Ancient Chinese Exploeres

Treasure junks: fact or fiction?

The Ming account of the voyages that followed strains credulity: "The ships which sail the Southern Sea are like houses. When their sails are spread they are like great clouds in the sky." Were the reported dimensions of the biggest galleons—over 400 feet long by 150 wide—gross exaggerations? If accurate, these dimensions would signal the biggest wooden ships ever built. Only the mightiest wooden warships of the Victorian age approached these lengths, and several of these vessels suffered from structural problems that required extensive internal iron supports to hold the hull together. No such structures are reported in the Chinese sources.

Zheng He's ships, as depicted in a Chinese woodblock print thought to date to the early 17th century Enlarge Photo credit: Courtesy of Instructional Resources Corporation, www.historypictures.com

However, in 1962, the rudderpost of a treasure ship was excavated in the ruins of one of the Ming boatyards in Nanjing. This timber was no less than 36 feet long. Reverse engineering using the proportions typical of a traditional junk indicated a hull length of around 500 feet.

Unfortunately, other archeological traces of this "golden age" of Chinese seafaring remain elusive. One of the most intensively studied wrecks, found at Quanzhou in 1973, dates from the earlier Song period; this substantial double-masted ship probably sank sometime in the 1270s. Its V-shaped hull is framed around a pine keel over 100 feet long and covered with a double layer of intricately fitted cedar planking, thus clearly indicating its oceangoing character. Inside, 13 compartments held the residue of an exotic cargo of spices, shells, and fragrant woods, much of it originating in east Africa.

The Quanzhou wreck suggests that over a century before Zheng He's fabled voyages, the Chinese were already involved in ambitious trading exploits across the Indian Ocean. Even back then, their sturdy ships equaled the largest known European vessels of the period. By inventing watertight compartments and efficient "lugsails" that enabled them to steer close to the wind, Chinese shipbuilders remained ahead of the West in the following centuries.

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Ancient Navigation: TABULA ROGERIAN (11TH CENTURY)


"the book of pleasant journeys into faraway lands"), most often known as the Tabula Rogeriana is one of the most comprehensive maps ever plotted.


Commissioned by Norman King Roger II of Sicily in 1138, it took Arab geographer Muhammad al-Idrisi 15 years to complete. To produce the work al-Idrisi interviewed experienced travelers individually and in groups on their knowledge of the world and compiled "only that part... on which there was complete agreement and seemed credible, excluding what was contradictory.


The map depicts the Eurasian continent in its entirety, but only the northern part of the African continent. It is uniquely oriented with north at the bottom.

For three centuries geographers copied al-Idrisi’s maps without alteration. In fact, when Baker and Stanley traced the position of the lakes that form the Nile more than 700 years later, their relative position was almost the same.

What Really Happened ... Costa Concordia captain’s admission caught by black box moments after ship hit rocks

The revelation comes after Captain Francesco Schettino’s first full TV interview since the January 13 accident. During the talk on Italy’s Canale 5, Schettino claimed another officer was steering the ship when the accident occurred.

“At that moment, I went up to the deck and ordered the ship to be put on manual navigation and I didn’t have command, that’s to say being in charge of sailing the ship, that was the officer,” he said. The black box transcript published by the Corriere della Sera newspaper shows the panic that ensued immediately after the trouble began.

 “Our ass is dragging along the seabed!” one officer yelled.

 “What did we hit?” Schettino asked.

 “The reef.” “It was the salute that he wanted,” said a third officer.

 “The salute” was a maneuver Schettino allegedly agreed to perform to acknowledge a former crew mate on the island. 








  National Post staff, Agence France-Presse
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Ancient Chinese Explorers


Roots of Chinese seapower


The first Chinese oceangoing trade ships were built far back in the Song dynasty (c. 960-1270). But it was the subsequent Mongol emperors (the Yuan dynasty of c. 1271-1368) who commissioned the first imperial treasure fleets and founded trading posts in Sumatra, Ceylon, and southern India. When Marco Polo made his famous journey to the Mongol court, he described four-masted junks with 60 individual cabins for merchants, watertight bulkheads, and crews of up to 300.

Despite the strength and prosperity that marked their empire, Ming emperors deliberately chose not to try to colonize lands beyond the Middle Kingdom. Why? Photo credit: Pierre Corrade

When the Han Chinese overthrew the Mongols and founded the Ming dynasty in the later 14th century, they took over the fleet and an already extensive trade network. The enterprising spirit of the Ming era reached a climax following the rebellion of the warrior prince Zhu Di, who usurped the throne in 1402. Disapproved of by the Confucian "establishment," Zhu Di put his trust in the worldly eunuchs who had always sought their fortunes in commerce. During his revolt, Zhu Di's right-hand man had been the Muslim eunuch Zheng He, whom he now appointed to command the treasure fleet.

