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Unit 14: Asian Shipbuilding (Training Manual for the UNESCO Foundation Course on the protection and management of the Underwater Cultural Heritage)

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ISBN: 978-92-9223-413-3 (Print version) The designations employed and the presentation of material throughout this publication do not imply the expression of any opinion whatsoever on the part of UNESCO concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries.

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In 1994, Tim Severin explored the legend of the Chinese general Xu Fu, who is said to have crossed from Asia to America on a huge bamboo raft between 219-210 BC. As part of his study, Severin reconstructed a very large oceangoing sailing raft to demonstrate that it is possible that such a vessel could have physically sustained a voyage of 5000 miles in the open sea (Severin, 1996).
In 1994, Tim Severin explored the legend of the Chinese general Xu Fu, who is said to have crossed from Asia to America on a huge bamboo raft between 219-210 BC. As part of his study, Severin reconstructed a very large oceangoing sailing raft to demonstrate that it is possible that such a vessel could have physically sustained a voyage of 5000 miles in the open sea (Severin, 1996).
A small round basket boat known locally as a Ghe Thung Chai. © Colin Palmer The great advantage of using bamboo is that it is resilient to wood-boring organisms. The material contains a high level of silica, not favoured by Xylophagidae and Teredinadae (such as the shipworm Teredo navalis and Bankia sp.), as the bamboo laths are usually too thin to host them (Aubaile-Sallenave, 1987, pp. 81).
A small round basket boat known locally as a Ghe Thung Chai. © Colin Palmer The great advantage of using bamboo is that it is resilient to wood-boring organisms. The material contains a high level of silica, not favoured by Xylophagidae and Teredinadae (such as the shipworm Teredo navalis and Bankia sp.), as the bamboo laths are usually too thin to host them (Aubaile-Sallenave, 1987, pp. 81).
Log boat or vallam from Kerala. These are now very rare and no one knows why they have carved frames. © Colin Palmer Several trunks can be assembled together, to form boats similar to those used for racing in Cambodia. The inside of these hollowed trunks can be fitted with floor timbers or benches to reinforce the struc- ture. A well made log boat from a small log can be efficient, light and seaworthy. In the larger versions, because of the dimension of the tree from which it is made, the dugout is long and narrow. These boats derive their stability from their length and are suited for use on rivers and lakes. The efficiency of larger log boats was greatly improved by softening the sides with fire and water and then forcing them apart with wooden struts (Greenhill, 1995, pp. 102).
Log boat or vallam from Kerala. These are now very rare and no one knows why they have carved frames. © Colin Palmer Several trunks can be assembled together, to form boats similar to those used for racing in Cambodia. The inside of these hollowed trunks can be fitted with floor timbers or benches to reinforce the struc- ture. A well made log boat from a small log can be efficient, light and seaworthy. In the larger versions, because of the dimension of the tree from which it is made, the dugout is long and narrow. These boats derive their stability from their length and are suited for use on rivers and lakes. The efficiency of larger log boats was greatly improved by softening the sides with fire and water and then forcing them apart with wooden struts (Greenhill, 1995, pp. 102).
Indian Ocean tradition: a sewn boat of India, Orissa. © Colin Palmer Boats with planking fastened by bamboo fibre cords were recorded from the seventeenth to the twentieth century in Malaysia, Borneo, Sarawak, Moluccas and the Philippines. This traditional tech- nique can still be seen today in the form of small river crafts used in the region surrounding the ancient capital city of Hue in Central Viet Nam.
Indian Ocean tradition: a sewn boat of India, Orissa. © Colin Palmer Boats with planking fastened by bamboo fibre cords were recorded from the seventeenth to the twentieth century in Malaysia, Borneo, Sarawak, Moluccas and the Philippines. This traditional tech- nique can still be seen today in the form of small river crafts used in the region surrounding the ancient capital city of Hue in Central Viet Nam.
