Beads on Boats: Testing the Relation of Expected Cargo to Philippine Maritime Activities
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure.
What must be considered in an attempt to critically analyse beads? Multiple historic period shipwrecks ranging in dates from the 11th century to the 18th century have been archaeologically excavated from Philippine waters. Past studies have either placed these shipwrecks in the larger network of shipping activities or singled-out one particular ship’s function.
In this doctoral developing study the context of shipping activities in the wider Philippine-oriented community was identified through style-types previously established in studies in Terrestrial Archaeology, Coastal Landscape and Historic Records; the core of which was revealed to be the material culture of navigation. Maritime Archaeology methodology was used to approach the tools and symbols used in pilotage by the four main cultural groups to have settled in the Philippines – Austronesian, Arab, Chinese and Spanish. This revealed that pilots may have shared a common language in mathematics. With this potential explanation for communication across the groups the research turned to the shipwreck collections to find a shared commodity, ubiquitously expected – BEADS. The hypothesis that particular beads, representative of specific cultural groups pointed to a probability of beads on all the shipwrecks. This is to be tested by objectively recording the beads in a database. It is expected the end result of which will point to the identification of the bead style, manufacture and provenance which in turn will then be used as indicators to strengthen known stylistic features and shipping activities associated with the cultural groups. Preliminary results indicate this is not the case. The 16th century shipwrecks contain very few to no beads. This critical analysis will continue into the other Periods represented by shipwreck assemblages in the Museum’s collections. Could this study be a direct challenge to preconceived ideas of past Southeast Asian economic models?
Jennifer Craig
The Inaugural Asia-Pacific Regional Conference on Underwater Cultural Heritage
Electronic Publication by The Museum of Underwater Archaeology
November 2011
Monsoon traders lost on the Northern Australian coast – historical evidence for their existence
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
During the pre-colonial and early colonial period of Australia’s history c.1780–1907, monsoon traders from the eastern part of Indonesia sailed to parts of Australia’s northern coast searching for marine products such as trepang for the Chinese market place. During this period, most of these small ships left the port of Makassar in Sulawesi, one of the larger Sunda Islands of the Indonesia archipelago, with the onset of the west monsoon and returned with their cargo on the south easterly winds of the east monsoon. Despite historical evidence that some vessels were wrecked and lost on the northern Australian coast, no tangible archaeological evidence of their existence has been found and identified to date. This paper summarises the historical evidence for the loss of a number of these vessels and provides some evidence of what some of these vessels may have looked like. In conclusion it explores the possibility of finding the remains of one of these wrecks in the future.
Paul Clark
November 2011
Ancient Afro-Asia Links: New Evidence from a Maritime Perspective
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
Historical records have shown that the East African coast was connected to ancient global trade networks. These early overseas contacts are evidenced by references to trading voyages in the early 1st millennium AD and in the 11th to 14th century AD. During these periods, exports to India, China and the Persian Gulf included skins, horns, ivory and gold, whilst pottery, glass, textiles and beads were imported. Maritime archaeological studies have produced pottery, beads and shipwrecks that have showed links between East Africa and the Middle East, Indian sub-continent and China. Furthermore, historic Kenyan coastal settlements such as Mombasa, Malindi and Lamu were important port towns of call for merchant shipping, as they were strategically sited along busy sea-lanes. This paper examines this historical connection between ancient Kenyan coastal towns and the Asian continent. It explores results of previous and ongoing underwater archaeological research in Malindi and Lamu archipelago that has produced evidence of Asian cultural heritage.
Caesar Bita
November 2011
Traditional island Southeast Asian watercraft in Philippine archaeological sites
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
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.
Ligaya S.P. Lacsina
November 2011
Shipwreck Site and Earthenware Vessels in the Philippines:
Earthenware vessels of the Pandanan Shipwreck Site
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
Eighteen shipwreck sites had been identified and researched in the Philippines by 2003 (Dizon 2003). The main goods of the cargos of these ships were porcelain wares and stoneware jars which had been produced in kiln sites in China and Mainland Southeast Asia such as Vietnam, Thailand and Myanmar (Alba 1993; Crick 1996; Diem 1996; Desroches 1996; Salcedo 1993; Valdes 1993). Many scholars have been interested in these porcelain wares and stoneware jars.
