Shipwreck Archaeology in China Sea (The Archaeology of Asia-Pacific Navigation, 5) [1st ed. 2022] 9789811686740, 9789811686757, 9811686742

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The Archaeology of Asia-Pacific Navigation 5

Jianzhong Song

Shipwreck Archaeology in China Sea

The Archaeology of Asia-Pacific Navigation Volume 5

Series Editor Chunming Wu, The Center for Maritime Archaeology, The Belt and Road Research Institute, Xiamen University, Xiamen, Fujian, China

This series will publish the most important, current archaeological research on ancient navigation and sea routes in the Asia-Pacific region, which were key, dynamic factors in the development of human civilizations spanning the last several thousand years. Restoring an international and multidisciplinary academic dialogue through cross cultural perspectives, these publications underscore the significance of diverse lines of evidence, including sea routes, ship cargo, shipwreck, seaports landscape, maritime heritage, nautical technology and the role of indigenous peoples. They explore a broad range of outstanding work to highlight various aspects of the historical Four Oceans sailing routes in Asia-Pacific navigation, as well as their prehistoric antecedents, offering a challenging but highly distinctive contribution to a better understanding of global maritime history. The series is intended for scholars and students in the fields of archaeology, history, anthropology, ethnology, economics, sociology, and political science, as well as nautical technicians and oceanic scientists who are interested in the prehistoric and historical seascape and marine livelihood, navigation and nautical techniques, the maritime silk road and overseas trade, maritime cultural dissemination and oceanic immigration in eastern and southeastern Asia and the Pacific region. The Archaeology of Asia-Pacific Navigation book series is published in conjunction with Springer under the auspices of the Center for Maritime Archaeology of Xiamen University (CMAXMU) in China. The first series editor is Dr. Chunming Wu, who is a chief researcher and was a Professor at the institute. The advisory and editorial committee consists of more than 20 distinguished scholars and leaders in the field of maritime archaeology of the Asia-Pacific region.

Advisory and Editorial Committee

Advisory Board: Wenming Yan 严文明, Peking University, P.R. China Qingzhu Liu 刘庆柱, Chinese Academy of Social Sciences, P.R. China Jeremy Green, Western Australia Museum, Australia Charles Higham, University of Otago, Dunedin, New Zealand Lothar von Falkenhausen, University of California at Los Angeles, USA Robert E. Murowchick, Boston University, USA James P. Delgado, SEARCH - SEARCH2O INC., USA Hans K. Van Tilburg, NOAA Office of National Marine Sanctuaries, USA John Miksic, National University of Singapore, Singapore Chenhua Tsang 臧振华, Academia Sinica of Taiwan, China Editorial Board: Laura Lee Junker, University of Illinois at Chicago, USA Min Li 李旻, University of California at Los Angeles, USA Roberto Junco Sanchez, National Institute of Anthropology and History, Mexico María Cruz Berrocal, University of Konstanz, Germany Eusebio Z. Dizon, National Museum of the Philippines, Philippines Takenori Nogami, Nagasaki University, Japan Chung Tang 邓聪, The Chinese University of Hong Kong, P.R. China Bo Jiang 姜波, National Center of Underwater Cultural Heritage, P.R. China Chunming Wu 吴春明, The Center for Maritime Archaeology, The Belt and Road Research Institute, Xiamen University, P.R. China Editorial in Chief: Chunming Wu 吴春明, The Center for Maritime Archaeology, The Belt and Road Research Institute, Xiamen University, P.R. China

More information about this series at https://link.springer.com/bookseries/16203

Jianzhong Song

Shipwreck Archaeology in China Sea

123

Jianzhong Song National Centre for Archaeology Beijing, China Translated by Yamin Wu Xiamen, China

Guangcan Xin National Centre for Archaeology Beijing, China

ISSN 2524-7468 ISSN 2524-7476 (electronic) The Archaeology of Asia-Pacific Navigation ISBN 978-981-16-8674-0 ISBN 978-981-16-8675-7 (eBook) https://doi.org/10.1007/978-981-16-8675-7 © The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 This work is subject to copyright. All rights are solely and exclusively licensed by the Publisher, whether the whole or part of the material is concerned, specifically the rights of reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or information storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed. The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use. The publisher, the authors, and the editors are safe to assume that the advice and information in this book are believed to be true and accurate at the date of publication. Neither the publisher nor the authors or the editors give a warranty, expressed or implied, with respect to the material contained herein or for any errors or omissions that may have been made. The publisher remains neutral with regard to jurisdictional claims in published maps and institutional affiliations. This Springer imprint is published by the registered company Springer Nature Singapore Pte Ltd. The registered company address is: 152 Beach Road, #21-01/04 Gateway East, Singapore 189721, Singapore

Gold ornaments from Nanhai No. 1 Shipwreck in Guangdong

Contents

1

2

3

Archaeological Discovery and Research of Ancient Shipwrecks in China in Last Thirties Years . . . . . . . . . . . . . . . . . . . . . . . . 1.1 Ancient Shipwrecks Discovered in Chinese Land Archaeology Before 1987 . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 Shipwrecks Discovered in the Chinese Underwater Archaeology After 1987 . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 The Archaeological Discovery of Shipwrecks in the Seas Surrounding China . . . . . . . . . . . . . . . . . . . . . . 1.4 Archaeological Study of Chinese Ancient Shipwrecks . . . . . 1.4.1 The Research of Shipwreck Archaeology and Shipbuilding History . . . . . . . . . . . . . . . . . . . 1.4.2 The Study of Voyage Routes and Maritime Silk Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3 The Study of Ship Cargo and Ceramic Export . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Shipwreck of the Yuan Dynasty Investigated at Sandao Gang, Suizhong, Liaoning Province . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1 Status of the Shipwreck Remains . . . . . . . . . . . . . . . . . . . . . 2.2 The Artifacts Discovered . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 Analyzing on the Ancient Maritime Transportation and Trade Around Bohai Sea on Perspective of Sandao Gang Shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Shipwrecks of the Yuan and Ming Dynasties Discovered at Penglai, Yantai, Shandong Province . . . . . . . . . . . . . . . . . . . . . . 3.1 The Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 The Excavation and Research of Penlai Ancient Shipwrecks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47 47 50

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Contents

3.2.1 Penglai No. 1 Shipwreck . . . . . . . . . . . . . . . . . 3.2.2 Penglai No. 2 Shipwreck . . . . . . . . . . . . . . . . . 3.2.3 Penglai No. 3 Shipwreck . . . . . . . . . . . . . . . . . 3.2.4 Penglai No. 4 Shipwreck . . . . . . . . . . . . . . . . . 3.3 The Nature of Penglai Ancient Ships . . . . . . . . . . . . . . . 3.3.1 The Disputes on the Nature of Penglai No. 1 and No. 2 Shipwrecks . . . . . . . . . . . . . . . . . . . 3.3.2 The Disputes on the Nature of Penglai No. 3 and No. 4 Shipwrecks . . . . . . . . . . . . . . . . . . . 3.4 Penglai Ancient Shipwrecks and Maritime Transportation of Dengzhou Seaport in the Yuan and Ming Dynasties . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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Ancient Shipwrecks Excavated in Ningbo, Zhejiang Province . 4.1 The Song Dynasty Shipwrecks Excavated at Dongmen Kou of Ningbo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 Ming Dynasty Shipwreck Discovered in Xiangshan . . . . . . 4.3 Xiaobai Jiao No. 1 Shipwreck of Qing Dynasty . . . . . . . . . 4.4 Analyzing the Historical Changes of the Maritime Transportation in the East China Sea . . . . . . . . . . . . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Dinghai Bay Shipwrecks of Yuan and Ming Dynasties in Lianjiang of Fujian Province . . . . . . . . . . . . . . . . . . . . . . . . . 5.1 Bai Jiao No. 1 Shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Bai Jiao No. 2 Shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3 Other Shipwreck Remains in Dinghai Bay . . . . . . . . . . . . . . 5.4 Dinghai Bay Shipwreck and Ancient Maritime Transportation of Fuzhou Seaport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancient Shipwrecks Investigated off the Pingtan Island and Nanri Islands, Fujian Province . . . . . . . . . . . . . . . . . . . . . 6.1 Shipwrecks Investigated in the Seas Around the Pingtan Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.1 Fenliuwei Yu Shipwreck Site of Late Five Dynasties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.2 A Few of Shipwrecks Near to the East of Xiaolian Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.3 Yuan Dynasty Shipwreck Site Near the Dalian Island of Late Yuan Dynasty . . . . . . . . . . . . . . . . 6.1.4 Laoniu Jiao Shipwreck Site of Mid Ming Dynasty . 6.1.5 Jiuliang No. 1 Shipwreck of Late Ming Dynasty . . 6.1.6 Wan Jiao No. 1 Shipwreck of Mid Kangxi Period of Qing Dynasty . . . . . . . . . . . . . . . . . . . . . . . . .

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Contents

ix

6.2

Ancient Shipwrecks in the Seas off Nanri Islands . . . . . . . . . . . 6.2.1 Beitu Gui Jiao No. 1 Shipwreck Site of Early Southern Song Dynasty . . . . . . . . . . . . . . . . . . . . . . . 6.2.2 Beitu Gui Jiao No. 2 Shipwreck Site of Yuan Dynasty . 6.2.3 Beitu Gui Jiao No. 3 Site of Late Ming Dynasty . . . . . 6.2.4 Beiri Yan No. 1 Site . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.5 Beiri Yan No. 2 Site . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.6 Beiri Yan No. 3 Site . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.7 Beiri Yan No. 4 Site . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.8 Beiri Yan No. 5 Site . . . . . . . . . . . . . . . . . . . . . . . . . 6.3 Ancient Shipwrecks and the Maritime Transportation Along the Coast of Central Fujian . . . . . . . . . . . . . . . . . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7

8

Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1 Geographical Environment and Stratigraphic Sedimentation . 7.2 Hull Remains and Its Meaning in the History of Chinese Shipbuilding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3 The Remains of Ship Cargoes and the Trade History of the Maritime Silk Road . . . . . . . . . . . . . . . . . . . . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancient Shipwrecks off the Coast of Zhangzhou, Fujian . . . . . 8.1 The Content and Properties of Song Dynasty Shipwreck off Banyang Jiao Reef in Longhai County . . . . . . . . . . . . 8.1.1 The Remains of the Hull . . . . . . . . . . . . . . . . . . 8.1.2 Recovered Artifacts . . . . . . . . . . . . . . . . . . . . . . 8.1.3 Date and Nature of the Shipwreck . . . . . . . . . . . . 8.2 Yuan Dynasty Shipwreck off Shengbei Yu of Zhangpu County . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.1 The Remains of Shipwreck and Hull . . . . . . . . . . 8.2.2 Recovered Artifacts . . . . . . . . . . . . . . . . . . . . . . 8.2.3 Connotation and Nature . . . . . . . . . . . . . . . . . . . 8.3 Yuan Dynasty Shipwreck off Sha Zhou Island in Zhangpu County . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4 Content and Properties of the Shipwreck Excavated in Donggu Bay, Dongshan County . . . . . . . . . . . . . . . . . 8.4.1 Stratigraphic Sediments of the Site . . . . . . . . . . . 8.4.2 Hull Wreckage and Components . . . . . . . . . . . . . 8.4.3 Recovered Artifacts . . . . . . . . . . . . . . . . . . . . . . 8.4.4 Nature and Date of the Shipwreck . . . . . . . . . . . .

110 110 111 112 112 112 112 114 114 115 117

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149 150 151 151 155

x

Contents

8.5

Qing Dynasty Underwater Cultural Relic Sites off Jiujie Jiao Reef (九节礁) and Bai Yu (白屿) in Longhai County . . . . 157 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

9

Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1 Underwater Deposition and Accumulation Status 9.2 Hull Remains and Shipbuilding Technique . . . . . 9.3 The Content and Source of Ship Cargo . . . . . . . 9.4 Analysis on the Sailing Route of the Ship . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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163 167 174 177 190 194

10 Ming Dynasty Shipwrecks Discovered in Nan’ao and Shantou, Guangdong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1 Investigation and Excavation of Nan’ao No. 1 Shipwreck . . . 10.2 The Underwater Environment, Hull Remains and Cargo Accumulation of the Site . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3 Cargo Content and Collected Artifacts from the Nan’ao No. 1 Shipwreck Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4 Analysis on the Origin and Sailing Route of Nan’ao No. 1 Shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.1 The Source and Dating of Ceramic Cargo . . . . . . . . 10.4.2 Analysis on the Seaport and Destination Market . . . 10.5 Koxinga’s Shipwreck of the Late Ming Dynasty Discovered in Guang’ao Seaport of Shantou City . . . . . . . . . . . . . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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11 Ancient Shipwrecks Discovered in the Waters of Xi Sha Islands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1 A Brief Summary of Archaeological Investigations and Excavations of Shipwrecks in the Waters of Xi Sha Islands 11.2 Shipwrecks of the Five Dynasties . . . . . . . . . . . . . . . . . . . 11.2.1 Yin Yu No. 5 Shipwreck . . . . . . . . . . . . . . . . . . . 11.2.2 Shi Yu No. 4 Shipwreck . . . . . . . . . . . . . . . . . . . . 11.3 Song Dynasty Shipwrecks . . . . . . . . . . . . . . . . . . . . . . . . . 11.3.1 Bei Jiao No. 5 Shipwreck . . . . . . . . . . . . . . . . . . . 11.3.2 Bei Jiao No. 4 Shipwreck . . . . . . . . . . . . . . . . . . . 11.3.3 Zhaoshu Dao No. 2 Shipwreck . . . . . . . . . . . . . . . 11.3.4 Hua Guang Jiao No. 1 Shipwreck . . . . . . . . . . . . . 11.3.5 Quanfu Dao No. 1 Shipwreck . . . . . . . . . . . . . . . . 11.4 Yuan Dynasty Shipwrecks . . . . . . . . . . . . . . . . . . . . . . . . . 11.4.1 Shi Yu No. 2 Shipwreck . . . . . . . . . . . . . . . . . . . . 11.4.2 Yin Yu No. 7 Shipwreck . . . . . . . . . . . . . . . . . . . 11.5 Ming Dynasty Shipwrecks . . . . . . . . . . . . . . . . . . . . . . . . . 11.5.1 Panshi Yu No. 1 Shipwreck . . . . . . . . . . . . . . . . .

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Contents

11.5.2 Yuzhuo Jiao No. 1 Shipwreck . . . . . . . . . . . . . . 11.5.3 Bei Jiao No. 3 Shipwreck . . . . . . . . . . . . . . . . . 11.5.4 Shi Yu No. 3 Shipwreck . . . . . . . . . . . . . . . . . . 11.5.5 Huaguang Jiao No. 4 Shipwreck . . . . . . . . . . . . 11.6 Qing Dynasty Shipwreck . . . . . . . . . . . . . . . . . . . . . . . . 11.6.1 Yin Yu No. 6 Shipwreck . . . . . . . . . . . . . . . . . 11.6.2 Bei Jiao No. 1 Shipwreck . . . . . . . . . . . . . . . . . 11.6.3 Shanhu Dao Island No. 1 Shipwreck . . . . . . . . . 11.6.4 Jinyin Dao No. 1 Shipwreck . . . . . . . . . . . . . . . 11.6.5 Langhua Jiao No. 2 Shipwreck . . . . . . . . . . . . . 11.6.6 Nan Sha Zhou No. 1 Shipwreck . . . . . . . . . . . . 11.7 General Analysis on the Content of Shipwreck in Xi Sha Waters and the Issues of Ancient Maritime Trade . . . . . . 11.7.1 Cultural Features of the Shipwrecks in Xi Sha Waters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.7.2 Export Ceramics and Maritime Trade Witnessed in Xi Sha Shipwrecks . . . . . . . . . . . . . . . . . . . . 11.7.3 Maritime Trade Across South China Sea and the Changes of Maritime Silk Road . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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12 The Shipwreck Archaeology in the Waters of Taiwan, Penghu and Dong Sha Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1 The Shipwreck Archaeological Investigation in Penghu Waters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1.1 Jiangjun No. 1 Shipwreck . . . . . . . . . . . . . . . . . . . 12.1.2 Bai Sha Island No. 1 Shipwreck . . . . . . . . . . . . . . 12.1.3 Penghu No. 1 Shipwreck . . . . . . . . . . . . . . . . . . . 12.1.4 Kongke Yu No. 1 Shipwreck . . . . . . . . . . . . . . . . 12.1.5 British “S.S. Bokhara” Shipwreck . . . . . . . . . . . . . 12.1.6 Other Shipwreck Sites and Underwater Cultural Relics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2 Shipwreck Archaeology in the Waters of Green Island . . . . 12.2.1 Green Island No. 1 Shipwreck . . . . . . . . . . . . . . . 12.2.2 Green Island No. 2 Shipwreck . . . . . . . . . . . . . . . 12.3 Shipwreck Archaeology in Dong Sha Island Waters . . . . . . 12.4 Shipwreck Archaeological Perspective on the Maritime Transportation Between the Mainland and the Islands . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Contributors

Qijiang Deng National Centre for Archaeology, Beijing, China Jianxiang Ding Shanghai University, Shanghai, China Bo Jiang Shandong University, Qingdao, China Guoqing Liang National Center for Archaeology, Beijing, China Miao Liu Xiamen University, Xiamen, China Yuanzhao Meng National Centre for Archaeology, Beijing, China Jianzhong Song National Centre for Archaeology, Beijing, China Jian Sun National Centre for Archaeology, Beijing, China Fuqiang Wang Yantai City Museum, Yantai, China Guangcan Xin National Centre for Archaeology, Beijing, China Zelin Yang Fujian Provincial Institute of Archaeology, Fuzhou, China Chunshui Zhou National Centre for Archaeology, Beijing, China

xiii

List of Figures

Fig. 2.1 Fig. 2.2 Fig. 2.3 Fig. 2.4 Fig. 2.5 Fig. 2.6 Fig. 2.7 Fig. 2.8 Fig. 2.9 Fig. Fig. Fig. Fig. Fig.

2.10 2.11 2.12 2.13 2.14

Fig. 2.15

Fig. 3.1 Fig. 3.2 Fig. 3.3

The senior archaeologists inspected the shipwreck archaeology on Sandao Gan via working monitor. . . . . . . . . The young underwater archaeologists working over the shipwreck site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The underwater survey on the shipwreck . . . . . . . . . . . . . . . The plan of accumulation remain of the shipwreck . . . . . . . . The Cizhou kiln pot with underglaze black painting flower pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Cizhou kiln pot with underglaze black painting of playing boy pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The drawing of playing boy pattern on the pot of Cizhou kiln . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The drawing of dragon and phoenix pattern on pot of Cizhou kiln . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The basin with underglaze black painting patterns of fish and aquatic grass . . . . . . . . . . . . . . . . . . . . . . . . . . . . The basin with underglaze black painting flower pattern . . . The black glazed bowl of Cizhou kiln . . . . . . . . . . . . . . . . . The remain of the packed and concreted ceramic wares . . . . The remain of packed and concreted iron cooking pots . . . . The main types of the ceramic artifacts collected from Sandao Gang shipwreck site . . . . . . . . . . . . . . . . . . . . . The chart of sea routes to Liaoning in Bohai region during Yuan and Ming dynasties (1. Searoute from Tianjin to Liaoning; 2. Searoute from Laizhou to Liaoning via Tianjing; 3. Searoute from Laizhou to Liaoning across Bohai; 4. Searoute from Dengzhou to Liaoning; 5. Searoute from southern China to Liaoning) . . . . . . . . . . . . . . . . . . . . . . . . . The location of the ancient shipwreck at Penglai . . . . . . . . . The Birdview of Penglai Water City . . . . . . . . . . . . . . . . . . . Plan and cross-section of Penglai No. 1 ship . . . . . . . . . . . .

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39 39 40 40 41

..

41

. . . .

44 48 49 50

. . . .

xv

xvi

List of Figures

Fig. 3.4 Fig. 3.5

Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig.

3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13

Fig. 3.14 Fig. 3.15 Fig. 3.16 Fig. 3.17 Fig. 3.18 Fig. 3.19 Fig. 3.20 Fig. 3.21 Fig. 4.1 Fig. 4.2 Fig. 4.3 Fig. 4.4 Fig. 4.5 Fig. 5.1 Fig. 5.2 Fig. 5.3 Fig. 5.4 Fig. 6.1 Fig. 6.2 Fig. 6.3

The hull remain of Penglai No. 1 shipwreck. . . . . . . . . . . . . Artifacts recovered from Penglai No. 1 shipwreck (1. Stone ball; 2. Gray celadon cup; 3. Ceramic bottle; 4. Stone ball; 5. Pottery incense burner; 6. Porcelain bowl; 7. Bronze gun) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stone balls unearthed from Penglai No. 1 shipwreck . . . . . . Bronze Guns unearthed from Penglai No. 1 Shipwreck . . . . Unearthed wood anchorage . . . . . . . . . . . . . . . . . . . . . . . . . . Unearthed iron gun from the Small Sea . . . . . . . . . . . . . . . . The stratigraphy of Small Sea excavation in 1984 . . . . . . . . The hull remain of Penglai No. 2 shipwreck. . . . . . . . . . . . . Plan and cross-section of Penglai No. 2 shipwreck . . . . . . . . Bulkhead section of compartment 2–7 of Penglai No. 2 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The hull remain of Penglai No. 3 shipwreck. . . . . . . . . . . . . Plan and cross-section of Penglai No. 3 shipwreck . . . . . . . . Cross-section of 2nd, 3d and 4th compartments of Penglai No. 3 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ship-shaped pots unearthed from Penglai No. 3 shipwreck . . Pine seeds unearthed from Penglai No. 3 shipwreck . . . . . . . Laevidentalium eburneum shellfish unearthed in Penglai No. 3 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Koryo celadon bowl under the hull of Penglai No. 3 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan and cross-section of Penglai No. 4 shipwreck . . . . . . . . Plan and cross-section of Dongmem Kou shipwreck of Song Dynasty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan and cross-section of Xiangshan shipwreck of Ming Dynasty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The artifacts collected from Xiangshan Shipwreck of Ming Dynasty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan and cross-section of Xiaobai Jiao No. 1 shipwreck . . . . The blue and white porcelain wares collected from Xiaobai Jiao shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The shell salvaging boat in Dinghai bay . . . . . . . . . . . . . . . . The surrounding landscape of Bai Jiao reef . . . . . . . . . . . . . The underwater survey on the Bai Jiao No. 1 shipwreck site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The cargo remains underwater of Bai Jiao No. 1 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The distribution of underwater cultural heritages around Pingtan and Nanri islands . . . . . . . . . . . . . . . . . . . . . . . . . . . Shipwreck artifacts from Fenliuwei Yu site . . . . . . . . . . . . . Shipwreck artifacts from the east of Xiaolian island . . . . . . .

..

51

. . . . . . . .

. . . . . . . .

52 52 53 53 54 55 56 56

.. .. ..

57 59 59

.. .. ..

60 61 61

..

62

.. ..

62 63

..

77

..

78

.. ..

80 82

.. .. ..

84 90 90

..

91

..

92

. . 104 . . 105 . . 105

List of Figures

Fig. 6.4 Fig. 6.5 Fig. 6.6 Fig. 6.7 Fig. 6.8

Fig. 6.9

Fig. 6.10

Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig.

6.11 7.1 7.2 7.3 7.4 7.5 7.6 7.7

Fig. Fig. Fig. Fig. Fig. Fig. Fig.

7.8 7.9 8.1 8.2 8.3 8.4 8.5

Fig. Fig. Fig. Fig.

8.6 8.7 8.8 8.9

Fig. 8.10 Fig. 8.11 Fig. 8.12

xvii

Ceramics of Yuan Dynasty from shipwreck near to Dalian Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ceramics from Laoniu Jiao Shipwreck Site of Mid Ming Dynasty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ceramics from Jiuliang No 1 Shipwreck of Late Ming Dynasty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ceramics from Wan Jiao No. 1 Shipwreck of Qing Dynasty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ceramics from shipwrecks near to Beitu Gui Jiao island (1, 2. No. 1 shipwreck; 3, 4. No. 2 shipwreck; 5, 6. No. 3 shipwreck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ceramics from shipwrecks near to Beiri Yan island (1–3. No. 1 shipwreck; 4–5. No. 2 shipwreck; 6–7. No. 4 shipwreck; 8–11. No. 5 shipwreck). . . . . . . . . . . . . . . The remains of bronze coins of Beiri Yan No. 3 shipwreck site (1. The coin remains underwater; 2. Coins of Song Dynasty; 3. Coins of Qing Dynasty; Coins of foreign countries) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancient searoutes of Fujian coast . . . . . . . . . . . . . . . . . . . . . The field excavation of Houzhu shipwreck in Quanzhou . . . The geographical location of Houzhu shipwreck. . . . . . . . . . Stratigraphic sedimentation of the Houzhu shipwreck . . . . . . The ketch ship lines of Houzhu Shipwreck . . . . . . . . . . . . . . The discovery of the spice wood during excavation . . . . . . . The ceramic types discovered in Houzhu shipwreck . . . . . . . The wooden labels for cargo packing discovered from the wreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The copper coins of Song Dynasty from the shipwreck . . . . The Chinese chess discovered from the shipwreck . . . . . . . . Distribution of shipwrecks along the coast of Zhangzhou . . . Hull remains of Banyang Jiao No. 1 shipwreck . . . . . . . . . . Mast seat of Banyang Jiao No. 1 shipwreck . . . . . . . . . . . . . The black glazed bowl of Banyang Jiao No. 1 shipwreck . . White celadon porcelain plate of Banyang Jiao No. 1 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . White celadon bowl of Banyang Jiao No. 1 shipwreck . . . . . White celadon bowl of Banyang Jiao No. 1 shipwreck . . . . . Pottery basin of Banyang Jiao No. 1 shipwreck . . . . . . . . . . “Qingyuan Tongbao (庆元通宝)” copper coin of Banyang Jiao No. 1 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Celadon bowls of Shengbei Yu shipwreck . . . . . . . . . . . . . . Celadon dishes of Shengbei Yu shipwreck . . . . . . . . . . . . . . Celadon high foot Cup of Shengbei Yu shipwreck . . . . . . . .

. . 106 . . 107 . . 109 . . 110

. . 111

. . 113

. . . . . . . .

. . . . . . . .

114 116 122 123 125 125 128 129

. . . . . . .

. . . . . . .

130 131 132 136 137 137 138

. . . .

. . . .

138 139 139 140

. . . .

. . . .

140 143 143 144

xviii

List of Figures

Fig. 8.13 Fig. 8.14 Fig. Fig. Fig. Fig.

8.15 8.16 8.17 8.18

Fig. 8.19 Fig. 8.20 Fig. 8.21 Fig. 8.22 Fig. 8.23 Fig. 8.24 Fig. 8.25 Fig. 8.26 Fig. Fig. Fig. Fig. Fig. Fig. Fig.

8.27 8.28 8.29 8.30 8.31 8.32 9.1

Fig. 9.2 Fig. 9.3 Fig. 9.4 Fig. 9.5 Fig. 9.6 Fig. 9.7 Fig. 9.8 Fig. 9.9

Celadon washer of Shengbei Yu shipwreck . . . . . . . . . . . . . The underwater artifact remains of Sha Zhou Island shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Celadon bowl of Sha Zhou shipwreck . . . . . . . . . . . . . . . . . Celadon plate of Sha Zhou shipwreck . . . . . . . . . . . . . . . . . White celadon bowl of Sha Zhou shipwreck. . . . . . . . . . . . . White celadon holding pot of Sha Zhou shipwreck (collected by Longhai County Museum) . . . . . . . . . . . . . . . . White celadon water dropper of Sha Zhou shipwreck (collected by Longhai County Museum) . . . . . . . . . . . . . . . . Brown glaze pot of Sha Zhou shipwreck . . . . . . . . . . . . . . . The excavation of Donggu Bay shipwreck (Northeast to Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . White porcelain octagonal cup of Donggu shipwreck (04 DD collection:005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . White porcelain plate of Donggu shipwreck (04 DDBT0912②a:3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . White porcelain inkpad box of Donggu shipwreck (04 DDBT0912②a:8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blue and white porcelain cup of Donggu shipwreck (04 DDBT0912②a:8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dark-red pottery pot of Donggu shipwreck (04 DDBT1110②a:3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Copper armor sheets of Donggu shipwreck . . . . . . . . . . . . . Iron cannon of Donggu shipwreck . . . . . . . . . . . . . . . . . . . . “Yongli Tongbao” copper coin of Donggu shipwreck . . . . . “Yumin Tongbao” copper coin of Donggu shipwreck . . . . . Blue and white plates of Jiujie Jiao site . . . . . . . . . . . . . . . . Blue and white plate of Bai Yu site . . . . . . . . . . . . . . . . . . . The location of Nanhai No. 1 shipwreck in the north of South China Sea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The sea region of shipwreck near to Da Fanshi and Xiao Fanshi reefs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Professor Yu Weichao and Shouzou Tanabe inspected sea region of Nanhai No. 1 shipwreck in 1989 . . . . . . . . . . . The underwater investigation on the site in 2004 . . . . . . . . . The overall salvage and relocation of the shipwreck accumulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The whole accumulation of the shipwreck before the excavation in the “Crystal Palace” museum . . . . . . . . . . . . . T0101 test excavation on the sediment outside the hull of front left (Mar. 22, 2014). . . . . . . . . . . . . . . . . . . 2015NHIT0101-0601-west wall profile . . . . . . . . . . . . . . . . . 2015NHIT0401-NHIT0402-south wall profile . . . . . . . . . . . .

. . 144 . . . .

. . . .

146 147 147 147

. . 148 . . 148 . . 149 . . 150 . . 151 . . 152 . . 152 . . 153 . . . . . . .

. . . . . . .

154 154 155 156 156 158 158

. . 164 . . 165 . . 165 . . 167 . . 168 . . 169 . . 171 . . 172 . . 173

List of Figures

Fig. 9.10 Fig. 9.11 Fig. 9.12 Fig. 9.13 Fig. 9.14 Fig. Fig. Fig. Fig.

9.15 9.16 9.17 9.18

Fig. 9.19 Fig. 9.20 Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig.

9.21 9.22 9.23 9.24 9.25 9.26 9.27 9.28 9.29 9.30 9.31 9.32 9.33 9.34 9.35 9.36 9.37 9.38 9.39 10.1 10.2

Fig. 10.3 Fig. 10.4 Fig. 10.5

xix

The horizontal plank inside the compartment hold of hull . . The connection between three layers’ shell and four layers’ shell at left board of co7 compartment . . . . . . . . . . . . . . . . . Plane of the first layer of hull . . . . . . . . . . . . . . . . . . . . . . . . The hull remain with cargo loaded in compartments. . . . . . . The regular and orderly loaded ceramics in ship compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The pottery pots full with small artifacts of cargo . . . . . . . . The deposit of the cargo remains inside the hull . . . . . . . . . . The ceramic cargoes loaded inside the hull . . . . . . . . . . . . . . A group of white porcelain kettles packaged in piles with straw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The iron pans and nails loaded in the middle of twelfth compartment (C12b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The iron nails loaded under the piles of white porcelain bowl in sixth compartment (C6) . . . . . . . . . . . . . . . . . . . . . . The iron pan of No:039 . . . . . . . . . . . . . . . . . . . . . . . . . . . . A package of iron bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The distribution of iron artifacts inside the hull . . . . . . . . . . Gold accessories and artifacts discovered in a lacquer box . . A tassel shaped gold accessory . . . . . . . . . . . . . . . . . . . . . . . Gold chest accessary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gold leave stamped with Chinese characters. . . . . . . . . . . . . A group of bar shaped gold ornaments . . . . . . . . . . . . . . . . . A gold bracelet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A gold bracelet (T0401④:3) . . . . . . . . . . . . . . . . . . . . . . . . . A dragon shaped golden bracelet . . . . . . . . . . . . . . . . . . . . . A group of gold earring . . . . . . . . . . . . . . . . . . . . . . . . . . . . A gold ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A silver ingot stamped the weight . . . . . . . . . . . . . . . . . . . . A group of glass beads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brown glazed pot inscribed with Chinese characters. . . . . . . A lacquer plate decorated with interlocking flower pattern . . A jade avalokitesvara statues . . . . . . . . . . . . . . . . . . . . . . . . Fruit nut remains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The location chart of shipwrecks in Eastern Guangdong. . . . The excavation square frames of T1920–T2220 in Nan’ao No. 1 shipwreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The plane and section of the Nan’ao No. 1 shipwreck . . . . . The packaging of the ceramic cargoes inside the hull compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The blue and white porcelain plate with chrysanthemum pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . 176 . . 177 . . 178 . . 179 . . . .

. . . .

180 181 182 182

. . 183 . . 183 . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . .

184 184 184 185 186 186 187 187 187 188 188 188 189 189 190 190 191 191 192 193 196

. . 197 . . 199 . . 200 . . 202

xx

Fig. 10.6 Fig. 10.7 Fig. 10.8 Fig. 10.9 Fig. 10.10 Fig. 10.11 Fig. 10.12 Fig. 10.13 Fig. 10.14 Fig. 10.15 Fig. 11.1 Fig. 11.2 Fig. 11.3 Fig. 11.4 Fig. 11.5 Fig. 11.6 Fig. 11.7 Fig. 11.8 Fig. 11.9 Fig. 11.10 Fig. 11.11 Fig. 11.12

Fig. 11.13 Fig. 11.14

List of Figures

The blue and white porcelain plate with flying phoenix and the sun pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blue and white big bowl painted with patterns of dragon . . . Five-colored porcelain box painted with paneled scenes . . . . The blue and white big pot with interlocking flowers pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The brown urn sculptured with dragon and Phoenix patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A comparison of blue and white porcelain plates of Nan’ao shipwreck with Erlong Kiln of Zhangzhou . . . . . . . . A comparison of blue and white porcelain bowls of Nan’ao shipwreck with Guanyinge Kiln of Jingdezhen . . . . . A five-colored bowl with paneled scene pattern . . . . . . . . . . Bronze blunderbuss engraved Chinese characters of Koxinga . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The official seal of Koxinga army . . . . . . . . . . . . . . . . . . . . . The seabed geomography of coral reefs in Xi Sha region (case of Shi Yu site 2020) . . . . . . . . . . . . . . . . . . . . . . . . . . The distribution of underwater cultural relics around Xi Sha region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Underwater artifacts of Yin Yu No. 5 site collected in 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Artifacts of Shi Yu No. 4 site collected in 2011 . . . . . . . . . . Shipwreck artifacts of Bei Jiao No. 5 site collected in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shipwreck artifacts of Bei Jiao No. 4 site collected in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Artifacts collected from Zhaoshu Dao No. 2 site in 2010 . . . The cargo remains of Huaguang Jiao No. 1 shipwreck excavated in 2007 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The hull remains of Huaguang Jiao No. 1 shipwreck site excavated in 2008 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The ceramics of Huaguang Jiao No. 1 shipwreck collected in 1999 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The ceramics of Huaguang Jiao No. 1 shipwreck excavated in 2007 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A white celadon bowl with inscription of “Made by Pan Sanlang in Ren Wu Year” from Huaguang Jiao (07XSHGW1:66) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ceramic artifacts collected from Quanfu Dao No. 1 site in 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The underwater remains of Shi Yu No. 2 site investigated in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . 203 . . 203 . . 204 . . 205 . . 206 . . 207 . . 208 . . 209 . . 213 . . 213 . . 218 . . 221 . . 222 . . 223 . . 223 . . 224 . . 225 . . 226 . . 226 . . 227 . . 228

. . 228 . . 230 . . 231

List of Figures

Fig. 11.15 Fig. 11.16 Fig. 11.17 Fig. 11.18 Fig. 11.19 Fig. 11.20 Fig. 11.21 Fig. 11.22 Fig. 11.23 Fig. 11.24 Fig. 11.25 Fig. 11.26 Fig. 11.27 Fig. 11.28

Fig. 11.29

Fig. 11.30 Fig. 11.31 Fig. 11.32 Fig. 11.33 Fig. 11.34 Fig. 11.35 Fig. 11.36 Fig. 11.37

xxi

The blue and white ceramics from Shi Yu No. 2 site collected in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The celadon artifacts of Shi Yu No. 7 site collected in 2012 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The blue and white artifacts of Panshi Yu No. 1 site collected in 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The ceramic artifacts of Yuzhuo Jiao No. 1 site collected in 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The blue and white artifacts of Bei Jiao No. 3 site collected in 1999 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The ceramics of Shi Yu No. 3 site collected in 2010 . . . . . . The blue and white ceramics of Huaguang Jiao No. 4 collected in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The shipwreck remains of Yin Yu No. 6 site investigated in 2014 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The blue and white artifacts of Yin Yu No. 6 site collected in 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The blue and white ceramics of Bei Jiao No. 1 site collected in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The stone architecture component remains of Shanhu Dao No. 1 shipwreck (2014 investigation) . . . . . . . . . . . . . . . . . . The typology of carved stone products of Shanhu Dao No. 1 site excavated in 2015 . . . . . . . . . . . . . . . . . . . . . . . . The ceramics of Shanhu Dao No. 1 site collected in 2010 . . The underwater distribution of stone building components of Jinyin Dao No. 1 site investigated in 2010 (left) and 2012 (right) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The carved stone artifacts of Jinyin Dao No. 1 site investigated in 2018 (left, stone pillar 2018XSJYW01:290; right, house top component 2018XSJYW01:287) . . . . . . . . . The ceramics of Jinyin Dao No. 1 site . . . . . . . . . . . . . . . . . The underwater geomography of Langhua Jiao No. 2 site . . The carved stones of Langhua Jiao No. 2 site investigated in 2010 (left, stone pillar; right, stone slab) . . . . . . . . . . . . . The Blue and white artifacts of Langhua Jiao No. 2 site investigated in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Blue and white artifacts of Nan Sha Zhou No. 1 site investigated in 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The remains of packaged iron artifacts of Huaguang Jiao No. 1 site investigated in 1998 . . . . . . . . . . . . . . . . . . . . . . . The stone anchor of Bei Jiao No. 11 site investigated in 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The ivory remain of Bei Jiao No. 4 site investigated in 1999 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . 232 . . 233 . . 233 . . 234 . . 236 . . 237 . . 238 . . 239 . . 239 . . 240 . . 241 . . 242 . . 243

. . 243

. . 244 . . 244 . . 246 . . 246 . . 247 . . 247 . . 248 . . 249 . . 249

xxii

Fig. 11.38 Fig. 12.1 Fig. 12.2 Fig. 12.3

List of Figures

The distribution of kiln sites from which Xi Sha shipwreck ceramic originating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The tile cargo stacked the hull of “Jiangjun No. 1” shipwreck (Huang, 2000c) . . . . . . . . . . . . . . . . . . . . . . . . . . The ceramic remains of Kongke Yu No. 1 shipwreck (Huang, 2014: 8–10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The underwater artifacts salvaged from sea of Makung harbor (Chen, 2012: 193, 196) . . . . . . . . . . . . . . . . . . . . . . .

. . 250 . . 265 . . 267 . . 269

Chapter 1

Archaeological Discovery and Research of Ancient Shipwrecks in China in Last Thirties Years Jianzhong Song

In 1943, Jacques Cousteau of the French Navy invented a self-contained underwater breathing apparatus (the “scuba”) when his team was carrying out a series of shipwreck investigations and recovering operations in the Mediterranean. However, the strict meaning of the birth of underwater archaeology did not appear until 1960 when George Bass, a professor of archaeology at the University of Pennsylvania, led his students to excavate the ancient shipwrecks in the Cape Gelidonya in Turkey, extending field archaeology into underwater. During the 1980s, British businessman Michael Hatcher and other Westerners started their frantic commercial salvages of ancient shipwrecks in the South China Sea, resulting in thes loss and destruction of a large number of important archaeological artifacts and information, which caused the strong concern in the field in Chinese cultural relics and archaeology, and the Chinese government. With this background, in 1987, the Department of Archaeology of the National Museum of Chinese History established the Research Office of Underwater Archaeology, marking the official birth of underwater archaeology in China. Over the past 30 years, Chinese underwater archaeologists have investigated and excavated a number of ancient shipwrecks in different periods in Chinese waters. Of course, quite a lot of shipwrecks were also found in silted coastal beaches or ancient waterways before the starting of the underwater archaeology in China, providing very important material evidence for reconstructing the history of Chinese marine civilization and the history of the Maritime Silk Road.

1.1

Ancient Shipwrecks Discovered in Chinese Land Archaeology Before 1987

The Chinese archaeology has its history of nearly a hundred years since its birth in the 1920s, but the archaeological work did not enter a period of rapid development until the 1950s after the founding of New China when the development of large-scale infrastructure construction and the establishment of the national cultural relic protection system began. Since then, some ancient shipwrecks have been © The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_1

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discovered and excavated in the vast areas from south to north, especially in the ancient bays and ancient river channels in coastal provinces. In the 1950s, a Ming Dynasty warship was unearthed in Songjin He (宋金河) River, Liangshan (梁山) County of Shandong Province, the restored hull length was 21.8 m. Judging from the hull shape, four-claw iron anchor and related inscriptions, it was a Zhejiang ship in Hongwu (洪武) period of the Ming Dynasty (Liu, 1958). The discovered remains of rudderstock at the original site of Zhenghe (郑和) ship yard and the structure of ancient ship’s turning gear in Sancha He (三叉 河) River in Nanjing of Jiangsu Province (Ye & Han, 1957). Four ancient canoes in Wenzhou (温州) of Zhejiang Province, one of which was unearthed with broken bricks and ceramic shards from the Eastern Jin Dynasty (Dai, 1985). Three Zhou Dynasty canoes unearthed in the city moat in Wujin (武进) of Jiangsu, the largest was 11 m long dug into a thick trunk, wide in the middle and narrow in both ends, shaped like a shuttle (Xie, 1958). In the 1960s, two shipwrecks of the late Tang Dynasty were excavated at the site of Shiqiao (施桥) wharf in Yangzhou (扬州) of Jiangsu Province. The big ship was a wooden boat made of Phoebe sp., with a restored length of 24 m divided into five large compartments and some other small cabins. The smaller one was a canoe dug into a section of Phoebe sp. (JSPCRWT, 1961). In the north beach of Wenzhou Dao (蚊洲岛) Island, Nanshui (南水) Town, Zhuhai City of Guangdong Province, 212 pieces of ancient celadon bowls and dishes were found, stacked in piles with traces of straw and wood package, which should be the cargoes of a shipwreck (ZHMM, 1991). The discovered shipwrecks increased in the 1970s. It is especially important to note the Song Dynasty shipwreck found on the beach of Houzhu (后渚) Port, Quanzhou Bay of Fujian Province in 1974, which had the largest hull with most cargoes among the Song Dynasty merchant ships before the “Nanhai No. 1” shipwreck was found. The total length of the ship was about 34 m. Twelve rows of ribs and bulkheads divided the ship into 13 compartments. A small water hole was dug into the bottom of each compartment bulkheads as watertight facilities, reflecting the superb watertight technique of shipbuilding in the Song Dynasty. In addition to better hull preservation, the ship excavated in Quanzhou Bay also found more than 4,700 jin (one jin roughly equals 500 g) of spice and drugs, as well as 96 pieces of wooden cards and wooden sticks with names of place, cargo, people or trade company written on them, which provided very important information for the study of overseas trade in the Song Dynasty (QZMMFJ, 1987). A shipwreck of late Qing Dynasty discovered in the sea area at Caitang Wan (草堂湾) Bay on Sanzao Dao (三灶岛) Island in Zhuhai of Guangdong Province, which was 20 m long, different from the tradition of ancient Chinese shipbuilding. Instead of using tenon-and-mortise work and iron nails, the ship boards were tied with palm fiber ropes (ZHMCRAC, 1994). The Han Dynasty canoe found in a paddy field on the south bank of Aojiang (鳌江) River, Lianjiang (连江) of Fujian Province, which was 7.1 m long dug and chiseled into a whole section of Camphor wood, with obvious fire burned and axe chiseled marks (Lu, 1958). The ancient wooden boat unearthed in Magang (马港) River in Puxi (蒲西), Rugao (如皋) County, Jiangsu

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Province, had a total length of 17.32 m with three sections joined by wooden tenons. It was long and slender, with slightly arc flat bottom, divided into 9 compartments, and between two compartments were watertight bulkheads. The boat was a typical Sand Boat type with flat-bottomed, unearthed with it were Tang Dynasty porcelain and copper coins of “Kaiyuan Tongbao (开元通宝)”, thus it can be determined as a Tang Dynasty shipwreck (NJM et al., 1974). The canoe discovered in the site of Tang Dynasty shipyard at Heyi (和义) Road, Ningbo of Zhejiang, coexisted celadon bowls, plates, pots, cups and alike produced in Shanglin Hu (上林湖) Kiln in Cixi (慈溪) of Zhejiang, one of the bowl molds had the inscription of “the third year of Dazhong (大中) period” (849 A.D.), from which it can be inferred that the shipwreck was roughly in the late Tang Dynasty (NBMICRA, 1997). The shipwreck artifacts in the sea around the Xi Sha (西沙, Paracel) Islands included ceramics, copper coins, copper wares and concretion of the Southern Dynasty, Sui, Tang, Song, Yuan Ming and Qing dynasties. The large amount of artifacts in the shipwrecks, which were produced in the mainland and varied for long historical periods, were the concentrated reflection of the ancient trade along Maritime Silk Road (GDM, 1974, 1976; GDM, HARCABGP, 1982). In addition, similar data relating to ancient shipwrecks were also found in Dong Sha (东沙, Pratas) and Nan Sha (南沙) Islaends (GDM, HARCABGP, 1976; Chen, 1997). A Han Dynasty wooden boat at Jiangjia Xiang (将家巷) in Wansui (万绥), Wujin County of Jiangsu Province had a length of about 20 m, its bottom plates were connected by three pieces of arc-shaped boards, two sides of which were cut from a section of log, the middle was empty, the bottom and the sides of the ship were tightly joined with wooden tenon nails (WJCM, CZMM, 1982). A catamarans unearthed on the east bank of Zehe (泽河) River in Pingdu (平 度) County of Shandong were joined by two canoes, and on the joint beam covered with 20 horizontal plates, in the strata of the site celadon porcelain and “Wuzhu (五 铢)” copper coins of Sui Dynasty were found, indicating that it should be the shipwreck in the Sui Dynasty (SDPM, PDCCC, 1979). Six Yuan Dynasty shipwrecks in Nankai (南开) River in Cixian (磁县) County of Hebei Province were of the same type, probably sank at the dock in a flood. Among them, the No. 2 shipwreck was basically intact, with a length of 10.08 m and six compartments, from the boat unearthed 383 pieces of Cizhou (磁州) Kiln white porcelain with brown painting, Jingdezhen (景德镇) Kiln white porcelain, Longquan (龙泉) Kiln celadon porcelain of the Yuan Dynasty, 486 pieces of copper and iron implements, and 69 pieces of copper coins of the Tang, Song and Yuan dynasties (CXCC, 1978). The shape of six Eastern Han Dynasty canoes excavated in the east bank of Jianjiang (鉴江), Shining (石宁) Village, Huazhou (化州) County of Guangdong Province were wide in the middle, narrow and a little warped in bow and stern, and in the boat there were traces of fire burn and axe chiseled (ZJM, HZCCC, 1979). Three ancient shipwrecks were excavated at Qianfeng (前锋) Village in Pingsha (平沙), Zhuhai of Guangdong, one of them had a length of more than 20 m with 4 cm thick teak timbers, the outer shell plates were wrapped with a copper layer, dating to the late Qing Dynasty (ZHMCRAC, 1994). The ancient ship found in Daye (大冶) River, Nanhui (南汇) County of Shanghai was divided into nine compartments, and “Taiping Tongbao (太平通宝)” copper coins were placed in the

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“longevity hole” at the joint of two sections of the bottom keel, and a number of Song Dynasty porcelain bowls were collected (Ji, 1987). The Song Dynasty ship excavated at Yangwan (杨湾) in Fengbin (封滨), Jiading (嘉定) County of Shanghai remained the bow and mid hull with compartment divisions, in them the celadon wares of the Song Dynasty Jizhou Kiln (吉州窑) were found (SHM, 1979). The shipwreck at Dongmen Kou (东门口) wharf site in Ningbo of Zhejiang Province had pointed prow, round bottom, and hull with single layer shell plates, with a restored length about 20 m. The “longevity hole” in main keel contained six pieces of copper coins of the early Northern Song Dynasty. A large number of ceramics of the Song and Yuan dynasties were found in the wharf site next to the shipwreck (NBMCRAC, 1981). The shape of a Song Dynasty boat excavated at Yuanmeng Kou (元蒙口) in Jinghai County of Tianjin had square prow, square stern and flat bottom, with a total length of 14.62 m without keel structure. The framework of the hull consisted of 12 groups of beams and ribs. The hull plates was composed of three parts: shipboard roof plate, sideboard plate and bottom plate, which was in the category of the Sand Boat navigating in rivers and offshore waters in northern China. The ceramics of the Song Dynasty and copper coins of “Zhenghe Tongbao (政和通宝)” were unearthed from the ship (TJMCO, 1983). A Tang Dynasty shipwreck found in the ancient beach of Chuanyang (川扬) River in Chuansha (川沙) County, Pudong (浦东) of Shanghai had a residual length of 14.5 m, consisted of three parts: bottom plates, side plates and mast step plates. A piece of copper coin of “Kaiyuan Tongbao (开元 通宝)” was found in the rectangular hole on the mast step plate. It is speculated as a shipwreck in early Tang Dynasty (Wang, 1983). In the 1980s, an ancient ship with a keel and sharp bottom was found at Fashi (法石), Quanzhou of Fujian Province. The bow hull was buried by a modern villager’s house, after excavating the four compartments of the rear hull, ceramics of the Song and Yuan dynasties produced in Cizao (磁灶) Kiln in Jinjiang, Dehua (德化) and Jingdezhen kiln were found (IHNS-CAS, QZMMFJ, 1983). The ancient canoe excavated in Songguojia (松郭家) Village, Rongcheng (荣成) County of Shandong Province was basically intact, with slightly narrow rectangle prow and stern (Wang, 1987). Three shipwrecks were unearthed at Dengzhou (登州) Seaport in Penglai (蓬莱) of Shandong, the residual length of one of the warship was 28.6 m, with narrow prow, wide stern, and arc bottom, the cabin was divided into 14 watertight compartments where iron swords, iron guns, iron blunderbusses, Longquan Kiln celadon bowls, cups and alike were found (Xi & Don, 1989). In short, in more than 30 years before the start of underwater archaeology in China, 42 shipwrecks were excavated in field archaeology, including 16 canoes, 1 catamaran, 25 other wooden boats. As far as the dating, the earlier type was canoe, including three Zhou Dynasty, seven Han Dynasty, four Eastern Jin Dynasty, one Tang Dynasty, and one unidentified; the only catamaran was in Sui Dynasty, other shipwrecks were one in the Han Dynasty, four in the Tang Dynasty, six in the Song Dynasty, six in the Yuan Dynasty, three in the Ming Dynasty and four in the Qing Dynasty. As far as their nature was concerned, it can be sure that three Song Dynasty ships in Houzhu and Fashi of Quanzhou, and Dongmenkou of Ningbo were maritime trading vehicles, and the rest can be speculated as the ships

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navigating in the rivers or off-shore waters. Quite sure, most of these shipwrecks were excavated in seaports, wharves, coastal shoals, and most of the artifacts found in them were household utensils of the boat man rather than cargo commodities, completely different from the merchant shipwrecks found in underwater archaeology after 1987.