If accurate, these dimensions would signal the biggest wooden ships ever built.

At the start of the first of Zheng He's epic voyages in 1403, it is said that 317 ships gathered in the port of Nanjing. As sociologist Janet Abu-Lughod notes, "The impressive show of force that paraded around the Indian Ocean during the first three decades of the 15th century was intended to signal the 'barbarian nations' that China had reassumed her rightful place in the firmament of nations—had once again become the 'Middle Kingdom' of the world."

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Annual Vatican message for seafarers



The Pontifical Council for the Pastoral Care of Migrants and Itinerant People has published its annual message for seafarers.

“Seafarers and their families are not invisible to God and to the Church,” the pontifical council stated.

“We see seafarers working in substandard conditions on board old and rusted vessels, victims of criminalization, abandoned and often with their salary not paid on time or not paid at all … We see seafarers as family members, forced to live far away from loved ones and friends for many months at a time, sharing the limited space of the vessel with other crew members of different nationalities. We see seafarers as individuals who show in simple ways their deep trust in God, seeking guidance and strength by attending Mass and prayer services or praying privately.”

“We want our Christian communities and society at large first of all to recognize seafarers as human beings who contribute to make our life more comfortable and to give thanks for their work and sacrifices,” the message continued. “We also hope to publicize that they need protection from abuse and exploitation.”

Captain's Diary: Today, 18.07.2012, the vessel was ready to sail from Lazaro Cardenas, Mexico.



As  I browsed through the ship's emails I found one flagged urgent: Please tell, Nandana, Able Bodied Seaman to call home immediately.

The crew member was at the wheel at the time of sailing. I waited until the Pilot left and the ship was out of approach channel. Once everything was okay, I conveyed the message to Nandana. 

This crew member at that time did not have $ 30 to buy a satellite phone card. But I arranged that for him. Next thing I knew was he called his wife… And,few minutes later,appeared in front of me in my cabin, he looked devastated and told
me: “Sir, my father has passed away. He was 97 years old but was fit enough to do all his work. My brother who is there will take care of the funeral-proceedings.” 

I could see Nandana was devastated.  I tried to console him. ”You know, before we all came out to sea by taking-up these jobs we knew very well that sooner or later we might have to face such a situation,"  I continued, "I faced this same situation on dry land when I was sitting for my Master’s exam in Sydney, Australia. I finished the first paper and returned home when I received the sad news that my father had passed away.
 
What  am I to do. I worried. I just could not abandon the exam and return to Sri Lanka. My father was a living God to me, and I could not attend his funeral…

So, he listened to me very carefully, but tears were poring down his cheeks. My heart went out to him.  What came to my mind was the song:  “Nearer my God to thee….’
 
This is the life of a seafarer; just one small incident.

ANCIENT NAVIGATORS: FERDINAND MAGELLAN ( 1480-1521)


A Portuguese nobleman, Ferdinand Magellan belonged to the romantic era of sea exploration characterized by Columbus and Vasco a Gama.

History books tell of his navigational prowess, ambition and courage in battle, describing his circumnavigation of the world as “the greatest”
single human achievement on the seas.

 In 1519 Magellan, under Spanish patronage, led an expedition of five ships to seek a westward passage to the Moluccas Islands. He discovered the Strait of Magellan (at the southern tip of South America) and gave the name "Pacific" to the Pacific Ocean based on its supposed calmness.

It was also a brutal three-year voyage that cost Magellan four ships 237 crew, and his own life. On route he killed several of his captains for mutiny and burned the villages of natives refusing to be Christianized.

His own down fall came in the Philippines while attacking a village that had failed to provide him with provisions.




Captain's Diary ... Life And Its Changing Waves of Fury



It was a fine Saturday evening in the month of February in 1975. Our vessel was double-banked on the starboard side to another which was berthed alongside in the port of Karachi.

Our cargo was discharging into barges. I was engaged in my routine Cadet’s duties. I thanked God above that the Chief Officer at that time was a kind gentleman who did not gain any pleasure in the fears and miseries of Cadets. Hence, we Cadets were not given a hard time.

The only time the Chief Officer made me jitter however during our stay in Karachi was when he borrowed my shore pass and galloped happily away for horse racing.