Beside these porcelain wares and stoneware jars, earthenware vessels were also found in the shipwreck sites. However, only a few scholars have paid attention to earthenware vessels found in shipwreck sites. One of whom is Amalia de la Torre (1993; 1996), she conducted the study of earthenware vessels found in the San Diego Shipwreck Site. Earthenware vessels found in the shipwreck sites are often not goods for trading or bartering but for daily utensils of the people on a voyage (de la Torre 1993; 1996).
The Pandanan Shipwreck Site is one of the rare shipwreck sites dated around the middle of the 15th century, its rarity is presumably because the Chinese imperial court totally banned private trading during this period (Sakuma 1989). Allison Diem (1996) has already conducted the study of glazed ceramics such as porcelain wares and stoneware jars found in the site and identified as wares produced in kiln sites in central Vietnam (Binh Dinh Province). However, she did not conduct the study of the unglazed earthenware vessels. Consequently there is no significant documentation of the earthenware vessels excavated in the Pandanan Shipwreck Site
The writer believes that earthenware vessels of the shipwreck sites are also very important artifacts which sometimes indicate daily lives of the people on board and the possible route of the ship and the trade, even though they are easily neglected. In this article, the writer will point out the similarity of the forms of globular pots with a spout excavated in the Pandanan Wreck Site, the Lena Shoal Wreck Site and the Calatagan Sites (the terrestrial sites) in Batangas Province (Tanaka 2005). On the basis of this similarity, the sailing route of the Pandanan ship will be discussed in this article.
Kazuhiko Tanaka
Eusebio Z. Dizon
November 2011
A National Cultural Treasure Revisited – Re-assessing the ‘Balangay’ Boat Discoveries
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
The discovery of the balangay boats in the Butuan area of Northern Mindanao was arguably the most important find in pre-colonial maritime archaeology throughout island South East Asia. This class of vessel was well known from the accounts of early Spanish visitors to the Philippines, such as the Pigafetta journal of Magellan’s voyage, but no extent examples had been located until the 1970s. As a by-product of an organised excavation of a settlement at the mouth of the Agusan River, a wave of illegal pot-hunting began in the Butuan area. As these ships had no commercial value they were reported to the National Museum. A total of 11 vessels were reported as discovered between 1976 and 1998, under some 2 metres of silt. In recent years a replica of a balangay boat has been built in the Philippines and it carried out a number of trial voyages in South East Asia. This replica is due to be put on show for the public in Manila.
The first vessel discovered was conserved and is exhibited on site. A second ship was excavated and is on display in Manila in a partially reconstructed form. A third vessel and portions of a fourth have been excavated and are stored in pieces on site. The National Museum is planning to reopen the site in order to record in detail the remaining ships, to trace the stylistic developments of these vessels, and to test the dating evidence. The earlier excavations indicated a range of dates covering the millennium before the Spanish colonisation. This paper is a description of the plans for the re-excavation of this prominent site. The location is very sensitive as vessels were declared ‘National Cultural Treasures’ by Presidential Decree in 1986.
Roderick Stead
E Dizon
November 2011
Ship’s Cargo beyond the sea:
New Evidence from Dong Mae Nang Muang,
Nakorn Sawan Province, Central Thailand
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
This paper mainly focuses on Trade Ceramics and other cargo found from the Dvaravati settlement in Upper Chao Phraya basin, Central Thailand. Specifically, this paper focuses on the case study of the site of Dong Mae Nang Muang, Nakorn Sawan province.
In 2008 an archaeological project was done to gain better knowledge of the site. Four test pits, one test trench and an earthen mound were excavated. These activities expanded the current understanding of the site's characteristics. The excavation revealed imported goods from all over the world such as; ceramics, glass and semi-precious stone beads and glass vessels. This important phenomenon was a strong impact on current knowledge of the inter-relationship between Dvaravati, an ancient settlement in the Upper Chao Phraya basin, and the sea port town via China and Western Asia2, this has reconsidered the role of economics in the area especially the details of trade-routes and the merchandise during the Dvaravati period (5th-12th centuries AD).
Pimchanok Pongkasetkan
November 2011
Identification of export porcelains from early 17th Century VOC shipwrecks and the linkage to their cultural identification
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
Ceramics recovered from sunken vessels have drawn much attention in recent years. They are significant historical and aesthetic items but only a few reports have been made for scholarly purposes; many have been salvaged for commercial gain. Porcelain shards from underwater sites can be used as identification material for cultural heritage: porcelain was an important trade commodity of the Dutch East India Company (VOC) and had an enormous impact on the cultural heritage of the Netherlands and Europe. The VOC trade routes included inter-Asian markets and the transport of porcelain to these ports also had an influence on the local cultural heritage. This paper will give an insight on the distribution routes by VOC ships with porcelain cargoes and the shards from some VOC shipwrecks as identification material of such porcelain.
