The shipwrecks demonstrates hybrid shipbuilding techniques including pegged mortise and tenon joints, as well as sewn seams, providing evidence of technological experimentation in maritime construction during the Iron Age.

The ship is considered "extremely important" for historic research into "naval construction, commercial goods, navigation routes, and the relationships between the Phoenicians and the local population of that time.

[7][8] Between 1988 and 1995, excavation and fieldwork activities at Playa de la Isla were directed by archaeologist Juan Pinedo Reyes.

The keel had a distinctive T-shaped scarf connecting it to the stem, employing two perpendicular tenons—one horizontal and one vertical—for stability under vertical stress.

[14] Mazarrón I features hybrid shipbuilding techniques; the strakes were fastened combining pegged mortise-and-tenon joints and sewn seams.

This wreck is of significant archaeological importance, providing a detailed insight into Phoenician shipbuilding techniques and maritime practices.

[13] After two years of studies, in March 2021, the Spanish Ministry of Culture and Sports approved the extraction of the Mazarrón II shipwreck for its exhibition at the National Museum of Underwater Archaeology in Cartagena.

[13] Additionally, stone and metal artifacts were recovered, including a silver scarab and a spearhead, one of the few examples of Atlantic Bronze Age metallurgy found in the Mediterranean.

[27] This wreck contributes to archaeological knowledge of Phoenician colonization patterns in inland territories and serves as an intermediate point between the two traditionally documented Phoenician-Punic coastal settlements of Ibiza and Villaricos, which are historically considered distant from each other.

[13] The cargo of the Mazarrón II shipwreck, which was extracted between October 1999 and January 2001, included a ceramic amphora, a plant fiber basket with a wooden handle, a hand mill, and several animal bone fragments.

Researcher Carlos de Juan Fuertes noted that this sandy deposit acted as a protective barrier, preserving the wrecks to the present day.

Further refinement of Mazarrón II's date, based on an on-board Trayamar-1 amphora used for storing fresh water, suggests a range of 625–570 BC.

While mortise-and-tenon joinery alone could create a watertight hull, the stitching may have been a conservative measure or an integral design feature to strengthen the structure.

With a shallow draft and light, maneuverable hull, it was suited for coastal, riverine, and wetland navigation rather than open-sea voyages, and could carry up to 4 tonnes (8,800 lb) of cargo.

Evidence of integration Phoenician shipbuilding technology, like the pegged mortise-and-tenon joinery with indigenous plank stitching technique, suggests it was constructed in Iberia.