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Title A name given to the resource Ships in the Ancient Arabian Sea: The Development of a Hypothetical Reed Boat Model Creator An entity primarily responsible for making the resource Tom Vosmer Date A point or period of time associated with an event in the lifecycle of the resource 2000 Type The nature or genre of the resource Journal Article Zotero Author Tom Vosmer Item Type Journal Article Date A point or period of time associated with an event in the lifecycle of the resource 2000 Pages 235-42 Publication Title Proceedings of the Seminar for Arabian Studies Title A name given to the resource Ships in the Ancient Arabian Sea: The Development of a Hypothetical Reed Boat Model Volume 30 India Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Magan Boat Project: A Process of Discovery, A Discovery of Process Creator An entity primarily responsible for making the resource Tom Vosmer Date A point or period of time associated with an event in the lifecycle of the resource 2003 Type The nature or genre of the resource Journal Article Zotero Author Tom Vosmer Item Type Journal Article Date A point or period of time associated with an event in the lifecycle of the resource 2003 Pages 49=58 Publication Title Proceedings of the Seminar for Arabian Studies Title A name given to the resource The Magan Boat Project: A Process of Discovery, A Discovery of Process Volume 33 India https://apconf-much.org/proceedings/files/original/ace802d35273cc8b79f875336d87b8c9.pdf 1704c02740f1fd90915e5f1ca971d820 PDF Text Text Investigation of Abandoned WW II Wrecks in Palau Tomo Ishimura1 Abstract Over forty Japanese vessels were sunken in the water of Palau during WWII. Some wrecks sunk in the shallow water at a depth of 20 meters or less and were salvaged. Other wrecks at 30 meters depth or more still remain and are legally protected by the authority of Palau Government but are seriously threatened by illegal treasure hunters. Initial efforts to identify human remains of Japanese soldiers were made in 2005. As part of an archaeology advisory team for the Japanese Government I carried out underwater surveys of sunken WWII vessels in Palau. In 2010 and 2011, I conducted investigations of the WWII vessels again, together with on-shore research on sites and features associated with the Japanese occupation period, funded by the Takanashi Foundation for Arts and Archaeology (Japan). The research revealed that the most of the vessels sunken in Palau were not genuine military vessels of Japanese Imperial Navy or Army but converted vessels originally built for non-combat purposes. These vessels were slow in speed and not well-equipped for combat th activity. Most of them were destroyed by American aerial bombing on March 30 1944. The th evening before (March 29 ) the main force of the Japanese Combined Fleet, including its flagship Musashi, retreated from Palau. It is clear that the vessels left in Palau were abandoned as a “third wheel” of the Combined Fleet. These abandoned-converted vessels include cargo carriers, tankers, whaling boats and fishing boats. This implies that Japanese troops were experiencing a difficult and desperate campaign at that time. Introduction Over forty WWII Japanese vessels have been identified in the waters of the Republic of Palau (see Figures 1, Figure 2, Table 1). Most of them were destroyed on March 30th – 31st 1944 by the United States of America’s (USA) attack - Operation Desecrate One. This battle was a historical turning point for Japanese occupation in Micronesia because the Combined Fleet of the Japanese Imperial Navy lost their bases in the region, which further impacted on defeats in the Battle of the Mariana Islands on June 19th – 20th 1944 and the 1 Nara National Research Institute for Cultural Properties, Japan �Battle of Layte on October 23rd – 25th 1944. Therefore the shipwrecks of Palau offer important evidence for understanding the historical significance of the battle in Palau. The main aim of my research is to uncover the real situation of the battle in Palau and document the extent of this underwater cultural heritage (UCH) in Palau for their future protection and management. Figure 1. Map around Palau (created by author). Figure 2. Map of Palau and distribution of Japanese WW II wrecks, insert is map of shipwrecks in Palau harbour (created by author). �Table 1. Details of numbered vessels on Figure 2 (made by author based upon the data from Bailey 1991, Tanaka 2007, and author's research) Historical background of the wrecks in Palau Since 1920 the Palau Islands had been a part of Japanese Mandated Territory, along with the Mariana Islands and the Western Caroline Islands. In the wake of the defeat over German occupation, the former colonial power over Palau, in the First World War. The Palau headquarters of Nanyocho are the administrative agency of the Nanyo Gunto (Micronesian islands of Japanese Mandated Territory). Located on Koror Island, it played the role of the administrative center for the Territory. In the wake of the Japanese walkout from the League of Nations in 1933, Palau was also regarded as a military site in the Territory and a number of military facilities were built on each island. The home base of the Combined Fleet, the main force of the Japanese Imperial Navy, was placed on the Truk Islands initially during WWII. However, after the defeat of the Battle of Midway on June 5 th 1942 the Japanese naval �power in the Pacific region declined. The 58th Task Force of the USA conducted the Operation Hailstone which included air strikes on the Truk Islands on February 17th – 18th 1944, and the Japanese forces lost two light cruisers (Agano and Naka) and many other vessels. A week earlier the flagship Musashi, and other major vessels of the Combined Fleet, had already retreated to Palau on the 10th of February in anticipation of the attack by the USA forces. The Combined Fleet regrouped their fleet in Palau. On February 29th a scout plane of the Japanese Navy sighted a USA task force approaching to the Caroline Islands. Shigeru Fukudome, the Chief of Staff of the Combine Fleet, considered that the U.S. forces would initiate a landing operation to Palau so he decided to withdraw major-force vessels of the Combined Fleet to the Philippines to set them apart for later use (Yoshimura 1976). In the late afternoon on February 29th the flagship Musashi, the light cruiser Taiyo, the destroyers Urakaze and Isokaze, and the other main vessels of the Combined Fleet set off from Palau Harbor. The rest of the vessels, such as the repair ship Akashi, the oil tankers Iro and Sata, and a number of cargo ships, were left behind. A two-day USA air strike named Operation Desecrate One initiated On February 30th. The remaining vessels were completely destroyed and sunk in the waters of Palau. Most of the wrecks of Palau are derived as a result of this one battle. Investigations of shipwrecks I carried out underwater archaeological survey at six selected sites in 2010 and 2011 (Ishimura 2010a; Ishimura 2010b). Short summaries of the results are shown as follows: Iro Location: West Urukthapel Anchorage Depth: The ship is resting upright at 40 meters. The deck is at 28 meters and the top of the forward tower is at 8 meters. Orientation (from stern to bow): Southwest General Information: Type: Shiretoko Class Combined Fleet Tanker Length: 143.25 meters �Beam: 17.68 meters Tonnage: 14,050 tons Speed: 12 knots Built: 1922 by Osaka Tekkosho Destroyed on March 30th, 1944 Brief description: The Iro was a fleet oiler and supply ship. On March 22 nd 1944 on her way from the Philippines to Palau a torpedo launched from the submarine USS Tunny hitting her bow forward of the bulkheads. On March 30th 1944 she came under fire and was bombed during the Operation Desecrate One. Heavy structural and fire damage to the ship’s engine room, boat deck, and stack appears to have resulted from the bomb(s). A survivor of the Iro attack witnessed a direct hit to the stroke engine room where approximately 30 engineers were killed (interviewed by author). An anchor chain extends from the hawsehole on the starboard side to the floor of the lagoon below. Following the anchor chain down along the side of the ship one can see the damage caused to the bow by torpedo. On top of the bow is a large gun mounted on a circular platform. The gun barrel diameter is 7 inches (17.8 centimeters) and the length is 4.26 meters. A gun identical to the one on the bow is mounted on a platform on the stern with its barrel pointing about 20 degrees towards the starboard. The survivor of Iro related that only one of the guns was able to fire against the aerial attack, due to lack of ammunition (interviewed by author). In reaction to the information provided by the survivor in 2005 the team of the Japan Ministry of Health, Labour and Welfare carried out an investigation in search of the human remains of Japanese soldiers at the Iro, especially in and around the engine room, however, they were not able to find any (Ishimura 2005). Akashi Location: North Urukthapel Anchorage Depth: Only debris are scattered at a depth of 12 meters. Orientation (from stern to bow): North General Information: Type: Combined Fleet Repair Ship �Length: 158.5 meters Beam: 20.2 meters Tonnage: 9,000 tons Speed: 19.5 knots Built: 1937-39 by Sasebo Kaigun