During a recent symposium in Hong Kong, it was evident that researchers in China and Taiwan consider the porcelain trade of export wares for the western market as part of their cultural heritage. For example, a certain type of export porcelain known as kraak ware has been found in several tombs in China. There was a discussion on the value and usage of this porcelain: was it used as a ‘gift’ for the deceased? Or was it a show of being well-to-do? Other topics such as the influence of orders of porcelain for the western market on the inland markets and economy were also discussed. Another discussion was the value of ceramics discovered at underwater sites. Chinese researchers have done enormous work at sites on the maritime trade routes. Only token shards were salvaged for study purposes and shards have no value on the collectors market.
Another issue discussed concerned the salvage of historic shipwrecks, a continuing debate between archaeologists, who value wrecks largely for their historical value, and profit-motivated salvage companies, who care only about their market value. We discussed how can we preserve shipwreck materials and documentation for future research in an ethical manner. The author suggested the following: In the past years there have been numerous archaeological researches, on land as well as from shipwrecks. The best way to preserve this knowledge is to put together all the results into one global Internet platform which would give the opportunity to leave and discuss drafts, ongoing research and reports. It could also host an agenda of events and links to useful websites. In this way researchers can keep in touch and keep each other updated. The Civilisation Centre of the City University of Hong Kong has agreed to cooperate and others will surely follow.
Christine Ketel
November 2011
Recent Research in the Southeast Sumatran Region
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
Since 2010, a new threat to the maritime heritage of Southeast Asia has arisen in the form of looting of the bed of the Musi River in Palembang, site of the capital of the maritime kingdom of Sriwijaya in the ninth century. Port archaeology in Southeast Asia is a gravely underdeveloped field. This river has been a major artery of commerce for 2,000 years. The local adaptation to the area’s swampy, flood-prone environment has been to live on stilt houses over water, on ships, and on rafts. This pattern of settlement presents special problems for archaeologists. It is likely that a major proportion of the area’s archaeological heritage lies on the riverbed. Recent items on the antiquities market include a wide range of items, including Chinese porcelain of the ninth and subsequent centuries, local pottery, and a wide range of metal items including statuary, coins, and jewelry. This source of archaeological data has never been systematically explored, and unless something is done urgently, it will be lost forever. This paper explores the nature of the problem, demonstrates the importance of the subject for maritime archaeology, and proposes a potential methodology for exploring the area.
John N. Miksic
November 2011
East Asian shipbuilding traditions
and its historical evolvement
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
The archaeological study of excavated ships can contribute to knowledge and understanding of past seafaring and maritime activities. Such study includes the assessment of the hull structure and construction methods. This paper highlights technological innovations evidenced by the remnants of ships in China, Korea, and Japan. Based on data of the excavated ships from the tenth century onwards, this paper addresses the significance of the bulkhead in oceangoing ships in the light of technological innovations, diffusion, and hybridization. This contributes to further understanding of the relationship between the “Yellow Sea shipbuilding tradition,†the “East China Sea shipbuilding tradition,†and the “South China Sea shipbuilding tradition.†The “South China Sea shipbuilding tradition†has been presented by earlier researchers as a hybrid ship building technology. This paper highlights the integration of the technologies from the Yellow Sea and East China Sea into the South China Sea tradition by tracing specific hull components, such as bulkhead(s) used for East Asian seagoing ships. The “Yellow Sea shipbuilding tradition†is exhibited by ships operating in the northern waters of East Asia. Traditionally, these ships have flat bottoms but variations are represented by the early Tang Dynasty riverine ships and Goryeo Dynasty ships, and in later periods by Ming Dynasty ships excavated in Penglai, China.
Recent archaeological inspections conducted on the Quanzhou ship, Shinan shipwreck, and ship timbers from the Takashima Underwater site established that these ships were built in the “East China Sea shipbuilding traditionâ€. V-shaped bottoms, keel and bulkheads, and multiple-layered hull planking with iron fastenings, characterise this tradition. The ships built according to these two traditions came to be used in seaborne activities within and beyond East and Southeast Asia. The chronological linkage of three shipbuilding traditions developed in two regions will be pursued.
