Junk (ship)

s and other smaller craft (''D'Eerste Boeck, ), note the double rudders which distinguished Southeast Asian ships from the Chinese chuán'' which had a central rudder The Chinese chuán and the Southeast Asian djong are frequently confused with each other and share some characteristics, including large cargo capacities, multiple (two to three) superimposed layers of hull planks, and multiple masts and sails. However the two are readily distinguishable from each other by two major differences. The first is that Southeast Asian (Austronesian) ships are built exclusively with lugs, dowels, and fiber lashings (lashed lug), in contrast to Chinese ships which are always built with iron nails and clamps. The second is that Chinese ships since the first century AD are all built with a central rudder. In contrast, Southeast Asian ships use double lateral rudders. The development of the sea-going Chinese chuán (the "junk" in modern usage) in the Song dynasty () is believed to have been influenced by regular contacts with sea-going Southeast Asian ships (the ''k'un-lun po of Chinese records) in trading ports in southern China from the 1st millennium CE onward, particularly in terms of the rigging, multiple sails, and the multiple hull sheaths. However, the chuán also incorporates distinctly Chinese innovations from their indigenous river and coastal vessels (namely watertight compartments and the central rudders). "Hybrid" ships (referred to as the "South China Sea tradition") integrating technologies from both the chuán'' and the djong also started to appear by the 15th century. == Construction ==

Sails Tracing of two ships from Dunhuang cave.jpg|Tracing of two ships from Dunhuang cave temple, c. 8th–9th century CE. The ships showed square sails. A stern sculling oar is also present (known as a yuloh, 摇橹). Tracing of a ship on a mirror in the Shaanxi museum.jpg|Tracing of a ship on a mirror in the Shaanxi museum (circa 9th or 12th century CE) Iconographic remains show that Chinese ships before the 12th century used square sails. A ship carving from a stone Buddhist stele shows a ship with square sail from the Liu Sung dynasty or the Liang dynasty (c. 5th or 6th century). Dunhuang cave temple no. 45 (from the 8th or 9th century) features large sailboats and sampans with inflated square sails. A wide ship with a single sail is depicted in the Xi'an mirror (after the 9th or 12th century). From its characteristics and location, it is likely that the ship depicted in Bayon was a Southeast Asian ship. The Chinese themselves may have adopted them around the 12th century CE. The full-length battens of the junk sail keep the sail flatter than ideal in all wind conditions. Consequently, their ability to sail close to the wind is poorer than other fore-and-aft rigs. Hull (r. 1654–1722) on a tour, seated prominently on the deck of a junk ship Unlike other major shipbuilding traditions which developed from dugout canoes, the junk evolved from tapering rafts. It is the reason for the unique characteristics of early Chinese junks, like the absence of keels, very low decks, and solid transverse bulkheads rather than ribs or internal frames. Classic junks were built of softwoods (although after the 17th century teak was used in Guangdong) with the outside shape built first. Then multiple internal compartment/bulkheads accessed by separate hatches and ladders, reminiscent of the interior structure of bamboo, were built in. Traditionally, the hull has a horseshoe-shaped stern supporting a high poop deck. The bottom is flat in a river junk with no keel (similar to a sampan), so that the boat relies on a daggerboard, leeboard or very large rudder to prevent the boat from slipping sideways in the water. The internal bulkheads are characteristic of junks, providing interior compartments and strengthening the ship. They also controlled flooding in case of holing. Ships built in this manner were written of in Zhu Yu's book Pingzhou Table Talks, published by 1119 during the Song dynasty. Again, this type of construction for Chinese ship hulls was attested to by the Moroccan Muslim Berber traveler Ibn Battuta (1304–1377 CE), who described it in great detail (refer to Technology of the Song dynasty). Benjamin Franklin wrote in a 1787 letter on the project of mail packets between the United States and France: Similar wet wells were also apparent in Roman small craft of the 5th century CE. Tung oil and mixtures containing it was used for waterproofing for Chinese ships. Marco Polo wrote in the 13th century "The Chinese take some lime and chopped hemp, and these they knead together with a certain wood oil; and when the three are thoroughly amalgamated they hold like any glue, and with this mixture they paint