Reza Razi

Khaled Hajar

Ahmad Hably

Seddik Bacha

A user-friendly smart charging algorithm based on energy-awareness for different PEV parking scenarios

Keywords: Plug-in Electric Vehicles, Energy management system, PV power production, Smart charging, User-friendly

Many studies show that collaborations between renewable energy sources especially PV arrays and plug-in electric vehicles can have a positive impact on the utilization of both emerging technologies. In fact, the intermittent nature of renewable sources and the highdemand for PEV charging will address by this partnership. This paper proposes a user-friendly algorithm for the control of PEV charging and discharging, aiming to satisfy all involved parties including user, parking owner and grid operator by considering the health of batteries and costs. First, the predicted input data are used to obtain the optimal position of PEVs through an extended linear optimization method in different scenarios. In this regard, three scenarios including uncontrolled, unidirectional and bidirectional are used and their impact on the battery health and charging cost is specified. Then, based on energy-awareness, the user selects one of those scenarios arbitrary by comparing their results. Finally, the real-time controller compensates the errors based on a traditional rule-based method. This procedure is repeated upon on arrival of each PEV, and the results are considered as input for the next step.

I. INTRODUCTION

Given the apparent challenges of conventional vehicles and their impact on the environment, the electric vehicle market has grown significantly in recent years in the presence of a rapid drop in battery prices [START_REF] Graditi | Conventional and electric vehicles: A complete economic and environmental comparison[END_REF]. In this regard, plug-in electric vehicles (PEV) is a power-dense, mobile and uncontrollable load, and the large demand for electricity to charge the PEVs is one of the important issues in this field. As an example, according to [START_REF] Gerossier | Modeling and Forecasting Electric Vehicle Consumption Profiles[END_REF], the amount of load consumed by a house in the presence of a PEV increased by around 30%, especially in peak hours. Therefore, it is clear that the grid might not be able to support them, despite the beneficial effects of PEVs on the environmental concerns. However, it should be noted that electric vehicles are parked over 90% of their lifetime on average, and are utilized only minimum than 10% of the time for transportation [START_REF] Barter | Singapore[END_REF]. So, long parking duration of PEVs offers the opportunity for improving the flexibility and charging price because they are available for a secondary function. On the other hand, the power generation of photovoltaic arrays depends on the weather condition like the amount of irradiation, which is also affected by factors such as temperature, orientation, time of day and local shade. Analysis of the production capacity of these resources shows that it is possible to produce power only during sunny days and the highest production is usually at noon which is less needed. Therefore, the need for an energy storage source along with PV panels is strongly felt.

In this special situation, recent researches emphasize the collaboration between batteries of electric vehicle and renewable energy sources like solar panels, which this cooperation is called smart charging [START_REF] Giordano | Vehicle-to-Home Usage Scenarios for Self-Consumption Improvement of a Residential Prosumer with Photovoltaic Roof[END_REF]- [START_REF] Ahmad | Improved Dynamic Performance and Hierarchical Energy Management of Microgrids With Energy Routing[END_REF]. In other words, smart charging is understanding of the synergies between PV power production, PEV charging and existing electricity consumption that can has several benefits like technical and economic advantages [START_REF] Fachrizal | Smart charging of electric vehicles considering photovoltaic power production and electricity consumption: A review[END_REF]. In this regards, the batteries used in electric vehicles could increase the flexibility of PV panels in different ways. For example, where PV is used as a local energy source, PEV batteries can be used as energy storage sources. Here we try to save the electricity when it has a low price and use it at higher prices for consumption [START_REF] Yousefi | Energy management strategies for smart home regarding uncertainties: State of the art, trends, and challenges[END_REF], [START_REF] Hoarau | Interactions between electric mobility and photovoltaic generation: A review[END_REF].

Generally, an energy management system (EMS) is used by operators in smart charging field to control and optimize the performance of the system. These energy scheduling approaches are classified into three main categories including rule-based method [START_REF] Sechilariu | Building Integrated Photovoltaic System With Energy Storage and Smart Grid Communication[END_REF]- [START_REF] Barone | Building to vehicle to building concept toward a novel zero energy paradigm: Modelling and case studies[END_REF], optimization programming [START_REF] Van Der Meer | Energy Management System with PV Power Forecast to Optimally Charge EVs at the Workplace[END_REF]- [START_REF] Ioakimidis | Peak shaving and valley filling of power consumption profile in non-residential buildings using an electric vehicle parking lot[END_REF] and model predictive control (MPC) [START_REF] Yousefi | Predictive Home Energy Management System With Photovoltaic Array, Heat Pump, and Plug-In Electric Vehicle[END_REF]- [START_REF] Luo | A Multistage Home Energy Management System With Residential Photovoltaic Penetration[END_REF].

The rule-based or heuristic method is the fastest method but main disadvantage is simple rules that may not guarantee optimal solutions. The optimization strategies such as linear programming (LP) and mixed-integer linear programming (MILP) can be considered as the most well-known methods that solve a certain mathematical function to find the best solution in the presence of a set of constraints. However, MPC is widely used recently to control the nonlinear models and deal with uncertainties.