Indian crew were not allowed ashore in Pakistani ports, and the same rules applied to Pakistanis in Indian ports. It was not very pleasant, but that was the policy of the respective governments during that time.

However, this was how it was in the era gone by.

The Master of the vessel was Captain Chris Naire. His original name had been Krishnan Nair but had changed it before he got married to his long -time fiancée, who was a Christian from Bangalore. That however was the power of love…

To us he was Captain Chris Naire. Before he joined the merchant navy he had been an officer in the Indian Navy, a Commander by rank.

Anyway on this Saturday – the time was around 1800hrs. I was getting ready to go ashore with the Radio Office when there was a hard knock on my door. It was the third officer.

“Hey, where the hell are you trying to go?” he yelled as soon as the door was opened.
“The Chief Officer wants you to put up a small table on the boat deck – port side and get three chairs, some glasses, now I don’t have to give you the entire list. Get going!” He bellowed before he disappeared.

It was my one Saturday off – and with it the golden opportunity to go out and explore.

“Well, life is like that,” I sighed resignedly.

But the working spirit reigned supreme in me. I changed my attire immediately and informed the Radio Officer of the latest developments.

“Don’t change your clothes, the Mate invited me for a drink. When I meet him there, I will put in a word on your behalf.  It should work!” he assured.

I thanked him and rushed to the boat deck. When the task was done, I informed the Chief Officer. He gave me a bottle of scotch and some beers to be placed on the table.

The Chief Officer, Purser and Radio Officer came in. And the party gathered momentum. I was on ‘stand by’ a task that largely involved replenishing the disappearing stocks.

It all began with a serene quietness and then partying picked up. Thereafter it became notably noisy. The Sri Lankans on the vessel were the Radio Officer, Purser and I. The Purser, Anton Jayasuriya had been a Chief Petty officer in the Sri Lanka Navy. He had joined the merchant navy following his early retirement from the Navy.

Anton was different. He stammered. It was more pronounced, when he was angry or excited.

I was very unhappy about what had happened to me. But my distress seemed to be short lived! My ears picked up  the Radio Officer obtaining permission from the Chief Officer to take us  -- the two cadets   out on Sunday. It was great – very great,  indeed.

The Captain came out and saw partying threesome. He did not join them but said, ”Mate you and Sparks come to my cabin and we will continue.” I did not hear him inviting the Purser. “Well,” I thought, “individual invitations may not be necessary.”

I could not help but observe that the relationship between the Captain and the Purser were purely official.

While turning back to go into the accommodation, the Captain looked at me and said, ”You better continue your good work -- organize everything in my day room.” I ran-up and began arranging the drinks. The Captain walked in with the Chief officer and Radio officer. He knew that the Purser was not there but apparently did not care to call him.

The three were just settling for the first drink in there when the Purser walked in and sat down. I did not waste any time but offered him a glass. He grabbed it and poured himself a drink, and said “Cheers, sir!”

The Captain was silent and looked somewhat uncomfortable too. When the time was up for the second drink, while replenishing his glass the Captain looked directly at the Purser, chuckled, with an egotistical note said  "You know Anton, this is the first time, I am having a drink with a Purser!”
 

Anton nodded. I wonder whether he really accepted and agreed with the essence of the statement or was merely being polite.

The message of this single statement of the master hit me instantly. The others were trying to absorb it all and were looking at each other almost wondering whether they heard right.
Anton served himself another drink, and gestured to the Captain to stop what he was saying. And then with painful difficulty slithered the words,” Sirrrrrr, thisisis thethethe firrrrrrrst taaaaaime I aaaaam aaaaammmm haaaaavving aaa driiiiinkkkk wiiiith aaa Caaapttaaain.”


“There you  are Anton, then you must thank me for tolerating you,” said the Captain pompously.

But Anton had not finished his piece…..” Nooooo Siiiir, I usssssed tooooo driiiiink wiiiith Adddddmirals”.

I could not stop laughing and my laughter was not heard or felt because the other two officers laughed out so loud.

The Captain was aghast and speechless. He removed his spectacles a few times and put them back on.

And breaking the pin drop silence which followed the loud laughter, he invited others to re-fill their glasses. This time, passing the bottle to the Purser and nodding his head, "I will take that one… But, Anton, it never happened in the Indian Navy…” uttered the Captain.


Thereafter, from the way he treated the Purser, he appeared to have learnt to accept the Purser. We all make mistakes and he ( Captain) was a gentleman.

It turned out be a very good evening, at the end.

That night the Captain must have pondered over the whole scenario.

The next morning he wanted go to the doctor. We were surprised when he invited the Purser join him.