Kosho Destroyed on March 30th, 1944 Brief description: The Akashi was the first Japanese Imperial Navy vessel to be designed as a repair ship. The ship was equipped with three large cranes and 144 German machine tools. She was stationed at Truk, where she had been engaged in making repairs on numerous vessels, anchored in the lagoon that had been damaged by USA submarines or air attacks at various island bases. After being damaged by carrier-based aircraft during the two-day Operation Hailstone air strikes on Truk on February 17th and 18th 1944, the Akashi managed to make her escape and limp to Palau. The Akashi could only manage about 12 knots with the damage she had sustained. When the USA planes initiated their attacks on the 30th March 1944 the Akashi was anchored offshore of the northern part of Urukthapel Island in Palau Harbor. The captain decided early to move the ship closer to shore into shallow water for more protection against the bombs and torpedoes of the attacking aircrafts (Bailey 1991:123). Even after the war, much of her upper foreship superstructure and masts were above water. It is said that the Akashi was scuttled to be a “grounding repair ship” in order to continue her duty even though the ship was totally crippled. The Akashi was completely dismantled by a salvage company in 1954 from which a total of 4,500 tons of scrap iron was recovered. At a depth of 12 meters many artifacts can be found lying on the sandy seabed amongst the debris field; some completely exposed and others with just pieces showing above the sand. The debris field spans around 150 meters in a north-south direction and 20 meters in an east-west direction, displaying the shape of the foregone vessel. A bomb crater can be seen alongside the debris field. Artifacts that have been found and identified include compressed gas cylinders, fire bricks, shoe soles, tires, beer bottles, ceramics and canteens. �Amatsu Maru Location: West Malakal Anchorage Depth: The ship is resting upright at 40 meters. The deck is at 30 meters. Orientation (from stern to bow): Northeast General Information: Type: Tanker (converted) Length: 153 meters Beam: 20 meters Tonnage: 10,567 tons Speed: 15 knots Built: 1943 by Mitsubishi Owned by Nihon Kaiun Destroyed on March 30th, 1944 Brief description: The Amatsu Maru was originally built for the private company Nihon Kaiun in 1943 as a part of the War Standard Construction Program. She was one of 15 vessels of her class that were built as Standard Type 1 TL 10,000-ton steam tanker. She was assigned to the Combined Fleet in January 1944. She is the largest shipwreck in Micronesia and the deepest Japanese wreck in Palau. She was hit directly by several 1000 pound (lb.) bombs. USA Navy archives of aerial photos taken during the attack clearly show heavy smoke rising from the engine compartment (Bailey 1991:79), but the remains exhibit little hull damage. The bridge was constructed of three decks. The upper-most was the navigational deck and some instruments can still be found there. The wooden walls and floor structures were destroyed by fire or have deteriorated over time. At the stern the twisted remains of a circular gun platform can be seen. The gun was a 12 cm Armstrong-type rapid firing gun but nothing remains of it. The Amatsu Maru was salvaged partially after the war. The Fujita Salvage Company originally sought to raise the ship but later decided to dismantle it instead. During an attempt to cut through the plates, it is believed the flame of a torch hit trapped gases and set off an explosion that killed two men. Then they abandoned the salvage attempt, believing the accident to be an omen of foreboding (Tanaka 2007:51). �Chuyo Maru Location: West Malakal Anchorage Depth: The ship is resting upright at 40 meters. The deck is at 30 meters and top of the forward tower is at 12 meters. Orientation (from stern to bow): Southeast General Information: Type: Cargo ship (converted) Length: 89 meters Beam: 12.4 meters Tonnage: 1,941 tons Speed: 10 knots Built: 1943 by Namura Zosenjo Owned by Toyo Kisen Kaisha Destroyed on March 30th, 1944 Brief description: The Chuyo Maru was built as a coastal freighter of the Amakasu No. 1 or Goei Maru class. The ship was completed for the private company Toyo Kisen Kaisha in 1943 and converted into an Army cargo ship soon after. The ship was reported to be initially attacked shortly after 1300 hour (h) on March 30th by a 500 lb. bomb, and on the following day an air attack hit the ship on the port side amidship with a single 500 lb. bomb. The ship was reported afterwards to have major fires aboard and then sank at 2000h on April 1st. The bridge structures were burned during the bombing and have since disintegrated, however, remains of the brass compass and ship’s telegraph can still be seen. The engine room and boiler room is raised above the main boat deck. Two separate sections of engine room hatches, with a cylindrical steam condenser apparatus between them, can be found above the engine room. A gun stands on a platform on the aft section of the boat deck. The gun is a 1.86-ton, 12 cm dual purpose “Short Gun”. This type of gun was typically placed on ships of under 5,000 tons for anti-submarine and anti-aircraft use. Although the exact location of this wreck was recorded, the wreck was not considered worth salvaging after the war. She was forgotten until April 1989 when wreck hunters Francis Toribiong and Klaus Lindemann rediscovered her. The ship’s identity was possible by the discovery of associated ceramics found �aboard the wreck bearing the logo of the ship’s commercial owner Toyo Kisen Kaisha (Bailey 1991:131). In May 2006 an English man illegally looted some artifacts from the Chuyo Maru and other shipwrecks in Palau and faced two months in jail and a fine of $ 40,000(USA) (Tanaka 2007:67). Helmet Wreck Location: Malakal Harbor Depth: The ship is resting upright, at the base of a hill, with bow lower than the stern. The bow is in 35 meters and the stern is in 15 meters. Orientation (from stern to bow): Southwest General Information: Type: Cargo ship (probably converted to a minelayer) Length: 58 meters Beam: 9.4 meters Tonnage: Unknown (less than 1,000 tons) Speed: Unknown Built: Unknown Owned by Unknown Destroyed on March 30th, 1944 Brief description: The Helmet Wreck, formerly known as the Depth Charge Wreck, is a rare example of an intact shipwreck in Palau. Wreck hunter Dan E. Bailey discovered the ship on January 18th 1990. The true name of this ship is unknown and she was not documented in any of the navy archives. Potentially the ship was confiscated in Southeast Asia during the war (Tanaka 2007:89). On the aft starboard side of the ship a massive explosion tore open the hull revealing the ribs of the ship and scattering drum-like depth charges onto the sea floor. The exposed main-cargo-hold reveals stacks of depth charges neatly arranged on the port side and, due to a massive explosion, scattered around on the starboard side. Under the port upper deck stacks of helmets can be found, now cemented together by decades of underwater corrosion. In the starboard side of another cargo hold are stored two “Lewis-type” machine guns. These apparently were the guns that would normally be mounted on the bases positioned on each side of the bridge. These machine guns were not prepared �for use by the ship’s crewmembers. There is a round aft gun platform and the gun barrel is pointing to port amid the mangled steel of the collapsed gun mount (Figure 3). Aboard the wreck was found a ceramic wash-basin bearing the logo of Toyo Toki, a ceramic making company in Japan. This suggests that this ship was renovated to some extent by Japanese. A two-headed winch is mounted just forward on the bow. The anchor chain extends from the port hawsehole pipe, while the starboard anchor is in its stowed position. This suggests that the ship was anchored close to shore in a group of small coral islets in the south of Aurapushekaru Channel, for the protection against the bombs and torpedoes of the attacking aircraft. On an islet near the sinking point many bullet holes can be seen. Figure 3. Round aft gun platform of the Helmet Wreck (T.Ishimura). Buoy # 6 Wreck Location: Malakal Channel Depth: The wreck is resting upright near marker # 6 at 27 meters. Deck is 21 meters deep. The hull is perpendicular to southwest slope and the bow is �pointing to the northeast. Orientation (from stern to bow): Northeast General Information: Type: Bonito fishing boat (probably converted to a submarine chaser) Length: 30 meters Tonnage: Unknown Speed: Unknown Built: Unknown Owned by Unknown Destroyed on March 30th, 1944 Brief description: This small vessel known as Buoy #6 wreck was a bonito fishing boat converted to a submarine chaser. The original name of this ship is unknown, and she is not documented in any of the navy archives. A pair of outlet conduits can be seen on the portside, which is a feature of bonito fishing boats. A circular gun platform is mounted on the bow but the gun is missing. Two sections of superstructure can be seen amidships. A survivor of Iro related that he was rescued by a group of bonito fishing boats from Yaizu, Shizuoka Prefecture in Japan (Tanaka 2007:87). It is a known fact that, not only, commercial vessels but also many fishing boats were used for military purposes during the War. The ship of Bouy # 