Kuggmaren 1: the first cog find in the Stockholm archipelago, Sweden

The International Journal of Nautical Archaeology (2002) 31.2: 172–181doi:10.1006/ijna.2002.1046

Kuggmaren 1: the first cog find in the Stockholm archipelago,Sweden

Jonathan AdamsCentre for Maritime Archaeology, University of Southampton, Highfield, Southampton SO17 1BJ, UK

Johan RonnbyUniversity College, Sodertorn, PO Box 4101, S 141 04 Huddinge, Sweden

In 1998 a wreck in the Stockholm archipelago of the Baltic Sea came to the attention of the maritime archaeological community.It seemed to have cog-like characteristics, although opinions about its building tradition were initially divided. Subsequentsurvey and dating analysis not only established that this was a medieval, cog-like vessel but that it is relatively early. Its find spot,however, is consistent with medieval trading enterprise. This paper summarizes the results of the work to date and raisesquestions for future research. � 2002 The Nautical Archaeology Society

Key words: Kuggmaren, cog, medieval, Hansa, Stockholm archipelago, Sweden, Denmark.

Introduction

A cting on information supplied bySkargardsstiftelsen (the ArchipelagoAuthority), a wreck lying in the shallow

waters of the lagoonal inlet known as Kuggmarenwas inspected in the autumn of 1998 (Figs 1 & 2).In spite of a covering of light silt and the presenceof weed, several features were noted that seemedto be cog-like. A timber sample was taken andsubsequently radiocarbon-dated to the EarlyMedieval Period. Although lacking precision, thedate increased the likelihood that this was indeeda new Swedish cog find. In any event, as one ofthe earliest ship finds in the region it demandedarchaeological attention and close monitoring. Inthe first phase a team from the Universities ofSouthampton and Sodertorn recently spent fourdays surveying the hull structure and examiningits various features. The survey consisted of struct-ural recording (Fig. 3), still photography ofspecific features and a systematic digital videorecord of the whole structure.

DescriptionThe ship was constructed of oak, the survivingelements including, 20 frames overlying three port

1057–2414/02/020172+10 $35.00/0

and six starboard strakes of hull planking respect-ively, either side of a keel plank and part of thestempost. A keelson, parts of two stringers andtwo buttresses for the mast step complete theassemblage.

The method of plank conversion has not yetbeen confirmed, but the planks are approximately50 mm thick and over 0·6 m in width amidships sotangential splitting is possible, as is the case in theKolding cog (Hocker, pers. comm.). They areflush-laid and treenailed to robust frame timbers.Nail holes in the upper edge of the outermost(sixth) plank on the south side indicate a transi-tion to overlapping, edge-joined planks. Theplanks are joined end to end with scarfs approxi-mately 0·7 m in length and fastened with two rowsof turned nails at each end of the joint. The scarfshave a shallow stop in which the inboard ends sitproud by at least 1 cm. The seams were caulkedwith a medium primarily comprising moss held inplace by laths. In turn the laths were originallyfastened in place with iron staples placed approxi-mately every 120 mm along the seam, the marksof which remain as small elliptical holes on bothsides of the lath. Little of the outer surface of thehull is accessible and much of the inboard planksurface is obscured by sediment, but this method

� 2002 The Nautical Archaeology Society

J. ADAMS & J. RO} NNBY: AN EARLY COG FIND AT KUGGMAREN, SWEDEN

Figure 1. Map showing the location of Kuggmaren in the Stockholm Archipelago. (J. Adams)

of securing the caulking seems to have beenapplied to both the inner and outer faces of theplanks. In some of the areas where the planking isvisible between the frames, the laths can be seen torun under them (Fig. 4). There was no fixedceiling planking, but two stringers survive abovethe floors on the starboard side.

