64 10 700 https://apconf-much.org/proceedings/files/original/e6a2d2b5dcd0ac8de14cf0b77112ed08.pdf 0121e5d1e1cf626790d41f89f140ddc9 PDF Text Text Trading Ceramics: The Findings from the Shipwrecks along the Coast of Vietnam Hoang Anh Tuan (History Museum in Ho Chi Minh City, hoanganhtuan.btls@gmail.com) ABSTRACT The overland ‘Silk Road’ has served as the main conduit for the exchange of goods and culture between China, Southeast Asia, and the West since the Han Dynasty. Its primary role has been diminished due to the establishment of sea routes by the Tang Dynasty, thus Guangzhou (China) became one of the main gateways for maritime trade with Southeast Asia and the West. Southeast Asia is strategically situated at the passage of the maritime trade route, connecting the East and the West. It has thus been known to be an area rich in precious metals, and luxury products such as pearls, rhino horn, tortoiseshells and spices since ancient times. In addition, it is also used as an entrepôt complex on the maritime route between the East and the West. With a particularly favourable geographical situation, Vietnam's waters play a particularly important role in the ‘Maritime Silk Road’. Over the past three decades, dozens of ancient shipwrecks have been discovered related to the ‘Maritime Silk Road’ in Vietnam's territorial waters. Those shipwrecks are evidence of the ceramics trade, which may have taken place for centuries along the coasts of Vietnam. This paper deals with the ceramic collections discovered on one of the shipwrecks in Vietnam's territorial waters, being housed at the History Museum in Ho Chi Minh City. It is dated from the ninth to nineteenth centuries. It may demonstrate the process of economic and cultural exchange from the East to the West at that time. Keywords: shipwreck, ancient ceramics, maritime silk road, Vietnam's territorial waters. List of Figures Figure 1 Chinese ceramics dated in Kangxi reign around the seventeenth century from Hòn Cau Island shipwreck preserved in the Ho Chi Minh City Museum of History. Figure 2 Sawankhalok ceramics dated in the sixteenth century from the Hòn Dầm Island shipwreck preserved in the Ho Chi Minh City Museum of History. Figure 3 Chu Dau ceramics dated in the fifteenth century from the Cham Island shipwreck preserved in the Ho Chi Minh City Museum of History. Figure 4 Chinese ceramics dated in Yongzheng reign around the eighteenth century from Cà Mau shipwreck preserved in the Ho Chi Minh City Museum of History. Figure 5 Chinese ceramics dated in the Late Ming Dynasty around the seventeenth century from Bình Thuận shipwreck preserved in Ho Chi Minh City Museum of History. Figure 6 Chinese ceramics dated in the Tang Dynasty around the ninth century from waters of Southern Vietnam preserved in Ho Chi Minh City Museum of History. 1 �INTRODUCTION Chinese ceramics during the Kangxi reign of Qing Dynasty dated in 1690, from Hòn Cau Island shipwreck, Vũng Tàu-Côn Đảo province In 1990, a wreck measured 32.71 metre length with 9 metre width was discovered at a depth of 40 metres below the sea surface, buried in sand 1 metres deep, located in the Cau Island area (Hòn Cau in Vietnamese), Côn Đảo district; coordinates at N8°38’15” latitude, E108°48’50” longitude. The excavation was conducted under the cooperation of Vietnam Salvage Joint Stock Company (henceforth Visal), with the multi-nations of underwater archaeologists and divers from Canada, the US and the UK. More than 60,000 artefacts have been recovered, most of which are Chinese ceramics, possibly destined for the European market, produced from Chinese kilns such as Jingdezhen (Jiangxi province), Shantou and Dehua (Fujian province). Along with the copper coins, two Chinese inksticks “墨” (Mò) marked with the characters “庚午” (GengWu) were found, suggesting that the ship was built in the Kangxi reign of the Qing dynasty around 1690. Besides the Chinese style items, European style objects were also found on the wreck, possibly porcelain ordered from Chinese kilns. Their shape is a testament to their technical and artistic flair making them admired all over the world. The Ho Chi Minh City Museum of History has received from the Ministry of Culture and Sports 229 artefacts including the vases, jars, pen tubes, cups, plates, and the small statues. Figure 1 Chinese ceramics dated in Kangxi reign around the seventeenth century from Hòn Cau Island shipwreck preserved in the Ho Chi Minh City Museum of History. Left - Vase BTLS 10045, blue and white, MD: 12.6 cm, H: 21.5cm. Right - Dish BTLS 10.136, blue and white, MD: 12.9cm, H: 3.0cm. Thai ceramics dated to the sixteenth century, from Hòn Dầm Island shipwreck, Kiên Giang province The wreck was found at a depth of 10 metres below the sea surface, 5 kilometres far from the shore of Dầm Island (Hòn Dầm in Vietnamese), Phú Quốc district, Kiên Giang province; coordinates at N9°59’00” latitude and E104°02’00” longitude. The size of the shipwreck is nearly 30 metre length and 7 metre width, divided into several bulkheads with a width of 1.8 metres each. More than 16,000 ceramics have been found, mostly the celadon or green glazed, brown glazed, and underglaze black wares produced from Sawankhalok (or Si Satchanalai) and Sukhothai (Sukhothai province, Thailand) kilns dated to the sixteenth century. Thai style celadon or green glaze ceramics, also called “Đông Thanh” glaze in Vietnamese; and other colours such as light grey, blackish brown or yellow, white and grey, included unglazed earthenware utensils. The shape is mainly small jars, with or without handles, small bowls, plates, and other household 2 �items. Some reflections of the Vietnamese ceramic forms and decorative elements on blue-and-white wares can be seen in the Thai underglaze black ceramics, specifically the boxes, kendi (known as a container of Indian derivation using contain liquid with the mouth on the top for filling, neck for handle, and the spout for pouring), and the covered jars painted black flowers on white slip background. Some other Thai large celadon bowls also suggest that they had influenced from the Southern Song ceramic (南宋 1127–1279) in the South China. Glazed ceramic figurines are prominent among the other types of ceraics found on this shipwreck. They include the figurines of a mother holding a baby, an elephant with a mahout and warriors protecting the elephant feet, and other forms of animal, such as a hare with their own details being very vividly embossed. The Ho Chi Minh City Museum of History owns 218 artefacts, of which nine have been transferred. Types of artefacts kept by the museum include bowls, plates, covered boxes, jars, pots, elephant figurines, kendi. Figure 2 Sawankhalok ceramic dated in the sixteenth century from the Hòn Dầm Island shipwreck preserved in the Ho Chi Minh City Museum of History. Elephant BTLS 30.394, Celadon, MD: 18.5 x 10.7 cm, H: 19.4cm. Chu Đậu ceramics from a Cham Island shipwreck, Hội An, Quảng Nam province, fifteenth century The shipwreck was found at a depth of 70 metres below the sea surface, close to the Cham Island area on coordinates at N16°16’08” latitude and E108° 27' 00” longitude. The excavation was conducted under the cooperation of the archaeologists from the Vietnam History Museum in Hanoi, Visal, and Saga Horizon Company (Malaysia) The project was carried out in three years, from 1997-2000 with joint-operations between the archaeologists from the UK, Malaysia, and Slovakia. 240,000 ceramic items were recovered from a wreck measuring 29.4 metre length with 7.2 metre width, divided into 19 bulkheads. The ceramic origins are likely Dai Viet, Champa, Thailand, and Chinese. Ceramics made from kilns in Chu Đậu (Hải Dương province) and Thăng Long (Hanoi) are outstanding in quantity, style, and type. These kilns are located in the north of Vietnam active in ceramic production since the late fifteenth century onwards. Ceramics found in the Cham Island shipwreck are mainly the housewares, containers, and utensils for eating and drinking. Some designs are served as religious utensils such as incense burner, kendi. These ceramics represent the development of export ceramics with varieties of decorative techniques creating a distinct tradition of Vietnamese ceramics. 3 �The Ho Chi Minh City Museum of History currently keeps 4,675 artefacts. 4,366 objects were requested by the Ministry of Culture and Information and the rest were transferred to the Police Department. Figure 3 Chu Dau ceramics dated in the fifteenth century from the Cham Island shipwreck preserved in the Ho Chi Minh City Museum of History. Kendi BTLS 16.956, cobalt blue pattern, DM: 18.6 cm, H: 15.1 cm. Covered boxes Collection of History Museum. Chinese ceramics during the Yongzheng reign of Qing dynasty dated to eighteenth century from the Cà Mau shipwreck, Cà Mau province An ancient shipwreck was found in the waters of Cà Mau province, coordinates at N7°41’12” latitude and E105° 29' 18” longitude. The excavation on this shipwreck was cooperated between the National History Museum in Hanoi, the Cà Mau Provincial Museum and the Visal. The excavation was conducted for two phases, carried out from August 1998 to January 1999 and from April to October 1999. Although the wreck is not intact at a depth of 35 metres below the sea surface, the remains suggest the wreck was 24 metre length and eight metre width. Nearly 50,000 recovered items are the ceramics including blue-and-white and overglaze enamel by multicoloured painting possibly from Chinese kilns such as the Jingdezhen (Jiangxi) and some kilns in Guangzhou (Guangdong). Notably, there are some European-style porcelains such as milk bottles, wine jugs with handles, plates decorated with flowers and a Dutch landscape. Inscriptions on some objects suggest that they were probably made under the Yongzheng reign (雍正 1723–35) of Qing Dynasty. These ceramics are thus assumed to be destined for the European market. Excavations also found items belonging to merchants or sailors such as lamps, pots, boxes, seals, amulets. Notably, Chinese metal coins of the Qing dynasty are the diagnostic finds to confirm the dating of this shipwreck. A total of 1,392 artefacts were transferred to the Ho Chi Minh City Museum of History: blue-and-white and overglaze enamel wares in the forms of the chalk boxes, bowls, large plates, equestrian statues, baby figurines, burnt lamps. 4 �Figure 4 Chinese ceramics dated in Yongzheng reign around the eighteenth century from Cà Mau shipwreck preserved in the Ho Chi Minh City Museum of History. Left - Jarlet BTLS. 22.390, blue and white, DM: 8.3 cm, H: 7.4 cm. Center - Jar with cover BTLS 22.008, blue and white, DM: 12.5 cm, H: 3.8cm. Right BTLS 22.010- Dish, blue and white, DM: 17 x 10.5cm, H: 3.0cm. Chinese ceramics dated to the seventeenth century from the Bình Thuận shipwreck, Bình Thuận province. In 2001, a shipwreck was discovered at a depth of 40 metres below the sea surface about 65 kilometres from the coast of Bình Thuận province, at coordinates N10°33’30” latitude, E108°35’55” longitude. The remains suggest the wreck was a length of 23.4 metres and a width of 7.2 metres. The excavation was conducted under the cooperation between Visal and the Vietnam History Museum in Hanoi during 2001-2002. The recovered ceramics were mainly household items such as cups, plates, pots and jars decorated by blueand-white and overglaze enamelling from Chinese kilns such as Shantou (Guangdong province) and Zhangzhou (Fujian province) dated to the early seventeenth century. The “Zhangzhou ware” or also called as “Swatow ware” is heavy in weight, poor technical and poor artistic quality compared to the blue-andwhite and overglaze enamelling wares of Jingdezhen kilns in Jiangxi province those probably satisfied the international markets, such as Southeast Asian and Japanese markets. The Zhangzhou wares are characterised by the sand stuck on the bottom, which was the placing technique to prevent the glaze from becoming stuck in a chamber during the firing process in the kiln. The hypothesis is that the wreck was once property of the Chinese merchant I-Sin-Ho, who went missing at sea on his way back from Southeast Asia. It is based on a report of the Dutch East India Company (Vereenigde Oostindische Compagnie:VOC) on 21 July 1608 referred to by Dr. Michael Flecker, an underwater archaeologist who participated in the excavation. The total numbers of ceramics kept at the History Museum include 117 ceramics, 15 ceramics were purchased and donated, the rest are transferred by the Police Department, especially the bowls, jars, plates, and the chalk boxes. 5 �Figure 5 Chinese ceramics dated in the Late Ming Dynasty around the seventeenth century from Bình Thuận shipwreck preserved in Ho Chi Minh City Museum of History. Left - Covered box BTLS 28.033, blue and white, DM: 10.4cm, H: 6.4cm. Centre Dish BTLS 28.099, blue and White, DM: 26.8 cm, H: 5.2 cm. Right - Dish with overglazed enamels BTLS 23 911, DM: 25.8cm, H: 5.0 cm. Other unknown provenances In 2019 many fishermen have discovered and recovered a lot of white glazed, copper green glazed and splashed household ceramics from the Chinese kilns of Ding (Hebei province) and Changsha (Hunan province) even some kiln in Zhejiang province during the Tang dynasty (618–907 AD). These Tang ceramics were found in the waters of Southern Vietnam between the coast of Vung Tau and Con Dao Island. Similar ceramics found in these underwater sites were previously found on the Belitung Island shipwreck in the Java Sea. In 1998, more than 60,000 ceramics and other luxury objects of gold and silver were recovered. This evidence found from the shipwreck and underwater sites provides the early evidence of trade linked between China, Southeast Asia and the Middle East. The Ho Chi Minh City Museum of History currently houses more than 30 ceramics, especially vases, bowls, plates, cups, and cups with white glazed, copper green and splashed decorations. Figure 6 Chinese ceramics dated in the Tang Dynasty around the nineteenth century from waters of Southern Vietnam preserved in Ho Chi Minh City Museum of History. Left - Dish BTLS 35.450, green glazed, DM: 16.1 x 9.9cm, H: 2.1 cm. Centre - Dish BTLS 35.448, white glazed, DM: 14.0, H: 3.2 cm. Right - Bowl BTLS 35.453, DM: 11.8 cm, H: 4.2 cm. Problems raised in the study of ceramics found on shipwrecks in the East Sea of Vietnam The discoveries of Chinese, Vietnamese, and Thai ceramics on shipwrecks in the East Sea of Vietnam among the collection of the Ho Chi Minh City Museum of History represent the important roles along the maritime trade or called “Maritime Silk Road” originated from China and passed through the maritime route in the East Sea of Vietnam. The Chinese ceramics of Tang Dynasty found from waters of Southern Vietnam near the coasts of Vung Tau and Con Dao Island are a most recent discovery suggesting the early period of international maritime trade between the East and the West. 6 �The ceramic collection also reflects the problems in the study of politics, economy, culture, society and trade between the East and the West for a long period of history. Economic and cultural exchange through the art and technologies of ceramic productions, art and trades suggested they were diverse between China, Vietnam, Thailand, and other Western countries in different periods of time. They also show the important role of maritime routes and ports in Vietnam along “Maritime Silk Road.” Based on the discovery and excavation of ceramics from shipwrecks in the East Sea of Vietnam, the awareness about underwater cultural heritage may actively conduct within a legal perspective and international cooperation to ensure the protection, conservation and promotion of underwater cultural heritage is sustainable and bringing the long-termed benefits to the community in Vietnam. CONCLUSION This article is an introduction on the collection of ceramics found from the shipwreck context in the East Sea of Vietnam currently kept at the Ho Chi Minh City Museum of History. The maritime trade of Chinese, Vietnamese and Thai ceramics demonstrated economic and cultural exchange activities between the East and the West along the “Maritime Silk Road” especially in the Vietnamese waters from the 8th to the 18th centuries. Bibliography Chien, Nguyen Dinh. Ca Mau Shipwreck 1723-1735. Hanoi: Vietnam History Museum Export, 2002. Chien, Nguyen Dinh and Quan, Pham Quoc. Ceramics in Five Ancient Ships in Vietnamese Waters. Hanoi: Vietnam History Museum Publishing House, 2008. Chong, Alan and Murphy, Stephen A. (eds.). The Tang Shipwreck: art and exchange in the 9th century. Singapore: Asian Civilisations Museum, 2017. Stevenson, John, Guy, John and Cort, Louise Allison. Vietnamese Ceramics: a separate tradition. Chicago: Art Media Resources Ltd, 1997. Tuan, Hoang Anh. Ceramics on a Shipwreck Discovered in the Waters of Ba Ria-Vung Tau: new discoveries of archaeology in 2020. Hanoi: ???, 2019. (In Vietnamese) Tuan, Hoang Anh. Ceramic Specimens of the Tang Dynasty Discovered under the Shipwreck in the Waters of Ba Ria-Vung Tau: new discoveries of archaeology in 2020. Hanoi: ???,2020. (In Vietnamese) Tri, Bui Minh and Long, Kerry Nguyen. Vietnamese Blue and White Ceramics. Hanoi: Social Sciences Publishing House, 2001. Brown, Roxanna M. “History of shipwrecks in Southeast Asia.” In The Belitung Wreck: sunken treasures from Tang China, edited by Jayne Ward and Zoi Kotitsa, 40–55. New Zealand: Seabed Explorations New Zealand Ltd, 2004. Koh, N. K. “Shipwrecks with ceramics cargo found in Southeast Asia.” Last modified 12 January 2016. http://www.kohantique.com/shipwreck/shipwreck2.html. 7 �UNESCO. “The Belitung shipwreck,” accessed 22 June 2023. https://en.unesco.org/silkroad/silk-road-themes/underwaterheritage/belitung-shipwreck. Burchmore, Alexander. “Salvaging Southeast Asian history: shipwrecks and Chinese blue-and-white.” New Mandala, 22 October 2021. https://www.newmandala.org/salvaging-southeast-asian-history-shipwrecks-and-chinese-blue-and-white/. Asia Society. “Secrets of the sea: a Tang shipwreck and early trade in Asia,” accessed 22 June 2023. https://asiasociety.org/newyork/exhibitions/secrets-sea-tang-shipwreck-and-early-trade-asia. Boissoneault, Lorraine. “An 800-year-old shipwreck helps archaeologists piece together Asia’s maritime trade.” Smithsonian Magazine, 17 May 2018. https://www.smithsonianmag.com/science-nature/800-year-old-shipwreck-helps-archaeologistspiece-together-fragments-asias-maritime-trade-180969110/. 