
5.2.1. Standardised timber products
5.2.2. Trade patterns emerge
5.2.3. Volume of trade
5.3. The case of the Beluga Ship: A Scandinavian wreck, built of Baltic timber and scrapped in a German city?
5.3.1. Discussing the preliminary results of the Beluga case study
5.3.2. Date and provenance
5.3.4. Interim results, statistical problems and new research questions
5.4 Extending the remit of the study
5.4.1. Is there a link between oak imports and shipbuilding?
5.4.2. Cog-boards vs. wainscots
5.4.3. Choice or necessity?
6. Wrecked in the Rubbles of the Livonian Confederation: Evaluating the transport geographical context of a shipwreck and a castle (16th century)
6.1. The Maasilinn Ship
6.1.1. Date, provenance and workmanship
6.1.3. The significance of the secondary carvel skin
22.214.171.124. The utilitarian factor: Maintenance and repair
126.96.36.199. The environmental factor: The shallow-water coastal environment
188.8.131.52. The climatic factor: The Little Ice Age
184.108.40.206. The socio-economic factor: Prestige-biased transmission
6.2. Exploring the castle’s link to the nearby Maasilinn wreck
6.3. Livonia Maritima in retrospect: Applying a Braudelian concept to a maritime transport zone
7. General Conclusion
10.1. Primary literature, compiled and translated editions
10.2. Secondary literature
11.1. Transcription of King Valdemar’s Itinerary (Utlängan-Tallinn)
11.2. Naval warfare in the Chronicles of Henry of Livonia
11.3. Caulking material from the Kuggmaren wreck
12. Curriculum Vitae
13. Cumulative Papers