The agents were arranging a vehicle but as usual the Captain was in hurry and left the vessel to go to the agents’ office.

About two hours later the Captain returned to the vessel with the agent but the Purser was not anywhere around. Later we learnt that the Purser had been admitted to the accident ward of a private hospital as he had sustained minor injuries after an  accident.


As there had been no taxis – they had been forced to hire a three- wheeler to go to the city. On the way however it had collided with a truck.

The patient however returned to the vessel hale and hearty but the healthy man who went along to help the patient was now in pain - undergoing treatment.


A day later, with the grace of God, the Purser was discharged and brought back to the vessel as the doctor had declared him fit for work….


And he was recovering.

These are but mere happenings in this journey called life.

The gentlemen have now reached their destination. They are now in eternal rest. May their souls rest-in-peace.

Secrets of Ancient Navigators: Bird and Wave


Watching the direction a seabird traveled with food for its young was one reliable method to find the nearest land. Photo credit: © Ken Canning/iStockphoto.com



The Norsemen had to have other navigational means at their disposal, for in summer the stars effectively do not appear for months on end in the high latitudes. One method they relied on was watching the behavior of birds. A sailor wondering which way land lay could do worse than spying an auk flying past. If the beak of this seabird is full, sea dogs know, it's heading towards its rookery; if empty, it's heading out to sea to fill that beak. One of the first Norwegian sailors to hazard the voyage to Iceland was a man known as Raven-Floki for his habit of keeping ravens aboard his vessel. When he thought he was nearing land, Raven-Floki released the ravens, which he had deliberately starved. Often as not, they flew "as the crow flies" directly toward land, which Raven-Floki would reach simply by following their lead.

Heeding the flightpaths of birds was just one of numerous haven-finding methods employed by the Polynesians, whose navigational feats arguably have never been surpassed. The Polynesians traveled over thousands of miles of trackless ocean to people remote islands throughout the southern Pacific. Modern navigators still scratch their heads in amazement at their accomplishment.

Like Eskimos study the snow, the Polynesians watched the waves, whose direction and type relinquished useful navigational secrets. They followed the faint gleam cast on the horizon by tiny islets still out of sight below the rim of the world. Seafarers of the Marshall Islands built elaborate maps out of palm twigs and cowrie shells. These ingenious charts, which exist today only in museums, denoted everything from the position of islands to the prevailing direction of the swell.


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Secrets of Ancient Navigators: Sun and star


By Peter Tyson


With the sextant for determining latitude and the chronometer for longitude, sailors by the 1800s were able to navigate the high seas with great precision. Photo credit: © Bruno Buongiorno Nardelli/iStockphoto.com


For millennia, as sailors from the Phoenicians to the Polynesians knew, the heavens remained the best way to find one's north-south position. Increasingly sophisticated devices were designed over the centuries to measure the height of the sun and stars over the horizon. The gnomon or sun-shadow disk operated like a sundial, enabling the user to determine his latitude by the length of the sun's shadow cast on a disk floating level in water. The Arabian kamal was a rectangular plate that one moved closer or farther from one's face until the distance between the North star and the horizon exactly corresponded to the plate's upper and lower edges. The distance the plate lay away from the face—measured by a string tied to the center of the plate and held at the other end to the tip of the nose—determined the latitude.

In the Middle Ages, sailors relied on the astrolabe, a disc of metal that one held suspended by a small ring. The disc had a scale with degrees and a ruler for measuring the height of an astronomical body. Other medieval mariners preferred the cross-staff, a T-shaped device whose base was held up to the eye. One measured the sun's height by pulling the slidable top of the T toward one's eye until the sun lay at the top and the horizon at the bottom. Since blindness resulted from frequent use, the explorer John Davis invented the back-staff in 1595, which enabled one to get the same measurement with one's back to the sun. The sextant was the most advanced of these devices, allowing users to determine their latitude to within a sea mile or two, even from a swaying deck.
Time

In the years after the sextant was invented in 1731, many held out hope that it would aid in east-west navigation as well—that is, in finding longitude. Sailors could employ the sextant to figure longitude using the lunar-distance method, but with the astronomical tables of the 18th century, the process could take several hours to work out one's position—not remotely good enough for sea travel. In the end, it was the dogged clockmaker, John Harrison, who solved the longitude problem with his chronometers. And today, the precocious step-child of these highly accurate clocks, the Global Positioning System, has finally proved the Roman dramatist Seneca right, when he wrote in the first century:

 There will come an age in the far-off years
When Ocean shall unloose the bonds of things,
When the whole broad earth shall be revealed....

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