As mentioned earlier, there are some uncertainties in the controlled variables such as PV generation, mobility patterns of the PEVs (plug-in time and the state-of-charge (SOC)) and electrical load demand in the system that make considerable challenges in employing smart control. These variables should be predicted in advance. In this regards, it is shown in the literature that MPC method has better results [START_REF] Yousefi | Energy management strategies for smart home regarding uncertainties: State of the art, trends, and challenges[END_REF]. However, the forecasting errors will definitely remain in real-time implementation. Therefore, there will be a request for another simple and fast method in reality. Also, energy scheduling approaches can be implemented based on different objective functions. It is clear in the literature review that all previous works rely only on the operator's interest such as load balancing, increasing PV utilization, reducing peak loads, increasing revenue for charging provider and so on [START_REF] García-Villalobos | Plug-in electric vehicles in electric distribution networks: A review of smart charging approaches[END_REF]. However, in many applications such as workplaces, public parking lots or even buildings, the operator and the user are different persons, and user cooperation is more important than anything else. So far, the key role of the user in smart charging has been easily ignored and there is no attempt has been made to raise awareness and satisfaction of the user. Following these strategies can lead to failure in the real implementation of the algorithms. Indeed, the user should be aware of reasonable estimates about the cost of smart charging and state of health (SOH) of the battery.

In this paper, a new user-friendly algorithm for smart charging is proposed such that employs the MPC method in parallel with a fast rule-based method to satisfy all involved parties and compensate for errors caused by uncertainties. Based on this algorithm, the user can find out about the charging price and battery health for different scenarios. Three scenarios are used, including uncontrolled, unidirectional smart charging and bidirectional smart charging. After that, the user, with sufficient knowledge of the advantages and disadvantages, will make an aware decision. Finally, the overall goal of the algorithm is to minimize power consumption cost with the agreement of all actors under a time-varying electricity price in a real-time operating mode. should be noted that different places have different load profiles, PV generation and PEV profiles. However, this algorithm is generic and can be suitable for all PEV parking scenarios including homes, residential buildings, workplaces, public buildings (hotels, hospitals, schools, supermarkets, and malls), parking fleets and etc.

II. SYSTEM DESCRIPTION

The overall architecture of a PV-assisted PEV charging station is shown in Fig. 1. As stated in the previous section, the desired structure can be generalized to all PEV charging points. It usually includes solar energy, bidirectional PEV charger, local load demand and grid utility. It is obvious that the PV arrays are connected to the system by a powerelectronic converter that controls the maximum power point tracking. Therefore in this structure, the maximum power is obtained from PV arrays, the local loads must be fed properly and completely, and the grid utility tries to balance the power of the whole system according to Equation [START_REF] Graditi | Conventional and electric vehicles: A complete economic and environmental comparison[END_REF]. Therefore, the most accessible command for energy control is available in PEVs to meet the objective function.

Grid

Load PV PEV

P P P P    (1)
The first step before implementing energy scheduling approach is identifying and collecting input data. In the proposed structure, there are three types of data with a 5-min temporal resolution. Some data such as weather conditions, electricity price and previous PEVs should be read only from the relevant parts. Some data require to be predicted by suitable methods like PV power generation and load consumption profile. Here, it is assumed that predicted data were already available. The last type of data in the proposed algorithm must be received from the user or driver like the parking time, battery specification, initial and desired SOC.

In this regard, there are also some constraints related to input data that should be considered in the management problem. In this paper, minor constraints including PEV power constraint (Equation ( 2)), PEV energy constraint (Equation ( 3)) and desired SOC (Equation ( 4)), are employed. min max

PEV PEV PEV PPP  (2)
min max

PEV PEV PEV EEE  (3) ; () ( ) ( ) ;
;

init

III. PROPOSED SMART CHARGING ALGORITHM

First, it is obvious that the grid operator, the owner of charging station and the PEV owner are usually different. Sometimes, it is possible that the interests of these roles for smart charging are in conflict. For example, reducing charging cost and battery health are important in the point of view of user, while for charging station owner, the revenue has the most priority. Typically, optimization is applied by the station owner, so it is better to consider the users' decisions in the algorithm as well.

The proposed smart charging algorithm aims to provide the desired level of charge for the PEV according to the user's command at parking time while minimizing the total cost, simultaneously. The whole flowchart of the proposed algorithm is shown in Fig. 2. Generally, this algorithm consists of seven steps. As mentioned in the previous section, the first and second steps are related to data reading and variable forecasting, which are not the main topic of this paper and it is assumed that this information already exists.

In the third step, unlike the previous conventional methods, information about PEVs is received directly from the user upon entering the parking lot. This step greatly reduces errors in estimating vehicle-related variables in energy scheduling. Therefore, before the PEV enters the parking lot or the user announces in advance, the EMS is considered without the presence of the vehicle. In fact, the user gives the EMS a chance to update the optimization based on announcing the arrival time, the estimated parking time and the amount of desired SOC at the departure. Here, there is enough time between arrival time to the parking lot and complete stop to continue the next steps. Of course, the input information of this step can be announced before the arrival time by the applications available on smartphones to give the user more opportunity to make better decisions. It should be noted that there is still the possibility of minor changes in the announced information due to various reasons, including emergency requirements, which can be considered as a penalty parameter in these cases.