their ships". This putty, known as Tung putty (桐油灰, lit. "tung oil ash") was used to seal the seams and holes in the hull and decks to make them seaworthy. Loose hemp or coir rope were coated with the putty wetted with more tung oil and pounded into the seams with a caulking iron or pointing tool, and then sealed with more of the tung putty. Leeboards and centerboards Other innovations included the square-pallet bilge pump, which was adopted by the West during the 16th century for work ashore, the western chain pump, which was adopted for shipboard use, being of a different derivation. Junks also relied on the compass for navigational purposes. However, as with almost all vessels of any culture before the late 19th century, the accuracy of magnetic compasses aboard ship, whether from a failure to understand deviation (the magnetism of the ship's iron fastenings) or poor design of the compass card (the standard drypoint compasses were extremely unstable), meant that they did little to contribute to the accuracy of navigation by dead reckoning. Review of the evidence shows that the Chinese embarked magnetic pointer was only sometimes used for navigation or reorientation. The reasoning is simple. Chinese mariners were as capable as any, having undertaken the journey safely for hundreds of years, had they needed a compass as an essential tool to navigate, they would have been aware of the almost random directional qualities when used at sea of the water bowl compass they used. Yet that design remained unchanged for some half a millennium. Western sailors, coming upon a similar water bowl design (no evidence as to how has yet emerged) very rapidly adapted it in a series of significant changes such that within roughly a century the water bowl had given way to the dry pivot, a rotating compass card a century later, a lubberline a generation later and gimbals seventy or eighty years after that. Steering Junks employed stern-mounted rudders centuries before their adoption in the West for the simple reason that Western hull forms, with their pointed sterns, obviated a centreline steering system until technical developments in Scandinavia created the first, iron mounted, pintle and gudgeon 'barn door' western examples in the early 12th century CE. A second reason for this slow development was that the side rudders in use were still extremely efficient. Thus the junk rudder's origin, form and construction was completely different in that it was the development of a centrally mounted stern steering oar, examples of which can also be seen in Middle Kingdom (c. 2050–1800 BCE) Egyptian river vessels. It was an innovation which permitted the steering of large ships and due to its design, allowed height adjustment according to the depth of the water and to avoid serious damage should the junk ground. A sizable junk can have a rudder that needed up to twenty members of the crew to control in strong weather. In addition to using the sail plan to balance the junk and take the strain off the hard to operate and mechanically weakly attached rudder, some junks were also equipped with leeboards or dagger boards. The world's oldest known depiction of a stern-mounted rudder can be seen on a pottery model of a junk dating from before the 1st century CE. ==History==

Han to Northern and southern dynasties era (2nd–6th century) Chinese ships at this time were heavily fluvial (riverine) in nature and operation, while a minority was focused on travel on the open seas and oceans. Heng suggests an even later date (11th century CE) for the beginning of Chinese maritime shipping, when the first actual records of Chinese ships (mostly from Fujian and Guangdong) leaving for foreign trade appear. In the 3rd century CE, Chinese envoys were also sent to Southeast Asia ("Nanhai"), all of them explicitly used foreign ships for passage. Kunlun bo trade increased by the 9th century, and were described as arriving regularly in trading ports in southern China in Chinese records. In 989 CE, the Song court permitted private Chinese ships to trade overseas, due to the loss of access to the northern trading routes along the Silk Road. A decade before, in 1178, the Guangzhou customs officer Zhou Qufei wrote in Lingwai Daida about the sea-going ships of Southern China again: "The ships which sail the southern sea and south of it are like giant houses. When their sails are spread they are like great clouds in the sky. Their rudders are several tens of feet long. A single ship carries several hundred men, and has in the stores a year's supply of grain. Pigs are fed and wine is fermented on board. There is no account of dead or living, no going back to the mainland when once the people have set forth upon the cerulean sea. At daybreak, when