1.2

Shipwrecks Discovered in the Chinese Underwater Archaeology After 1987

In August 1987, a British marine exploration company, together with Guangzhou Salvage Bureau of China’s Ministry of Transport, discovered the “Nanhai No. 1” shipwreck in the waters between Shangchuan Dao (下川岛) and Xiachuan Dao (下 川岛) islands in Guangdong. In November 1987, the National Museum of Chinese History set up the Research Institute of Underwater Archaeology, the first institution engaged in underwater archaeology investigation in China. In the following year it made the investigation on the Qing Dynasty shipwreck at Shajiaoxuan (沙角 旋) in Wuyang (吴阳) Town, Wuchuan (吴川) County of Guangdong Province, and collected artifacts of the hull components such as copper nails, copper rings as well as ceramic shards, which was the first underwater archaeological work in China (Yang et al., 1989). However, at the beginning of the Chinese underwater archaeological work, for lacking the experienced personnel, technology and fund, the first underwater archaeological investigation of “Nanhai No. 1” shipwreck in November 1989 was conducted in cooperation with Japan Institute of Underwater Archaeology (Fang, 1990). After that, from the end of 1989 to the first half of 1990, the National Museum of Chinese History and the Southeast Asian Ceramic Research Center of the University of Adelaide, Australia, jointly organized the first training program for professional underwater archaeology and trained the first eleven underwater archaeologists in China. As a result, China established the first professional underwater archaeological team and began a series of underwater shipwreck investigations and excavations in China. Professor Yu Weichao (俞伟 超), the pioneer of underwater archaeology in China said: “Since then, China had the first professional team of underwater archaeology. With these professional personnel, China is able to more accurately and timely know the content of ancient underwater remains discovered in some coastal areas for various reasons, and is able to quickly concentrate its efforts to form a small underwater archaeological team to carry out considerable scale of regular work (Yu, 1992).” By the end of 2016, according to the National Center of Underwater Culture Heritage, 241 underwater sites (excluding in Hong Kong, Macao and Taiwan) have been identified in China since 1987, including 115 shipwreck sites, 97 underwater remain associated with shipwreck, and 29 other underwater sites such as settlement sites, tomb sites, water conservancy facilities and buildings (NCUCH, 2017). Among the 115 shipwrecks, about 80% were dated to the Song, Yuan, Ming and Qing

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dynasties, and 20% were dated to modern times. The following were the basic information of these shipwrecks. In the 1990s, in the late Ming and early Qing Dynasty shipwrecks at the Baoling (宝陵) seaport in Wenchang (文昌) County of Hainan Province, the shipwreck cargo concretion, including piles of iron pots, copper gongs, copper bracelets, silver ingots and copper coins of “Yongli Tongbao (永历通宝)”, as well as ceramics were found (MCH-ROUA et al., 1997). In Bai Jiao (白礁) No. I shipwreck in Dinghai (定海), Lianjiang of Fujian, more than 2,200 pieces of black glazed ceramic cups and white celadon bowls of Song Dynasty were found, and from the remain of Bai Jiao No. 2 shipwreck more than 100 pieces of blue and white porcelain and celadon bowls, plates and pots of the Ming and Qing dynasties were collected (DHIETS, 1992: 18–19; S-A JDHUAT, 1999). There had been five consecutive underwater archaeological excavations on the Yuan Dynasty shipwreck in the Sandao Gang (三 道岗) sea area of Suizhong (绥中) County of Liaoning Province, an area of 148 m2 was excavated, yielding more than 600 pieces of various kinds of utensils of the Yuan Dynasty, mainly were porcelain bowls, dishes, basins, pots, bottles and alike produced in Cizhou Kiln (Zhang, 1995, 2001). In the shipwreck of early Qing Dynasty discovered at Guang’ao (广澳) Seaport, Shantou of Guangdong Province, copper seals with inscriptions, copper blunderbusses, copper warmer bottles were found, which might be the remains of Hongxu’s (洪旭) fleet in eastern Guangdong, who was the general of Koxinga Group and was conferred a noble title by the Southern Ming regime (GDPICRA, STMBC, 2000). The early Ming Dynasty shipwreck in the sea area of Xiangshan (象山) County, Ningbo of Zhejiang was 23.7 m long, 4.9 m wide, with pointed prow and square stern, the hull was divided into 13 compartments, in them a small number of ceramics, wood artifacts and tiles were found (NBMICRA, XSCCMC, 1998). More than 1,800 pieces of artifacts were collected from 8 sites of shipwrecks and underwater remains in the Xi Sha (Paracel) Islands, including Langhua Jiao (浪花礁), Huaguang Jiao (华光礁), Jinyin Dao (金银岛) and Lingyang Jiao (羚羊礁), most of them were ceramics from the Tang to Qing dynasties (Jiang, 1996; Yang, 1996: 60). The investigations and excavations of underwater shipwrecks in the waters of the Xi Sha Islands revealed 13 sites belonging to the shipwrecks of the Five Dynasties, Song, Yuan, Ming and Qing dynasties. During the test excavation to Huaguang Jiao No. I shipwreck of the Song Dynasty 849 pieces of artifacts were recovered, most of them were ceramics, including white celadon bowls, plates, dishes, cups, kettles, bottles, pots, powder boxes and so on (UARCCNM, HNPOCRPA, 2006). After 2000 there have been seven underwater archaeological investigations (NCUCH, NMC, FJM, FZMCRAT, 2017a, b) and overall salvages (Li, 2019) of Nanhai No. 1 shipwreck site. The investigation and excavation of shipwreck at Donggu (冬古) Bay sea area in Dongshan, Zhangzhou of Fujian Province recovered 120 pieces of celadon, white celadon, brown glazed, blue and white ceramic wares and pottery wares, as well as copper coins, tin wares, iron wares, ammunition and so on. Among the copper coins “Yongli Tongbao (永历通宝)” and “Yumin Tongbao (裕民通宝)” were included. It can be inferred that the shipwreck was a warship belonged to Koxinga’s group in the late Ming and early Qing dynasties

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(NCUCH, NMC, FJM, FZMCRAT, 2017a, b). In the remains of the shipwreck of Laoniu Jiao (老牛礁), Pingtan of Fujian Province, the remians of hull components and more than 400 pieces of various types of ceramics, including white porcelain, blue glazed porcelain, blue and white porcelain, five-colored porcelain were discovered, mainly were 358 pieces of blue and white porcelain bowls from Jingdezhen kiln, and the dating was about the middle of the Ming Dynasty (NCUCH, NMC, FJM, FZMCRAT, 2017a, b). In the shipwreck at Jiuliang (九梁), Pingtan (莆田) of Fujian, 6 hull compartment bulkhead timbers and about 100 pieces of ceramics were found, including blue and white porcelain bowls, plates, cups, water bottles, as well as a few blue glazed porcelain cups, white celadon pots. The dating was about the late Ming Dynasty (NCUCH, NMC, FJM, FZMCRAT, 2017a, b). The hull of Wan Jiao (碗礁) No. I shipwreck in Pingtan of Fujian was 13.5 m long and 3 m wide, below the waterline still remained 15 compartments and a few barrels with cargoes inside them. More than 17,000 pieces of artifacts, mainly ceramics, a small number of wooden, stone and bronze wares and copper coins were recovered, the ceramics mainly were blue and white porcelain from Jingdezhen kiln, as well as the ceramics with under glaze red, five-colored porcelain and single color glazed porcelain, the dating was the middle period of Kangxi (康 熙) reign of Qing Dynasty ( NCUCH, NMC, FJM, FZMCRAT, 2017a, b). In the Yuan Dynasty shipwreck in Dalian Dao (大练岛), Pingtan of Fujian Province, 6 compartments with 7 bulkhead timbers were found among the hull components, and 603 pieces of celadon wares, 3 pieces of pottery pots, 1 piece of tile, 1 iron pot were recovered. All celadon wares were the products from Longquan (龙泉) Kiln in Zhejiang, mainly were large plates, basins, small pots and bowls (UARCCNM, ICRA-FJM, FZMCRAT, 2014). In the remains of the Beitu Gui Jiao (北土龟礁) No. 1 shipwreck of the Nanri (南日) Island in Putian of Fujian Province, 1 piece of bulkhead timber, 2 anchor stones, 59 pieces of celadon bowls belonging to Longquan Kiln system, 144 pieces of copper coins were discovered. Most copper coins were dated from the late Northern Song Dynasty to the early Southern Song Dynasty, the latest one was “Shaoxing Tongbao (绍兴通宝)” of the early Southern Song Dynasty (NCUCH, NMC, FJM, FZMCRAT, 2017a, b). In the remains of the Beitu Gui Jiao No. II shipwreck of Nanri Island (南日岛), 2 pieces of bulkhead timbers, 28 pieces of white celadon bowls, plates and dishes were recovered, the dating was the Yuan Dynasty (NCUCH, NMC, FJM, FZMCRAT, 2017a, b). In the remains of the shipwreck in Sha Zhou (沙洲) Island, Zhangpu (漳浦) County, Zhangzhou of Fujian Province, more than 40 pieces of ceramics including celadon pots with four rings, white celadon bowls, censers, water bottles, water droppers, jars, cups, small pots and glazed jars, dating from the end of the Yuan Dynasty to the beginning of the Ming Dynasty (NCUCH, NMC, FJM, FZMCRAT, 2017a, b). The underwater archaeological excavation of Huaguang Jiao No. 1 shipwreck discovered more than 500 pieces of hull component timbers and nearly 10,000 pieces of artifacts such as ceramics, iron wares and copper mirrors dating to the Southern Song Dynasty (Zhang, 2015: 142–145; Sun, 2007: 32–45; HNPM, 2011). In the underwater archaeological investigations in Xuande (宣德) Islands and Yongle (永乐) Islands in Xi Sha 11 and 42 underwater cultural heritage sites were

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respectively investigated, most of them were newly discovered underwater remains, the dating covered different periods from the Five Dynasties to the Qing Dynasty, and a large number of ceramics, anchor stones, stone architectural components, copper coins and other artifact were collected (Meng & Fu, 2010; Zhao, 2012: 178– 190). In the 2010s, in the remains of Fengliuwei Yu (分流尾屿) shipwreck in Pingtan of Fujian Province, 53 pieces of celadon ware, including bowls, cups, dishes, plates, and water bottles were found, the dating was about the Five Dynasties (NCUCH, NMC, FJM, FZMCRAT, 2017a, b). The Banyang Jiao (半洋礁) No. I shipwreck in Zhangzhou of Fujian Province remained a residual hull with length of 9.2 m and width of 2.5 m, and only partial keel remained. From the shipwreck recovered 135 pieces of black glazed porcelain bowls, 37 pieces of white celadon bowls and plates, and a small amount of earthenware, copper coins, lacquer wares, it was a late Southern Song Dynasty shipwreck (NCUCH, NMC, FJM, FZMCRAT, 2017a, b). Nan’ao (南澳) No. 1 shipwreck in Guangdong remained a residual hull with length of 24.85 m and width of 7.5 m in the middle, and 25 compartments were found. Most of all 27,000 pieces of cultural relics recovered were ceramic, others were metal, wooden and stone artifacts, as well as 24,000 pieces of copper coins (GDPICRA, GDM, NCUCH, 2014: 8, 16). The Xiaobai Jiao (小白礁) No. 1 shipwreck only remained the hull bottom which had a residual length of 20.35 m and width of 7.85 m, 236 pieces of hull component timbers were discovered. 1,064 pieces of various kinds of artifacts were recovered, among them were 592 pieces of blue and white porcelain, 44 five-colored porcelain, 20 pieces of pottery, 73 pieces of metal wares, 331 pieces of stone slates, and 4 pieces of other wares (NBMICRA, NCUCH, XSCCMC, 2019: 36, 82). In the site of Shanhu Dao (珊瑚岛) No. 1 shipwreck, within a range of 50 m wide from east to west, and 142 m long from north to south, 274 stone artifacts, including 255 architectural components, 9 household appliances, 10 stone statues were found. A small number of porcelain shards scattered on the surface of the site and between the stone artifacts. Excavators speculated that the original places of the most stone artifacts and porcelain shards were Fujian region dating to the middle and late Qing Dynasty (PIUAT, 2017: 11–58). The series investigations of the warship wrecks of the Beiyang Navy (北洋水师) sank during the Sino-Japanese naval battle in 1894 discovered and confirmed three warships of “Zhiyuan (致远舰)”, “Jingyuan (经远 舰)” and “Dingyuan (定远舰)” (NCUCH, LNPICRA, 2016: 79–89). In addition, the National Center of Underwater Culture Heritage cooperated with the Institute of Deep Sea Science and Engineering of the Chinese Academy of Sciences, carrying out the first deep-sea archaeological investigation in the sea area of Bei Jiao (北礁) in Xisha, reaching a preliminary achievement (DSAITSCS, 2018; Ding, 2019: 4–12). The above-mentioned underwater archaeological investigations and excavations totally identified 25 shipwrecks. The dating of them were 1 in the Five Dynasties, 5 in the Song Dynasty, 4 in the Yuan Dynasty, 7 in the Ming Dynasty or in the late Ming and early Qing dynasties, and 8 in the Qing Dynasty. Except three warship wrecks of the Beiyang Navy sank during Sino-Japanese naval battle in 1894, the

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other 22 shipwrecks mostly were merchant ships engaged in overseas trade, mostly sank on the sea routes of the ancient Maritime Silk Road, and the cargoes in them mostly were ceramics in different times and different kiln systems. In addition, some other 74 remains containing ceramic artifacts were also found in the waters of the Xi Sha Islands by underwater archaeological investigations, and the dating covered various periods from the Five Dynasties to the Qing Dynasty, which basically consistent with the time of 22 merchant ships, reflecting once prosperous ancient Maritime Silk Road.

1.3

The Archaeological Discovery of Shipwrecks in the Seas Surrounding China

Since the 1970s, a series of ancient shipwrecks have also been found in the waters of China’s neighboring countries, especially in Vietnam, Malaysia, Indonesia and the Philippines. Some of these shipwrecks were ancient Chinese merchant ships, and some of the others were foreign merchant ships carrying the cargoes mainly of Chinese ceramics, to some extent reflecting the facts of Chinese overseas trade in different dynasties. However, it should be noted that most of these shipwrecks were unfortunately salvaged by commercial groups except a few of standard underwater archaeological excavations. Here some representative shipwrecks were discussed in a chronological order. The only shipwreck of the ninth century discovered was Batu Hitam shipwreck near the Belitung Island of Indonesia. 67,000 pieces ceramics of Changsha (长沙) Kiln of the Tang Dynasty, as well as a small amount ceramics of Yue (越) Kiln, Ding (定) Kiln, Xing (邢) Kiln, Gongxian (巩县) Kiln and Guangdong Kiln were collected, together with them also gold and silver wares, copper mirrors, silver ingots and other items. One piece of Changsha Kiln porcelain had the reign title of “the second year of Baoli (宝历)” (826 A.D.), from which we can infer that the ship sank not long after this time (Xie, 2005). The structure of the hull showed that it was a ship built with traditional Arab shipbuilding technology (Gay, 2008), and it speculatively left China with full loading and sank into the waters of Belitung Island on its way back to an Arabian country. The shipwrecks of the tenth century were discovered at Intan and Cirebon, the hull structures and cargo loading of both ships indicated that they were Southeast Asian merchant ships (Li, 2007). The Intan shipwreck was found near the Intan oil field 150 km north of Jakarta of Indonesia, its sinking time was around the middle of the tenth century. The ceramics recovered from the shipwreck mostly were a kind of greenish yellow glazed pots made in Guangdong, celadon wares produced in Yue kiln in Zhejiang, together with them also some white celadon, white porcelain, as well as ceramics made in Southeast Asia. Some scholars believe that the main cargoes of it were loaded at Guangzhou seaport controlled by the Southern Han regime (Flecker, 2002; Qin, 2007). Cirebon shipwreck was found in the waters of

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Cirebon Island 100 nautical miles north of Java, from it more than 300,000 pieces of various kinds of Yue kiln porcelain were recovered, dating from the Five Dynasties to the early Northern Song Dynasty, when was the second half of the tenth century. The shipwrecks from the eleventh to the twelfth century were mainly discovered at Pulau Buaya, Jepara and Tanjung Simpang. Pulau Buaya wreck in the waters of Pulau Buaya, southeast of Sumatra. No hull remain was found, the cargoes recovered mainly were Chinese ceramics, including ceramics from Chaozhou (潮 州) Kiln and Qishi (奇石) Kiln in Guangdong, Jingdezhen kiln in Jiangxi and some Fujian kilns, dating roughly from the middle of the eleventh century to the early twelfth century when was the middle and late Northern Song Dynasty to the early Southern Song Dynasty (Ridho & Mckinnon, 1998: 6, 98). Jepara shipwreck was found in the central Java sea of Indonesia, the artifacts recovered from it mainly were ceramics made in kilns of Fujian, as well as copper gongs, copper mirrors, iron pots, copper coins and so on. Some scholars inferred that it was a Chinese Junk from Quanzhou, and the time was about the first half of the twelfth century (Djuana & Mckinnon, 2005: 126–135). Tanjung Simpang shipwreck was found in the waters of Sabah, Malaysia, supposedly was a Chinese merchant ship fully loaded with Chinese ceramics. The ceramics recovered included brown glazed water bottles, pots and white celadon kettle, boxes and metal devices such as bronze gongs. It might be a Southern Song Dynasty shipwreck (Liu & Hu, 2016: 57). The shipwrecks from the thirteenth to the fourteenth century included Jade Dragon and Sinan shipwrecks. Jade Dragon shipwreck, which was in the waters of Sabah state in Malaysia, in which the cargoes found mostly were ceramics from Longquan Kiln. According to some scholars, its destination was Brunei or Santubong of Malaysia (Liu & Hu, 2016: 63). Sinan (新安) shipwreck was in the waters of Sinan County of South Jeolla (全罗南道) Province in South Korea, with a residual hull length of 34 m and a width of 11 m. The shape of the ship was sharp bottom, square prow and square stern, with water-tight bulkheads. The bottom keel was installed a “longevity hole” with 7 pieces of copper coins and 1 copper mirror in it, symbolizing the lucky connotation of seven stars accompanying the moon, which was characteristic practice of the traditional shipbuilding in Fujian China (Xi, 1994). A total of 22,040 pieces of artifacts were recovered from Sinan shipwreck, including 20,691 pieces of ceramics, 729 pieces of metal and lacquer wares, stone products and alike, loaded together with 1,017 pieces of red sandalwood and 28 tons of copper coins (KRCBD, KRCFA, 1998). In addition, a number of wooden slips with ink writing of “the third year of Zhizhi (至治)” (1323 A.D.) and names of Japanese place and cargo owners were also found, as well as copper weights of “Qingyuan (庆元) Road”, indicating that the ship started its voyage from ancient Ningbo seaport and its destination was Japan. The shipwrecks from the fourteenth to fifteenth century (about the first half of the Ming Dynasty), which were confirmed as Chinese junks, included Turiang shipwreck along the Malay Peninsula, Ko Si Chang No. 2 shipwreck in the Gulf of Thailand, and Maranei (also known as Bakau shipwreck) in the Indonesian waters. The length of these three shipwrecks were about 30 m, in them the structure of

1.3 The Archaeological Discovery of Shipwrecks in the Seas …

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watertight bulkheads and iron nails used in timbers’ connection were found. Ceramics were found in these shipwrecks, mostly were Thai and Vietnamese porcelain, with a certain proportion of Chinese ceramics which mainly were celadon wares of Longquan Kiln. The shipwreck slightly later than these three sites was “Longquan (龙泉)” shipwreck in the eastern part of Malay Peninsula, about 100,000 pieces of ceramics were recovered, of which forty percent were Chinese ceramics from Longquan Kiln. In the shipwrecks of about the mid-fifteenth century in which the Chinese porcelain were found were “Royal Nanhai” shipwreck of Malaysia and the shipwreck discovered in Pandanan Island in the Philippine waters. In the former a Chinese celadon pot, six pieces of Chinese blue and white porcelain were found in a hidden storage room next to the keel, and in the latter shipwreck 30 to 60 pieces of Chinese blue and white porcelain were found. These blue and white porcelain had typical characteristics of Jingdezhen civilian kilns dating to the early Ming Dynasty as so called “Ming Gap” period (Liu & Hu, 2016: 130–135). The shipwrecks of the late fifteenth century discovered were Lena shipwreck in the western part of Palawan of the Philippine waters (Goddio et al., 2000) and a shipwreck in Brunei waters (Lin, 2010), both of them resembled Chinese Junks, most cargoes in them were blue and white porcelain from Jingdezhen civilian kilns, some were celadon wares from Longquan Kiln, and the time was about Hongzhi (弘治) period (1487–1505 A.D.). There are a few of shipwrecks discovered in the Southeast Asian water dating from the sixteenth to seventeenth century (about the second half of the Ming Dynasty). The “Xuande (宣德)” shipwreck in the northern waters of Tioman Island of Malaysia, 170 pieces of Chinese blue and white porcelain, and 30 pieces of Thai porcelain with under glaze color painting, as well as two Portuguese bronze cannons were found. Among the Chinese ceramic wares six pieces of blue and white porcelain had the writing of the reign title “Xuandee” of Ming Dynasty, and the overall style of these blue and white porcelain showed that this shipwreck should be a Portuguese merchant ship around 1540 (Brown, 2009). In the “Royal Captain Shoal” No. II shipwreck in Palawan waters of the Philippines, more than 3,700 pieces of blue and white porcelain from Zhangzhou kiln, as well as copper gongs, iron bars, copper coins and other artifacts were recovered. The ship might be a late sixteenth century Chinese merchant junk (Goddio, 1988). The “San Diego” shipwreck was a Spanish galleon sank in the Philippine waters in 1,600, among tens of thousands pieces of artifacts found included more than 5,600 pieces of ceramics, more than 2,400 pieces of metal products and Spanish silver coins. There were more than 500 pieces of Chinese blue and white porcelain wares, including the varieties of “Kraak” porcelain and “Shantou (汕头)” wares from both Jingdezhen and Zhangzhou kilns (Liu & Hu, 2016: 161–162). The hull structure of “Binh Thuam” shipwreck in Vietnamese waters had the characteristics of a Chinese Junk, the cargoes recovered mainly were iron cauldrons and porcelain wares, and most of the porcelains were blue and white, five colored porcelain and porcelain with three colors painted on plain body from Zhangzhou kiln, totally were more than 34,000 pieces. It was believed that the ship might sink in Vietnam waters on its way in 1608 when a Chinese businessman I Sin Hoi carried silk and other Chinese goods

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to Johor of Malaysia for the Dutch (Flecker, 2004). The “Wanli (万历)” shipwreck discovered in Malaysian sea was about 18 m long, judging from the hull structure it was an European ship, presumably was a Portuguese carrack, from it 10 tons of broken ceramics were recovered. Among these ceramics thousands of pieces were intact wares, and most of them were Kraak porcelain from Jingdezhen kilns. Because a few of ceramic wares with the transitional style of the Tianqi (天启) period (1621–1627 A.D.) were discovered, some scholars speculate the dating of the shipwreck in the Tianqi period (Liu, 2007). In the 1980s, in the waters 12 nautical miles from Bintan Island in Indonesia, British businessman Michael Hatcher salvaged about 25,000 pieces of Chinese ceramics, most of them were blue and white porcelain of Jingdezhen Kiln, including 2,600 pieces of Kraak porcelain produced in Wangli and Tianqi periods in the late Ming Dynasty, as well as large amount of blue and white porcelain produced in the transitional period. Judging from the style of the porcelain wares including the one with inscription of “Guiwei (癸未)” year, it is speculated that it sank between 1643 and 1646, and might be a local trading ship, or a Chinese junk with the Dutch East India Company authorization (Sheaf & Kilburn, 1988). A number of shipwrecks from late seventeenth century to early nineteenth century (before 1840) were discovered in the seas of the Southeast Asia. Most of the cargoes recovered from the Vung Tau shipwreck and Tinh Ca Mau shipwreck in Vietnam waters were Chinese ceramics produced during Kangxi (康熙) and Yongzheng (雍正) periods (GXZMM, GXICRCA, VNNMH, 2009). Because Vung Tau shipwreck was discovered near the Penang Island in Vung Tau Province of Vietnam, it is also known as Penang shipwreck, from which 60,000 pieces of ceramics were recovered, mainly blue and white porcelain of Jingdezhen Kiln, with a lot of European style and decorations, fully reflecting the characteristics of export ceramics. Because of the porcelain style of Kangxi period and the ink chunks with the inscription of “Gengwu (庚午)” year were discovered, the researchers speculated that the sinking time of the ship was between 1690 and 1700.The Tinh Ca Mau shipwreck was discovered in the coast of Tinh Ca Mau Province of Vietnam, most ceramics recovered were blue and white porcelain from Jingdezhen Kiln, as well as a small number of ceramics from civilian kilns in Guangdong. The styles of these ceramic utensils discovered were both the Chinese traditional style and European style. The ceramics with the inscription of “YongZheng (雍正)” year (1723–1735 A.D.) of the Qing Dynasty indicated the sinking time of the ship (Liu & Hu, 2016: 229–233). The “Geldermalsen” shipwreck of Dutch East Indian Company sank in 1752 beside a reef outside Bintan Island of Indonesia in the South China Sea, 150,000 pieces of ceramics were salvaged, including blue and white porcelain of Jingdezhen Kiln, Batavia porcelain wares with decoration pattern of blue and white inside and brown glazed outside, Chinese style Imari porcelain and crude porcelain products from kilns in South of China. It is believed that these crude ceramics were to be shipped to the Dutch colonies in Cape of Good Hope in the South of Africa (Jorg, 1986). The merchant ship “Griffin” of British East India Company sank in 1761 near Mindoro Island in the Philippines, more than 7,000 pieces of ceramics were recovered, mainly blue and white porcelain, but appeared

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with them also some Chinese style Imari porcelain, soft colors and black painting porcelain. The utensils ceramic mainly were various style of tea sets and coffee sets (Wang, 2012). The “Diana” shipwreck sank in Jiaqin (嘉庆) period (1817 A.D.) was discovered in the Strait of Malacca, 23,000 pieces of ceramics loaded in 500 cases were recovered. Besides the blue and white porcelain table wares with Chinese landscape of willow pattern, there also were a small number of Guangcai (广彩) painting porcelain decorated in Guangdong. In addition, a lot of low-grade blue and white porcelain, and crude unglazed pottery from kilns in South of China were discovered (Zhou & Wei, 1996: 58). Of these 27 shipwrecks discovered in the sea areas surrounding China, the earliest was Batu Hitam shipwreck in 826 A.D. and the latest was “Diana” shipwreck in 1817 A.D., covering a time span of one thousand years from the late Tang Dynasty to the Five Dynasties, Song, Yuan, Ming and Qing dynasties. Regarding the ship’s types, Batu Hitam was an Arabian ship of the ninth century. 15 ships were from tenth to fifteenth century, among them 8 Chinese junks, 2 South-East Asian ships, and 5 unidentified. 11 ships were from sixteenth to nineteenth century, including 3 Chinese junks, 6 European ships (Portugal, Spain, Netherlands, UK), and 1 unidentified. These shipwreck contents have empirically reproduced the history of outward navigation trade of Chinese boatmen, especially the history of ceramic export since the Tang Dynasty.

1.4

Archaeological Study of Chinese Ancient Shipwrecks

The shipwrecks of different periods discovered in the sea areas of China and its surrounding countries mostly were maritime merchant ships, most of them were ancient Chinese junks, and the rest were merchant ships from ancient Southeast Asian countries, Arabian countries in Western Asia, and European countries in the era of great voyages and discoveries. Archaeological research based on the information of these shipwrecks mainly involves academic issues in three fields: the history of shipbuilding and technology of navigation, the sea routes and Maritime Silk Road, as well as ship cargoes and ceramic export.

1.4.1

The Research of Shipwreck Archaeology and Shipbuilding History

Boats and ships are the main means of transportation for human beings to travel in the sea. In the long history there have been countless boats and ships sank into rivers, lakes and seas, but few of them have been better preserved at the bottom of sea or rivers. So far in the world only three relatively well-preserved shipwrecks have been overall salvaged from underwater, namely “Vasa” shipwreck of Sweden,

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the “Mary Rose” shipwreck of Britain and Nanhai No. 1 shipwreck of China. In addition, the hull of ancient shipwreck remained in ancient coastlines or ancient river ways, such as Song Dynasty shipwrecks in Houzhu seaport in Quanzhou, were also better preserved. These relatively well preserved shipwrecks have undoubtedly provided important information for the exploration of the origin and development of early boats and ships. For the discovery of early boats, in 2002, at the site of Kuahuqiao (跨湖桥) in Xiaoshan (萧山) County of Zhejiang Province an early Neolithic canoe was discovered, with a residual length of 5.6 m. On each side of the canoe respectively had a wooden paddle, a lot of logs, wooden poles and “pieces of wood” which were regarded by the excavators as primitive boats similar to the outrigger of the Pacific Ocean (ZJPICRA, XSDM, 2004: 50). This discovery pushed the origin of Chinese canoe to 8000 years ago. In addition, in the north east side of the Kuahuqiao canoe a number of bamboo mats were found, one of them was 60 cm long and 50 cm wide. By analyzing the coexistence relationship and the form of relics, some scholars hold that it should be the remains of an original sail, and then further believe that “the Kuahuqiao canoe could be a double outrigger with sail suitable for sea navigation”. (Wu, 2016: 17). The watertight bulkhead in the hull structure was the unique creation and key technology in ancient Chinese shipbuilding and a great contribution to the world shipbuilding technology, which was considered to have originated in the early Jin (晋) Dynasty of the fifth century. Yiwen Leiju (《艺文类聚》) cited from Yixi Quju Zhu (《义熙起居注》) that “Lu Xun (卢循) presently built nine new ships which had eight compartments and four floors as high as ten zhang (丈, One zhang roughly equals about 3 m) (Ouyang, 1982: 1234). Lu Xun was the leader of rebellious army in the Jin Dynasty, the ships he built “were to separate the hull into eight cabins by using watertight bulkheads. By that even if a cabin was flooded with broken timbers the ship could still be watertight in other compartments and not to sink” (Xi, 2015: 131). This important creation was not emulated by European until the late eighteenth and early nineteenth centuries. The first European who designed the ship with watertight compartments was Samuel Bentham (1757–1831), the chief engineer of British navy who was ordered by the British Navy Secretary to design and build six marine warship with a new structure, “as the Chinese do today, using separate compartments to strengthen the watertight structure of ships and prevent them from sinking” (Robert, 1995: 396). Xi Longfei (席龙飞), a historian of Chinese shipbuilding, concluded the three important functions of the watertight bulkhead technology: “Firstly, the watertight structure. Even if the ship stroke into a reef and a compartment was flooded from the broken hole, bulkheads could also restrain the flooding water from going into the adjacent compartment, ensuring that the ship did not sink. Secondly, strengthening the hull. The hull plates and deck were supported by a number of bulkheads, which increased the stiffness and strength of the hull. Thirdly, the mast support. The bulkhead provided a strong transverse structure for the hull, so that the mast could be closely connected to the hull, which also made it possible for ancient Chinese sailing ships to adopt multi-mast and multi-sail” (Xi, 2015: 132).

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Although the watertight bulkheads appeared in the documentary records in the Jin Dynasty, the earliest archaeological examples were much late until the Tang Dynasty, which were the Shiqiao (施桥) wooden boats and Rugao (如皋) boats in Yangzhou of Jiangsu Province. Since then, with the progress of shipbuilding technology in the Song Dynasty, watertight compartments had been widely used in ship construction. Houzhu shipwreck in Quanzhou of Fujian Province and South China Sea No. 1 shipwreck in Guangdong Province were the perfect embodiment of this technology. The former preserved 13 compartments and the latter 15 compartments, reproducing the true conditions of watertight bulkhead technology in the Song Dynasty. In addition, this two ships had wider hulls with smaller ratio of length and width, which was very favorable to ensure the stability of the ship. At the same time, the cross-section of the hull of the two ships were steep and bottom-pointed, ensuring the speed in navigation. Judging from the theory of modern ship engineering, this kind of design took the stability, rapidity and wave resistance of the ship into consideration. Similar to this shape were Huaguang Jiao No. I shipwreck in Xi Sha and Sinan shipwreck of the South Korea. Obviously, this kind of ship with pointed bottom, wide and flat plan, multi watertight compartments were the characteristic of “Fujian Ship” of south China specially designed for overseas trade. Because of the favorable position of Fujian’s foreign maritime trade, the Fujian ships had been highly recognized in the Song Dynasty, so the people then stated that “the best sea boats are made in Fujian, the second best are made in in Guangdong and Guangxi, the third best are made in Wenzhou (温州) and Mingzhou (明州) of Zhejiang” (Lu, 1990). The archaeological discovery of these wreck of Fujian Ship of Song Dynasty undoubtedly are a strong evidence of this statement. The strict sea ban policy was enforced in the early Ming Dynasty and the government controlled the tributary trade with foreign country. The Zhenghe’s voyage to the West Ocean between 1405 and 1433 carried out a model practice of ancient Chinese tributary trade along its navigation, which also reached the peak of ancient Chinese shipbuilding and navigation. The History of the Ming Dynasty (《明史
郑和列传》) records that “In the June of the sixth year of Yongle (永乐) period (the emperor) ordered Zhenghe and his attendants Wang Jinghong (王景弘) to be the envoys to the West Ocean. They commanded more than 27,800 soldiers and took with them great amount of gold coins. They built a great ship of 44 Zhang long and 18.62 Zhang wide”, which was the “Treasure Ship” Baochuan (宝船) in Zhenghe’s fleet. For a long period of time, scholars of shipbuilding history have had different understanding of the size of this “Treasure Ship”. The archaeological remains most likely related to Zhenghe’s fleet was the discovery of three rudder rods in Nanjing. One was 11.07 m long found in the site of “Treasure Shipyard” Baochuan Chang in Nanjing in 1957, the lower end of it had a wedge slot of 6.035 m high, in which the rudder blades was installed. This rudder rod might be a remain of the larger ship in Zheng He’s fleet (CAZV-LGP, MCPRC & NMC, 2005: 73). The other two rudder rods were found in the archaeological excavation of the site of Baochuan Chang in 2003, with respective lengths of 10.06 and 10.925 m, and similar shapes (NJMM, 2006). All three rudder rods were found at the site of

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Baochuan Chang, with the lengths of more than 10 m, which obviously were not possible to be possessed by ordinary ships. There has been no definite conclusion as to what size of the ship such rudder rods might match, however, in general, they reproduced the majestic posture of “the great ship” recorded in The History of the Ming Dynasty.

1.4.2

The Study of Voyage Routes and Maritime Silk Road

Professor Yu Weichao, the founder of underwater archaeology in China, wrote in 1997 in The Main Achievements of Underwater Archaeology in China Over the Past Decade: “It can be seen from the discoveries that there were two main directions in ancient China’s navigation activities and its maritime trade: one direction was to Southeast Asia, South Asia and even West Asia, the seaports in present Guangdong, Guangxi, Fujian and even Zhejiang provinces were mainly for this destination. The other was to North-East Asia, such as the Korean Peninsula and the Japanese Islands” (Yu, 1997). This conclusion, in the one hand has based on the archaeological discoveries of the shipwrecks of Sandao Gang in Suizhong of Liaoning Province, Nanhai No. 1 in Guangdong, Baijiao No. 1 in Fujian and the preliminary archaeological discovery of shipwrecks in the waters of Xi Sha Islands, on the other hand based on the historical records since the Han and Tang dynasties. The main historical sea routes were “South China Sea Road via Xu Wen (徐闻) and Hepu (合浦)” recorded in the “Chapter of Geography” (“地理志”) of the History of the Han Dynasty 《 ( 汉书》), “Guangzhou Sea Route to foreign States”, and “the Nautical Route to Koryo and Baihae (渤海) from Dengzhou (登州)” recorded in the “Chapter of Geography” of the New History of the Tang Dynasty 《 ( 新唐书》). Analyzing from the point of view of the southeast coast of China, one would connect the two sea passages of south and north, linking up the sea routes north from Japan, the Korean Peninsula through the central Zhejiang, Fujian, Taiwan, Guangdong, and extending southward to the Philippines, Vietnam, Indonesia, Malaysia, and then through the Malacca Strait into the western Indian Ocean, the Red Sea, the Persian Gulf to the Mediterranean coast, which was the ancient Maritime Silk Road and the main route of Zhenghe’s voyage to the West Ocean 600 years ago. Up to now, 70% of the world’s petroleum is transported from the Middle East through the Indian Ocean to the Pacific region through this sea passage, and more than 80,000 ships travel to and from the Strait of Malacca every year on this route, carrying 40% of cargo of the global merchandise trade (Li, 2018). The origin of the Maritime Silk Road started respectively from the navigation practice of the early peoples around the Mediterranean Sea in the West and the South China Sea in the East. The two maritime ethnicities started from the opposite directions and met in the southern Indian Peninsula and the sea of Sri Lanka. Then this sea route formed by the ocean currents, the monsoons and the sailing boats connected the Eastern and Western cultures. So far, both historical records and

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archaeological discoveries have proved that this route started not later than the time of the Kindom of Southern Yue (南越) in the Qin and Han dynasties of China. In 219 B.C., The First Emperor of Qin (秦始皇) suppressed Bai Yue (百越) in South of China and five years later set up three prefectures Nanhai (南海), Guilin (桂林) and Xiangjun (象郡) in Lingnan (岭南), among them Fanyu (番禺) in present Guangzhou, was the capital of Nanhai Prefecture. On the eve of the demise of the Qin Dynasty, Zhao Tuo (赵佗), the governor of Nanhai Prefecture established the Kindom of Southern Yue in 204 B.C., ruling Lingnan and northern Vietnam. The tomb of the king of Southern Yue in Xianggang (象岗) Mountain of Guangzhou was excavated in the 1980s, which was identified as the mausoleum of Zhao Mei (赵眛), the grandson of Zhao Tuo and the second generation king of Southern Yue (reigned in 137–122 B.C.). The relics of African ivory, Arabian frankincense and Persian silver boxes were unearthed in the tomb (GZXGHTET, 1984: 222–230), indicating that the Kingdom of Southern Yue had a certain scale of maritime trade with the Indian Peninsula, the Arabian Peninsula and the Persian Gulf regions, and that the Maritime Silk Road had been formed. However, so far no shipwrecks have been found before the ninth century along the Maritime Silk Road. The shipwrecks archaeology shows the Maritime Silk Road began in the ninth century and reached its peak in the Song and Yuan dynasties from the eleventh to fourteenth centuries, Nanhai No. 1 shipwreck and Sinan shipwreck presenting the key examples. Nanhai No. 1 shipwreck was believed to be a Chinese merchant ship starting its voyage from Quanzhou seaport in the Southern Song Dynasty. In 1183 or a little later it sank in the sea region between Shangchuan Dao and Xiachuan Dao in Guangdong where was on the way of “Guangzhou Sea Route to foreign States”. Sinan shipwreck in South Korea was considered as a Yuan Dynasty Chinese junk sailing from Ninpo to Japan, and in 1323 sank into the sea in Sinan County of South Jeolla Province in Korea, where was the way in the “Nautical Route to Koryo and Baihae (渤海) from Dengzhou (登州)”. The two ships respectively sank in the south and north of the Maritime Silk Road, truly a vivid picture of the Maritime Silk Road trade during the Song and Yuan dynasties.

1.4.3

The Study of Ship Cargo and Ceramic Export

Silk, ceramics and tea were the most important export commodities in ancient China. Among them silk was the oldest commodity and was very popular among the Roman aristocracy as early as two thousand years ago. Although ceramics exported to Japan, Korean Peninsula and Southeast Asia in Han and Jin dynasties, large-scale export of ceramics to China’s neighboring countries in South Asia, the Middle East and other areas did not started until the ninth century when the maritime trade began, then, with the arrival of great voyages in the seventeenth and eighteenth century the fashion of “Chinese Style” swept across Europe. From the Tang and Song dynasties tea culture spread to Japan and gradually become the Tea

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Ceremony of Japan, however, its popularity in Europe started in Netherlands after the era of great voyages, and then the British strode on and brought it into the New World in Americas. It can be seen that the export of Chinese silk, ceramics and tea had been a gradual process from silk to ceramics, then from “silk and ceramics to silk, ceramic and tea”. A typical example of the coexistence of three main commodities of silk, ceramics and tea in shipwrecks was the merchant ship “Gotheborg” of the Swedish East Indian Company, which stroke onto a reef and sank into the sea just 900 m from its home seaport Gödeburg on September 12 of 1745 when it returned from Guangzhou with 700 tons of Chinese goods including 1,180 pieces of silk, 2,388 bundles of ceramics and 2,677 boxes of tea (366 tons). At that time 30 tons of tea, 80 pieces of silk and a large number of ceramics were salvaged from the sunken ship. Since then, it has been salvaged many times, even in 1986 when the Gothenburg Society of Maritime Archaeology carried out underwater archaeology it still recovered 9 tons of ceramics, more than 400 pieces of intact ceramics and some tea (Nelson, 2005: 66–81). In fact, because organic matter such as silk and tea are difficult to be preserved in the water for a long time, the cargoes discovered in shipwrecks mainly were ceramics, the study of cargo remains in shipwrecks in maritime archaeology mainly focused on ceramics, on their export time, geographic regions, varieties, kilns, and related trade policies and systems, reflecting parts of the development of ancient Chinese maritime commerce and trade. First, the dating of the early ceramic export of China. Shipwrecks enjoy the reputation of “time capsule” for its unified dating of all connotation. The biggest difference the shipwreck cargo of ceramics from those unearthed from sites, tombs and kiln on land are its large quantity, varied kiln systems and accurately unified dating. The discoveries of ceramics in shipwreck archaeology have played an important role for the accurate dating of the China’s early ceramic export and the definition of the starting time of mass ceramic export. A ceramic bowl of Changsha kiln recovered from Batu Hitam shipwreck inscribed the time of the “July 20 of the second year of Baoli (宝历) Reign” of the Tang Dynasty (826 A.D.), a porcelain pot from Huaguang Jiao No. 1 shipwreck ink written the Chinese era of “Kui Mao (癸卯)” (1183 A.D.) on its bottom, a wooden slip in Sinan shipwreck ink written the “third year of Zhizhi (至治) Reign” (1323 A.D.) of Yuan Dynasty, all of these three shipwrecks provides the criteria for the study of ceramic dating and trade history in the Tang, Song and Yuan dynasties. In particular, the discovery of Batu Hitam shipwreck confirmed that 67,000 pieces of ceramics were produced in different kiln systems around 826 A.D., which is the direct evidence showing that the earliest Chinese ceramics were exported on a large scale by sea route. It proves that a large number of porcelain shards of Changsha kiln widely discovered in the coastal sites of North Africa and the Middle East had transported along the Maritime Silk Road. The discovery of three blue and white porcelain plates from the wreck also advanced the early making time of Chinese blue and white porcelain forward to the beginning of the ninth century. After the beginning of the great voyages since sixteenth century, with the detailed records of various navigation archives,, the dating of a lot of shipwrecks of East Indian companies of European countries can be accurate to the day. At the same time, the time of reign title

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inscribed on the porcelain in the Ming and Qing dynasties also made the study and dating of the ceramic export no longer a problem. Second, the geographical regions of the ancient Chinese ceramic export. The Japanese researcher Mikami Tsugio (三上次男) was the first scholar who comprehensive studies the export of ancient Chinese ceramics. Mikami Tsugio visited Egypt, East Africa, the Arabian Peninsula, India, Sri Lanka, Southeast Asia and other ancient Maritime Silk Road seaport sites in the 1960s. For the first time he systematically sorted out the ceramic wares since the Tang Dynasty found around the world, making the preliminary analysis of dating, original kilns, ceramic categories, making technology and trade forms and other aspects, believing that “this is a broad ceramic link between the two worlds of the East and the West in the Middle Ages, and a bridge of cultural exchanges between the East and the West. So I think it’s better to call this sea route as the ceramic road” (Mikami, 1984: 155). Even today, Mikami Tsugio’s basic knowledge of China’s ancient ceramic exports is not out of date. According to the spatial distribution and dating of Chinese ceramics exported to foreign countries, the continuous expansion of the export regions of ancient Chinese ceramics can be understood as a gradual process. As early as the ninth century, from Japan to the Persian Gulf, the Red Sea and the west bank of the Indian Ocean, the geographical regions of China’s ceramic export were widespread, basically consistent with the sinking time of Batu Hitam shipwreck, which shows that the mass export of Chinese ceramics penetrated into the far end of the Maritime Silk Road, starting the early pace of the globalization of ancient Chinese ceramics. After the eleventh century, overseas trade of Chinese ceramic expanded rapidly in the Song Dynasty, according to the historical writings such as Lingwai Daida 《 ( 岭外代答》), Yulu Manchao 《 ( 云麓漫钞》) and Zhufan Zhi 《 ( 诸 蕃志》), at least 60 foreign countries and regions kept trade relation with China. Among them, the Zhufan Zhi written by Zhao Rushi (赵汝适) in 1225 A.D. kept the most detailed descriptions, in addition to more than 50 foreign countries were described in detail, more than 20 countries were listed with their names. The book explicitly mentioned 15 foreign countries and regions relating to the Chinese ceramic export, including today’s Southeast Asia, South Asia, East Africa and other places. In the sixteenth century the colonists from Portugal, Spain, the Netherlands and England followed. They not only traded Chinese ceramics to Europe, but also to Americas on the east coast of the Pacific Ocean through Manila galleons. China’s silk, ceramics and tea were popular all over the world, became the “global” goods in earliest era of maritime globalization. Third, the varieties of ceramics exported from ancient China. Regarding ceramic kilns, making techniques and the type categories, the export ceramic of ancient China changed greatly in last one thousand years. As far as the earliest varieties of ceramics exported is concerned, according to the statistics of the ceramics unearthed in the site of Honglu Hall (鸿胪馆) in Japan which had been ministry in charge of the reception of foreign guests and court ceremonies in seventh to eleventh century, “Different kilns of ancient China exported their ceramics in different periods, celadon wares from Yuezhou (越州) kiln, white porcelain and green glazed pottery from Xing (邢) kiln and Gongxian (巩县) kiln as trade ceramic wares first began to

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export in the mid-eighth century. By the end of the eighth century and the beginning of the ninth century, the export of Changsha Kiln ceramics suddenly appeared. Since the middle of the ninth century, the export of ceramics from Ding (定) kiln, Wenling (温岭) kiln, Wuzhou kiln, Wuzhou (婺州) kiln and Yixing (宜兴) kiln were remarkable, Mixian (密县) kiln also started to export” (Ke, 2001). Another scholar stated that from the ninth to tenth century, ceramics produced in Changsha kiln and Yue kiln (越窑) were the most important export products, accounting for the vast majority with relatively clear origins and varieties. It should be noted that, judging from the artifacts recovered from several shipwrecks of ninth–tenth century, the export period of Changsha kiln ceramics mainly developed in the ninth century, and disappeared in the tenth century, then Yue kiln celadon wares became the most important export products at that time (Qin, 2007: 91–101). From the eleventh to fourteenth century, the technical progress of ship and navigation and the positive maritime trade policy adopted by the Song and Yuan governments led to the vigorous development of overseas trade, the expansion of the regions and varieties of ceramic export. The Daoyi Zhilie 《 ( 岛夷志略》) written by Wang Dayuan (汪大渊) in the Yuan Dynasty recorded more than 40 countries and regions involved in ceramic trade, and the main varieties of export ceramics were “crude porcelain”, “porcelain of Chuzhou (处州) kiln”, “celadon with carving pattern”, “celadon and Chuzhou kiln porcelain”, “Chuzhou wares”, “celadon” and “white celadon” and etc. Among them the records relating to “celadon with carving pattern” porcelain appeared 16 times, to celadon porcelain appeared 15 times, to white celadon porcelain 3 times and to Chuzhou kiln porcelain 5 times (Liu & Hu, 2016: 109). This situation basically corresponded to the porcelain varieties discovered in the shipwrecks of the Song and Yuan dynasties, such as the content of Longquan kiln celadon wares, Jingdezhen white celadon porcelain, Dehua kiln white porcelain, Cizao (磁灶) and Yi (义) kilns’ crude porcelain f of Fujian recovered from Nanhai No. 1 shipwreck. Since 1368, the Ming government carried out the sea ban policy and officially controlled tributary trade, prohibiting coastal people from private trade with foreign countries, and then the export of civilian porcelain dramatically reduced. In the early Ming Dynasty this reducing situation of Chinese export ceramics was prominent in Southeast Asia, being reflected in both shipwrecks underwater and the land sites excavation. Therefore, academic circles usually refer to this stage as the “Ming Gap Period”. Of course, the so-called “Gap” was not absolute but relative. In fact, it was common for Chinese ceramics to be transferred to Southeast Asia through the tributary trade or via the Kingdom of Ryukyu. Some scholars made the statistics according to Ryukyu’s Lidai Baoan 《 ( 历代宝案》, The Treasure Case in the Past Dynasties) that from 1419 to 1470 Ryukyu dispatched 21 ships to Southeast Asia to present celadon wares to foreign countries: 28 times to Siam, 7 times to Palembang, 5 times to Java, 9 times to Malacca, 2 times to Sumatra, and 1 time to Korea. Throughout the fifteenth century Ryukyu gave at least 95,000 pieces of celadon wares as gifts to Southeast Asian countries (Liu & Hu, 2016: 126). In general, the export of Longquan celadon wares in the early Ming Dynasty basically maintained the trend of large-scale export in the Yuan Dynasty, while

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Jingdezhen, Fujian, Guangdong and other civilian kilns continued to participate in varying degrees. In the sixteenth century, the world entered the era of great voyages. In 1567, the Ming government lifted the sea ban, Yuegang (月港) in Zhangzhou of Fujian became the main seaport for ceramic export, after that a large number of Jingdezhen fine blue and white porcelain, Zhangzhou kiln crude blue and white porcelain were exported to various places in the world through Macao, Manila, Batavia and colonial seaports respectively controlled by Portugal, Spain and the Netherlands. Since then, blue and white porcelain became the most important export cargo. Along with the Dutch leadership, the “Kraak” porcelain, a kind of Jingdezhen blue and white ware specially exported to the Middle East and European markets became the main export variety. The preliminary statistics showed that “between 1604 and 1656, the Netherlands imported more than three million pieces of ceramics” (Davis, 1991: 10). Another kind of so-called “Shantou” ware named by Westerners was generally considered to be crude porcelain from Zhangzhou kiln. The large amount of cargo loaded in Nan’ao No. 1 shipwreck, “San Diego” shipwreck in the Philippine waters, and Binh Thuam shipwreck in Vietnamese waters were these two categories. In the 1780s, the political situation of the Qing government gradually stabilized, the sea ban policy enforced in the early Qing Dynasty was lifted, the overseas trade and export ceramic industry was rapidly revived. Since then Chinese ceramics were again exported to Europe through Western East Indian companies. Sweden alone imported 11 million pieces of Chinese ceramics between 1750 and 1775 (Davis, 1991: 10). In the middle of the eighteenth century, the ceramics loaded in the three shipwrecks of the Swedish “Gotheborg”, the British “Geldermalsen” and “Griffin” fully reflected the ceramic categories of the “Chinese style” period in Europe, which included various kinds of table wares, tea sets and coffee sets with the decoration patterns of Chinese landscape scenery, garden flowers, plucked branches flowers, and animal ornaments. In addition, a kind of “Guangcai” painting porcelain with armorial pattern decorations specially ordered from European royal families, aristocrats, legions, companies and other groups were also included. This kind of Jingdezhen “Guangcai” painting porcelain, of which the crude white porcelains were made in Jingdezhen, then shipped to Guangzhou, painted color under the guidance of foreign merchants then fired again in the kiln, became the most characteristic category of export ceramics in the middle and late eighteenth century, which was the last afterglow of China’s ceramic export in one thousand years.