6 may have been a member of such a group. Interpretations and discussion The research on the wrecks revealed that most of the vessels sunken in Palau were not main-force vessels of Japanese forces but auxiliary vessels and converted vessels originally built for non-combat purposes. The Iro was not an original military vessel but an oil tanker and was not suited for direct combat. In addition, the ship was old and slow in speed. The Akashi was heavily damaged by the attack in Truk and hardly managed to escape with the other vessels of the fleet. The other vessels were not genuine military vessels but former commercial vessels such as cargo ships and bonito fishing boats. Some of them have not been documented in military records. This implies that the number of military �vessels were so insufficient that commercial vessels were used for military purpose in the later part of the War. These vessels were also “slow boats”. They were too slow to catch up with other members of the fleet such as battleships, cruisers and destroyers. They were left behind as a “third wheel” of the Combined Fleet. Moreover, the vessels were not well-equipped for combat activity. Most of them had only one or two gun turrets to fight against enemy aircrafts. Lack of ammunition forced them to be engaged more difficult battles. Nonetheless, much of the vessels anchored in the harbor and continued intercepting against aircrafts until they sunk. Due to these factors it is considered that this was a suicidal mission, as is the case with the “banzai” and “kamikaze” suicide bombing attacks in battles on Peleliu and other islands in the Pacific region. The evidence provided here demonstrates the difficulties and the desperate campaign of the Japanese forces in the later part of the WWII. Studies on shipwrecks and other war-associated sites will provide further evidence that are thus far not known to exist in documents. Underwater investigations on wrecks also indicate the importance of documentation by underwater archaeological methods and implementation of proper conservation management for the UCH in Palau. The vessels and artifacts have deteriorated due to the combined causes of bombing, aging and salvaging activities, therefore it is necessary to record the current state of conservation of these properties. The Akashi site also needs to be protected, for a number of artifacts are distributed in the debris field even though the vessel itself has been removed. The Palauan government has designated the WWII wrecks as cultural properties and protects them by law (UNESCO 2010:77); however, some of them are still under threat by illegal treasure hunters, like the case of the Chuyo Maru. Such looting activity is impermissible and must cease, since it harms not only the cultural property of Palau but also the dignity of the dead in the wrecks and the sentiments of the bereaved families in Japan. Bibliography Bailey, D. E., WW II Wrecks of Palau, North Valley Diver Publications, 1991 California. Fish ’n Fins, n.d. D-log Palau (CD-ROM). Koror: Fish ’n Fins. �Ishimura, T., 2005 “WW II archaeology and recovery of the remains: a case in Palau”, paper presented at Inter-Congress in 2005, World Archaeology Congress, World Archaeology Congress, Osaka. Ishimura, T., 2010a “Research on the WW II sites and the cultural heritages of the Japanese Mandate Territory period in Palau”, in Bulletin of Nara National Research Institute for Cultural Properties 2010, pp. 12-13. (in Japanese) Ishimura, T., 2010b “Memories and sites of the war in Palau: archaeology and recovery of Japanese soldier remains”, in Kindai Koko 66, pp. 1-3. (in Japanese) Tanaka, M., Palau: Underwater Spirits of the War Dead, Namiki Shobo, 2007 Tokyo.. (in Japanese) UNESCO, 2010 Underwater Cultural Heritage in Oceania (edited by Ulrike Guérin, Barbara Egger and Vidha Penalva). Paris: UNESCO. Yoshimura, A., 1976 Navy Otsu Incident. Tokyo: Bungei Shunju. (in Japanese) � https://apconf-much.org/proceedings/files/original/86bec8c588b397aea0a56a7bade65e9a.jpg 06796f47a61e28670c727d4c2a6a506d Omeka Image File The metadata element set that was included in the `files_images` table in previous versions of Omeka. These elements are common to all image files. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Investigation of Abandoned WW II Wrecks in Palau Subject The topic of the resource Session 1 Contexts of War and Conflict in Maritime and Underwater Cultural Heritage Research and Management Description An account of the resource Over forty Japanese vessels were sunken in the water of Palau during WWII. Some wrecks sunk in the shallow water at a depth of 20 meters or less and were salvaged. Other wrecks at 30 meters depth or more still remain and are legally protected by the authority of Palau Government but are seriously threatened by illegal treasure hunters. Initial efforts to identify human remains of Japanese soldiers were made in 2005. As part of an archaeology advisory team for the Japanese Government I carried out underwater surveys of sunken WWII vessels in Palau. In 2010 and 2011, I conducted investigations of the WWII vessels again, together with on-shore research on sites and features associated with the Japanese occupation period, funded by the Takanashi Foundation for Arts and Archaeology (Japan). The research revealed that the most of the vessels sunken in Palau were not genuine military vessels of Japanese Imperial Navy or Army but converted vessels originally built for non-combat purposes. These vessels were slow in speed and not well-equipped for combat activity. Most of them were destroyed by American aerial bombing on March 30th 1944. The evening before (March 29th) the main force of the Japanese Combined Fleet, including its flagship Musashi, retreated from Palau. It is clear that the vessels left in Palau were abandoned as a “third wheel” of the Combined Fleet. These abandoned-converted vessels include cargo carriers, tankers, whaling boats and fishing boats. This implies that Japanese troops were experiencing a difficult and desperate campaign at that time. Creator An entity primarily responsible for making the resource Tomo Ishimura Date A point or period of time associated with an event in the lifecycle of the resource November 2011 https://apconf-much.org/proceedings/files/original/3cacc1206644f566da31e42fb62fd02a.pdf 68a8250897c98cf77e70e3dcea03ba61 PDF Text Text Ancient Seascape of Japan: Burial Mounds as Navigation Points Tomo Ishimura (Tokyo National research Institute for Cultural Properties, ishimura-t6y@nich.go.jp) ABSTRACT Research of landscape using GIS is progressing in archaeology in recent years, and the significance of the research of landscape from the sea or seascape is also being stressed. Seascape research has important implications for understanding how people perceive the sea and adapt to the sea environment and may contribute to the development of maritime archaeology. This study applies landscape research to Japanese archeology, so it fit in the session of ‘History and Current Trends of Underwater Archaeology around East Asia’. This paper examines the sea scape of the Kofun period, from the third to sixth centuries, from the viewpoint of the location of the burial mounds and shows the possibility that some burial mounds were built as navigation points. GIS analysis and field surveys were conducted to investigate how the burial mounds located near the coast look from the sea and indicate that the burial mounds with good visibility from the sea were located at strategic points of marine routes, such as lagoons and straits. The survey also revealed that the most of these burial mounds were built in the specific period from the first to third quarters in the fourth century. This paper proposes that these burial mounds were built as navigation points to reflect the intention of the Yamato dynasty to control maritime traffics. List of Figures and Table: Figure 1: Map of Research Area and Locations of the Sites Figure 2: Photo of the Goshikizuka Burial Mound (https://www.feel-kobe.jp/); Topographic Map around Goshikizuka; Seascape around Goshikizuka Figure 3: Topographic Map around Yanai Chausuyama; Seascape around Yanai Chausuyama Figure 4: Topographic Map around Shinmeiyama; Seascape around Shinmeiyama Figure 5: Topographic Map around Amino Choshiyama; Seascape around Amino Choshiyama Table 1: A Chronology of the Kofun Period INTRODUCTION The Kofun period in Japanese history, spanning from the 3rd to 6th centuries, is characterized by the construction of tens of thousands of burial mounds throughout the Japanese archipelago. These burial mounds, known as Kofun, were monumental structures, with the most distinctive type being the keyhole-shaped plan view; the largest exceeds 500 meters in length. These colossal mounds served as symbols of power and were erected to commemorate kings and chiefs. The burial mounds were built in various locations, including hills, ridges, plains, and coasts. The coastal burial mounds, referred to as ‘seashore type burial mounds’, are believed to have been constructed by chiefs who were involved in maritime activities and trade (Hirose 2015). Others suggest the burial mounds served as navigation markers for seafarers (Mori 1986). Despite their historical significance, few studies have explored how these burial mounds appeared from a maritime perspective (Ishimura 2017). In this paper, GIS software is utilized to visualize the view of these burial mounds from the sea. The research reveals that the burial mounds were strategically situated at key points along maritime routes, such as ports and straits. Furthermore, the study indicates that these burial mounds were constructed within a relatively specific timeframe, from the first to the third quarter of the 4th century. The author proposes the construction of these burial mounds coincided with a historical event, namely the expansion of political power in the Kinai region and the exertion of control over maritime traffic in the Japanese archipelago. 