The MPC as a convenient option for optimizing the interpretation of constrained systems is used in the next step. This control method improves the systems' efficiency by handling constraints to work safely near constraint boundaries. Some steps have to be taken to implement the MPC [START_REF] Hajar | An economic study of control strategies for microgrids[END_REF]. The system state is taken as the starting point of the problem at the first step of time. Then, an optimum sequence is determined for the corresponding prediction period. After that, only the first control step is considered and applied. Finally, an upgrade is made with all details for the next time horizon when going to the next sampling period to re-apply the same steps. MPC is used in this work to solve the linear optimization problem for the next 20 hours according to Equations ( 1)-( 4) due to its ability to update input data and to control multivariable constraints [START_REF] Dongol | A model predictive control based peak shaving application of battery for a household with photovoltaic system in a rural distribution grid[END_REF]. For a predicted 20-hour horizon, the number of time steps with a time interval of 5 minutes is obtained as

(20 60) / 5 240 N    (
C C      ( 6
)
where Cgrid is the time-varying electricity price and λPEV is the weighting parameter. In other words, this objective function can be translated to reducing energy demand from the grid in high price. As it can be seen, in the next time step, the input data needs to be updated due to unavoidable forecasting error and the stated procedure is repeated based on the latest information in each time step.

In the fifth step, the optimal results for various technical and economic charging scenarios are presented to the user. In the simplest scenario, i.e. uncontrolled, the PEV will be charged traditionally as soon as it is parked. This scenario will usually have more cost and is chosen because the user does not know enough about smart charging.

In another scenario, as the simplest form of incentive, the user is encouraged to shift the charge from peak to off-peak time. This scenario is not interesting for the station owner because the PEVs connected to charging points cannot be used during peak time. Normally this case is managed by the user and therefore is not considered here.

In smart charging scenarios, the charging station owner tries to offer incentives to PEV users to use the car battery as a temporary load or source. In this regard, two scenarios of unidirectional charging and bidirectional charging are possible. In unidirectional smart charging, there is only control of the battery charging power, while in bidirectional smart charging, the battery can also be used as a temporary storage source. This scenario is usually the most attractive scenario for all involved parties, which can provide the profits of all of them. Therefore, the cost and health of the battery are given to the user for the mentioned scenarios so that the user can choose one of them with sufficient knowledge.

As seen in step four, MPC tries to implement the optimal charging based on some predictions on 5-min time-steps. Therefore, different errors may occur due to uncertainties in the real system. In fact, most of the challenges of EMS arise from uncertainties, which although this paper tries to almost eliminate car uncertainties, but there are still stochastic parameters in load profile and PV power generation. In this regard, in the sixth step of the algorithm, a rule-based realtime control scheme is employed according to Fig. 3 to compensate for the errors, which can act almost

t = t+1

Real data instantaneously. εbuy and εavg represent dynamic electricity price and its average one, respectively. The total error of the system ΔPerr is calculated using real data (

) Finally, the mentioned PEV in this sequence is considered as fixed data in the system. Then, if another PEV arrives at the charging station and there is a free charging point, the proposed algorithm returns to the third step for a new car.

IV. SIMULATION RESULTS

In this section, different scenarios are simulated in Matlab/Simulink software to examine the effectiveness of the proposed smart charging algorithm. PV and PEV specifications are given in Table I, which the PEV is a 2011 Nissan Leaf.

In this simulation, the electricity price during a whole day is shown in Fig. 4. In order to simplify the results and better understanding the scenarios, two price peaks are assumed in the morning (around 6) and at night (around 20), and at other times, the price is almost constant. It is also assumed that in a special case and again for simplicity and better understanding, the user arrives at the charging station at 3:00 o'clock with 40% of the initial SOC and announces that he/she intends to leave the station at 22:30 with 80% of the final SOC. Therefore, the PEV is almost available the whole day and operates like a stationary energy storage source.

A. Uncontrolled charging scenario

In the first scenario, the uncontrolled charge of PEV is investigated, which the results are shown in Fig. 5. In this figure, the output power of all parties, the PEV charge level and the cost of energy exchanged with the grid are presented during 24 hours. As expected, as soon as the PEV arrives, regardless of the electricity price, it starts battery charging to reach the desired charge level without interruption, which takes about hours. Of course, here only a small part of charging is in the first low-amplitude peak and if the driver arrives later at the second peak, the charging cost will increase dramatically. Also, as it is observed, in this scenario, it is not possible to use solar power to charge the car, and the power taken from the grid at peak prices is higher than other times. It is also obvious that the cost of energy exchanged with the grid goes through a similar curve to grid power.

B. Unidirectional smart charging scenario

In the second scenario, unidirectional smart charging is investigated and the results are presented in Fig. 6 to show how the power is distributed among different components. As mentioned before, it is not possible to discharge the battery in this scenario too and only battery charging power can be controlled. As expected, unidirectional smart charging tries to charge the PEV battery at the lowest possible cost, so charging process has stopped during the peak price. It should be noted that if the proposed algorithm takes into account the maximum use of solar power, the difference of electricity price between selling and buying, market dynamic price and efficiency, this scenario tends to use PV power generation to charge the car. Also, for the above reasons, the total cost of this scenario is not significantly different from the cost of the first scenario. It is possible that in other cases by considering the details, the difference between these two scenarios will increase, but it can be said that unidirectional smart charging will always bring more benefits than uncontrolled charging.