Abbreviations CAZV-LGP

CXCC CZMM

Commemoration of the 600th Anniversary of Zheng He’s Voyages, Leading Group of Preparatory, 郑和下西洋六百 周年纪念活动筹备领导小组 Cixian Cultural Center, 磁县文化馆 Changzhou Museum, 常州市博物馆

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DHIETSACUAPTC Dinghai Investigation and Excavation Team of Sino-Australian Cooperation Underwater Archaeology Professional Training Course, 中澳合作水下考古专业人员培训班定海调查发掘 队 DSAITSCS Deep Sea Archaeological Investigation Team in the South China Sea, 南海海域深海考古调查队 FJM Fujian Museum, 福建博物院 FZMCRAT Fuzhou Municipal Cultural Relics and Archaeology Team, 福州市文物考古工作队 GDM Guangdong Museum, 广东省博物馆 GDMAT Guangdong Museum Archaeology Team, 广东省博物馆考 古队 GDPICRA Guangdong Provincial Institute of Cultural Relics and Archaeology, 广东省文物考古研究所 GXICRCA Guangxi Institute of Cultural Relics and Archaeology, 中国 广西文物考古研究所 GXZMM Guangxi Zhuang Autonomous Region Museum, 中国广西 壮族自治区博物馆 GZXGHTET Guangzhou Xianggang Han Tomb Excavation Team, 广州 象岗汉墓发掘队 HARCABGP Hainan Administrative Region Cultural Affairs Bureau of Guangdong Province, 广东省海南行政区文化局 HNPM Hainan Provincial Museum, 海南省博物馆 HNPOCRPA Hainan Provincial Office of Cultural Relics Protection and Administration, 海南省文物保护管理办公室 HZCCC Huazhou Cultural Center, 化州文化馆 IHNS-CAS Institute for The History of Natural Sciences, Chinese Academy of Sciences, 中国科学院自然科学史研究所 ICRA-FJM Institute of Cultural Relics and Archaeology, Fujian Museum, 福建博物院文物考古研究所 JSPCRWT Jiangsu Cultural Relics Working Team, 江苏省文物工作队 KRCBD Korean Cultural Bulletin Department, 韩国文化公报部 KRCFA Cultural Finance Administration, 韩国文化财管理局 LNPICRA Liaoning Institute of Cultural Relics and Archaeology, 辽宁 省文物考古研究所 MCH-ROUA Research Office of Underwater Archaeology, Museum of Chinese History, 中国历史博物馆水下考古学研究室 MCPRC Ministry of Culture of the People’s Republic of China, 中华 人民共和国文化部 NBMCRAC Ningbo Cultural Relics Administration Committee, 宁波市 文物管理委员会 NBMICRA Ningbo Municipal Institute of Cultural Relics and Archaeology, 宁波市文物考古研究所

1.4 Archaeological Study of Chinese Ancient Shipwrecks

NCUCH NJM NJMM NMC PDCCC PIUAT QZMMFJ S-A JDHUAT SDPM SHM STMBC TJMCO UARCCNM VNNMH WJCM XSCCMC

XSDM YJMM ZHMCRAC ZHMM ZJM ZJPICRA

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National Center of Underwater Cultural Heritage, 国家文物 局水下文化遗产保护中心 Nanjing Museum, 南京博物院 Nanjing Municipal Museum, 南京市博物馆 National Museum of China, 中国国家博物馆 Pingdu County Cultural Center, 平度县文化馆 Paracel Islands Underwater Archaeology Team, 西沙群岛水 下考古队 Quanzhou Maritime Museum Fujian, 福建省泉州海外交通 史博物馆 Sino-Australian Joint Dinghai Underwater Archaeology Team, 中澳联合定海水下考古队 Shandong Provincial Museum, 山东省博物馆 Shanghai Museum, 上海博物馆 Shantou Municipal Bureau of Culture, 汕头市文化局 Tianjin Cultural Relics Management Office, 天津市文物管 理处 Underwater Archaeological Research Center of China National Museum, 中国国家博物馆水下考古研究中心 Vietnam National Museum of History, 越南国家历史博物 馆 Wujin County Museum, 武进县博物馆 Xiangshan County Cultural Management Committee, 象山 县文物管理委员会办公室\象山县文物管理委员会\象山 县文管会 Xiaoshan District Museum, 萧山博物馆 Yangjiang Municipal Museum, 阳江市博物馆 Zhuhai Cultural Relics Administration Committee, 珠海市 文物管理委员会 Zhuhai Museum, 珠海市博物馆 Zhanjiang Museum, 湛江地区博物馆 Zhejiang Provincial Institute of Cultural Relics and Archaeology, 浙江省文物考古研究所

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Chapter 2

Shipwreck of the Yuan Dynasty Investigated at Sandao Gang, Suizhong, Liaoning Province Jian Sun

The shipwreck of the Yuan Dynasty at Sandao Gang (三道岗) in Suizhong (绥中) was found in the late 1980s. In July 1991, fishermen salvaged a batch of ancient ceramics and some broken ship timbers while fishing in the Sandao Gang sea area. In October, professionals from the Research Office of Underwater Archaeology of the National Museum of Chinese History went to Suizhong for a preliminary archaeological investigation, and collected 39 pieces of artifacts. Among them, a wooden sample suspected of being a piece of ship timber was determined by carbon-14 as 740 ± 80 BP, which coincided with the dating characteristics of the ceramics, confirming it as a Yuan Dynasty shipwreck site (Sun, 2008). Between 1992 and 1998, the Research Office of Underwater Archaeology of the National Museum of Chinese History, together with underwater archaeologists from other parts of China, formed the “Suizhong Underwater Archaeological Team”, which successively carried out six formal investigations, pre-disturbance survey and excavations of this Yuan Shipwreck site in Sandao Gang, with a total of more than 2,000 pieces of artifacts excavated (Zhang, 2001). This was the first time China achieved a formal underwater archaeological excavation with its own strength (Yu, 2001), and was of great importance to the study of the history of ancient navigation, maritime trade and export ceramics around the Bohai Sea, as well as underwater archaeology in China (Figs. 2.1, 2.2, 2.3). The sea conditions around the shipwreck were quite unfavorable for underwater work, and the visibility underwater was almost zero. In order to accurately determine the location of the shipwreck, geophysical detection equipment such as seabed scanning sonar, high precision depth sounder, sub-bottom profiler system and Fukang 484 radar locator were used in the investigation and survey work in an area of 1
2 km around the shipwreck. Five spots of the suspected shipwreck were detected after detecting, among them the point 1 was 11.1 m deep underwater. A north–south rectangular image showing 25 m long and 5 m wide object was detected at the water bottom by scanning sonar. Several vertical and horizontal lines presenting the hull structure of the shipwreck could also be observed in the sonar images The underwater archaeological team inspected and investigated the five

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_2

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2 Shipwreck of the Yuan Dynasty Investigated at Sandao Gang …

Fig. 2.1 The senior archaeologists inspected the shipwreck archaeology on Sandao Gan via working monitor

Fig. 2.2 The young underwater archaeologists working over the shipwreck site

2 Shipwreck of the Yuan Dynasty Investigated at Sandao Gang …

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Fig. 2.3 The underwater survey on the shipwreck

suspected shipwreck spots one by one, and found that the spot 1 presented a huge concretion with about 21 m long and 7 m wide, with uneven surface and about 1– 1.5 m height, formed by the accumulation of bodies of shell marine and ceramics, on an undulating sandy seabed. The other four spots excluded the possibility of the shipwreck remains by diving investigations.

2.1

Status of the Shipwreck Remains

The shipwreck site was located to the south of Dananpu (大南铺) Village, Suizhong County, in the sea area about 5.5 km off the coast where was mainly sandy gravel shore without large natural port. Near the shipwreck were three big sand hillocks therefore the local people commonly called the place Sandao Gang meaning “three sand hillocks” in Chinese. The top ridges of three sand hillocks only came out of the water surface at low spring tide, with a height of 9–15 m. The shallowest part of the sand ridge was only 2 m during the slack water, the deepest valley between the sand ridges was 18 m underwater, and the bottom floor was sandy silt with complex underwater topography. The shipwreck was located at the sea bottom next to foot of the sand hillocks about 13–15 m underwater. After being soaked underwater for more than 700 years, the shipwreck was disintegrated, broken and concreted with marine shell forming several huge coagula when it was found. The separate artifacts scattered around the shipwreck concretion in a range

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2 Shipwreck of the Yuan Dynasty Investigated at Sandao Gang …

of 1000
2000 m, which included ceramic jars, pots, dishes, bowls, bottles and other kinds of wares, as well as a large number of iron pans, ploughshares and other iron household items. Most of the ceramics were produced in the Cizhou Kiln (磁州 窑) in the Yuan Dynasty (Sun, 2008). The shipwreck site remained in an accumulation of long and large concretion (Fig. 2.4). It was inferred from the size of this concretion that the original ship was about 20–22 m long, 8.5–9 m wide and 3.2–3.5 m high. The three-dimensional shape of large concretion also provided an important clue for ship profile analysis, thus it was clear that the original ship was square stem and square stern judging from the profile of concretion and the archaeological excavation of the site. The concretion spread far outside the north, while the southern end of it was precipitously declined. Considering that in an ancient Chinese sailing junk the bow generally was the place with a large space structure to arrange rigging and anchorages, the concretion accumulation was inferred to be a shipwreck with the stem northward and the stern southward. Judging from the flat top surface of the concretion, this might be a Sand Boat with flat bottom preventing it from striking onto an underwater sand mound in sea region of north China, and with seven or nine compartments (Sun, 2008). In ancient times, the nautical disasters of the sailing ships usually were usually caused by unfavorable weather, striking on rocks, running aground or mistaken operation. According to the present status of Sandao Gang shipwreck site, it was impossible that the ship stroke onto a rock on the spot or other place, because dozens of square kilometers around this sea area were relatively flat sandy seabed. The distribution of shipwreck in Sandao Gang was relatively concentrated, and the dispersal area of artifacts was relatively small, the total length of the concretion accumulation was nearly 20 m, the width was 10 m, and the thickness is about 2 m. The plane of the concretion was generally a rectangle, with spatial separations roughly in every 4 m possibly due to the difference of the original compartments. By analyzing these factors it can be seen that the ship might sink flatly down the water. The excavated profile across the east–west of the concretion shows that the top curve presented a trapezoidal shape with the upper narrow and the lower wide, which was consistent with the general capsized and upside down position of the ship. Therefore, it can be inferred that Sandao Gang shipwreck of the Yuan Dynasty may be caused by running aground and then sinking to the bottom of the sea, then capsized, flipping up and down in the process of sinking. For various reasons, the upper half of the shipwreck no longer exists, and the only part remained was the bottom of the ship. When the ship sank the cargoes toppled over to the outside, and many of them fell and rolled to the bottom of the submarine trench when the shipwreck disintegrated, among them mostly were round objects such as pots and buckets, which was very common in ancient shipwrecks found all over the world. After the ship sank, the cargoes in the compartment bottom rolled out, and after 700 years of corrosion and damage by the natural force, the hull was fragmented, and the cargo remains of the compartments mixed together. The corrosion of the

2.1 Status of the Shipwreck Remains

Fig. 2.4 The plan of accumulation remain of the shipwreck

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iron cargoes such as the iron ploughs loaded in the ship, and thick and hard concretion layer of the marine shell on their surface, eventually formed the sediment status of the current shipwreck. The existence of a large number of underwater concretion and the recovery of condensation of small pieces of ceramics on the iron ploughs also confirmed this possibility of the site formation.

2.2

The Artifacts Discovered

From Sandao Gang shipwreck site excavated mainly ceramic wares, some iron artifacts and wooden utensils and so on. All ceramics were products from ancient Cizhou kiln, more than a thousand artifacts were preserved well with relatively intact showing a more obvious Cizhou kiln style in late Yuan and early Ming dynasties (Figs. 2.5, 2.6, 2.7, 2.8, 2.9, 2.10, 2.11, 2.12, 2.14). Pots with underglaze black painting of dragon and phoenix patterns, or playing boy pattern were large and heavy. On the glaze over the black flower pattern, the white paste was slightly yellowish and the color of black flower was generally crimson brown. The painting style of the ceramic decoration was simple and flexible, and the composition of the picture was random without certain rules, vividly embodying the characteristics of civilian kiln technology. As far as firing of ceramics was concerned, the paste of the Cizhou kiln ceramics in the shipwreck was not good, the clay of larger utensils such as pots with dragon and phoenix pattern, pots with playing boy pattern, and fish and aquatic grass patterns was crude adding a thin layer of slip decoration over the paste. Other wares were common bowls, dishes, small pots, small pans and other common daily utensils. The firing temperature was around 1200 °C, the connection of glaze and paste was not very close and the glaze easy to desquamate. The style of painting decoration was arbitrary, enthusiastic and unrestrained. The decoration pattern showed strong contrast of black painting flowers and white paste. The themes of decorative pattern mainly were dragon and phoenix, fish, aquatic grass, flowers, playing boys, rolling clouds and alike, as well as different style of writings of Chinese character, full of rich flavor of life. The iron wares mainly were ordinary daily necessities such as pots, ploughs and so on. These iron ware cargoes were simply packed, bound with ropes and were put in the open air, should be the articles for the folk trade along the way (Fig. 2.13). Being soaked in the sea water for many years, they were extremely corrosive concreted together and could not be separated, most of them cemented up with hull components and ceramics, forming different sizes of concretion. In general, it can be considered that the ceramics recovered from Sandao Gang shipwreck should be the products of Pengcheng (彭城) Kiln that developed rapidly in the Yuan Dynasty. Although at this period Cizhou kiln system was generally declining, Pengcheng Kiln as its part still enjoyed prosperity and development in a certain period. Its decoration style might be simpler and rougher than that in the prosperous period of Cizhou kiln, but the painting art still developed in a relatively high level. Of all goods recovered from the shipwreck, except for a small number of

2.2 The Artifacts Discovered Fig. 2.5 The Cizhou kiln pot with underglaze black painting flower pattern

Fig. 2.6 The Cizhou kiln pot with underglaze black painting of playing boy pattern

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Fig. 2.7 The drawing of playing boy pattern on the pot of Cizhou kiln

Fig. 2.8 The drawing of dragon and phoenix pattern on pot of Cizhou kiln

crew utensils, the amount of the same variety of ceramics was considerable, showing the batch characteristic of the cargo. Bowls, dishes and other artifacts were stacked in piles by reed mat. The iron ploughs and other iron products were also packed in piles, overlapping with ceramics and other goods. Considering that Cixian (磁县) has been one of China’s iron casting center of ancient times, they might be the cargoes shipped together with ceramics.

2.2 The Artifacts Discovered Fig. 2.9 The basin with underglaze black painting patterns of fish and aquatic grass

Fig. 2.10 The basin with underglaze black painting flower pattern

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Fig. 2.11 The black glazed bowl of Cizhou kiln

Fig. 2.12 The remain of the packed and concreted ceramic wares

2.2 The Artifacts Discovered

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Fig. 2.13 The remain of packed and concreted iron cooking pots

Fig. 2.14 The main types of the ceramic artifacts collected from Sandao Gang shipwreck site

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2.3

2 Shipwreck of the Yuan Dynasty Investigated at Sandao Gang …

Analyzing on the Ancient Maritime Transportation and Trade Around Bohai Sea on Perspective of Sandao Gang Shipwreck

Sandao Gang shipwreck was in the northern Bohai Bay, Suizhong County of Liaoning Province where located on the western Liaoning corridor at the junction of North China Plain and Northeast China Plain. Suizhong County adjoins the hilly area of western Liaoning in its northwest, and the the Bohai Sea along its southeast. The Illustration of Strategy of Maritime Affair (Chouhai Tubian, 《筹海图编》) edited by Zheng Ruozheng (郑若曾) in the Ming Dynasty recorded that “Sand Boat is able to sail against strong wind, but it is suitable to sail in the North Ocean instead of the South Ocean, because the North Ocean is generally shallow and South Ocean is deep. The flat-bottomed Sand Boat is difficult to sail in the deep sea with big waves in the South Ocean” (Zheng, 2007: 879). During the Yuan and Ming dynasties, the ships sailed in the seas in northern China generally were Sand Boat rather than other types. Since no hull remain was found from the excavation of the shipwreck, it was assumed that the Sandao Gang ship might be “square bow, square stern, and flat bottom”, sailing both in river and sea. According to the volume of the main part existed, the displacement of the ship was about 100 tons. Sandao Gang shipwreck of the Yuan Dynasty witnessed to the developed maritime transportation system in ancient northern China. The ancient maritime culture around the Bohai Bay developed for a long history and had continuous navigating activities since prehistoric times, occupying an important position in the navigation history of China. Suizhong sea area was an important part of the ancient sea route around Bohai Sea. Since the starting of sea navigation in the pre-Qin Dynasty, the maritime transportation along the west and north coast of Bohai Sea developed continuously. Two maritime shipping centers gradually formed respectively in the ancient Jieshi (碣石)-Qinhuangdao (秦皇岛) sea area and the Zhigu (直沽)-Tianjin (天津) area in the lower reaches of the Haihe River (海河), where are the region between today’s Hebei Province and Liaoning Province,, jointly maintained the important position of Bohai Sea maritime navigation network in ancient China. During the Sui and Tang dynasties, this region developed as the hub of military and commercial transportation between the places of strategic importance. In the three wars Emperor Yang of the Sui Dynasty (隋炀帝) launched against Koryo, “Linyu (临渝) Palace” was built in Linyu Fort (临渝关, today’s Qinhuangdao) as a military base for army advances on both land and sea. The chapter of “Biography of Eastern Yi” (东夷传) in The New History of the Tang Dynasty (Xin Tangshu,《新 唐书》) also recorded that Emperor Taizong of Tang Dynasty (唐太宗) used Linyu Fort as an important place to store military goods in the war with Koryo. The poem of Du Fu (杜甫) described the prosperous scene of sea transportation in the lower reaches of Haihe River. During the Jin (金) and Yuan dynasties, with the unification of the northern China and even the whole country, the maritime network connecting the Bohai Bay in the lower reaches of Haihe River again became a main center of

2.3 Analyzing on the Ancient Maritime Transportation and Trade …

43

maritime transportation in the northern regions of China. In Yuan Dynasty, the export shipping was unprecedentedly prosperous and inland navigation was also very developed, consequently, Suizhong sea area, especially the ancient Jieshi (碣 石) coastal maritime transportation was restored, starting the embryonic form of Qinhuangdao Seaport. In the Yuan Dynasty, sea route was one of the important ways to transport grain from south to north. Zhigu (直沽) was the hub of water transportation in the Yuan Dynasty, the navigation around Qinhuangdao coast was an important transit area of the grain routes. An important development of the maritime traffic network along the northwest coast of the Bohai Sea was the rise of the military grain seaport Zhigu (直沽) Fort, around the fork junction of the Haihe River and the Grand Canal. Zhigu was only a little more than 100 km away from Beijing, it connected the vast regions in the Yellow River Basin and the Yangtze River Basin through the Grand Canal and other water systems, and along the Haihe River down to the Bohai Bay connecting the maritime transport network, southward to the Yangtze River, eastward to the East of Liaoning, Koryo and Japan. According to the record in the “Biography of Officials” in Vol. 85 of The History of the Yuan Dynasty (Yuan Shi, 《元史》), in order to strengthen the management of Zhigu port, the Yuan government set up more than ten storage facilities such as Guangtong (广通) Warehouse and Zhigu Rice Warehouse in Seaport Supervision Office of Hexi Region (河西务). Since the founding of the People’s Republic of China, in the site of grain seaport next to original supervision office of Hexiwu in Tianjin, a series of ceramic remains of Longquan, Cizhou and Jingdezhen kilns of the Yuan Dynasty were discovered, showing the history of the storage and distribution of land and sea transportation in Zhigu seaport in the Yuan Dynasty. The development of Zhigu seaport not only ensured the smooth transportation of sea and land water channels between the north and the south, but also promoted the development of civil commerce around the Bohai Sea (Sun, 2008, Fig. 2.15). The goods recovered in Sandao Gang shipwreck mainly were ceramics and iron wares which were heavy and not easy to transport on land. The recovered ceramics mainly were products from Cizhou Kiln which started in the Five Dynasty and was prosperous during the Song and Yuan dynasties, and declined in the Ming dynasty. Cizhou Kiln was the largest ancient kiln system in the north of China, most products were porcelain utensils of daily life such as bowls, dishes, pots and jars, and were sold in the regions of northern China including Hebei, Henan, Shanxi, Jiangxi and Inner Mongolia. Its decoration techniques and art patterns had a great influence on the ceramic kilns in various parts of China, even on the famous porcelain capital Jingdezhen. Cizhou Kiln technique and products also reached as far as Outer Mongolia, Korea, Japan and other Asian countries. The archaeological excavations on the Guantai (观台), Pengcheng (彭城) kiln sites of Cizhou Kiln system provide a scientific basis for studying and understanding the history of Cizhou Kiln. Judging from the aspects of shape, glaze color and decorative features of the artifacts found in Sandao Gang shipwreck, they should be Pengcheng Kiln products of Cizhou Kiln system.

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Fig. 2.15 The chart of sea routes to Liaoning in Bohai region during Yuan and Ming dynasties (1. Searoute from Tianjin to Liaoning; 2. Searoute from Laizhou to Liaoning via Tianjing; 3. Searoute from Laizhou to Liaoning across Bohai; 4. Searoute from Dengzhou to Liaoning; 5. Searoute from southern China to Liaoning)

After the Song and Yuan dynasties, the products of Cizhou Kiln were transported through Zhangshui (漳水) River via the Grand Canal to Zhigu, and then shipped and sold to various places on land and sea. Pengcheng Kiln was located in the upper reaches of the Fuyang (滏阳) River, and the most probably the goods were loaded directly in Pengcheng, transported down steam southward via the south

2.3 Analyzing on the Ancient Maritime Transportation and Trade …

45

of Cixian (磁县) County into the old river course of the Zhangshui River, sailed eastward from the southeast of prefecture town to Guantao (馆陶) into Yuhe (御河) River, went north through Linqing (临清) and Zhigu, and then eastbound out of the estuary of Jiehe (界河) River (Zhang, 2001: 137). The most part of this route also went through the canal to Jiangsu, and then through the water system of the Yangtze River to the inland or the East China Sea to the southern coastal provinces. Among the artifacts unearthed in the grain ships of Zhizheng (至正) period of the Yuan Dynasty in the Nankai (南开) River in Cixian, some of Cizhou Kiln ceramics were very similar to those in the Sandao Gang shipwreck (CXCC, 1978: 388). In the north as the Yuan Capital, south as Ningbo and Yongjia (永嘉) in Zhejiang, Ruichang (瑞昌) of Jiangxi and other places, the similar Cizhou Kiln products of the same period were also discovered, reflecting the wide spread of Cizhou Kiln ceramics in the vast regions and its great influence in the Yuan Dynasty. Iron wares might be transported from the waterway to the North from Cizhou. In the Song and Yuan dynasties Cizhou was famous for its iron smelting and casting industry, and it was also rich in coal mines. According to the record in The Compilation of Song’s Regulations (Sonhuiyao Jigao,《宋会要辑稿》), Guzhen (固镇) in Cizhou started iron smelting before the Song Dynasty and produced a great amount of iron in Yuan Dynasty (Xu, 1987: 5380). Today Handan (邯郸) is still one of iron and steel industrial bases of China and Cixian is still famous iron mining area. From the continuation of iron production around Cixian, we can see that the iron smelting and casting in Cizhou may be concentrated in its north prefecture, therefore, it was more likely that the iron wares were transported through the waterway, which was connected by inland rivers to sea and land. During the Yuan Dynasty a vast empire was established in eastern Asia. As far as the north of China was concerned, from the Northeast to the Arctic were the regions governed by Liaoyang (辽阳) Province and Lingbei (岭北) Province, and Korea became Zhengdong (征东) Province. Under the circumstance the sales of goods in the north were actually domestic trade then. In the Yuan Dynasty, the northern sea navigation was basically offshore water transport of grain to the capital together with some other commercial trade. The maritime trade with the Japan, the only foreign neighbor in the north were not interrupted, and navigation was maintained between Qingyuan (庆元) in Zhejiang and Hakata in Japan. In recent years, a large number of ancient ceramics of Cizhou Kiln have been unearthed in ancient river shipwrecks in Hebei Province, such as Daming (大名), Julu (巨鹿), Xianxian (献县), Huanghua (黄骅) and Cangzhou (沧州), showing a cultural belt of Cizhou Kiln ceramic trade then. Most of these artifacts were relatively rough, and the fine products were less, which generally should be cargo remains of the local civilian trade by ships. Sandao Gang shipwreck might fully loaded with Cizhou Kiln ceramics in Cixian, sailed to the offshore along the north coast of Bohai Bay, and then along the water ways to different areas in the Northeast. Such a large quantity of Cizhou Kiln ceramics and iron wares being transported to the northern region by sea indicated that the circulation of goods in the Yuan Dynasty was very developed. Cizhou Kiln technique and products were important in the daily life, which covered vast regions

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and reached as far as today’s Outer Mongolia, Korea, Japan and other Asian countries. The study of Cizhou Kiln ceramics found in various archaeological sites not only provide us materials for the study of ceramics industry itself, but also for us to understand the ancient cultural and economic exchanges through artifacts, as well as comprehensively and accurately outline the ancient social life at that time.

Abbreviation CXCC Cixian Cultural Center, 磁县文化馆

References CXCC. (1978). The briefing of the wooden boat excavation at Nankaihe Village, Cixian. Archaeology, 6 (Hebei Cixian Nankaihecun Yuandai Muchuan Fajue Jianbao《河北磁县南开 河村元代木船发掘简报》, Kaogu《考古》). Sun, J. 孙键. (2008). The discovery of the Yuan Dynasty Shipwreck at Sandao Gang, Suizhong. International Museum, 4 (Suizhong Sandaogang Yuandai Chenchuan de Faxian《绥中三道岗 元代沉船的发现》, Guoji Bowuguan《国际博物馆》). Xu, S. J. 徐松辑. (1987). The compilation of song's regulations. Originally published in Qing Dynasty, new edition, Beijing: Zhonghua Book Company (Song Huiyao Jigao《宋会要辑 稿》食货三三之一三, Zhonghua Shuju中华书局). Yu, W. C. 俞伟超. (2001). The preface of Yuan Dynasty Shipwreck at Sandao Gang, Suizhong. Beijing: Science Press (Suizhong Sandao Gang Yuandai Chenchuan Xu《绥中三道岗元代沉 船序》, Kexue Chubanshe科学出版社). Zhang, W. 张威 (Ed. in Chief). (2001). The Yuan Dynasty Shipwreck at Sandao Gangof Suizhong. Beijing: Science Press (Suizhong Sandaogang Yuandai Chenchuan《绥中三道岗 元代沉船》, Kexue Chubanshe科学出版社). Zheng, R. Z. 郑若曾. (2007). Illustration of strategy of maritime affair. Originally Published 41th Year of Jiajing (嘉靖) Reign of Ming Dynasty (1562). Annotated and Re-edited by Li, Z. Z. (李致忠), New Edition, Hong Kong: Zhonghua Book Company. (Chouhai Tubian《筹海图 编》, Zhonghua Shuju中华书局).

Chapter 3

Shipwrecks of the Yuan and Ming Dynasties Discovered at Penglai, Yantai, Shandong Province Guoqing Liang and Fuqiang Wang In 1984 and 2005, in the dredging work in the “water fortress” (水城) in Penglai (蓬莱), four Yuan and Ming shipwrecks were unearthed successively and were nominated respectively as No. 1, No. 2, No. 3 and No. 4 shipwreck of Penglai according to the time orders discovered, and generally called “Penglai ancient shipwrecks” (SDPICRA, YTCM, PLCBCR, 2006: 3–87). It was an important discovery in the shipwreck and seaport archaeologies in China, and of great value for studying the changes of Dengzhou (登州) Seaport and its maritime transportation in Yuan and Ming dynasties.

3.1

The Background

Penglai is located in the northern end of Shandong Peninsula, Penglai District, Yantai City of Shandong Province. In its east is Fushan (福山) District, in the south is Qixia (栖霞) City, in the west is Longkou (龙口) City, and in the north it faces the Yellow Sea and Bohai Sea where Miaodao (庙岛) Islands distributed in the estuary of Bohai Bay from the north to south. The Water City of Penglai is located on the east side of Danya (丹崖) Mountain in Penglai District, the middle section of the northern part of Shandong Peninsula. City walls were built in the east, west and south around the natural sea bay called “Small Sea”, and a gate was built in the north as the harbor estuary. The harbor was for stationing and training the navy, therefore it was called “Water City” (Gao). It was part of the ancient Dengzhou Seaport and the most intact ancient military port preserved in China. The “Small Sea” is a good harbor surrounded by Danya Mountain and Tianheng (田横) Moundtain in the northwest, Zijin (紫金) Mountain in the southwest, Miaoshan (庙 山) in the south, and a highland in the east. The only exit to the sea was in the north, from which ships can sail along the Miaodao Islands, island by island, to Laotieshan (老铁山) waterway in Dalian, Liaodong Peninsula (Figs. 3.1, 3.2).

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_3

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Fig. 3.1 The location of the ancient shipwreck at Penglai

3.1 The Background

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Fig. 3.2 The Birdview of Penglai Water City

The Dengzhou water way between the Small Sea and the South Changshan (长山) Island is also favorable for coastal navigation (EBDZASH, 1994: 1). Penglai Water City originally was a natural sea bay, and the water area inside the bay used to be 3–4 times larger than that of the present harbor. In the 2nd year of Qingli (庆历) period in the Northern Song Dynasty (1042 A.D.) the government stationed a navy there and set up a Daoyu (刀鱼) Inspection Station, so it was called Daoyu fort. In the 9th year of Hongwu (洪武) period in the Ming Dynasty (1376 A. D.), for the need of the navy stationing and maritime transportation a gate was built in the north and a pass in the south was set up, and a headquarter also established, therefore the harbor was called “the city for preventing Japanese (备倭城).” The original wall of the Water City had a circumference of about two li (one li is about 500 m), 3.5 zhang (one zhang is about 3.3 m) high and 1.1 zhang wide (Phoenix Press, 200: 326). In the 22th year of Wanli (万历) period in the Ming Dynasty (1596 A.D.) General Li Chengxun (李承勋) built a brick city wall with three brick blockhouses there, then it had the present size ever since (Fang & Jia, 2008: 30). In 1982, the Water City was promulgated as the National Cultural Heritage Protection Unit of China. In 1984 and 2005, during the dredging of the Small Sea, four Yuan and Ming shipwrecks and more than 20 iron anchors, stone anchors, wooden stumps of Yuan and Ming dynasties, as well as rosewood rudders, pyrus pyrifolia wood of Ming Dynasty were excavated. In 2009, Penglai Ancient Ship Museum was built beside the shipwreck site to display and protect the four shipwrecks and related artifacts.

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3.2 3.2.1

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Shipwrecks of the Yuan and Ming Dynasties Discovered at Penglai …

The Excavation and Research of Penlai Ancient Shipwrecks Penglai No. 1 Shipwreck

From March to June 1984, Yantai Municipal Cultural Relics Management Committee and Penglai County Culture Bureau excavated Penglai No. 1 shipwreck in the southwest of Small Sea near the south wall (YTCRMC, PLCCB, 1989: 1–48). The deposit of the upper layer above the hull was eradicated by the dredging workers so the stratigraphy was unknown. The hull was discovered about 4.64 m deep from the present ground surface, 2.5 m from the sea bottom before the dredging, 0.18 m the terrestrial loess was discovered below the ship bottom. Excavators divided deposit of Small Sea into three layers, the first layer was the yellow–brown siltation, the top of the silt was 0.7 m thick, which was commonly dated to 1950s; the second layer was grey-brown siltation of 0.7–1.5 m thick, the objects unearthed commonly were dated to the Ming and early Qing dynasties; the third layer was black siltation, most artifacts were dated to the Yuan Dynasty and earlier. The direction of the hull remain of the shipwreck was 120°, the east is high and the west low. The hull was badly damaged, the part above the deck disappeared, only the ship bottom was better preserved while the stern was slightly damaged. The residual length of the hull was about 28 m, the largest residual width was about 5.6 m, the smallest width was about 1.1 m, the residual height was about 1.2 m. The whole hull was in the shape of pointed stem and square stern (Figs. 3.3, 3.4). The remaining 13 bulkheads of the hull formed 14 compartments, of which the first compartment was seriously damaged and others were relatively well preserved. The front and middle mast steps still remained, the front mast step was set in front of and close to the second bulkhead, the middle mast step was set in front of and close to the seventh bulkhead. There was no rudder in the stern but a rudder base

Fig. 3.3 Plan and cross-section of Penglai No. 1 ship

3.2 The Excavation and Research of Penlai Ancient Shipwrecks

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Fig. 3.4 The hull remain of Penglai No. 1 shipwreck

remained. In addition, one pulley yoke, three pulleys and two windowsills were found. The keel of the shipwreck was made of three sections. Convex and concave grooves were used to connect the prow keel, main keel and stern keel, two “longevity hole” were made in the joints respectively between the keels, which was commonly seen in the traditional technique Fujian ship construction. The remaining shell plates on both sides of the keel were 10 and 11 lines respectively. These shell plates were set in single layer, each were connected by convex and concave grooves, riveted with iron nails, the edge joint was flatly butt-joint, fixed with piercing nails and other kind of nails, and then sealed with adhesive material which was made of the mixture of flax silk, tung oil and lime. A variety of different woods were used in different parts of the ship, Chinese fir for shell plates, Shiikifor bulkhead, Phoebe for mast step and rudder base, camphor for prow keel and stern keel, pine for main keel (Liu et al., 2009: 283–302). A few artifacts were unearthed inside the shipwreck, including one piece of gray celadon high ring foot cup of Yuan Dynasty and a stone ball unearthed in the front part of the ship (Fig. 3.5: 1, 2). The cup was red paste with blue glaze, flared mouth, round belly, horn-shaped ring foot with bamboo pattern, shrink bottom center, which was a typical Yuan Dynasty artifact. The stone ball was made of limestone. The amount of artifacts found in the mud deposit under the hull of shipwreck was also quite few, including 2 porcelain bowls, 1 broken porcelain bottle, 1 pottery incense burner, 1 stone ball, 1 bronze gun and a piece of cable twisted rope (Figs. 3.5: 3–7, 3.6, 3.7). Among them, the porcelain bowl was gray paste celadon with bean green glaze, flared mouth, curved belly, short circular foot. Pottery incense burner was fine paste gray pottery, square rim and straight mouth, small neck and fold belly, tripod and bridge shaped ear, in the bottom engraved the

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Fig. 3.5 Artifacts recovered from Penglai No. 1 shipwreck (1. Stone ball; 2. Gray celadon cup; 3. Ceramic bottle; 4. Stone ball; 5. Pottery incense burner; 6. Porcelain bowl; 7. Bronze gun)

Fig. 3.6 Stone balls unearthed from Penglai No. 1 shipwreck

3.2 The Excavation and Research of Penlai Ancient Shipwrecks

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Fig. 3.7 Bronze Guns unearthed from Penglai No. 1 Shipwreck

Chinese character of “shi” (史). The stone ball was made of sandstone, 10 cm in diameter. The bronze gun was made of brass, with the inner caliber of 7 cm. In addition, iron anchors, wooden anchors, stone anchors, netweights, stone cannon balls, iron guns, twisted rope, copper coins and ceramic fragments were unearthed in the surrounding area of the No. 1 shipwreck, dating from Han to Ming and Qing dynasties. (1) Anchors. 20 anchor were found, including three types of stone, wooden and iron anchors. Each of 8 stone anchors had a cable hole in the upper part. Except one 76.3 kg anchor, the rest varied from 10 to 20 kg, which should be related to the different sizes of the ship. 1 wooden anchor composed of three parts of anchor rod, claw and bolt. The anchor rod made of China fir was 5.21 m long and 0.4 m wide, 171.2 kg. The whole wooden anchor was 243.2 kg (Fig. 3.8). Among total of 11 iron anchors 5 were relatively intact, the No. 2 four-claw anchor was the best intact, the anchor rod and claw were forged

Fig. 3.8 Unearthed wood anchorage

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separately, then connected with cross-shaped iron wedge plug, with 2.15 m long and 456 kg. A plough-shaped iron anchor claw discovered outside the water gate was 46.5 cm long, 43 kg, which was a later time artifact. In general, the date of the iron anchor found in the south of Small Sea was earlier than the ones found in the north. (2) Ceramic wares. The recovered pottery was not many and most of them were shards, however, urns, jars, pots, basins, bottles, urinal pots, incense burners and vessel lids could be distinguished. They were speculated as daily necessities, dating from the Han Dynasty to the Qing Dynasty. More than 200 pieces of porcelains were unearthed and comprised of the most part of the collected artifacts. The utensils uncovered mostly were bowls, together with some ewers, the four series pots, bottles, cups, stemmed cups, vessel lids, pots, kettles, dishes and alike, dating from the Song, Yuan, Ming and Qing dynasties. The products were from Yaozhou (耀州) Kiln and Jiangxi civilian kilns of Song Dynasty, Longquan Kiln, Northern kilns, Cizhou Kiln, Jinhua Kiln and Zhejiang or Fujian local Kiln of Yuan Dynasty, Jingdezhen Kiln, Northern kilns, Jiangxi civilian kilns of the Ming Dynasty, Northern kilns and Dehua (德化) Kiln of the Qing Dynasty. (3) Weapons. 2 iron guns (Fig. 3.9), 1 iron cannon ball, 4 stone cannonballs respectively of 10.2 and 5 kg (Fig. 3.6), as well as iron swords, wooden scabbards and iron darts, were unearthed. (4) Copper coins. Most of the 340 pieces of copper coins were unearthed in silt deposit inside and outside the water gate, dating from Song to Qing dynasties, most of them were in the Qing Dynasty. 5 pieces of “Guangyong Tongbao (宽永通 宝)” of Emperor Meishō (明正天皇) of Japan in the Edo era were also discovered. (5) Other daily utensils. Ink stones, keys, copper bowls, silver candlebrum, iron medicine grind, stone molds, stone mortars, deer horns and wooden wares were also collected from the site. One piece of red sandalwood log was 8.2 m long, one end was roughly round with a diameter of 41–42 cm and a 9 cm round perforation, the other end was square with the side length of 35 cm, engraved 48 Chinese characters in three lines, recording nature of this wood that “This piece of timber Numbering group Yellow 350, is two Zhang and eight Chi long, the end of rudder is broken with gap of one Chi five cun, with three branch knots. Bought on June XX date of

Fig. 3.9 Unearthed iron gun from the Small Sea

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10th year of Yongle reign of Ming Dynasty (黄字三百五十号, 壹根长二丈八尺, 厚一尺二寸, 舵头破心, 闪脚破开一尺五寸, 巴节三个。永乐十年六月□□日进 四百料)”.

3.2.2

Penglai No. 2 Shipwreck

In 1984, in the west and southwest of Small Sea seven shipwreck remains were also discovered, but they could not be excavated because they were overlapped under modern residential houses. From July to November 2005, the Shandong Institute of Cultural Relics and Archaeology, the Yantai Municipal Museum and the Penglai Municipal Bureau of Cultural Relics jointly excavated three of these ancient shipwrecks with the method of field archaeology, and nominated them as respectively Penglai No. 2, No. 3 and No. 4 shipwrecks. Among them the No. 2 and No. 3 shipwrecks located side by side in the southwest corner of Small Sea, next to the west side of the No. 1 shipwreck. The No. 2 shipwreck was in the south side, the No. 3 shipwreck in the north side. The No. 4 shipwreck was in the northeast direction of the No. 2, No. 3 shipwrecks, and the southwest corner of Small Sea (YTCRMC, PLCCB, 1989: 1–48). The archaeologists used trench excavation method to know the siltation stratigraphy and determine the location of shipwreck in the stratum. The thickness of siltation deposition was 4–5 m, and the strata of excavation area had 24 layers, of which 1–7 layers are the modern silt and modern domestic waste layers, 8–17 layers were middle and late Ming Dynasty strata and 18–24 layers were late Yuan and early Ming dynasty strata (Fig. 3.10). Penglai No. 2 shipwreck and the artifacts were deposited below 7th layers and between the 8th and 9th layers. The direction of No. 2 shipwreck was 91°, basically in horizontal position. The hull was badly damaged, no part above the shipboard existed, only the hull bottom remained, the bulkhead plates at the stern and back part were damaged. The residual

Fig. 3.10 The stratigraphy of Small Sea excavation in 1984

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length of the hull was 21.5 m and the width was 5.2 m. The whole hull was a thin and long shape. 6 bulkhead plates and the 7 bulkhead ribs were remained in the hull, so it could be determined that it presumably had 14 watertight compartments. The two sides of the bulkhead plates were reinforced with ribs connecting the upper horizontal beam, the cross section of bow was V shape, the cross section in the middle of the hull was U shape. Only the foremast step was preserved, locating on the back of the second bulkhead plate, namely the third compartment. The stem keel and the main keel were relatively well preserved, very thick and strong, and well connected with hook mortise joint where was reinforces by adhesive timber. There was no “longevity hole” as seen in No. 1 shipwreck. There were respectively 11 outer shell plates on each side of the keel, the end of the plans were jointed with the hook mortises, and the side of the shell plates were jointed with butt-joint fixed with ship nails and then sealed by adhesive material mixed of flax silk, tung oil and lime. The hull and the main keel mainly were constructed with Chinese pine, the reinforced wood for bow and the keel adhesive timbers were elm, the shell plates were Chinese fir and elm, the mast step and mast mat were made by elm and camphorwood (Liu et al., 2009: 283–302; Figs. 3.11, 3.12, 3.13).

Fig. 3.11 The hull remain of Penglai No. 2 shipwreck

Fig. 3.12 Plan and cross-section of Penglai No. 2 shipwreck

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Fig. 3.13 Bulkhead section of compartment 2–7 of Penglai No. 2 shipwreck

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The relevant artifacts unearthed from the No. 2 shipwreck included the content unearthed inside the hull, and the others unearthed under the hull and the related strata layers (SDPICRA, YTCM, PLCBCR, 2006: 56–59). 6 pieces were unearthed inside the hull, mainly distributed in the 8–9th layers of the third, fourth and fifth compartments, including broken pieces of blue and white porcelain, porcelain rims, pottery spinning wheel, celadon bowl rim fragments, iron nails, etc. Except the pottery spinning wheel and a very small porcelain fragments that were impossible to judge the age, the latest time of others were dated to the late Ming Dynasty, and the earliest could be dated to the Yuan Dynasty. 3 pieces of artifacts were unearthed in the 9th layers under the hull, including the shards of brown glazed pottery bottles, porcelain and green bricks, among them the green bricks were Ming Dynasty objects, and the other two were Yuan Dynasty objects. To be specially noted was that the shards of brown glazed pottery bottles were product of local kiln.