1 �Method and Materials In this study, the researchers utilized GIS software called 'Kashimir 3D®' to recreate the visual representation of how the burial mounds appeared from the sea. This particular GIS software is capable of generating 3D landscapes from any chosen viewpoint and altitude. To simulate the view from the sea, the researchers set the altitude to 1 meter, taking into account the likely low height of the viewpoint from a boat during the Kofun period. The analysis focused on four specific sites of 'seashore type burial mounds': the Goshikizuka burial mound in Hyogo Prefecture, the Yanai Chausuyama burial mound in Yamaguchi Prefecture, the Shinmeiyama burial mound in Kyoto Prefecture, and the Amino Choshiyama burial mound, also located in Kyoto Prefecture (Figure 1). The first two sites are situated near waterways, while the latter two are near ports. Figure 1: Map of Research Area and Locations of the Sites In this paper, the Kofun period was divided into four distinct phases based on variations in burial structures and diagnostic burial goods. The four phases are: the first half of the Early Kofun period (approximately AD 250-300), the latter half of the Early Kofun period (approximately AD 300-375), the Middle Kofun period (AD 375-475), and the Later Kofun period (AD 475-575). Table 1 likely provides further details on the distinguishing features of each phase and the associated burial practices and artefacts. Table 1: A Chronology of the Kofun Period Phase Date Burial facility Diagnostic burial goods Early KofunPeriod (first half of) Early KofunPeriod (latter half of) Middle Kofun Period AD 250-300 Chinese bronze mirrors Later Kofun Period AD 475-575 Vertical stone chamber with wooden coffin Vertical stone chamber with wooden coffin Vertical stone chamber with stone coffin Horizontal stone chamber with stone coffin AD 300-375 AD 375-475 2 Variety of Japanese bronze mirrors Iron armors Decorated swords �CASE STUDY 1: Goshikizuka Burial Mound The Goshikizuka burial mound, which has a keyhole-shaped plan view and measures 194 meters in length (Figure 2), is believed to have been constructed during the latter half of the Early Kofun period (around AD 300-375). 3 �Figure 2: Photo of the Goshikizuka Burial Mound (https://www.feel-kobe.jp/); Topographic Map around Goshikizuka; Seascape around Goshikizuka It is situated along the coastline of Honshu, the main island of Japan, overlooking the Akashi Strait (Figure 2). The location of the Goshikizuka burial mound offers a clear view from the sea (Figure 2). The Akashi Strait serves as the gateway to Osaka Bay and is known for its turbulent waters and swift currents within the Seto Inland Sea. The positioning of the Goshikizuka burial mound holds significant strategic importance along the maritime route of the Seto Inland Sea. CASE STUDY 2: Yanai Chausuyama Burial Mound The Yanai Chausuyama burial mound is another keyhole-shaped mound, measuring 80 meters in length. Its construction is estimated to have taken place during the latter half of the Early Kofun period (around AD 300-375). 4 �Figure 3: Topographic Map around Yanai Chausuyama; Seascape around Yanai Chausuyama Situated near the entrance of a channel (Figure 3), this channel served as a shortcut for maritime traffic, allowing vessels to avoid circumnavigating the Murotsu peninsula. The channel held great significance as a crucial point along the maritime routes of the time. The Yanai Chausuyama burial mound is easily visible from the sea near the entrance of the channel (Figure 3). CASE STUDY 3: Shinmeiyama Burial Mound The Shinmeiyama burial mound is a keyhole-shaped mound measuring 190 meters in length. It is believed to have been constructed during the latter half of the Early Kofun period, around AD 300-375. 5 �Figure 4: Topographic Map around Shinmeiyama; Seascape around Shinmeiyama Situated near a lagoon (Figure 4), it is speculated that this lagoon served as a natural harbor in the past. The Shinmeiyama burial mound, being easily visible from offshore (Figure 4), is thought to have served as a navigational landmark, indicating the position of the port. CASE STUDY 4: Amino Choshiyama burial mound The Amino Choshiyama burial mound is a keyhole-shaped mound measuring 201 meters in length. It is believed to have been constructed during the latter half of the Early Kofun period, around AD 300-375. 6 �Figure 5: Topographic Map around Amino Choshiyama; Seascape around Amino Choshiyama Situated near a lagoon (Figure 5), it is believed that this lagoon also served as a natural harbor, similar to the Shinmeiyama mound. The Amino Choshiyama mound is easily visible from offshore (Figure 5). This suggests that it, too, served as a navigational marker, indicating the position of the nearby port. RESULT Based on the four case studies presented, several outcomes can be observed. Firstly, the seashore type burial mounds were clearly visible from the sea. Secondly, these burial mounds were located at significant points along sea routes, including waterways, ports, and entrances to channels. Thirdly, it is likely that these burial mounds served as navigational landmarks. Lastly, all four burial mounds were constructed during the latter half of the Early Kofun Period (AD 300-375). These outcomes collectively suggest the presence of a common factor behind the construction of these seashore type burial mounds. It is plausible to consider that the construction of these burial mounds was influenced by the political situation of the time. As monuments symbolizing the power and authority of chiefs, these burial mounds can be seen as political products. DISCUSSION The period when the seashore type burial mounds were constructed coincided with significant changes in maritime traffic, particularly the alteration of the route from the Japanese archipelago to the Korean Peninsula. The emergence of rituals on Okinoshima during this period provides valuable insights into these changes. Okinoshima, situated between Kyushu Island and the Korean Peninsula, was the site of ceremonies conducted from the latter half of the 4th century to the end of the 9th century. These rituals aimed to ensure safe voyages and involved the dedication of Chinese bronze mirrors and various treasures to the island's rocks and rock shelters. These artifacts resemble burial goods found in tombs and were primarily distributed in the Kinai region, the political center of that era. Based on this evidence, it is believed that the rituals on Okinoshima were led by an elite group from the Kinai region with the objective of establishing a new and more efficient route from the Japanese archipelago to the Korean Peninsula. The Okinoshima route offered a shortcut, compared to the previous island-hopping route via Iki Island and Tsushima Island. It is postulated that the changes occurring during this period were instigated by the political powers in 7 �the Kinai region, who sought to assert control over maritime routes. The construction of the seashore type burial mounds, as discussed in the paper, was likely undertaken by local chiefs with support from the Kinai powers. These burial mounds served to enhance and facilitate maritime routes within the Japanese archipelago. They not only acted as practical navigational markers but also visually demonstrated the control exerted over maritime traffic by the powers in the Kinai region. BIBLIOGRAPHY Hirose, K. (Ed.) The Period of Seashore Type Burial Mound. Tokyo: Doseisha, 2015. Ishimura, T. Reconstruction of Ancient Port: A Geoarchaeological Study. Tokyo: Yoshikawa Kobunkan, 2017. Mori, K. “Excavating Port and Lagoon.” In Ancient Japan 3: Interaction beyond the Sea, edited by T. Obayashi. Tokyo: Chuo Koron-sha, (1986): 39-82. 