The 20 remaining floors are relatively heavyand well squared on their upper surface but manyof them retain sapwood along their lower edges(Fig. 5). Some are symmetrical extending a littleway through the bilge on both sides, for instance,15, 17 and 19 (Fig. 3). Others are asymmetric,curving further through the bilge on one side, forinstance, 14, 16 and 18 (Fig. 3). Some of the floors(13–19) were systematically arranged to distributethe joints with futtocks, although this is lessapparent further forward. Here the alignment offloor/futtock joints as well as additional treenails

suggests that the system may have been comprom-ised by repair. The futtocks continue the line ofthe floors and are joined to them in a simplesplayed scarf. The extreme end of the floor wasfirst secured with one countersunk nail drivenfrom inboard. The futtock was then secured withtwo iron spikes and sometimes by the planktreenail but this does not always pass through thescarf. Limber channels were cut into the undersideof the floors and aligned fore and aft alongthe centre of each strake (Fig. 4). Just visible insome of those partially covered by sedimentare fragments of the ropes used to prevent themfrom blocking such as were found in the cog atBossholmen (Adams, 1990: 216).

The ship had a broad, shallow ‘keel plank’,some 14 m of which is present. At one end there isa simple, horizontally tabled scarf. Assuming thatthe outer, lower taper of the joint points aft then

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this is the stern. The general shape and size of thehull indicates that there would have been oneother section of keel plank aft of this joint(Fig. 3). The forward end of the keel plank isprobably scarfed to the lower limb of a long hook,the upper limb of which would have scarfed to thenow missing stem. The surviving part of the hookis rebated for the ends of the garboard and thestrake above it (Fig. 6).

The keelson does not survive to its originallength but is still a substantial timber, fitting overthe floors with shallow rebates. The underside ofthe keelson is also chamfered and gently scallopedwhere it bridges the space between the floors. Thisis a way of fashioning keelsons seen in a widerange of medieval vessels, especially Nordicvessels, though the scallops in this case are rela-tively shallow. The keelson incorporates a signifi-cantly expanded section into which a rectangularslot was cut to form the mast-step. The sides ofthe step are given further support by two shortbuttresses that are treenailed through the stringersto the floors and with two iron fastenings at the

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outer end (Fig. 7). The inner ends of these bracesare rebated, possibly to take a wood block or shimto give additional lateral support for the mast-step. The mast was stepped considerably forwardof the midship point.

Some of the ship’s timbers have been intention-ally removed rather than eroding naturally. Inmany cases timbers have been sawn through, andin others, cuts have been started but abandoned.Estimating at what stage these cuts were maderequires closer inspection but they could be fairlyrecent. Although hand-saws were carried aboardvessels of the time, ship-breaking, whether puni-tive, ritual or for re-use of timber contemporarywith abandonment would probably be betrayedby axe marks.

FindsIn spite of the very shallow depth of water overthe wreck, the spaces between the floor timbersamidships hold a few centimetres of sediment thatcontains archaeological material. This includespieces of treenail, lath, caulking material, ceramicand other objects such as concretions. Prior torecording, loose sediment was hand-fanned awaybut great care was taken not to disturb this moreconsolidated material. However, a few of theseobjects were found lying loose, including somesmall ceramic sherds that are clearly part of thesame pot. As subsequent events showed, this isprobably the result of periodic, though uninten-tional disturbance.

SamplesStrands of caulking material were collected foranalysis. These were primarily a coarse moss(Sphagnum sp.), a material much favoured forcaulking of seams in Germany and the LowCountries (Adams et al., 1990; Hocker &Vlierman, 1996: 84). The caulking medium mayhave other materials incorporated in it, includingtar, but their presence has yet to be confirmed.

Figure 2. The wreck lying in 1·5 m of water within thesheltered location of Kuggmaren. Access to the open sea liesbeyond. (Photo: J. Ronnby)

DatingThe first date obtained was by radiocarbon deter-mination of a sample of planking (1030�20 BP(cal. AD 1014 GrN-23388)). The result was earlierthan expected, but it was not known how manygrowth rings were missing. In order to achieve amore precise dating, more samples were taken for


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dendrochronological analysis and sent to LundUniversity. The results supported the C14 dateand indicate that this is the earliest cog find inSweden. The last surviving growth rings onsamples (CATRAS 55200, 55201, 55202) dated asfollows:

No. 55200 after AD1186; No. 55201after AD1138; No. 55202 after AD1144.