3.2.3

Penglai No. 3 Shipwreck

Penglai No. 3 shipwreck was close to the north side of Penglai No. 2 shipwreck, deposited under 17th layers and in 18th, 19th and 20th layers, which was dated to the late Yuan and early Ming dynasties (YTCRMC, PLCCB, 1989: 1–48. Figs. 3.14, 3.15). The direction of the shipwreck was 276°, heavily tilted southward. The hull was seriously damaged, no stern keel and the part above the shipboard existed. The residual length of the hull was about 17.1 m and width was 6.2 m, with 8 compartments. The whole shape of the hull was wide with the rather flat bottom. The cross section of bottom and outer shell plates of ship was shape. The hull remained 4 bulkhead plates and another 4 bulkheads traces, with at least eight compartments remains (Fig. 3.16). One or both sides of each bulkhead plates were reinforced with big and thin ribs connecting to the upper horizontal beams. In the 3rd, 4th and 6th compartments repaired marks on the bulkhead plates were found. It generally was reinforced with thin square wood, iron nails, then sealed with adhesive material. The compartments were gradually widened from both ends of the stem and the stern to the mid ship. The foremast step and mid-mast step were preserved, respectively located in the second and fifth compartment, connected the bulkhead plates with boat spikes. The ship’s construction technique was unique, no keel but the keel shaped plates were seen. Along the middle line of the hull bottom three thick planks longitudinally formed the keel shaped plates, which were connected by 17 crossing phellems. The outer shell plates were connected by lap joint as the fish scale, the edge joint were reinforced by wooden nails and iron nails (Wang et al., 2009a, b, c: 178–181). Scholars generally believe that this was the

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Fig. 3.14 The hull remain of Penglai No. 3 shipwreck

Fig. 3.15 Plan and cross-section of Penglai No. 3 shipwreck

traditional Koryo shipbuilding technique. In Korean records this kind of crossing phellems was called “long spear (长槊)”, the wooden nail was called “outer spear (皮槊)” (Xu et al., 2004: 131–149). The ship was made with Chinese pines (Liu et al., 2009: 283–302). 26 pieces of artifacts were unearthed inside the shipwreck, mainly distributed in the 17th, 18th and 20th layers of the 2nd, 3d, 4th, 5th, 6th and 7th compartments of ship. They mainly were ceramic wares and ceramic shards, as well as grey tiles,

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Fig. 3.16 Cross-section of 2nd, 3d and 4th compartments of Penglai No. 3 shipwreck

green bricks, stone balls, precious stone beads and iron nails. Among ceramics mainly included white ceramic bowl bottoms, celadon bowl bottoms, brown glazed bottles, pottery jars, celadon jars, boat-shaped pots (Fig. 3.17), which were mostly products of Longquan Kiln, Jingdezhen Kiln, Northern Kiln and local kilns dating to the Yuan and Ming dynasties. Among them, the boat-shaped pots and pottery pots were supposed to be imported from the Korean Peninsula in the same period (Yuan, 2006: 1–19). In addition, adhesive materials, Laevidentalium eburneum, scandent hop seeds, watermelon seeds, pine seeds and alike were also unearthed. The pine seeds were found in the hole of the 5th deck mast, and was confirmed by test as not the local species but from the Liaodong Peninsula and the Korean Peninsula (Chen, 2006: 159–161) (Fig. 3.18). The 2 Laevidentalium eburneum shellfish were unearthed in the eastern wall of the sixth bulkhead plate, which mainly was distributed in the Korean Peninsula and the Sea of Japan (Zhu, 2009: 384–399) (Fig. 3.19).

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Fig. 3.17 Ship-shaped pots unearthed from Penglai No. 3 shipwreck

Fig. 3.18 Pine seeds unearthed from Penglai No. 3 shipwreck

2 artifacts were unearthed in the strata under hull of the shipwreck. One was a white porcelain bowl located on the 20th layer under the shipboard of the 7th compartment, which was a Cizhou kiln product, dating to the late Yuan and early Ming dynasties. The other one was a Koryo celadon bowl and the excavator called it the greenish celadon bowl (Fig. 3.20), which was in the 20th layer under north of the 6th bulkhead plates (Figs. 3.19, 3.20).

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Fig. 3.19 Laevidentalium eburneum shellfish unearthed in Penglai No. 3 shipwreck

Fig. 3.20 Koryo celadon bowl under the hull of Penglai No. 3 shipwreck

3.2.4

Penglai No. 4 Shipwreck

Penglai No. 4 shiprweck was located on the west side of Small Sea, more than 50 m northeast of No. 3 shipwreck (YTCRMC, PLCCB, 1989: 1–48; Yuan, 2006: 1–19). The hull was roughly in north–south direction and was most seriously damaged (Fig. 3.21). It remained 4 pieces of parallel bottom planks made of pine, the overall residual length was 4.8 m and the width was 1.96 m. The timbers were thick and strong, the residual length of the central keel shaped plate was 3.46 m, the width 20–44 cm and thickness 16–20 cm. There were two rectangular holes in the middle

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Fig. 3.21 Plan and cross-section of Penglai No. 4 shipwreck

of this keel shaped plate, the excavators believed that it might be for inserting the rudder. The size of the shell plates on both sides of the central keel shaped plate was approximately the same, with a residual length of 480 cm, a width of about 26– 52 cm and a thickness of about 10–22 cm, which were connected with the central keel shaped plate with “long spear” crossing phellems. The ship was constructed with the traditional Korean shipbuilding technique, similar to that of No. 3 shipwreck (Liu et al., 2009: 283–302).

3.3

The Nature of Penglai Ancient Ships

The discovery of Penglai ancient shipwrecks caused a certain attention of scholars and wide academic discussions at home and abroad. In 1987, Yantai Municipal Cultural Relics Management Committee and Penglai municipal Culture Bureau jointly compiled Desilting and Excavation of Ancient Ship in Water City of Penglai, which attracted great attention of scholars in shipbuilding history, In October 1988, in the Symposium for Penglai Ancient Shipwrecks and Dengzhou Ancient Seaport, the participants comprehensively discussed and studied the dating, nature, restoration, related accessories of Penglai ancient shipwrecks, as well as the unearthed artifacts in Water City, the changes of seaport, navigation activities and historical status of the shipwreck (YTCRMC, PLCCB, 1989). In 2005, after the discovery of Penglai No. 2, No. 3 and No. 4 ancient shipwrecks, Penglai Ancient Shipwrecks was published in 2006 jointly by the Shandong Provincial Institute of Cultural Relics and Archaeology, the Yantai Municipal Museum, and the Penglai Municipal Bureau of Cultural Relics. They also revised the report on the dredging and excavation of the No. 1 shipwreck in Water City of Penglai in 1989, supplemented and proofread the relevant information. In August 2006 and in 2012, The International Symposium for Penglai Ancient Shipwrecks, and International Symposium for Maritime Silk Road with Penglai Ancient Shipwrecks
Dengzhou

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Seaport were respectively held (Xi & Cai, 2009). During these two symposiums the history of ship-building, the seaport development and the maritime transportation relating to Penglai ancient shipwrecks were comprehensively studied (Anonymous, 2012: 12). Most scholars have reached a certain common view on the date and construction technique of Penglai ancient shipwrecks. They believe that the date of Penglai No. 1 shipwreck was the end of the Yuan Dynasty and the beginning of the Ming Dynasty, the date of No. 2, No. 3 and No. 4 shipwrecks were in the Ming Dynasty. Penglai No. 1 and No. 2 ships were the warships built in southern China, Penglai No. 3 shipwreck was a built with combination of ancient Chinese and Koryo ship shipbuilding techniques, and, though Penglai No. 4 shipwreck was seriously damaged, its nature was similar to that of Penglai No. 3 shipwreck.

3.3.1

The Disputes on the Nature of Penglai No. 1 and No. 2 Shipwrecks

The view of “Fujian Ship”. The excavators of Penglai No. 1 shipwreck pointed out that the water line ratio of length and width was about 5:1, more than the average merchant ship, moreover, based on the weapons such as stone balls alike discovered in the shipwreck, it was considered to be a military navy boat. And, because of the similarity of the timber material to the southern shipbuilding materials, it was inferred that it was built in the South and was a big Fujian Ship recorded in Chinese history, used as a warship to patrol along the coast in the Yuan Dynasty (YTCRMC, PLCCB, 1989: 1–48). Li Guoqing (李国清) compared the Fashi (法 石) ancient shipwrecks of the Song and Yuan dynasties in Quanzhou and holds that Penglai No. 2 shipwreck was similar to type of seafaring Fujian Ships (Li, 2009: 274–282). The view of “Swordfish Warship”. Xin Yuan-ou (辛元欧) analyzed Penglai No. 1 shipwreck and considered it to be a sharp-bottomed “Swordfish Warship” built in the south, according to the shipbuilding wooden materials. He based on historical records and inferred that it might be one of the 420 big swordfish warships presented by son of Fang Guozhen’s (方国珍) to Zhu Yuanzhang (朱元璋) at the late Yuan and early Ming dynasties (Xin, 1989: 67–73). Xi Longfei (席龙飞) and Don He (顿贺), the experts in ship history, compared the length and width ratio of discovered merchant ships of the Song and Yuan dynasties. They studied Penglai No. 1 shipwreck and restored it as a total length of 32.2 m, a width of 6 m, a depth of 2.6 m, and load capacity of 173.5 tons. They agreed the opinion that the ship was a warship (Xi & Dun, 1989: 49–59). They also considered that No. 2 shipwreck was similar to No. 1 shipwreck, which had a restored length of 33.85 m, a width of 6 m

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and a depth of 2.6 m (Dun et al., 2009: 36–259). He Guowei (何国卫) also compared the similarity of Penglai No. 1 and N0. 2 shipwrecks in detail, agreed that the two ships were Swordfish Warships for coastal defense (He, 2009: 152–162). The view of “Bird Ship”. In the excavation report, the authors re-examined the date of the No. 1 and No. 2 shipwrecks, held that the dates of No. 1 and No. 2 shipwrecks were similar. According to the unearthed artifacts and the stratigraphy of the No. 2 shipwrecks, they assumed that the constructing and used time of the ship should be the late Ming Dynasty, not earlier than the middle Ming Dynasty, and it was a warship. Although the timbers of No. 1 and No. 2 shipwrecks used mostly high quality wood from the south, and the ship type was similar to that of the “Swordfish Warship” (刀鱼船) of the south, they were not completely consistent with that ship recorded in the documents such as The Biography of Grain Transportation Ships (Caochuangzhi 《漕船志》), The Biography of Military Weaponry (Wubei Zhi 《武备志》) and The History of Longjiang Shipyard (Longjiang Shipyard《龙江船厂志》). In addition, according to the high-quality shipbuilding wooden materials from the southern unearthed in Small Sea, they believed that the ships were possibly built locally in the North (Water City). They also questioned that the size of standard “Swordfish Warship” recorded in the historical documents was much smaller than that of Penglai No. 1 and No. 2 shipwrecks. Therefore, Penglai No. 1 and No. 2 shipwrecks were considered to be another type of ship, namely the “Bird Ship” in South China, which was a kind of sea ship with bird break-shaped prow sailing along the coast of Zhejiang (SDPICRA, YTCM, PLCBCR, 2006: 3–87). Chen Xinxiong (陈信雄) and Zeng Shuming (曾树铭) supported this view, considered that Penglai No. 1 shipwreck was a Bird Ship with flat and round bottom, sharing both the characteristics of Sand Ship and Fujian Ship. They noted that the ship was similar to the “four hundred Liao (料) water discharge seat warship” recorded in The History of Longjiang Shipyard, and restored it according to the records (Chen & Zeng, 2009: 133–151). The view of “Sand Boat”. Yang Chao (杨槱) studied the shape and structure of Penglai No. 1 shipwreck then believed that, although a keel was set in the bottom of the ship, it protruded little in the bottom, and the bottom of the ship was rather flat in the central part. Therefore, the ship should be a Sand Boat characterized by flat bottom. He also restored it to be 35 m long with the displacement of 189 tons (Yang, 1989: 60–66). The view of “Civil Private Ship”: Liu Li (刘莉), a local scholar, agreed that Penglai No. 1 shipwreck was a Swordfish Warship, but Penglai No. 2 shipwreck was crudely constructed private ship and hired by the official as a military supply vessel (Liu & Liu, 2009: 260–262). Wu Chunming (吴春明) held that the existing materials could not absolutely determine the functional nature of Penglai No. 1 and No. 2 shipwrecks. He did not exclude the possibility of their being a merchant ship (Wu, 2016: 69–73).

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The Disputes on the Nature of Penglai No. 3 and No. 4 Shipwrecks

The view of “Koryo ship”. Korean scholars basically agreed that Penglai No. 3 was an ancient Koryo ship (Yuan, 2009a, b: 76–86). Kim Cheng-jun (金成俊) pointed out that Penglai No. 3 shipwreck had the characteristics of a Koryo ship without a keel and with flat bottom, wooden nails, long spear as phellems crossing bottom planks and square prow. He considered that the use of ribs and bulkhead plates mainly were for the seafaring needs (Kim & Choi, 2009: 87–111). Kim Sheng-fan (金圣范) and others compared Anjwado (安佐岛) Island shipwreck of the South Korean with Penglai No. 3 shipwreck, agreeing that the Penglai No. 3 ship was a Koryo ship sailing between Korea and China in the late Koryo Kingdom. They further noted that the crew might be Korean according to the Koryo ceramic utensils remained in the shipwreck (Kim & Kim, 2009: 207–215). Li Yuanzhi (李 元植) compared Penglai No. 3 shipwreck respectively with the Wando (菀岛) shipwreck of the twelfth century, the Dali (达里) Island shipwreck of the fourteenth century and the Chindo (珍岛) shipwreck of the twentieth century in south Korean, believing that Penglai No. 3 shipwreck was more similar to the Dali Island shipwreck, which was a traditional Korean seafaring ship built in Koryo era (Lee & Xu, 2009: 167–177). Piao Xiangui (朴现圭) studied the historical maritime documents from the late Yuan to the Ming dynasties, focusing on the sinking time of Penglai No. 3 shipwreck, and the background of its appearance in Dengzhou Seaport. He concluded that at the end of the Yuan Dynasty, the traffic communication between Koryo and Dengzhou discontinued, and considered that the ship sank between 1373 and 1409 (Piao, 2009: 216–223). Chinese scholars Xi Longfei (席龙飞) (Wang et al., 2009a, b, c: 178–185), Don He (顿贺), He Guowei (何国卫) (He, 2009: 152–162), Yuan Xiaochun (袁晓春) (Yuan, 2009a, b: 197–206), Li Guoqing (李国清) (Li, 2009: 274–282) and others agreed with Korean scholars that Penglai No. 3 and No. 4 shipwrecks were Korean ships, especially that Penglai No. 3 shipwreck was built with the combination of Chinese and Korean shipbuilding techniques, reflecting the exchange of shipbuilding techniques between China and Korea in ancient times (He, 2009: 152– 162). Wang Min (汪敏), Xi Longfei and other scholars restored the Penglai No. 3 shipwreck with the total length of 22.5 m, width of 7.2 m, and a depth of 3 m (Wang et al., 2009a, b, c: 186–196). As far as the function of Penglai No. 3 and No. 4 shipwrecks was concerned, most scholars believed that they were merchant ships. For instance, Wei Wenxi (韦 文禧) held that Penglai No. 3 shipwreck was a small merchant ship sailing between Korea and China (Wei, 2009: 163–165). Yuan Xiaochun (袁晓春) pointed out that it was also possible to be a Korean envoy ship (Yuan, 2009a, b: 197–206). The view of “Chinese ship”. Some Chinese scholars discussed the similarity between Penglai No. 3 and No. 4 shipwrecks and Sand Boat in Chinese records, and speculated that they might be a local type of traditional Chinese flat-bottomed Sand Boat, and also believed that they should also be warships. Wang Xiping (王锡

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平) and others considered that the cross section of the hull and fish scale lap joint technique of shell plates of Penglai No. 3 shipwreck were similar to that of the traditional Fujian Ships in the South, and the joining three bottom planks to be a keel like structure was the same with that of the Liangshan (梁山) shipwreck of the Ming Dynasty, in addition to the traditional Chinese shipbuilding characteristics such as compartment, shell plate and mast step, it should be a Chinese ship (Wang et al., 2009a, b, c: 120–124). Wang Fuqiang (王富强) and others reanalyzed the stratigraphy of the shipwreck site, the content of unearthed artifacts and structural characteristics of the hull, speculating that the dating of the four ships should be quite similar and was not earlier than the early Ming Dynasty. They pointed out that Penglai No. 3 and No. 4 shipwrecks were flat-bottomed Sand Boat, and were warships according to the fact that Sand Boat were also one of the main types of navy fleet fighting against Japanese (Wang et al., 2009a, b, c: 125–131). They also found that the Bird Ship were still the most important warships in the navy of Qing Dynasty, of which the largest was as long as 15 Zhang. The Chronicle of Dengzhou Prefrcture (Dengzhou Fuzhi《登州府志》) and The Chronicle of Penglai County (Penglai Xuanzhi《蓬莱县志》) also recorded that there were “Bird Ship with red bird head” in the Water City (Wang et al., 2009a, b, c: 125–131).

3.4

Penglai Ancient Shipwrecks and Maritime Transportation of Dengzhou Seaport in the Yuan and Ming Dynasties

Dengzhou was a concept of historical geography with broad sense and narrow sense of two levels of connotation. The Dengzhou in narrow sense was t the seaport group centered in Water City and its surrounding areas with Dengzhou prefecture city as the core, and the broad sense of Dengzhou was the seaport group in the districts belonged to Dengzhou prefecture, including Penglai County, Wendeng County, and etc. During the Yuan and Ming dynasties, the political and military functions of the Water City in Penglai of Dengzhou were continuously improved on the basis of the Daoyu Inspection Station of the Song Dynasty. It developed into a fully equipped defensive military seaport, not only being a gateway to the national capital in Beijing, but also a main and prosperous transit hub to the Liaodong and the Korean Peninsulas. The prosperity of maritime transportation from Dengzhou seaport was obviously with both political and military orientation, forming at least four important sea routes. The first was the passage from Dengzhouto the Korean Peninsula via Miaodao IsIands and Liaodong Peninsula, which was the continuation of the “Sea Route from Dengzhou to Bohai and Koryo”. The second was the sea passage connecting the grain transportation from the south to the capital in the north in the Yuan Dynasty. The third was the shipping channel from Dengzhou to Liaodong. The fourth was the passage from Dengzhou crossing Yellow Sea to the

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Korean Peninsula and the Japanese Islands. Among the four shipwrecks unearthed in the Water City of Penglai, No. 1 and No. 2 shipwrecks were supposed to be Chinese warships, and the No. 3 and No. 4 were generally regarded as Koryo ships. All of these 4 shipwreck should be the official ships in the Yuan and Ming dynasties, rather than the ordinary civilian merchant ships. Yuan government built its capital in present Beijing (Yuan Great Capital), forming a pattern of geographical separation with political and military center in the north and economic center in the south. Therefore, the transportation of grains from the south to the north by water ways became the primary issue of regional economic coordination. At the beginning of the Yuan Dynasty, the canal transportation was laborious and ineffective, therefore the imperial official Zhu Qing (朱清) and Zhang Jian (张瑄) suggested opening up sea passages for the grain transport, since then the sea transport of grain to the capital had been prosperous to the end of the Yuan Dynasty. Dengzhou was located in the sea channel center of the north transport of the south grain. The Dengzhou seaport and its outer port Shamen (沙门) Island became the important transit station and supply place. “There are three important maritime passages in then, One is from Longjiang pass in Nanjing, one is from Changle (长乐) seaport in Fujian, and one from Liu Jiagang (刘家港) of the imperial granary Taicang (太仓)…it takes half a day from Zhifu (芝罘) Island with favorable wind, sailing pass Mozhikou (抹直口) then a Jinzui Rock (金嘴石) appeared, the ships should avoid the ebb-tide, then sail to Xinhe (新河) estuary and Shamen Island,… arrive at Zhigu to discharge” (Chen, 1792: 51–52). Among those places, Mozhikou was one of estuaries in Dengzhou and the entrance for traders and fishers and so on in the Yuan Dynasty, located in the east of the Water City (Chen, 1934: 35). Xinhe was the estuary of Dengzhou City, Shamen Island was the outer seaport of Dengzhou, today’s Miaodao IsIands. Water transport of grain to the capital was both beneficial to the country and the people in the coast. In the Ming Dynasty, the grain transportation shipping was organized by the imperial court, most of it was entrusted to the coastal guards. It was affected by the sea ban policy, and sometimes was prosperous and sometimes declined. In the early Yuan Dynasty, Daoyu Inspection Station of Dengzhou continued its military role of the Song Dynasty and served as a navy fort in this coastal region (Fang & Jia, 2008: 125). In the 11th year of Zhiaheng (至正) period (1351 A.D.), the government set up a sub-prefecture in Dengzhou (Song & Wang, 1976). In the 9th year of Hongwu (洪武,) period (1376 A.D.) Dengzhou was upgraded as an independent prefecture and higher level of defense district, being one of the eighteen military Wei (卫) guard in Shangdong. The Water City was navy fort of the Wei Guard where six battalions of stationed in the enlarged barracks.1 The famous anti-Japanese general Qi Jiguang (戚继光)in the Ming Dynasty used to train his navy in the Water City (Qi, 1996: 244–247). The hull shape of Penglai No. 2 shipwreck was long and thin suitable for the fast going as a worship, and the weapons were found in the ship. Considering that the navy of Ming Dynasty also

1

(Qing Dynasty) Xu Ji: Penglaige Yueshuichaoji, inscription existed in Penglai Pavilion.

3.4 Penglai Ancient Shipwrecks and Maritime Transportation …

69

equipped with flat bottom sand ships as both warship and grain transportation carrier, (Mao 茅元仪, 1621) it would not be a mistake to infer that it was a worship of Ming Dynasty. Dengzhou seaport was also the base of the sea ways to Liaodong Peninsula and Korean Peninsula. The Liaodong Peninsula, Korean Peninsula and Shandong Peninsula were subordinated to the Yuan imperial in earlier time of the dynasty, so the sea traffic was unimpeded since the early Yuan Dynasty. At this time there were seven sea routes connecting to Dengzhou seaport, including Dengzhou to Tianjin (天津) Wei guard, Dengzhou to Jizhou (蓟州), Dengzhou to Jinzhou (金州) and Lushun Kou (旅顺口), Dengzhou to Gaizhou (盖州), Dengzhou to Ningyuan (宁 远), Dengzhou to Shengjing (盛京), and Dengzhou to Korea (EBDZASH, 1994: 194). In the Yuan Dynasty, the imperial navy in Liaodong transported food and military materials, as well as the goods to aid Korea through the sea ways from Dengzhou. In the 18th year of Zhiyuan (至元) period of the Yuan Dynasty (1291 A.D.) Emperor Kublai Khan transported two hundred thousand hu (斛) of grain to koryo to relieve people in famine there (Song & Wang, 1976), which was also recorded in the Koryo history. (Zheng, 1451). When imperial court of Ming Dynasty set up military Wei guard in Dengzhou, then it undertook the responsibility of transporting the grains to the capital, as well as the military supplies to Liaoning and the relieve materials to Korean. The Emperor Taizu (太祖) of Ming Dynasty once ordered the navy to transport seven hundred thousand shi (石) of grain (Xu, 1497) and cloth to Liaoning from the sea routes via Dengzhou (Li, 1999: 12). In the 9th year of Hongwu period (1376 A.D.), for supporting the military needs in Liaodong, Xie Guan (谢观), the commander of Dengzhou built the Water City in Penglai, and established barriers for security (Fang & Jia, 2008: 326). In the Ming Dynasty, the government carried out the tributary diplomacy, the Korean diplomats landed on Dengzhou by sea route for many times, and were recorded in detail in their historical literature The Record of Travel to Yan State (Yanxinglu 《燕行录》) written by a Korean diplomat. According to statistics on the historical record, 28 groups pf Korean diplomatic missions landed to Dengzhou from 1621 to 1635 (Shao, 2015: 10). Penglai No. 3 and No. 4 shipwrecks with the traditional Koryo shipbuilding technique, presented the Koryo celadon wares and other objects produced during the Koryo period, together with the Laevidentalium eburneum shellfish and pine seeds, showing that they were likely to sail between the Liaodong Peninsula, the Korean Peninsula and the Japanese archipelago. The concept of “Eastern Maritime Silk Road” as an extension of the Maritime Silk Road in Northeast Asia put forward by the Chinese scholars (Liu, 2007), mainly refer to the sea passage between northern China, the Japanese islands and the Korean Peninsula. The archaeological discovery shows that the Eastern Maritime Silk Road originated not later than the late Neolithic Age. For thousands of years, the ancient people in China, the Korean Peninsula and the Japanese Islands were active on this route, reaching exchanges and dialogues of ancient civilizations. The remains of Penglai shipwrecks and related nautical artifacts are the important maritime cultural heritage of this northeast Asian extension of the Maritime Silk Road.

70

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Shipwrecks of the Yuan and Ming Dynasties Discovered at Penglai …

Abbreviations Editorial Board of Ancient Penglai Ship and Dengzhou Seaport, 《蓬 莱古船与登州古港》编审委员会 EBDZASH Editorial Board of Dengzhou Ancient Seaport History, 《登州古港 史》编委会编 PLCBCR Penglai City Bureau of Cultural Relics, 蓬莱市文物局 PLCCB Penglai City Culture Bureau, 蓬莱市文化局 SDPICRA Shandong Provincial Institute of Cultural Relics and Archaeology, 山 东省文物考古研究所 YTCM Yantai City Museum, 烟台市博物馆 YTCRMC Yantai Cultural Relics Management Committee, 烟台市文物管理委 员会 EBAPLDS

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赈恤》). Zheng, X. H. 郑锡鸿, & Wang, E. Z. 王尔植. (2008). Chronicle of Penglai County. Originally reedited and published in Guangxu (光绪) Period of the Qing Dynasty (Vol. 2, p. 326). Nanjing: Phoenix Press, Shanghai: Shanghai Bookstore, Chengdu: Bashu Book Society (Guangxu Penglai Xian Xuzhi《光绪蓬莱县续志》, Fenghuang Chubanshe凤凰出版社, Shanghai Shudian上海书店, Basha Shushe巴蜀书社). Zhu, L. 朱龙. (2009). A study on shellfish unearthed in Penglai Water Fortressof Shandong Province. In Proceeding of the international symposium on Penglai Ancient Ship (pp. 384– 399). Wuhan: Changjiang Press (Shandong Penglai Shuicheng Chutu de Beilei Yanjiu《山东 蓬莱水城出土的贝类研究》, Penglai Guchuan Guoji Xueshu Yantaohui Lunwenji《蓬莱古 船国际学术研讨会论文集》, Changjiang Chubanshe 长江出版社).

Chapter 4

Ancient Shipwrecks Excavated in Ningbo, Zhejiang Province Guangcan Xin

4.1

The Song Dynasty Shipwrecks Excavated at Dongmen Kou of Ningbo

The Dongmen Kou (东门口) shipwreck site in Ningbo (宁波) is located in the south bank of the meeting place of three rivers of Yuyao (余姚) River, Fenghua (奉 化) River and Yongjiang (甬江) River, where was an ancient sea wharf in the Tang and Song dynasties. From 1978 to 1979, the Ningbo Municipal Cultural Relic Management committee conducted a rescue excavation in the construction site of Dongmen Kou Post and Communication Building in the urban area, discovered three ancient shipyards and a sea shipwreck underground. They also excavated a large number of Longquan celadon wares and white celadon porcelain of the Song and Yuan dynasties from the site named as the Dongmen Kou Site (Lin, 2005: 172– 211). The site covered a wide range of space, including the Ningbo prefectural city gate of the Tang Dynasty where the selected excavation located, the Mingzhou (明 州) Bureau for Foreign Shipping in the Song and Yuan dynasties, Yongdongsi (甬 东司) Wharf and Zhenwu Palace (真武宫) Wharf in the Northern Song Dynasty where were not far from the excavated location. The total excavation area was more than 350 m2. Because the seaport has been in use and its position was quite important since ancient age, the buildings on the ground have been constantly updated and rebuilt, severely damaging the upper cultural layer of the site. The lower cultural layer was better preserved. The excavated cultural layers could be dated from the Tang Dynasty to the Ming Dynasty. The cultural relic content mainly were the ceramic fragments from different kilns and the remains of some marine shellfishes. The site was located on a slope which was high in the west and low in the east. It was an ancient wharf in the Song Dynasty and gradually developed into today’s offshore transport wharf for wooden sailing ships in the process of long history. Three ancient sea wharfs were discovered, which extended from the west next to the river bank in early age, to the east next to the sea coast in late age. The No. 3 wharf site was located on the west side, which was the earliest wharf that

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_4

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might exist after the Tang Dynasty. It was near Dongdu (东渡) city gate of the Tang Dynasty and was abandoned because of river bank siltation, then the No. 2 wharf was built to replace it. After a period of usage, No. 2 wharf was also abandoned and was covered up by river siltation. The No. 1 wharf was the latest, not earlier than the Song Dynasty. In addition, a site of ancient shipyard also was found. The unearthed artifacts around the wharfs were plentiful and typical. According to different cultural layers, the typical ceramic artifacts unearthed in the layer of Tang Dynasty included bowls, pots, kettles, boxes, lamps and alike, mostly were celadon wares similar to the type of Yue (越) kiln of Shanglinhu (上林湖). The Five Dynasties layer ceramic wares included bowls, kettles, pots, vessel covers and so on, mostly were celadon wares, should be the products of Yue kiln of Shanglinhu and Guojiazhi (郭家峙) kiln. The utensils unearthed in the Song and Yuan layers included pottery, copper coins and porcelain. Among porcelain were celadon wares from Wuzhou (婺州) Kiln, Yuezhou (越州) Kiln, Longquan Kiln and other kilns, as well as celadon porcelain from Jingdezhen Kiln. The types of the vessels mostly were bowls, plates and other daily utensils. The ancient shipwreck was unearthed under the strata of the No. 1 wharf, and its hull remain were relatively well preserved (Fig. 4.1). The residual length of the ship was 9.3 m, the height 1.14 m, and the presumed width of 4.32 m. The remained residual hull included a prow keel, hull bottom, shell plates, ship ribs connecting the upper horizontal beams and keel etc. The bulkhead plates were installed in the compartments, the foremast step and the midmast step were well preserved, on the midmast step, the bulkhead plates and midmast were reinforced with a long log. A residual rudder base was found in the stern. In short, it was a three-mast offshore ship with a pointed prow, a sharp bottom, and a square stern. The main keel was 7.34 m long, 0.26 m wide and 0.18 m thick, jointed by three sections of logs, all of them were made of pines. The main keel had two rectangular “longevity hole” where the copper coins of early Northern Song Dynasty were kept. The section of the prow keel was triangular, made of Chinese fir, j0inted the main keel with tenon structure, mortised with long nails. The shell plates of the hull were made of Chinese fir, pine and camphorwood, the widest of them was 0.42 cm, the narrowest was 0.21 cm, with the thickness of 6–8 cm. The shell plates were connected with oblique joint, and the joints usually were set across one or two ribs of compartment. The seam of the shell plates were filled with the adhesive material mixed with tung oil, lime and hemp silk. The beam ribs were all made of camphorwood which were relatively well preserved, and there were semicircular water holes at the joint point between the rib and the keel. The hull had six residual compartments, of which the second compartment was the smallest and the fifth was the largest. The compartment plates mostly were made of pine, with a little Chinese fir. The compartments plates and shell plats were connected by ribs and fixed with nails. The foremast seat was stationed in the prow section, in front of the bulkhead of the first compartment, with two holes in the seat board to set the mast. The midmast was stationed in the back of fourth bulkhead with two holes in seat board to set the mast. The condition of the stern mast seat was unknown. No complete rudder components were found. The semicircular

4.1 The Song Dynasty Shipwrecks Excavated at Dongmen Kou of Ningbo

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Fig. 4.1 Plan and cross-section of Dongmem Kou shipwreck of Song Dynasty

plates were attached longitudinally to both the outsides of the 7th and 8th joint of the shell plates as “bilge keel”, which were made of Chinese fir and fixed on the shell plates with nails. Judging from the stratigraphy and the ceramics and coins unearthed from the shipwreck, especially the twelve pieces of copper coins found in the “longevity hole” at the junctions between the keels, it is possibly a seafaring ship in the Song Dynast. However, scholars disputed on whether the shipwreck was a sea faring craft or an inland river craft. From its features of ship line and displacement, it could both be an inland river ship and a seafaring ship. Its shape was quite similar to that of the Song Dynasty seafaring ship unearthed in Quanzhou Bay, but rather different from an inland river ship. In particular, the bilge keel shaped longitudinally plates attached on both outsides of the shell plates was a typical component of an offshore ship, increasing the sea worthy of resisting transverse swings and the stability of the ship. Therefore, this Ningbo ancient shipwreck appeared to have more characteristics of a sea craft (Xi & He, 1981: 23–32).

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Ming Dynasty Shipwreck Discovered in Xiangshan

The Ming Dynasty shipwreck site in Houqipu (后七埠) Village, Tuzi (涂茨) Town, Xiangshan (象山) County, Ningbo City of Zhejiang Province was discovered in 1994. A rescue excavation was carried out in 1995, uncovered a relatively intact shipwreck and recovering some artifacts (NBMICRA, XSCCMC, 1998: 33–40). Houqipu Village of Tuzi Town is located about 20 km northeast of Xiangshan County, surrounded by Pingyantou (平岩头) Mountain, Jiangjun (将军) Mountain and Duimian Mountain (对面山), facing Damuyang (大目洋) Sea in southeast and Donggang (东港) Bay in northeast. Around the Damuyang Sea and Donggang Bay, an east bank was built connecting Mushan (木山) Island and Pingyantou Mountain, and a south bank was built in Duimian Mountain. Between the beach of the two banks gradually accumulated silt, and the shipwreck was found in the layer of the deposits (Fig. 4.2). The shipwreck was a wooden sailing boat with damaged upper hull. The hull front remained the prow keel and part of shell plates, which were not well preserved. The middle and rear parts of the hull were basically well preserved. The hull had a residual length of 23.7 m and a width of 4.9 m, with a pointed prow and a square swallowtail shaped stern. The cross section of midship was slightly U shaped. No keel was found, but the central bottom plank was thicker than that of the other parts. At the central bottom between the second and third compartments, and between the tenth and eleventh compartments, there were had two sections of longitudinal reinforcing wood attached on the bottom planks, on which the bulkheads of the first, second, ninth, tenth and eleventh compartments connecting the upper horizontal beam ribs and the front mast seat were set. The reinforcing wood in the prow was 3.25 m long, 0.15 m wide and 0.14 m thick. The reinforcing wood in the stern was 4.1 m long, 0.19 m wide and 0.12–0.14 m thick. The prow keel was 4 m long. Horizontally the shell plates were connected with flat joint method, and longitudinally were connected with plane joint method. The seams between the timbers were filled with adhesive material made of the mixture of hemp silk, tung

Fig. 4.2 Plan and cross-section of Xiangshan shipwreck of Ming Dynasty

4.2 Ming Dynasty Shipwreck Discovered in Xiangshan

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oil and lime. The shell plates were fixed with iron nails and the nail holes were sealed with adhesive materials. Two “dragon bars” were longitudinally installed through the second and the twelfth compartment. The “dragon bars” were rounded square shaped, and were rather well preserved in the 4th, 5th, 9th and 11th compartments. There were fenders on the outside of the starboard of the middle of the hull, closely attached on the side board. Shipboard, reinforcing wood, and fender wood were made of Chinese fir. Thirteen separated compartments were set by twelve bulkheads. The 1st compartment was the longest with 2.3 m, and the 12th cabin was the shortest with 1.14 m. The 7th compartment was the widest with 4.9 m. The 3rd cabin was the deepest with 1.2 m, and the 13th cabin was the shallowest with 0.4 m. There were little residual remains on the shipboard. In some compartment, plate and tube shaped tiles, ballast stones and rectangle bricks were found. The ballast stones were pebbles, big stones and alike, mostly in the third and the fourth compartments. Palm cable ropes were found mainly in the fifth compartment, and in the ninth compartment there was a bridge-shaped wood component between each of the two compartment walls. The twelfth bulkhead of the ship was rather well preserved, and the fifth bulkhead was the most intact. The bulkheads were made of large camphorwood plates about 10–12 cm thick. At the junction of the bulkhead plates and the shell plates there were curved beam ribs, closely attached to the shell plates and fixed with iron nails. The water holes were set at the bottom of the beam ribs and bulkhead in the compartment. The front mast seat and mid mast seat were made of camphorwood. The stern was made in swallow tail shaped with seal plates on it. At the bottom of the third, fourth, fifth and sixth compartments of the shipwreck, a small amount of ceramic daily necessities, wooden artifacts, tube shaped tiles, palm cable ropes and alike were unearthed. Ceramics included Longquan celadon bowls, Longquan celadon dishes, brown glaze bottles, brown glaze jars and so on (Fig. 4.3). As far as the feature of the hull structure was concerned, the V shape cross section of the first part of prow improved the seaworthy of the ship in wave resistance. The cross section of the mid ship was arc shaped and ratio of length and width of the hull was relatively large, which was favorable for increase the sailing speed. No stern mast remain was found, but it was assumed that there should be a mast in the stern. In addition, the hull was quite long, and the horizontal strength was consolidated by thickening the bottom plank, enhancing the stability of the hull. There was no keel at the bottom, but two sections of reinforcing logs were installed longitudinally in the central bottom. The “dragon bars” strengthened the connection between the bulkheads and supported the upper deck. Fender wood also helped to strengthen the horizontal strength, preventing the ship from swinging and controlling the draught. The watertight bulkheads and beam ribs strengthened the transverse structure and fixed the shell plates of the hull, therefore even if some compartments were damaged the ship would not easily capsize and sink. The adhesive material made of mixture of tung oil, hemp silk and lime was used to seal the seams between the timbers to ensure the strength, stability and watertight of the ship.

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Fig. 4.3 The artifacts collected from Xiangshan Shipwreck of Ming Dynasty

Judging from the shape of the shipwreck and unearthed artifacts, its date should be in the early Ming Dynasty. In particular, its shape, structure and shipbuilding technology were more progressive than that in the sea ships of Song and Yuan dynasties. The unearthed artifacts had obvious dating characteristics, especially several pieces of Longquan kiln celadon wares which bore the features of early Ming Dynasty, and the brown glaze porcelain bottles were the typical vessels of the Yuan Dynasty. The hull shape and structure of the shipwreck was similar to that of Penglai ancient ships in Shandong Province, for example, there were many watertight bulkheads, two reinforcing wood in the front mast and the stern mast, etc. However, the attribution of the specific ship type remains to be further discussed. This hull had the arc round of cross section in miship and shallow draught, suitable for sailing in the coastal shallow waters, might belong to the shallow sea ship type. It had a higher length and width ratio which was not suitable for open sea navigation.

4.3 Xiaobai Jiao No. 1 Shipwreck of Qing Dynasty

4.3

81

Xiaobai Jiao No. 1 Shipwreck of Qing Dynasty

Xiaobai Jiao (小白礁) No. 1 shipwreck of the Qing Dynasty was located in Shipu (石浦) Town, Xiangshan County of Ningbo City, within the waters of Yushan (渔 山) Islands (NBMICRA, NCUCH, 2019). Yushan Islands are located in the middle of Zhejiang coast, east of Sanmen (三门) Bay, northeast of Maotouyang (猫头洋) sea, southeast of Xiangshan Peninsula, composed of 13 islands and 41 reefs in northeast-southwest direction, among which North Yushan Island and South Yushan Island are the main islands. Xiaobai Jiao Reef is located in the south-west of North Yushan Island, connecting in the east with Dabai Jiao (大白礁) Reef by small reefs and shallow shoals. Xiaobai Jiao Reef is 470 m long, 100 m wide, with 1320 m shoreline and 33.1 m altitude at the top. Except the water depths around North Yushan Island, Dabai Jiao Reef and Xiaobai Jiao Reef are less than 30 m, and water depth in the surrounding sea is more than 30–35 m. There are many reefs in the surrounding waters of Yushan Islands with rapid sea currents and big waves, causing many maritime accidents for the passing ships. The underwater archaeological work on the shipwreck started from the underwater investigation in this sea region in 2006–2014. The National Museum of China and Ningbo Municipal Institute of Cultural Relics and Archaeology initiated an investigation of underwater cultural relics along the coast of Zhejiang Province, carried out underwater archaeological inspection and survey on some important underwater cultural relics based on clues, and confirmed 14 underwater sites, including Xiaobai Jiao No. 1 shipwreck of the Qing Dynasty. It was firstly discovered in October 2008, then serious investigated and trial excavated in June 2009. From June to July 2011 the surface deposit on the shipwreck were excavated. From June to July 2012 the cargo remains and related cultural relics in the shipwreck was basically excavated and collected. From 2013 to 2014, the hull remain was excavated and in situ preserved completely. The shipwreck was in an area of clear water surrounded by islands and reefs with relatively slow current. The surface of the seabed was the mixed sediment of oyster shells, sand and mud, and generally high in the south and low in the north. The shipwreck remain was located in the north side of Xiaobai Jiao Reef, 24 m deep underwater, with a distribution of roughly the elliptical shape area of about 215 m2. The main accumulation was the remains of a wooden hull of shipwreck and various artifacts. A total of 236 hull components, 1,064 pieces of other artifacts were recovered. The direction of the shipwreck is 10°, high in the south and low in the north. The prow of the hull was in the north and the stern was in the south. The upper hull and the shipboard above the seabed were corroded and disappeared, remaining only the bottom of the hull. The residual length of the hull was about 20.35 m and the residual width was about 7.85 m. The remaining hull bottom broke into two halves in the east and west for the current erosion. The east half was about 20.35 m long and 4.86 m wide, and west half was about 20 m long and 3.18 m wide. The remained ship components were mast seat, floor planks, bulkheads, shell plates,

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Fig. 4.4 Plan and cross-section of Xiaobai Jiao No. 1 shipwreck

ribs, keel, reinforcing timbers, bulkhead sustaining plates and reinforcing plates and alike. There were two double layer hull plates, inner layer hull shell plates connecting the main keel and their both sides adjacent to the outer layer shell plates. The residual stern of the hull was exposed to the seabed surface and seriously eroded, degraded, and decayed, with many cracks and traces of submarines corrosion. The midship hull was stacked by slate cargo and the prow was buried by siltation of shell and sand. The woods of the timber were mainly from in Southeast Asia. The shipbuilding technology had the characteristics of combination of ancient Chinese and foreign shipbuilding technologies (Fig. 4.4). The hull components of the shipwreck were all excavated and collected, including 3 pieces of keels, 73 pieces of ribs and related components, 94 piece of shell plates, 65 pieces of compartment components, and 1 piece of mast seat. The keels were composed of the main keel, the prow keel and stern keel. The prow keel was on the top and the main keel was below, connected by the joints fixed with square nails and right angle tongue-and-groove. A piece of rib was installed in the front half of keels connecting tongue-and-groove, without reinforcing material, iron hoops and mushroom shaped nails. The main keel and the stern keel were joined with fixed concave and convex tenons. The main keel was on the top and the stern keel was below, joined with three big rectangular wooden tenons wedging into them from the top, the connecting parts were fixed with four ship nails without an iron hoop. Ribs and related components included 22 pieces of bottom ribs, 21 pieces of side ribs, 6 pieces of broken rib components, 12 pieces of rib reinforcing wood, 12 pieces of rib reinforcing plates. The bottom ribs were located along the central line

4.3 Xiaobai Jiao No. 1 Shipwreck of Qing Dynasty

83

of the hull, among them the bottom ribs of the prow and midship of the hull were perpendicularly nailed on the keel. The bottom ribs of the stern were not nailed to the keel. Most of the ribs on the ship bottom were better preserved and the ribs were rather thick and strong. The hole marks of the square nails were less on the upper surface, the front and rear sides, but more on the bottom. Most of them were processed into square shape, and some of them were sharp shaped. The ribs of the stern or the midship of the hull were rather flat and straight with two water holes. The radian of the prow ribs gradually increased, with only one water hole. All water holes were rectangular, and the size of them on different ribs was different. The side ribs were distributed from the prow to the stern, located on the left side of the hull and nailed vertically to the shell plates. The side ribs were poorly preserved. The hole marks of square nail were more on the upper surface and the bottom surface, and less in the front and rear sides. The side ribs were shorter than the bottom ribs. Besides the bottom ribs and side ribs, there were also some scattered rib fragments at the site. The rib reinforcing woods mostly distributed on the side of both ends of the bottom rib, near the joints between the bottom ribs and the side ribs, connecting and reinforcing the bottom ribs and the side ribs. The shapes of the rib reinforcing woods were quite different, and were seriously damaged. Most of them were on both sides of the bottom ribs to connect and reinforce the bottom ribs and side ribs. The surface had square nail marks. The rib reinforcing plates were roughly rectangular, and basically intact. They generally distributed between the adjacent front and rear bottom ribs, stacked on the inner shell plates for supplementally supporting and fastening the ribs. The upper surface and ship side had nail marks which were sealed by adhesive material. The shell plates included both the inner and the outer shell plates. Both sides of the keel set a number of columns of inner shell plates. The two columns of inner shell plates adjacent to the keel bore as the keel wing plates. Each column inner shell plates was joined by end with several timbers of different length. The end joints of the inner shell plates included both the sliding shoulder joint and flat joint. The edge joints of two columns used horizontal butt-joint method. The surface of each shell plates had square nail marks, on both sides had shovel shaped nail marks, and the bottom surface was covered with adhesive material. The outer shell plates were mainly located below the main keel and the below the inner shell plates near both sides of the keel. Each column of inner shell plates were joined by ends with several timbers of different length. The end joint of the outer shell plates were all connected with horizontal butt-joint method. There were many square nail marks on the surface of the shell plates, as well as some adhesive materials and plant fiber. The compartment components were mainly discovered in the prow and the midship of the hull, including 3 pieces of bulkhead plates, 43 pieces of board floor plates, 1 piece of bulkhead reinforcing wood, 1 pieces of supporting bars, 2 pieces of bulkhead reinforcing wood, 15 pressing bars. The bulkhead plates were directly nailed to the inner shell plates, the radian was consistent with the cross direction of the hull, and the bottom radian decreased gradually from the prow to the midship of the hull. Except for one bulkhead that had two rectangular water holes, the other two bulkheads had only one rectangular water hole. The front or back each

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bulkhead were nailed with a pressing bar. The board floor plates were shaped in long sheets. The bulkhead reinforcing wood connected two bulkheads by a supporting bar. The artifacts from the site mainly included blue and white porcelain, five-colored porcelain, brown glaze pottery, red stoneware pottery, metal wares, jade and stone seals, wooden inkstone base, writing brushes, stone slabs, copper coins of Qing Dynasty, Japanese copper coins, Vietnamese copper coins, Spanish silver coins and so on. Among them mostly were blue and white porcelain, five-colored porcelain and slab stone (Fig. 4.5). The blue and white round belly porcelain bowls with interlocking flowers pattern mainly were collected in the front and midship of the hull, stacking neatly on the prow. The blue and white oblique belly porcelain bowls were mostly distributed in the west side of the hull. Blue and white porcelain Dou (豆) plate scattered on the west side of the hull. Five-colored porcelain were mostly distributed in the middle of the west side of the hull. The pottery wares scattered over the stern. Metal wares spread throughout the site. Copper coins mainly were collected in the midship of the eastern ribs. The stone slabs were mainly in the midship of the hull. There were five rows of stone slabs collected in the mid - rear part of the hull, distributed equally from west to east. Two rows of slabs were in the stem-midship, on both sides of the hull. The objects on the surface of the seabed were generally concreted with marine debris or living creatures, rust, mud and soil deposition and so on, while the objects buried under the sediment were relatively well preserved.

Fig. 4.5 The blue and white porcelain wares collected from Xiaobai Jiao shipwreck

4.3 Xiaobai Jiao No. 1 Shipwreck of Qing Dynasty

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In short, the hull was roughly in north–south direction, almost perpendicular to the east–west direction of Xiaobai Jiao Reef. The broken surface of the hull was irregular and almost lying on the reef in seabed, so it was speculated that the ship might sink for the reason of striking into the reef. Five rows of thin slabs were placed neatly at the bottom of the compartments in the midship and rear of the hull, indicating that these slabs were the cargo loaded on board functioning as ballast. They were identified as one kind of famous “brook stone” produced in Yinjiang (鄞 江) Town of Ning Po. The origin of the slate suggests that the setting sail seaport of the ship might be Ningbo. It can be speculated that after the ship set sail from Ningbo Port to the southeast and ran into Xiaobai Jiao Reef in the sea area of Yushan Islands, and then sand into the sea. So it probably sailed to the east or south, east to the Ryukyu Islands or south to a Southeast Asian country. Archaeological discoveries in recent years seem to support that the ship’s destination was Southeast Asia. For example, the unearthed artifacts in Shiyu (石屿) No. 6 shipwreck in Xi Sha (西沙) Islands and Desaru shipwreck in Malaysia waters, as well as the unearthed artifacts of the same period in Singapore and other Southeast Asian port cities, were very similar to the artifacts unearthed from Xiaobai Jiao No. 1 shipwreck. According to the comprehensive analysis on the hull structure of the shipwreck and unearthed artifacts, Xiaobai Jiao No. 1 shipwreck might be an ocean-going junk engaged in trade and transportation in Daoguang (道光) period of the Qing Dynasty, and its destination should be somewhere of Southeast Asia.