8 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 2023 Session 1: History and Current Trends of Underwater Archaeology around East Asia Subject The topic of the resource Session 1 papers Description An account of the resource Papers presented at Session 1 of the 2023 Asia Pacific Regional Conference on Underwater Cultural Heritage Creator An entity primarily responsible for making the resource 2023 Asia Pacific Regional Conference on Underwater Cultural Heritage Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2023 Rights Information about rights held in and over the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Language A language of the resource English Type The nature or genre of the resource Conference presentation Date Available Date (often a range) that the resource became or will become available. November 2023 Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Ancient Seascape of Japan: Burial Mounds as Navigation Points Description An account of the resource Research of landscape using GIS is progressing in archaeology in recent years, and the significance of the research of landscape from the sea or seascape is also being stressed. Seascape research has important implications for understanding how people perceive the sea and adapt to the sea environment and may contribute to the development of maritime archaeology. This study applies landscape research to Japanese archeology, so it fit in the session of ‘History and Current Trends of Underwater Archaeology around East Asia’. This paper examines the sea scape of the Kofun period, from the third to sixth centuries, from the viewpoint of the location of the burial mounds and shows the possibility that some burial mounds were built as navigation points. GIS analysis and field surveys were conducted to investigate how the burial mounds located near the coast look from the sea and indicate that the burial mounds with good visibility from the sea were located at strategic points of marine routes, such as lagoons and straits. The survey also revealed that the most of these burial mounds were built in the specific period from the first to third quarters in the fourth century. This paper proposes that these burial mounds were built as navigation points to reflect the intention of the Yamato dynasty to control maritime traffics. Creator An entity primarily responsible for making the resource Tomo Ishimura Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource 2023 Language A language of the resource English Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Ishimura, Tomo. 2023. “Ancient sea scape of Japan: Burial mounds as navigation points.” Edited by Jennifer Craig, Jay Mok, T. Kurt Knoerl, Akifumi Iwabuchi, and Kotaro Yamafune. In Proceedings of Fifth Asia Pacific Regional Conference on Underwater Cultural Heritage: Gwangju, The Republic of Korea, November 13-18 2023. The Museum of Underwater Archaeology. URL:https://apconf.omeka.net/exhibits/show/apconfproceedings/item/1890 Asia-Pac Session 1 2023 https://apconf-much.org/proceedings/files/original/6b9e480c845375a11967d4f09b61c498.pdf 7c880954a1b225cecaad6c1cfa91628a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 2021 Session 2: History and Current Trends of Underwater Archaeology around East Asia Subject The topic of the resource Session 2 papers Description An account of the resource Papers presented at Session 2 of the 2021 Asia Pacific Regional Conference on Underwater Cultural Heritage Creator An entity primarily responsible for making the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2023 Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Date Copyrighted Date of copyright. 2023 Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Lagoon as a port: reconstructing topography and seascape of the past Description An account of the resource In this study I demonstrate that lagoons were generally used as ports in ancient Japan. A lagoon is not suitable for anchoring large boats because of its shallow water depth; however, it was the best anchorage for shallow draft boats in ancient times. Based on archaeological evidence, it is likely that many of the ancient Japanese boats were dugout canoes, or enlarged ones by adding side boards to the hull of dugout canoes. In the Kofun period, around 4th century, it is often the case that a huge burial mound was built near the lagoon and used as a port. I consider that it was a landmark made visible from boats sailing along the coast. In the 7th century, the technology to make large plank-made boats was introduced to Japan from the Korean peninsula and used for open sea voyages to the mainland of China. Since these boats require deep water ports, bays were then used as ports. Traditional boats, however, continued to be used in the Japanese archipelago, and many lagoons continued to be used as ports. It was in the Middle Ages after 14th century, the technology of making large ships called wasen developed, so lagoon ports gradually became obsolete. Many of the lagoons thought to have been used as ports in ancient times have been buried and many of them have lost their existence. In this study, I point out the existence of lagoons that are likely to have been used as ports in ancient times by performing topographic reconstruction using GIS. In addition, the GIS 3D model reproduces how the port site looked from the coast and shows that there is a high possibility that the burial mound was made as a landmark. Creator An entity primarily responsible for making the resource Tomo Ishimura Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November Language A language of the resource English Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Ishimura, Tomo. 2021. “Lagoon as a port: reconstructing topography and seascape of the past.” Edited by Brian Fahy, Hans Van Tilburg, Bill Jeffery, T. Kurt Knoerl, and Riley Smith. In Proceedings of Fourth Asia Pacific Regional Conference on Underwater Cultural Heritage: Keelung,Taiwan, and Virtual, November 1-5, 2021. The Museum of Underwater Archaeology URL: https://apconf-much.org/proceedings/exhibits/show/apconf-muchproceedings/item/670 Asia-Pac Session 2 2021 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Ibutsu/Iko kara mita sagami wan Creator An entity primarily responsible for making the resource Toshiaki Hayashibara Date A point or period of time associated with an event in the lifecycle of the resource 2005 Type The nature or genre of the resource Journal Article Zotero Author Toshiaki Hayashibara Item Type Journal Article Date A point or period of time associated with an event in the lifecycle of the resource 2005 Pages 86-97 Publication Title The Journal of Underwater Archaeological Studies Title A name given to the resource Ibutsu/Iko kara mita sagami wan Volume 1 Japan Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Nihongi; Chronicles of Japan from the Earliest Times to A.D. 697. Creator An entity primarily responsible for making the resource W. G Aston tr. Publisher An entity responsible for making the resource available Rutland, Vt., C.E. Tuttle Co. Date A point or period of time associated with an event in the lifecycle of the resource 1972 Type The nature or genre of the resource Book Zotero Author W. G Aston tr. Item Type Book ISBN 0804809844 Date A point or period of time associated with an event in the lifecycle of the resource 1972 Library Catalog OCLC WorldCat FirstSearch Publisher An entity responsible for making the resource available Rutland, Vt., C.E. Tuttle Co. Series Tut books. H; Title A name given to the resource Nihongi; Chronicles of Japan from the Earliest Times to A.D. 697. Japan Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Pepper Trade in East Asia Creator An entity primarily responsible for making the resource Ts'Ao Yung-Ho 曹永和 Date A point or period of time associated with an event in the lifecycle of the resource 1982 Type The nature or genre of the resource Journal Article Zotero Author Ts'Ao Yung-Ho 曹永和 Item Type Journal Article ISSN 00825433 Access Date 2009-10-26 07:29:30 Date A point or period of time associated with an event in the lifecycle of the resource 1982 Extra ArticleType: primary_article / Full publication date: 1982 / Copyright © 1982 BRILL Issue 4/5 Library Catalog JSTOR Pages 221-247 Publication Title T'oung Pao Series Second Series Title A name given to the resource Pepper Trade in East Asia URL http://www.jstor.org.libproxy.usc.edu/stable/4528265 Volume 68 https://apconf-much.org/proceedings/files/original/03995c99f811f05ddb4bcc359f036280.pdf 5e10e8f1aed8fcc63b87675e3a7e0ec8 PDF Text Text Understanding the Interactions Between the Sea and Humans Through an Anthropological Study of Wooden Boatbuilding in Indonesia Tsukiko Myojo (Kanazawa University) Abstract This paper fits best within Session 3 because the topic, which is the anthropological study of wooden boatbuilding today, will provide a specific ethnographic case to understand the interactions between the seas and humans in a contemporary local context. The case study under consideration is the wooden boatbuilding in the Konjo region of South Sulawesi, Indonesia, where the local knowledge and skills have been inherited by the present generation. This study mainly employs data collection based on anthropological fieldwork done by the author in 2019 and 2022, including observations and interviews in the shipwright community in the region, to examine the unique and universal aspects of the way of life with/by the sea. The study explores how people's skills, philosophy, and social relations are shaped through boatbuilding. The Konjo people have used local resources and developed their knowledge and skills to make seaworthy vehicles. The construction process has been symbolized as human procreation. Boatbuilding also illustrates the working networks of boatbuilders. This case indicates that boats are not just a means of transportation but also a microcosm of the interaction linking people to the sea. Keywords: wooden boat building, indigenous knowledge, maritime culture, Indonesia List of figures Figure 1. Map of the Bira Peninsula Figure 2. Photo of boatyards on the Tanahberu coastline Figure 3. Image of traditional fortune-telling of boat Figure 4. Photo of sinkolo liners 1. INTRODUCTION The topic of this paper is best within Session 3 because this anthropological study of wooden boatbuilding