In his comments wood scientist, Dr Ou lafurEggertsson, noted that sample 55200 was cut froma tree that was over 300 years old and that, eventhough no sapwood was present, it was probableonly a few growth rings were missing. If so, thisplank dates to the early 13th or possibly the veryend of the 12th century. As for the region wherethe timber was cut: sample 55201 is possibly fromJutland. The high correlation between samples

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55200 and 55202 indicate that they grew in thesame region, probably also Denmark, thoughmore samples would be needed to achieve reli-able correlation with a specific regional curve.Recently, further samples that include a consider-able number of sapwood rings have been takenfrom floor timbers and these are currently beingprocessed.

Figure 4. Limber-channels cut in the underside of the floorsaligned down the centre of the hull planks. The plank seamhas been caulked and sealed inboard with a lath that passesunder the floor timber (c). The marks of the sintels can beseen either side of the lath. (Drawing: J. Adams)

Figure 5. Parent log diagram to show the relationshipbetween a floor timber and the bole from which it wasconverted. This extreme offset would make sense if the floorwere required to curve as far as possible through the bilge(Drawing: J. Adams)

DiscussionThe size and shape of the structural elementssummarized above as well as their conversion,sequence of assembly and fastenings indicate thatthis vessel is a cog (see recent discussion on cogs inthis journal by Timm Weski (1999) and OleCrumlin-Pedersen (2000)). In terms of the build-ing tradition that produced these vessels thefollowing features of Kuggmaren 1 could beregarded as ‘cog-like’:

—a broad, shallow ‘keel plank’ (Fig. 3)—grown hooks forming the junction between thekeel plank and the straight stem- and stern-posts(Fig. 6)—non edge-joined bottom planks, assembledprior to the installation of floor timbers. These areflush-laid in the main body but increasingly over-lapped towards the stems.—overlapping, edge-joined side planks, fastenedwith turned nails—plank seams caulked with moss retained withlaths and sintels (Fig. 4)—plank ends scarfed and clenched with rows ofhooked, square-shanked nails (Fig. 3)—floor timbers cut with a series of limberchannels (Fig. 4)—mast-step cut into an expanded keelson (Figs 3& 7)—mast stepped forward of amidships—a relatively wide, flat-bottomed midship sectionbut rapidly becoming finer towards the straightstemposts.

Of course few of the characteristics by whichwe define any building tradition are individuallydiagnostic (McGrail, 1995: 139; Adams, 2001:302), but collectively these features accord closelywith vessels recovered from the Dutch Polders,Denmark, Germany and Sweden.1 This nowbrings the number of vessels found in Swedenbuilt within the cog tradition to six, the othersbeing:


Figure 6. Inset: hood-ends of the garboards rebating into the keel/stem hook (photo: Kester Keighley). Drawing to clarifydetail. Sintel marks can be seen on the inboard edge of the planks and on the aft side of the hook. The hood-ends were retainedby flat-headed spikes. There are two sorts of stopping or waterproofing still in evidence: caulking applied between the planksand the hook after assembly, and luting, applied before the timbers were assembled which adheres to the rebated face of thehook. A crack in the hook has been caulked. (J. Adams)

Helgeandsholmen II, 14th century (Varenius,1989);Bossholmen (officially known as the Oskarshamncog), mid 13th century (Cederlund, 1990);Kronsholmen, Gotland, caulking and associatedbone dated by C14 to the first half of the 13thcentury (Ronnby & Zerpe, 1995: 24; Ronnby,1996: 65);Skanor, late 14th century (Alopeaus, 1996);Mollosund, C14 dated to the early 13th century(Lisberg-Jensen, 1983).