4.4

Analyzing the Historical Changes of the Maritime Transportation in the East China Sea

Ningbo is located in the southeast coast of China, the southern end of the Yangtze River Delta and the middle of the continental coastline. Ancient Ningbo located at the southern end of the Grand Canal and its estuary to the sea, and was an important seaport city for maritime transportation and foreign trade. In the 1st year of Changqin (长庆) period (820 A.D.) of the Tang Dynasty, Mingzhou (明州) State government moved to Sanjiangkou (三江口) and started to build the inner city wall, marking the starting of Ningbo City. In the 6th years of Shaoxi (绍熙) period (1073 A.D.) in the Southern Song Dynasty, Ningbo was upgraded to be the Qingyuan prefecture for celebration of the stating of Qingyuan (庆元) period. In the Yuan Dynasty its name was changed as Qingyuan Road, and in the early Ming Dynasty it was renamed as Mingzhou Prefecture. In the 14th years of Hongwu period (1381 A. D.) in the Ming Dynasty, for the taboo on using the imperial’s name, the Emperor Zhu Yuanzhang (朱元璋) renamed Mingzhou as Ninbo (宁波) Prefecture, which had been used until now. As an important foreign trade seaport, starting from Ningbo there are Northeast Asia sea route to Japan and Korea, and the southward Southeast Asia routes. Compared with the sea routes to foreign countries, in other seaport cities in ancient

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Ancient Shipwrecks Excavated in Ningbo, Zhejiang Province

China, Ningbo was able to carried out both northward and southward shipping, which was different from Quanzhou and Guangzhou where mainly for Southeast Asia and South Asia, and also different from Yangzhou and Dengzhou where mainly for Japan and Korea. Ningbo Port has possessed a superior location in the history of marine navigation in the East Asia. As early as in the Song Dynasty Mingzhou set up a complete organization for managing foreign shipping. Song government designated Mingzhou Bureau for Managing Foreign Shipping (市舶司), which was one of three largest Bureaus for Managing Foreign Shipping in the Song Dynasty, managing the ship trading business to Japan and Korea, which demonstrated important position of Ningbo Seaport in overseas trade. Yuan government set up Bureau for Managing Foreign Shipping in Qingyuan, which lasted a long time with a larger jurisdiction when a number of similar offices in other cities were repeatedly established and abolished, showing that Qingyuan was a very important foreign trade port in the Yuan Dynasty. In the early Ming Dynasty, the sea ban was implemented, and Ningbo became the main agency responsible for the tributary trade between China and Japan. Because of the “tribute dispute” in the 2nd year of Jiajing (嘉靖) period (1523 A.D.) in the Ming Dynasty, Ningbo’s Bureau for Managing Foreign Shipping was abolished, ending the tributary trade between China and Japan. Not until the 1st year of Longqing (隆庆) period (1567 A.D.) when the sea ban was lifted Ningbo’s private maritime trade began to flourish again. In the early Qing Dynasty the sea ban policy was more severely enforced, and it was not until the 22nd year of Kangxi (康熙) period (1683 A.D.) when Taiwan was unified into China, the Qing government formally allowed people in the coastal regions to start the maritime trade, but still forbade Chinese ships to go trading in the Southeast Asia until the ban was lifted in the 7th year of Yongzheng (雍正) period (1729). Since then, foreign trade developed rapidly in Ningbo Seaport, especially the route to Southeast Asia flourished, an average of more than 500 junks departed from Ninbo each year. Each of the three shipwrecks discovered and excavated in Ningbo Seaport belonged to three different dynasties, both their hull structures and cargoes reflected the typical characteristics in the different time. There were significant differences in the unearthed locations of the three shipwrecks, and their buried environment were also different. Song Dynasty shipwrecks at Dongmen Kou and Ming Dynasty shipwrecks in Xiangshan were found in the layers of ancient wharf sites, while Qing Dynasty Xiaobai Jiao No. 1 shipwreck was found on the seabed beside offshore reefs. It is sure that Xiaobai Jiao No. 1 shipwreck sank during its voyage, so the hull and cargoes were relatively intact. In general, because of the disruption of foreign trade along the land Silk Road in the northwest inland since the Tang and Song dynasties, Mingzhou Seaport in the southeast coast of China gradually highlighted its importance, and established its frequent maritime trade relations with Japan and Koryo in Northeast Asia and Southeast Asia through sea routes. In the Yuan Dynasty it still played an important role, especially as a departure seaport for Northeast Asia. In the early and middle Ming Dynasty, the main destination of the ships from Ningbo Seaport was Japan in

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Northeast Asia. During Kangxi period when the Qing government lifted the sea ban and set up Zhejiang Customs in 24th year of Kangxi period (1685 A.D.) Japan was still an important market for Ningbo’s main foreign trade. However, because Japan carried out the closed-door periodthen, banning Japanese merchant ships from going abroad and keeping only Nagasaki as an opening seaport to the outside world, the route from Ningbo Port to Nagasaki Port usually sailed via Putuo (普陀) of Zhoushan Islands. However, Xiaobai Jiao No. 1 shipwreck obviously “deviated” from this route. After sea ban policy was lifted in the 7th year of Yongzheng period (1729 A.D.) Ningbo Seaport’s trade with Southeast Asia flourished, therefore Xiaobai Jiao No. 1 shipwreck might be a merchant ship bound for Southeast Asia.

Abbreviations NBMCRAC NBMICRA NCUCH XSCCMC

Ningbo Cultural Relics Administration Committee, 宁波市文物管 理委员会 Ningbo Municipal Institute of Cultural Relics and Archaeology, 宁 波市文物考古研究所 National Center of Underwater Cultural Heritage, 国家文物局水下 文化遗产保护中心 Xiangshan County Cultural Management Committee, 象山县文物 管理委员会办公室(象山县文物管理委员会,象山县文管会

References Lin, S. M. 林士民. (2005). Waterfront excavations at Dongmenkou, Ningbo, Zhejiang Province, PRC. In Unveiling the Historical Civilization—Archaeological studies on Ningbo the Greatest Harbor in East China (pp. 172–211). Shanghai: SDX Joint Publishing Company (Ningbo Dongmenkou Matou Yizhi Fajue Baogao《宁波东门口码头遗址发掘报告》, Zaixian Xiri de Wenming—Dongfang Dagang Ningbo Kaogu Yanjiu《再现昔日的文明—东方大港宁波考 古研究》, Shanghai Sanlian Shudian上海三联书店). NBMICRA, XSCCMC. (1998). The excavation of Ming Dynasty Sea Vessel in Xiangshan County, Zhejiang Province. Archaeology, 3, 33–40 (Zhejiang Xiangshanxian Mingdai Haichuan de Qingli《浙江象山县明代海船的清理》, Kaogu《考古》). NBMICRA, NCUCH, XSCCMC. (2019). “Xiaobaijiao I”—The underwater archaeological excavation report of the Qing Dynasty Shipwreck. Beijing: Science Press (Xiaobaijiao Yihao ——Qingdai Chenchuan Yizhi Shuixia Kaogu Fajue Bagao《“小白礁 I 号”——清代沉船遗 址水下考古发掘报告》, Kexue Chubanshe科学出版社). Xi, L. F. 席龙飞, & He, G. W. 何国卫. (1981). A study on Ningbo Junk of Song Dynasty. Journal of Wuhan Institute of Water Transportation Engineering, 23–32 (Dui Ningbo Guchuan de Yanjiu《对宁波古船的研究》, Wuhan Shuiyun Gongcheng Xeuyuan Xuebao《武汉水运工 程学院学报》).

Chapter 5

Dinghai Bay Shipwrecks of Yuan and Ming Dynasties in Lianjiang of Fujian Province Jian Sun

Dinghai (定海) Bay is located on the north bank of Minjiang estuary in Xiaochen (筱埕) Town, Lianjiang (连江) County of Fuzhou, where is an important sea passage from Minjiang estuary to the eastward and northward sea routes, and a bridge between the mainland and the open sea. It is also the sea area distributes a series of visible and submerged islands and reefs causing a lot of ship wrecking in the ancient and modern times. In the late 1970s, local fishermen carried out large-scale operations to collect marine shell deposits on the seabed, which were used as the raw material for lime production (Fig. 5.1). They salvaged in Dachenyu (大埕峪), Qing Yu (青屿), Bai Jiao (白礁) and other islands around the sea area many artifacts of different historical periods, including ceramic wares, metals artifacts, wooden wares and alike. These artifacts mostly were scattered around an area about 2 square kilometers centered in Bai Jiao. Since then archaeologists began to pay attention to this sea area and conducted a number of underwater archaeological work, focusing on the investigation of Bai Jiao No. 1 and Bai Jiao No. 2 shipwrecks (Zhao & Wu, 2011).

5.1

Bai Jiao No. 1 Shipwreck

Bai Jiao No. 1 shipwreck site was located in the southeast of Dinghai Village, in the south seabed of eastern section of the submerged Bai Jiao Reef. The underwater archaeological investigation of Dinghai Bay began in the autumn of 1989. In 1990 and 1995, underwater archaeologists from National Museum of Chinese History, Fujian Provincial Museum, Xiamen University, and Western Australian Museum carried out cooperating underwater archaeological investigation and excavation in Dinghai Bay. After that, in 1999 and 2000, a further of underwater investigations and excavations on Bai Jiao No. 1 shipwreck site were carried out (Figs. 5.2, 5.3). The hull of the shipwreck was decayed and nothing remained except some parts of the keel. The concentrated remains of the shipwreck distributed in a range of 22 m long and 6 m wide, which was very important for the restoration of the length

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_5

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Fig. 5.1 The shell salvaging boat in Dinghai bay

Fig. 5.2 The surrounding landscape of Bai Jiao reef

5.1 Bai Jiao No. 1 Shipwreck

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Fig. 5.3 The underwater survey on the Bai Jiao No. 1 shipwreck site

and width of the hull. Ship cargoes were very concentrated at seabed in the south side of the reef. Most of the recovered artifacts were ceramic wares, with two categories of black glaze cups and white celadon porcelain bowls. The concretion containing iron, ceramic and wooden objects was discovered in the compartment bottom of the middle section of the keel, functioning as ballast, consistent with the usual loading method of ancient junk. Black glaze porcelain cups were typical objects of Jian Kiln (建窑) system in the Song and Yuan dynasties, and white celadon porcelain bowls were also the Fujian products imitating that of Longquan Kiln system. The C-14 dating of the remnant keel timber of the shipwreck was 1000 ± 70 years, being roughly the Northern Song Dynasty. Considering the growth age of tree and the service time of the ship, the date of the shipwreck would be postponed appropriately later than the C-14 dating, and the lower limit should be from the Southern Song Dynasty to the Yuan Dynasty, which was consistent with the dating features of the ceramics from the shipwreck. The ceramics uncovered in the investigations and excavations mainly were black glazed cups and white celadon bowls, as well as some brown glaze pots, jars and bowls. There were 2,678 pieces of ceramic wares and ceramic fragments, among them were 2,251 pieces of black glaze cups and 415 pieces white celadon bowls. It is believed that the black glazed cups all came from Dongzhang (东张) Kiln in Fuqing (福清) of Fujian in the Southern Song Dynasty, and the white celadon bowls were the products of Yiyao (义窑) Kiln in Minqing (闽清) of Fujian in the Southern Song Dynasty. Bai Jiao No. 1 shipwreck was located in the sea route northward along Minjiang estuary. The cargoes were to be exported to Northeast Asia or Japan, which was also

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Fig. 5.4 The cargo remains underwater of Bai Jiao No. 1 shipwreck

consistent with the discovery of many Dongzhang kiln black glaze cups in Northeast Asia (Fig. 5.4). Through a serial of underwater investigations, it was confirmed that among a number of underwater shipwreck sites in Dinghai Bay, Bai Jiao No. 1 remained the most obvious shipwreck connotation. A total of 13 grids of 2
2 m2 units were excavated in the central accumulation area on the south side of the submerged section in the eastern part of the Bai Jiao Reef. The excavations revealed the parallel arrangement of large-scale concretions, under which residual hull timbers were stacked, with the sign of neatly stacked porcelain remains in front and rear. Although no complete hull structure was found, among 2,678 pieces of recovered ceramics the proportion of black glaze cups was 84.06%, the white celadon glaze bowls was 15.5%, which were in large quantity with very single type and the same shape, in a state of being packed. These situation of artifact connotation showed that they were not accidentally abandoned objects or daily used utensils, but the mass transported shipping goods, as the remains of ancient shipwreck without doubt. According to the archaeological investigations, the most famous kilns in Fujian in the Song Dynasty specialized in making black glaze tea cups were Luhuaping (芦花坪), Niuhualun (牛皮仑) and Daluhoushan (大路后山) kilns in Jianyang (建 阳) area, which produced the famous “Jian Cup (建盏)”. In addition, the whole Minjiang River Basin, the coast area of southern Fujian and the vast areas of southwest Fujian were the origin places of similar products. More than 30 places in more than 20 counties and cities, especially in the Minjiang River Basin, were investigated as black glaze ceramic cup kiln. Among them the famous kilns were

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Yulinting (遇林亭) Kiln in Chong’an (崇安), Daokou (大口) Kiln and Banlu (半 路) Kiln in Pucheng (浦城), Chayang (茶阳) Kiln in Nanping (南平), Nanyu (南 屿) Kiln and Hongwei (鸿尾) Kiln in Minhou (闽侯), Huanxi (宦溪) Kiln in Fuzhou, Shikeng (石坑) Kiln in Fuqing (福清), Feiluan (飞鸾) Kiln in Ningde (宁 德), Pukou (浦口) Kiln in Lianjiang (Li, 1994: 128; Lin et al., 1996: 18). These kilns made similar products belonging to “Jian Kiln” system and were sold in the mainland and exported to foreign countries. By comparison it can be seen that the black-glazed cups recovered from Baijiao No. 1 shipwreck was quite different from the typical shapes, glaze colors and decoration patterns of typical “Jian Cup”, but very consistent with the products of Nanyu Kiln, Hongwei Kiln in Minhou, Shikeng Kiln in Fuqing, Pukou Kiln in Lianjiang. It was more puzzling that the identification of chemical constituents of the artifacts showed that there were some differences between the artifacts of Bai Jiao No. 1 shipwreck and these kilns with similar type of black glaze cup (DHIETSACUAPT, 1992: 244). It might be possible insufficient of the sampling from the shipwreck and kiln sites. Anyway, the black glaze cups in the Bai Jiao No. 1 shipwreck most possibly came from the kilns along Minjiang River basin. Black glaze cup was a kind of unique tea set since Tang and Song dynasties in China. Cai Xiang (蔡襄) said in his Tea Record 《 ( 茶录》) that the best tea sets were produce in Jian’an (建安), so it can be seen that in North and South Song dynasties the black glaze tea cups produced in Jian kilns were the most fashionable tea utensils, and inevitably spread to the foreign regions influenced by Chinese culture (Asako, 1994: 194; Hideyori, 1996: 90; Isamu, 1981; Jouji, 1993; Kenichi, 1996: 93; Li et al., 1979: 250–251; Tsutomu, 1981). Influenced by the fashion and preference of tea drinking in Song Dynasty, the cups produced in Jian kilns, as utensils of tea competition, were brought and sold abroad in large quantities. The expansion of overseas markets had also stimulated the emergence of a large number of producing kilns in China. The most influenced countries by Chinese tea custom were Japan and Korea, and a large number of black glaze cups from Jian Kiln system were discovered in the famous Korean Sinan shipwreck, as well as in Hakata, Kamakura, Seto and other coastal areas in Japan. Among many foreign archaeological discoveries, the black glaze cup artifacts most consistent with Bai Jiao No. 1 shipwreck were the Hakata site group in Fukuoka County, Japan. Hakata was the main seaport of Japan in the Middle Ages, trading many kinds of goods with China and acting as the most important transit seaport between China and Japan. In hundreds of Hakata archaeological excavations, a large number of Chinese ceramics have been found, among them black glaze cups were the important vessels. There was almost basically the same and no difference in paste, graze and shape between the IV type and V type of black glaze bowls unearthed at the site of Hakata and that were recovered from Bai Jiao No. 1 shipwreck. These two types of black glaze bowls were very similar to the products from Nanyu Kiln in Minhou and Shikeng Kiln in Fuqing (Asako, 1994: 194, 1996: 3). In addition, China’s celadon wares and white celadon porcelain bowls were also exported to various countries in the world in large quantity in the Song and Yuan dynasties. By comparison we can found that the white celadon bowl artifacts recovered from Bai

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Jiao No. 1 shipwreck were very consistent with those found in Japan. For example, many classified types of white porcelain bowls imported in Hakata were very similar to celadon bowls of Longquan kiln system, Tongan (同安) Kiln system celadon bowls (Asako, 1996: 3; Ichirou, 1996: 65).

5.2

Bai Jiao No. 2 Shipwreck

Bai Jiao No. 2 shipwreck of the Ming and Qing dynasties was located on north seabed of the eastern section of submerged Bai Jiao Reef, facing Bai Jiao No. 1 shipwreck in south of the reef. The north side of the sea floor was different from the steep cliff landform on the south side of the reef, it was a sea floor with more fine gravel and the slope was gentle, the extended range was large, forming a huge seabed as a whole. Due to the lack of sand and mud sediment, the existed artifacts were directly exposed to the rock seabed. It can be speculated that the ship was sailing above the submerged reef which was extremely difficult to find at low tide, and its bottom accidentally stroke the reef, then the hull ran onto the reef in water and then sank. Because the submarine geological structure of rock without sand and mud sediment accumulation, the shipwreck had not been preserved under the sedimentand the hull was disintegrated by currents in the long period of time and drifted away with scattered ship cargoes. During the underwater investigations in 1990 and 1995, only two small-scale accumulations of blue and white porcelain, and celadon wares remains were discovered. No hull remains in Bai Jiao No. 2 shipwreck site was found, however, 35 pieces of blue and white porcelain and celadon wares were salvaged. The artifacts collected from the site were blue and white porcelain bowls, plates, celadon porcelain bowls, plates, jars and dishes, as well as pottery jars, stone net weights, millstones and so on. These kind of ceramics also appeared in the kiln sites from the late Ming Dynasty to the early Qing Dynasty in Fujian, their date should be in the early Qing Dynasty. The recovered ceramics were highly consistent and single type, among them 18 pieces were wide opening rim and deep belly blue and white bowls with chrysanthemum pattern. The single type with concentrated distribution of these ceramics should not be the artifacts accidentally scattered, but the remains of ship cargoes. Ceramics were all damaged, judging from their craftwork and types they were the household ceramics as the mass production of civilian private kilns with poor glaze color and crude paste. During Bai Jiao No. 2 shipwreck underwater investigations a relatively limited number of artifacts were collected, only about 30 pieces and a small amount of shards, all of them were blue and white, celadon vessels. A considerable number of artifacts were salvaged by fishermen and the local marine shell salvagers. After the middle of the Ming Dynasty, the blue and white porcelain kilns in Chong’an, Hua’an (华安) and Anxi (安溪) in Fujian appeared, and their kiln technology and ceramic product styles were originated from and deeply influenced by Jingdezhen Kiln. Among more than 300 kilns of blue and white kilns in Fujian during Ming

5.2 Bai Jiao No. 2 Shipwreck

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and Qing dynasties, a number of kilns in Pingnan (屏南), Wuyishan (武夷山), Zhenghe (政和), Pucheng in the Minjiang River Basin, and the kilns in Dehua, Anxi and Pinghe in Jinjiang (晋江) Basin produced blue and white porcelain with similar style of the porcelains recovered from Baijiao No. 2 shipwreck, dating from late Ming Dynasty to early Qing Dynasty. It should be noted that the blue and white ceramic products made in Wanyao (碗窑) Kiln in Pucheng, Zhushulong (主树垄) Kiln and Guoqiany (郭前) Kiln in Wuyishan, Qinayuan (前院) Kiln in Pingnan, etc., such as bowls, plates were basically consistent with Baijiao No. 2 shipwreck. If the dating, circulation of the products and other factors were taken into account, the main original kilns of the ceramics recovered in Ming and Qing dynasty shipwrecks in Dinghai Bay were still in its nearby areas in Minjiang River Basin. So far, the blue and white bowls and plates with chrysanthemum, lotus flowers and auspicious characters of “happiness” (福) and “long life” (寿) patterns unearthed in Akita, Aomori and Kumamoto counties in Japan are consistent with the blue and white porcelains recovered from Baijiao No. 2 shipwreck, and quite similar. Therefore it can be inferred that they were the destinations where the ceramics of the Bai Jiao No. 2 shipwreck was going to be sold (Raburu, 1983: 29). Anyway, the discoveries of the underwater archaeological investigation of Bai Jiao No. 2 shipwreck were relatively few, and it is expected to have more harvest in the future work.

5.3

Other Shipwreck Remains in Dinghai Bay

Other underwater cultural remains of different ages and properties have been found in different places in Dinghai sea area, mainly in Dachenzha (大埕渣), Longwengyu (龙翁屿) and Jinsha (金沙) Island and so on. In addition, the cultural heritage guardians of local government also collected from fishermen and shell salvagers a number of underwater artifacts found in Dingwan Bay. Dachenzha site is located 500 m southeast of Dinghai Village, 200 m southeast of Weizhiyu (尾仔屿) underwater shoal. In 1990, the archeologists of the Sino-Australia Maritime Archaeology Training Program led by Australian scholars Jeremy Green and Paul Clark discovered Weizhiyu remains during underwater investigations, basing on clues provided by local fishermen. The main contents of the site were white celadon wares distributed in the surface of the seabed. Due to the limits of working hours underwater and scope of investigation, the remains related to the hull of the shipwreck were not found. The recovered ceramics were similar to those discovered in Bai Jiao No. 1 shipwreck, might be the products from the same kiln in the same time, which in batch and consistence of single type showing the features of ship cargo. Therefore, Dachenzha site might be another shipwreck site with the same nature of Bai Jiao No. 1 shipwreck. There were two underwater cultural sites around Longwengyu. No. 1 site was about 100 m below the sea floor at the northeast end of Longweng Island. Underwater investigations collected a batch of black glazed porcelain and hull timbers of a suspected shipwreck. No. 2 was located at the shoal bottom between

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west end of Longwengyu Island and Guiyu (龟屿). A bronze canon engraved with Chinese characters of “Kuo Xing Fu (国姓府)” was found there, thus can be inferred that it was related to the activities of Koxinga’s maritime group in the southeast coast in late Ming Dynasty. Jinsha Island is located 10 km northeast of Dinghai Village, east of Huangqi (黄 岐) Bay, where Song, Ming and other different periods of ceramics and iron weights were recovered. So there might be shipwrecks in different historical periods. But no underwater archaeological investigation was engaged in this sea area. Because of the large-scale collection of marine shells in the seabed of Dinghai Bay, local villagers salvaged a large number of underwater artifacts, which to some extent also reflect the distribution and connotation of the shipwrecks in Dinghai Bay. A total of thousands pieces of artifacts, mainly ceramics and a small number of metal vessels were collected, mostly from Bai Jiao, Dachenzha, Longwengyu and other places. Their nature was basically the same as the discoveries in the underwater archaeological investigations. The unsystematic discoveries of these artifacts were scattered and accidental. However, they also reflect the richness of underwater cultural remains in Dinghai Bay from one aspect. If a planned underwater investigation is carried out in this sea area in the future, the detailed situation of underwater cultural heritages can be found out.

5.4

Dinghai Bay Shipwreck and Ancient Maritime Transportation of Fuzhou Seaport

Since the underwater archaeologists carried out a series of underwater investigations and excavations in Fujian sea area in 1989, they have found 40 underwater cultural heritage sites with rich contents. Among the shipwrecks were merchant ships and warships. The artifacts were mainly ceramics, metal wares, lacquer wares and etc. The underwater archaeological discoveries in Dinghai provided important material evidence for the exploration of the role of this sea area on the Maritime Silk Road, and the study of its history of maritime transportation, ceramic trade, and the history of shipbuilding technology. Situating in the lower reaches of Minjiang River estuary, Fuzhou is the oldest seaport in Fujian and even in southeast coast. In the 5th year of emperor Gaozu (高 祖) of Han Dynasty (202 B.C.), King Wuzhu (无诸) of the of Minyue (闽越) Kingdom established his capital in Dongye (东冶) which is now Fuzhou. At that time, the former seven prefectures of Jiaozhi (交趾) region of southeast Asia came from sea route to pay Han imperial court their tribute goods via Dongye seaport (Fan, 1965: 1156). So Dongye in Han Dynasty was a transit seaport in the southeast of China ever since. After its development from the Three Kingdoms, West and East Jin dynasties, and the Southern and Northern dynasties, Fuzhou became one of the leading seaports in the southeast coast of China during the Tang Dynasty and Five Dynasties, and was the capital of Fujian province, sharing the same important role with Guangzhou and Yangzhou in the foreign trade. In the 8th year of Taihe

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(太和) period (834 A.D.) of Tang Dynasty, in order to prevent local officials from corruption, infringing on the interests of foreign merchants and deteriorating overseas trade, the emperor ordered high ranking Inspection Official (节度观察使) to personally visit and supervise the three seaport cities of Guangzhou, Fuzhou and Yangzhou. Therefore, after Guangzhou, during Taihe period, Fuzhou seaport was also set up the Bureaus for Managing Foreign Shipping to supervise ships engaged in foreign trade, collect tax, manage market and tribute affairs. In the Tang Dynasty, Fuzhou’s maritime transportation and foreign trade developed rapidly. In addition to the traditional trade routes with Indochina Peninsula and Malaysia, it also opened up new routes to Silla, Japan, Samboja, India and Arabian countries. When King Wang Shenzhi (王审知) of Min State ruled Fujian he encouraged Chinese and foreign merchants to Fuzhou (Ouyang, 1997: 846), the sea routes to and from Fuzhou was flourished and the overseas trade was promoted. Then foreign merchant ships came from all over the world and Fuzhou became a famous transit port and commercial capital in the southeast coast of China. Song government set up the Bureau for Managing Foreign Shipping in Quanzhou in the 2nd year of Yuanyou (元祐) period (1087 A.D.) and since then the development of foreign trade in Quanzhou seaport exceeded that of Fuzhou. However, Fuzhou seaport still kept extensive relations with the oversea world, and continued to be the provincial capital and political, economic and cultural center of Fujian. Fuzhou seaport possessed a vast economic hinterland of the Minjiang River Basin, the favorable geographical conditions made it economically rich. Cai Xiang (蔡襄), the governor of Fuzhou prefecture recorded in his book that in the North Song Dynasty maritime commercial ship sailed from Fuzhou to the places as far as Silla, Japan, Ryukyu and Arabian countries (Cai, 2004: 17). At the time the government set up an office in Minan (闽安) Town in the downstream of Minjiang River to supervise and inspect the passing commercial ships (Cai, 1999: 420). As the foreign trade continued, Fuzhou native products also spread to Silla, Japan, Ryukyu and Arabian countries both by Chinese and foreign merchants. During Yuan Dynasty, Marco Polo described Fuzhou as a handcraft and commerce center where people produced a great quantity of sugar, and was a big market of pearls and precious gemstones trade where the Indian ships often carried lots of precious goods to Fuzhou (Komroff et al., 1981). In the 1st year (1324) to the 4th year of Taiding (泰定) period (1344), Fuzhou served both as the departure seaport of the famous Yuan Monk Mingji Chujun (明极楚俊) traveling to Japan and arrival seaport of the Japanese Monk Dazhuo Zuneng (大拙祖能) visiting to China (Kimiya, 1980: 391–392), showing the important role of Fuzhou seaport Sino-Japan maritime interaction at that time. The tributary trade system in the Ming Dynasty replaced the sea opening policy in the Song and Yuan dynasties. Quanzhou commercial seaport declined under the sea ban policy, the Bureau for Managing Foreign Shipping moved to Fuzhou during the Chenghua (成化) period (1465–1587 A.D.), and the shipping trade in Fuzhou seaport further strengthened again for its important role in tributary trade system. Fuzhou replaced Quanzhou as the most important seaport city in central Fujian. During Zhengtong (正统) period (1436–1449 A.D.) Chinese and Ryukyu official

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ships generally departed from and arrived to Fuzhou seaport, and Ryukyu diplomatic missions resided in Fuzhou (Anonymous, 2005: 299). In the 5th year of Chenghua period (1469 A.D.), the Bureau for Managing Foreign Shipping officially moved to Fuzhou. The Tribute Yard (进贡厂) and Foreign Guest House (柔远驿) were built in Hekouwei (河口尾) of Fuzhou to settle the tribute ships and missions from Ryukyu (Huang, 2017: 1339). From the 1st year of Yongle period (1403 A.D.) to 6th year Xuande period (1431 A.D.), Zheng He made seven nautical voyages to the West Ocean, visited more than thirty countries in Southeast Asia, the Bay of Bengal, the Arabian Gulf, the Red Sea, and the eastern coast of Africa of the Indian Ocean. All the voyage ships stopped at Taiping (太平) seaport in Changle (长乐) outside of Fuzhou for provision, greatly promoted the development of Fuzhou seaport. In each voyage about twenty seven to twenty eight thousand people were stationed in Fuzhou, recruiting experienced sailors and cookers, replenish supplies, the daily necessities of the fleet and more than 40 kinds of goods for exchange needed in the voyage, most of which were also supplemented at Taiping seaport in addition to being prepared in Nanjing. During the stay of Zheng He’s fleet in Fuzhou seaport, the fleet repaired the ships and built new ships. The technical personnel and various materials needed were recruited, purchased and collected locally, greatly promoted the development of Fuzhou shipbuilding industry, as well as the development of Fuzhou commodity economy and overseas trade. Tea, umbrellas, camphor, various colors of textiles, ceramics and alike produced in Fujian were shipped in Zheng He’s fleet to the West Ocean, and merchants from overseas countries also arrived to China to pay tribute goods, and some tribute missions landed Fuzhou seaport and increased the importance of status of Fuzhou seaport. During the Ming and Qing dynasties, with the prosperity of Fuzhou seaport, the institutions related to seaport management and foreign trade were successively set up, formerly the Fujian Bureau for Managing Foreign Shipping, and latterly the Fuzhou Office of Fujian Customs, which played an important role in maintaining the orders of entry and departure of commercial ships and foreign trade. In the 23th years of Kangxi period (1684 A.D.) Qing government withdrew the sea ban policy, set up customs office in Minan Town to collect custom tax on merchant ships. In the following year, in order to facilitate management, Fujian Customs was divided into Fuzhou and Xiamen offices, forming the situation of two offices in Fujian Customs. Their main functions were to inspect import and export commodities, collect ship taxes, prevent smuggling and tax evasion, supervise private shipbuilding and manage overseas trade affairs. All of these provided the law enforcement system guaranteeing the sustainable development of Fuzhou social economy. When Zheng He’s voyages to the West Ocean promoted the development of tribute trade in the Ming Dynasty, private business activities along the coast of Fujian, especially in the South Fujian waters had been increasingly prosperous, controlling the East Ocean route to Japan and Korea. Chinese blue and white porcelain found in Japan and other places mainly were bowls and plates with patterns of chrysanthemum, lotus, peony, grasses, human beings, lion playing ball and Chinese characters with auspicious meanings (Raburu, 1983: 27–29; Tatsuya, 1983: 115). The ceramic wares sharing the same contents of those of blue and white

5.4 Dinghai Bay Shipwreck and Ancient Maritime Transportation …

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kiln sites had been investigated in Minjiang River Basin in the Ming and Qing dynasty, being consistent with the contents of blue and white porcelain represented by underwater site represented by Bai Jiao No. 2 shipwreck in Dinghai Bay. The archaeological materials indicate that among many Ming and Qing blue and white porcelain found in Japan, a large proportion come from kilns in Fujian coastal areas, which were exported through Fuzhou seaport, and Bai Jiao No. 2 shipwreck was one case of the phenomena of this maritime trade. In general, the connotations of Dinghai Bay shipwrecks continuously spanned from Tang and Song dynasties to Ming and Qing dynasties, along with the development of Fuzhou seaport in the lower reaches of Minjiang River, and it was the epitome of the history of maritime traffic in the southeast coast of ancient China. Fujian coast is in the crossroads of maritime trade in ancient time, Chinese junks can reach directly to Taiwan in the east, then to the Philippines, sail through northern Taiwan to Ryukyu and Japan, go northward to the Korean Peninsula and Japan via Minzhou seaport, or set sail southward via Quanzhou, Guangzhou and other seaports to Southeast Asia, and then to the West Ocean through the Malacca Strait into the coastal countries of Indian Ocean, and even to Africa, Europe and other further countries. The economic hinterland of Fuzhou seaport in Minjiang Estuary connected kilns in Jiangxi and Zhejiang, some of the products of Longquan kilns and Jincun (金村) kiln were transported through the Minjiang River to Fuzhou then exported to foreign countries. The different contents of each shipwreck sites in Dinghai Bay indicate that the system of ceramic production, transportation and maritime trade, with Fuzhou seaport as the center, with the kilns distributed all over the Minjiang River Basin as the contents, and with East Asia countries as their destination markets, existed a long period in history, and constantly extended to connect East Asia and China.

Abbreviation DHIETSACUAPTC Dinghai Investigation and Excavation Team of Sino-Australian Cooperation Underwater Archaeology Professional Training Course, 中澳合作水下考古专业人 员培训班定海调查发掘队

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Kikn Tea Cups Unearthed in Fujian and Ancient Tianmu Jian Kikn Tea Cups in Japan (p. 194). Kyoto: Chado Shiryokan, Fujian Provincial Museum (Fugang Boduo Yizhi Chutu de Tianmuci《福冈博多遗址出土的天目瓷》, Tangwutianmu-Fujian Jianyao Chutu Tianmu yu Riben Chuanshi Tianmu Tebiezhan《唐物天目—福建建窑出土天目与日本传世天目特别 展》, Chadao Ziliaoguan茶道资料馆, Fujiansheng Bowuguan福建省博物馆). Asako, M. 森本朝子. (1996). New perspectives on Chinese ceramics in the 12th century. Journal of Hakata Society, 4, 3. Hakata Society, Japan (12 Shiji Zhongguo Taoci Xinkanfa《12 世纪 中国陶瓷新看法》, Boduo Yanjiuhui《博多研究会》). Cai, X. 蔡襄. (1999). Complete works of Cai Xiang (p. 420). Originally made in Song Dynasty, new edition annotated by Chen, Q. Y., Chen, Y. T., Ou, M. J. Fuzhou: Fujian People’s Publishing House (Caixiang Quanji《蔡襄全集》, Fujian Renmin Chubanshe福建人民出版 社). Cai, X. 蔡襄. (2004). Chart of Litchi. Originally made in Song Dynasty, new edition. Fuzhou: Fujian People’s Publishing House (Lizhi Pu《荔枝谱》, Fujian Renmin Chubanshe福建人民 出版社). DHIETSACUAPT. (1992). Annual investigation and excavation report on Dinghai, Lianjiang Fujian, China, 1990. Journal of Museum of Chinese History, 18–19, 244. (Zhongguo Fujian Liangjiang Dinghai 1990 Niandu Diaocha Fajue Baogao《中国福建连江定海 1990 年度调 查发掘报告》, Zhongguo Lishi Bowuguan Guankan《中国历史博物馆馆刊》). Fan, Y. 范晔. (1965). History of the Later Han Dynasty. Volume 33. Originally published in Song of South dynasties in 5th Century, new edition. Beijing: Zhonghua Book Company (Houhan ShuZheng Hong zhuan《后汉书郑弘传》, Zhonghua Shuju中华书局). Hideyori, N. 长江秀利. (1996). Tianmu Jian Kikn Ceramics in Seto. Fujian Cultural Relics and Museology, 2, 90. (Laihu Tianmu Taoci《濑户天目陶瓷》, Fujian Wenbo《福建文博》). Huang, Z. Z. 黄中昭. (2017). A general chronicle of eight prefectures of Fujian. Volume 40. Originally published in Ming dynasty, new edition, Fuzhou: Fujian People’s Publishing House (Bamin Tongzhi《八闽通志》, Fujian Renmin Chubanshe福建人民出版社). Ichirou, S. 佐藤一朗. (1996). Classification of Hakata imported ceramics. In Collected ink handwriting remains unearthed from Hakata Sites (p. 65). Japan: Hakata Society (Boduo Shuru Taociqi de Fenlei《博多输入陶瓷器的分类》, Boduo Yizhiqun Chutu Moshu Ziliao JIcheng《博多遗址群出土墨书资料集成》, Boduo Yanjiuhui, 博多研究会). Isamu, M. 村上勇. (1981). Ceramics unearthed in Tomita. In Ceramic trade research. Japan Trade Ceramics Research Association, No. 1. (Futian Santailiang Yizhi Chutu de Taoci《富田三太 良遗址出土的陶瓷》, Maoyi Taoci Yanjiu 《贸易陶瓷研究》, Riben Maoyi Taoci Yanjiuhui 日本贸易陶瓷研究会). Jouji, I. 池崎让二. (1993). Trade ceramics unearthed in Hakata. In Exhibition of South China Sea Shipwreck as the Center of the Remote Ceramic Sea Road. Asahi Shinbun Press, Japan (Boduo Chutu de Maoyi Taoci《博多出土的贸易陶瓷》, Zhongguo Nanhai Chenchuan Wei Zhongxin de Yaoyuan de Taoci Haishangzhilu Zhan《中国南海沉船为中心的遥远的陶瓷 海上之路展》, Riben Chaori Xinwenshe日本朝日新闻社). Kenich, M. 森村建—(もりむらけんいち), Moriya Naoki 森屋直樹 (もりやなおき). (1996). The chronology and study of the black glazed bowls unearthed in Osaka, Japan. Fujian Cultural Relics and Museology, 2, 93–96 (Riben Dabanfu Jieshi Huanhao Dushi Yizhi Chutu zhi Heiyouwan de Biannian he Yanjiu《日本大阪府堺市环壕都市遗址出土之黑釉碗的编年和 研究》, Fujian Wenbo《福建文博》). Kimiya, T. 木宫泰彦. (1980). A history of cultural exchange between Japan and China. Beijing: The Commercial Press (Ri Zhong Wenhua Jiaoliu Shi《日中文化交流史》, Shangwu Yinshuguan商务印书馆). Komroff, M. En. Trans. Chen, K. J. 陈开俊, Dai, S. Y. 戴树英, Liu, Z. Q. 刘贞琼, Lin, J. 林键, Cn. Trans. (1981). The travel records of Marco Polo. Fuzhou: Fujian Science and Technology Publishing House (Make-boluo Youji《马可波罗游记》, Fujian Kexue Jishu Chubanshe福建 科学技术出版). Li, D. J. 李德金, Jiang, Z. Y. 蒋中一, Guan. J. K. 关甲堃. (1979). Chinese porcelain collected in the Sinan Shipwreck in Korea. ACTA Archaeological Sinica, 2, 250–251 (Hanguo Xinan

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Chenchuan Zhong de Zhongguo Ciqi《韩国新安沉船中的中国瓷器》, Kaogu Xuebao《考 古学报》). Li, J. A. 栗建安. (1994). Black glaze tea bowls in Jian Kiln system in Fujian. In Chinese Wares Tianmu Jian Kikn Tea Cups—Special exhibition of Tianmu Jian Kikn Tea Cups Unearthed in Fujian and Ancient Tianmu Jian Kikn Tea Cups in Japan (p. 128). Kyoto: Chado Shiryokan, Fujian Provincial Museum (Fujian Jianyaoxi Chawan Heiyou Chawan《福建建窑系茶碗黑 釉茶碗》, Tangwutianmu-Fujian Jianyao Chutu Tianmu yu Riben Chuanshi Tianmu Tebiezhan 《唐物天目—福建建窑出土天目与日本传世天目特别展》, Chadao Ziliaoguan茶道资料 馆, Fujiansheng Bowuguan福建省博物馆). Lin, Z. G. 林忠干, Xie, D. H. 谢道华, Zhang, W. Y. 张文崟. (1996). Examination of Black Glaze Bowl in Jian Kiln system. Fujian Cultural Relics and Museology, 2, 18–33 (Jianyaoxi Heiyou Wanlei Kao《建窑系黑釉碗类考》, Fujian Wenbo《福建文博》). Ouyang, X. 欧阳修. (1997). New history of the five dynasties (p. 846). Originally Made in Song Dynasty, new edition, Beijing: Zhonghua Book Company (Xin Wudaishi《新五代史闽世家 第八》, Zhonghua Shuju中华书局). Raburu, H. 长谷布乐尔. (1983). Yuan and Ming Dynasty ceramics unearthed in Japan. In Research materials of Chinese ancient export ceramics (No. 3, p. 29) (Riben Chutu de YuanMing Taoci《日本出土的元明陶瓷》, Zhongguo Gu Waixiao Taoci Yanjiu ziliao《中 国古外销陶瓷研究资料》). Tatsuya, S. 佐佐木达夫. (1983). Ceramic trade in the Sea of Japan. In Research materials of Chinese ancient export ceramics (No. 3, p. 115) (Ribenhai deTaoci Maoyi《日本海的陶瓷贸 易》, Zhongguo Gu Waixiao Taoci Yanjiu ziliao《中国古外销陶瓷研究资料》). Tsutomu, M. 森田勉. (1981). Chinese ceramics unearthed in Kamakura. In Ceramic trade research (No. 1). Japan Trade Ceramics Research Association (Liangcang Chutu de Zhongguo Taoci Wenti《镰仓出土的中国陶瓷问题》, Maoyi Taoci Yanjiu 《贸易陶瓷研究》, Riben Maoyi Taoci Yanjiuhui日本贸易陶瓷研究会). Zhao, J. B. 赵嘉斌, & Wu, C. M. 吴春明. (2011). Shipwreck archaeology in Dinghai Bay, Lianjiang, Fujian. Beijing: Science Press (Fujian Lianjiang Dinghaiwan Chenchuan Kaogu 《福建连江定海湾沉船考古》, Kexue Chubanshe科学出版社).

Chapter 6

Ancient Shipwrecks Investigated off the Pingtan Island and Nanri Islands, Fujian Province Jianxiang Ding

Pingtan (平潭) Island and Nanri (南日) Islands are located in the central coast of Fujian, and outward connecting the Taiwan Strait. Pingtan Island is on the opposite of Fuqing (福清) on the central Fujian coast across the Haitan (海坛) Strait, including Haitan Island, Dalian (大练) Island, Xiaolian (小练) Island, Yutou (屿头) Island Caoyu (草屿), Tangyu (塘屿) and other islands, reefs. A number of waterways interspersed among these islands, with many shoals, submerged reefs, and ancient shipwrecks. Nanri Islands is located at the south of Pingtan Island and the opening of Xinghua (兴化) Bay. It faces Caoyu, across the surrounding sea areas of Xinghua waterway and Nanri Island water way where scatter many small islands and reefs with the complex undersea landform and many ancient shipwrecks. Historically, the seas waters of Pingtan Island and Nanri Islands belonged to the coastal maritime geographical unit of central Fujian, and played an important role in regional sea route network. Since 2005, more than 20 shipwrecks and cultural relic sites have been investigated and excavated (Fig. 6.1).

6.1

Shipwrecks Investigated in the Seas Around the Pingtan Island

The islands, reefs and shoals around Pingtan Island, centering on Haitan Strait, are the continuously dangerous areas of navigation in ancient time (Zhang, 2009). Among them, the waters in many places in the shallow waterway of Guyumen (鼓屿门) at the northern entrance of Haitan Strait, the shoals from Laoniu Jiao (老 牛礁) near the south of Xiaolian Island to the south of Longluo Yu (笼箩屿), and Junxun Jiao (金鲟礁) east of Dayu (大屿), are less than 2 m deep and known as “Gate of Hell” where so far many ship accidents happen (Chen, 2007: 86–87; Hu et al., 2016: 32–33; Ding, 2015a, b: 194–199). In the past two decades, more than 10 underwater shipwrecks or cultural relic sites were discovered around Pingtan Island waters (NCUCH, 2017: 21–25), to some extent reflecting the prosperous situation of Pingtan Island in the history of ancient navigation.

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_6

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Fig. 6.1 The distribution of underwater cultural heritages around Pingtan and Nanri islands

6.1.1

Fenliuwei Yu Shipwreck Site of Late Five Dynasties

Fenliuwei Yu (分流尾屿) shipwreck is located in the middle section of Haitan Strait, the sea way between the Nianggong (娘宫) wharf in the southwest Haitan Island and Xiaodongshan (小东山) ferry in the mainland. The remained site is located in the sediment next to a reef underwater, which is 11–13 m deep in the high tide. The site has been privately salvaged and destroyed, and the concentrated distribution of artifacts is about 500 m2, the scattered area of the artifacts was about 1000 m2. No hull remains was found. The collected artifacts included celadon bowls, saucers, cups, water jars and so on, identified as the products of Yue (越) Kiln of the late period of Five Dynasties (NCUCH et al., 2017: 7–18; Yang, 2012a, b; Fig. 6.2). Similar relics have been found in Penghu (Chen, 2005: 155–169), Xi Sha (Meng & Fu, 2010) and in Southeast Asia such as the shipwreck at Cirebon of Indonesia (Qin, 2007: 101).

6.1.2

A Few of Shipwrecks Near to the East of Xiaolian Island

Dongjiao (东礁) Shipwreck in Xiaolian (小练) Island is located in a small bay southeast of Dongjiao Village on the main channel of northward route of Haitan Strait. The site is on the seabed with sediment and reef rock mixture. The artifacts scattered in a range of about 2500 m2 19–21 m underwater in low tide. The

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Fig. 6.2 Shipwreck artifacts from Fenliuwei Yu site

Fig. 6.3 Shipwreck artifacts from the east of Xiaolian island

collected ceramics included celadon small bowls, washing vessels, bowls, water bottles, jars, white celadon bowls, plates, pots, black glazed porcelain bowls, brown glazed porcelain bottles, jars, urns, blue and white porcelain bowls, pottery bottles, pots, vessel lids and alike, and 5 granite stone anchors (Fig. 6.3). These contents

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were quite complex, dating to different times from Song to Qing dynasties, might be the mixed accumulations of shipwrecks and sediments in different time (NCUCH et al., 2017: 26–62; Yang, 2012a, b: 96–97).

6.1.3

Yuan Dynasty Shipwreck Site Near the Dalian Island of Late Yuan Dynasty

The Dalian (大练) shipwreck of Yuan Dynasty is located in the western sea area of Dalian Island in the north of Haitan Strait, about 300 m west of Daliian Island and southeast of Xiaoliian Island (NCUCH, 2014). Most parts of the seabed sediments around the shipwreck were fine sand accumulations with some submerged reefs and reef on the water 300 m southwest of the site. The site is at about 20 m deep underwater in the high tide. The shipwreck hull was not well preserved, remained some residual compartment plates and shell plates. The recovered artifacts mainly were celadon porcelain, in addition to a small amount of pottery pots, tiles and iron pot. All of the celadon porcelain recovered were products of Longquan Kiln of Zhejiang and their main types were bowls, large plates, washing vessels, small pots (Fig. 6.4). The main decoration pattern were water waves, rolled grasses, flowers,

Fig. 6.4 Ceramics of Yuan Dynasty from shipwreck near to Dalian Island

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double fish, dragons, pines and cranes, maidservants and so on. The dating of Dalian Island shipwreck was roughly the same as the Sinan shipwreck in south Korea, the middle and late Yuan Dynasty. Similar artifacts were widely distributed in the southeast coast of China, the sea area of Xi Sha Islands, as well as Southeast Asia, Persian Gulf, East and South of Africa and so on.

6.1.4

Laoniu Jiao Shipwreck Site of Mid Ming Dynasty

Laoniu Jiao (老牛礁) shipwreck site is located in the north of Haitan Strait and northwest of Haitan Island, about 2500 m southeast of Laoniu Jiao Reef (Li, 2019: 130; NCUCH, FJM, 2017: 62–90). It is on the muddy seabed with an artifacts scattered area of about 200 m2 and a depth of about 14 m in high tide. The site was found by illegal private salvagers, and there are still some hull remains buried under the seabed. The artifacts collected from underwater investigation and confiscated from the private salvagers were a small number of white porcelain plates, blue glazed porcelain bowls and bottles, large amount of blue and white porcelain bowls, plates, dishes, pots, and a small number of large five-colored porcelain plates and so on (Fig. 6.5). The decoration patterns on the porcelain were flowers, playing boys, horse riding, miscellaneous treasure, water wave, banana leaf, sparrow and plum, pearl beads, human figures and so on, with typical characteristics of blue and white

Fig. 6.5 Ceramics from Laoniu Jiao Shipwreck Site of Mid Ming Dynasty

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porcelain produced in Jingdezhen civilian private kilns in Hongzhi and Zhengde periods. It should be the shipwreck in the mid Ming Dynasty.These Jingdezhen porcelains were transported to the upper reach of Minjiang River Basin and down along the river to the estuary, and then exported oversea through Haitan Strait. It was possible that its destination was Ryukyu, or transshipped from Ryukyu to Southeast Asia and other countries.