in Indonesia can provide a specific case in this session for examining the interactions between the sea and people from a local context. From the perspective of 'how the sea shapes human society', this paper examines how people's skills, philosophy, and social relations are formed through the practice of boatbuilding, which is directly related to the sea. As historian Anthony Reid has demonstrated that Southeast Asia has a long history of development as a centre of the global commerce (Reid 1988); in Indonesia, which was a part of this historical arena, the 'sea' is still a major social space today, and the sea-crossing 'boats' are also an integral part of people's lives there (cf. Horridge 1986). In many parts of Southeast Asia, boatbuilding is more than just a technical task. It is a matter that can be related to procreation and the birth of a child. The boatbuilding process often involves various rituals, and the boat may have decorations and designs that are not necessarily practical. Nor are boats of the same type built in a standardized size. Each boat is supposed to be in harmony with the size of the owner's body. It is also important to maintain a good relationship between shipowners and boatbuilders as well as among boatbuilders, otherwise misfortune would occur during the voyage (Horridge 1986; Lapian 1997; Myojo 2021). Thus, boatbuilding illustrates the various practices and creativity of people living with such a natural environment of the sea. In other words, the sea is not only a natural realm but also a social space that shapes people's technical and ritual practices as well as communication. In Japanese studies of Southeast Asia, many researchers also consider the sea and coastal geographic space as a social realm to be analysed. Mainly, they have discussed the fluid characteristics of the social relations commonly seen in the maritime world of Southeast Asia. For example, Narifumi Tachimoto, who studies the Malay world, pointed out the network type of social relations as one of the features of maritime society. Such a network-type society is based on interpersonalism, which values individual 1 �relationships on a personal level (Tachimoto [Maeda] 1997, 199; cf. 1975). Chie Nakane argued that groups of people without clear boundaries are often seen in many Southeast Asian societies. She suggested that one of the elements in determining their social relations could be an interpersonaloriented relationship (Nakane 1987, 282–312). The subsequent studies have demonstrated the maritime network societies through various cases, such as fishery communities and sea traders (cf. Kitamado 2000; Seki 2007; Nagatsu 2019; Ono 2011). In addition to the technical practices and philosophical features of the rituals in boatbuilding, this case study will also examine the working network of boatbuilders to demonstrate the characteristics of social relations in a maritime society that previous studies have pointed out. Therefore, this paper aims to present a way of living with/by the sea from three aspects: technical, philosophical, and social relations. 2. CASE STUDY: WOODEN BOATS AND BOATBUILDING IN SOUTH SULAWESI The case study under consideration is the wooden boatbuilding in the Konjo region of South Sulawesi, Indonesia, as an example for considering the relationship between the sea and people through boats. The Bugis-Makassar people, the majority ethnic groups in South Sulawesi, have been engaged in seafaring and maritime activities such as navigation, fishing, and shipbuilding for several centuries since the area was historically located at a strategic point to the Eastern Spice Islands. The wooden boats they have built and continue to use are not just a means of economic activity but have become a symbol of today's South Sulawesi society and of Indonesia as a maritime nation. For example, the local government logo depicts a wooden sailing boat; the pinisi, one of the traditional sailing ships in South Sulawesi, was inscribed on the United Nations Educational, Scientific and Cultural Organization (UNESCO) list of intangible cultural heritage in 2017 (UNESCO 2017). In particular, the Konjo region in the Bira Peninsula, located in the southeastern tip of South Sulawesi, is known as the largest boatbuilding area (Figure 1). This paper examines the entanglements in the maritime community by showing the technical and philosophical characteristics of boatbuilding and the social characteristics of the boatbuilders in Konjo based on anthropological research. The Konjo region is situated by the Selayar Strait on the sea route to eastern Indonesia. According to Nishi and Osozawa, who investigated the timber used for wooden boats in the region, one of the factors that contributed to the development of the boatbuilding industry was the abundant availability of high-quality, water- and insect-resistant timber, known as bitti (Vitex cofassus), in the Konjo area and surrounding islands (Nishi 1998; Osozawa 1999). Today, the main boatbuilding area in Konjo is the western coastal area known as Tanahberu (Figure 2). There are shipyards called bantilang along roughly two kilometres of coastline; as of 2019, there were approximately 25 shipyards in this area, with 40 to 50 wooden vessels being built. Half of these were boats used for fishing, for instance, purse seining in the local surrounding waters, while the other half 2 �were tourist cruisers used for diving and sailing around Komodo Island and other tourist destinations (Myojo 2021). Konjo wooden boats, even relatively large boats of several hundred tonnes, are built by hand by boatbuilders one by one. Although electric carpentry tools such as chainsaws and electric drills are widely used today, the shaping of the hull parts and their assembly are still done by hand. This manual Konjo boatbuilding can be characterised both technically and philosophically. The technical aspect is the plank-first method, where the hull is built from the outside, and the process traditionally does not require blueprints. The philosophical aspect entails viewing boatbuilding as a human birth process. The next section will present these characteristics in more detail, showing the boatbuilding process. 3. RESOURCES: BOATBUILDING AND BOATBUILDERS IN KONJO 3.1 The process of boatbuilding This section provides an overview of boatbuilding flows in Konjo based on fieldwork conducted intermittently between 2019 and 2022 and a filed report (Myojo 2020). The resources available for this research have been extracted from participant observation and interviews in the boatbuilder communities in Tanahberu. In general, the process can be roughly divided into seven stages. The following section describes three of those stages, the start of construction, the building of the hull, and the launching of the boat, which are technically and philosophically distinct. 3.1.1 Commencement of construction In the past, the first job of a boatbuilder was to find suitable timber in the forests. However, this paper regards setting a keel part as the first process given that nowadays they purchase the timber since the division of labour between boatbuilders and timber merchants/sawmills has been differentiated. Moreover, setting the keel was traditionally considered essential in determining the boat's fortunes. While the length of the keel is now determined by a technically rational decision using a measuring tool, it was conventionally determined through a ritualistic procedure involving fortune-telling. This played a role in adjusting the keel to the best length for the boat's fortune. It is assumed that the practice was necessary when building fishing and cargo vessels, which were directly affected by fish catches and profits. According to the interviews with elderly boatbuilders and previous research up to around the 1980s, the fortune-telling of the keel was summarised as follows. Figure 1. Map of the Bira Peninsula (Created by the author) Figure 2. Photo of boatyards on the Tanahberu coastline (taken by the author in 2022) 3 �When the size of a boat is determined to some extent according to the boatowner's request, the approximate length of the keel is calculated based on the experience of the master boatbuilder. Once the length of the keel is roughly determined, fortune-telling is performed to know whether the length is good or bad luck (Figure 3). The general way of fortune-telling is firstly to set a section whose width is decided according to the size of the owner's hand (from the wrist to the tip of the middle finger). Then, a set of five sections, each section having its meaning. The keel is marked by the sets repeatedly in order from edge to edge. When the keel is measured with the sets, the boatbuilders and boatowner see which section comes to the end of the initially planned length. The section at the keel's edge is to tell that boat's fortune. For example, if the keel ends at the third section, then the length of the keel is considered unlucky. In such a case, the length of the keel is shortened for one section to make it the final length of the keel, with the section having good meaning. Or, if it ends in the fourth section, the length of the keel could be added for two sections so that it ends on the first plot with another good meaning. 