This does not include various Kalmar finds thathave at one time or another been designated cogs.For while some, such as Kalmar 2 and 5, havesome cog-like features (Ar kerlund, 1951) they sitmore firmly in the Nordic tradition and areexamples of its adaptability. Similarly, few cogsexhibit all the characteristics listed above andmany exhibit distinctive variations. The Swedish

finds are a case in point as they are certainly not ahomogenous group and exhibit differences thatmay be due to regional variation as well as date,function and culture. The Oskarshamn cog has akeel as opposed to a keel-plank and its mast wasstepped near to midships (Adams, 1995: 61). Thevessel found more recently on Gotland is verycog-like except that it, too, seems to have a deeperkeel. Its hull form is a little finer than others andit is partly built out of pine, raising the possibilitythat it was built on Gotland (Ronnby & Zerpe,1995). An intriguing feature of the Kuggmarenfind is the use of the lath and sintel technique forretaining caulking on both the inboard and out-board edges of the bottom planks and in this itparallels some Danish cog finds (Hocker, pers.comm.). In other cog-like vessels it is usually usedoutboard on the bottom, flush-laid planks andinboard on the lapstrake sides. The Almere cogwas caulked both inboard and outboard in its

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clinker planks but subtle differences suggest theouter caulking was applied when the vesselwas older (Hocker & Vlierman, 1996: 29).The Kuggmaren hull also shows no trace of the‘spijkerpennen’ that were numerous on theOskarshamn cog in which the bottom plankswere assembled and held in place by dozens oftemporary cleats nailed across the seams. Theseclamps were sequentially removed as the floorswere fitted, each spike hole being plugged with asmall square wedge (spijkerpen). This techniquehas been noted in other cog-like vessels such asZN 43 from near Nijkerk (van de Moortel, 1991)and the Vejby cog from Denmark (Crumlin-Pedersen, 1979), but was not used in theKuggmaren find. This is not surprising as the useof cleats would presumably preclude continuouscaulking of the inboard seams and fitting of thelaths. Nevertheless, as the laths run under thefloors, the planks must have been assembledbefore the floors were inserted, a constructionprocedure that has been called ‘bottom-based’ byArnold (1991) and Hocker (Hocker & Vlierman1996: 11). This begs the question of how theplanks were held in place during assembly. In theAlmere cog there were also no spijkerpennen butthere were alignments of plugged treenail holes,indicating that temporary moulds were used tocontrol the planks (Hocker & Vlierman, 1996: 37,75).

A similar method may have been used in theconstruction of the Kuggmaren vessel. As noted,the majority of the inboard surfaces of the plank-ing is still obscured by sediment but a few plugged

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treenail holes are visible that may prove to be insimilar alignments, such as between floors 18 and19 (Fig. 2).

Figure 7. The keelson, mast-step and supporting buttresses. The latter arealso rebated over the remains of two stringers. (J. Adams)

Context and implicationsAs a cog, Kuggmaren 1 is the first and earliestsuch vessel found in the Stockholm archipelago todate. Although cog origins are much earlier(Ellmers, 1985; 1994), at first sight a date in theearly 1200s seems early for this part of the Baltic.This is probably because cogs are associated withthe Hanseatic League whose activities peakedduring the 14th and 15th centuries. Yet at thistime German mercantile expansion along thesouth coast was only just beginning. Lubeck, laterthe leading Hanseatic town, founded by Henrythe Lion, had only been in existence since 1159,and the League did not become a coordinatedenterprise until around the mid 13th century aftera series of treaties such the agreement of mutualprotection between Lubeck and Hamburg in1241. Even then its organization remained ratherfluid. Written sources indicate that shipbuilding,probably of cogs, took place in Lubeck from 1188(Yrwing, 1989: 59) so a German Baltic cog ofc. 1200 is perfectly feasible. But if its wood wasgrown in Denmark might the Kuggmaren coghave represented Danish interests rather thanthose of a pre-Hanseatic German town? Duringthis period Denmark was the dominant powerand both the Danish king, Valdemar II, and hisbishop, Andreas Sunesson, were heavily involved


in Baltic politics. An interesting source from thisperiod is a 13th-century Danish document knownas Valdemar’s Itinerary. It is a list of places thatcomprise a route following the Swedish east coast,then across the Baltic via Ar land to Talinn inEstonia (Flink, 1993). Some of the placesmentioned in the Itinerary are very close toKuggmaren. Of course Danish shipbuilding hadlong been firmly rooted in the Nordic traditionand the fact that the timber analyzed so farappears to come from at least two locations isconsistent with procurement, transportation andconstruction elsewhere. However, there are noknown records of timber being exported toGerman towns at this time but a growing numberof finds that indicate cogs were being built inDenmark (Crumlin-Pedersen 1979; Daly et al.,2000; Hocker & Dokkedal, 2001).