volution can be quite slow and most of the time it is not well documented, due to a substantial lack »f material evidence. However, some general traditions for South-East Asia have been identified and ire discussed in this section. 1.2.6 Planked Boats
volution can be quite slow and most of the time it is not well documented, due to a substantial lack »f material evidence. However, some general traditions for South-East Asia have been identified and ire discussed in this section. 1.2.6 Planked Boats
2.1 A Continuitya Water is not our natural environment; humans are instinctively uncomfortable with it. It is unstable, present- ing structural problems. When water is combined with winds and tides, structural problems increase drama- tically. Worse yet, when vessels sank in this unfriendly element there was no haven for their occupants; they could not walk away from a disabled ship as they could from a broken wagon, nor could they come back later and retrieve its payload. It is no wonder that shipbuilders were so cautious with new designs and that global travel evolved so slowly. ing structural problems. When water is combined with winds and tides, structural problems increase drama-
2.1 A Continuitya Water is not our natural environment; humans are instinctively uncomfortable with it. It is unstable, present- ing structural problems. When water is combined with winds and tides, structural problems increase drama- tically. Worse yet, when vessels sank in this unfriendly element there was no haven for their occupants; they could not walk away from a disabled ship as they could from a broken wagon, nor could they come back later and retrieve its payload. It is no wonder that shipbuilders were so cautious with new designs and that global travel evolved so slowly. ing structural problems. When water is combined with winds and tides, structural problems increase drama-
Although the evidence for watercraft from c. 1500 BC to 1300 AD is negligible (McGrail, 2001, pp. 338), linguistics suggests that Proto-Polynesians began their oceanic voyaging abroad outrigger boats with sails. Otherwise, it is on European accounts, starting with the travel logs of Magellan and Del Cano’s circumnavigation voyage of 1520 that an image can be formed, completed with ethnographic data relative to much later periods. The late eighteenth century and the nineteenth century are golden ages for pre-ethnographic studies done by captains, seamen and intellectuals who accurately recorded the boats they encountered on their travels. The work of Admiral Paris (1843), the father of nautical ethnography, is an excellent example of the interesting descriptions compiled on traditional crafts of the region.
Although the evidence for watercraft from c. 1500 BC to 1300 AD is negligible (McGrail, 2001, pp. 338), linguistics suggests that Proto-Polynesians began their oceanic voyaging abroad outrigger boats with sails. Otherwise, it is on European accounts, starting with the travel logs of Magellan and Del Cano’s circumnavigation voyage of 1520 that an image can be formed, completed with ethnographic data relative to much later periods. The late eighteenth century and the nineteenth century are golden ages for pre-ethnographic studies done by captains, seamen and intellectuals who accurately recorded the boats they encountered on their travels. The work of Admiral Paris (1843), the father of nautical ethnography, is an excellent example of the interesting descriptions compiled on traditional crafts of the region.
Boats with two outriggers have been used in western Melanesia and in Indonesia from at least the eighth to the ninth century, as witnessed on the Borobudur relief in Java (Manguin, 1980; Jahan, 2006). Yet, from eastern Melanesia eastwards, there is no evidence for such crafts. Instead, in all European accounts for the region, boats with only one outrigger are recorded.
Boats with two outriggers have been used in western Melanesia and in Indonesia from at least the eighth to the ninth century, as witnessed on the Borobudur relief in Java (Manguin, 1980; Jahan, 2006). Yet, from eastern Melanesia eastwards, there is no evidence for such crafts. Instead, in all European accounts for the region, boats with only one outrigger are recorded.
2.3 Stitched Boats: the Early South-East Asian Tradition Outrigger boats and paired boats are the most advanced crafts, clearly capable of ocean voyages when Europeans encountered them. Both types may have been used for ocean voyages during the settlement of Oceania, however, for reasons of speed, manoeuvrability and capacity, it may have been that outrigger boats were preferred for exploratory voyages and paired boats for colonization. The technique of sewing planks together to make a watercraft is considered as the earliest common South-East Asian tradition. There is also ethnographical evidence to show the pattern of distribution of the stitched boats and to support their common traits across the region. Associated with most of these vessels is also the complimentary lashed-lug technique that features protruding cleats or lugs carved out on the inner side of the planks, with hollowed out holes in them. Some boats with dissimilar ends sometimes have balance boards, which jut out from the boat on the side opposite the outrigger. When the float is to leeward, the boat can be brought more upright by stationing crew on the balance board. Ethnographically, the distribution of outrigger canoes corre- sponds to the distribution of Austronesian people and they are still used in present day Polynesia, which is located at the tips of the eastern migration.
2.3 Stitched Boats: the Early South-East Asian Tradition Outrigger boats and paired boats are the most advanced crafts, clearly capable of ocean voyages when Europeans encountered them. Both types may have been used for ocean voyages during the settlement of Oceania, however, for reasons of speed, manoeuvrability and capacity, it may have been that outrigger boats were preferred for exploratory voyages and paired boats for colonization. The technique of sewing planks together to make a watercraft is considered as the earliest common South-East Asian tradition. There is also ethnographical evidence to show the pattern of distribution of the stitched boats and to support their common traits across the region. Associated with most of these vessels is also the complimentary lashed-lug technique that features protruding cleats or lugs carved out on the inner side of the planks, with hollowed out holes in them. Some boats with dissimilar ends sometimes have balance boards, which jut out from the boat on the side opposite the outrigger. When the float is to leeward, the boat can be brought more upright by stationing crew on the balance board. Ethnographically, the distribution of outrigger canoes corre- sponds to the distribution of Austronesian people and they are still used in present day Polynesia, which is located at the tips of the eastern migration.