the gong sounds aboard the ship, the animals can drink their fill, and crew and passengers alike forget all dangers. To those on board, everything is hidden and lost in space, mountains, landmarks, and the countries of foreigners. The shipmaster may say "To make such and such a country, with a favorable wind, in so many days, we should sight such and such a mountain, (then) the ship must steer in such and such a direction". But suddenly the wind may fall, and may not be strong enough to allow for the sighting of the mountain on the given day; in such a case, bearings may have to be changed. And the ship (on the other hand) may be carried far beyond (the landmark) and may lose its bearings. A gale may spring up, the ship may be blown hither and thither, it may meet with shoals or be driven upon hidden rocks, then it may be broken to the very roofs (of its deckhouses). A great ship with heavy cargo has nothing to fear from the high seas, but rather in shallow water it will come to grief." However, historical descriptions (often second-hand) in early Chinese sources tend to greatly exaggerate dimensions, usually to twice or more of the actual lengths. Yuan dynasty (14th century) The Mongol Yuan dynasty initially lifted the 9-month restriction on maritime shipping at around 1279, resulting in Chinese trade ships displacing Southeast Asian ships in their traditional Indian Ocean routes. —Ibn Battuta Yuan dynasty ships carry on the tradition of Song; the Yuan navy is essentially Song navy. Both Song and Yuan employed large trading junks. Unlike Ming treasure ships, Song and Yuan great junks are propelled by oars, and have with them smaller junks, probably for maneuvering aids. The largest junks (5,000 liao) may have a hull length twice that of Quanzhou ship (1,000 liao), that is . The kind of ships the Mongols used for the invasion wasn't recorded but it was large as they commissioned smaller boats for rivers of Java. David Bade estimated around 50 soldiers each on 400-500 ships with their supplies, weapons and diplomats during the Java campaign, while John Man estimated around 29–44 soldiers each. Ming dynasty (15th–17th century) Expedition of Zheng He The largest junks ever built were possibly those of Admiral Zheng He, for his expeditions in the Indian Ocean (1405 to 1433), although this is disputed as no contemporary records of the sizes of Zheng He's ships are known. Instead the dimensions are based on Sanbao Taijian Xia Xiyang Ji Tongsu Yanyi (Eunuch Sanbao Western Records Popular Romance, published 1597), a romanticized version of the voyages written by nearly two centuries later. Maodeng's novel describes Zheng He's ships as follows: • "Treasure ships" () nine-masted, 44.4 by 18 zhang, about long and wide. • Equine ships (), carrying horses and tribute goods and repair material for the fleet, eight-masted, 37 by 15 zhang, about long and wide. • Supply ships (), containing staple for the crew, seven-masted, 28 by 12 zhang, about long and wide. • Transport ships (), six-masted, 24 by 9.4 zhang, about long and wide. • Warships (), five-masted, 18 by 6.8 zhang, about long. Louise Levathes suggests that the actual length of the biggest treasure ships may have been between long and wide. Modern scholars have argued on engineering grounds that it is highly unlikely that Zheng He's ship was 450 ft in length, Guan Jincheng (1947) proposed a much more modest size of 20 zhang long by 2.4 zhang wide (204 ft by 25.5 ft or 62.2 m by 7.8 m) while Xin Yuan'ou (2002) put them as 61–76 m (200–250 feet) in length. Zhao Zhigang claimed that he has solved the debate of the size difference, and stated that Zheng He's largest ship was about in length. Comparing to other Ming records, the Chinese seem to have exaggerated their dimensions. European East Indiamen and galleons were said to be 30, 40, 50, and 60 zhang (90, 120, 150, and 180 m) in length. It was not until the mid to late 19th century that the length of the largest western wooden ship began to exceed 100 meters, even this was done using modern industrial tools and iron parts. International Commerce In Livro de Duarte Barbosa (), the Portuguese writer Duarte Barbosa described the Chinese as "great navigators in very large ships which they call jungos, of two masts, of a different make from ours, the sails are of matting, and so also the cordage. There are great corsairs and robbers amongst those islands and ports of China. They go with all these goods to Malacca, where they also carry much iron, saltpetre and many other things, and for the return voyage they ship there Sumatra and Malabar pepper, of which they use a great deal in China, and drugs of Cambay, much anfiam, which we call opium, and wormwood, Levant gall nuts, saffron, coral wrought