C. Bidirectional smart charging scenario

In the last scenario, called bidirectional smart charging, full control of charging and discharging is checked and the simulation results are shown in Fig. 7. As illustrated, the proposed algorithm employs battery power during price-peak periods for local load or injection into the grid and charges the PEV when the electricity price is low. In the specific case study, the PEV battery energy is fully utilized in the first pricepeak, but in the second price-peak, due to the user's decision for leaving immediately after the price-peak period, battery usage will be less. In other words, the battery discharging is used at the highest prices in the second peak, but the desired SOC must also be provided and the battery should be recharged at lower prices during the second peak. As it can be seen, the energy received from the grid at high prices is significantly reduced in this scenario. Also, a large portion of the PEV battery charging is done at noon, when the PV array is the main power source.

It should be noted that the goal of this paper was not to study different scenarios and choose the best one for charging by the algorithm. In fact, the proposed algorithm informs the user of the results of these scenarios, and he/she will select the appropriate charging scenario with sufficient knowledge, which will satisfy all parties. For example, Table II presents the simulation results of different scenarios. In the first column, the cost of energy exchanged with the grid without the presence of the PEV is calculated to obtain the PEV charging costs in other scenarios. In this special case and taking into account the relevant assumptions, bidirectional smart charging has a lower cost for the user than other scenarios. However, although the saved cost of a day may not be very attractive, on a one-month scale, assuming this procedure is repeated, the cost difference will signify. It is observed that bidirectional and unidirectional smart charging scenarios reduce the cost of PEV charging in this special case by 55.7% and 5.2%, respectively. Finally, it should be said that the battery health model and its associated constraints are not mentioned in the simulation results of this paper. Actually, they are the subject of the authors' future work. Considering the battery health parameter can affect the bidirectional smart charging scenario and may make other scenarios attractive as well.

V. CONCLUSION

Effective collaboration between the various components of a PEV charging station with smart charging algorithms greatly facilitates the operation of these systems. In this paper, a new user-friendly smart charging algorithm was proposed that intended to involve the PEV user as an important role in this process. The proposed algorithm was designed based on a linear optimization model predictive control along with a real-time rule-based controller. In this regard, based on the input and predicted data and data received from the user, different scenarios are examined. These scenarios included uncontrolled charging, unidirectional smart charging control, and bidirectional smart charging control. Next, the user is involved in choosing the final scenario with the help of sufficient information and an aware decision. In the case study of this paper, it was shown that the cost of PEV charging with bidirectional and unidirectional smart charging will be reduced by around 55% and 5%, respectively, compared to the uncontrolled charging scenario.

ACKNOWLEDGMENT

Fig. 1 .

 1 Fig. 1. Typical configuration of a PV-assisted PEV charging station.

Fig. 2 .

 2 Fig. 2. Flowchart of the proposed smart charging algorithm.

Fig. 3 .Fig. 4 .

 34 Fig.3. Rule-based real-time control scheme[START_REF] Vermeer | Real-time building smart charging system based on PV forecast and Li-Ion battery degradation[END_REF].

Fig. 5 .

 5 Fig. 5. Simulation results for uncontrolled charging scenario.

Fig. 6 .

 6 Fig. 6. Simulation results for unidirectional smart charging scenario.

Fig. 7 .

 7 Fig. 7. Simulation results bidirectional smart charging scenario.

  [START_REF] Vermeer | Real-time building smart charging system based on PV forecast and Li-Ion battery degradation[END_REF] In this regard, after solving the problem for the desired horizon, only the available solution for the present time, where here is the battery power output, is considered as output parameter. The objective function of this algorithm is formulated to minimize the cost of energy as a linear optimization problem as

	min(	, grid PEV	) min(	grid	P grid	t -	PEV	E ) PEV
					E
					Grid

TABLE I PV

 I AND PEV PARAMETERS

	Symbol	Description	Value
	rated PV P	Installed capacity of PV arrays

TABLE II COST

 II COMPARISON IN DIFFERENT SCENARIOS

		Without	Uncontrolled	Unidirectional	Bidirectional
		PEV	charging	charging	charging
	Total cost (per day)	2.655$	4.087 $	4.013 $	3.29 $
	Charging cost (day)	0	1.432 $	1.358 $	0.635 $
	Charging cost(month)	0	42.96 $	40.74 $	19.05 $
	Reduction percent	---	0	5.2%	55.7%

This work has been supported by the aVEnir project of the PIA operated by ADEME.


Dear Members of the NAS, Dears participants to this Annual Meeting, Dears Colleagues, it is an honour and a great pleasure for me to be here today, although by zoom.

2) Before to start with my presentation, I would like to remember Patrice Pomey that probably most of you know. He left us 7 March 2021, aged 78, struck down by the illness against which he had battled for several years. With his death, the scientific community has lost one of the grand masters of nautical archaeology, a discipline that he contributed to establishing and that he conducted at the highest levels. You will hear his name several times during my presentation.