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 5: New Research Findings of Archaeological Ceramics from the Maritime Cultural Heritage of the Asia-Pacific Region Subject The topic of the resource Session 5 papers Description An account of the resource Papers presented at Session 5 of the 2023 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 Information about rights held in and over the resource Asia Pacific Regional Conference on Underwater Cultural Heritage 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 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 Trading Ceramics: The Findings from the Shipwrecks along the Coast of Vietnam Description An account of the resource The overland ‘Silk Road’ has served as the main conduit for the exchange of goods and culture between China, Southeast Asia, and the West since the Han Dynasty. Its primary role has been diminished due to the establishment of sea routes by the Tang Dynasty, thus Guangzhou (China) became one of the main gateways for maritime trade with Southeast Asia and the West. Southeast Asia is strategically situated at the passage of the maritime trade route, connecting the East and the West. It has thus been known to be an area rich in precious metals, and luxury products such as pearls, rhino horn, tortoiseshells and spices since ancient times. In addition, it is also used as an entrepôt complex on the maritime route between the East and the West. With a particularly favourable geographical situation, Vietnam's waters play a particularly important role in the ‘Maritime Silk Road’. Over the past three decades, dozens of ancient shipwrecks have been discovered related to the ‘Maritime Silk Road’ in Vietnam's territorial waters. Those shipwrecks are evidence of the ceramics trade, which may have taken place for centuries along the coasts of Vietnam. This paper deals with the ceramic collections discovered on one of the shipwrecks in Vietnam's territorial waters, being housed at the History Museum in Ho Chi Minh City. It is dated from the ninth to nineteenth centuries. It may demonstrate the process of economic and cultural exchange from the East to the West at that time. Creator An entity primarily responsible for making the resource Hoang Anh Tuan 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. Anh Tuan, Hoang. 2023. “Trading Ceramics: The Findings from the Shipwrecks along the Coast of Vietnam.” Edited by Jennifer Craig, Jay Mok, T. Kurt Knoerl, and Atthasit Sukkham. 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/1936 Asia-Pac Session 5 2023 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 Trading Ships of the South China Sea. Shipbuilding Techniques and Their Role in the History of the Development of Asian Trade Networks Creator An entity primarily responsible for making the resource Pierre-Yves Manguin Date A point or period of time associated with an event in the lifecycle of the resource 1993 Type The nature or genre of the resource Journal Article Zotero Author Pierre-Yves Manguin Item Type Journal Article ISSN 00224995 Access Date 2009-10-26 07:28:37 Date A point or period of time associated with an event in the lifecycle of the resource 1993 Extra ArticleType: primary_article / Full publication date: 1993 / Copyright © 1993 BRILL Issue 3 Library Catalog JSTOR Pages 253-280 Publication Title Journal of the Economic and Social History of the Orient Title A name given to the resource Trading Ships of the South China Sea. Shipbuilding Techniques and Their Role in the History of the Development of Asian Trade Networks URL http://www.jstor.org.libproxy.usc.edu/stable/3632633 Volume 36 China https://apconf-much.org/proceedings/files/original/5a78e6e6a264f76b6537ee69cb335b82.pdf 8e206dbb2d693fbcbc911993dc4210cd PDF Text Text Trading with an Agent: Shippers, Carriers and Investors involved in the trade of Shinan ship JINWOOK JO Curator, Cultural Heritage Administration ABSTRACT In this paper, the archaeological materials salvaged from the Shinan shipwreck, a fourteenth century Chinese mercantile ship that sank near Shinan islands of South Korea, will be analyzed through correlating the materials found on the Shinan ship to the ancient export routes and manufacturing place of origins. In particular, the locations of which the ship was found, as well as the potential trade routes it undertook, will be studied alongside the items related to the export practices on the Shinan ship. The paper will start by referencing present recordings related to the export location of Shinan archaeological relics recorded in various ways over the past 10 years, such as the Shinan ship excavation report and the site drawings and catalogues of excavated archaeological items. After aligning the reports, excavated items with relevant historical facts, the paper will proceed to the analysis of the structure of the ship, of which the hull will be studied through three divided areas, spanning through the structure of the hull and to the wooden log. Based on these standards, the paper argues that the export points (i.e. locations of exporting of which the Sinan ship had passed by) can be studied by correlating the quantity of various excavated materials found that are manufactured in those regions. The paper will also explore the correlation between the results of such alignment and focus specifically on the export status and shipping practices by analyzing the status of the wooden logs. In terms of the overview of the Shinan ship area and its salvaged items, it is noted that many ceramic relics were lifted from the site area in large quantities in all areas of the Sinan islands. Most salvaged artifacts were mainly found in the center and stern of the hull. In addition, food items that appeared to be trade items were being stored within brown glazed ware and earthenware. Meanwhile, many coins (A.D. 1~A.D. 14) and metal tablets were found in the stern. The paper recognized the above artifacts and is going to match these finds with the condition of the wooden logs. For instance, almost all of the large-scale lifting of 'Gangsa (강사)' and 'Dongboksa (동복사)' wooden logs were found in the stern. In the center of the hull, only the shipper's wooden log, which is generally believed to have shipped small cargo, was found. Therefore, it is thought that large-scale shippers mainly shipped coins and medicinal materials that were often stored at the stern, and small-scale shippers mainly shipped ceramics and coins, of which the items were found at the center of the hull. The paper will also mention that the trading export practice involved on the Shinan ship cargo would have consisted of a person (captain and agent for shippers) on board at the Shinan ship, and a number of investors who requested the purchase spaces offered in the cargo. The passengers would have been in charge of purchasing and transporting the goods on behalf of a large number of investors. In addition, unlike Japan, which consists of a large number of passengers and a large number of investors, the Yuan Dynasty side seems to have been in charge of the purchase and transportation of products by a single subject called Gangsa. Therefore, it seems that the instructor did not lease the ship for a price or simply take charge of navigation, but actively participated in international trade with Kamakura. Keywords: Agent trade, Shinan ship, Underwater archaeology, Gangsa, trade List of Figures and Tables: Table 1. Excavation areas by hull section of Shinan ship Table 2. The status of the lifting of ceramics in each area Table 3. Comparison of the current status of the lifting of ceramics in each area and the lifting of ceramics in cargo compartment V Table 4. Shipper classification by volume of wooden logs Table 5. Shipper classification by volume of wooden logs Table 6. Names and quantities of wooden logs found in the stern Table 7. Contents and quantity of wooden logs found in the front. Figure 1. Shinan ship hull sectional map Figure 2. Major type of brown glazed pottery – large arcs Figure 3. Major type of earthenware - four-eared arcs Figure 4. Drawing of water tank of Shinan ship 1 �Ⅰ. INTRODUCTION After the excavation of the Shinan ship, research conducted on the excavated materials has enabled us to understand more about the shipping information of the ship. These information include departure sites, shippers, shipping destinations and related trade points. However, the archaeological review of the excavation itself remains incomplete. The main factor is that the excavation took place over a decade and the results were not organized in a single form. To continue with a more holistic approach to the infrastructure which supports trading activities via the Shinan ship, the excavation location and quantity of Shinan ship's artifacts by location were archaeologically reviewed. First, the excavated location of artifacts recorded in various ways over the past 10 years. The records and drawings were integrated. After that, the hull was divided into three areas through the structure of the hull and the wooden log. By area, the export points and quantity of various relics were reviewed. Finally, the correlation between the results and the export status of wooden logs was analyzed. Ⅱ. REVIEW OF LOCATION OF THE SHINAN SHIP RELICS AND THE SECTION OF THE EXCAVATION 1. Marking the location of Shinan ship 's artifacts and reviewing the remains drawings The Shinan ship was excavated 12 times (including two confirmation surveys). A total of 22,040 artifacts were lifted, excluding coins, jagdan wood, and hull pieces that were difficult to accurately identify1. The quantity of artifacts raised varies from report to report depending on the criteria. The excavation was carried out by installing grids and lifting relics by grid. After some excavation, the grid was demolished, and the hull under the grid was lifted. Due to differences in the environment, the excavation of the Shinan ship used a method close to the Pit method instead of horizontally and almost uniformly removing the entire remains little by little like land excavation. The soil layer in a specific grid is removed until the hull is confirmed, and then the next section is excavated. Afterwards, if the hull is confirmed, the soil layer is removed to the floor for each cargo compartment, and then the exposed hull is lifted. Finally, the area under and around the hull was searched. Through this process, two problems occurred as the excavation progressed. The location of the relics was not recorded with one unified standard. In addition, no drawings have been made that combine all excavation areas into one. So the problem of the legend was organized by taking only what can be confirmed and discarding the rest, and based on this, the location of the export of relics was organized. Excavation drawings also need to be supplemented. Until now, excavation drawings of Shinan ships have been drawn without the port side (left side). In addition, as 12 excavations were carried out over the past 10 years, not only the inside of the remaining hull and grid but also various external areas were excavated. However, there are no drawings that incorporate them. Therefore, it is necessary to integrate these external excavation areas into one drawing. Considering these points, an integrated excavation drawing was prepared, including the restoration of the hull of the Shinan ship. 1 The quantity of artifacts raised varies within the report according to the criteria. 2 �2. Hull structure and compartment through wooden table There are various variables in the excavation of the Shinan ship, such as overlapping sections between survey areas for each excavation or changing the reference point as the grid was removed during the excavation. Therefore, it was virtually impossible to organize artifacts from all excavations based on small areas such as grids and cargo bay numbers. Therefore, it is necessary to group the area where relics are raised in the following drawings into several large areas. In general, the same criteria were applied because the ship was divided into the front, stern, and midship of the ship. The front can be easily partitioned. At the beginning of the excavation of the Shinan ship, it was known that a total of nine bulkheads were inserted into the hull, and there were 10 cargo compartments. However, during the excavation and restoration process, the two bulkheads on the player's side were found to be meandering ribs. Therefore, all cargo compartments, including two meandering ribs, can be divided into one cargo compartment. The most suitable criterion for dividing the rest of the area is the wooden log, the waybill of the cargo. In particular, almost all of the wooden logs found are found in the lower cargo compartment of the hull, so the location of the lifting can be accurately checked. There is a distinct tendency of wooden logs with the names of major cargo owners, such as as Gangsa (강사) and Dongboksa (동복사) temple, were found concentrated in cargo compartments II to IV. In addition to the two names, a considerable number of wooden tablets with various shippers' names were also found. No wooden logs were identified in the I and V districts. In addition, wooden logs with various shippers were found little by little in the section from Ⅵ to Ⅶ. Few wooden logs were found in the Ⅹ~Ⅷ area. According to this trend, the areas I to IV and the area behind it correspond to the stern.  