Jun Kimura
November 2011
Cricket run or Home run? Can a correlation between Emporia and non-Emporia based trade be made using the wreck of the Lena Shoal?
Session 4
The archaeological study of ships’ cargo, hull, and maritime infrastructure
Is it possible to look at a shipwreck like the Lena Shoal and investigate patterns of emporia and non-emporia trade throughout Southeast Asia? Was the boat simply ferrying cargo from one specific port to another specific one, or was the trade a linear, multi-legged run? By looking at the artifactual assemblage of the boat and its cargo, its construction, as well as the socio-political and economic climate of 15th Century Southeast Asia and China, it is the goal of this paper to assess what trading might have looked like from a boat like the Lena Shoal.
Both types of trading were most likely happening simultaneously, but there may certain characteristics that the Lena Shoal wreck possessed that may stress a specific role or function that it had in the smaller (or larger) scheme of Southeast Asian trade. Construction methods and ship size of the boat may reveal details into the boats’ intended role in maritime trade. Can correlations be made between ships of specific sizes having specific purposes? An attempt at comparing ship size and cargo of similar wrecked vessels that share a similar temporal space in the area will be necessary and vital to ascertain such qualities.
Much, but not all of the cargo was Chinese, the whole of which may help reflect a particular course of trade through the area. Planned testing of the metals excavated at the site will hopefully help promote the need for a complete database of metallurgical sources in the region, to help further understand the role that the Lena Shoal played in 15th Century Southeast Asian Maritime trade.
Brian Fahy
November 2011
Maritime Archaeology of Ships of Indian Ocean, Southeast Asia and East Asia, the Question of Bulkheads
This paper will discuss the maritime archaeological work that has been carried out in the region, looking at shipbuilding construction and what has been learned through this work. In Southeast Asia the excavations in the 1980s by the Department of Archaeology of Thailand and the Western Australia Museum on the Pattaya and Ko Si Chang 3 sites will be examined, with a discussion on the construction techniques. In East Asia the significance of the Song dynasty ship from Quanzhou will be discussed in relation to the Southeast Asian ship construction.
The whole of the geographical region dealt with in this paper is faced with the challenge of dealing with treasure hunting and the exploitation of underwater cultural heritage for financial gain. While maritime archaeological projects in the region have been limited, there is a need to encourage countries to understand and protect their cultural heritage. This can only be done through archaeological work, as there can be no real benefit from working for commercial salvage. The paper will discuss the relative merits of archaeological investigations of shipwrecks in the region compared with that of commercial salvage.
Jeremy Green
November 2011
Packaging and Loading Methods of Goryeo Dynasty Ceramics Excavated Underwater
A total of 17 underwater excavations have taken place in Korea. Out of these 14 of them yielded Goryeo Dynasty (AD918~1392) artefacts and in 8 cases remains of the shipwreck itself was also discovered. These are clear examples showing the active maritime exchange of the Goryeo Dynasty. These ships are conjectured to have been travelling to Gaegyeong (the capital city of Goryeo) with private and/or public purposes. Similar to underwater excavations in other countries, most of the excavated artefacts are ceramics. This paper focuses on the packaging and loading methods of the Goryeo period ships that have been excavated.
Taeanseon was discovered at Daeseom Island, Taean, Chungcheongnam-do Province, and was loaded with a large number of ceramics. Taeanseon was buried in an east-west axis and the shipwreck was tilted 95° to the south. 4 columns were found which are conjectured to be the outer plates of the ship. The ceramics were loaded at the bow and stern of the ship and the central part was the living compartment of the sailors. Due to the impact made whilst the ship was sinking, ceramics were found scattered in the central part. However the ceramics loaded in the bow and stern sections of the ship were preserved intact. Also the ceramics were packed in a way to prevent shattering utilizing wooden sticks and glue.
Similarities and differences in packaging and loading methods to Taeanseon can be found in other ships such as the Shibidongpadoseon, Wandoseon, and Madoseon No. 1. Also the methods are different from the ones found on the Chinese shipwreck of Sinanseon. This article aims to analyze and compare the packaging and loading methods of the ships.
Soon Seok Yang
November 2011
Underwater Excavation & Conservation Division, National Research Institute of Maritime Cultural Heritage, KOREA.