I was a undergraduate student at the University of Turin, Italy, when I met for the first time Patrice. It was in 1993 during a conference held in Gela, Sicily, devoted to the Greco-Archaic seafaring in Western Mediterranean. Patrice presented the newly discovered sewn-boats of Marseilles Place Jules Verne. Of course, as several others Italian students fascinated by underwater archaeology, I knew the book Archeologia Subacquea written with P. A. Gianfrotta. But it was so nice to have a talk with him … Also because Patrice was speaking a perfect Italian! Effectively he passed several years in Italy as member of the French School in Rome before getting a post at the CNRS. After this meeting with Patrice, I decided to try to develop my knowledge in maritime and nautical archaeology, and possibly to learn French! But today, I don't want to speak about me, I would like just to remember the kindness, generosity and willingness of Patrice. Without forgetting the pleasure I had in working with him, I must say that he was an example and that he is still behind all our current projects in nautical archaeology at the CCJ. It is therefore quite natural that I dedicate this presentation to his memory.

3

In 1968, André Tchernia commenced excavation of a Roman-era wreck, Planier III (mid 1 st century BCE) in Marseilles Bay.

The first full campaign in 1969 was essentially devoted to evaluating the potential of the site and the excavation of the cargo composed of amphorae from Brindisi and pigments from Campania.

Just few words to remember that André Click For the hull study, a special system for marking the wooden structures was also elaborated by P. Pomey (and this is the system that we still use today).

The systematic survey of the planking and of the means of assembling the timbers was also possible thanks to dismantling specific parts of the hull structure. This approach permitted the anatomical study of the ship structures and opened the way to further conceptual developments. In 1972, this team of underwater archaeologists and technicians started the excavation of La Madrague de Giens wreck, located in the Hyères archipelago, east of Toulon, and dated to the mid 1 st century BCE. The excavation lasted ten years and was directed by Tchernia and Pomey, assisted by Antoinette Hesnard.

The methods and techniques tested during the excavation of Planier III were developed and systematically used (magnetic survey, 8 photogrammetry, 9 and hull sampling...). This long-term project allowed the ship to be considered from a new, anatomical perspective. The smallest elements (pegs, nails, and treenails) and the biggest ones (the keel, the planking, the frame) were studied as part of a complex floating structure, along with their deep cross-correlations.

Thanks to the La Madrague project, Pomey started to develop most of the theories that would spark debate in nautical archaeology in the following decades:

• research on shell first, skeleton first, and mixed construction practices;

• the notion of architectural types and the interdependence of shape and structure; • the use of traditional data (literary, iconography and ethnography) to help and support the type identification and interpretation … • the study of tonnage and sailing qualities. Just to remember La Madrague de Giens was one of the biggest freighters sailing during the Roman Republic, bringing wine from Campania to Southern France. It was a two-masted ship around 40 m long, and could carry 400 t. The extent of the preserved wreck allowed a light to be thrown on both the study of the cargo, within the framework of research into maritime trade, and the analysis of the hull, in order to evaluate how these two aspects of the ship worked together, enabling the development of nautical archaeological studies.

As a consequence of this important excavation, Pomey's research matured, and between 1980 and 1985 he established a new system for analysing ancient ships, based on the concepts of the "Principle of construction" and the "Methods of construction", referring to the notions of "conception" and "realisation" of the ships. In parallel to the excavation of La Madrague de Giens, in 1973Giens, in -1975, two of the team members, Jean-Marie Gassend and Michel Rival, participated in the excavation and study of the Roman wrecks of Port-Vendres 1 and the La Bourse de Marseille. This Imperial wreck dated to 2 nd c. AD is the first wreck excavated in France in an ancient silted harbour. In the wake of the Giens excavation, the CCJ team took on the excavation of the Roman wrecks of Grand Ribaud D under the direction of A. Hesnard (1983A. Hesnard ( -1984) ) and Camarat 2 under the direction of A. Hesnard & M.-B. Carre (1987-1989, 1993-1994).

The Grand Ribaud D is one of the ships that, between the 1 st c. BC and the 1 st c. AD, was built specifically to transport bulk wine in large containers (dolia). From 1991 to 2000, Pomey with Frédéric Guibal, dendrochronologist of the CNRS at the Mediterranean Institute of marine and terrestrial Biodiversity and Ecology in Aixen-Provence, launched a programme of research into the dendrochronology of ancient wrecks, which led to the re-opening and analysis of about 30 ancient wrecks from along the French Mediterranean coast. In the slide you can see Frédéric Guibal, Michel Rival & Patrice Pomey on the deck of the research vessel of the DRASSM L'Archéonaute with the Master students Stéphanie Wicha, Charles Dagneau and Julie Chastay. This programme on dendrochronology of ancient Mediterranean shipwrecks had several objectives.