The V-Ⅶ area is the center, and the Ⅷ-Ⅹ area and the area in front of it correspond to the front. The quantity of artifacts lifted was collected for each divided area. The problem is that even if divided by these criteria, there are grids and excavation areas that span between each zone. However, the hull of the Shinan ship is tilted toward the front. The grid with more areas overlapping the front side cargo compartment was included as the front area. Conversely, the grid where more areas overlap in the cargo compartment on the stern side was included as the rear area. The results are shown in Table 1 below. Table 1. Excavation areas by hull section of Shinan ship Front Midship Grid D2, D3, E1, E2, E3, E5, E6, F·G·H, F6S D1, D4, D5, D6, E4, N, N1, N2, N3, N6, A·B·C전부 N4, 5, M·O·P·Q·R Cargo compartmen t Ⅷ~Ⅹ, SⅧ外, SⅧ-Ⅸ 左外, SⅨ, SⅩ, SⅨ-Ⅹ 左外, SⅩ外, A/L Ⅷ, A/L Ⅸ, A/L Ⅹ Ⅴ~Ⅶ, SⅥ, A/LⅤ, A/L Ⅵ, A/L Ⅶ Ⅰ~Ⅳ 5D, 6-1H, 7G, 8E, F外, FX 4B, PNS, 9A, A外, B外, D外, N外 MS, M6S, 10.0, 10, 1Q, 1-1Q, 2R, 3P, RZ, RZ外, O外, P外, Q 外, R3外, R6外, R外, M外 the outside of the hull Stern According to these criteria, Table 2 above summarizes the overlapping sections on the drawing. Figure 1 summarizes the results classified so far. 3 �Figure 1. Shinan ship hull sectional map 4 �III. REVIEW OF THE QUANTITY OF ARTIFACTS TO BE LIFTED IN EACH AREA 1. Ceramics The quantity raised by front/midship/stern was organized by type of relics. The amount of ceramic produced among the relics is shown in Table 2 below. A total of 13,484 ceramics could be classified, except that they were treated as unknown and that the location of the export could not be clarified. Kind Table 2. The status of the lifting of ceramics in each area Front Midship Stern Celadon 4052 1343 2663 Bluewhite porcelain 354 751 637 White porcelain 463 724 971 Black glazed pottery 198 21 42 Brown glazed pottery 695 180 104 4 9 6 Homogeneous glazed pottery 23 65 25 White glazed pottery - - 4 Chen-mok Earthenware 105 36 7 Setonai Plum Bottle - - 2 Total 5,894 3,129 4,461 The fact that many brown glazed pottery ware and earthenware, not other types, are exported from the front is thought to suggest other possibilities, not loss. This can also be confirmed through the types of brown glazed pottery and earthenware shipped on Shinan ships. Most of the brown glazed pottery found are small arcs and large arcs. Most of the earthenware is large and medium-sized big four-eared arcs. Generally, this type is used as a storage container for food. Therefore, it can be said that the upper part of the front cargo compartment of the Shinan ship is a container that stores food on board or food to be used for trade, and it can be said that brown glazed pottery and earthenware were mainly shipped. Figure 2. Brown glazed pottery – large arcs (left, center); Earthenware - four-eared arcs (right) However, brown glazed pottery and earthenware were also found in the stern or the midship of the hull. Therefore, I tried to distinguish where the food to be used in the voyage and the food for sale were loaded on the hull, respectively. A large water tank was identified in Shinan ship cargo 5 �compartment V. Water is essential to cook food. Therefore, there must have been a cooking facility in or near the cargo compartment V where the water tank was identified. To confirm this, the quantity of relics exported from cargo compartment V was separately organized. The sections that clearly correspond to cargo compartment V are as follows. A4, 5, 6, B4, M1, N2, 3, 6, N外, V, SV, A/L V. Table 3 below summarizes the quantity of ceramics raised in the above area and those in other areas. Table 3. Comparison of the current status of the lifting of ceramics in each area and the lifting of ceramics in cargo compartment V Kind Front Midship Stern Cargo compartment V Celadon 4052 1343 2663 571 Blue- white porcelain 354 751 637 53 White porcelain 463 724 971 397 Black glazed pottery 198 21 42 15 Brown glazed pottery 695 180 104 105 Chen-mok 4 9 6 9 Homogeneous glazed system 23 65 25 45 White glazed pottery - - 4 - Earthenware 105 36 7 13 Setonai Plum Bottle - - 2 - Total 5,894 3,129 4,461 1,208 In cargo compartment V, brown glazed pottery, homogeneous glazed system, and white porcelain were found about half of the total amount of water discharged in the midship, and about 1/3 of the earthenware was found. Therefore, it is believed that cargo compartment V contained some cargo and food storage containers, and water tanks were installed on the left and right sides. Water tank was installed left and right in the center of cargo compartment V.2 In fact, only the pedestal, bottom plate, and part of the lower wall were lifted. 2 In fact, it was found only on the starboard side, but it is presumed that it was installed on both the left and the starboard side because it was not balanced when installed on only one side, causing problems with resilience. 6 �Figure 4. Drawing of water tank of Shinan ship. Since no trace of attaching a device such as a faucet to the bottom of the lifted water tank has been identified, it seems that water was taken from the deck by drawing water from the well for now. If so, it is highly likely that the cooking facility was also cooked in a structure separately installed on the central deck above cargo compartment V. Therefore, some of the groceries would have been stored in cooking facilities. However, it is unlikely that all the groceries were stored on board. Given the size of the Shinan ship, the amount and volume must have been significant because at least 50 people3 need food for about a month4. Therefore, a considerable amount of groceries would have been stored in the cargo compartment below the deck. However, it is difficult to move between cargo compartments on the Shinan ship because the cargo compartment is divided into partition walls. Therefore, sailors must open the deck above the bulkhead and enter the cargo hold. Therefore, if the cooking facility was installed directly above the water tank, food would also be stored in cargo compartment V. 3 Although the number of people on board varies from literature to scholar, it generally appears to be between 50 and 200, and the minimum number of 50 people was selected to increase reliability. 4 When Seo Geung sailed to Goryeo, it took more than two weeks, departing on May 26 and arriving on June 12 by a tailwind, and it took more than 40 days to return home. Therefore, it is believed that the Shinan ship prepared at least a month's worth of food. 7 �Therefore, it is estimated that the fact that much more brown glazed pottery and earthenware are found in the front than in the cargo compartment V where cooking facilities would have been installed means that the items shipped to the front are likely to have been shipped as containers storing groceries for trade. 2. Quantity of lifting of wooden logs by area A large number of wooden logs were found on the Shinan ship, and the main records were the shipper's name, date, type of cargo, and quantity. First, the lifting volume of wooden logs by hull area was organized according to the shipper's name, and the types and quantities of cargo recorded in wooden logs were compared with the situation of lifting relics by area. As shown in <Table 4> below, the wooden logs of the lifting volume for each shipper's name was divided into four stages: extra large, large, medium, and small. This is because the amount of lifting of wooden logs varies significantly by shipper, 綱司(Gangsa), 東福寺(Dongboksa), 一田早米(Icida Sayame), 八郞(Hachiro), 菊一(Kikuichi), and other shippers. Volume Table 4. Shipper classification by volume of wooden logs Classification criteria (quantities) Names in wooden logs extra large More than 100 綱司私 large More than 30 東福寺 medium More than 10 一田早米, 八郞, 菊一 small Less than 10 others Table 5 below summarizes the quantity of wooden logs exported from the front/midship/stern by the size of the shipper. Volume Table 5. Shipper classification by volume of wooden logs Stern Midship extra large 1 - Front 1 large 1 - - medium 3 1 1 small 23 5 - Among them, only the 綱司 and 菊一 wooden logs were found in two regions, stern and front. However, the amount of lifting varies greatly by area. 綱司 wooden logs were found 106 in the stern and only 4 in the front. 10 菊一 wooden logs were found in the stern and only one in the front. In the center of the hull, only wooden logs, which correspond to five small shippers and one medium shipper, were found. This seems to mean the fact that the front, stern, and midship of the hull are separate loading spaces. In particular, the stern and the center are clearly distinguished by the structure of the hull. The cargo compartment on the stern side is connected to the cabin, and there are relatively few crew members entering and leaving during the voyage. On the other hand, the central cargo compartment of the hull is frequently accessed by sailors while sailing, and access is easy. Therefore, the cargo of the shipper with relatively low status or low capital would have been shipped in the center of the hull. Second, Table 6 summarizes the types of cargo among wooden logs lifted from the stern.5 Most of the remaining wooden books not listed in the table had only the date recorded, and some of the others were damaged or could not be checked. 5 What was found between Ⅷ and Ⅶ was incorporated into the stern because the Shinan ship sank while tilted to front 8 �Name on wooden log Table 6. Names and quantities of wooden logs found in the stern contents volume 綱司私 七十三包六百內 45 綱司私 七十三包內 1 綱司私 二包內(行妙?) 1 綱司私 藥五種八十 1 東福寺 十貫公用 32 東福寺 大錢六貫 1 東福寺公物 大錢五貫 6 釣寂庵 十二文 1 (釣寂庵)至治三年 陳皮五十五斤 1 (釣寂庵)至治三年 大錢捌貫文(釣寂庵??) 1 (釣寂庵)至治三年 ~貫文?? 1 (釣寂庵)至治三年 十二貫子 1 (釣寂庵)至治三年 大捌貫文 1 一田早米 十貫 6 一田早米 大錢 2 一田早米 大錢五貫文 1 一田早米 大錢六貫文 4 一本 八貫五百? 1 八郞 大錢 2 とう二郞 大錢 2 松 菊得 十二貫 4 松 菊得 五貫十二貫文大錢 1 十貫文道阿於分 九十貫內 4 正悟 陳皮二十七斤 1 敎仙 十貫文 1 敎仙 十二貫文 1 敎仙 筥岐奉加십貫 1 (불명)勸進聖 筥岐奉加십貫 1 菊一(이하불명) 自分九百 2 妙行 十貫?? 1 子哲 十一貫 1 得法 十貫文 1 福 四斗 11 (敎正??) 北米七斗 2 秀忍 十二貫文 1 敎仙 十貫文筥岐奉加錢 1 戒心 三斗 1 The names and quantity of wooden logs found in the front are shown in Table 7 below. Table 7. Contents and quantity of wooden logs found in the front. name content volume 綱司私 五月十一日 4 十貫菊一 ?月?日 1 Except for one wooden log found in the front, all wooden logs that could identify the cargo were found in the stern. In particular, no wooden log was found in the midship to identify cargo. 9 �It is quite meaningful that no coin-related wooden log was found in the center of the hull, where 6,783 kg, about 40% of the total coin volume, was found. In particular, considering that the coin is loaded under the hull, which is not severely lost, not all wooden logs representing the shipper of the coin would have been lost only in the center of the hull. It is worth noting that none of the Gangsa's wooden logs indicates the possession of coins. The contents of the cargo can be checked among the Gangsa's wooden logs, except for one ‘藥五種八十’ wooden log, all of which contain the letter "po (包)." In addition, only the date is recorded in the list of Gangsa’s names. Therefore, the Gangsa would not have shipped any coins at all, or the entire coins shipped in a particular cargo hold would have belonged to the Gangsa. Of course, the coin loaded in the center of the hull may not belong to the Gangsa. It may be a public cargo in the sense of corresponding to the Gangsa or Gangsa 'sa(means private)' However, most of the wooden books with Dongboksa, which appear to be public cargo corresponding to the Gangsa6, recorded the possession of coins. Therefore, the coin shipped in the center is thought to belong to the Gangsa. Of course, only the date recorded in the Gangsa's wooden logs may indicate the possession of the coin. However, most of the wooden logs that are not those of the "Gangsa'' are written to imply that cargoes such as "gwan (貫)" and "jeon (錢)" are coins. Therefore, it seems that the "Gangsa '' wooden log, in which only the date is recorded, is intended to indicate that it is the shipper of separately packed cargo such as wooden boxes, not coins. This is because if the "Gangsa '' wooden logs, which records only the date, records the possession of the coin, there should be a word related to the coin as seen in other wooden logs. Therefore, the coin in the center of the hull seems to belong to the "Gangsa''. This also shows how the cargo shipped by the "Gangsa" was packaged and shipped. The list of "Gangsa" can be divided into two categories: recording only the date and recording the contents such as medicine and po (包). Among them, "medicine (藥)" appears to have been packaged in cloth, boxes, or ceramics, "po (包)" is wrapped in cloth, and only the date recorded seems to have been attached to the packaging in boxes or ceramics. IV. CONCLUSION As a result of classifying the status of the lifting of relics by the Shinan ship area, ceramic relics were lifted in large quantities in all areas. Living artifacts were mainly found in the center and stern of the hull. In addition, food items that appeared to be trade items were shipped to the front while being stored in brown glazed ware and earthenware. On the other hand, many coins and metal tablets were found in the stern. In addition, almost all of the large-scale lifting of 'Gangsa' and 'Dongboksa' wooden logs were found in the stern. Most of the wooden logs found in small quantities for each shipper were found in the center of the hull. Therefore, it is thought that large-scale shippers mainly shipped coins and medicinal materials to the stern, and small-scale shippers mainly shipped ceramics and coins to the center of the hull. It is unclear how many wooden logs have been lost, but it is possible to guess that at least thousands of wooden logs have been lost. However, there are about 30 shippers who can be confirmed by letters or symbols recorded on 320 wooden logs and several wooden boxes. However, it is estimated that more than 40 times the number of wooden logs have been lost, even considering only the coins loaded on the stern. Therefore, even considering the number of shippers of coins shipped to the stern, it is 6 All but one wooden book have a common character 10 �estimated that the number of shippers who shipped cargo to the Shinan ship far exceeds the maximum number of people on board7, which is estimated to be about 200. It is therefore certain that the number of shippers was much larger than the boarding capacity. Therefore, the shipper of the Shinan ship cargo would have consisted of a person on board the Shinan ship and a number of investors who requested the purchase of the cargo. The passengers would have been in charge of purchasing and transporting the goods on behalf of a large number of investors. In addition, unlike Japan, which consists of a large number of passengers and a large number of investors, the Yuan Dynasty side seems to have been in charge of the purchase and transportation of products by a single subject called Gangsa. It seems that the Gangsa 's economic power was that strong, or that a nearly complete form of joint venture-agent trade was conducted, in which a large number of investors invested only capital and allocated capital and profits if trade succeeded. Alternatively, it may be in the form of receiving dividends in kind purchased from Japan after investing capital. Among the wooden logs of the Shinan ship, the most frequently found of the Gangsa 's wooden log was probably due to the largest number of cargoes, but also to the fact that many of the Gangsa 's cargo, including coins, were shipped at the bottom of the stern cargo compartment. Therefore, it is certain that the Gangsa's cargo was shipped first and the cargo of another shipper was shipped. This means that the Gangsa led the trade from the first stage carried out by the Shinan ship. This is especially true because the amount of cargo shipped by the instructor is about 40% of the total based on coins. Therefore, it seems that the instructor did not lease the ship for a price or simply take charge of navigation, but actively participated in international trade with Kamakura. BIBIOGRAPHY Cultural Heritage Authority, “Shinanunder water relics”, Information Papers I, 1983 Cultural Heritage Authority, “Shinan under water relics”, Information Papers Ⅱ, 1984 Cultural Heritage Authority, “Shina nunder water relics”, Information Papers Ⅲ, 1985 Cultural Heritage Authority, “Shinan under water relics”, a comprehensive article, 1988 National Institute of Marine Cultural Heritage , “Shinan ship”, 2006 Kim Byung-geun, “Study of East Asian Trade Relations by Underwater Archaeology”, Ph.D. thesis, Konkuk University Graduate School, 2004. Jo Jinwook, “The Model and Meaning of Trade of the Sinan Shipwreck: Through the Sinan Shipwreck’s Call in Goryeo and Its Purpose”, Journal of Northeast Asian History 55, Northeast Asian History Foundation, 2017 Jo Jinwook, “Archeological study of antiquity from Shianan shipwreck”, Journal of Central Institute of Cultural Heritage 24, Central Institute of Cultural Heritage, 2017 Qin da Shu, ‘Yuan Dynasty maritime trade and issues related to the Shinan ship’, “the 40th anniversary of the excavation of -the Shinan ship wreck”, the National Museum of Korea and the National Museum of Korea, 2016. Keith Muckelroy, 『Maritime Archaeology』, Cambridge University Press, 1979. 7 It varies from researcher to researcher, but scholars estimate that more than 200 people were on board. 11 � 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 Trading with an Agent: Shippers, Carriers and Investors involved in the trade of Shinan ship Description An account of the resource In this paper, the archaeological materials salvaged from the Shinan shipwreck, a fourteenth century Chinese mercantile ship that sank near Shinan islands of South Korea, will be analyzed through correlating the materials found on the Shinan ship to the ancient export routes and manufacturing place of origins. In particular, the locations of which the ship was found, as well as the potential trade routes it undertook, will be studied alongside the items related to the export practices on the Shinan ship. The paper will start by referencing present recordings related to the export location of Shinan archaeological relics recorded in various ways over the past 10 years, such as the Shinan ship excavation report and the site drawings and catalogues of excavated archaeological items. After aligning the reports, excavated items with relevant historical facts, the paper will proceed to the analysis of the structure of the ship, of which the hull will be studied through three divided areas, spanning through the structure of the hull and to the wooden log. Based on these standards, the paper argues that the export points (i.e. locations of exporting of which the Sinan ship had passed by) can be studied by correlating the quantity of various excavated materials found that are manufactured in those regions. The paper will also explore the correlation between the results of such alignment and focus specifically on the export status and shipping practices by analyzing the status of the wooden logs. In terms of the overview of the Shinan ship area and its salvaged items, it is noted that many ceramic relics were lifted from the site area in large quantities in all areas of the Sinan islands. Most salvaged artifacts were mainly found in the center and stern of the hull. In addition, food items that appeared to be trade items were being stored within brown glazed ware and earthenware. Meanwhile, many coins (A.D. 1~A.D. 14) and metal tablets were found in the stern. The paper recognized the above artifacts and is going to match these finds with the condition of the wooden logs. For instance, almost all of the large-scale lifting of 'Gangsa (강사)' and 'Dongboksa (동복사)' wooden logs were found in the stern. In the center of the hull, only the shipper's wooden log, which is generally believed to have shipped small cargo, was found. Therefore, it is thought that large-scale shippers mainly shipped coins and medicinal materials that were often stored at the stern, and small-scale shippers mainly shipped ceramics and coins, of which the items were found at the center of the hull. The paper will also mention that the trading export practice involved on the Shinan ship cargo would have consisted of a person (captain and agent for shippers) on board at the Shinan ship, and a number of investors who requested the purchase spaces offered in the cargo. The passengers would have been in charge of purchasing and transporting the goods on behalf of a large number of investors. In addition, unlike Japan, which consists of a large number of passengers and a large number of investors, the Yuan Dynasty side seems to have been in charge of the purchase and transportation of products by a single subject called Gangsa. Therefore, it seems that the instructor did not lease the ship for a price or simply take charge of navigation, but actively participated in international trade with Kamakura. Creator An entity primarily responsible for making the resource Jinwook Jo 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. Jo, Jinwook . 