The planks of the Khuan Luk Pat boat of Kolam Pinsi were found in Palembang and dated to the fifth tc seventh century. The planks clearly appeared to have belonged to a sturdy hull that had been stitchec together and fastened to the frames by way of lashed-lugs (Manguin, 1993, pp. 261).
The planks of the Khuan Luk Pat boat of Kolam Pinsi were found in Palembang and dated to the fifth tc seventh century. The planks clearly appeared to have belonged to a sturdy hull that had been stitchec together and fastened to the frames by way of lashed-lugs (Manguin, 1993, pp. 261).
A late sixteenth century drawing of double outriggers and a Javanese jong in the Banda Sea. © De Bry 1629, plate 28 As these boats are classic examples of South-East Asian tradition, from the sixteenth century the words junco, jonque and junk are terms commonly used to describe all kinds of large ships encountered in the region (McGrail, 2001, pp. 308), as well as Chinese ships.
A late sixteenth century drawing of double outriggers and a Javanese jong in the Banda Sea. © De Bry 1629, plate 28 As these boats are classic examples of South-East Asian tradition, from the sixteenth century the words junco, jonque and junk are terms commonly used to describe all kinds of large ships encountered in the region (McGrail, 2001, pp. 308), as well as Chinese ships.
The earliest material evidence of Chinese river boats that date back earlier than the tenth century, consists of three planked river boats (Peng, 1988, pp. 32) and of the remains of the Tang Dynasty Rugao river boat (Green, 1986). Additional information provided by the Qing Ming scroll (1085-1145 AD) gives a more accurate idea of what the fluvial junks looked like. From here, it is possible to identify the basic characteristics of the Chinese fluvial junks that were retained until later periods.
The earliest material evidence of Chinese river boats that date back earlier than the tenth century, consists of three planked river boats (Peng, 1988, pp. 32) and of the remains of the Tang Dynasty Rugao river boat (Green, 1986). Additional information provided by the Qing Ming scroll (1085-1145 AD) gives a more accurate idea of what the fluvial junks looked like. From here, it is possible to identify the basic characteristics of the Chinese fluvial junks that were retained until later periods.
Later, in 1293 AD, a large invasion fleet was sent to Java to punish King Kertanegara for having refused to pay tribute. So it is possible that at this time, the South-East Asian shipbuilders adopted the Chinese feature of transverse bulkheads. The defeats of Kublai Khan’s navy in Japan, Viet Nam and Java paved the way for
Later, in 1293 AD, a large invasion fleet was sent to Java to punish King Kertanegara for having refused to pay tribute. So it is possible that at this time, the South-East Asian shipbuilders adopted the Chinese feature of transverse bulkheads. The defeats of Kublai Khan’s navy in Japan, Viet Nam and Java paved the way for
Boat building in Southern Viet Nam, demonstrating the South-East Asian tradition of using wooden pegs. © Colin Palmer
Boat building in Southern Viet Nam, demonstrating the South-East Asian tradition of using wooden pegs. © Colin Palmer
There are still so many maritime traditions that have yet to be documented, such as the fascinating single leg rowers of Inle Lake, Myanmar. © Charlotte Minh-Ha Pham
There are still so many maritime traditions that have yet to be documented, such as the fascinating single leg rowers of Inle Lake, Myanmar. © Charlotte Minh-Ha Pham
Small traditional boats are still used, but are fast disappearing along with traditional crafts and ways of life. Inle Lake, Myanmar. © Charlotte Minh-Ha Pham Unfortunately, through events such as the Tsunami in 2004, these traditions are disappearing much faster than is anticipated and further research is required to preserve maritime cultural heritage and craft traditions. It is hoped that in the next few years new archaeological excavations, that incorporate a holistic approach, will increase the knowledge of past Asian shipbuilding technology.
Small traditional boats are still used, but are fast disappearing along with traditional crafts and ways of life. Inle Lake, Myanmar. © Charlotte Minh-Ha Pham Unfortunately, through events such as the Tsunami in 2004, these traditions are disappearing much faster than is anticipated and further research is required to preserve maritime cultural heritage and craft traditions. It is hoped that in the next few years new archaeological excavations, that incorporate a holistic approach, will increase the knowledge of past Asian shipbuilding technology.
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