6.1.5

Jiuliang No. 1 Shipwreck of Late Ming Dynasty

Jiuliang (九梁) No. 1 shipwreck is located in the waters between the North opening of Haitan Strait, between the Yutou Island, Xiaolian Island and Dalian Island, where is present reef zone on the east side of the main channel of Haitan Strait between the No. 1 and No. 2 beacons. It is a very dangerous sea way where currents are rapid and unpredictable. The shipwreck was located between the north and south reefs, high in the east and low in the west, with 16–19 m deep water in high tide (NCUCH, FJM, 2017: 81). During 2006, 2008–2009 and 2013, the site was successively investigated. The remains scattered in an area of more than 800 m2, six pieces of compartments plates exposed above the seabed, and the hull was basically lying in east–west direction (FJCUAIT, 2010: 14–18). The recovered artifacts mostly were ceramic wares, their main types were blue and white porcelain, blue and white glaze with underglaze red, and blue glaze porcelain, the former basically were Jingdezhen Kiln products, and part of blue and white porcelain were Kraak porcelain specially for export. The other group was white glaze “Anping” jars (安 平壶) which probably produced in Qingyun (青云窑) kiln of Sidu (四都) Town in Shaowu (邵武) in northern Fujian (Fu & Wang, 1988; Fig. 6.6). The researchers speculate that the shipwreck was related to the trading activities in southern Taiwan between Koxinga’s group and Dutch in the late Ming Dynasty (NCUCH, FJM, 2017: 80).

6.1.6

Wan Jiao No. 1 Shipwreck of Mid Kangxi Period of Qing Dynasty

Wan Jiao (碗礁) Reef is located about 1000 m northeast of Yutou (屿头) Island in the northern part of Haitan Strait. It originally was a reef about 10 m out of the water and was named “Wan Jiao” which was the pronunciation of Chinese character “Bowl Reef” after local fishermen salvaging a lot of ancient porcelain bowls here. Wan Jiao No. 1 shipwreck site is located about 500 m southeast of the reef, where the seabed is relatively flat with sediment mixed with marine shells, about

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Fig. 6.6 Ceramics from Jiuliang No 1 Shipwreck of Late Ming Dynasty

17 m deep in high tide. Wan Jiao No. 1 site was found by illegal salvagers, and was comprehensively excavated from 2005–2008 (NCUCH et al., 2017: 120–141; WJNUAT, 2006: 20–21). The plane of the hull remain was slightly oval and the prow and stern were damaged. The parts above the hull deck and mast, rudder, sail, anchor and other ship tools didn’t remain, but only lower part of the hull with 15 bulkheads and bottom plates existed. About 17,000 pieces of artifacts remained with mostly ceramics (Fig. 6.7). There were a very small number of wooden, stone and copper vessels. The largest number of ceramics were blue and white porcelain big jars, wine cup gu (觚), phoenix-tail-shaped wine vessels zun (尊), bottles, plates, cups, bowls, dishes, gourd shaped bottle and boxes, as well as blue and white underglaze red plates, blue and white combined with monochrome glaze gourd-shaped bottles, cups, five-colored porcelain pots with covers, plates, cups and alike. Small bowls, cups, blue and white plates and other porcelain were kept in big barrels for shipping, with the ink handwritings outside the barrel though being blurred and difficult to be distinguished. Most ceramics were Jingdezhen civilian private kiln products, dating to the middle of Kangxi period in the Qing Dynasty (about the end of the seventeenth century to the beginning of the eighteenth century). The blue and white porcelain recovered from Wan Jiao No. 1 shipwreck were fine and exquisite wares, representing the high technique of blue and white porcelain produced in the civilian private kilns in Kangxi period. Some of the ceramics were “Kraak” porcelain specially for export, which might be transported from Jingdezhen to oversea regions through the Minjiang River waterway.

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Fig. 6.7 Ceramics from Wan Jiao No. 1 Shipwreck of Qing Dynasty

6.2

Ancient Shipwrecks in the Seas off Nanri Islands

The waters of the Nanri Islands adjacent to the South opening of the Haitan Strait include Xinghua (兴化) Bay, Nanri waterway, Xinghua waterway as well as waterway between Caoyu and the south opening of Haitan Strait, where Xiaori (小 日) Island, Bird Island (鸟屿), East Ropan (罗盘) Island, West Ropan Island, Chishan (赤山) Island, Da’ao Yu (大鳌屿) Island, Weidun Yu (尾墩屿) Island, Jimu Yu (鸡母屿) Island, Damai Yu (大麦屿) Island, Xiaomai Yu (小麦屿) Island, Dong Sha Yu (东沙屿) Island and Dongyue Yu (东月屿) Island distribute. The torrent currents are affected by these islands and reefs, resulting one of the most dangerous maritime areas around here. More than 10 ancient shipwrecks and underwater cultural relic sites have been investigated around the seas off Nanri Islands.

6.2.1

Beitu Gui Jiao No. 1 Shipwreck Site of Early Southern Song Dynasty

The site is located about 300 m north of Beitu Gui Jiao (北土龟礁) Reef. The shipwreck was buried in the muddy seabed shallowly about 18 m underwater in

6.2 Ancient Shipwrecks in the Seas off Nanri Islands

111

low tide. It has been seriously damaged by illegal salvages, and the artifacts scattered in an area of 5000 m2 with a concentrated area of about 200 m2. A piece of compartment plate of hull was found, no original accumulation of cargo remains. On the surface of the seabed some ceramics, copper coins and two stone anchors were found. Among ceramics mostly were celadon wares and most of them were bowls, as well as a small number of plates and dishes which should be products of Longquan kiln or North Fujian kiln in the late Northern Song Dynasty or early Southern Song Dynasty (Fig. 6.8: 1–2). In addition to “Kaiyuan Tongbao (开元通 宝)”, most of the copper coins collected from the site were “Daguan Tongbao (大观 通宝)”, “Xiangfu Tongbao (祥符通宝)” and “Xining Tongbao (熙宁通宝)” in the middle and late Northern Song Dynasty. The latest was a few of “Shaoxing Tongbao (绍兴通宝)” in the Southern Song Dynasty. Considering the above factors, the researchers concluded that Beitu Gui Jiao No. 1 shipwreck was of the early Southern Song Dynasty.

6.2.2

Beitu Gui Jiao No. 2 Shipwreck Site of Yuan Dynasty

The site is located in the north of, and about 1600 m away Beitu Gui Jiao No. 2 shipwreck site. The site was interlaced with silt and reef rock in seabed, about 27 m underwater in low tide. Most of the hull was buried by silt and cargoes, exposing only two bulkheads. Distribution of artifacts was concentrated, and ship cargoes were relatively well preserved in an area of about 50 m2 with the accumulation of original ship cargoes. The white celadon porcelain bowls, plates, dishes were collected, which were basically the same as products of Putian and Lianjiang kilns, dating to the Yuan Dynasty (FJCUAIT, 2009: 6; NCUCH et al., 2017: 208– 215; Fig. 6.8: 3–4).

Fig. 6.8 Ceramics from shipwrecks near to Beitu Gui Jiao island (1, 2. No. 1 shipwreck; 3, 4. No. 2 shipwreck; 5, 6. No. 3 shipwreck)

112

6.2.3

6 Ancient Shipwrecks Investigated off the Pingtan Island …

Beitu Gui Jiao No. 3 Site of Late Ming Dynasty

It is located about 1000 m to the west of Beitu Gui Jiao, and about 1200 m southwest of Beitu Gui Jiao No. 1 shipwreck. In its west there is a submerged reef locally called “Wantou Jiao” (丸头礁) meaning “small ball shaped reef” in Chinese, which is about 4 m underwater in low tide. The distribution area of the artifacts was about 200 m2. A small number of blue and white porcelain bowls, small cups, vessel covers and boxes belonging to products of Jingdezhen civilian private kilns were collected, dating roughly to the late Ming Dynasty (Fig. 6.8: 5–6). Similar kind of ceramics have been found in the Xi Sha Islands and Southeast Asia (NCUCH et al., 2017: 227–230).

6.2.4

Beiri Yan No. 1 Site

It is located about 200 m in the northeast of Beiri Yan (北日岩), about 16 m underwater in high tide. The artifacts were scattered in the rock crevices, and the investigated area was about 500 m2. A small amount of celadon bowls, plate and bottles were collected, which should be products of Jingdezhen kiln dating to the Southern Song Dynasty (Fig. 6.9: 1–3). The similar artifacts have been found repeatedly in Xi Sha Islands and Southeast Asia (FJCUAIT, 2009: 7; NCUCH et al., 2017: 168–191).

6.2.5

Beiri Yan No. 2 Site

It is located about 200 m in the northeast of Beiriyan, about 21 m underwater in high tide. The seabed is a sloping gravel area. The artifacts were scattered in the rock crevices, and the investigated area was about 500 m2. A small amount of blue and white porcelain bowls and pottery pots were collected, all of them were coarse ceramic products from Zhangzhou and Dehua kilns dating to the late Qing Dynasty (NCUCH et al., 2017: 230–233; Fig. 6.9: 4–5).

6.2.6

Beiri Yan No. 3 Site

It is located 500 m east of Beiri Yan and about 400 m south of Beiri Yan No. 1 shipwreck site. It can be seen on a seabed interlocked with reefs and sediments, about 25 m underwater in low tide. The artifacts were copper coins scattered in an area about 1000 m2, concentrating in an area of about 6 m2. More than 500 pieces of copper specimens were collected, among them were 9 pieces of copper

6.2 Ancient Shipwrecks in the Seas off Nanri Islands

113

Fig. 6.9 Ceramics from shipwrecks near to Beiri Yan island (1–3. No. 1 shipwreck; 4–5. No. 2 shipwreck; 6–7. No. 4 shipwreck; 8–11. No. 5 shipwreck)

coins such as “Huangsong Tongbao (皇宋通宝)”, “Xining Tongbao (熙宁通宝)”, “Yuanfeng Tongbao (元丰通宝)”, “Yuanyou Tongbao (元祐通宝)”, “Shengsong Tongbao (圣宋通宝)” in the Northern Song Dynasty; 459 pieces of “Kangxi Tongbao (康熙通宝)”, “Yongzheng Tongbao (雍正通宝)”, “Qianlong Tongbao (乾隆通宝)”, “Jiaqing Tongbao (嘉庆通宝)”, “Daoguang Tongbao (道光通宝)”, “Xianfeng Tongbao (咸丰通宝)”, “Tongzhi Tongbao (同治通宝)”, “Honghua Tongbao (洪化通宝)” in the Qing Dynasty; 13 pieces of Japanese copper coins of “Kuan Yong Tongbao (宽永通宝)”; 5 pieces of Vietnamese copper coins of “Jingxing Tongbao (景兴通宝)” and “Jingsheng Tongbao (景盛通宝)”. If this batch of copper coins was loaded in the same ship, then the date of the ship could not be earlier than the Tongzhi (同治) period in the Qing Dynasty. If they were from the different shipwrecks in different periods, then situation is complex for further investigation (Fig. 6.10). (NCUCH et al., 2017: 234–239)

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Fig. 6.10 The remains of bronze coins of Beiri Yan No. 3 shipwreck site (1. The coin remains underwater; 2. Coins of Song Dynasty; 3. Coins of Qing Dynasty; Coins of foreign countries)

6.2.7

Beiri Yan No. 4 Site

It is located about 200 m southwest of Beiri Yan, next to a reef area in the west and the muddy seabed in the east, about 21 m underwater in high tide. The site was illegally salvaged. The artifacts scattered in an area of about 2000 m2, among them a small number of white celadon bowls and a pottery urn of Yuan Dynasty were collected (Fig. 6.9: 6–7). They were crude ceramics from Putian and Lianjiang kilns for export in Yuan Dynasty (NCUCH et al., 2017: 216–220).

6.2.8

Beiri Yan No. 5 Site

It is located about 1000 m northwest of Beiri Yan. The site is about 13 m underwater in high tide. The artifacts scattered in an area of about 200 m2. A small number of white porcelain bowls, white celadon bowls and black glaze bowls from Fujian kiln of Yuan Dynasty, and the shards of blue and white porcelain cups and

6.2 Ancient Shipwrecks in the Seas off Nanri Islands

115

bowls from Jingdezhen civilian private kiln of Qing Dynasty, and some pottery vessel covers and pottery pots were collected (NCUCH et al., 2017: 220–227; Fig. 6.9: 8–11). These artifacts distributed in a small area without hull remains, with different dating and needing further investigation.

6.3

Ancient Shipwrecks and the Maritime Transportation Along the Coast of Central Fujian

The ancient shipwrecks found in the sea area of Pingtan Island and Nanri Islands dating from the Five Dynasties to the Qing Dynasty accompanied the prosperity and changes of ancient maritime transportation in central Fujian, and were the witness of important position of this sea area in the history of ancient Chinese navigation. Fujian is a coastal mountainous area in the southeast China with dense population. Fujian people took the sea as a “farming field” of agricultural society and depended foreign trade as the main mean of livelihood since the ancient time. The sea played an important role in social and economic life pf Fujian. The coast of Fujian had been an important center of maritime civilization and ancient navigation of China, and was noted successively in historical documents. Such as The Classic of Mountains and Seas (Shan Hai Jing 《山海经》) noted that “The Min as ancient Fujian lived in the sea”. The Biography of Three Mounts in Fuzhou (San Shan Zhi 《三山志》) said that “Fuzhou communicates both with Jiaozhi and Guangdong in the south, and Huai River and Zhejiang in the north”. The Record of Min Capital (Min Du Ji 《闽都记》) vividly summed up the fact that “Fuzhou connects the great ocean in its east and meets hundred of rivers in its west”. In detail, Fujian connects Zhejiang and Guangdong, faces Taiwan and Penghu, not only has its own river net of Minjiang River, Jinjiang River, Jiulongjiang River and alike communicating hinterland, but also by sea routes reaching Luzon, Ryukyu, Japan and other East Asian islands, as well as oceans in the extreme western (Fig. 6.11). Therefore, Fujian has been an important port of departure and destination for maritime transportation since ancient time. The coast of Pingtan Islands and Nanri Islands was an important waterway of ancient maritime shipping in central Fujian. There were a large number of sea bays and wharves around Pingtan Islands with Haitan Strait as their center, serving as shelters for ancient ships in adverse weather, and for food and fresh water supply. It was also an important junction of ancient coastal routes for sea voyages to the east and west, which were recorded in Chinese historical literature, being one of five navy bases in Fujian coast in the early Ming Dynasty (He, 2007: 284–285). This sea area was also an important place for the boatmen to worship the the Heaven Princess (天妃) in its ancestral temple. In the sixth year of Xiande (宣德) period (1431 A.D.) Zheng He’s fleet sailed to Meizhou (湄洲) Island to worship the Heaven Princess (Shi, 2005: 89).

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Fig. 6.11 Ancient searoutes of Fujian coast

The chapter of “Sea Defense” in volume thirteen of The Chronicle of Fuzhou Prefecture (Fuzhou Fu Zhi 《 ( 福州府志》) of Qianlong period in the Qing Dynasty vividly descripted the “nautical guiding needle” of the coastal voyage from Taishan (台山) in Funing (福宁台山) in the north to Meizhou (湄洲) in Xinghua (兴化) in the south, using, centering on the section between Haitan Strait and Meizhou (Xu & Lu, 1967: 328). The nautical guiding needles sailing from north to south include: Inbound from Taishan in Funing using needle of Kun (坤) Wei (未), sailing for 3 Gen (1 Gen equal to 2 h) and then orienting to east and west Sangshan (磉山); Inbound from east and west Sangshan using needle of Kun (坤) Wei (未) again, sailing for 2 Gen and orienting Furongshan (芙蓉山); Inbound from Furongshan using needle of Ding (丁) Wei (未), sailing for 1 Gen and orienting XIaoxiyangshan (小西洋山); Inbound from Xiaoxiyangshan using needle of Ding (丁) Wu (午), sailing for 1 Gen orienting North Jiaotou Mennei (北茭头门内) and along the hillside coast to Dinghai (定海); Bound for Min’an (闽安) from Dinghai, using needle of Ding (丁) Wu (午), sailing for 2 Gen and orienting Wuhushan (五虎山), then into Min’an Town; Bound for Dongshashan (东沙山) from Wuhushan, using needle of Yi (乙) Chen (辰) across Gantang (竿塘) passing 1 reef, changing needle of Bing (丙) Si (巳) at 3rd reef and orienting Dongshashan; Bound for Meizhou from

6.3 Ancient Shipwrecks and the Maritime Transportation …

117

Dongshashan, using needle of single Si (巳), sailing for 3 Gen and then across Niushan (牛山) and orienting Wuqiushan (乌坵山), close to Meizhou in Xinghua. If sailed northward from Meizhou in Xinghua to Taishan in Funing, Bound from Wuqiushan to Taishan, successively across Niushan, Dongshashan, Gantang, Guiyu (龟屿), Dongchongshan (东湧山), east and west Sangshan, using different needle and taking different Gen time. In fact, this sea route inherited Fujian section of Charts of Zheng He’s Voyages 《 ( Zhenghe Hanghai Tu郑和航海图》), being the core waterway in the sea area from Funing, Fuzhou to Xinghua, and the ships sailing in other sea areas usually circuitously changed to this waterway according to the weather conditions, showing the importance of central Fujian coast in ancient navigation (Ding, 2015a, b: 449; Chen, 2008).

Abbreviations FJCUAIT Fujian Coastal Underwater Archaeological Investigation Team, 福建沿 海水下考古调查队 FJM Fujian Museum, 福建博物院 NCUCH National Center of Underwater Cultural Heritage, 国家文物局水下文 化遗产保护中心

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Haifang
Zhenjing Pian Chubu Yanjiu 《乾隆篇初步研究》, Xiamen Daxue Haiyang Kaoguxue Yanjiu Zhongxin厦门大学海洋考古学研究中心,Haiyang Yichan yu Kaogu Dierji《海洋遗产与考 古》 (第二辑), Kexue Chubanshe科学出版社).

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Ding, J. X. 丁见祥. (2015b). Haitan Strait from the perspective of archaeology and regional investigation of underwater archaeology. In New technology, new methods and new ideas— Collection of The First Ningbo Forum of underwater archaeology (pp. 194–199). Beijing: Science Press (Kaoguxue Shiye Xia de Haitan Haixia-Jiantan Shuixia Kaogu de Quyu Diaocha 《考古学视野下的海坛海峡——兼谈水下考古的区域调查法》, Xinjishu Xinfangfa Xinsilu-Shoujie Shuixia Kaogu Ningbo Luntan Wenji《新技术
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Chapter 7

Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian Bo Jiang

In August 1973, Zhang Li (张立) from Jinjiang (晋江) District Heritage Management Committee of Fujian, and Zhuang Weiji (庄为玑) from Xiamen University learned from the local people that there was a sea ship buried in silt on the beach of Houzhu Seaport (后渚港) in Quanzhou when they were investigating the historical sites of overseas traffic in Quanzhou. They went to inspect the site immediately, and confirmed that it was an ancient wooden shipwreck, which later was named Houzhu Shipwreck of Quanzhou Bay. In November of 1973, Fujian province established a “Leading Group of Excavation of Ancient Ship in Quanzhou Bay”, led by Zhang Li and Lin Wenming (林文明), started the planning of the excavation work. In March 1974 the “Quanzhou Bay Ancient Ship Excavation and Protection Plan” was formulated, and approved by the Natiuonal Administration of Cultural Relics of China. The excavations commenced on 9 June 1974, Xu Qingquan (许清泉), Zhuang Weiji, Ye Wencheng (叶文程), Su Chichang (苏垂昌) and other archaeologists from Fujian participated in the excavation which lasted for two and a half months, ending on August 25 of 1974 (Fig. 7.1) (QZMMFJ, 2017). After the discovery of Houzhu shipwreck a number of similar shipwrecks were found in Quanzhou Bay, one of which was the Fashi Seaport (法石港) shipwreck (IHNS-CAS, QZMMFJ, 1983). Besides, the Nanhai No. 1 shipwreck (NCUCH, NMC, GDPICRA, YJMM, 2017, 2018) discovered in Guangdong, Huaguang Jiao No. 1 shipwreck (HNPM, 2011) in Xi Sha islands and a number of shipwrecks in the Southeast Asia (Ridho & Mckinnon, 1998) were identified as trading junks from Quanzhou and should be comprehensively studied together. In 1975, a brief archaeological report on Quanzhou ancient ship published in Cultural Relic (Wenwu《文物》) magazine which attracted wide attention from academic circles at home and abroad. In 1976, Quanzhou Museum of History of Overseas Communications held a “Science Seminar on Song Dynasty Maritime Ship in Quanzhou Bay”, inviting experts in archaeology, history of overseas communications, history of shipbuilding, maritime history, marine biology, botany and many other fields to study the shipwreck. Chen Gaohua (陈高华), Han Zhenhua (韩振华), Zhuang Weiji and Xi Longfei (席龙飞) attended the seminar

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_7

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7 Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian

Fig. 7.1 The field excavation of Houzhu shipwreck in Quanzhou

and published their research papers. In 1979, A department of focusing on this shipwreck in Quanzhou Museum of History of Overseas Communications was set up in Quanzhou (开元) Kaiyuan Temple Yard. In 1987, the archaeological report of Quanzhou ancient ship The Exploration and Research of the Song Dynasty Ship in Quanzhou Bay (Wuanzhouwan Songdai Haichuan Fajue Yu Yanjiu 《泉州湾宋代 海船发掘与研究》) was published. From 1987 to 1994, Jeremy Green of the Western Australia Museum went to Quanzhou to inspect and survey the ancient shipwreck (Green & Burningham, 1998; QZMMFJ, 1987, 2017). In recent years, with the application of Maritime Silk Road for the UNESCO list of world cultural heritage, the preservation status of Quanzhou ancient shipwreck has been scientifically evaluated, and a new shipwreck protection plan has been proposed. According to the research of excavators, the sinking time of Houzhu ancient shipwreck might be in 1277 when the general Zhang Shijie (张世杰) of Southern Song Dynasty besieged Quanzhou during the war between Song and Yuan dynasties. Because of war destruction, this business ship was unmanaged and then sank in typhoon and rainstorm. The sinking time should be between July and September of the second year of Jingyan (景炎) period (1277) of the Southern Song Dynasty (QZMMFJ, 2017: 85).

7.1 Geographical Environment and Stratigraphic Sedimentation

7.1

123

Geographical Environment and Stratigraphic Sedimentation

Quanzhou was an important maritime trade seaport in ancient China. Houzhu where the ancient shipwreck was located, was one of the main wharfs in Quanzhou where Jinjiang River and Luoyang River meet then flow into Quanzhou Bay. Houzhu was named during the Yuan Dynasty and was called Houzhu Pu (后渚铺) plain with a natural deep water harbor in the Song and Yuan dynasties. Quanzhou ancient ship was located on the beach of Houzhu Village along Luoyang River. The coordinate points were 118°59′ E and 24°91′ N (Fig. 7.2). Quanzhou Bay was a harbor formed by deep crustal decline and seawater intrusion in the southeast coast of the early Cenozoic, then coastline rose, and the beaches and alluvial plains were formed in the long periods of accumulation of river and coastal sediments. During the investigation the archaeologists found that Houzhu ancient shipwreck was buried deep in the sea mud, a small amount of side plates exposed on mud surface. The upper strata on the hull of Houzhu ancient shipwreck was formed by the deposition of sea mud in the hydrostatic environment, which is geologically termed as sea bay deposits. In the archaeological excavations of the shipwreck site, the strata were divided into three layers. The first layer was the modern deposit, including modern bricks and tiles and ceramic pieces. The second layer was deposit of the Ming and Qing dynasties, including blue and white porcelain shards of the Ming and Qing dynasties. The third was the Song and Yuan layer, including Song

Fig. 7.2 The geographical location of Houzhu shipwreck

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7 Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian

and Yuan ceramics and copper coins. A lot of spices remains were also found in the accumulations in the wreck compartments. It is of great significance to study the environment of Houzhu ancient shipwreck with sedimentology. According to the deposition rate of 4.6 mm/year, the ship sank in about 1277, which is close to the research conclusion of archaeological typology and historical records. According to the calculation, at that time the shipwreck was located 7.2 m below the sea level in the Song Dynasty; after then, the seabed of Quanzhou Bay experienced a process of declining and rising, then gradually stabilizing, basically remaining unchanged since Hongwu period in the Ming Dynasty. The modern sea level was 2 m below that of the Song Dynasty (Fig. 7.2).

7.2

Hull Remains and Its Meaning in the History of Chinese Shipbuilding

When the Houzhu ancient shipwreck was unearthed, the hull basically remained horizontal, 10.5° east of the south. The hull structure above the waterline, mast, rudder, sail and anchor were no longer in existence. The hull had the residual length of 24.2 m, width of 9.15 m and depth of 1.98 m. The ship plane was flat and wide, close to elliptical. Pointed bottom in cross section. The cabin was divided into thirteen compartments with twelve bulkheads. According to this important archaeological discovery, the shipbuilding technology of “thirteen watertight compartments” is listed as one of the intangible cultural heritages of Quanzhou region. The shell was overlapped with two or three layers of shell plates and reinforced with ribs (Fig. 7.3). The prow pillar, the prow mast step, the mid mast step and a rudder seat remained (Fig. 7.4; QZMMFJ, 2017: 17). Hull materials mainly were Chinese fir, pine and camphorwood. The keels were connected with two sections of pine wood, the length was 17.65 m, the main keel was 12.4 m, the stern keel was 5.25 m, and the front end of the main keel connected with the prow pillar. At both ends of the main keel, the “longevity holes” were set, in which the upper seven holes were arranged as the Big Dipper with seven copper coins (or iron coins) put in, and the lower part was a large round hole with a copper mirror put in, symbolizing the traditional Chinese auspicious words “seven-star accompanying moon” as shipbuilding custom remaining in Fujian. This custom is remarkable in shipbuilding, for it was also found in the famous South Korea Sinan shipwreck and Ningbo Xiaobai Jiao No. 1 shipwreck. The hull was overlapped with two or three layers of shell plates, camphor wood for the first and second layers of shell plates next to the keel, and Chinese fir for the rest. The join methods, horizontally both sides were connected by plain joint and lapped butt, longitudinally both ends were connected by “oblique angle connection”, “sliding shoulder connection” and “right angle connection”. Both horizontal and longitudinal joints were connected with “mother-and son” tenons, and filled with adhesive material made of hemp silk and tung oil, then nailed with iron nails.

7.2 Hull Remains and Its Meaning in the History of Chinese Shipbuilding

Fig. 7.3 Stratigraphic sedimentation of the Houzhu shipwreck

Fig. 7.4 The ketch ship lines of Houzhu Shipwreck

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7 Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian

In order to reinforcing the bonding strength of the shipboards, iron cramps were used on the hull, which was an important feature of shipbuilding technology in Song Dynasty. The ship hold was designed as watertight separated compartments, which was the unique shipbuilding technology of Houzhu shipwreck to get sinking resistance. This watertight structure ensures that when a compartment leaked during navigation, other compartments would not be leakedd by sea water. The shipwreck retained the prow mast and mainmast, both made of huge camphor wood. The prow mast had two 24 cm
21 cm opening in plates with an interval of 40 cm; the mainmast was in the 6th compartment, had a 32 cm
24 cm opening in plates with an interval of 48 cm. The remaining rudder seat was composed of three large camphor plates with a hole of maximum diameter of 38 cm and a slope of 22°. A number of sailing tools were found on board, such as weaving utensils (presumably the material object of bamboo split sail), winch shafts, ropes, iron hooks, iron axes, nailing tools, chisel handle, mallet, scrapers, bamboo ruler, and so on, which provided important material evidence for the study of the technical tradition of sailing junks of ancient China. The Houzhu shipwreck of Quanzhou was discovered before the archaeology of Nanhai No. 1 shipwreck in Guangdong and Huaguang Jiao No. 1 shipwreck in Xi Sha, and had been the most important heritage related to study on the shipbuilding of Song and Yuan dynasties. Experts both from China and foreign countries such as Yang Xi (杨槱), Xi Longfei (席龙飞), He Guowei (何国卫), Jeremy Green, Jun Kimura and others have studied and presented their opinions on Houzhu shipwreck (QZMMFJ, 2017). According to these research achievements of shipbuilding history, the author of the archaeological report of Houzhu shipwreck described in detail the restoration of the shipwreck. Houzhu shipwreck belonged to the type of “Fujian Ship” in the Song and Yuan dynasties, which was characterized by square prow, pointed bottom in cross section, square stern, flat and broad hull, and approximate ellipse plane. It was designed with multi-plate of shell structure and “thirteen watertight compartments”. Judging from the size and specification of the residual length of the hull, the restored size of Houzhu shipwreck was 34 m in total length, 11 m in width, 3.80 m in depth, 3.50 m in full draught, 393.4 tons in displacement, with about 40 sailors in it. It might set three masts. The height of the main mast, prow mast and stern mast respectively were 32 m, 25.6 m and 14.5 m. It used bamboo split sails. The areas of main sail, prow sail and stern sail respectively were 187 m2, 97.5 m2 and 49.5 m2. The stern set the rudder that could be moved up or down, the total area of rudder blade was 11.6 m, the length of rudder pole was 8.5 m. It used wooden and stone anchors, the length of the main anchor was 6.6 m, auxiliary anchor was 4.5 m, and the third anchorage was 3.6 m. Above the board deck built up-level structure and attics, the prow structure was 7.50 m high and the stern structure was 10 m high. It is worth mentioned that, compared with Houzhu shipwreck and Huaguang Jiao No. 1 shipwreck previously excavated, the recently excavated Nanhai No. 1 shipwreck with completed hull was better preserved, therefore the research of the

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Song Dynasty maritime ship restoration will have a more detailed and reliable archaeological material basis. The shipwrecks of the Tang and Five Dynasties discovered in Southeast Asia and the Indian Ocean by underwater archaeology, such as the famous Intan shipwreck, Cirebon shipwreck, Batu Hitam shipwreck, and the shipwrecks found in Thailand, were basically Persian-Arab suture sailing ships. However, during the Song and Yuan dynasties, the navigational landscape greatly changed. Chinese maritime junk, especially Fujian Ships, became main force in Southeast Asian waters. Houzhu shipwreck, Fashi shipwreck, Nanhai No. 1 shipwreck, Huaguang Jiao No. 1 shipwreck, as well as Pulau Buaya shipwreck and Jade Dragon shipwreck found in Southeast Asia (Ridho & Mckinnon, 1998) were all typical Chinese sailing ships. In short, Houzhu ancient shipwreck, which was first unearthed by archaeology, reflected the advanced shipbuilding technology in China during the Song and Yuan dynasties, providing us with precious material evidence for studying the seafaring craft in the Song and Yuan dynasties.

7.3

The Remains of Ship Cargoes and the Trade History of the Maritime Silk Road

The artifacts unearthed in the cabin were very rich. There were spices, drugs, sign plates, iron wares, ceramics, copper coins, bamboo, wooden and rattan utensils, weavings, stationery commodities, ornaments, leather products, fruit kernels, shells, animal bones and alike, a total of 14 kinds with 69 groups. It has been regarded as an important archaeological discovery in the study of maritime trade remains. Among the spices and medicines there were tanarius major, lignaloo, Sanders, as well as pepper, areca, libanus, ambergris, zinnober, mercury and turtle shells. Spice wood accounted for the absolute majority of unearthed relics, weighing more than 4,700 g before dehydration, mostly was tanarius major, followed by sandalwood (Fig. 7.5). According to the scientific identification by Zhang Wengong (章文贡), “The grayish white and light yellow aromatic solid found in the shipwreck was a stir-fried olibanum, and its thin layer chromatography showed that it belonged to the category of Somali original olibanum”, and “after 700 years of seawater soaking, most of the components of olibanum did not change significantly” (Zhang, 1976). Nanjing Institute of Pharmacy, Shanghai Health Bureau Drug Inspection Institute and other institutions respectively confirmed by their tests that tanarius major recovered from the shipwreck was the core tissue of Indian Dalbergia sissoo Roxb. The tests and analysis of tanarius major and olibanum have provided us with very important archaeological achievements for understanding the maritime spices trade, which is very remarkable. Lots of ceramics were unearthed, among them were green glaze, black glaze, white glaze and white celadon porcelain, and many kinds of bowls from Jian Kiln, Longquan Kiln and kilns in various areas in Quanzhou. Most pottery were urns and

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7 Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian

Fig. 7.5 The discovery of the spice wood during excavation

jars with green glaze, greenish yellow glaze, brawn glaze, purple glaze and black glaze, 58 pieces of them could be restored (Fig. 7.6). Houzhu shipwreck was an inbound ship returning from oversea to the original seaport, therefore its exporting porcelain was not the main objects of cargo remains. Nanhai No. 1 shipwreck, the sorting out of the ship cargoes was recently finished, has almost completely preserved the state of the Song Dynasty outbound junk full of ceramic products loaded in Quanzhou Seaport. Scholars can compare it with Houzhu shipwreck and Huaguang Jiao No 0.1 shipwreck to have a general understanding of the porcelain export from Quanzhou Seaport in the Song Dynasty. It is especially worth noticing that the new archaeological achievements of ceramic kiln sites of the Song and Yuan dynasties in Jinjiang River Basin, such as Dehua Kiln, Cizao Kiln and so on, can be compared with the recovered porcelain in the shipwreck, and the results are worth expecting. Unearthed a total of 96 wooden tablets and wooden labels, including 33 wooden tablets and 63 wooden labels, among them the ink writings on 88 pieces of wooden tablet could be recognized. These labels and tablets were mostly made of Chinese fir tablets cutting into different sizes, and most of them had easy binding grooves. Most of them were hidden in the remaining cargoes in compartments, or buried in corroded sediments. One of the “Zhu Ku Guo Ji (朱库国记)” wooden label was wrapped in string, which was clearly the label of the cargoes. It could be known from the words that they were place names, people names, goods names and so on

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Fig. 7.6 The ceramic types discovered in Houzhu shipwreck

(Fig. 7.7). These kinds of label were also found in Sinan shipwreck, Nanhai No. 1 shipwreck and other shipwrecks, which are the important textual information for the study of maritime ships, cargoes, and maritime trade. A total of 504 pieces of copper coins were unearthed, including 33 copper coins of Tang Dynasty, 358 copper coins of Northern Song Dynasty, 71 copper coins Southern Song Dynasty, and 42 pieces broken copper coins. Most of copper coins of Tang Dynastywere “Kaiyuan Tongbao (开元通宝)”, most copper coins of Song Dynasty were “Yuanfeng Tongbao (元丰通宝)”, as more as 55 pieces. The latest made copper coins were two pieces of “Xianchun Yuanbao (咸淳元宝)” in the Southern Song Dynasty, with Chinese characters of “five” and “seven” on the back, which were casted between 1265 and 1274 in the Southern Song Dynasty (Fig. 7.8). From these coins we can see that the time of the Houzhu shipwreck should be earlier than that of the Nanhai No. 1 shipwreck, which was roughly

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7 Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian

Fig. 7.7 The wooden labels for cargo packing discovered from the wreck

presumed in the 1180s according to the chronological text recovered from the shipwreck. From Houzhu shipwreck unearthed stationery commodities such as Chinese chess and printed matters. There were 21 red and black chess pieces recovered, which were the important witness to the crew’s life in ancient Chinese junk (Fig. 7.9). Since the Song Dynasty, the book printing industry had been booming, books also became an important cargo of maritime trade, and crew members also were possible to read. There was a sentence of “Qie Liao Fu Sheng Yi Zai (切了浮 生一载)” meaning “finishing the boring life” in the printed matters unearthed from Houzhu shipwreck, which was in a Song Dynasty engraving printing book. The content of the text, thought-provoking, was the literary description of the wandering life on the sea. From Houzhu shipwreck also unearthed a lot of fruit shells, animal bones, marine shells, glass beads and so on, including coconut shell, peach, plum, bayberry, apricot, olive, litchi and alike. Animal bones included pigs, sheep, dogs, rats

7.3 The Remains of Ship Cargoes and the Trade History …

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Fig. 7.8 The copper coins of Song Dynasty from the shipwreck

and fish bones. All of these reflected the sea ship life in the Song and Yuan dynasties. The study of attached marine creatures on the hull is also of great value. According to the analysis, the marine shell attached to the hull including ship maggots, Matt bamboo shoots, Chinese oysters and so on, fish scale fragments also were found in the cabin. As it is well known, marine creatures bring with them the information of their growing environment, which provides important evidence for studying the trade routes of sea ship.

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7 Song Dynasty Shipwreck Excavated in Quanzhou Bay of Fujian

Fig. 7.9 The Chinese chess discovered from the shipwreck

Quanzhou was a big seaport in the East during the time of Song and Yuan dynasties, and the discovery of Houzhu shipwreck provides very important archaeological material for studying the maritime trade between ancient Quanzhou and Southeast Asia and even the regions along Indian Ocean. It was a major archaeological discovery in the Maritime Silk Road. According to excavators’ study, Houzhu shipwreck sank in around 1277, it should be a “spice pepper ship” returning from Kingdom of Samboja. The bulk of ship cargo were spices, reflecting the prosperous spice trade in Quanzhou, which was consistent with the economic record in History of the Song Dynasty 《 ( 宋史食 货志》). The source of spices on the ship reflected the trading network between

7.3 The Remains of Ship Cargoes and the Trade History …

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Quanzhou and Southeast Asia and the Arabian countries at that time. The tanarius majorthe came from Samboja and Java, the sandalwood came from Java, lignaloo from Kampuchea, sapanwood from Vietnam, olibanum from Arabian countries, ambergris from Africa. From them the vastness of the spice trade regions can be seen. The wooden signs and tablets with Chinese characters found in Houzhu ancient shipwreck provide researchers with very important information for studying maritime trade. The text on the signs mostly were people’s names, place names, trade company names, goods and so on. Some of the labels marked the private goods of officials and boatmen, which was consistent with the historical records in Collected Important Administrative Statutes of the Song Dynasty (Song Huiyao Jigao-Shihuo 《宋会要辑稿食货》). The shell attached on the hull of the shipwreck provides important information for the study of sailing route of the boat. Marine creatures and shellfish found on the shipwreck mostly were species in warm water seas. The origin of spoon-shaped chiropractic maggots, crystal phoenix conchs and hedgerow snails was Indonesia, the origin of wrecked maggots was Singapore, the origin of Siamese maggots was Siam, which indicates that the ship used to sailed to the coast of Singapore and Samboja. In a nutshell, the discovery of Houzhu shipwreck provides a rare archaeological data for studying the trade between Quanzhou and Southeast Asia.

Abbreviations Chinese Academy of Cultural Heritage, 中国文化遗产研究院 Guangdong Museum, 广东省博物馆 Guangdong Provincial Institute of Cultural Relics and Archaeology, 广东省文物考古研究所 IHNS-CAS Institute for The History of Natural Sciences, Chinese Academy of Sciences, 中国科学院自然科学史研究所 MSRMGD Maritime Silk Road Museum of Guangdong, 广东海上丝绸之路博 物馆 NCUCH National Center of Underwater Cultural Heritage, 国家文物局水下 文化遗产保护中心 NMC National Museum of China, 中国国家博物馆 QZMMFJ Quanzhou Maritime Museum Fujian, 福建省泉州海外交通史博物 馆 YJMM Yangjiang Municipal Museum, 阳江市博物馆 CACH GDM GDPICRA

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References Green, J., & Burningham, N. (1998). The ship from Quanzhou, Fujian Province, PRC. International Journal of Nautical Archaeology and Underwater Exploration, 27(4), 277–301. IHNS-CAS, QZMMFJ. (1983). A brief introduction and preliminary discussion on the trial excavation of Fa Shi Ancient Ship in Quanzhou. Studies on the History of Natural Science, 2 (Quanzhou Fashi Guchuan Shijuan Jianbao he Chubu Tantao《泉州法石古船试掘简报和初 步探讨》, Ziran Kexueshi Yanjiu《自然科学史研究》). NCUCH, NMC, GDPICRA, YJMM. (2017). The first archaeological reports of the South China Sea No. 1 Shipwreck—Investigation between 1989–2004. Beijing: Cultural Relics Press (Nanhai Yihao Chenchuan Kaogu Baogao Zhiyi: 1989–2004 Nian Diaocha《南海I号沉船考 古报告之一: 1989–2004年调查》, Wenwu Chubanshe 文物出版社). NCUCH, GDPICRA, CACH, GDM, MSRMGD. (2018). The second archaeological reports of the South China Sea No. 1 Shipwreck—Investigation between 2014–2015. Beijing: Cultural Relics Press (Nanhai Yihao Chenchuan Kaogu Baogao Zhier: 2014–2015 Nian Diaocha《南 海I号沉船考古报告之二: 2014–2015年调查》, Wenwu Chubanshe 文物出版社). QZMMFJ. (1987). Discovery and research of maritime vessels in Song Dynasty of Quanzhou Bay. Beijing: China Ocean Press (Quanzhouwan Songdai Haichuan Fajue yu Yanjiu《泉州湾宋代 海船发掘与研究》,Haiyang Chubanshe 海洋出版社). QZMMFJ. (2017). A report on the excavation of the Song Boat in the Quanzhou Bay. Beijing: China Ocean Press (Quanzhouwan Songdai Haichuan Fajue yu Yanjiu《泉州湾宋代海船发 掘与研究》(修订版), Haiyang Chubanshe 海洋出版社). Ridho, A., & Mckinnon, E. E. (1998). The Pulau Buaya Wreck: Finds from the Song Period, Jakarta, Himpunan Keramik Indonesia. Zhang, W. G. 章文贡. (1976). The chromatographic identification of Olibanum in Song Dynasty Shipwreck. In Discovery and research of maritime vessels in Song Dynasty of Quanzhou Bay. Beijing: China Ocean Press (Quanzhouwan Songdai Chenchuan Zhong Ruxiang de Boceng Sepu Jianding《泉州湾宋代沉船中乳香的薄层色谱鉴定》, 《泉州湾宋代海船发掘与研 究》, Haiyang Chubanshe 海洋出版社).

Chapter 8

Ancient Shipwrecks off the Coast of Zhangzhou, Fujian Zelin Yang, Qijiang Deng, and Miao Liu

Zhangzhou situates at the estuary of Jiulongjiang (九龙江) River in south of Fujian Province, and is contiguous to east of Guangdong, with a total coastline of 631 km. In the ancient time it was an important transfer hub connecting coastal transportation of the north and south of China, and served as a junction of central Fujian outbound the East Ocean and West Ocean. After a long and systematic underwater archaeological investigations, the ancient shipwrecks found along the coast of Zhangzhou mainly distributed in the sea areas of Dongshan (东山), Zhangpu (漳浦) and Longhai (龙海). Among them, the important discoveries are the Banyang Jiao (半洋礁) No. 1 shipwreck of Song Dynasty in Longhai, Shazhou (沙洲) Island shipwreck site of Yuan Dynasty in Zhangpu, Shengbei Yu (圣杯屿) shipwreck of Yuan Dynasty, Donggu (东古) Bay shipwreck site in Dongshan, and two underwater cultural relic sites of Bai Yu (白 屿) and Jiujie Jiao (九节礁) of Qing Dynasty in Longhai (Fig. 8.1).

8.1

The Content and Properties of Song Dynasty Shipwreck off Banyang Jiao Reef in Longhai County

Banyang Jiao is located in the southeast sea area of Longjiao (隆教) Town of Longhai City, Zhangzhou, Fujian Province, about 2.8 nautical miles from the coast, an area of 30 km2 with numerous reefs, some submerge reefs of them are visible at low tide. The sea conditions there are quite complex and the ships passing there always have the risk of running on rocks. In 2010, the Fujian Coastal Underwater Archaeological Investigation Team found a shipwreck site in the sea area about 800 m north of the Banyang Jiao and nominated it as Banyang Jiao No. 1 shipwreck site (NCUCH et al., 2017a, b: 277– 304, 382–386; Yang, 2012: 120–126). The site is located 19–23 m underwater, buried under mud and sand. The bottom of the sea around the site is relatively flat, the best underwater visibility can be 2 m, the second half of year is usually the time of poor visibility, generally 0.4–0.5 m, and the worst only 0.1 m.

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_8

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8 Ancient Shipwrecks off the Coast of Zhangzhou, Fujian

Fig. 8.1 Distribution of shipwrecks along the coast of Zhangzhou

8.1.1

The Remains of the Hull

The shipwreck had a residual length of 9.2 m, a residual width of 2.5 m, its direction was 330°. It was buried shallowly in the northwest with 0.05–0.1 m under the surface of the seabed, and buried deeper in the southeast with 0.30–0.70 m under the surface of the seabed. Only part of the keel and a few of hull timbers remained, including 8 bottom plates with each about 2.5 m wide (Fig. 8.2), and 1 mast seat of 1 m long, 0.4 m wide and 0.3 m thick with two rectangular mast plate holes (Fig. 8.3). Only the northwest and southeast ends of the keel could be seen, which was about 9 m long and 0.25 m in diameter.

8.1.2

Recovered Artifacts

Only a small amount of cultural relics found in Banyang Jiao No. 1 shipwreck with small variety, mainly were black glaze bowls, white celadon plates and bowls, and a small number of pottery dishes, pots and copper coins, lacquer wares.

8.1 The Content and Properties of Song Dynasty Shipwreck off …

Fig. 8.2 Hull remains of Banyang Jiao No. 1 shipwreck

Fig. 8.3 Mast seat of Banyang Jiao No. 1 shipwreck

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8 Ancient Shipwrecks off the Coast of Zhangzhou, Fujian

Fig. 8.4 The black glazed bowl of Banyang Jiao No. 1 shipwreck

Fig. 8.5 White celadon porcelain plate of Banyang Jiao No. 1 shipwreck

The black glazed bowl, with a little shrinking mouth and round rim, oblique arc belly, lower belly adducting, low circular foot. The paste is dark gray, the interior is fully blackly glazed, the exterior is glazed to the lower belly, the glazed rabbit hair pattern is not obvious. Oblique cutting marks can be seen near the bottom of the outer wall of the belly (Fig. 8.4). The white celadon plate with wide opening mouth, square rim, oblique and straight belly, convex inside and outside bottom. The paste is white gray mixed blue, with fully glazed interior and exterior, except for part of unglazed or scraped glaze (Fig. 8.5). The white celadon porcelain bowl, with wide opening mouth, square rim, oblique arc and deep belly, the flat bottom inside and slightly concaved bottom outside, small circular foot (Fig. 8.6). The paste is white clay, with white blue glaze, wholly ice-crack pattern, wholly glazed interior and scraped glaze inside the rim, wholly glazed exterior wall to the foot. Decoration patterns include a circle molded in the middle part of interior, eight molded lotus in the lower part of interior, and two molded lotus in the interior bottom.

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Fig. 8.6 White celadon bowl of Banyang Jiao No. 1 shipwreck

Fig. 8.7 White celadon bowl of Banyang Jiao No. 1 shipwreck

The white celadon bowl of “bamboo-hat” shape, with wide opening mouth, square rim, oblique straight belly, pointed interior bottom and flat exterior bottom, small circular foot, white paste, white blue glaze, wholly ice-crack pattern, wholly glazed interior with partly scraped glaze inside rim, wholly glazed to the exterior foot (Fig. 8.7). A circle molded in the middle part of interior, a molded circular pattern in the middle of interior, molded leaf and flower pattern in low part, were taken as decoration patterns. The Pottery basin with round rim, shrinking mouth slightly rolling up outward, shallow arc belly, interior and exterior bottom slightly convex, grey paste, blue and grey glazed, wholly glazed interior, no glaze on the rim and exterior face. Eight small nails can be seen on the rim, with interior under glaze brown leaf pattern (Fig. 8.8). A piece of copper coin “Qingyuan Tongbao (庆元通宝)”, with 2.9 cm in diameter (Fig. 8.9).

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Fig. 8.8 Pottery basin of Banyang Jiao No. 1 shipwreck

Fig. 8.9 “Qingyuan Tongbao (庆元通宝)” copper coin of Banyang Jiao No. 1 shipwreck

8.1.3

Date and Nature of the Shipwreck

A few of copper coins were recovered from Banyang Jiao No. 1 shipwreck, with the latest “Qingyuan Tongbao” in the first year of Qingyuan period in the Southern Song Dynasty (1195 A.D.). Therefore, the dating of the shipwreck was not earlier than 1195 A.D. Judging from the white celadon porcelain recovered, both the shape of the object and the making technique bore the style of late Southern Song Dynasty, for instance, the unglazed rim of the bowl and plate, thick rim edge, the thin bowl wall, and the mostly molded flowers and playing babies patterns decorated on the interior wall. The “bamboo- hat shaped bowl” was basically the same with the shape of the one unearthed in the tomb of the 6th year of Qingyuan period (1201 A.D.) in Wuyuan (婺源) County, Jiangxi, and the white celadon plate was similar to the straight belly plate of the 3rd year of Baoqing (宝庆) period (1227 A.