2023. “Trading with an Agent: Shippers, Carriers and Investors involved in the trade of Shinan ship.” Edited by Jennifer Craig, Jay Mok, and T. Kurt Knoerl. 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/1983 Asia-Pac Session 7 2023 https://apconf-much.org/proceedings/files/original/59728da96eba5bc125b182b48dd6e43a.pdf 6cfd54f1008a83d369c939149c859f4c PDF Text Text Traditional island Southeast Asian watercraft in Philippine archaeological sites Ligaya S.P. Lacsina1 Abstract The seas of island South East Asia have long been an aid rather than a hindrance to movements within the region and among close neighbours. Many shared cultural traits show evidence of maritime connections within the region. As has been revealed by archaeology, historical accounts and ethnography, a boatbuilding tradition likewise emerged out of island Southeast Asia. At least three examples of such watercraft have been identified in Philippine archaeological sites, all of which predate Spanish colonization. While the remains of these sites were documented and recorded, little comprehensive research has so far been done from these sites to form a cohesive study on the ancient maritime culture in the Philippines and interactions with its Southeast Asian neighbours. This paper seeks to present the known examples of Southeast Asian boats in the archaeological record, ethnographic and regional parallels, and discuss the potential of future inquiries into revealing more of the Philippines’ maritime past. Introduction The seas of island South East Asia have long been an aid rather than a hindrance to movements within the region and among close neighbours. Archaeologists have revealed ample evidence of the active maritime networks in the region that existed from at least 5,000 years ago, at the beginning of the Austronesian migration that spread throughout all of insular Southeast Asia and most of the Pacific (Bellwood 1985; Bellwood 1991; Bellwood 1995; Bellwood and Dizon 2005; Horridge 1995; Reid 1988; Ronquillo 1998; Scott 1994; Solheim 1988; Solheim 2006). As pointed out by linguists, archaeologists, and anthropologists, shared cultural traits such as language, agriculture, animal husbandry, and pottery-making are evidence of the Austronesian maritime connection. Likewise a boatbuilding tradition emerged out of island Southeast Asia but scarcely addressed in archaeology and history subjects. Based on a 17th account by a Spanish priest in the Philippines, Alcisco Alcina (1668 translated by Horridge 1982), boatbuilding at the time was shown to favour the shell-first technique of joining planks edge-to-edge using wooden dowels and lashed lugs. Similar construction techniques are in evidence from regional neighbours, such as southern Taiwan (Hornell 1920; Horridge 1982), Indonesia (Horridge 1982), and Malaysia (Evans 1927; Manguin 1993). In some parts of Indonesia the tradition still persists despite the presence of modern influences (Horridge 1982). In the Philippines at least three sites have been discovered which confirm the historical information and show that this technique was used in the archipelago hundreds of years prior to the European contact in the 16th century Common Era (CE). 1 Museum Researcher I, Archaeology Division, National Museum of the Philippines �This paper seeks to present the known examples of Southeast Asian boats in the regional parallels of the archaeological and ethnographic record, as well as discuss the potential of future inquiries into revealing more of the Philippines’ maritime past. Traditional island Southeast Asian Watercraft Studies have shown that active trading networks within island Southeast Asia began during the Neolithic period at least 5,000 years ago (Bellwood 1985; Bellwood 1991; Bellwood 1995; Bellwood and Dizon 2005; Horridge 1995; Reid 1988; Ronquillo 1998; Scott 1994; Solheim 1988; Solheim 2006). Long distance sailing technology in the region must have appeared much earlier, with the peopling of Australia through Southeast Asia some 40,000 years ago (Green 2006). Early insular Southeast Asian vessels were built shell first (Manguin 1993). Their construction used the lash-lugged technique to fasten ribs to planks. The planks were joined to each other by either sewing or edge pegging with wooden dowels. Pierre-Yves Manguin (1993) has posited that plank sewing was an earlier technology that was eventually replaced by dowel edge pegging. A decade earlier, Adrian Horridge (1982:56-57) argued the need for metal tools to drill the holes needed for edge pegging with dowels while the sewing technique did not. Doweling was thus a later development. We see however, that in several instances plank sewing still persisted at the time the practice of dowelling had been established. Metal was not used for joinery in traditional Southeast Asian boats (Horridge 1982; Manguin 1993; Scott 1981). Historical accounts Very few historical accounts have been found to exist describing the boats in the Southeast Asian region, much less the techniques utilized in their construction. An 8th century Chinese text by a Chinese monk described a large sailing kunlun bo (Southeast Asian ship) more than fifty meters long and carrying more than 1,000 people (Manguin 1993:262). The kunlun bo used several layers of planks and coconut bark fibres to bind its parts together (Manguin 1993:262). A 14th century CE Chinese document written by Wang Ta-yuan observed boats in Madura that used split rattan to fasten the wood together and cotton wadding to plug seams (Scott 1981:6). More detailed accounts were produced with the coming of the Europeans in the 16th and 17th centuries CE. Portuguese 16th century CE accounts described Sumatran trading ships, referred to as jong (or jonque) as being larger than their own and able to carry 1,000 passengers (Manguin 1993). The planks and frames of the jong were fastened exclusively by wooden dowels. The ship’s hulls were sheathed, had multiple masts and used quarter rudders (Manguin 1993). Antonio Pigafetta, who chronicled Ferdinand Magellan’s voyage to Southeast Asia, wrote in 1521 of outrigger boats using wooden dowels (Pigafetta MS 1522 in Blair and Robertson vol 33:225; Scott 1981:6). In 1526, Andres de Urdaneta described rowers positioned over the outriggers that extended over the sides of the vessels (Scott 1981:6, 16-17) . The most comprehensive account of boatbuilding techniques of the time was by Alcina, who in his 1668 writings described the step by step shell-first construction of a large plank boat in the Visayas, Philippines (Alcina 1668 in Horridge 1982:5-29; Scott 1981:11-17). After preparing a keel connected by mortise to the stem and stern posts, �carved planks with protruding lugs were attached edge to edge by wooden dowels. The shape of the garboard strakes determined the size and form of the boat. When several strakes were attached the partial boat was allowed to dry completely for one to two months. After this period, the boat was dismantled and refitted tightly. Flexible ribs were lashed to drilled holes in the lugs and to thwarts which were added to strengthen the boat crosswise. Alcina described plank boats that used bamboo outriggers, at least one tripod mast and quarter rudders. During that period Alcina noted that the use of double outriggers was seen only in the Philippines though single outriggers were used with canoes of the Pacific islands (Horridge 1982:22, 56-57). The Alcina manuscript is a valuable resource for the thorough descriptions of boat construction methods, boat types, tools, and terminologies used in 17th century Philippines. Archaeology The oldest example of a Southeast Asian boat in the archaeological record was discovered in Pontian in the Malay Peninsula and dated to 260-430 CE. The Pontian boat is characterized as being sewn-planked and lash-lugged(Manguin 1993:256). Wooden dowels were also used, presumably to keep the strakes from sliding. Manguin (1993) considers the combined Pontian boatbuilding techniques of sewn planks, dowelling and lashed lugs to be of a transitional boatbuilding tradition between the earlier tradition of sewn planks and lashed lugs and the later tradition of edge pegging and lashed lugs. Other examples of sewn plank boats were found in Indonesia, particularly in Medan, North Sumatra and Sambirejo and Kolam Pinisi in South Sumatra (Manguin 1993:). Recovered from the sites were badly degraded planks. The boat in Medan was dated to the 12th-14th centuries CE based on associated ceramics (Manguin 1993). The Sambirejo timber was radiocarbon dated to 610-775 CE. Wood remains at Kolam Pinisi were radiocarbon dated to 434-631 CE (Manguin 1993). Numerous types of boats have been noted throughout the islands of the Philippines since the historical period (see Orillaneda and Ronquillo this volume). Boat and ship remains found and studied in Philippine archaeological sites however have predominantly been of South China or European origin. Only a few remains have been found to display characteristics of island Southeast Asian design. Butuan boats In the mid-1970s, the so-called Butuan Boats were discovered under flood deposits in Butuan City, southern Philippines (Peralta 1976). According to reports and articles over the years, a total of nine Butuan boats were found accidentally during infrastructure works or by the probing rods of pot hunters in search of wooden coffins containing valuable grave goods (Clark et al. 1993; Green et al. 1995; Ronquillo 1987; Ronquillo 1997; Salcedo 1998; Scott 1981). An additional two boats may have since been found (Cembrano 1998) though this has yet to be confirmed. �Figure 1. The remains of Butuan Boat 1 on display at the Balangay Shirine in Butuan City (photo by author). Only three of the boats have been studied archaeologically and recovered: boat no. 1 (figure 1), currently on display in the Balangay Shrine in Butuan City which is adjacent to where it was recovered; boat no. 2, which has been partially reconstructed and is on exhibit at the National Museum in Manila; and boat no. 5, which is currently undergoing restoration and conservation treatment at the Balangay Shrine. A few timbers and broken planks of boat no. 4, which were recovered by pot hunters, are also stored at the Shrine. Most of boat no.4 however remains in situ. The three archaeologically excavated boats were radiocarbon dated to 320 CE, 1250 CE, and 1215 CE, respectively (Ronquillo 1987). While the 900 year disparity of boat no.1 with �boats no.2 and no.5 has been cause of some uncertainty. The Butuan boats are undoubtedly the oldest water craft in Philippine archaeology (Cuevas, et al. n.d.; Ronquillo 1987; Salcedo 1998). Though the remains of the vessels are incomplete, they are calculated to average fifteen to twenty meters in length, three to five meters in beam, and exhibit several of the building techniques described by Alcina with edge joined planks and lashed lugs (Alcina in Horridge:9-14; Scott:13-14). Planks of the Butuan boats were cut and carved from a single piece of timber and attached by scarfed joints to winged stem or stern pieces (Clark et al. 1993; Cuevas et al. n.d.). Though round or flat bottomed and using a center plank, they are frequently referred to as balangay (or balanghai), which use a true keel or dug-out keel (Scott 1981). Gujangan wreck The heavily looted Gujangan wreck was found in the waters off Gujangan Island, Sulu province, southern Philippines (Cuevas, et al. n.d.). The wreck, dated to the 15th-16th century CE based on its ceramic cargo, was only briefly inspected by archaeologists in 1998 (Cuevas, et al. n.d.). Plank remains show drilled holes along its sides and bored lugs, indicating the edge pegging and lashed-lug construction technique. They are remarkably similar to the Butuan boat planks (figure 2).The Gujangan hull was left in situ, though several pieces of timber were recovered for sampling. Figure 2. Gujangan wreck plank showing a drilled lug and holes for dowels (Photo by author). San Isidro wreck In 1996, in the waters of San Isidro, Zambales province in the northwest Philippines, a vessel approximately 15 metres long carrying Ming Dynasty Chinese ceramics (circa 16th century CE) was discovered. It was postulated that the San Isidro acted as transport service for larger vessels that were unable to moor closer to shore. Though much of the hull was obscured by cargo and concretions, small pins were observed (Cuevas et al n.d.). The San Isidro plank remains (figure 3) indicate that it may have �been clinker built with dowels and sewing (Santiago 1996). This, however, needs to be verified by additional site inspections. Figure 3. Drawing of San Isidro plank remains (Goddio 1996). The San Isidro keel and planks were recovered for documentation, but returned to the site and reburied due to the difficulty of waterlogged wood conservation (F. Goddio pers. comm. 2011; Rey Santiago pers. comm. 2010). Other sites Preliminary studies are underway for the remains of a round bottomed boat recently exposed by erosion in Caoayan, Ilocos Sur in the Northern Philippines (see Faylona et al. this volume). Interviews with the local community indicate that the boat is a biray (or viray), a traditional sewn-plank boat of northern Luzon estimated to be around 100 years old (Pamela Faylona pers. comm.; Germelina Goulart pers. Comm. 2011). At least two other underwater sites in Mindoro and Marinduque in southern Luzon are reported to be balangays (Brian Homan pers comm 2010), but have not been fully examined. Contemporary examples A few island Southeast Asian boat builders have continued practicing traditional techniques long after the introduction of western-boat and shipbuilding practices (Horridge 1982). It has been through the study of contemporary Indonesian boat builders (Horridge 1982: 49-55), for example, that numerous clues were taken to help interpret the fragmented and deteriorated timber found in archaeological sites (Horridge 1982; Manguin 1993; Scott 1981). �In Batanes, the northernmost Philippine province, the tataya is built shell first. Ricardo Galang (1941) described it as carvel built without the use of any iron nails. It is edge pegged and fastened by lugs to frames with rattan lashing. The tataya is remarkable in contemporary Philippine boats because it does not make use of outriggers. Austronesian speakers of southern Taiwan make use of the same boat technology, demonstrating the continuing cultural ties between the two locations (Cuevas et al n.d.; Galang 1941; Horridge 1982). Recently, in a project called Voyage of the Balangay, a group of Filipino adventurers sailed replica balangays modelled partially after the Butuan boat remains and built by traditional Sama-Badjao boat builders of the southern Philippines (Voyage of the Balanghai 2010). The first replica, named the Diwata ng Lahi, was completed in less than two months in mid-2009 using traditional tools with the exception of electric powered drills. The Diwata ng Lahi travelled from Manila to Mindanao sailing along the country’s western coast. Two more balangays were built, and the three vessels, sailing without outriggers, travelled throughout the southern Philippines, before sailing to the rest of Southeast Asia and back. The entire voyage was completed in early 2011. The Diwata