The Raising of the Mary Rose: Archaeology & Salvage Combined - Page 3 of 8

Fig 1a.

The hull is wired to the lifting frame from the bolt positions. Hydraulic jacks, operating on the legs of the frame then raised the hull the first critical centimetres until it was free of the suction effect of the silt below.

Fig 1b.

The hull, hanging from the lifting frame, could now be transferred into the cradle. This required precise positioning to locate the legs into the 'stabbing guides' of the cradle. The cradle had been designed to fit the hull using the archaeological survey drawings.

Fig 1c.

Safely in the cradle and supported from above and below, the hull is ready for the final lift. Additional cushioning is provided by air bags. The lifting frame acts as a spreader for the wire strops from the crane hook.

One hundred and three further bolts were fitted to act as additional clamps. In many areas of the ship these were merely an additional safety factor as the original oak treenails were still extremely firm, but in the weaker areas such as at the bow, the aftercastle and along the eroded port side, the extra strength given by the clamps was vital for holding the component timbers together. The decision on where the clamps and lifting points should be located is based on the way in which the ship is constructed. The length of the hull can be considered in terms of 12 areas. In eight of these areas, the riders fitted into the hold of the ship during a rebuild in the 1530's were still in place and these riders, coupled with ten diagonal and vertical braces, acted as further important points for the location of the salvage bolts to distribute the weight equally.

 

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