• First of all, identifying the different species of wood used in shipbuilding through systematic xylotomic analyses to try to understand the choices made by the shipwrights in relation to the different structural elements; • studying the woodworking techniques to reconstruct the processes of transformation from tree to the finished structure; • studying the origin of woods supplies, and eventually to establish dendrological correlations between different wrecks; • and, finally, building up a reference database for the north western Mediterranean species. In 1992 and 1993, the pre-construction archaeological excavations in Place Jules Verne, offered archaeologists, under the direction of A. Hesnard, the opportunity to excavate a large part of the ancient port of Marseilles. On that occasion, seven ancient wrecks, of Greek and Roman dates, were discovered and excavated. The study of these shipwrecks was entrusted to the nautical-archaeology team at the CCJ (Michel Rival, Robert Roman and directed by Pomey). All of these shipwrecks were analysed in situ and some of them were also recovered and conserved. This exceptional collection is now on display in the Musée d'Histoire de Marseille. Although an experimental approach was applied to La Madrague de Giens for study and reconstruction, from the Jules Verne excavation onwards the use of experimental archaeology and scale models in the process of reconstruction of the ship shape and structure, and for the systems of assemblage, became systematic.

As a result of studies on the wrecks of place Jules-Verne, new research directions could be discussed for the technical transition phenomena. First from 1996, on the transition between assembly techniques using ligatures to the system using mortise and tenon joints within the Greek tradition of sewn boats in Mediterranean; then, on the transition between 'shell construction' and 'skeleton construction'. The excavation in Place Jules Verne was the starting point for another long-term project, leading in 2013 to the construction of Gyptis, a sailing replica of the ancient Greek archaic wreck Jules Verne 9, a project directed by Pomey and coordinated by Pierre Poveda. Several article have been dedicated to this proct andheve been published in the IJNA. By my side, it was in 1999 that I started a doctoral project at the CCJ and under the direction of Patrice Pomey. This project was focused on the Roman shipwrecks of Fiumicino in the context of the maritime port of Rome, Ostia-Portus.

In the late years 1950, the excavations prior to the construction of the international airport of Rome brought to light infrastructure related to Portus, the largest port in the Roman Empire, in particular the northern pier of the harbour basin built by Emperor Claudius in the mid-1 st century AD. During the construction work on the service roads around the airport, between 1958 and 1965, the remains of five Roman vessels were found, as well as the parts of three other ships and various artefacts. They form the collection of the Museo delle Navi. A new display has been inaugurated in October and you are very welcome to visit it! The collection is unique. Fiumicino 4 was a small boat suitable for use at sea. Equipped with a square sail, it was used for short-distance trade and coastal navigation. Fiumicino 5 was a navis vivaria, a special type of fishing boat. It was equipped with a compartment for keeping fish alive until they were landed. This boat had a pierced bottom for seawater to circulate. Pine wood plugs, some of which were found intact, were used to adjust the water flow. Fiumicino 1, 2, and 3 were naves caudicariae, similar in structure but different in dimensions.

Some depictions, dated between the 2nd and 5th centuries AD, offer a fairly faithful image of the caudicaria-type vessels.

The stern was high and curved, the bow slender. A cable for towing the ship from the river bank passed through a pulley at the top of the mast, which was equipped with steps to climb up. Thanks to the flat bottom and the large hold, these harbour service boats, or lighters, were used to unload large freighters and to transport goods via the River Tiber to and from Rome. In 2011, I had also the opportunity to excavate and study the remains of a new wreck were discovered in Isola Sacra, near the right bank of the Tiber, front of the ancient city of Ostia, at the occasion of an extensive archaeological programme prior the construction of a new bridge over the Tiber.

The remains, highly distorted due to post-depositional events, display some particular features in the stem area, forward. The bollards at the prow indicate the need for strong mooring attachments similar to those visible in the caudicaria depicted in the Salerno relief. The rounded contour of the ends of the last strakes below the wale is evidence of a particular profile of the hull in relation with the presence of a transom bow. The shape and the structure of Isola Sacra 1 has been reconstructed on the basis of the 3D model of the remains. A study model has also been built to study the ship shape… attachments The longitudinal profile of this ship has been compared to the profile of the vessels depicted on the terracotta plaques of Isola Sacra where, according to our hypothesis, is depicted a caudicaria-type vessel with a transom bow, different from the caudicariae of Fiumicino, which had pointed bows.

In 2004, during my PhD, I had the opportunity to participate to the archaeological excavation undertaken in Piazza Municipio, Naples before the construction of the city's metro line 1. This huge excavation continued till 2006 with the construction of the line 6 station, providing a unique opportunity to explore the ancient Neapolitan coastal landscape.

In Piazza Municipio, besides the discovery of the port's impressive dredging activities and infrastructure, the investigations provided evidence of seven vessels dating back to the Hellenistic era until the Roman Empire. I was in charge of the direction of the study of the ships from 2004. In 2014, Chiara Zazzaro from the L'Orientale was also involved in the study in situ. The best preserved of the Neapolitan wrecks had been the object of reconstruction programmes, in part during the PhD research of Pierre Poveda devoted to the reconstruction and sailing qualities of ancient vessels under the direction of P. Pomey.

Always within my research on the harbour and working boats initiated with the study of the Fiumicino ships and after the study of the first 3 shipwreck found in Naples, I undertook from 2011 to 2013 the study of the 5 wrecks found in the ancient harbour of Toulon from 1987 to 1989.