and unwrought, stuffs from Cambay, Palecate, and Bengal, vermilion, quicksilver, scarlet cloth, and many other things... Many of these Chinese take their wives and children continually on the ships in which they live without possessing any other dwellings." Sea ban Private trade was banned in 1371 by the Hongwu Emperor, though official state-sponsored trade under the guise of "tribute" missions continued. The ban on private trade was lifted in 1405 during the Zheng He expeditions, but reinstated again in 1479. From the mid-15th to early 16th century, all Chinese maritime trading was banned under the Ming dynasty in what were known as the hai jin laws. The Zheng He expeditions had drained imperial funds and there was increasing threat of invasion from the north, leading the Xuande Emperor to order the immediate cessation of all overseas exploration. The shipping and shipbuilding knowledge acquired during the Song and Yuan dynasties gradually declined during this period. Capture of Taiwan In 1661, a naval fleet of 400 junks and 25,000 men led by the Ming loyalist Koxinga (), arrived in Taiwan to oust the Dutch from Zeelandia. Following a nine-month siege, Cheng captured the Dutch fortress Fort Zeelandia. A peace treaty between Koxinga and the Dutch Government was signed at Castle Zeelandia on February 1, 1662, and Taiwan became Koxinga's base for the Kingdom of Tungning. Qing dynasty (17th–19th century) Large, ocean-going junks played a key role in Asian trade until the 19th century. One of these junks, Keying, sailed from China around the Cape of Good Hope to the United States and England between 1846 and 1848. Many junks were fitted out with carronades and other weapons for naval or piratical uses. These vessels were typically called "war junks" or "armed junks" by Western navies which began entering the region more frequently in the 18th century. The British, Americans and French fought several naval battles with war junks in the 19th century, during the First Opium War, Second Opium War and in between. At sea, junk sailors co-operated with their Western counterparts. For example, in 1870 survivors of the English barque Humberstone shipwrecked off Formosa, were rescued by a junk and landed safely in Macao. Modern period (20th century) Tek Hwa Seng in the Dutch East Indies (1936) In 1938, E. Allen Petersen escaped the advancing Japanese armies by sailing a junk, Hummel Hummel, from Shanghai to California with his wife Tani and two White Russians (Tsar loyalists). In 1955, six young men sailed a Ming dynasty-style junk from Taiwan to San Francisco. The four-month journey aboard the Free China was captured on film and their arrival into San Francisco made international front-page news. The five Chinese-born friends saw an advertisement for an international trans-Atlantic yacht race, and jumped at the opportunity for adventure. They were joined by the then US Vice-Consul to China, who was tasked with capturing the journey on film. Enduring typhoons and mishaps, the crew, having never sailed a century-old junk before, learned along the way. The crew included Reno Chen, Paul Chow, Loo-chi Hu, Benny Hsu, Calvin Mehlert and were led by skipper Marco Chung. After a journey of , the Free China and her crew arrived in San Francisco Bay in fog on August 8, 1955. Shortly afterward the footage was featured on ABC television's Bold Journey travelogue. Hosted by John Stephenson and narrated by ship's navigator Paul Chow, the program highlighted the adventures and challenges of the junk's sailing across the Pacific, as well as some humorous moments aboard ship. in 2009 In 1959 a group of Catalan men, led by Jose Maria Tey, sailed from Hong Kong to Barcelona on a junk named Rubia. After their successful journey this junk was anchored as a tourist attraction at one end of Barcelona harbor, close to where La Rambla meets the sea. Permanently moored along with it was a reproduction of Columbus' caravel Santa Maria during the 1960s and part of the 1970s. In 1981, Christoph Swoboda had a 65 feet (LoA) Bedar built by the boatyard of Che Ali bin Ngah on Duyong island in the estuary of the Terengganu river on the east coast of Malaysia. The Bedar is one of the two types of Malay junk schooners traditionally built there. He sailed this junk with his family and one friend to the Mediterranean and then continued with changing crew to finally finish a circumnavigation in 1998. He sold this vessel in 2000 and in 2004 he started to build a new junk in Duyong with the same craftsmen, the Pinas (or Pinis) Naga Pelangi, in order to help keep this ancient boat building tradition alive. This boat finished to be fitted out in 2010 and is working as a charter boat in the Andaman and the South China Sea. ==See also==