ng Lahi is currently on display at the National Museum in Manila. The balangays were built using dowels to fasten planks together. However, unlike the Butuan boats which used one piece of wood for each plank, the balangays used several scarfed timbers to form the strakes. This was due to the scarcity of suitable hardwoods (Rey Santiago pers. comm. 2011). Consequently, dowels or metal fastenings, rather than lashings were needed to directly join the frames to the planks to increase strength. Unlike the Butuan boats, the balangays were built with keels and used stem- and sternposts rather than winged ends. During the voyage, when repairs were needed and wooden dowels were unavailable, iron fastenings were used. Many traditional boat builders of island Southeast Asia have begun to adapt modifications to their building techniques, as illustrated in the Voyage of the Balangay project, either out of necessity or to simplify work. Traditional boatbuilding in the region is thus rapidly declining. In the Philippines, it is interesting to note that where traditional boatbuilding has persisted are in the remote extreme northern and southern parts of the country (Abrera 2009; Cuevas, et al. n.d.). Future research Future research should involve the re-examination of traditional island Southeast Asian watercraft remains in Philippine archaeological sites. Specific goals should include the radiocarbon dating of the unexcavated Butuan boats, precise recording and documentation of the unexcavated Butuan boats and the hulls of the San Isidro and Gujangan wrecks; and to make a thorough comparative study of the remains. Field research would entail, at least, partial excavation of the sites in order to expose portions of the hulls enough for documentation. There is however, the inclination by a number of groups, to recover at least one of the remaining Butuan boats for the purpose of exhibition and raising public awareness on the importance of the boats in the Philippines’ maritime heritage. If this is the case, a tremendous amount of resources for the treatment and conservation of waterlogged wooden remains is required. Discussions with the Butuan branch museum staff suggested that boat no. 4 would be �the best option for excavation and recovery based on observations made when it had been partially exposed by pothunters (Lacsina 2011). The other boats may be test excavated to determine their condition and to assess whether more extensive excavation is merited. As the remaining sites are not monitored and within private land, boats no.7, no.8, and no.9 have likely been greatly damaged by pothunters or during fishpond construction, illustrating the dangers of leaving known boat sites unprotected. A significant amount of knowledge can still be attained with the archaeological study of the remaining Butuan boats. Thorough documentation and recording of the hull remains would entail the excavation of the sites in order to expose portions of the hulls. Wood samples would have to be taken for dating purposes as this could confirm or refute the early 320 CE date of boat no.1. The greatest challenge in archaeological excavation in the Butuan area is the high water table, which is less than 1 meter from the ground surface. In previous excavations, water pumps were utilized almost continuously. There is also the considerable problem of determining the exact locations of the remaining boats. A recent site visit showed that exact and precise locations could not be confirmed as this was attempted by memory (see Stead and Dizon this volume). At least two of the boats, no.6 and no.8, were either inaccessible due to heavy vegetal growth or had been disturbed when fishponds were constructed in the area. The location of boat no. 9 is not marked on site maps and is likewise unknown to the present staff of the branch museum. The site of boat no.7 bore evidence of pot hunting activities, with a number of open excavation pits visible. Probing the ground with the use of metal rods or sonda, as practiced by pothunters when the boats were first found in the 1970s and 1980s can be used to confirm the presence and extent of the sites in preparation for archaeological excavation. Remote sensing technology may also be utilized for more accurate results but at a much greater expense. Neither the Gujangan nor San Isidro sites have been re-examined since the initial investigations more than ten years ago. At this point, their present conditions are unknown. The boat remains off the Mindoro and Marinduque islands must also be located and examined, as with other reported old boat sites. Surveys may be taken throughout the Philippines for finding other instances of traditional watercraft remains. Discussion Philippine maritime archaeology has thus far focused on international trade networks and ceramic studies, having put much emphasis on preserved cargo of which thousands of pieces have been found from single sites. The study of Philippine ship and boat technology from archaeological sites, however, is a topic that can benefit from more thorough studies. In spite of the presence of archaeological resources, very little research has been done with the aim of comprehensively investigating the traditional Southeast Asian boats in the Philippines. The existing research on the Butuan Boats, for example, was meant to be only preliminary in nature, pending more comprehensive studies in the future that have yet to occur. The San Isidro and Gujangan wrecks have likewise not been suitably utilised to enrich knowledge of Philippine maritime culture. �The data that will be generated from the research will add significant understanding to indigenous Philippine and island Southeast Asian boatbuilding techniques. Bibliography Abrera, B., 2009 Alcina, A., 1668 Bellwood, P., 1985 Bellwood, P., 1991 Bellwood, P., 1995 "Keeping a Sama Tradition Alive", in Philippine Daily Inquirer, Manila, June 6, 2009. Historia De Las Islas Eindios De Bisayas, Muñoz transcript. Biblioteca de Palacio, Madrid. “A Hypothesis for Austronesian Origins”, in Asian Perspectives XXI. “The Austronesian Dispersal and the Origin of Languages” in Scientific American Vol. 265 70-75. “Austronesian Prehistory in Southeast Asia: Homeland, Expansion and Transformation” in: Bellwood, P., Fox, J. J., and Tyron, D., (Eds.), The Austronesians. Australian National University, Canberra. and “The Batanes Archaeological Project and the ‘Out of Taiwan’ Hypothesis for Austronesian Dispersal”, in Journal of Austronesian Studies, 1,1, pp.1-32. The Philippine Islands, CD-ROM edition, E.A. Defensor 2000. Bellwood, P., Dizon, E., 2005 Blair, J.A., and Roberson, E.H. 1903 Clark, P., Green, J., Vosmer, T., and Santiago, R. 1993 Cuevas, M. A., Ronquillo, W., and Santiago, R., n.d. Evans, I. H. N., 1927 Galang, R.E., 1941 Goddio, F., 1996 Green, J., 2006 Green, J., Vosmer, T., Clark, P., Santiago, R., and Alvarez, M., 1995 “The Butuan Two Boat Known as a Balangay in the National Museum, Manila, Philippines”, in The International Journal of Nautical Archaeology, 22. Boat Building Traditions in Pre-18th Century Philippines, ASEAN-COCI, Kuala Lumpur, Malaysia, pp. 20. “Notes on the Remains of an Old Boat Found at Pontian” in Journal of the Federated Malay States Museum 12, 93-96. “Types of watercraft in the Philippines” in Philippine Journal of Science, 75,3, pp.287-304. San Isidro ’97: Excavation;s preliminary report and ceramics study “Nautical Archaeology in Australia, the Indian Ocean and Asia” in (eds.) Mark Staniforth and Mike Nash, Maritime Archaeology: Australian Approaches, Springer, pp. 97-109. “Interim Report on the Joint Australian-Philippines Butuan Boat Project, October 1992”, in The International Journal of Nautical Archaeology, 24, pp.177-188. �“The Outrigger Canoes of Indonesia”, in Madras Fisheries Bulletin 12, pp.43-114. The Lashed-Lug Boat of the Eastern Archipelagoes, the Alcina Ms and the Lomblen Whaling Boats, Trustees of the National Maritime Museum. “Austronesian Conquest of the Sea”, in The Austronesians: Horridge, G.A., Historical and Comparative Perspectives, ANU Press, pp.1431995 160. Butuan Boats Site Visit, report, National Museum of the Lacsina, L., Philippines 2011 Manguin, P.Y., “Trading Ships of the South China Sea. Shipbuilding 1993 Techniques and Their Role in the History of the Development of Asian Trade Networks” in Journal of the Economic and Social History of the Orient 36, pp.253-280. Balanghai:Ancient Asian Boats Unearthed, report, National Peralta, J., 1976 Museum of the Philippines, Manila. Southeast Asia in the Age of Commerce 1450-1680: Volume Reid, A., One: The Lands Below the Winds, Silkworm Books. 1988 Ronquillo, W. P., “The Butuan Archaeological Finds: Profound Implications for Philippines and Southeast Asian Prehistory” in Man and 1987 Culture in Oceania, pp.71-78. “Butuan Boats” in Delgado, J. P., (Ed.), Encyclopedia of Ronquillo, W. P., underwater and maritime archaeology, British Museum Press, 1997 London, pp. 79. “The Austronesian Connection” in Kasaysayan. The Story of Ronquillo, W. P., the Filipino People, Asia Publishing Company Limited, Hong 1998 Kong, pp. 261-274. “The Ingenious Filipino Boat” in Kasaysayan. The Story of the Salcedo, C. G., Filipino People, Asia Publishing Company Limited, Hong 1998 Kong, pp. 207-219. Preliminary Observation (San Isidro Wreck). National Santiago, R. A., 1996 Musuem of the Philippines, Manila. Scott, W. H., “Boat Building and Seamanship in Classic Philippine Society” in Anthropological Papers 9. 1981 Barangay: Sixteenth-Century Philippine Culture and Society, Scott, W. H., 1994 Ateneo de Manila Press, Quezon City. Solheim, W. G., “The Nusantao Hypothesis: The Origin and Spread of Austronesian Speakers” in Asian Perspectives XXVI, pp.771988 88. Archaeology and Culture in Southeast Asia: Unraveling the Solheim, W. G., Nusantao, University of the Philippines Press, Quezon City. 2006 Voyage of the " Voyage of the Balangay", last accessed August 10, 2011 on Balanghai the World Wide Web address: http://www.balangay20 voyage.com/index.php. Hornell, J., 1920 Horridge, G. A., 1982 � 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 Traditional island Southeast Asian watercraft in Philippine archaeological sites Subject The topic of the resource Session 4 The archaeological study of ships’ cargo, hull, and maritime infrastructure Description An account of the resource The seas of island South East Asia have long been an aid rather than a hindrance to movements within the region and among close neighbours. Many shared cultural traits show evidence of maritime connections within the region. As has been revealed by archaeology, historical accounts and ethnography, a boatbuilding tradition likewise emerged out of island Southeast Asia. At least three examples of such watercraft have been identified in Philippine archaeological sites, all of which predate Spanish colonization. While the remains of these sites were documented and recorded, little comprehensive research has so far been done from these sites to form a cohesive study on the ancient maritime culture in the Philippines and interactions with its Southeast Asian neighbours. This paper seeks to present the known examples of Southeast Asian boats in the archaeological record, ethnographic and regional parallels, and discuss the potential of future inquiries into revealing more of the Philippines’ maritime past. Creator An entity primarily responsible for making the resource Ligaya S.P. Lacsina Date A point or period of time associated with an event in the lifecycle of the resource November 2011 Asia-Pac Session 4 https://apconf-much.org/proceedings/files/original/48863594340c79715ec886364c78ae39.jpg 3cb97ca1191293e8121aae397c3e924d 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 Poster Session 2014 Description An account of the resource Posters presented at the Asia-Pacific Regional Conference on Underwater Cultural Heritage Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. 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 Treatment of composite artefacts involving wood and unstable salts as pyrite for the conservation of shipwrecks and wooden maritime structures Description An account of the resource Poster presented at the Asia-Pacific Regional Conference on Underwater Cultural Heritage 2014 Creator An entity primarily responsible for making the resource Gilles Chaumat Bénédicte Caillieret Thimothée Bochaton Asia-Pac Poster 2014 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 Turiang: A Fourteenth-Century Shipwreck in Southeast Asian Waters / Sjostrand, Sten. Creator An entity primarily responsible for making the resource Roxanna M Brown Publisher An entity responsible for making the resource available Pacific Asia Museum 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 Book Zotero Author Roxanna M Brown Item Type Book ISBN 1877921173 Date A point or period of time associated with an event in the lifecycle of the resource 2000 Library Catalog OCLC WorldCat FirstSearch Place Pasadena, CA Publisher An entity responsible for making the resource available Pacific Asia Museum Short Title Turiang Title A name given to the resource Turiang: A Fourteenth-Century Shipwreck in Southeast Asian Waters / Sjostrand, Sten. Southeast Asia https://apconf-much.org/proceedings/files/original/0a36a3b45e4521e7f15f2f6bed1be635.pdf 7c44b92117a636ce61329265eb46c3ee 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 11: Maritime and Underwater Archaeology of the Indian Ocean Region Subject The topic of the resource Session 11 papers Description An account of the resource Abstract Maritime archaeology, a new branch of social sciences, took its birth in the Mediterranean Sea in the 19th century and academically it began after 1950. Maritime archaeology is also known as ‘underwater’, ‘marine’ and ‘nautical’ archaeology. All are valid terms for different aspects. One aspect of Underwater Archaeology is the study of the past through submerged remains such as shipwrecks, habitations and ports. Maritime Archaeology, while being similar to ‘Underwater Archaeology’, goes beyond waterscape, because it includes all related disciplines covering maritime and nautical archaeology. In the recent past, the new nomenclature ‘Hydro-archaeology’ has been coined to include all aspects of maritime archaeology where water plays a great role. Taking into consideration the importance of maritime archaeology, many universities, research institutes and professional societies have introduced maritime archaeology in their regular curriculum and are carrying out explorations and excavations and offer training to researchers, students and amateurs. Maritime archaeological studies have been carried out all over the world, except a few countries, either by the respective states or by state sponsored or private or international organizations. Taking into account the relevance and wider prospective of maritime archaeology, papers dealing with recent researches on maritime and underwater archaeology and allied disciplines are considered in this session. Studies on shipwrecks, sources on maritime archaeological studies, ports and trade routes, traditional boatbuilding technology, anchors are welcome. Session Organizer: Sila Tripati 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 Creator An entity primarily responsible for making 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 Two Arabic Epigraphs found from the Ancient Port at Ambalangoda, Sri Lanka Description An account of the resource The ancient port Ambalangoda is located in No 85 – Patabandimulla Grama Niladari Division (GND) of Ambalangoda Secretariat Division (SD), Galle District, Southern Province, Sri Lanka. Three groups; the Archaeology, Maritime Archaeology, and the Harbour Development Project have worked on the Maritime Archaeological activities in the Ambalangoda port from 1998 to 2012. The Ambalangoda harbor development project was carried out in 2007. While digging the sea bed they unearthed several types of artifacts, discovering 5 copper alloy plates, which were a remarkable find from the site. A notable thing which can be seen is two Arabic epigraphy in the reverse of the copper plates number 2 (2007/SL/S/AMBA/02) and 5 (2007/SL/S/AMBA/05). The Translation of the Epigraphy is (Arabic) (منح له سيد عبد الرب / Manehe Lahu Sayyid Abdul Rabb) “Mr. Abdul Rabb Awarded to him”. Ceylon was early known to the Arabs on account of its pearl-fisheries and trade in precious stones and spices; Arab merchants had formed commercial establishments there centuries before the rise of Islam. This Arabic letter had been written without dotting, it reveals an early era before Islam, because after Islam is introduced, dotting to Arabic was introduced to make it easy to recite the Holy Quran. Here this Arabic letter was written without dotting, its meaning is: “Mr. Abdul Rabb Awarded to him”, (منح له سيد عبد الرب), (Manehe Lahu Sayyid Abdul Rabb). Therefore, these Epigraphical evidences reveals the historical maritime relationships between Ceylon and Arabic countries. Creator An entity primarily responsible for making the resource Mahinda Karunarathna, Mohamed Sulthan Mohamed Saleem 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. Karunarathna, Mahinda, and Mohamed Sulthan Mohamed Saleem. 