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D.) unearthed in Zhangshu (樟树) of Jiangxi (Peng, 1998: 68). By comprehensive analysis, the shipwreck site should be dated to the late Southern Song Dynasty. The recovered artifacts mostly were black glazed porcelain and white celadon wares without trace of being used, should be the ship cargo for trading. The black glaze bowls wad identified as origin from Dongzhang Kiln (东张窑) in Fuqing of Fujian, and the white celadon wares were produced in Nankou Kilns (南口窑) and other kilns in Jianle (将乐) of Fujian (Li, 2019: 129), so the ship was a trade junk outbound from Fujian coast. There were historically two main sea routes for export of Fujian ceramics to the south or southeast. One was the west line, departing from Fuzhou or Quanzhou seaport, sailing southward along the coast to Guangzhou and then into the South China Sea from Guangzhou, or directly from Fuzhou or Quanzhou seaport to the northeast end of Hainan Island, crossing the Xi Sha Islands and the southeast coast of Vietnam, directly into the southern end of the Malay Peninsula then to the Singapore Strait, and then via Sumatra Island. Another route was outbound from Fuzhou and Quanzhou seaports, sailing southeastward via Penghu, crossing Bashi Channel to Luzon, Kalimantan and other ports. The archaeological evidences show that, few black glaze bowls were found in shipwrecks along the west line, for instance, in the Nanhai No. 1 shipwreck, a large number of ceramic cargoes were white celadon wares produced in Fujian and Jiangxi, as well as celadon wares of Longquan kiln, and rare black glaze bowls (NCUCH et al., 2017a, b: 557–558, 2018: 277–298). The ceramics discovered in Huaguang Jiao No. 1 shipwreck in Xi Sha Islands were also mainly the white celadon and celadon wares made in Fujian, and white celadon wares made in Jingdezhen, with rare black glaze bowls (UARCCNM, HNPOCRPA, 2006: 66– 138). Regarding the east route, the Penghu islands was the important maritime transferring hub during the Song and Yuan dynasties, a large number of ceramic products were transferred from Fujian and Zhejiang coast through Quanzhou seaport to the Philippines and Southeast Asia. For instance, the paste clay, glaze and the shapes of the wares, some black glazed porcelain unearthed in Penghu Islands were identified as Fujian kilns’ products (Chen, 1985: 104). Black glazed bowls were rarely found in tombs and land sites of Southern Song Dynasty in south Fujian and Guangdong, people there mostly used local kiln products then. Therefore, the possibility of domestic sale of these products can be basically ruled out. According to the overseas archaeological discoveries, the most Fujian black glaze porcelain are discovered in Japan, but Banyang Jiao No. 1 shipwreck was not located on the way to Japan (LDKU, 2009: 256). Many Song and Yuan Dynasty black glaze porcelain were also found in Indonesia, Sulawesi, Sarawak, Malaysia and other countries of southeast Asia, mainly distributed in historical sites of Luzon, Cebu, Sulu, North Kalimantan, Sumatra and Moruga, most of them were found in the Philippines (Ye, 1988: 267). Therefore, Banyang Reef No. 1 shipwreck was likely to sail through the eastern line of Penghu and the ceramics were to be exported to Southeast Asia.

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8 Ancient Shipwrecks off the Coast of Zhangzhou, Fujian

Yuan Dynasty Shipwreck off Shengbei Yu of Zhangpu County

Shengbei Yu shipwreck of Yuan Dynasty is located about 200 m southwest of Shengbei Yu Island, Zhangpu County, Zhangzhou City, connecting to the Caiyu (菜屿) waterway in the east. The site was discovered in 2011 and the Fujian Provincial Museum conducted an underwater archaeological investigation in 2014 (Yang, 2015: 69–78).

8.2.1

The Remains of Shipwreck and Hull

The shipwreck is at the southwest edge of a northeast-southwest seabed valley, 26–28 m underwater at low tide. The seabed sediment of the site mainly composed of sandy mud and rocks, with many reefs in the north of the valley. The artifacts scattered at the bottom of the valley distributed in an area about 1200 m2, most of them were pottery and porcelain vessels, with marine creatures concreted on some of the artifacts. Part of the hull exposed on the surface of the seabed, the direction was about 300°, with 9 m long, and 0.15 m high. Six bulkheads were found, with 1–2 m wide between them. The compartment plates exposed to the seabed surface was about 4 m long and 0.08–0.1 m thick, their surfaces were darkish gray, and densely covered with holes corroded by marine creatures.

8.2.2

Recovered Artifacts

The collected artifacts were celadon wares, mainly were bowls and plates, and a small amount of washing wares, dishes and high foot cups. The bowl is large and heavy, with wide opening mouth, deep arc belly, flat interior bottom, circular foot, obliquely scraped edge of outer foot, obvious curl mark on belly. The ware is green glazed, fully glazed with crackle, interior wholly glazed, exterior glazed to the lower part or end of the foot surface. The up and lower parts of interior carved with a fine string pattern, and the inner bottom is molded with plucked branches flower pattern. The upper part of the exterior surface is marked with variant rectangular spiral pattern, with two chords on the middle, and the lower part is marked with double-line lotus petal (Fig. 8.10). The dish is straight and slightly opening mouth, low foot. The ware is green glazed, with interior wholly glazed with crackle, exterior glazed to the lower part of belly, and the inner bottom is molded with plucked branches flower pattern (Fig. 8.11). High foot cup is wide opening mouth, arc belly, trumpet-shaped high-circular foot. The ware is greenish blue glazed, with interior and exterior wholly glaze with

8.2 Yuan Dynasty Shipwreck off Shengbei Yu of Zhangpu County Fig. 8.10 Celadon bowls of Shengbei Yu shipwreck

Fig. 8.11 Celadon dishes of Shengbei Yu shipwreck

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Fig. 8.12 Celadon high foot Cup of Shengbei Yu shipwreck

Fig. 8.13 Celadon washer of Shengbei Yu shipwreck

scraped glaze on foot end, the upper part of the interior inner carved three strings, the lower part carved a string, the inner bottom molded flower pattern. (Fig. 8.12). Washer is opening mouth with wide fold rim, oblique arc belly and circular foot. The ware is greenish blue glazed, with interior fully glazed and exterior glazed to the foot except for unglazed center. The interior bottom is molded with plucked branches flower pattern, while the exterior wall is marked with double-line lotus petal, the edge of the pedal is slightly convex (Fig. 8.13).

8.2.3

Connotation and Nature

The celadon wares recovered from shipwreck site were crude, with thick, heavy and gray or darkish gray paste. Except for a small amount of utensils were high temperature burned, most of the vessels were not fired enough, showing the different colors of glaze such as greenish yellow, grayish white and grayish brown. The shape of most vessels were also not very regular, with deformed rims, the trace of revolving marks on the belly without well embellished, and somewhat careless making of circular foot. There were two kinds of decorative techniques, of molding pattern and engraved flower pattern. The molding pattern mostly were multi-group flowers, plucked branches flowers, interlocking flowers, double fish and so on. The

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engraved flower pattern were water waves, comb line pattern, flowers, chord lines, lotus petals, vertical bars, variant rectangular spiral and so on. Judging from the paste, glaze and the decorative pattern of these artifacts from the shipwreck, no doubt they were products of Longquan Kiln, not from the core area of Longquan Kiln, but from the kilns in Dabai’an (大白岸) and Yuankou (源口) in the east district of Longquan. Compared with the dense and rigorous engraving style of Longquan celadons in Song Dynasty, these porcelains somewhat showed the impression of being declined. Some bowls and plates, in the interior, not only molded peony, lotus flower, chrysanthemum, but also miscellaneous treasure, double phoenix and other patterns, and printed twigs and flowers, or double fish patterns in the interior bottom, which was the characteristics of Longquan Kiln in the late Yuan Dynasty. Therefore it was a late Yuan Dynasty shipwreck. The Caiyu waterway where the Shengbei Yu shipwreck connects was an important maritime traffic channel since ancient period and is still a sea route for modern ships sailing between south and north with thousand ton displacement. There are many submerge reefs near the waterway, with torrential current and complex maritime situation. The Shengbei Yu shipwreck might stroke onto a submerge reef near the channel and sank when it tried to sail back to the shore. The Longquan Kiln celadon wares were the only type of the ship cargo, no other kiln ceramics were discovered. Analyzing from its location and archaeological discoveries of Longquan kiln porcelain in foreign countries, its destination might be a Southeast Asian country.

8.3

Yuan Dynasty Shipwreck off Sha Zhou Island in Zhangpu County

Shazhou Island (沙洲岛) in the north–south direction is located about 5 nautical miles from east of Gulei Peninsula (古雷半岛), Zhangpu County, Zhangzhou City. Caiyu waterway between Shazhou Island and Xingzi Village (杏仔村) of Gulei Peninsula has been the main water way along the north and south coast in ancient and modern times. There are many reefs, some of them are submerged reefs, and the maritime environment are rather complex. The shipwreck site was found in a sea area about 200 m from the west coast of Shazhou Island, with sandy mud bottom, about 13 m underwater at high and slack tide (FJCUAIT, 2008: 5–8; NCUCH et al., 2017a, b: 304–319). The underwater investigation confirmed that the shipwreck remained some mixture concretions on the surface of the seabed. The artifacts around the concretions were concentrated, and only a small number of artifacts scattered away the concretions. Mainly ceramic wares distributing in an area about 16 m wide from north to south, about 19 m long from east to west. No hull or hull components were found (Fig. 8.14).

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Fig. 8.14 The underwater artifact remains of Sha Zhou Island shipwreck

The ceramic wares discovered from the site were celadon wares, white celadon wares, brown glaze wares and unglazed pottery wares, with the varying types of bowls, hold pot, water dropper, plate, jar, vessel covers and alike. Among them the celadon bowls were greenish gray glazed, relatively small size, slightly shrinking mouth, round rim, deep arc belly, shallow circular foot, with four fine string lines and several array of oblique lines carved on the exterior rim lotus petal pattern engraved on the lower part of exterior wall (Fig. 8.15). The celadon plate was greenish gray glazed, with slightly curled opening mouth, round rim, shallow oblique arc belly, circular foot. It was greenish gray glazed, with a fine chord carved in the middle of the interior, flower pattern at interior bottom (Fig. 8.16). The white celadon bowl was greenish gray glazed, with larger size, wide opening mouth, round rim, oblique straight belly with little arc, flat interior and exterior bottom, circular foot, crude paste, crudely embellished (Fig. 8.17). White celadon holding pot was shadow green glazed, with curved opening mouth, pointed rim, narrow neck, round shoulder, arc belly, short circular foot, curved spout, flat bar handle with two grooves, engraved two symmetrical lotus flowers on exterior belly, two leaves pattern carved below the water spout and handle (Fig. 8.18).

8.3 Yuan Dynasty Shipwreck off Sha Zhou Island in Zhangpu County

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Fig. 8.15 Celadon bowl of Sha Zhou shipwreck

Fig. 8.16 Celadon plate of Sha Zhou shipwreck

Fig. 8.17 White celadon bowl of Sha Zhou shipwreck

White celadon water dropper was green glazed, with round rim, short circular foot, curved water spout, melon rhombic shaped belly, flat bar handle (Fig. 8.19). The brown glaze pot with four ears was small and slightly curved opening mouth, with round rim, short narrow neck, round shoulder, deep arc belly, concave bottom center, four bridge shaped transverse ties on the shoulder (Fig. 8.20). The ceramic wares recovered from Shazhou Island shipwreck mainly were celadon wares, white celadon and brown glazed vessels. Among them the celadon bowls and celadon plates were similar to the products of Longquan Kiln in Yuan Dynasty, the white celadon bowls were similar to the same kind of objects from Zhuangbian Kiln in Putian of Fujian in Yuan Dynasty, the white celadon holding pots and water droppers were the products of Jingdezhen Kiln of Yuan Dynasty, the fourth rings brown glazed pots were similar to the same kind of objects from Cizao

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Fig. 8.18 White celadon holding pot of Sha Zhou shipwreck (collected by Longhai County Museum)

Fig. 8.19 White celadon water dropper of Sha Zhou shipwreck (collected by Longhai County Museum)

8.3 Yuan Dynasty Shipwreck off Sha Zhou Island in Zhangpu County

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Fig. 8.20 Brown glaze pot of Sha Zhou shipwreck

kiln in Jinjiang of Fujian in the Song and Yuan dynasties. As a large number of ceramics with the same shape and no trace of being used distributed in one place, it can be inferred that they were ship cargoes for trade in the Yuan Dynasty. The products of these kilns were also the main contents of China’s export porcelain in the Song and Yuan dynasties, which were often discovered in the shipwrecks in Xi Sha Islands, and quite commonly seen in the Southeast Asia (NCUCH et al., 2017a, b: 386–387).

8.4

Content and Properties of the Shipwreck Excavated in Donggu Bay, Dongshan County

In 2000, Dongshan County Museum was reported a shipwreck site in bay of Donggu (冬古) Village in Dongshan County. From 2001 to 2004, the Underwater Archaeological Research Center of the National Museum of Chinese History carried out pre-disturbance survey, geophysical investigations and excavations of the shipwreck (Liu, 2012: 127–137; NCUCH et al., 2017a, b: 319–351, 351–388). The site is located in the harbor inside the west sea embankment of Donggu Village, being composed of two accumulations of cultural relic remains 54 m apart. On the east side of the sea floor there were sediment of stones of different sizes mixed with cultural relics, the recovered artifacts mainly were copper

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Fig. 8.21 The excavation of Donggu Bay shipwreck (Northeast to Southwest)

blunderbuss, iron gun and concretion and alike. No ship hull was found. The west accumulate was close to the west sea embankment, connecting the beach in the north, the southern seabed surface was covered with a large number of stones, where some of the hull of the shipwreck and a large number of artifacts were found. The site is located 0–4 m underwater and deeper in the south, the accumulate near-shore was visible at low tide (Fig. 8.21).

8.4.1

Stratigraphic Sediments of the Site

The accumulation of Donggu Bay shipwreck site was divided into five stratigraphic layers in excavation. The first layer was blackish grey sand containing humus. The second layer was coarse yellow sand with pebble stones, where the artifacts of the shipwreck were mainly distributed. The hull components of the wreck were found between the second layer and the third layer. The third layer was fine gray yellow sand, with a layer of pebble stones of varying sizes at a depth of about 50 cm from the surface of the seabed, in which sparsely distributed some Southern Song Dynasty porcelain shards. The fourth layer was fine yellow sand, the upper part was crude and the lower part was finer. The fifth layer was gray continental sedimentary clay, sticky, fine and smooth.

8.4 Content and Properties of the Shipwreck Excavated in Donggu Bay …

8.4.2

151

Hull Wreckage and Components

The hull of Donggu Bay shipwreck was basically disintegrated, remaining only the bottom and some components, which were mainly distributed under two layers of accumulation on the west side. A number of hull planks, components and a section of stern keel were collected. The residual length of pine stern keel was 326 cm, the width was 20–24 cm, and the thickness was 27–30 cm. One end of the keel was slightly upturned, the other end was an acute angle joint which had a square groove and a square hole, and its cross section was made as 凸 shape, both sides tilted inward and downward with embedded plank, the bottom was curved. Two cylindrical iron bollards were recovered, the height was 48 cm, the diameter of the end was 13 cm, the diameter in the middle was 10 cm. The upper and lower ends were trumpet-shaped. The bollards had four hoops, the cross section was curved, and in the middle of the bollards remained three circles of coir rope.

8.4.3

Recovered Artifacts

The recovered artifacts from Donggu Bay shipwrecks were not many, but rich in variety, different from what found in other shipwrecks. They mainly were ceramic wares, metal objects, wooden components, stone objects and so on. 120 pieces of ceramic wares were recovered, including porcelain, dark-red pottery vessels and pottery. Among the ceramic wares were celadon wares, white porcelain, white celadon porcelain, brown glaze porcelain, blue and white porcelain. The white octagonal porcelain cup was white paste, white glaze, interior and exterior fully glazed, with handle broken and the Chinese characters of “San Bei Tong Da Dao” (“三杯通大道”) engraved and painted in red on cup wall, meaning “Three cup drinking and then realizing the great truth of humankind” (Fig. 8.22). Fig. 8.22 White porcelain octagonal cup of Donggu shipwreck (04 DD collection:005)

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The white porcelain cup with plum blossom pattern decoration was made in round rim, wide opening mouth, deep arc belly, branch shaped base, white paste, white glaze with ice-crack pattern, fully glazed interior and exterior, the exterior decorated with plum blossom flowers. The white porcelain dish was made in straight mouth, shallow belly, circular foot, white paste, white glazed interior and exterior, the interior bottom printed autumn leaf pattern (Fig. 8.23). The white porcelain water dropper was made in flat mouth without cover, oval shape handle, olive shaped body, circular foot shaped base. The ware was white paste and white glaze with ice crack pattern, no interior glaze, fully exterior glaze except for the bottom. The white porcelain inkpad box with cover missing, was made in square shaped body, flat mouth with a small knocked defect. The bright red inkpad remained in the box (Fig. 8.24). Fig. 8.23 White porcelain plate of Donggu shipwreck (04 DDBT0912②a:3)

Fig. 8.24 White porcelain inkpad box of Donggu shipwreck (04 DDBT0912②a:8)

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Fig. 8.25 Blue and white porcelain cup of Donggu shipwreck (04 DDBT0912②a:8)

The Blue and white porcelain cup with Chinese characters inscription “Da Qing Kang Xi Nian Zhi (大清康熙年制)” at the bottom, meaning “made in Kang Xi Reign of Qing Dynasty” (Fig. 8.25). The dark-red pottery pot, with slightly defect cover and bead shaped cover knob with a small hole on the top, was made in mouth, straight mouth, short neck, deep straight belly, flat concaved bottom, curved and ellipse shape handle, curved flowing. Hidden joint method was used to connect the handle and body to make the pot a unified entity. The body of the pot is slightly thick and heavy, fine clay, small and exquisite. The center of the bottom stamped the Chinese seal character of “Zhuang Yuan Ji Di” (状元及第), meaning “top three in imperial examination for choosing officials” (Fig. 8.26). More than 180 pieces of metal artifacts were recovered, which were divided into copper wares, iron wares and tin wares according to metals, and divided into weapons, utensils and copper coins according to their functions. The copper blunderbuss was cylindrical shaped, composed of three parts of front chamber, cartridge, and end part hole which can install a wooden handle when needed. It was thickened muzzle, in the middle of the blunderbuss cast a pair of cylindrical ears. The drum shaped cartridge was hooped and the end part hole was cylindrical shape. When the blunderbuss was recovered there still remained a broken wooden handle in the hole. No inscription on the blunderbuss. A number of them were collected and they only were slightly different in sizes, the total length ranged from 74.6 to 77.3 cm. A large number of copper armor sheets were closely distributed. They were divided into two categories according to the shapes, one was rectangular sheet, 11.4 cm long, 2.7 cm wide, 0.3 cm thick, the other category was two and three arc edged pieces of sheet, the three arc edge piece were 5.1 cm long, 3.3 cm wide, 0.2 cm thick, the two arc edge pieces were 3.6 cm long, 3.3 cm wide, 0.2 cm thick (Fig. 8.27).

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Fig. 8.26 Dark-red pottery pot of Donggu shipwreck (04 DDBT1110②a:3)

Fig. 8.27 Copper armor sheets of Donggu shipwreck

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Fig. 8.28 Iron cannon of Donggu shipwreck

The iron cannon was made in long and with two cylindrical ears, with five hoops bound around the body, each of which consists of one thick and two thin hoops (Fig. 8.28). The iron grenades were made in dripping water shaped similar to a pear, elliptical abdomen, long neck. The shell were foundry casting, and made in different sizes, the largest was about 20 cm long with a maximum diameter of about 9.5 cm, and the smallest was about 6.5 cm long with a maximum diameter of about 3.5 cm. 5 pieces of copper coins were recovered, among them were 1 piece of “Wanli Tongbao (万历通宝)”, 3 pieces of “Yongli Tongbao (永历通宝)”, 1 piece of “Yumin Tongbao (裕民通宝)”. “Yongli” was the reign title of Zheng’s regime since 1649. Zheng Chenggong and his descendants all used the reign title of Yongli, and since 1651 began to entrust the Japanese to cast “Yongli Tongbao” copper coin (Fig. 8.29). Zheng’s “Yongli Tongbao” copper coins had two Chinese handwriting styles on the face but no text on the back, so they were quite different from “Yongli Tongbao” copper coins used by Yongli regime. “Yuming Tongbao” was made by rebel general Geng Jingzhong (耿精忠) of early Qing Dynasty when he took over Fujian (1674–1676 A.D.). The “Yumin Tongbao” collected from the site was casted two characters “Yi Qian (壹钱)” on the back and was the same as Geng Jingzhong’s coin, which might be used by Koxinga’s son Zheng Jing (郑经) when he cooperated with Geng Jingzhong fighting with Qing Dynasty in 14th year of Kanxi (1675) (Chen, 2012: 61–62; Fig. 8.30). A square shaped inkstone had two parallel string lines on the edge. The center of inkstone is concave, the deepest is about 0.4 cm. The inkstone pool is about 1.2 cm deep. Slightly concave in the flat bottom, engraved Chinese characters of “Zheng Wen □(鄭文□)” and more identified Chinese characters.

8.4.4

Nature and Date of the Shipwreck

The recovered artifacts in Donggu Bay shipwreck mainly were ceramics and weapons. Among them only about 100 pieces of porcelain wares rich in glaze with traces of being used as the daily used utensils on board. Most of them were Fujian

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Fig. 8.29 “Yongli Tongbao” copper coin of Donggu shipwreck

Fig. 8.30 “Yumin Tongbao” copper coin of Donggu shipwreck

kiln products in the late Ming and early Qing dynasties, among which white porcelain was produced in Dehua Kiln, and blue and white porcelain were produced in Jingdezhen civilian private kilns, Zhangzhou Kiln, and Hizen and Imari kilns in Japan. The weapon remains were rich in variety and of large amount. Mines and grenades were found the first time in shipwreck archaeology, especially the large amount of grenades loaded with bullet balls and gunpowder. Copper blunderbusses were very similar to the copper blunderbusses engraved “Koxinga Family (国姓

8.4 Content and Properties of the Shipwreck Excavated in Donggu Bay …

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府)” recovered from the shipwrecks in Guangao (广澳) seaport of Shantou (汕头) (GDPICRA, 2000: 44–48). In addition, more than 600 pieces of neatly arranged copper armors were found, which should be the armor of a certain person on board at that time. Therefore, the ship could not be a maritime merchant junk or an ordinary fishing vessel, but more likely was a warship. Dongshan Island is located at the southernmost of Fujian, between Fujian and Guangdong coast, where East China Sea and the South China Sea meet, with convenient and important strategic position in maritime transportation. In the late Ming and early Qing dynasties, Dongshan was an important stronghold for Zheng’s family to fight the Qing government and to withdraw Dutch away from Taiwan. From the fifth year of Shunzhi (顺治) period (1648) to nineteenth year of Kangxi period (1680), Zheng Chenggong and his son Zheng Jing occupied Dongshan twice, and made it their important base for repairing warships, training soldiers and colleting military support (Chen, 2007: 32–34). Judging from Zheng’s “Yongli Tongbao” and his companion Geng’s “Yuming Tongbao” copper coins recovered from Donggu Bay shipwreck, the copper blunderbusses and a large number of weapons and equipment similar to the recoveries from Zheng Chenggong’s shipwreck in Guangao Port shipwreck, Donggu Bay shipwreck should be Zheng’s warship. According to the casting and using time of “Yongli Tongbao” and “Yumin Tongbao” copper coins, combined with Zheng group’s activities in Dongshan, Donggu Bay shipwreck was not earlier than 1675, and not later than 1680 when Zheng Jing retreated to Taiwan.

8.5

Qing Dynasty Underwater Cultural Relic Sites off Jiujie Jiao Reef (九节礁) and Bai Yu (白屿) in Longhai County

Jiujie Jiao and Bai Yu underwater cultural relic sites are located at the estuary of the Jiulongjiang River and the waters of Wuyu (浯屿) Island in Longhai City of Zhangzhou. No hull remain was found, a certain number of ceramic wares were scattered in the underwater site. The ceramics all were blue and white porcelain, and the vessel type mainly were plates (NCUCH et al., 2017a, b: 352–359, 390). The blue and white plates recovered from Jiujie Jiao shipwreck site were wide opening, pointed and slightly curl rim, oblique arc belly, flat interior and exterior bottom, large but short circular foot with thick foot wall. Grayish white paste, light gray or grayish white glaze, a circle un glazed in interior bottom, the exterior was glazed to the lower part of belly. The blue and white flowers were slightly grayish black, the upper part of interior had a circle of blue and white variant Chinese character pattern of “Shou (寿)” meaning “long life”, the upper part of the exterior painted with a blue and white flower pattern (Fig. 8.31). The blue and white plates recovered from Bai Yu shipwreck were wide opening, round rim, oblique arc belly, slightly convex interior bottom and flat exterior

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Fig. 8.31 Blue and white plates of Jiujie Jiao site

bottom, large circular and thick foot. Grayish white paste, greenish white glaze, the interior bottom had an unglazed circle, the exterior wall was glazed to the lower belly. The plates were gray, both in the lower and upper parts of the inner wall had a single and double circle of blue and white string pattern, in the middle had two circles of variant of Chinese character of “Shou (寿)” meaning “long life”, the interior bottom had a blue square pattern, the exterior wall had a single blue and white ring line pattern and four-group-ribbon pattern (Fig. 8.32). The features of these blue and white porcelain were quite typical, decorated with continuous groups of blue and white variants of Chinese character of “Shou (寿)” (long life) and various patterns with grayish black color, which were also unearthed and recovered in Dehua (德化), Hua’an (华安), Nanjing (南靖), Anxi (安溪) and other places in the late Qing Dynasty kiln sites in South Fujian, Xi Sha (西沙) Islands Shanhu Dao (珊瑚岛) No. 1 shipwreck, Jinyin Dao (金银岛) No. 1 shipwreck, Bei Jiao (北礁) No. 1 shipwreck, as well as in the Tek Sing (泰兴 号) shipwreck of the late Qing Dynasty found in Southeast Asia (Deng & Zeng, 2017: 100–127). These findings suggest that this kind of blue and white porcelain was important trading ceramics shipped to Southeast Asia in the middle and late Qing Dynasty.

Fig. 8.32 Blue and white plate of Bai Yu site

8.5 Qing Dynasty Underwater Cultural Relic Sites off …

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Dongxi (东溪) Kiln in Hua’an in the Ming and Qing dynasties as an important kiln of export porcelain, was located in the upstream of the Jiulong estuary where Jiujie Jiao and Bai Yu underwater remains were found. So these two sites might be the shipwrecks of trading junk sailing from South Fujian seaport to a Southeast Asian country sank in the waters of Wuyu Island in Longhai on its way outbound.

Abbreviations Chinese Academy of Cultural Heritage, 中国文化遗产研究院 Fujian Coastal Underwater Archaeological Investigation Team, 福 建沿海水下考古调查队 FJM Fujian Museum, 福建博物院 FZMCRAT Fuzhou Municipal Cultural Relics and Archaeology Team, 福州市 文物考古工作队 GDM Guangdong Museum, 广东省博物馆 GDPICRA Guangdong Provincial Institute of Cultural Relics and Archaeology, 广东省文物考古研究所 HNPOCRPA Hainan Provincial Office of Cultural Relics Protection and Administration, 海南省文物保护管理办公室 LDKU The Literature Department of Kumamoto University (Japan), (日) 熊本大学文学部 NCUCH National Center of Underwater Cultural Heritage, 国家文物局水下 文化遗产保护中心 NMC National Museum of China, 中国国家博物馆 MSRMGD Maritime Silk Road Museum of Guangdong, 广东海上丝绸之路博 物馆 UARCCNM Underwater Archaeological Research Center of China National Museum, 中国国家博物馆水下考古研究中心 YJMM Yangjiang Municipal Museum, 阳江市博物馆 CACH FJCUAIT

References Chen, X. X. 陈信雄. (1985). Song and Yuan Dynasties’ porcelains collected in Penghu. Cultural Center of Penghu County (Penghu Songyuan Taoci《澎湖宋元陶瓷》, Penghu Xianli Wenhua Zhongxin 澎湖县立文化中心). Chen, L. Q. 陈立群. (2007). A study on shipwreck artifacts recovered from Donggu in Dongshan Island, Fujian . Cultural Exchange between Fujian and Taiwan, 1, 32–34 (Fujian Dongshandao Donggu Chenchuan Yiwu Yanjiu《福建东山岛冬古沉船遗物研究》, Mintai Wenhua Jiaoliu 《闽台文化交流》). Chen, L. J. 陈丽君. (2012). Copper coins recovered from Donggu Bay Shipwrecks in Dongshan. Fujian Cultural Relics and Museology, 4, 61–62 (Dongshanxian Dongguwan Chenchuan Chushui Tongqian Kao《东山县冬古湾沉船出水铜钱考》, Fujian Wenbo《福建文博》).

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Deng, Q. J. 邓启江, & Zeng, J. 曾瑾. (2017). Research on related problems of Shanhu Dao Island No. 1 Shipwreck Site. In NCUCH (Ed.) Underwater archaebology (Vol. 1, pp. 100–127). Shanghai: Shanghai Ancient Books Press. (Shanhudao Yihao Chenchuan Yizhi Xiangguang Wenti Yanjiu《珊瑚岛一号沉船遗址相关问题研究》, Guojia Wenwuju Shuixia Wenhua Yichan Baohu Zhongxin 国家文物局水下文化遗产保护中心Shuixia Kaogu《水下考古》 第一辑, Shanghai Guji Chubanshe上海古籍出版社). FJCUAIT. (2008). Underwater Archaeological Investigation of Shipwreck Site in Shazhou Dao Island, Zhangpu County. Fujian Cultural Relics and Museology, 2, 5–8 (Zhangpuxian Shazhoudao Chenchuan Yizhi Shuixia Kaogu Diaocha《漳浦县沙洲岛沉船遗址水下考古调 查》, Fujian Wenbo《福建文博》). GDPICRA. (2000). Investigation of Southern Ming Shipwreck in Guangao Port, Shantou City. Cultural Relics, 6, 44–48 (Shantoushi Guangaogangnan Ming Chenchuan Diaocha《汕头市 广澳港南明沉船调查》, Wenwu《文物》). LDKU. (2009). A study on the main reasons for the establishment of Ryukyu from the Maritime trade of 13th to the 14th Century: Centered in Fujian Province, China (pp. 256). Kumamoto: Kumamoto University, Faculty of Letters (Cong 13 zhi 14 Shiji de Haishang Maoyi lai Kaozheng Yanjiu Liuqiuguo Chengli de Zhuyao Yuanyin-Yi Zhongguo Fujian wei Zhongxin 《从13至14世纪的海上贸易来考证研究琉球国成立的主要原因—以中国福建省为中 心》, Xiongben Daxue Wenxuebu 熊本大学文学部). Li, J. A. 栗建安. (2019). An overview of Chinese underwater archaeology along the Maritime Silk Road. Sciences of Conservation and Archaeology, 31(4), 129 (Haishang Sichouzhilu de Zhongguo Shuixia Kaogu Gaishu《海上丝绸之路的中国水下考古概述》, Wenwu Baohu yu Kaogu Kexue《文物保护与考古科学》). Liu, M. 刘淼. (2012). A study on ceramics recovered from ancient shipwrecks in Dongshan, Fujian. In Maritime cultural heritage and archaeology in seas surrounding China (pp. 127– 137). Beijing: Science Press (Fujian Dongshan Donggu Chenchuan Chushui Taociqi Yanjiu 《福建东山冬古沉船出水陶瓷器研究》, Haiyang Yichan yu Kaogu《海洋遗产与考古》, Kexue Chubanshe 科学出版社). NCUCH, NMC, FJM, FZMCRAT. (2017a). Investigation report on underwater archaeology in Fujian Coastal Region (1989–2010) (pp. 304–319). Beijing: Cultural Relics Press (Fujian Yanhai Shuixia Kaogu Diaocha Baogao (1989–2010)《福建沿海水下考古调查报告 (1989– 2010) 》, Wenwu Chubanshe文物出版社). NCUCH, NMC, GDPICRA, YJMM. (2017b). The first archaeological reports of the South China Sea No. 1 Shipwreck—Investigation between 1989–2004 (pp. 557–558). Beijing: Cultural Relics Press (Nanhai Yihao Chenchuan Kaogu Baogao Zhiyi:1989–2004 Nian Diaocha《南海 I号沉船考古报告之一: 1989–2004年调查》, Wenwu Chubanshe 文物出版社). NCUCH, GDPICRA, CACH, GDM, MSRMGD. (2018). The second archaeological reports of the South China Sea No. 1 Shipwreck—Investigation between 2014–2015 (pp. 277–298). Beijing: Cultural Relics Press (Nanhai Yihao Chenchuan Kaogu Baogao Zhier: 2014–2015 Nian Diaocha《南海I号沉船考古报告之二: 2014–2015年调查》, Wenwu Chubanshe 文物 出版社). Peng, S. F. 彭适凡 (Ed.). (1998). White celadon porcelain with date signed in Song and Yuan Dynasties (pp. 68). Zhuang Wanli Cultural Foundation (Songyuan Jinian Qingbaici《宋元纪 年青白瓷》, Zhuangwanli Wenhua Jijinhui 庄万里文化基金会). UARCCNM, HNPOCRPA. (2006). Underwater archaeology in Xisha Islands, 1998–1999 (pp. 66–138). Beijing: Science Press (Xisha Shuixia Kaogu 1998–1999《西沙水下考古1998– 1999》, Kexue Chubanshe 科学出版社). Yang, Z. L. 羊泽林. (2012). Connotation and nature of Banyang Jiao No. 1 Shipwreck Site, Zhangzhou, Fujian. In Maritime Cultural Heritage and Archaeology in Seas Surrounding China (pp. 120–126). Beijing: Science Press (Fujian Zhangzhou Banqiangjiao Yihao Chenchuan Yizhi de Neihan yu Xingzhi《福建漳州半洋礁一号沉船遗址的内涵与性质》, Haiyang YIchan yu Kaogu《海洋遗产与考古》, Kexue Chubanshe 科学出版社).

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Yang, Z. L. 羊泽林. (2015). Investigations and discoveries of the Yuan Shipwreck Site in Shengbei Yu Island, Zhangpu. Cultural Relics of the East, 3, 69–78. (Zhangpu Shengbeiyu Yuandai Chenchuan Yizhi Diaocha Shouhuo《漳浦圣杯屿元代沉船遗址调查收获》, Dongfang Bowu《东方博物》). Ye, W. C. 叶文程. (1988). Essays on the study of Ancient Chinese Export Porcelain (p. 267). Beijing: The Forbidden City Publishing House (Zhongguo Gu Waixiaoci Yanjiu Lunwenji 《中国古外销瓷研究论文集》, Zijincheng Chubanshe 紫禁城出版社).

Chapter 9

Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong Jian Sun

During the 1970s, Michael Hatcher, a British merchant salvaged then auctioned the mid-eighteenth century Geldermalsen shipwreck of the Dutch East India Company and the Chinese Tek Sing (泰兴号) shipwrecks discovered in the waters near Indonesia, causing a wave of illegal private salvage of shipwrecks in South China Sea. During this period, the English merchant Roy Martin followed Hatcher’s example, starting from the archives of the East India Company and discovered 42 m long Rijnsburg (or Rhynsburg), which in 1772 loaded tin ingots, silver, pepper, cotton cloth, fur and other cargoes and sank in the waters near Xiachuan (下 川) Island in Guangdong, China. In August 1987, after getting the permission of the Chinese government, Martin’s maritime detection and salvage company began to search for the Rijnsburg shipwreck near the Chuanshan (川山) Islands in the South China Sea, Guangdong Province. After using sonar instruments to detect the seabed in the preset sea area, they found the suspected a targets then used large submarine grab buckets for deep digging, accidentally salvaging a large number of different artifacts, including porcelain, copper wares, tin wares, gilded wares, iron wares and silver coins. Among ceramics mainly were porcelain made in China during the Song and Yuan dynasties. They were sure that it was not the Dutch merchant ship Rijnsburg they were looking for, but instead it was a Chinese shipwreck in Song and Yuan dynasties. The shipwreck was located in the continental shelf in the north of the South China Sea near the western coast of Guangdong Province, about 102 nautical miles east of the Pearl River Estuary, within 50 m of the offshore isobaths with a depth of 24–26 m underwater. There are many islands and reefs around the shipwreck site, the nearest reefs are Da Fanshi (大帆石, Big Sail-Shaped Rock) Reef and Xiao Fanshi (小帆石, Small Sail-Shaped Rock) Reef with the distance of about 1500 m, and the larger islands in the distance are Mangzhou (莽洲) Island, Shangchuan (上 川) Island, Xiachuan (下川) Island, and Hailing (海陵) Island and etc. The Chinese personnel at the scene took timely protective measures, reporting to the competent department of cultural relics in Guangdong Province and handing over the artifacts © The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_9

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9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

to the Guangdong Provincial Museum. After preliminary identification, it was confirmed that the shipwreck should be related to the history of the traditional “Maritime Silk Road” (Figs. 9.1, 9.2). In August 1989, the National Museum of Chinese History and the Japanese Institute of Archaeology signed a memorandum of intent for cooperation in the investigation of underwater shipwrecks in the South China Sea and established the “Joint Sino-Japanese Investigation and Academic Committee of the Nanhai Shipwreck”, appointing Mr. Su Bingqi (苏秉琦), chairman of the Chinese Archaeological Society, as chairman, and Namio Egami (江上波夫), vice president of the Japanese Archaeological Society, as vice chairman of this committee. In November 1989, the National Museum of Chinese History conducted the first preliminary investigation of Nanhai shipwreck in cooperation with the Japanese Institute of Underwater Archaeology. Mr. Yu Weichao (俞伟超), the curator of the National Museum of Chinese History being the team leader, and Professor Shouzou Tanabe (田边昭三) being the deputy team leader, formed the Underwater Archaeological Investigation Team of Nanhai Shipwreck. At the beginning of the underwater archaeological investigation, Mr Yu proposed that the shipwreck be named as “Nanhai No. 1 Shipwreck”. During this investigation, the general location of the shipwreck was confirmed and specimens were collected, and the first-hand information on the sea condition and meteorology where the shipwreck located were obtained (Fig. 9.3).

Fig. 9.1 The location of Nanhai No. 1 shipwreck in the north of South China Sea

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

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Fig. 9.2 The sea region of shipwreck near to Da Fanshi and Xiao Fanshi reefs

Fig. 9.3 Professor Yu Weichao and Shouzou Tanabe inspected sea region of Nanhai No. 1 shipwreck in 1989

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9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

The further underwater archaeological work of “Nanhai No. 1 Shipwreck” was restarted in 1999, and the underwater archaeological team of “Nanhai No. 1 Shipwreck” was established with the approval of the State Administration of Cultural Heritage. Advanced scientific and technological means such as side scan sonar, sub bottom profiler and differential GPS were used in the investigation. For the first time, underwater archaeological professionals detected the scattered concretions and artifacts on the shipwreck site and made accurate localization. They re-investigated the location of “Nanhai No. 1 Shipwreck” in October 1999, again detected a large number of porcelain shards, most importantly, they obtained the precise location of the “Nanhai No. 1 Shipwreck” and reconfirmed it. A number of large-scale underwater explorations and partly trial excavation work were carried out between 2002 and 2004. The focus of the work was to fully understand the distribution scale, accumulation and preservation of the shipwreck, providing the scientific basis for the preparation of excavation, salvage and protection programs. With the cooperation of underwater engineering and professional diving technicians, many tasks, such as dredging, underwater investigation, recording, underwater photography, collection of scattered artifacts, small area trial excavation and etc. were conducted, and valuable firsthand data and artifact specimens were obtained. More than 4,500 pieces of intact and recoverable objects, mainly porcelain, were collected in addition to gold, silver, tin, iron, copper and lacquer wares, animal bones, fruit and other varieties (Fig. 9.4). Because the water depth of “Nanhai No. 1 Shipwreck” was more than 26 m, the underwater visibility was extremely poor, the conventional diving time was limited, and the underwater excavation was not conducive to the overall protection and the collection of buried information in maximum, the excavation scheme of “overall excavation, protection by relocation” was formulated in 2005. This scheme was designed under the guidance of “rescue in priority, protection at first”, the principle of cultural heritage preservation of China, considering the excavation experience and multi-directional, multi-angle, multi-level research and assessment, reported to and approved by the State Administration of Cultural Heritage. On April 9, 2007, the whole salvage work of “Nanhai No. 1 Shipwreck” was formally launched. The work lasted 264 days, employing the Asia’s largest pontoon crane “Hua Tianlong (华天龙)” with 4000 tons displacement and “Zhongren (重任) 1601” semi-submersible barge with 16,000 tons displacement, as well as a total of 21 large-scale ships. Divers worked 3016 times with total 195,000 min underwater. On December 22, the whole accumulation of “Nanhai No. 1 Shipwreck” was cut and carried out of water in a huge caisson. On December 28 it was towed and moved into the “Crystal Palace” museum at beach of Hailing Island in Yangjiang. With the support of the State Administration of Cultural Heritage and Guangdong Provincial Government, a museum with the theme of “Nanhai No. 1 Shipwreck” was set for its protection, excavation and research (Fig. 9.5).

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Fig. 9.4 The underwater investigation on the site in 2004

9.1

Underwater Deposition and Accumulation Status

After the whole accumulation of “Nanhai No. 1 Shipwreck” in the caisson was moved into Crystal Palace, a series of subsequent protective measures followed, and the excavation scheme was developed in the process of protection. After over again discussions, the excavation work began at the end of 2013 and was still carried out in the caisson used for salvage. The excavation order was inside hull first and then outside the hull, the artifacts inside the hull were excavated and collected first, the hull body was strengthened from both sides, and then the

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9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.5 The overall salvage and relocation of the shipwreck accumulation

sediment outside the shipboard were excavated and cleared up step by step. Specifically, being the remain of a large ancient wooden shipwreck and the largest decayed hull of a shipwreck with both prow and stern up warping in midair, it might be prone to fracture, it was necessary to excavated and collect cargo remains in the shipwreck to reduce the pressure inside the hull. At the same time, the internal structure of each compartment in the hull was related to each other and was an organic whole so the process of excavation should be well coordinated. The overall horizontal layout and spatial relationship of different depths in the compartment should be accurately grasped and understood. On the basis of layer by layer protection and hull structure support, the accumulation outside the hull was excavated layer by layer from top to low deposit, and the shipwreck was finally separated from the caisson. Along the whole excavation process, the water level of the immersion pool out of the caisson was effectively controlled, the circulating water was exchanged on schedule, the reasonable height of the water surface was gradually adjusted to ensure the hull accumulation not to be changed and damaged dramatically, and to meet the best humidity and temperature (Fig. 9.6). The excavation formally began in February 2014, with exploration method of each 6
6 m2 to excavate the upper accumulation in the caisson, with a total excavation of 398.6 m2. After excavation it was confirmed that the shipwreck was buried under the sea mud about 1–1.5 m deep with a large amount of concretion distributed in the upper deposit and outside of the wooden hull. Because of the

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Fig. 9.6 The whole accumulation of the shipwreck before the excavation in the “Crystal Palace” museum

influence of fishery activities, underwater investigations, artifact collection and marine motivation, the stratigraphic accumulation was disturbed to varying degrees, but the accumulation layers inside and outside the hull were basically explicit and definite. It was a typical marine buried environment with horizontal wholeness and vertically separate layers, which was influenced by external force and hydrodynamic force. Taking the longitudinal section of west wall between T0101 and T0601, and the transverse section of the south wall between T0401 and T0402 as examples, limited in the boundary of the caisson, from the prow to the stern, the excavated depth reached 1.9 m, which could be roughly divided into 5 layers. The 1st layer was the backfilled yellow sand soil formed during the whole shipwreck salvage operation in 2007, which was all over the caisson, with different thickness in different parts. The 2nd and 3rd layers were the yellowish brown, grayish black and viscous sea mud silt in the late period after the sinking of the ship, which was exposed to the upper surface of the protruding part of the concretion of the shipwreck. The 4th layer was the early sea mud silt, mainly formed by the disturbance during and after the sinking of the ship, from this layer unearthed a large number of disturbed porcelain shards, pieces of broken timber, and debris of the concretion and alike. Among them, 4th-a layer composed a large number of porcelain shards which were scattered in the late period then drifted back in situ, 4th-b layer composed scattered iron nails, iron cooking pans, porcelain shards, timber pieces and a large number of marine shellfish secretions, and concretion formed by debris decay

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9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

and calcification, 4th-c layer composed grayish brown clay silt mixed with scattered timbers and porcelain shards, small shells of marine creatures. The exposed cargo accumulation below the 4th layer was mainly in-situ preserved and protruding concretion formed by iron-nailed, iron cooking pans, neatly arranged porcelain wares, and wooden hull. The 5th layer was the original greenish gray sea mud, belonging to the natural sea mud silt deposition before the sinking of the ship. It was lifted and wrapped around the hull for being squeezed by the shipwreck. There was an obvious outward slope tilt from the hull, and was generally about 0.1–0.3 m lower than the surface of the wooden hull. In the lateral accumulation of rudder hole, under a large area of concretion was a layer of scattered porcelain wares, copper coins, lacquer ware debris and other thicker accumulation, about 0.1–0.21 m thick, with a layer of greenish gray clay sea mud under it. In general, the 2nd layer to 4th-c layer were historical shipwreck sediments after the sinking of the ship to time being discovered in 1987, in which the 2nd and 3rd layers belonged to viscous silt-type sediment formed by the floating of the upper part of the shipwreck disturbed by marine motivation, and then gradually deposited. 4th-a, 4th-b and 4th-c layers were formed during the sinking process and the longer period after the sinking. No difference between the 1st, 2nd and 3rd layers inside and outside the hull, but the lower layer accumulation inside and outside the hull were somewhat different, mainly in the 4th-c layer. The 4th-c layer outside shipwreck were scattered with a large number of porcelain shards, ship timbers, lacquer wares and fragments of concretion, which had been floated out of the ship for water flowing during or after the sinking of the ship, while 4th-c layer inside the hull was the early sea mud accumulation on the top of the cargo, mixed with scattered porcelain shards, gold and silver wares, copper ring, copper coins, cinnabar, tin beads etc., formed by the disturbance of sea current and towing fishing nets. There were some special features of stratum inclusions in marine sediment environment, among them the most obvious was the permeability of siltation layers. The 2nd and 3rd layers of sea mud silt were soft and penetrable during and after their underwater formation, which was demonstrated by the founding of a large number of stone and lead net weights of different periods in the 3rd or 4th layers inside the shipwreck, and the recovering of blue and white porcelain bowls in the left side of the 4th compartment. Because of the particularity of underwater environment, the connotation of siltation was relatively simple and pure. The connotation of cultural accumulation inside and outside the shipwreck was mainly the remains of shipwreck itself and disturbed cargo content, or the original arranged cargo accumulation, only mixed with a small amount of artifacts disturbed by fishing and water flow. Due to the disintegration of the part hull structure, and disturbance of sea water and fishing net towing, the wooden components and cargoes in shipwreck were repeatedly moved, condensed, disturbed and re-deposited. So it is very difficult to distinguish the upper structure of

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the hull and the upper loading mode of the ship cargo, forming the more chaotic and complex accumulation in 4th-a layer. The porcelain shard layer from top to bottom, the concretion layer and the accumulation of mixed porcelain shards and timber pieces also indicated the deposition process of ship’s cargoes, which were disturbed then shifted from their original positions. In addition, judging from the exposed random accumulation of timbers, wooden barrels, lacquer wood wares, porcelain, stone grinders and so on under the concretion of iron nails and iron cooking pans in the stern and its rear, it can be inferred that the accumulations outside the rudder hole and the stern were the result of long-term repeated deposition of the damaged hull, the swing and shifting of the ship cargoes. The deposition state of wood objects such as ship timber and wooden barrels, which were lower than the outer rear part of the stern, showed the left and right arc accumulation with the stern as the center, reflecting the process of outward drifting and deposing of wooden timber components from the hull. There were also a small number of artifacts scattered in the surrounding area of the shipwreck for different reasons. They probably were scattered when the upper structure of the ship disintegrated, and mostly distributed within 1–2 m around the shipwreck. Except for a small amount of hull timbers, they mainly were some of the utensils and copper coins from the shipwreck (Figs. 9.7, 9.8, 9.9).