So what was the cog doing up in the Stockholmarchipelago? A possibility is that it was on its wayto Talinn carrying cargo or troops for the north-ern crusades, preferring to follow the Swedishcoast instead of crossing the open sea. Alterna-tively, its presence might be connected with fish-ing. Intensive fishing for herring has been tracedback to at least the Viking Period/early MiddleAges along the Swedish east coast (Norman,1993). A third possibility is that it was involved inthe transport of iron. Just 25 km fromKuggmaren is the island of Uto. Iron ore has beenmined there since the early 12th century. In thetown of Visby on Gotland cultural layers from themiddle of the 12th century are rich with slag fromthe manufacture of swords and axes (Magnusson,1989: 97–100). Analysis of this slag has shownthat the raw iron for making these weapons wascoming from the mine at Uto. A cog would havebeen a suitable ship for transporting this heavymaterial to Gotland, a cargo that neverthelesswould leave plenty of room for a less densecommodity such as processed fish. Analysis ofresidues from beneath the floors of theOskarshamn cog indicated that that vessel hadcarried iron (Cederlund, 2001: Bilaga XVIIIa, b).

Whatever its origins and purpose, the cog wassailing within the sphere of the emerging but notyet coherent authority of the Swedish Crown.This raises questions about the relationshipsbetween Sweden and her southern Baltic neigh-bours. Was the Kuggmaren cog engaged in tradein which the Swedish land-based powers wereinvolved directly or at least able to tax, or doesthe cog represent entrepreneurial enterprisebeyond their reach? The processing of locally-

caught herring far out in the archipelago wherethey were then loaded and shipped south was aseasonal and mobile industry that might havebeen difficult, if not impossible, to control. Onewonders what would have been done to ships andtheir crews caught in flagrante delicto? While thesaw cuts visible today are probably later preda-tions, the ship’s original abandonment might nothave been voluntary. Although some repair isevident, the general condition of the hull timbersthat remain do not suggest excessive wear andtear although parts now missing might have told adifferent story. Another explanation might beabandonment due to damage sustained en route.Kuggmaren is well known as a haven today,though slightly tricky to enter due to the dog-legged channel dotted with hazardous rocks. Dueto substantial isostatic uplift since the cog’s time,sea level would then have been greater, perhaps byabout 2 m, making the place much easier forsquare-rigged vessels to use. In any event the placewould have been a welcome haven for a ship thathad sustained severe damage at sea, somethingthat, even with local knowledge, must have beenfairly common.

At this stage such questions can only bepondered but further research into this vessel,setting it in the context of a growing assemblageof Baltic cog finds, may throw considerably morelight on this period of Swedish development at atime when written documentation is so sparse.

Place namesAmong the sources that do exist are place namesand this one is particularly intriguing:‘Kuggmaren’ can be translated as ‘Cog lagoon’,‘maren’ being an inlet suitable for an anchorage.There are many ‘kugg’ and ‘kogg’ place namesand it has long been proposed that some of themmay indicate a former use by cogs or some otherassociation with them.2 In support of this, othership types also seem to figure commonly in Balticplace names as does the Swedish word for ship:skepp, occurring, for instance, in ‘Skeppsholmen’where the association is indisputable. The prob-lem is that kugg can also mean other things, inparticular something prominent such as a smallhill or large rock (Stahre, 1989). The manynames to which kugg is prefixed include ‘harbour’(‘Kugghamn’), ‘bay’ (‘Kuggvik’), and ‘islet’(‘Kuggholm’). In many of these places there areindeed prominent topographic features that could