In particular, Toulon 1 and 2 presented the particularity of a transom at one extremity. They had been intentionally scuttled and repurposed to build a wharf. Exceptionally, they appear to be the same type of boat, only the dimensions are different. The detailed study of these wrecks is nearing publication at the Presses Universitaires de Provence within a volume dedicated to the excavations of the harbour of Telo Martius. Since 2007, in association with various Croatian partners, Irena Radic Rossi of the University of Zadar, Ida Koncani Uhac of the Archaeological Museum of Istria, Marko Uhac of the Pula Conservation Office of the Ministry of Culture, Krunoslav Zubcic and Igor Miholjek of the Croatian Conservation Institute, I have co-directed archaeological research into the ancient wrecks of Dalmatia, Istria and on the river Kupa.

Today, it will be too long to present one-by-one all these excavations and the results in term of knowledge of ancient shipbuilding and seafaring in Eastern Adriatic. Nevertheless, one of the most important achievements has been the characterisation of a local sewn-boat tradition.

We have studied the most ancient sewn vessel ever found in Mediterranean in Zambratija Bay in Istria. This is an extended and, possibly, expanded logboat built between the end of the 12 th c. BC and the end of the 10 th c. BC. We have also studied the developments of the Adriatic sewn-boat tradition in Roman times when people living in Istria and Dalmatia, the Istrians and Liburnians, continued to build their ships using the sewing technique.

Two articles have been recently published on the IJNA about the underwater site of Caska and the 3 sewn boats found there. Another article, signed with P. Pomey, is more general about the ancient Mediterranean sewn-boat traditions. Always in Croatia, we are actually studying a Late Hellenistic wreck in the Bay of Parzine, island of Ilovik in the Kvarner Archipelago with the HRZ. The ship hit a shoal and the hull broke up in several parts. In this slide, you can see the stern area and the stem area. They were found at a distance of around 20 m This ship is particularly interesting for its dating (the 2 nd c. BC), the cargo composed by amphoras containing wine and the cargo timbers, the presence of stones belonging to the ballast, and the particularity of the hull structure. This tenon-and-mortise built ship, probably 20-25 m long, has a wine-glass crosssection and an asymmetrical longitudinal profile. This shape is rarely attested by the archaeology although common in the iconography. Another amazing project of the CCJ team is the study of the Late Hellenistic military ship discovered in the Black Sea by a team of the Institute of Archaeology of the Russian Academy of Sciences lead by Sergey Olkowskyi. An article with the detailed description of the hull structure will be published soon in the next IJNA 50.

  Text of the communication "Past and Recent Research in Nautical Archaeology at the Centre Camille Jullian, Aix-en-Provence, France" presented at 2021 Virtual Conference -50 Years of Nautical Archaeology and the IJNA November, 20 th 2021 by Giulia Boetto, Aix-Marseille University, CNRS, Centre Camille Jullian, Aix-en-Provence (France)

A complete programme or reconstruction through digital and physical 3D models is in progress and the results of the reconstruction of the hull shape have been recently presented in Zadar at the sixteenth ISBSA. Finally, I would like to come back to La Madrague de Giens wreck. Recently, P. Poveda together with L. Cavassa, an archaeologist specialist in ceramic study, started a three-year project with the intention to succeed in the final publication of this ten-year excavation. Several researchers of the CCJ era involved in this project. That, besides the final publication, has three main objectives: First, to digitalize, organize, and study all the documentation already produced. Then, to create a photogrammetry of the cargo coupled with a Geographical Information System in order to localize the fragments of the same ceramic vessel, and to identify the kitchen and storage areas on board.

In this slide you can see the example of a big clay oven recovered in several fragments. Thanks to the ancient documentation and the methodology developed for this project by it has been possible to circumscribe a zone situated forward the main mast. Finally, the third goal, is to create a 3D model of the hull structure.

With this project on La Madrague de Giens the circle it's now complete and it's time to conclude! But not before addressing my thanks to you for your attention. I hope you enjoyed my presentation of past and present researches in Nautical Archaeology in our centre C. Jullian.


Giulia Boetto

Igor Miholjek

Pavle Dugonjić

Vincent Dumas

Pierre Poveda

Text of the communication "The Late Hellenistic shipwreck from the Bay of Paržine, Island of Ilovik (Kvarner, Croatia)

Ivan Vidulić, International centre of

During the survey, the upper part of the north side of the ship was partially uncovered. Twenty frames and three strakes assembled by "tenons and mortises" joints were documented. Then, the result of the radiocarbon AMS analysis of a sample of wood from the hull placed the construction in the first half of the second century BCE.

In 2018, Igor Miholjek contacted the Centre Camille Jullian in order to start an international collaboration focused on the excavation and study of the ship's remains. The 4 th campaign had just been completed two weeks ago.

Thanks to an agreement signed between the Croatian Conservation Institute and the Croatian Ministry of the Interior, the project had the opportunity to house all the participants in a building belonging to the Special Forces of the Police, in the Kovčanje Bay on the island of Losinj.

The collaboration with the Special Forces of the Police offered all the logistical support necessary for an underwater archaeological mission (inflation of tanks, storage of diving equipment and archaeological furniture, running water, basins for desalination, work spaces, internet) including the motorboat to reach the bay of Paržine, which is 13 nautical miles south from Kovčanje.