3.1.2 Building the outer shell After the keel is in place, the boatbuilder can start joining wooden planks to make the hull. This plank jointing consists of five steps: (1) selecting a wooden piece, (2) making a pair of a joint, (3) adjusting, (4) nailing the plank, and (5) shaving. In this process, relatively short planks are joined together to create a three-dimensional curved surface of the hull. The joint surfaces are adjusted parallel with a tool called a sinkolo (Figure 4), a flat steel tool with a 10-centimetre-long, two-parted tip used to draw parallel lines, like a compass or divider. The planks can be made to fit closely together by using the sinkolo to draw a line parallel to the edge of a newly installed plank (by copying the shape of the edge of one plank onto the edge of the other plank). Instead of using a straight ruler, the unique tool enables one to draw parallel lines according to the curve and distortion of the plank. Figure 3. Image of traditional fortune-telling of boat (created by the author) Figure 4. Photo of sinkolo liners (taken by the author) 3.1.3 Launching Once the hull is completed, the boat is pushed out or pulled from the sea using human resources or pulleys to launch it. The work is a simple matter of pushing the vessel out of the water. However, for a Konjo wooden boat, the launching is as symbolically important as the setting of the keel. The launching ceremony called the acara annyorong lopi indicates more than just a wish for the boat's safety. The most vital role of the launching ritual is described as 'giving life to the boat'. A navel/belly button (posi lopi) is made in the middle of the keel when the hull is completed and the boat is ready to go to sea. In this ceremony, usually an elderly boatbuilder leading the ritual prays for the safety of the launch in the name of Allah. Then, a hole is made with a drill to create a navel about two cm in diameter and five cm deep. The wooden boat, thus 'given life', is then launched into the sea manually. This ritual practice represents a philosophy linking boatbuilding to human birth. 4 �3.2 The boatbuilder's way of work As these processes show, boatbuilding in the Konjo region is technically and philosophically characterised. In addition, the boatbuilders also have social characteristics in their way of work. Generally, the employer/manager, called punggawa, who has the capital, such as land for the shipyard and financial resources, gathers workers called sawi each time the punggawa receives an order. Therefore, most boatbuilders in Konjo are not permanently employed by a particular workshop but work fluidly, moving from one workshop to another for the next job when one project is finished. For example, a mature boatbuilder A, I first met in Tanahberu in 2019, had worked under punggawa X for about four months. When I revisited Tanahberu in May 2022, he was working under another punggawa Y. Indeed, some boatbuilders who work on large boats that take more than a year to finish or work in large workshops building several boats may work under the same punggawa for an extended period. However, most boatbuilders, like A, move between workshops every three to five months. This fluid working style based on a non-fixed employment relationship is one of the social characteristics of Konjo boatbuilders. 4. RESULTS: INTERACTION BETWEEN THE SEA AND PEOPLE FROM THE PERSPECTIVE OF BOATBUILDING The first aspect is that the sea, an environment different from land, has developed the technology for Konjo boatbuilding. A physically important aspect of wooden boatbuilding is to make balanced threedimensional curved rather than linear components like a house. The local timber of bitti, which has traditionally been used in Konjo boatbuilding, has a characteristic that makes it difficult to form long straight timbers with many bends. Thus, in Konjo boatbuilding using bitti, relatively short pieces are formed and put together like a puzzle. In this process, the combination of planks with sinkolo is crucial. The tool enables the boatbuilders to form and assemble planks even using irregular wooden pieces. Through making boats the people have developed their skills and knowledge for using local resources. Perils at the sea are such extraordinary nature and power that cause the risk of loss and damage to life and property. The second aspect that shapes people's worldviews and ritual practices is to pacify the mind by way of fortune-telling at the beginning of construction. This has been put into a framework of traditional cosmology for explaining and understanding the uncertainties, such as changeable weather, catches and the conditions of the voyage. Having the navel of the boat as a parallel to the human birth process is a way to analogise the centre of their microcosmos. Similarly, the house and the region (land) also have a 'navel', as in the expressions posi bola and posi tanah, respectively. It indicates that traditionally, the boat was as crucial to the Bugis-Makassar people as the human body and the house as one of the components of their cosmology. A third aspect is that the vagueness of the boundaries of the sea can also be seen in the fluid social characteristics of boatbuilders. As noted in the first section of this paper, previous studies on maritime societies in Southeast Asia indicate the mobility of people. In such a society, networks based on interpersonal relationships tend to be valued rather than communities with clear boundaries (Nakane 1987, 282–312; Tachimoto 1996). These characteristics of the maritime societies in Southeast Asia are thought to have non-fixed patron-client relationships and fluid mobility. The social relations of people who live with the sea could be influenced by the sea, in which the boundaries are invisible and fluid. 5. CONCLUSION The wooden boatbuilding in the Konjo region is not just an economic activity. As both a natural and social realm, the sea is one of the key elements shaping human technology, philosophy, and social relations. The 'uncertainty' of the sea especially indicates that humans can never control it completely. The Konjo boats are an example of how people have responded to such nature of the sea. Technically, the boatbuilding shows how people have used their resources (in this case, timber), and philosophically, 5 �it demonstrates the cosmology and ritual practices that may come from fear – or expectation – towards the sea. It can also be seen as a representation of social dynamics, such as the mobility of people. However, the technologies, philosophical elements, and social characteristics listed here are not always common to all maritime worlds and people living with the sea. The sea has a single nature in terms of connecting the world, however, it also has a plurality that shapes various social realms. The people who live with it have diverse skills, knowledge, social relationships, and ways of life. In the recent global movement toward sustainable community development, we tend to think that global issues such as resource management and climate change should be addressed based on internationally standardized assessment criteria. However, as the shipbuilding of Konjo shows, the way of living with the sea is not simple but complex and diverse, depending on the natural environment and social conditions. In light of this, we cannot simply force international standards and ideals on all kinds of communities in general. On the one hand, global development goals are necessary to convey and share a common sense of crisis. Yet, on the other hand, we also need to take into account the local contexts of environment, traditions, and social systems, as well as people's lives in each region and country, in order to discuss, develop, and formulate policies for sustainable development with various ethnographic cases. Acknowledgements I sincerely acknowledge this work was supported by the Japan Society for the Promotion of Science (JSPS) KAKENHI Grant Number 21J11290. Also, I appreciate the generous support from the Department of Anthropology at the Faculty of Social and Political Sciences, Hasanuddin University, during my fieldwork in South Sulawesi, Indonesia. Last but not least, my gratitude also extends to the Tanahberu villagers and the boatbuilders who shared their valuable experience and knowledge. Bibliography Horridge, Adrian. The Konjo Boatbuilders and the Bugis Prahus of South Sulawesi. London: Trustees of the National Maritime Museum, 1979. Horridge, Adrian. Sailing Craft of Indonesia. Singapore; New York: Oxford University Press, 1986. Kabupaten Bulukumba (Bulukumba Regency). Badan Pusat Statistik Kabupaten Bulukumba: Kecamatan Bonto Bahari dalam Angka 2020, Bulukumba: BPS-Statistics of Bulukumba Regency, 2020. Kitamado, Tokio. Chiiki gyogyou no syakai to seitai: Kaiiki tounan azia no gyomin zou wo moto me te [The Society and Ecology of Local Fisheries: A study on Fishermen in Maritime Southeast Asia]. Tokyo: Commons, 2000. Lapian, A. B. “Fune [The Boat].” In Jiten Tounan ajia: Fūdo, seitai, kankyo [Encyclopaedia of Southeast Asia: Culture, Ecology, and Environment], edited by Centre for Southeast Asian Studies, Kyoto University. Tokyo: Koubundou, 1997. Liebner, Horst. “Remarks about the Terminology of Boatbuilding and Seamanship in Some Languages of South Sulawesi.” Indonesia Circle School of Oriental & African Studies Newsletter in Indonesia and the Malay World, no. 21 (1993): 18-44. Ministry of Law and Human Rights of the