2021. “Two Arabic Epigraphs found from the Ancient Port at Ambalangoda, Sri Lanka.” Project and Oceanic Environmental Education Program.” 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/694 Asia-Pac Session 11 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 Two Parallel Naval Guides of the Tenth Century: Qudama's document and Leo VI's Naumachia: A Study on Byzantine and Moslem Naval Preparedness Creator An entity primarily responsible for making the resource Christides, Vassilios 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 Christides, Vassilios Item Type Journal Article Date A point or period of time associated with an event in the lifecycle of the resource 1982 Pages 51-103 Publication Title Graeco-Arabica Title A name given to the resource Two Parallel Naval Guides of the Tenth Century: Qudama's document and Leo VI's Naumachia: A Study on Byzantine and Moslem Naval Preparedness Volume 1 https://apconf-much.org/proceedings/files/original/7f4221a12526523dd542a543130f7e97.pdf c2115accb6ed88866daebe1183e29455 PDF Text Text Types and Characteristics of Ships in the Goryeo Dynasty (918–1392 CE) Jeong Hong-il (Curator, National Research Institute of Maritime Cultural Heritage) ABSTRACT Ships of Goryeo come in various types and purposes, such as military ships like the large Taejo Wang Geon, Jounseon1 merchant ships used for trade with China, Gwaseon2 that defeated pirates from Jurchen, ships used for Japanese expedition and coastal carriers. This paper intends to examine the types, size, and structure of ships depending on internal and external impacts through literature review on archeological ships in Goryeo area, and note changes of ships by period. Based on the literature review and analysis on the use of ships of the Goryeo Dynasty in historical materials, the existence of ships in various types and sizes at that time was confirmed. The size and structure of ships changed due to internal and external influences after the early Goryeo Dynasty. In naval activities the number of ships in operation gradually increases as the types of ships diversify and the role of large ships increase. Jounseon experienced structural developments and decreased in size. These factors of change can be confirmed through frequent naval activities at the time. The change in the naval force was also an important cause of external influences such as Yuan's intervention, Three Elite Patrols’ rebellion, and invasion by Japanese pirates, as well as internal factors such as the maintenance and strengthening of the naval organization and the development of shipbuilding technology. Jounseon appeared as a result of external factors such as Japanese pirates and internal factors such as corruption including private use. Various usages of ships in Goryeo Dynasty could be identified. Through literature review, it was possible to confirm types and changes of ships by period in Goryeo and accordingly, social and economic changes can be identified as well. Military ships operated by the naval forces of the Goryeo Dynasty were not active in the early days and their uses were not mentioned much. However, ships operated by the naval forces have various uses and shapes in the later period. Jounseon and envoy ships appeared in the later period. We expect to hypothesize socio-economic changes of the time based on the changes in the type, size, and structure of ships. Keywords: Goryeo Dynasty, ships, military, cargo INTRODUCTION Goryeo conducted naval activities actively with Later Baekje during the Later Three Kingdoms period. Through these maritime activities, it unified Three Kingdoms and shipping to transport grains to the capital through sea transportation. In the eleventh and twelfth centuries, Goryeo established trade with China during the Song Dynasty (960–1279 CE). In the latter half of the thirteenth century, worked with Mongolia to visit Japan and conducted various maritime activities. This paper examines the nautical archaeology literature to note the pattern and causes of changes including size and structure of ships, and aligns these changes with internal and external influences of Goryeo period. Various usages, types and changes of ships in Goryeo dynasty were identified; and accordingly, social and economic changes. TYPES AND CHARACTERISTICS OF SHIPS IN THE EARLY GORYEO DYNASTY Military ships Daeseon of Goryeo Taejo Taejo used various warships in the naval battle with Gyeon Hwon during the Later Three Kingdoms period. From 903 to 932 CE, the size of the naval forces mobilized by both sides was generally between 70 and 100 ships and around 2,000 to 3,000 soldiers during several naval battles. There is a record of 1 2 Ships used for carrying tax to the capital Ships equipped with spears. 1 �the size of Taejo Wang Geon's battleship in The History of Goryeo I. A) Taejo governed 100 military ships, 10 of which were large Daeseon with the size 16 bo3 to the extent that were big enough to ride a horse. He went to Naju with 3,000 soldiers. The historical record above stated that Taejo had 100 ships built, 10 of which were large ships, and a watchtower was built on the deck to run horses. In addition, even though it is said that the size of the Daeseon was 16 bo4 (Kim 1984, 37), as the length and width cannot be same, the length is assumed to have been 16 bo (96 cheok). Gwaseon After the eleventh century, Goryeo was invaded by the Jurchens from the northeast, and for its defense, the navy was deployed and the Seonbyeongdo department was set up to prepare for the invasion of the Jurchens (History of Goryeo 5. 20th year of King Hyeongjong. Feb.). At that time, the military ship operated by the Goryeo naval forces was Gwaseon. Gwaseon was a representative ship of Goryeo military ships during the reign of King Hyeonjong, and spears were inserted throughout the hull to prevent enemy soldiers from climbing to the deck during close combat. In addition, iron horns were attached to the bow to collide with the enemy ship, breaking the hull and causing it to sink, serving as an assault ship. Jounseon and underwater excavation ship From the beginning of the country, Goryeo installed 13 warehouses throughout the country to transport local taxes. In the 10 warehouses adjacent to the coast had Chomaseons that can carry 1,000 seok5 and 21 and 20 Pyeongjeoseon were placed that can carry 200 seok. The specific size of Jounseon can be assumed from Gyeonggukdaejeon in Joseon Dynasty. Pyeongjeoseon is generally a middle-sized ship and Chomaseon is a large ship. Since the first Goryeo ship was discovered on the seabed of Wando in 1985, several Goryeo ships have since been discovered. Most of these ships sank on route to their destinations, carrying various cargoes including ceramics. The upper structure of the Sibidongpado shipwreck was lost, and only parts of the ship, such as bottom plate, shell plate, bow materials were found (see Kang Won-Chun this session). The ships discovered from underwater showed slight differences by time. In the ships from earlier Goreo period L-shaped connection member exists at the center between lower and external plates, holes were made through half of the lower plate without penetrating the whole lower plate.6 Except for these, the bottom plates are flat and the size of ships are adjusted by row of the bottom plate and connection member. Through the structure of these ships, it is possible to check the changes in shipbuilding technology by comparing the changes in structure with that of ships in later Goryeo Dynasty. TYPES AND CHARACTERISTICIS OF SHIPS IN THE LATE GORYEO DYNASTY Military ships Various types of military ships appeared with various naval activities such as Yuan's intervention, Three Elite Patrols’ rebellion, and invasion by Japanese pirates in the later Goryeo period (late thirteenth to fourteenth centuries). Yuan made two expeditions in 1274 CE and 1281 CE together with Goreyo. The ships built at that time 3 Measuring unit to count the distance. 1 bo = 6 check (1 cheok = 30.3 cm). 5 Measuring unit of volume. 6 Ships excavated from underwater in later Goryeo showed structure that penetrates through the lower part of bottom plate. 4 2 �were made in Goryeo and there were 300 large ships called Gyeongkwaeseon and Geupsusoseon respectively (Kim 1984, 32). The ships for expedition to Japan would be different from existing warships as the ships should cross the ocean far from Goreyo. The first expedition of combined Jurchen and Mongolia forces had 900 warships, and composition and shipboard crews are mentioned in the following historical sources (The History of Goryeo 29. Sixth year of King Chungyeol. Nov.): B) There are a total of 900 military ships and 18,000 should be on 300 ships. The population was decreasing so how did were 300 ships filled? To Japan 126 large ships were not filled. The population was at 15,000 people, including farmers. If these were all mobilized how were the remaining 3,000 people recruited? The record B) is about the military ships and crews preparing for the expedition to Japan in 1281 CE. It is stated that about 18,000 people were required for 300 large ships, indicating that about 60 crews were required per ship. Records confirmed the number of Goryeo military ships at the time include 100 military ships led by Nase and Choi Mu-seon and the oppression of the Mukho Rebellion in Jeju Island during the reign of King Gongmin (The History of Goryeo 44. 23rd year of King Gongmin. Jul.; 113. Choi Young): C-1) Kim Yu was made to the commander to defeat Jeju. There were 314 warships and 25,605 elite troops. C-2) It is said to officials: “If a marshal in a distant region loses with the small number of soldiers, he will be referred to military law. What about those who ran away without fighting, with 50 large warships and 1,000 fighters? Various kinds of military ships in addition to Daeson were utilized in later Goryeo period. Mongchoong7 was used in the naval warfare with Sambyeolcho. It refers to ships damaging the enemy by hitting it, which is one of the representative warships of China with pointed and long hull. Kwaeseon8 is assumed to be small and speedy ship. Geomseon prevented enemies from climbing up the ship by inserting knife without empty space on the board (Goryeosajeolyo 30. third year of Sinwoo. Mar.). Cargo and underwater excavation ships In the Later Goryeo Dynasty, it is shown that small cargo and envoy ships were used. Small cargo ships were developed structurally to minimize the damage from Japanese pirates. It is thought that it was probably transported in several ships rather than transporting a large amount at once. When rice was transported at the request of King Chungryeol, it seems that an average of 100 seok per ship were loaded. This boat is smaller than a pontoon with a capacity of 200 seok. These changes in carriers appear after the latter half of the thirteenth century, when the invasion of Yuan, Three Elite Patrols’ Rebellion, and the plunder of Japanese pirates became extreme. Ships presumed from the late thirteenth century including Mado no. 3 shipwreck (after 1265 CE), Dalido shipwreck (thirteenth to fourteenth centuries), and Anjwado shipwreck (late fourteenth century). Those built in the late Goryeo Dynasty has lower and external plates connected directly without any 7 When general Yang Dong-mu rushed toward enemies with Mongchoong, they were scattered and fled and he could escape as the position was collapsed (History of Goryeo. 104, Kim Bang-gyeong) 8 As Japanese pirates were on defensive, many people fell off the cliff and died. Remaining pirates fled to the sea and stole small ships to run away. Jeon Soyoon and Na Gongeon chased after them with Kwaeseon and killed all enemies and captured 13 (History of Goryeo 134, seventh year of King Woowang Apr.) 3 �connection unit. Over time, the thickness becomes thin and stern became narrow to have sharp hull shape. This shape is related to the speed of ships. This is because advancement of shipbuilding technology possibly related to increased ship speed, in case of robbery of Japanese pirates. FACTORS IN CHANGING SHIPS IN THE GORYEO DYNASTY Ships of Goryeo period changed types and size with internal and external influences such as activity of naval force in Late Goryeo Dynasty, role of Daeseon and way of dealing with Japanese pirate. In Early Goryeo Dynasty, Jounseon belonged to warehouse with Chomaseon and Pyeongjeoseon with its regulations. However, the change in the naval force was also an important cause of external influences such as Yuan's intervention, Three Elite Patrols’ rebellion, and invasion by Japanese pirates, as well as internal factors such as the maintenance and strengthening of the naval organization and the development of shipbuilding technology. Coastal cargo ship was developed to have the sharp shape compared to those in the Early Goryeo Dynasty to minimize the damage from Japanese pirates. The capacity per carrier was about 150 seok in Late Goryeo Dynasty. It was equivalent to or smaller than the loading capacity of Pyeongjeoseon (200 seok). In 1350 CE, at the end of Goryeo period, the raids by pirates became severe nationwide and damage to Jounseon and other cargo ships9 was severe, so transportation was conducted between June and November, which is different from operation rule (February to April). Shipwrecks discovered on the coastal route of the Southwest Sea show structural changes in ships based on the twelfth and thirteenth centuries. First, the existence of L-shape that connects the lower and external plates as shown in the ships in the Early Goryeo Period. Second, existence of Chagaryong. Chagarong is the member of longitudinal strength shown in ships in the Late Goryeo Period. The differences and structural method can be identified as Garyong and Chagaryong holes, these remain in the Dalido shipwreck (the thirteenth to fourteenth centuries) and Anjwado shipwreck (the fourteenth century). Anjwado shipwreck indicates changes in shipbuilding technology in the Early and Late Goryeo period. As reviewed above, Anjwado shipwreck comes with a similar structure to Dalido shipwreck, yet more advanced. Pointedly, the outer plate method and the mast reinforcement. The bottom plate becomes narrow and the line becomes sharp. These changes in shipbuilding technology are attributed to both external reason of expedition to Japan and pirate10 issues and internal of development of shipbuilding technology. CONCLUSIONS In this paper, the types and changes of ships in Goryeo period were examined. Ships in the Goryeo Dynasty changed in terms of size and shape due to internal and external influences around the thirteenth century. First, cargo ships including Jounseon became smaller with structural advancement after the thirteenth century. This seems to be related to external factors such as raid by Japanese pirates as well as internal factors such as accumulation and development of shipbuilding technology. Second, in the naval activities, the types were diversified into Mongchoong, Kwaeseon and Geomseon and the role of Daeseon increased. Such changes were related to external factors such as Japanese pirate in late Goryeo and internal factors such as maintenance and reinforcement of navy. 9 Betrayers of Jeju invaded port of Heoheyongheyon, Haejehyeon and Haenamhyeon in March and April this year to raid Jounseon of the area and raided in large scale in May in Hoeryeonghyeon and Tamjinhyeon. 20 ships and 3,200 seok of grains were stolen and 12 were killed and 24 were abducted (History of Goryeo 27, thirteenth year of Wonjong. Jun.). 