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explain the kugg prefix. However, one might askwhy people would attempt to distinguish a placewith a name like ‘hill’ or ‘rock’ when such featuresare so common in this part of the Swedish coastallandscape? From this point of view it would seemplausible that a distinctive type of ship, exotic inthat it was from a far off region, might lend itsname to the places which it frequented andafforded significance. This is especially so if itsappearance was connected with economically vitaltrade and repeated seasonally over a long period.The counter argument is that other place namesincorporate features just as common as rocks andhills, such as mountain (berg), oak (ek) and birch(bjork). But if kugg-names are related to featuresas common as oak trees and mountains then theymight be expected to occur across the Swedishlandscape, yet they seem to be a maritimephenomenon. Also, despite occurring widely, theyare concentrated in the south and east of theBaltic, including Finland and the Swedish westcoast (Westerdahl, 1989: 155), all places fre-quented by cogs in the Medieval Period. Never-theless, the interpretation of place names and themeanings therein is a subject of some complexityand one must beware of overemphasizing the linesof inference that lead to the most attractive story.The fact remains that a cog lies in a kugg-namedplace, and while the two may be unconnected, itinvites further investigation.

ThreatsAlthough the cog is in a location well protectedfrom the open sea, it nevertheless lies in only1·3–1·5 m of water. This leaves it exposed to otherimpacts, including people. This was well demon-strated when, after an interval in the survey work,the team returned to find a boat moored rightover the site. The people on the boat weresympathetic and agreed to adjust their position.When survey work was recommenced it could beseen that the boat’s propeller wash had exposedsome of the more compact sediment that laybetween the frames and had loosened varioussmall pieces of wood and caulking. Clearly thiswas unintentional but it highlights the impact onthe remains that fairly frequent use of this place asan anchorage can have. The people concernedknew that the wreck was there (indeed it iscommon knowledge), but had no idea that theirpropeller could have such an effect. At least thewreck attracts little direct attention, for although

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its presence is widely known, it is assumed to berecent.

Future workClearly such episodes could be repeated in aplace that is so popular with mariners. For thisreason, as well as the wreck’s obvious import-ance, it is planned to recover the more delicatematerials through a limited excavation pendingthe appropriate permits. Indeed, given the suit-ability of Kuggmaren as a haven for shippingand its strategic location in relation to medievalcommerce, a priority for future work must be asystematic survey of the entire lagoon. The areaaround the wreck will also be searched for anyloose structural elements or other materialsassociated with it, although it is unlikely a greatdeal will remain. In ships that have beenabandoned with little if any associated cargo orartefactual material the environmental evidenceassumes an even-more-than-normal importancefor unravelling the vessel’s mission and history.This was well illustrated in the case of theOskarshamn cog where the sample contents indi-cated that the vessel had been engaged in thetransport of grain as well as the processed ironmentioned above (Cederlund, 2001: BilagaXVIIIa.). Excavation will, therefore, focus on thesediment surviving between the floors much ofwhich will be collected as environmental samples.It goes without saying that there is also a greatdeal more to learn from the hull itself; excavationwill expose much more of the structure foranalysis. Together, these data will throw new lighton the role of both the cog and its locale in thecontext of Baltic trade and the region’s social andpolitical history.

AcknowledgementsThe authors are indebted to: Johan Ahlbom of theSkargardsstiftelsen (Archipelago Foundation)who first brought the wreck to our attention, andto Stockholm’s Lansstyrelsen (County Authority)for their encouragement and the necessarypermits; and Mats Eriksson and Anders Tegnerudfor the generous use of a boat. Marcus Lindstrom(University College), Kester Keighley, MarkBeattie-Edwards, Joanna Beattie-Edwards andPaola Palma (Centre for Maritime Archaeology,Southampton) assisted in all aspects of therecording and sampling. Mark Beattie-Edwards


processed the majority of the survey data andKester Keighley supervised the photographic re-cording. Fred Hocker’s comments in the light ofhis current work on the Kolding cog have been

particularly illuminating. Carl Olof Cederlund,Damian Goodburn and Sean McGrail providedmany helpful comments on an earlier draft. Anyerrors are, of course, our responsibility.

Notes[1] Holland, e.g. Reinders, 1985; Denmark, e.g. Crumlin-Pedersen, 1979; Germany, Ellmers, 1985.[2] Westerdahl, 1989: 153–157; 1992: 10–11; Stahre, 1989: 103, 263; Weski, 1999: 365.

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Documents

Kuggmaren 1: the first cog find in the Stockholm archipelago, Sweden