Republic of Indonesia. National Document of Indonesian Ocean Policy, 2017. Myojo, Tsukiko. “Transmitting Skills and the Community of Practice in a Boat-Builder’s Society in South Sulawesi, Indonesia.” Human and Socio-Environmental Studies, no. 40 (2020): 33-61. Myojo, Tsukiko. “Indonesia minami surawhesi no mokuzousen zukuri: Seisan jyoukyou to seisan koutei no kousatu wo tyuusin ni [Wooden Boat Building in South Sulawesi, Indonesia: A Fieldwork Report on the Trends and Process of Boat Production].” Material Culture: Journal of Archaeologico-Folkloric Studies, no. 101 (2021): 123-138. Nagasaka, Itaru. “Idou no dentou [Traditions of Mobility].” In Syakai: Tounan azia chiiki kenkyuu nyuumon [Society: Introduction to Southeast Asian Area Studies], edited by Gyo Miyahara. Tokyo: Keio University Press, 2017. Nagatsu, Kazufumi. Kokkyou wo ikiru: Mare-sia saba syuu umi sama no doutaiteki minzoku si [Living on the Border: An Historical Ethnography of the Sama Dilaut in Sabah, Malaysia]. Matsumoto: Mokusei sya, 2019. Nakane, Chie. Syakai zinrui gaku: Azia syo syakai no kousatu [Social Anthropology: A Study of Asian Societies]. Tokyo: University of Tokyo Press, 1987. Nishi, Daisuke. Indonesia minami surawhesi syuu tana beru ni okeru zousen to sono riyou zyusyu ni kan suru zissyouteki kenkyuu [An Ecological Study on Shipbuilding and its Use of Tree Species in Tanahberu, South Sulawesi, Indonesia] (Master’s thesis [unpublished]). Ehime: Graduate School of Agriculture, Ehime University, 1998. Ono, Rintaro. Kaiiki sekai no tiiki kenkyuu: Kai min to gyorou no minzoku koukogaku [Area Studies of the Maritime World: An Ethnoarchaeology of Sea People and Fishery]. Kyoto: Kyoto University Press, 2011. Ono, Rintaro, Nagatsu, Kazufumi, Intoh, Michiko. Kai min no idou si: Nisi taiheiyou no nettowa-ku syakai [Mobilities of Sea Peoples: Network Societies in the Western Pacific]. Kyoto: Showado. 2018. Osozawa, Katsuya. “Fune zukuri ni miru mori to umi no kakawari [The Relationship between Forest and Sea in Shipbuilding].” In Mori to hito no azia: Dentou to kaihatsu no hazama ni ikiru [Forest and People in Asia: Living between Tradition and Development], edited by Isamu Yamada, 20-45. Kyoto: Showado, 1999. 6 �Reid, Anthony. Southeast Asia in the Age of Commerce, 1450-1680: Volume One: The Lands below the Winds. New Heaven: Yale University Press, 1988. Seki, Koki. Kaiiki sekai no minzoku si: Firipin tousyo bu ni okeru idou, seigyou, aidenthithi [Ethnography of the Maritime World: Migration, Livelihoods, and Identity in the Philippine Islands]. Kyojo: Sekai Sisou Sya, 2007. Tachimoto [Maeda], Narifumi. “Family Circle, Community, and Nation in Malaysia.” Current Anthropology, no. 16, vol.1 (1975): 163-166. Tachimoto [Maeda], Narifumi. Tounan azia no sosiki genri [Organizing Principles in Southeast Asia], Tokyo: Keiso Shobo, 1989. Tachimoto [Maeda], Narifumi. Chiiki kenkyuu no mondai to houhou: syakai bunka seitai rikigaku no kokoro mi [Methodologies in Area Studies: Towards Sociocultural Eco-Dynamics]. Kyoto: Kyoto University Press, 1996. Tachimoto [Maeda], Narifumi. “Symbiotic Dynamics of an Insular Community in the Melaka Strait.” Regional Views, no. 11 (1997): 1-21. UNESCO. “Pinisi, art of boatbuilding in South Sulawesi.” https://ich.unesco.org/en/RL/pinisi-art-of-boatbuilding-in-southsulawesi-01197, Accessed 23 April 2023. 7 � Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Understanding the Interactions Between the Sea and Humans Through an Anthropological Study of Wooden Boatbuilding in Indonesia Description An account of the resource This paper fits best within Session 3 because the topic, which is the anthropological study of wooden boatbuilding today, will provide a specific ethnographic case to understand the interactions between the seas and humans in a contemporary local context. The case study under consideration is the wooden boatbuilding in the Konjo region of South Sulawesi, Indonesia, where the local knowledge and skills have been inherited by the present generation. This study mainly employs data collection based on anthropological fieldwork done by the author in 2019 and 2022, including observations and interviews in the shipwright community in the region, to examine the unique and universal aspects of the way of life with/by the sea. The study explores how people's skills, philosophy, and social relations are shaped through boatbuilding. The Konjo people have used local resources and developed their knowledge and skills to make seaworthy vehicles. The construction process has been symbolized as human procreation. Boatbuilding also illustrates the working networks of boatbuilders. This case indicates that boats are not just a means of transportation but also a microcosm of the interaction linking people to the sea. Creator An entity primarily responsible for making the resource Tsukiko Myojo Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource 2023 Language A language of the resource English Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Myojo, Tsukiko. 2023. “Understanding the Interactions Between the Sea and Humans through an Anthropological Study of Wooden Boatbuilding in Indonesia.” Edited by Jennifer Craig, Jay Mok, T. Kurt Knoerl, and Abhirada Komoot. In Proceedings of Fifth Asia Pacific Regional Conference on Underwater Cultural Heritage: Gwangju, The Republic of Korea, November 13-18 2023. The Museum of Underwater Archaeology. URL: https://apconf.omeka.net/exhibits/show/apconfproceedings/item/1934 Asia-Pac Session 3 2023 https://apconf-much.org/proceedings/files/original/526c1e26f4035d512d3f23e17eed5be4.pdf 8e2bd41bdc9aa8b361f844057c8a5ad7 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 2021 Session 2: History and Current Trends of Underwater Archaeology around East Asia Subject The topic of the resource Session 2 papers Description An account of the resource Papers presented at Session 2 of the 2021 Asia Pacific Regional Conference on Underwater Cultural Heritage Creator An entity primarily responsible for making the resource Asia Pacific Regional Conference on Underwater Cultural Heritage Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2023 Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Date Copyrighted Date of copyright. 2023 Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Underwater Cultural Heritage Culture Routes: Green Island Lighthouse and SS President Hoover Shipwreck as Examples Description An account of the resource All underwater cultural heritage sites are related to people in land. To promote and demonstrate the protection of valuable and important underwater cultural heritage works, is not only to establish museums, organize exhibitions, produce films, or publishg related publications, but also can combine elements with the people, things, and affairs related to the land area. Examples such as the lighthouse on the beach, the residents on the shore, the recovery of underwater objects, and the underwater archaeology sites can be used to develop into ‘Underwater Cultural Heritage Culture Routes (UCHCR)’, so that everyone could use the planned ‘UCHCR’ to have a deeper understanding of the ins and outs of the entire underwater cultural heritage and complete historical stories. In 1937, the SS President Hoover sank in Zhongliao Bay of Green Island, which was on an important international waterway in the western Pacific, East of the city of Taitung. In order to thank the local residents that helped rescue the victims, the Green Island Lighthouse was built by the American Red Cross the following year. We intend to use the Green Island Lighthouse and the SS President Hoover Shipwreck as an example to plan the ‘UCHCR’, combined with the Green Island Lighthouse, the Green Island Visitor Center, and the Green Island Underwater Archaeological Station to tie all the shipwrecks’ story around the island. Because the island is famous for its clear water and good visibility, richness in corals, diversity of maritime life, and its abundance of underwater cultural heritage, we could also plan for divers the in situ diving guide routes and enlist the local divers to guard the site as volunteers, in order to let the shipwreck site not be a single underwater cultural site, but to enrich the tourist oriented activities and the interest in the island traveling. Creator An entity primarily responsible for making the resource Tung Ying-Ying Publisher An entity responsible for making the resource available The Museum of Underwater Archaeology Date A point or period of time associated with an event in the lifecycle of the resource November 2021 Language A language of the resource English Rights Holder A person or organization owning or managing rights over the resource. Asia Pacific Regional Conference on Underwater Cultural Heritage Bibliographic Citation A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible. Tung, Ying-Ying. 2021. “Underwater Cultural Heritage Culture Routes: Green Island Lighthouse and SS President Hoover Shipwreck as Examples.” Edited by Brian Fahy, Hans Van Tilburg, Bill Jeffery, T. Kurt Knoerl, and Riley Smith. In Proceedings of Fourth Asia Pacific Regional Conference on Underwater Cultural Heritage: Keelung,Taiwan, and Virtual, November 1-5, 2021. The Museum of Underwater Archaeology URL: https://apconf-much.org/proceedings/exhibits/show/apconf-muchproceedings/item/676 Asia-Pac Session 2 2021