10 If we are armed with warships and defend key areas by king off the enemies along the sea route, how can they cross the sea even though they are accustomed to water? If the situation becomes advantageous, we can eradicate the enemies (History of Goryeo) 4 �As such, the diversification of the types and sizes of ships in the Goryeo Dynasty and the changes in their shapes should be considered from various aspects. Shipbuilding technology of Goryeo inherited past technology, and coped with social changes. This is reflected in the technological advances such as structural changes. It is found that examining changes in ship structure in relation to social context is important in understanding the size, shape and structural changes of ships. Bibliography Cultural Heritage Administration of the Ministry of Culture and Public Information. Underwater Artifacts of Wando. Mokpo: Sanwa Printing Co., 1985 (In Korean). Hong, Sun-jae. “Change in the Structure and production Technology of Goryeo Shipwrecks.” The Journal of Maritime Cultural Heritage 4 (2011): 233-288 (In Korean). Kim, Byung-keun. “Study on Structure and Chronicling of Goryeo Vessel Excavated Underwater.” The Journal of Maritime Cultural Heritage 3 (2010): 5-50 (In Korean). Kim, Geon-su. “Study of ships on Three Kingdom Period through boat-shaped vessel.” The Journal of Marine and Island Cultures 42 (2013): 81-103 (In Korean). Kim, Jae-geun. “Problems of Korean Shipbuilding and Shipbuilding Technology.” The Journal of the Society of Naval Architects of Korea 7 no. 2 (1970): 97-103 (In Korean). Kim, Jae-geun. A Study on the History of Korean Ships, The General Administration of Cultural Research in Korea 24, Seoul: Seoul National University Pres,1984 (In Korean). Kim, Seong-beom. “Two Goryeo Wrecks Unearthed from Penglai Shuicheng in China.” The Journal of Korean Medieval History 27 (2009): 233-184 (In Korean). Kwak, Yu-seok. “A Study on Ship and Shipbuilding of Goryeo Period.”Department of Korea Regional History Graduate School of Mokpo National University (2010) (In Korean). Lee, Jun-hyuk. “The Change of Ship in the Goryeo Period and Its Meanings.” The Journal of the History & the World 38 (2010): 145-177 (In Korean). Lee, Jun-hyuk. “The Development of Shipbuilding Technology in the Early Joseon Period and Mado Shipwreck No.4.” The Journal of the Chiyeok Kwa Yeoksa 42 (2018): 199-227 (In Korean). Mun, Gyuung-ho. “A Study on the Structure and Cargo of Tonsinsa Ship in 1811 via Sinmitongsinilrok .” The Journal of Korean Classics 58 (2021): 203-244 (In Korean). National Maritime Museum. The Underwater Excavation of the Sea off Sibidongpado, Gunsan, Series of Research Report of NRIMCH 8. Mokpo: National Maritime Museum, 2005 (In Korean). National Maritime Museum. The Excavation of Anjwaship, Sinan, Series of Research Report of NRIMCH 9. Mokpo: National Maritime Museum, 2006 (In Korean). NRIMCH. Taean Mado Shipwreck No. 1 Underwater Excavation, Series of Research Report of National Research Institute of Maritime Cultural Heritage 20. Mokpo: NRIMCH, 2010 (In Korean). NRIMCH. Taean Mado Shipwreck No. 2 Underwater Excavation, Series of Research Report of National Research Institute of Maritime Cultural Heritage 22. Mokpo: NRIMCH, 2011 (In Korean). NRIMCH. Report on Conservation and Restoration of Dalido Shipwreck. Mokpo: NRIMCH, 2012 (In Korean). 5 �NRIMCH. Taean Mado Shipwreck No. 3 Underwater Excavation, Series of Research Report of National Research Institute of Maritime Cultural Heritage 27. Mokpo: NRIMCH, 2012 (In Korean). NRIMCH. Incheon Ongiingun Yeongheungo Shipwreck Underwater Excavation, Series of Research Report of National Research Institute of Maritime Cultural Heritage 35. Mokpo: NRIMCH, 2014 (In Korean). NRIMCH. Taean Mado Shipwreck No. 4 Underwater Excavation, Series of Research Report of National Research Institute of Maritime Cultural Heritage 40. Mokpo: NRIMCH, 2016 (In Korean). NRIMCH. Ansan Daebudo Shipwreck No. 2 Underwater Excavation, Series of Research Report of National Research Institute of Maritime Cultural Heritage 42. Mokpo: NRIMCH, 2016 (In Korean). NRIMCH. Traditional Shipbuilding Technology No. 6: Chief Envoy’s Ship of Joseon, Series of Research Report of National Research Institute of Maritime Cultural Heritage 55. Mokpo: NRIMCH, 2018 (In Korean). NRIMCH. Shipbuilding Technology of Korean Traditional Ship No 7: Academic Restoration Research Report on Panokseon, Series of Research Report of National Research Institute of Maritime Cultural Heritage 64. Mokpo: NRIMCH, 2021 (In Korean). 6 � 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 Types and Characteristics of Ships in the Goryeo Dynasty (918–1392 CE) Description An account of the resource Ships of Goryeo come in various types and purposes, such as military ships like the large Taejo Wang Geon, Jounseon1 merchant ships used for trade with China, Gwaseon2 that defeated pirates from Jurchen, ships used for Japanese expedition and coastal carriers. This paper intends to examine the types, size, and structure of ships depending on internal and external impacts through literature review on archeological ships in Goryeo area, and note changes of ships by period. Based on the literature review and analysis on the use of ships of the Goryeo Dynasty in historical materials, the existence of ships in various types and sizes at that time was confirmed. The size and structure of ships changed due to internal and external influences after the early Goryeo Dynasty. In naval activities the number of ships in operation gradually increases as the types of ships diversify and the role of large ships increase. Jounseon experienced structural developments and decreased in size. These factors of change can be confirmed through frequent naval activities at the time. The change in the naval force was also an important cause of external influences such as Yuan's intervention, Three Elite Patrols’ rebellion, and invasion by Japanese pirates, as well as internal factors such as the maintenance and strengthening of the naval organization and the development of shipbuilding technology. Jounseon appeared as a result of external factors such as Japanese pirates and internal factors such as corruption including private use. Various usages of ships in Goryeo Dynasty could be identified. Through literature review, it was possible to confirm types and changes of ships by period in Goryeo and accordingly, social and economic changes can be identified as well. Military ships operated by the naval forces of the Goryeo Dynasty were not active in the early days and their uses were not mentioned much. However, ships operated by the naval forces have various uses and shapes in the later period. Jounseon and envoy ships appeared in the later period. We expect to hypothesize socio-economic changes of the time based on the changes in the type, size, and structure of ships. Creator An entity primarily responsible for making the resource Jeong Hong-il 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. Hong-il, Jeong . 2023. “Types and Characteristics of Ships in the Goryeo Dynasty (918–1392 CE).” Edited by Jennifer Craig, Jay Mok, T. Kurt Knoerl, and Juhee Kim. 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/1955 Asia-Pac Session 10 2023 https://apconf-much.org/proceedings/files/original/92aaf00c10c453cf0aa33756881ed92a.pdf e02504450a683054e2a91663c4fe7d75 PDF Text Text Types of river transportation in the east coast of Sumatra before the 19th century: an analysis based on the findings of boats in North Sumatera Province and Siak districts, Riau Province Azwar Sutihat Cultural Heritage Preservation Office of West Sumatera Province, Riau, and Riau Island Ministry of Education and Culture, Republic of Indonesia Jl. Sultan Alam Bagagarsyah, Batusangkar, West Sumatra, 27281 E-mail: azwar_sutihat@yahoo.com Abstract In the east coast of Sumatra, there were kingdoms that relied on river as the main transportation. In this region, there are big rivers with the same characteristics that empty into the Strait of Malacca, including Asahan River, Siak River, and Batanghari River. Not only relying on the river as the main transportation, some kingdoms even established their center of the kingdom on the river bank. These included the Deli Kingdom nearby Deli River, Siak Kingdom nearby Siak River, Serdang Kingdom nearby Serdang River, and the Ancient Malay Kingdom nearby Batanghari River. In 2013, the Cultural Heritage Preservation Office carried out a study on the findings of a boat in Siak River. The type of the boat is considered a rarity for the east coast of Sumatra region. However, it bears a similarity with the boat founded in Deli Serdang District in 1997, which was analyzed by Medan Archeological Agency. In addition of bearing a similarity, the study also concluded that the two boats are believed to be the type of boat that is used before the 19th century. From the findings of both boats, we can then describe the type of boats as the means of transportation in the east coast of Sumatra before the 19th century. Key words: River Transportation, East Coast of Sumatra, before the 19th Century Introduction Indonesia with its marine potential, is a country about ¾ of which is covered by sea. As a country with around 17,508 islands, Indonesia is known as the largest archipelago in the world with sea areas of 5.8 million square kilometers, and has the second longest coastline in the world (81 thousand km). With its location and condition, Indonesia has various natural resources, and unique floras and faunas throughout the country (Ardiwidjaja, 2011). 1 �Archipelago or inter-islands means an area comprised of islands that are separated by water, making the area consists of water or sea water. Therefore, it is impossible for the inhabitants to move from one area to another without being supported by a floating object. The object called boat is reputedly the oldest means of transportation in the world. Yet, its history of origin is still not known. Archaeological evidences of the existence of boats have been widely revealed, including in the form of cave paintings, referred to and described in the ancient inscriptions, and in sculptures of stone temples (relief). The depiction of boats in these archaeological evidences also show the development of boat building technology based on the shape of the boat in the corresponding era. The shape and technology of the boats seem to adjust the everyday function and the cruising challenges; whether the boat was used as a means to facilitate the movement of people in search of food, trade and habitat movement or migration. According to experts, in the past there have been movements of people that brought along their culture. Evidence of these events can be seen through similar cultural works from one place to another (Siswanto, 2010). Migration cannot be separated from the advancement in technology achieved by the people itself. East Sumatra (Ooskust van Sumatra or Sumatra's Ooskust) is a term that developed in the 19th century to refer to an area around the eastern coast of Sumatra island. In this region, some Malay kingdoms successfully imposed its hegemony over the river that was a major transportation at that time. Some of these kingdom also established the center of the kingdom by the bank of small and big rivers, including: Siak Kingdom with the center of Fig.1: The east coast of its kingdom in the downstream of Siak River, Langkat Sumatra (red line) (Source: Kingdom near the Langkat River, Deli Kingdom nearby Deli www.indonesiataglance.files. River, Serdang Kingdom nearby Serdang River, Asahan wordpress.com) Kingdom nearby Asahan River, Bilah Kingdom in Bilah River and Labuan Panai Kingdom nearby Panai River. 2 �The eastern coast of Sumatra has a long history as the traffic route of trade. Its strategic location makes this area as the main line of trade since centuries ago. In the mid-18th century until the late 19th century, the Kingdom of Siak had been a dominant force in the east coast of Sumatra. The dominance of Siak Sultanate over the areas in the eastern coast of Sumatra and the Malay Peninsula was quite significant that they were able to replace the previous Johor influence over the control of trade routes (Marsden, 2008). Long before that, in the 7th until the 11th century AD, the Sriwijaya Kingdom that controlled the Malacca Straits was known as a maritime kingdom that possessed mastery in the ship and shipping navigation technology. The Sriwijaya Kingdom relied the life of its kingdom on trades and maritime activities. Therefore, Sriwijaya had extensive relationships with other countries, not only in the archipelago, but also with China, India, and the Middle East (Riyanto, 2011). Besides Sriwijaya, the Old Malay kingdom (Malayapura) also relied on the river as a major transportation. This kingdom was originally centered in Jambi inland on the banks of the Batang Hari River and moved to Dharmasraya and then to the upstream area of Batang Hari River in Tanah Datar, West Sumatra. Boats and Sailing in Indonesia Boat is one of the maritime cultures that since prehistoric times has played important role in human’s life in the world, including Indonesia. The oldest written record of water transport in the form of a boat in Indonesian waters mentioned in Kedukan Bukit inscription of 683 AD stated the existence of a Sriwijaya’s king that was travelling on a boat (Riyanto, 2010). In addition, information about boat and sailing in Indonesia was derived from Chinese news that told a story about a priest travelling to India by boat in 672 AD. Other notes are the interpretation of Pierre Paris based on other foreign sources stating that in the 3rd century BC to the 1st century AD there had been sailing activity using boats from Sumatra to India. A research by F.L. Dunn and D.F. Dunn (1977) stated that between 20,000 to 18,000 years ago the sailing technology in Southeast Asia was still very limited. There was no sailing activity in the open ocean, and sailing activity was possibly still limited in shallow waters such as swamps and mangrove forests which were influenced by the sea tide. 3 �Then, 9000 years ago boat and raft were started to be known. They were used in swamps and for limited sailing in the open water. Area exploitation using boats was only carried out in line with the enhanced knowledge in boating skills. Furthermore, it is estimated that approximately 5000 years ago there was exploitation of the South China Sea region through mastery of the ever developed marine navigation and boat technology. The use of outriggers and simple sail made of woven leaves enhanced the exploitation area with cruising range far enough from the beach. Boat is understood as a manifestation of maritime needs (or other waters; rivers and lakes) as well as the aspiration of the supporting communities. The shapes or characteristics of local boats will be influenced by factors such as surrounding environment and local traditions at that time. Boat tradition is embodiment of a system of ideas about what boat is and how they should design and build the boat. Terminology of engineering design parameters and how to build a boat is a social practice that contains symbolic and ideological aspects. In practice, the shape, size and complexity of a boat will be limited or determined by the desires of the community over its usefulness, availability of materials and the purpose of a boat to be operated. Therefore, the shape or characteristics of local boats, structural characteristics, appearance and usefulness, are predominantly influenced by local values, both physical and non physical (Budiman, 2010). Based on the types, sailing can be divided into sailing in open waters and in inland waters (rivers and lakes). In Sumatra Island, there are large rivers that become the main road heading to inland areas. The interaction between human and rivers in Sumatra is estimated to have taken place since thousands of years ago. Even in this modern era, the relationship can still be seen to this day. Some of the major rivers empty into the east coast of Sumatra (Malacca Strait). These include the Deli River, Serdang River, Padang River, Siak River, Batang Hari River, and Musi River. Physical evidences of sailing in the inland areas of Sumatra include findings of relatively intact ancient boats. From this finding, we can then describe the types and shapes of boats used as a means of river transportation in the east coast of Sumatra, especially before the 19th century. 4 �Besar II Terjun Village, Serdang Bedagai Regency, North Sumatra Province In 2003, a local resident found a boat at the base of Terjun River. The boat was then lifted by the community and placed in the house of the boat founder. The boat was a dugout canoe (hollowed) made of an intact, large, and long wood. Dugout/hollowed canoe are made by removing the center part of the wood. For local communities, this type of boat is known as sudur itik boat, because the overall shape of the tip of the boat resembles the beak of a duck. The boat was 910 cm long, 86 cm wide and 28 cm deep. The boat wall has an average thickness of 3 cm. In each of the inner side of the hull, there are thirteen sangkar (local term for these components in South Kalimantan), which is the rectangular protrusion engraved directly on the tree trunk that is used to make the boat. These sangkars are 20-26 cm long and 8-10 cm wide. Their function is to support the boards or logs that are laid crosswise on the body of the boat as wall reinforcement and can be used by passengers or rowers (Koestoro, 2010). Fig. 2: Sangkar components on boat (Source: Medan Archaeological Research Office) Fig. 3: Sudur Itik boat (Source: Medan Archaeological Research Office) 5 �Padang River, Tebingtinggi, North Sumatra The boat was founded by local resident at the base of Padang River in 2006. This boat has the same shape and construction as the boat found in Serdang Bedagai Regency. The construction is made of solid wood, and perforated in the middle. The boat is 610 cm long, the widest section is 113 cm wide, and 29 m deep. The middle part of the boat has a slightly rounded shape and elongated at both ends. Both ends are somewhat tapered. 