Each year, the work program was divided into several activities beginning with the excavation and the cleaning of the findings and the ship's structures, continuing with the systematic application of the photogrammetry as the principal method of documentation but also employing direct measurements and observations, realizing selective dismantling of structures to reach and document hidden parts of the hull, sampling for analyses, and ending with the final site protection with sand and sandbags. In parallel, a huge number of others activities of documentation were carried out in the Kovčanje base.

The first campaign was conducted in September 2018. The last one, as already said, finished two weeks ago.

In 2018, although the portion of the hull located in 2017 could not be found. Instead a small survey revealed the forward end of the bow complex and part of the cargo consisting of timbers and amphoras. In September 2019, the trench was expanded reaching a total area of 58 m2. The entire stem complex was cleared for a length of about ten meters.

The main objective of 2020 mission was to relocate the part of the hull seen in 2017 wasn't found in 2018. The initial program called for systematic trenching in the north/south, east/west, and northeast/southwest directions, starting from the 2018-2019 trench. Finally, the stern of the ship was found at around 20 m of distance from the bow complex. This part of the shipwreck was excavated in 2020 and 2021.

The ship was transporting a cargo of timbers and wine.

The wine was contained in amphoras belonging to the Adriatic Greco-Italic types. The existence of these wine amphorae, long unknown, was assumed by André Tchernia on the basis of epigraphic and historical evidence. Findings in contexts and in workshops have provided definitive proof. The earliest evidence are dated to the mid-third century BCE in a workshop dump in Rimini and in the Grado 2 shipwreck. The end of this production is difficult to date precisely because the form evolves towards the Lamb. 2, which will replace the Adriatic Greco-Italic in the first decades of the 1st century BCE. So a precise date for the Parzine amphoras is difficult to determine on the basis of comparisons because complete specimens are rarely found in well-dated contexts. Marie Brigitte Carre who realized a preliminary study, tends to date the amphoras within the 2 nd or 3 rd quarters of the 2 nd century BCE.

Regarding the timbers: those are poles cut from evergreen oaks, stone pines and others Mediterranean small trees and shrubs as Phillyrea and Rhamnus. They conserved the bark.

The hull bottom, mainly in the stern area, was covered by a compact layer of rocks and pebbles corresponding to the ballast. During the 2021 campaign the rocks were retrieved in order to study the architecture of the ship. 864 rocks (from 1 to 40 cm) were examined by two geologists from the European Centre for Research and Teaching in Environmental Geoscience (CEREGE). All are predominantly carbonate sedimentary rocks. A selection of 72 samples was made for further laboratory studies. The samples will be used for the fabrication of thin sections which will allow a finer microfaciological and micropaleontological characterization. Geochemical (carbon and oxygen isotopes of carbonates) and petrophysical (porosity, permeability) analyses will also be carried out to refine the characterization of these materials in order to better constrain their origin.

Were also found fragments of black glazed and cooking ware, a small lamp and a fragment of grinding stone, and some carpenter tools. But the most sensational finding was a small female statuette in bronze, maybe the tutelar goddess on board. This statuette is actually under conservation process at the HRZ.

The ship presents some typical characteristics of the Hellenistic Ship Type as defined by P. Pomey. The keel forms with the garboards a typical wine-shape section. The garboards are trapezoidal in section and joined to the rabbets cut in the upper angles of the keel by large pegged tenons closely spaced.

In the direction of the stern, the keel is assembled to a transitional timber by a hook scarf secured by a vertical key.

The connection between the transitional timber and the stern post is similar. This scarf is reinforced by an apron. The assembly of the garboards and the others strakes into the rabbets is secured by nails.

The only part that survived of the prow is the axial carpentry composed by two elements, an apron, part of the garboards and second strakes and a chock.

The foremost timber of the axial carpentry rises gradually and ends abruptly. Its upper surface is carved with a large mortise to settle a stem post. This gives to the ship a very peculiar shape, rarely documented by the archaeological record.

The planking is flush-laid carvel built and assembled by tenons and mortises joints.

The frame was found in its original position only in the stern area. It was assembled to the planking by treenails.

The frames present the classical alternation between floor timbers and half-frames. It seems possible to connect the empty space at the level of two half-frames at stern with the existence of a bilge pump.

The bottom was covered by a ceiling found under the ballast still in its original position at stern, (click) and completely destroyed and mingled to the cargo of timbers at prow. Finally, the hull was covered by a thick layer of pitch. A metallic sheet was also observed inside the recess of the stem post to ensure tightness of the joint.

Unfortunately, any element belonging to the internal axial carpentry was preserved. Some displaced floor timbers found near the prow present the typical recesses to settle a keelson or a mast step.

In any case, some elements of the rigging were found strengthening the assumption that the Ilovik-Parzine ship was a sailing ship.

Although the study of the ship is at an early stage, it is possible to visualize some of the main characteristics of the ship shape.

Worth of note is the longitudinal section towards the prow with a the stem post almost forming a right angle with the keel. Precisely, one of the challenges of a future project of reconstruction will be the study of the possible profile of the prow.

Thanks to the completion of the archaeological study, and the comparison with some iconographical and archaeological evidence, we hope that it will be possible to arrive to a satisfactory reconstruction of the original ship.