1 Fig. 4: Itik boat sketch (Source: Medan Archaeological Research Office) Inside of the boat hull, there are eight sangkars. The sangkars are 22-27 cm long, 12-14 cm wide and 10-15 cm thick (Koestoro, 2010). In the boat wall, both at the base and at the hull, there are parallel holes with diameter of 1 cm that penetrate the wall of the boat. The holes are covered with a round wood that has the same size as the thickness of the body of the boat. Communities in Riau call this hole as kakap hole that serves to equalize the thickness of the hull of the boat. The kakap hole serves a guide or a basis for the process of dredging the inside of the boat. After perforation is complete, the kakap holes eyes are closed or clogged with wood so that water does not get into the boat. 6 �Muara Bungkal Village, Siak Regency, Riau Province Boat in Muara Bungkal village was founded by local residents in 2012. The boat was founded at the base of Minas River (a tributary of the Siak River). Once lifted by the residents, the boat was then placed in the yard Muara Bungkal village office. This boat is made of a piece of wood that is hollowed in the middle. Its shape is like a mortar, the middle part is somewhat rounded and slightly tapered at both ends (mortar-like shaped). Tapered shape, especially in the bow, was probably selected to make it easier for the boat to travel in shallow water, in fast-flowing water, with rocky and muddy river bottom. This is related to the river terrain. Overall, the length of this boat from the tip of the bow (front) up to the end of the stern (rear) is 8.3 meters. The middle part of the boat (the widest) has a width of 77 cm with a height from the stern of the ship to the base of 20 cm. In each part of the inside of boat hull there are sixteen penuku (sangkar). Penuku is a term used by local community. Penuku has similar function with sangkar in a boat found in North Sumatra, namely to support the boards or logs that are laid crosswise on the body of the boat as a wall reinforcement and can be used by passengers or boater. There are different components between penuku/sangkar in Muara Bungkal Village and penuku/sangkar found in North Sumatra. Penuku in the boat of Muara Bungkal has a hole in the middle with average size of 6 cm long and 4 cm wide. Penukus on both sides of the hull are connected by wood. These connecting woods are called gadinggading. Gading-gading has a function as a peg between penuku. In the boat wall, both at the base and at the hull, there are parallel holes with diameter of 1 cm that penetrate the wall of the boat. The holes are covered with a round wood that has the same size as the thickness of the body of the boat. The local community calls this hole as kakap hole that serves to equalize the thickness of the wall or the hull of the boat. Types of river boat in the east coast of Sumatra before the 19th century Water environment is an important element in supporting the life of human being. Rivers, lakes, and oceans are environment that provide sources of foods and, at a certain time, become the most effective transportation infrastructure to move further and faster. The rivers in Sumatra became an important means of transportation from inland to coastal areas and vice versa. Interaction between humans and rivers in Sumatra has been going on for thousands of years. Boat as a means of transportation can be 7 �Fig .5: Boat in Muara Bungkal Village (Azwar Fig .6: Boat components (Photo and Sutihat, August 2013) Modification by Azwar Sutihat, August 2013) understood as a form of adaptation of human interaction with the environment. According to Johnston (1980), based on shape, material and construction, the development of boats can generally be classified into several types, namely: a. Raft boat, which is boat that was formed from the composition of a single piece of wood tied together horizontally. The next stage is marked by the addition of a layer of wooden beams tied together with the direction of crossed wooden beams on top of the first layer, so that the raft is composed of several layers of wooden beams. b. Dug-out canoe, which is a boat which is formed of a hollowed tree trunk in the middle so that the shape resembles the mortar. c. Planked-boat, which is a boat which construction of its body is formed from arrangement of boards with specific merging technique. 8 �Based on the shape, materials and construction, boats found in North Sumatra and in Siak Regency, Riau Province fall under dug-out canoe type. The three boats have similarities in term of construction and components. The similarities are: a. There are penukus/sangkars to support the boards or logs that are laid crosswise on the body of the boat as wall reinforcement and can be used by passengers or boater. b. There are kakap holes that serve to equalize the thickness of the walls or boat hulls. c. There are gading-gading that functions as peg between penukus/sangkars. In the boat found in North Sumatra, these gading-gading components no longer exist. While in the boat found in Siak there are still 2 pieces of gading-gading. d. Both ends of each boat have a tapered shape that resembles the shape of duck beak. Because of this shape, the Malay community called the boat as sudur itik boat. In the manufacturing process, the tapered shape was selected to achieve better boat speed, and to facilitate better navigation in shallow waters that have many plants. This is clearly related to the river terrain in the east coast of Sumatra that is dominated by mangrove swamps. Koestoro (2010) indicated that the trees used in the manufacture of boats found in North Sumatra are possibly Artocarpus champeden, Intsia palembanica that is resistant to moisture or Hopea sangal that falls under Dipterocarpaceae family. While the materials used in the manufacture of wooden boats found in Muara Bungkal village, Siak Regency is believed by local people as Giam wood (Cotylelobium spp, Vatica spp) that fall under Dipterocarpaceae family. A description of boat building technique on the east coast of Sumatra can at least be obtained from traditional boat building techniques in Kuantan Singingi community of Riau province that is still ongoing. Traditional boat building, that is called jalur by the Kuantan Singingi community, has been going on for hundreds of years. The cultural connection, and close geographical location makes it possible to do a reconstruction of building techniques of boats found in North Sumatra and Siak Regency based on the 9 �traditional boat building techniques in Kuantan Singingi Regency, Riau Province. According Koestoro (2010), the existence of sudur itik boat in the Besar II Terjun village is part of the historical formation of large plantation estates in the east coast of Sumatra in the late 19th century. Besar II Terjun village is one of residential areas located in the middle of plantation of what used to be the area of the Sultanate of Serdang. The boat finding in Padang River cannot be separated either from its historical context. This area was once one of residential areas in the middle of plantation which was once a territory of the Sultan of Deli. The existence of a boat in Muara Bungkal village, Siak Regency has a historical relationship with the Kingdom of Siak as a maritime kingdom. The eastern coast of Sumatra has a long history as the traffic route of trade. Its strategic location makes this area as the main line of trade since centuries ago. Marsden (2008) mentioned that at that time Siak was a supplier of wood material to Batavia (Jakarta) to build ships in large numbers. Even the woods for construction of naval warships in Penang Island were also sourced from Siak. Furthermore, it is said that Siak was a powerful maritime kingdom. The naval force of Siak often attacked Johor, Malacca, and various places in the east and west coast of the peninsula. In term of trade, it was mostly carried out by Keling ships. They traded clothing materials, raw silk, and other goods that they provided in Penang or Malacca. In return, they received gold, wax, sago, salted fish, fish eggs, ivory, gambier, camphor, and various types of rattan. The role of Siak River as part of the core region of the kingdom had a major effect on the economic growth of Siak Sri Indrapura. In the 18th century, in 1767 to be precise, Siak Sultanate led by King Ismail had become a dominant force in the east coast. The advancement of Siak economy is evident from Dutch notes that stated that in 1783, there were about 171 merchant ships from Siak heading to Malacca. Siak became a trade triangle between the Dutch in Malacca and the British in Penang Island (www.wikipedia.org). Conclusion Rivers in Sumatra Island become an important means of transportation from inland to coastal areas and vice versa. Interaction between humans and rivers in Sumatra has been going on for thousands of years. Some kingdom in Sumatra even made the river 10 �as the main force in maintaining their existence. Boat as a means of transportation can be understood as a form of adaptation of human interaction with the environment. Findings of boats in three locations in the east coast of Sumatra show that before the 19th century, there were river cruising boats in this area. The first feature can be seen from the shape and construction that fall under the type of dug-out canoe. The two ends of each boat have a tapered shape that resembles the shape of duck beak. The Malay communities call such boat as sudur itik boat. The second feature is the boat components such as penuku/sangkar, kakap hole, and gading-gading. In some locations in the Indonesian archipelago, we can still find dug-out canoe made of one piece of wood. However, nowadays, we can no longer find dug-out canoes that have similar components as sudur itik boat. In the future, we need to have a more in-depth study of sudur itik, particularly regarding the manufacturing technology, the identification of the types of wood, radiocarbon analysis (to determine the absolute age of the boat) and the conservation techniques (waterlogged wood conservation). Acknowledgments Thanks to Cultural Heritage Preservation Office of West Sumatera, Riau, and Riau Island - Ministry of Education and Culture, Medan Archaeological Research Office, Siak Regency Government, especially the Office for Education and Culture of Siak Regency, Sungai Mandau Government Sub-District, Muara Bungkal Government Village, Research and Development Centre for Marine and Coastal Resources, Ministry of Marine Affairs and Fisheries, and to all people who always support us in conducting study and preservation on marine archaeological resources. Bibliography Ardiwidjaya, Roby., 2011. “Temuan Perahu Kuna di Rembang”. Varuna. Jurnal Arkeologi Bawah Air. Vol.5/2011. Direktorat Peninggalan Bawah Air. Jakarta. p. 1-5. Budiman, Arief., 2010, “ Bentuk Perahu Awal Manusia Pulau Borneo sebelum Persebaran Penutur Austronesia: Sebuah Hipotesis”. Jurnal Penelitian Arkeologi. No.6/tahun 2010.Yogyakarta: Balai Arkeologi Yogyakarta. p. 120-153. 11 �Dunn, F.L, and Dunn, D.F., 1984, Maritime Adaption and Exploitation of Marine Resources in Sundaic Southeast Asia, Prehistory a Reader, ed. De Velde, P.V.,H.248, Foris Publication, Holland. Jhonstone, P.,1980, The sea-craft of prehistory, Routledge and Kegan Paul Ltd., London. Koestoro, Lucas Pratanda., 2010, “Bangkai Perahu di Pesisir Timur Sumatera Utara dan Pembudayaan Perahu”. Jurnal Penelitian Arkeologi. No.6/tahun 2010.Yogyakarta: Balai Arkeologi Yogyakarta. p. 84-109. Marsden, William., 2008, Sejarah Sumatera. Komunitas Bambu. Jakarta. Riyanto, Sugeng., 2010, “Perahu Kuna Punjulharjo dan Arkeologi Maritim Nusantara” . Jurnal Penelitian Arkeologi. No.6/tahun 2010.Yogyakarta: Balai Arkeologi Yogyakarta. p. 2-13. Siswanto., 2010, “Temuan Perahu Kuna di Rembang”. Varuna. Jurnal Arkeologi Bawah Air. Vol.4/2010. Direktorat Peninggalan Bawah Air. Jakarta. p. 1-5. www.wikipedia.org/wiki/Kesultanan_Siak_Sri_Inderapura www.indonesiaatglance.files.wordpress.com Biography Azwar Sutihat was born in Yogyakarta on February 11, 1983. In 2008, he completed his study in the Department of Archaeology, Gadjah Mada University. From 2009 to the present, Azwar works at the Cultural Heritage Preservation Office of West Sumatra, Riau, and Riau Island, Ministry of Education and Culture, Republic of Indonesia. Over the last 5 years, he has various experiences working in the field of preservation of cultural heritage and has participated in several international level activities such as Workshop on “Document Preparation of World Heritage Nomination” (2013), Workshop on “Managing Indoor Climate Risks” (2013), ”Sub-Regional Training Workshop on "Disaster Risk Preparedness and Management” (2013), and World Culture Forum (2013). 12 � 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 Session 12: Underwater Cultural Heritage of Southeast Asia Subject The topic of the resource Video interview with Session 12 chair Nia Hasanah and links to the papers presented in the session. Description An account of the resource The richness of underwater cultural heritage (UCH) in the Southeast Asian region has been very well known throughout the world. Various shipping activities, trade, warfare, piracy occur in Southeast Asian waters since prehistoric times to the present, causing many archaeological relics in the bottom of the sea in that region, such as shipwrecks which are a traditional ships owned by countries in Southeast Asia and also foreign ships from various countries in the world which sank due to various causes in Southeast Asian Waters. UCH in Southeast Asia has become a very important resource for science, history and even for economic interests relating to the welfare of the local communities which in some areas, UCH shipwreck sites serve as diving attractions. UCH in Southeast Asia have also attracted treasure hunters both the international big companies and national companies in Southeast Asian countries. In many areas, in particularly in small islands and coastal areas with low level economic life, the locals often plunder the UCH sites, raise up the cargoes, and also take the ship parts mainly made of metal materials to be sold for sustaining their lives. Treasure hunt problem; looting by local people; the lack of human resources, facilities, and funds for research, monitoring, and conservation; as well as the lack of understanding and awareness of the central government, local government, civil society, and local communities make the problems associated UCH in Southeast Asia being very complex. The UCH richness and the complexity of the problems associated with it in Southeast Asia make this being one of critical theme to be highlighted in this conference. There is a need to share a current information betweeen the countries to strengthen the bond and to foster the regional and international cooperation. This session will discuss: • Current issues, problems, and challenges faced by Southeast Asian countries in efforts to study, to protect, and to preserve the UCH. • The threats faced by UCH i.e. the human factors, climate change, and changes in the physical environment in the waters of Southeast Asian countries. • The results of resent research conducted in the field of UCH in Southeast Asian countries. • Protection and conservation measures in accordance with the UNESCO Convention 2001 which can be applied in Southeast Asian countries. Creator An entity primarily responsible for making the resource Nia Hasanah 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 Types of river transportation in the east coast of Sumatra before the 19th century: an analysis based on the findings of boats in North Sumatera Province and Siak districts, Riau Province Description An account of the resource In the east coast of Sumatra, there were kingdoms that relied on river as the main transportation. In this region, there are big rivers with the same characteristics that empty into the Strait of Malacca, including Asahan River, Siak River, and Batanghari River. Not only relying on the river as the main transportation, some kingdoms even established their center of the kingdom on the river bank. These included the Deli Kingdom nearby Deli River, Siak Kingdom nearby Siak River, Serdang Kingdom nearby Serdang River, and the Ancient Malay Kingdom nearby Batanghari River. In 2013, the Cultural Heritage Preservation Office carried out a study on the findings of a boat in Siak River. The type of the boat is considered a rarity for the east coast of Sumatra region. However, it bears a similarity with the boat founded in Deli Serdang District in 1997, which was analyzed by Medan Archeological Agency. In addition of bearing a similarity, the study also concluded that the two boats are believed to be the type of boat that is used before the 19th century. From the findings of both boats, we can then describe the type of boats as the means of transportation in the east coast of Sumatra before the 19th century. Creator An entity primarily responsible for making the resource Azwar Sutihat , in Van Tilburg, H., Tripati, S., Walker Vadillo, V., Fahy, B., and Kimura, J. (eds.) Date A point or period of time associated with an event in the lifecycle of the resource 5/15/2014 Asia-Pac Session 12 2014