Fig. 9.7 T0101 test excavation on the sediment outside the hull of front left (Mar. 22, 2014)

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.8 2015NHIT0101-0601-west wall profile

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Fig. 9.9 2015NHIT0401-NHIT0402-south wall profile

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9.2

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Hull Remains and Shipbuilding Technique

The surface contour area of the remains of the wooden hull was about 179.15 square meters and the residual length was about 22.15 m. The total length of the surface was 20.3 m from the first compartment to the middle line of the rudder hole, and the widest was in the 10th compartment, about 9.85 m. The original joint structure of the upper section of the shipboard and the two ends of bulkheads was practically disintegrated and separated, forming a certain gap and spacing, so the measurement was not accurate in the maximum width of the hull. Except for the incomplete part of prow and stern, and the lost upper components, the hull structure under the main deck was basically intact, without obvious collision and disintegration of the hull. It means that during the sinking process, the ship basically sank steadily into the sea bed. The both sides of starboard of the hull extrude outwardly for the pressure from the weight of the deposits in the compartment. The joints between the shell plates and the upper end of the bulkhead plates were generally split and disconnected. Because of the gnawing of the seafloor creatures, and soaked in seawater for nearly a thousand years, some timbers of the hull and scattered ship materials were seriously hydrolysed and damaged, showing a soft porous cavernous shape with many cracks and traces of submarine biological corrosion. The remaining hull consisted of 14 watertight bulkheads of different thickness and length, numbered BHD1 to BHD14 from prow to stern, of which the no. 12, no. 13 and no. 14 were slightly thicker and heavier than others. These bulkheads were closely joined to the bottom plates, broadside, deck and longitudinal girders of deck, longitudinal girders of hatch to form a whole, increasing the structural stiffness and strength of the hull. Because of the incomplete prow peak tank, the prow seal plates (front back plate and manger board) did not exist. The hull contained 15 longitudinal compartments, numbered C01 to C15 from the prow to the stern, in which the C01 compartment, namely the prow peak tank, was damaged and did not exist, remained 14 compartments with a distance of about 0.62–2.01 m between each adjacent two, including the stern peak tank. On the two ends of some bulkheads connecting the shell plates, a lot of thick wooden strips with flat square section were set as ribs, being closely fixed with the bulkheads and the shell plates. Two lines of movable dividing boards were installed longitudinally along both sides of the middle line in the compartment between the prow and stern, which were symmetrical from the prow to the stern plane, and could be temporarily installed and removed according to the need. They could be used not only for the separation of ship cargoes in the compartments, but also served as auxiliary reinforcement structure to support the stability of the crossing bulkheads. The two dividing boards between two adjacent compartments were joined to form three sub-compartments in each compartment horizontally, numbered from left to right. For instance, C10 compartment could be divided into three parts of the C10a, C10b and C10c. There were only two sub-compartments of left and right in the stern peak tank. This kind of structure not only could maximize the use of compartment space, separate cargos

9.2 Hull Remains and Shipbuilding Technique

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of different owners and different types, made them easy to be loaded and unloaded, but also avoid the unbalancing and overturning of cargoes in different positions, which was not found in the ancient shipwrecks before. Regarding the remaining shipboards on both sides, the sideboard deck and waterline deck board were connected, which can be regarded as a component of the waterline deck, showing a zigzag groove structure of concave shape in cross section. The outer side of a slightly curved and arched planks connected the left shell plates of the stroke-side, and the inner side lap joined with bulkheads, filled with adhesive materials for waterproof between plates. The surfaces of the sideboards were much damaged, the front and back were broken, squeezed and cracked, tilted outwardly and partially shifted. The shipboard plate was a triple plate structure of inner, middle and outer layers, the thickness of them from inside to outside was 0.1, 0.03, 0.04 m respectively, and the outer plate remained a square shallow hole of 0.025 m long and 0.05 m wide. The upper parts of some compartments remained a deck or cargo pads, the prow deck and the stern deck did not exist. The middle part of the stroke-side deck remained, and the upper surface of some compartments remained whole pads, which should be part of cover plates, upper deck plates or the deck plates in the middle of the hull. The shell plates were set with three or four layers, and the shell plates were transversely connected by angel lap joint. The upper shell plates were connected with lap joint technique, mostly with three layer plates, and four layer plates on the top. The upper and lower shell plates of the hull were connected by lap joint, tenon and rivet, and even the wooden nail fixation (Figs. 9.10, 9.11, 9.12, 9.13). The mast seat was installed in the sixth compartment from the prow to the stern, namely in the midship of the hull, which should be the middle mast or main mast. A hold of mast seat for movable mast was installed, the structure of the mast hold was clear and set on the direction of prow, in which a movable mast could be installed and removed to the direction of the prow. The rudder bearing hole was installed between the bulkhead of No. 14 and stern seal plate. A thick and heavy wedge plate of 0.5 m wide, 0.45 m long and 0.18 m thick was installed between No. 13 bulkhead and the rudder plank, in the center of No. 14 compartment. The rudder bearing hole was half-moon shaped, with the diameter of the outer hole 0.66 m, the inner hole 0.26–0.36 m, smooth surface and obvious abrasive trace. The rudder hole, the bulkheads in front and back of the rudder were better preserved, with a distance of 0.8 m from a thicker and heavier bulkhead. Both left and right side of the rudder were set a vertical lap reinforcing wood closely connected with the stern seal plank. The tilt structure of the rudder bearing hole was the same as that of the stern seal plank, and the gradient was slightly lower than the stern seal plank, about 25 degrees, showing that the rudder could be move up or down. Various kinds of timber were used in the hull structure, so far, according to the tests, wood used in the different part of the upper hull were Pinus massoniana, Fujian cypress, Hainan olive kernel wood, Mischocarpus sundaicus, Jiangnan alder and other species. Specifically, for the front and right sideboard of the ship, the bulkheads in the prow and the midship used pinus latteri mason, the beams of the middle mast used acer fabri hance, the rudder hold used Cinnamomum porrectum,

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9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.10 The horizontal plank inside the compartment hold of hull

the stern seal plank used acer decandrum merr, and for the outer side of the seal plank used nagkassar. The hull structure and shipbuilding technique of the Nanhai No. 1 shipwreck was similar to those of Song and Yuan shipwrecks found in Quanzhou Bay, Huaguang Jiao No. 1 shipwreck in Xi Sha Islands in Hanan, and Sinan shipwreck in South Korea. They shared the features of keel structure, cross section V, small aspect ratio, wide and flat hull plan, the slightly raised flat prow, curved shape of both sides boards, and arc shape stern. It had the features of certain deep hull draft, high safety margin, wave resistance and large loading capacity, belonging to the Fujian Ship of the three types of ancient Chinese junk. The hull of Nanhai No. 1 shipwreck was well preserved and remain a certain three-dimensional structure,

9.2 Hull Remains and Shipbuilding Technique

177

Fig. 9.11 The connection between three layers’ shell and four layers’ shell at left board of co7 compartment

which was quite rare in the shipwreck archaeology both at home and abroad before, and it is of great significance for the study of the history of ancient Chinese shipbuilding and overseas trade.

9.3

The Content and Source of Ship Cargo

The artifacts found in the shipwreck mostly were ceramics and iron wares, as well as a considerable amount of coins (Figs. 9.14, 9.15, 9.16). According to the normal overseas trade in the Song Dynasty, silk was also a kind of good in large quantity. However, it was possible that due to the long-term immersion in the sea floor, all silk cargo of this wreck were decomposed. The soil sample testing showed that only a few cargo compartments remained silk protein residue, thus confirming the existence of silk goods. Ceramics basically came from the famous kilns in the south regions in the Song Dynasty, most of them from the civilian private kilns in the coastal areas of Fujian and Zhejiang, and some were from Jingdezhen, which included celadon, white celadon, white glaze, brown glaze, black glaze and other varieties. Among them, mostly were white celadon from Jingdezhen, white porcelain and white celadon from Dehua Kiln, brown glaze and green glazed porcelain from Cizao Kiln, celadon

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.12 Plane of the first layer of hull

178

Fig. 9.13 The hull remain with cargo loaded in compartments

9.3 The Content and Source of Ship Cargo 179

180

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.14 The regular and orderly loaded ceramics in ship compartment

from southern Fujian kilns and Longquan Kiln system. The main wares included pot, jar, kettle, bowl, dish, plate, powder box, stove and so on (Figs. 9.17, 9.18). Iron was another kind of cargo in large quantity, so far the total of more than 130 tons were unearthed from the shipwreck. A large number of finished or semi-finished products, such as iron bars, iron ingots and iron cooking pans, were loaded in some compartments and on the deck, which formed some large volume of concretion (Figs. 9.19, 9.20, 9.21, 9.22, 9.23). The concretion above the compartments were regular and orderly placed, well sorted and classified, and the loading method was clearly discernible. Judging from their positions, there were a considerable number of deck cargo, and iron wares such as iron cooking pans and iron nails were placed on the deck from No. 12 compartment to the deck of the No. 2 compartment or the upper part of the compartment, or the pads where was vertically overlapped, forming huge volume of concretion. The iron wares mainly placed along the center line of the stern and its left and right, in order to keep the hull balanced and stable. Iron bars and ingots, were also stacked on both sides of the board and small sub-compartments in the center of the No. 2 to No. 8, No. 11, and No. 12 compartments, but did not extend to the stroke-side and starboard. On both sides of the upper part of small sub-compartment in No. 12 compartment also stacked iron pots and so on. This loading method indicated that a quantity of iron

9.3 The Content and Source of Ship Cargo

181

Fig. 9.15 The pottery pots full with small artifacts of cargo

wares was loaded on the ship in different times, and might be loaded according to the order of seaports for convenient unloading during navigation. Other discoveries, such as gold, silver, copper, tin and lacquer wood wares, were also very important. Gold leaves and silver money were stamped with shop names, weights, place names, etc. indicating that the commodity economy in the Southern Song Dynasty was very active and extended to the field of overseas trade. Some special export porcelain, gold accessories and ornaments with rich exotic styles, cinnabar, mercury and rhinoceros, red lacquer wood wares and so on are high valuable (Figs. 9.24, 9.25, 9.26, 9.27, 9.28, 9.29, 9.30, 9.31, 9.32, 9.33, 9.34, 9.35). In addition, a large number of rings, bracelets, armlets, necklaces and other gold accessories, as well as gold leaves and sheets, jade wares, silver money, lacquer wares and other non-ship cargoes and crew utensils, were also recovered. The wooden barrels, debris of wooden basin, varnished octagonal plates, ink slabs, wooden combs, special shaped square bronze mirrors, bronze mirrors with seahorse and grape pattern, the holding pot inscribed with Chinese characters of “Zhou Qiao Qian Gong Yong” (舟乔前公用, means “common utensil in the ship”) unearthed from collapsed wooden structure in the stern, large pottery pots in C09 and C10 compartments, small celadon pot with plum in C08 compartment, millstone stone, millstone sticks, the combination of pottery stove and iron cooking pans, were all

182

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.16 The deposit of the cargo remains inside the hull

Fig. 9.17 The ceramic cargoes loaded inside the hull

9.3 The Content and Source of Ship Cargo Fig. 9.18 A group of white porcelain kettles packaged in piles with straw

Fig. 9.19 The iron pans and nails loaded in the middle of twelfth compartment (C12b)

183

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9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.20 The iron nails loaded under the piles of white porcelain bowl in sixth compartment (C6)

Fig. 9.21 The iron pan of No:039

Fig. 9.22 A package of iron bars

Fig. 9.23 The distribution of iron artifacts inside the hull

9.3 The Content and Source of Ship Cargo 185

186

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.24 Gold accessories and artifacts discovered in a lacquer box

Fig. 9.25 A tassel shaped gold accessory

9.3 The Content and Source of Ship Cargo

Fig. 9.26 Gold chest accessary

Fig. 9.27 Gold leave stamped with Chinese characters

Fig. 9.28 A group of bar shaped gold ornaments

187

188

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.29 A gold bracelet

Fig. 9.30 A gold bracelet (T0401④:3)

Fig. 9.31 A dragon shaped golden bracelet

the daily necessities of the ship (Figs. 9.31, 9.36). A number of gold and tin ornaments were found, bearing Arabic style. Gold leaves and most gold ornaments were found in the same box, might be owned by a certain foreign merchant on board. Large amount of wooden beads, wooden strings, religious bottles or gourd Buddha heads, a cicada-shaped wood carving ornaments, as well as polished fish spine ornaments, might be the belongs of ordinary crew. Lots of stone, jade and glass ornaments, including jade carving Avalokitesvara, arhat statues, human statues, crystal pendant figurines were more valuable, might be the belongs or cargoes carried by merchants. Among the unearthed red lacquer wooden wares with rhinoceros image were large and elaborately decorated plates, exquisite daily use

9.3 The Content and Source of Ship Cargo

189

Fig. 9.32 A group of gold earring

Fig. 9.33 A gold ring

boxes and other objects, mostly were in the living area of the stern, which were quite few and valuable, should be the belongings of passengers with considerable identity and financial resources, or were purchased as work of art instead of ordinary bulk trading ship cargoes (Figs. 9.37, 9.38). A large number of plant fruit remains were also found, some of them were not excluded as ship cargo, but most of them should be daily life materials for crew (Fig. 9.39). After sorting and identification, they were 19 species, which were divided into four categories of fruit, melon, grain and spice, and among fruit also can be subdivided into kernel, nut, berry and litchi. Among the 19 species of plant remains, mostly were chinquapin in nuts and plum kernels in drupe, respectively accounting for 63.6 and 25.7% of the total number of unearthed plant foot remains. Nuts belonged to dried fruits and were easy to be long-term preserved. Drupe was the main fresh fruit suitable for pickling. Pepper was the earliest remains that was unearthed so far, indicating that pepper spread to China no later than the Southern Song Dynasty. Candlenut found in the site is also one of condiments in Southeast Asia. The recovered animal remains were two categories. One was the livestock carried on the ship, mainly 9 pigs, cattle, 86 sheeps, 46 chickens, 40 geese and other poultry, as well as turtles and frogs. Another category was fish, birds and shellfish caught in the course of voyage, similar to the animal remains recovered from the

190

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.34 A silver ingot stamped the weight

Fig. 9.35 A group of glass beads

Song Dynasty shipwreck in Quanzhou Bay, except three kinds of cattle, chicken and goose remains.

9.4

Analysis on the Sailing Route of the Ship

A large number of valuable artifacts found in “Nanhai No. 1 Shipwreck” present the characteristics of cultural exchange and assimilation. Judging from the existing materials, the seaport of origin of “Nanhai No. 1 Shipwreck” was most likely

9.4 Analysis on the Sailing Route of the Ship

191

Fig. 9.36 Brown glazed pot inscribed with Chinese characters

Fig. 9.37 A lacquer plate decorated with interlocking flower pattern

Quanzhou, and its destination should be South Asia or Persia in West Asia. The shape of “Nanhai No. 1 Shipwreck” belonged to the Fujian Ship as one type of ancient Chinese junk. The shipbuilding industry in Quanzhou was highly developed during the Song Dynasty, and “Sea Boat” as a special product in Fujian were usually recorded in the historical literatures (Yue, 2007: 2030). Undoubtedly, the

192

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

Fig. 9.38 A jade avalokitesvara statues

places where this type of ship built and used were likely to be in the central Fujian. Moreover, the structure and building materials of any kind of ship would be adaptively adjust elsewhere, while “Nanhai No. 1 Shipwreck” was almost consistent with the Houzhu shipwreck found in Quanzhou in the 1970s, indicating that it was closely related to Fujian. The plant fruit remains unearthed from “Nanhai No. 1 Shipwreck” also indicate from another point of view the origin seaport of the shipwreck. The fruit species of these plants were almost the varieties in the south, most of them, such as olive, litchi, candlenut, Yunnan jujube, torreya grandis fort, scaevola and so on, were the special plants in Lingnan and Fujian. Among chinquapin, which accounts for 63.6% of the total remains of unearthed fruit, mostly were the famous Jianou (建瓯) chinquapin from Fujian. The analysis of the distribution and origin of plant species unearthed from Naihai No. 1 shipwreck demonstrated that most of the unearthed food plants and daily necessities belonged to the crew who mostly came from Fujian coast regions. The plant food purchased and stored for long voyage should also mainly produced in South China, especially in Fujian, which were local food the crew accustomed and easy to be purchased. So far (April 2019), more than 171,600 pieces of artifacts were recovered in the hull, plus the number collected during underwater investigations and overall

9.4 Analysis on the Sailing Route of the Ship

areca-nut kernel

black pepper

193

grape seed

litchi kernel

melia azedarach seed

plum kernel

choerospondias axillaris kernel

torreya nucifera

gingko

kekuioilplant

rice hull

pine nut

castanea henryi

zanthoxylum seed

unknown

ziziphus mauritiana kernel

Benincasa hispida seed

scaevola taccada

date pit

olive kernel

Fig. 9.39 Fruit nut remains

salvage between 2000 and 2005, the total amount of goods in the whole ship exceeded 200,000 pieces, and the largest quantities were ceramics and iron wares. Among them, the source of porcelain was definite, mainly from Dehua Kiln, Cizao Kiln and Yiyao (义窑) Kiln of Minqing, as well as the products from Longquan Kiln, Jingdezhen Kiln, etc. No definite varieties produced in Guangdong in the Song Dynasty were found. Iron was another kind of cargo in large quantity, the iron wares collected from the ship was more than 130 tons. Fujian coastal areas, especially south Fujian, were the main producing and exporting area of iron wares in Song Dynasty. According to the Chronicle of Sanshan Fuzhou of Chunxi Age (Chunxi Sanshan Zhi), Ningde and Yongfu (永福) counties were famous for three kinds of iron products with different process, which were sold along the coast to Zhejiang. During Qingli (庆历) period in the Northern Song Dynasty a law was enforced forbidding people to sell iron over the sea regions (Liang, 2007: 1661). The History of Song Dynasty (Song Shi) recorded that in order to effectively manage the highly developed situation of mining and metallurgy industry, the Song government also in the fifth year of Qingli period (1045) established a department in Quanzhou in charge of the local iron and coin industry (Tuotuo, 1977: 4380). The Chronicle of Quanzhou Prefecture (Quanzhou Fuzhi) of Qianlong age aoso noted that during Kaibao (开宝) period in the Song Dynasty the government exploited more than two hundred mines of iron, among them in Quanzhou were Yiyang (倚洋) mine in Yongchun, Qingyang (青阳) mine in An’xi, Chishui (赤水)

194

9 Nanhai No. 1 Shipwreck off Yangjiang (阳江) Coast of Guangdong

mine in Dehua, Shijun (石菌), Luwan (庐湾), Niutouyu (牛头屿), Changjitou (长 箕头) in Jinjiang, Bokeng (卜坑), Huangqi (黄崎), Jiaotou (礁头), Xudai (许埭), Gangwei (港尾), Shaliu (沙溜), Lutou (庐头), Fengqian (峰前), Niudai (牛埭) in Hui’an, all found iron ores (Huang, 2000). An important feature of Quanzhou as a commercial city in ancient times was its highly developed handicraft industry. In the Five Dynasties there were Wanyao (碗窑,meaning “bowl kiln”) k village outside the east city gate, Cizao (磁灶, meaning “ceramic firing stove”) township outside the south gate, iron smelting yard and Tielu (铁炉, meaning “iron furnace”) temple in the southwest. In the Song Dynasty there were Flower Lane, Tin Lane, Wind Furnace Lane, Lotus Lantern Lane, Furnace Lane and other handicraft workshops outside Chongyang Gate (崇阳门). Therefore it is understandable that at that time Quanzhou boatmen not only transported local made cooking pans, cauldron, needles and other copper and iron wares, selling them to coast of Zhejiang, but also exported them from sea routes to Southeast Asian countries (Figs. 16, 17, 18). Thence we are able to conclude that the Nanhai No. 1 Shipwreck purchased and loaded iron cargoes in Quanzhou then started its voyage. Quanzhou was the most likely seaport of its departure.

References Huang, R. 黄任 (Ed.). (2000). Chronicle of Quanzhou prefecture. Volume 21. Originally made and published in Qianlong(乾隆) reign, republished in 8th year of Guangxu (光绪) reign (1882) of Qing Dynasty, new edition, Shanghai: Shanghai Bookstore Publishing House (Qianlong Quanzhou Fuzhi乾隆《泉州府志》,Shanghai Shudian上海书店). Liang, K. J. 梁克家. (2007). Chronicle of Sanshan Fuzhou of Chunxi Age (Vol. 41, pp. 1661). Originally published in Song dynasty, Annotated and Re-edited by Wang, X. B. (王晓波), Li, Y. X. (李勇先), Zhang, B. J. (张保见), new edition, Sichuan University Press (Chunxi Sanshan Zhi Juan Di Sishiyi《淳熙三山志》卷第四十一, Sichuan Daxue Chubanshe四川大 学出版社). Tuotuo, 脱脱 (Ed.). (1977). The history of the Song Dynasty (Vol. 180, pp. 4380). Originally made in Yuan Dynasty, new edition, Beijing: Zhonghua Book Company (Songshi《宋史》卷 一百八十, Zhongua Shuju中华书局). Yue, S. 乐史 (Ed.). (2007). Geographical record of the world in Taiping Reign (Vol. 120, pp. 2030).Originally made in Taiping Xingguo reign (976–984) of Song Dynasty. Annotated and Re-edited by Wang, W. C. (王文楚), new edition, Beijing: Zhonghua Book Company (Taiping Huanyu Ji《太平寰宇记》, Zhongua Shuju中华书局).

Chapter 10

Ming Dynasty Shipwrecks Discovered in Nan’ao and Shantou, Guangdong Chunshui Zhou

Chaozhou (潮州) and Shantou (汕头) of East Guangdong are important seaport cities in the southeast coast of China, their southeast faces the South China Sea with long coastline with many islands and sea bays. Nan’ao Island is the largest island in eastern Guangdong, and Guangao (广澳), Haimen (海门), Qianjiang (前江), Chishi (赤石) and so on are the big sea bays and harbors along the Shantou coast. Since they situate in the sea routes along southeast China, close to Quanzhou, Xiamen, Guangzhou, with Hanjiang River (韩江), Rongjiang River (榕江) and Lianjiang River and other rivers to link the hinterland for convenient business exchanges, the shipping transportation in Chaozhou and Shantou regions have been quite developed since the ancient time. The present Shantou seaport was the outer wharf of Chaozhou seaport in ancient times. There are many sea bays and islands in Shantou, providing convenient ship berthing. Some of these islands are small and submerged, also the cause of sea disasters in ancient time, as the case example of Nan’ao shipwreck of Ming Dynasty. Besides, Shantou geographically opposites Taiwan across the sea, used to be a strategic point for Koxinga’s regime in the Ming Dynasty, Guang’ao shipwreck was a warship remain of the Koxinga’s regime (Fig. 10.1).

10.1

Investigation and Excavation of Nan’ao No. 1 Shipwreck

Nan’ao No. 1 shipwreck was located in Sandianjin (三点金) sea area in southeast of Yun’ao (云澳)Town, Nanao (南澳) County, offshore about 4 km, 30 m underwater. It is a water area full of reefs with complex sea conditions, and mostly the visibility underwater is less than 1 m. In late May 2007, after fishermen from Yun’ao Town salvaged some ceramics during the trawl fishing, Guangdong Institute of Cultural Relics and Archaeology immediately conducted a diving inspection and confirmed the exact location of the shipwreck site, naming it “Nanhai No. 2” shipwreck and renamed it “Nan’ao No. 1” shipwreck in 2009. At the beginning of June to July 2007, Guangdong Provincial Institute of Cultural Relics and Archaeology carried out a pre-disturbance survey and trial © The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_10

195

196

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Ming Dynasty Shipwrecks Discovered in Nan’ao and Shantou …

Fig. 10.1 The location chart of shipwrecks in Eastern Guangdong

excavation at the site. The survey confirmed the distribution scope of the site and the four boundaries of the main hull of the shipwreck. The distribution of the scattered porcelain shards was a perimeter as long as 300 m. According to the measured concretion block on the exposed seabed, the length of the main sediment of the shipwreck was no less than 25.5 m long and 7 m wide. The pre-disturbance collection was set as the scattered artifacts outside the compartment, namely the external area of the concretion block. Two base lines for collection reference were arranged from the outermost edge of the concretion block, a number of one-square-meter collection frames were arranged along the two collection lines, 19 in the east line and 15 in west line. More than 800 artifacts were collected, and the distribution chart of the collected artifacts was drawn around the concretion block. The trial excavation was carried out by removing the seabed mud by airlift dredging, supplemented with hydraulic monitor. The airlift dredging pipes were operated by engineering divers from Guangdong Provincial Salvage and Rescue Bureau, the archaeologists worked together. Several bulkheads and compartments were found after dredging excavation, confirming the well preserved shipwreck of a trading junk of Ming Dynasty. From 2010 to 2012, the joint archaeological team of National Center of Underwater Cultural Heritage and Guangdong Provincial Institute of Cultural Relics and Archaeology spent about three months every summer in three years, finally completed the work of excavation and salvage of ship cargoes, as well as the survey of hull remains and the protection of hull at the original situ. Guangzhou Salvage and Rescue Bureau undertook dredge of the sand sediment on the site and lifting work of the artifacts in the excavation. A kiloton barge was used as the offshore working platform, fixed above the site with four anchors, from which diving operations were carried out every day during the flat tide period.

10.1

Investigation and Excavation of Nan’ao No. 1 Shipwreck

197

When the excavation began in 2010, the archaeologists set up a virtual square network of 10
30 m2, coving all the scope of the shipwreck into the square grid, in which two rows of hard excavation unit were laid according to the actual condition for controlling the excavation. Each excavation unit was one square meter in size made in iron frame, in which fine rope was facilitated with each 20 cm to form a network for underwater measuring and recording. The excavation unit began from N1 compartment which was first found to the east, T1920 to T2220 were successively set and excavated (Fig. 10.2). The second row T1921 to T2221 were also successively set and excavated too. A steel chisel was pegged at the northwest corner of the T1920 as the base point of excavation unit. As the hull was completely buried by sand sediment, the compartments of the hull needed to be revealed one by one. After a large number of cargo remains were exposed, they were numbered and recorded according to the order of the compartment where they were found. The compartments were numbered according to the time sequence they were found, therefore the first number was not started from the prow or stern of the shipwreck. By the end of archaeological work in 2010, a total of 16 bulkheads and 15 compartments were revealed, each of them was partially cleaned up, and more than 11,000 pieces of artifacts were recovered (GDPICRA et al., 2011). In 2011 the excavation continued, in addition to the 10 inches’ sand dredging pipe of the airlift used by the Guangzhou Salvage and Rescue Bureau, the archaeologists also used a 4 inches’ small sand dredging pipe of airlift for removing and excavating the sand sediment of compartments. In this year the hull remains and artifacts were directly recorded according to the compartment number. 9 bulkheads were new discovered, adding to a total of 25 bulkheads. Nearly 10,000 pieces of ceramic artifact were recovered, besides, more than 7,000 copper coins were also recovered. Archaeological work in 2012 focused on the survey and measurement of the hull remain of the shipwreck, the full excavation and clearance to the bottom of a compartment at the mid ship in order to confirm the residual depth of the ship, while most of the other compartments were not fully excavated to the bottom of the hull due to the accumulation of concretion in the upper layer. The frame work for survey, measurement and excavation was made of steel pipes with diameter of 80 cm as the outer frame, the steel pipes with diameter of 30 cm as the internal beam as excavation and measurement unit frame, which was on the stilts about

Fig. 10.2 The excavation square frames of T1920–T2220 in Nan’ao No. 1 shipwreck

198

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Ming Dynasty Shipwrecks Discovered in Nan’ao and Shantou …

1.5 m above the site. Based on the unit frame, three dredging pipe airlifts were installed at equal distance so that three diver groups could dredge sand at the same time. In this year archaeologists excavated nearly 6,000 pieces of artifacts, and found ornament chains remain including more than 26,000 pieces of small beads, small tubes and so on. After years of work, the cargoes that could be removed were basically excavated and collected (Cui & Zhou, 2013). After the archaeological work, the steel pipes were welded around the square excavation unit frame to form a large protective cover on the shipwreck. The diving inspection in the following five years confirmed that it effectively protected the hull remain at the situ from any illegal salvaging and trawling damages.

10.2

The Underwater Environment, Hull Remains and Cargo Accumulation of the Site

In March 2010, the remote sensing probes on the site confirmed the distribution and deposition of the wreck content under the seabed. The School of Geographical Planning and Ocean Institute of Sun Yat-sen University made two probes of multi-beam sonar by SEABEAM 1185 system on the site of Nan’ao No. 1 shipwreck, showing that the wreck was in a low valley area surrounded by submerged reefs with a rock seabed, on which sand sediment of only 1–3 m thick covered. In October 2012, Guangdong Provincial Institute of Cultural Relics and Archaeology carried out a subbottom sonar profiling by Pinger SBP system on the site, getting the strong the undersea reflection signal and confirming the rock seabed under and around wreck. Before underwater archaeology, the wooden hull was completely buried by sediment, and a small amount of ceramics were scattered on the surface of the site. Because the shipwreck compartments were loaded with more iron cargoes in the upper part, a large amount of concretion were formed and cemented with the surrounding objects. The wooden bulkheads earlier exposed to the sea surface was completely rotten, and the adjacent concretion still kept the mark of the gap between the compartments, namely, the iron concretion blocks remained their original loading positions after the decomposition of the wooden hull. Therefore, it can be judged according to the position of the concretion blocks that the ship-borne artifacts were mainly distributed in a range of 35 m long from north to south and 9 m wide from east to west. Through underwater excavation and cleaning up, it was found that the shipwreck lay in the north–south direction, the prow was in the north and stern in south, the hull from west to east tilted 8—13°. The hull remain was 2,485 cm long and 25 bulkheads remained, which were marked from north to south as N18 to N1 decreasing progressively and S1 to S6. The widest point in the midship of the hull was N5 bulkhead, with a residual width of 750 cm. As both the prow and stern were raised upwardly, the middle compartments were the best preserved, which

10.2

The Underwater Environment, Hull Remains and Cargo Accumulation …

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Fig. 10.3 The plane and section of the Nan’ao No. 1 shipwreck

were up to 1 m deep. The front end of prow peak tank was shallowly buried, and only the bottom planks remained. Including prow peak tank, the ship had 25 compartments, each with a distance from 80 to 100 cm. Such dense compartments were rarely seen among traditional Chinese wooden sailing ships (Fig. 10.3). Taking N11 compartment as an example, the compartment was 92 cm long, 90 cm deep and 449 cm wide, which fully loaded pottery jars, among them a few of jars contained Smilax Glabra Roxb. The beam ribs were curved closely to the bottom of the bulkhead, and thin planks were laid on the bottom of the compartment frame as pads, under them were round wooden sticks as stow-wood. The stern peak tank was located in the S6 compartment, which had two square logs with 1 m interval space perpendicular to the bulkhead plates and longitudinally through the whole compartment, might be a structure to fix the rudder. The bulkheads were joined by several upper and lower plates, each with 30 cm high and 10 cm thick. The upper and lower plates were joined by iron nails, and the horizontal plates were connected with right angle joint. The stern seal plate of S6 was recovered, judging from the nail hole, the bulkhead plate was inserted from two sides obliquely downward and nailed from the upper plate to the middle of the lower plate, the distance of each iron nail was about 15–25 cm. The mast was installed in N10 compartment, which remained a mast splint and a mast seat. The mast splint was set by two thick perpendicular wood planks with tenons at the lower end and inserted into the hole in the mast seat. Each mast splint was 70 cm high, 50 cm wide and 20 cm thick, with 26 cm interval space. The mast seat was buried under a concretion block, it could be inferred that it was 211 cm long, 211, 40 cm wide and about 35 cm thick, and its position suggested that it was a middle mast seat. In addition, a square log remained in the middle of the mast splint, falling to the north, with a residual length of 80 cm, width of 20 cm, thickness of 15 cm, which might be a bolt for fixing the mast pole. This mast was a

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movable type and could be lowered down in case of strong wind to ensure the safety of the ship. According to the position of the middle mast seat and the depth of the compartment, the deepest residual compartment was about 1 m below the waterline. The preserved part was mainly the bottom of the hull on the right side, less than half of the original compartment. The shipwreck was full of cargo remain. Big blue and white plates were loaded in the middle compartments of the ship, where a few iron cannons and a small number of crew’s daily items such as combs, chess pieces and dices were also found. In the front compartments there were pottery pots, in which small bowls and saucers, or smilax glabra and preserved fruit were kept. In the stern compartment there were iron pots and kitchen utensils such as pottery pots, stone pestles and alike. As a whole, the bulk items were placed in the middle of the ship and the stern, which was for the consideration of raising the prow and to increase the safety of the ship. Inside the compartments, the ceramic cargo as bowls, plates and dishes and etc. were stacked at the same caliber (Fig. 10.4), separated by thin wood plates. Nanhai No. 1 shipwreck was also discovered the similar way of using wood plates to separate shipped goods. In addition, most of the iron artifacts were loaded in the upper part of the compartment, and the heavy goods such as copper ingots and iron cooking pans were kept together with the porcelain plates, indicating the randomness of cargo loading. In order to make full use of the space, the large pottery

Fig. 10.4 The packaging of the ceramic cargoes inside the hull compartment

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pots were filled with small dishes and bowls, as well as food, ornament chains, copper coins and other items, so that the whole compartments were filled with goods without any excess space.

10.3

Cargo Content and Collected Artifacts from the Nan’ao No. 1 Shipwreck Site

A total of 27,000 pieces of artifacts were collected from archaeological work of Nan’ao No. 1 shipwreck, including ceramic wares, metal wares, wooden wares, stone wares and so on. In addition, a batch of organic remains such as bacon, persimmon, chestnut, olive, longan, litchi, walnut, smilax glabra and other kinds of food were found. Besides, about 27,000 pieces of copper coins and 29,000 pieces of tube bead of ornament chains were also recovered (Cui & Zhou, 2014.). The recovered artifacts mainly were ceramics produced in Zhangzhou Kiln and Jingdezhen Kiln respectively, and a small amount of ceramics from the kilns around southern Fujian and northern Guangdong. The main types were blue and white porcelain, but also a small number of five-colored porcelain, gray celadon, white celadon, blue glaze and black glaze, imitated Ge Kiln (哥窑) products and so on. Among them, the paste of Zhangzhou Kiln porcelain was thick and heavy, with fine sand on the bottom, cracks or the marks of not fully fired on some large plates, a little dim, grayish and not purely blue of the blue and white, casual, simplified and freehand brushwork of the decoration flower pattern. The paste of Jingdezhen Kiln porcelain was thin, light and white, with strong sense of glass like, with flatly processed bottom, gorgeous light blue, darkish blue, indigo blue, bluish black and other different colors of the blue and white, full of stereo sense. The main vessel types were plates, bowls, pots, cups, saucers, powder boxes, jars, bottles, kettles and so on. The porcelain plates of Zhangzhou Kiln composed of more than 90% to the total number of plates, with two specifications of 32 and 26 cm calibers, and two types of opening rim and folded rim. The main patterns in the center of the plates were chrysanthemum, lotus, peony, maidservant and hermit figures, Qilin (麒麟) dragon, dragon, Phoenix, Chinese characters and so on, with a circle of wavy lines around the exterior rim. The interior and exterior wall were mostly painted with four plucked branches flowers, while on the folded rim of the plates painted a circle of diamond pattern or twined flower pattern (Fig. 10.5). Jingdezhen porcelain plates were mostly folded rim with small caliber, mostly 19 cm, low in shape and thin paste. The center of the plates was painted with patterns of flying phoenix and the sun, landscape of trees, stones and railings, water scene of fish and algae, the symbols of noble and wealthy as bees, monkeys, magpies and deer, on the rim

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Fig. 10.5 The blue and white porcelain plate with chrysanthemum pattern

painted miscellaneous treasure or cross brocade belt, in the exterior belly fully painted twined branches flowers, the bottom of the plates were marked with Chinese character seal (Fig. 10.6). The largest number of bowl were Jingdezhen porcelain wares, varying in large, medium and small caliber, respectively with diameters of 21 cm, 15 cm and 10 cm or alike. Bowl styles were rich, in addition to blue and white, there also were a small number of five-colored, pure blue glaze and white glaze varieties. Blue and white wares were exquisitely painted with patterns of dragon, Phoenix, grapes, pine and deer, hermits, playing boys, flowers and birds, fish and algae, the Eight Diagrams, Panchi (蟠螭) dragon, flowers and alike (Fig. 10.7), and mostly Chinese characters or square seals on the bottom of the bowls. In some of the interior wall of Jingdezhen five-colored porcelain bowls painted paneled multi-grain lotus pond patterns. The bowls from Zhangzhou kiln were less, with thick and heavy paste, the unglazed circle on interior bottom and the exterior foot, the chrysanthemum petal, plucked branches flowers and twined branches the flowers patterns on exterior belly, in freehand brushwork. Besides, a small number of white glaze bowls without decorative pattern of Zhangzhou Kiln products were also collected.

10.3

Cargo Content and Collected Artifacts from the Nan’ao …

Fig. 10.6 The blue and white porcelain plate with flying phoenix and the sun pattern

Fig. 10.7 Blue and white big bowl painted with patterns of dragon

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Fig. 10.8 Five-colored porcelain box painted with paneled scenes

The exquisitely made powder boxes of Jingdezhen porcelain were collected from the wreck, mostly blue and white porcelain, a small number of five-colored. Their covers were the main focus of decoration pattern, painted flowers and birds, s, seascape and fish, the Eight Diagrams, Chinese characters and so on. Five-colored porcelain boxes were painted paneled scenes, and a few of high quality wares designed in gold (Fig. 10.8). Most of pots were the products from Zhangzhou Kiln with two kinds of big and small size. The big ones were about 31 cm high, and the small ones only 7 cm high. The big pots were represented by the blue and white pot with interlocking flowers pattern, connected by three section of mouth, belly and bottom which were made by mold separately (Fig. 10.9). Small pots were painted the patterns of blue and white twined branches flowers, plucked branches flowers and curly grass patterns. There were also a small number of white glaze small pots without decorations. Most of the cups and dishes were products from Jingdezhen Kiln, with the similar pattern decoration patterns to those of bowls, including flowers and birds, hermits, Qilin (麒麟) dragon, flowers and other ornaments. In addition, a number of

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Cargo Content and Collected Artifacts from the Nan’ao …

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Fig. 10.9 The blue and white big pot with interlocking flowers pattern

small blue and white dish with chrysanthemum pattern and unglazed circle on interior bottom from Zhangzhou Kiln also were found. The pottery was second largest wares then the porcelain, including various kinds of pots, urns, jars, bowls and so on. Their pastes were thick and heavy, not glazed on the bottom, and the rim were soaked in glaze slip for a while before firing. A few of them were made with the method of poring glaze slip on interior wall. The glaze colors varied in brown, brownish black, black, yellowish green and so on. The most distinctive feature of pottery wares was a brown urn sculptured with dragon and Phoenix patterns on the exterior belly, with slender body and the total height up to 73 cm (Fig. 10.10). The engraving technique was used to make the dragon scales, phoenix wings, flowers, water waves, which were delicate and complex. The metal wares were consisted of the third number, and the types of them were rich, not only miscellaneous household items, but also raw materials and weapons, such as iron cannons, iron pots, copper ingots, copper coils, copper locks, tin boxes, lead hammers and so on.

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Fig. 10.10 The brown urn sculptured with dragon and Phoenix patterns

Other artifacts included stone pestles, wooden scale bars, bone combs, lacquer wooden boards, as well as beads made from agate and purple quartz, and so on.

10.4

10.4

Analysis on the Origin and Sailing Route of Nan’ao …

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Analysis on the Origin and Sailing Route of Nan’ao No. 1 Shipwreck

10.4.1 The Source and Dating of Ceramic Cargo The artifacts with the most features of dating recovered from Nan’ao No. 1 shipwreck were blue and white porcelain. Although the artifacts with the writing of “Daming Xuande Nian Zhi (大明宣德年制)” meaning “Made in Xuande Reign of Great Ming” and “Daming Jiajing Nian Zhi (大明嘉靖年制)” meaning “Made in Jiajing Reign of Great Ming” were found, they obvious were the imitated styles of the previous reigns. Through the field investigations in the kiln sites and typological comparison on the ceramics, Zhangzhou Kiln system porcelain artifacts of the Nan’ao No. 1 shipwreck were identified as products from Erlong (二垅) Kiln in Wuzhai (五寨) Village of Pinghe (平和) County of Zhangzhou (Fig. 10.11). The drawings of the blue and white porcelain made in Zhangzhou kiln were concise in theme, and their decoration patterns of flowers, Qilin dragon and human figures were the same as those produced in Erlong kiln (FJPM, 1997). No artifacts produced in Huazailou (华仔楼) Kiln in Nansheng (南胜) Village, which had cluttered compositions, rigorous painting style and panelled scenes on the rim and belly of wares, and no products of red and green color painting plates, plain three-colored painting boxes produced in Tianzhongyang (田中央) kiln and Tiankeng (田坑窑) Kiln were found from the shipwreck. Zhangzhou Kiln ceramics with patterns of paneled scenes also were found in Nan’ao shipwreck, which, the drawing style in

Fig. 10.11 A comparison of blue and white porcelain plates of Nan’ao shipwreck with Erlong Kiln of Zhangzhou

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the central of the plate were totally different from that of Jingdezhen porcelain plates. The Zhangzhou Kiln ware were directly painted by brush pen at will and mostly with single image pattern, rather than the method of Jingdezhen wares of drawing edge profile and then applying colors. By contrast, Zhangzhou Kiln porcelain wares recovered from Nan’ao shipwreck were closer or earlier than Zhangzhou Kiln blue and white porcelains recovered from San Diego shipwreck of 1600 (Kenichi, 1997), and obviously earlier than blue and white porcelain with pattern of paneled scenes from Zhangzhou Kiln recovered from White Leeum shipwreck in 1613 (Pijl-ketel, 1982). The Jingdezhen Kiln porcelains recovered in Nan’ao No. 1 shipwreck were identified as the products from the site of Guanyinge (观音阁) Kiln in Jingdezhen (SAM-PKU et al., 2009). The similar artifacts of fourth phase of Guanyinge Ab II type bowls, Db I type bowls and A type plates were also found in Nan’ao No. 1 shipwreck, sharing the same decorative patterns of flowers, Panchi dragons, cloud and cranes, high officials, great fortunes and alike. Their rims mostly were decorated with cross and diamond brocade patterns, and the bottom were written with Chinese characters of “Wan Fu You Tong (万福攸同)” meaning “All Best Wishes”, and “Fu Gui Jia Qi (富贵佳器)” meaning “Best Wares for Rich and Honour” and “Chang Ming Fu Gui (长命富贵)” meaning “Long Life, Rich and Honour” (Fig. 10.12). The decorative patterns not only inherited the auspicious animals, Panchi dragons and flower group previous to Jiajing (嘉靖) period, but also inherited cloud and cranes, the Eight Diagrams, miscellaneous treasure, phoenix, landscape of trees, rocks and railings and other images in Jiajing period, mainly presented the patterns of 卍shaped cloud, flying horse, playing boys, landscape of

Fig. 10.12 A comparison of blue and white porcelain bowls of Nan’ao shipwreck with Guanyinge Kiln of Jingdezhen

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Analysis on the Origin and Sailing Route of Nan’ao …

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Fig. 10.13 A five-colored bowl with paneled scene pattern

lake stone, water scene of fish and algae of Wanli (万历) period, with relatively pure, rich and gaudy blue and white colors and regularly painted patterns with blue cobalt material, rather than the lighter blue of late Wanli period. As far as layout of the decorative pattern was concerned, a small number of paneled scenes only appeared on the five-colored bowls and five-colored powder boxes, mainly with flowers and plants, miscellaneous treasures, lotus pond inside the window, with tassel, brocade lines, geometric lines around window, reflecting the beginning feature of Kraak style (Fig. 10.13). No opening window style pattern were found in a large number of other blue and white porcelain plates of the shipwreck, of which the plate-center decoration of maid servant, landscape of lake stones, flowers and birds, phoenix patterns and others were the same as decoration on the interior center of Kraak style plates. Therefore, both of the Zhangzhou and Jingdezhen kilns’ porcelain loaded in Nan’ao No. 1 shipwreck indicted the same era, namely was Wanli period, tend to be the early Wanli period in the Ming Dynasty.

10.4.2 Analysis on the Seaport and Destination Market After Longging (隆庆) period of Ming Dynasty, the government opened Yuegang (月港) of Zhangzhou as only one foreign trade seaport. Nan’ao shipwreck was not far from Zhangzhou, and judging from the displacement of the ship, it might be a foreign trade junk departing Yuegang seaport for oversea voyage. With regard to the transporting of the ceramic products from the original kilns to Yuegang, Zhangzhou Kiln porcelain reasonably relied on the Jiulong River and its tributaries, shipping directly to the downstream Yuegang, while Jingdezhen Kiln porcelain were transshipped for long distance to Yuegang.

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Jingdezhen situates in the hinterland to the west of Fujian, Zhejiang and north of Guangdong, so its porcelain export relied on the coastal seaports of Fujian, Zhejiang and Guangdong. According to study of Peng Jian (Peng, 2011), there were three main transporting routes of Jingdezhen ceramics to the coastal seaports. The first started from Jingdezhen, through Changjiang (昌江) River to Poyang (鄱阳) Lake, and then sailed to the upper stream of Xinjiang (信江) River, via Dahuguang (打虎关) Mount into the upper reaches of the Minjiang River, then down to Minjiang River Estuary into the East China Sea. The second possible route was through Changjiang River, Poyang Lake and Xinjiang River to Hekou (河口) Town of Qianshan (铅山) County, and then by land to Quzhou (衢州) and Jinhua (金华) in Zhejiang into the Fuchunjiang (富春江) River of upper reaches of Qiantangjiang (钱塘江), then to Ningbo Seaport. The third possible route was through Changjiang River and Poyang Lake, sailing to the upper stream of Ganjiang (赣江) River to Dayu (大余), then crossing Meiguan (梅关) Mount to Beijiang (北江) River system in Guangdong and arriving Foshan (佛山) and Guangzhou. These traditional transporting routes lasted from the starting of Jingdezhen porcelain in the Northern Song Dynasty to Daoguang (道光) reign in the Qing Dynasty. Besides, the porcelain products of Jingdezhen Official Kiln were shipped along the Yangtze River during early and late Ming Dynasty and the Qing Dynasty. The Chronicle of Fuliang County (Fuliang Xianzhi《浮梁县志》) noted that at the beginning of the Ming Dynasty “all court porcelain were shipped on water, and not by land transportation until the abolishment of appointing eunuchs as supervisors of the official kiln. During Wanli period eunuch Pang still controlled the ship transportation of the court porcelain” (JXPCRIDLI, 1959). During the Qing Dynasty the Yangtze River shipping of Jingdezhen porcelains still continued. With the rise of Yuegang seaport in the late Ming Dynasty, those three traditional routes of Jingdezhen ceramic transportation to coastal seaports declined, and started new route for transporting Jingdezhen ceramics to Yuegang and Nan’ao. Jingdezhen porcelain were transported via Poyang Lake to the upper stream of Fuhe (抚河) River, and reaching Guangchang (广昌), then took three branch routes reaching Yuegang. The first branch was from Ninghua (宁化) and Zhangping (漳 平) into the Jiulongjiang (九龙江) River to Yuegang. The second route was from Changting (长汀) to Dingjiang (汀江)River and Dapu (大浦) Town, and then along Hanjiang (韩江) River to Nan’ao. The third route was through Ningdu (宁都), Huichang (会昌), via Wuping (武平) and Zhenping (镇平) into the Hanjiang River (Xue et al., 1995). The duration of this route including three branches lasted with the rise and fall of Yuegang. Archaeological discoveries along this route at Dayu, Guangchang and Huichang provided supporting evidences of the view of the change of Jingdezhen porcelain transportation. A batch of early and middle Ming Dynasty tombs buried with Jingdezhen porcelain were found in Dayu on the traditional transition route to Guangdong, while a number of late Ming Dynasty tombs buried with Jingdezhen porcelain were found in Guangchang, Huichang and Ningdu on the traditional transition route to Yuegang (JXPCRWT, 1982; Xue et al., 1985; Yao et al., 1990).

10.4

Analysis on the Origin and Sailing Route of Nan’ao …

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It should be noted that the new routes by which Jingdezhen porcelain were directly transported to Zhangzhou and Nan’ao relied on the development of Yuegang seaport and did not last long period. The Jingdezhen porcelains were transported again to other seaports after Yuegang seaport declined. Since Qing government lifted sea ban policy in Kangxi period, the traditional transportation routes of Jingdezhen porcelain to Guangzhou, Fuzhou and Ningbo seaports were quickly restored. Then the production of Zhangzhou Kiln porcelain disappeared and tea and silk yarn became the main export cargoes in Chaozhou and Shantow. From the analysis of the contents and dating of Nan’ao shipwreck, and the related overseas archaeological discoveries, it is clear that the destination of Nan’ao No. 1 shipwreck should be Southeast Asia, connecting the Manila galleon trade to the Americas. The traditional maritime route along the coast of South China during the Tang and Song dynasties, was described as “Guangzhou Sea Route to Foreign Countries” by Jia Dan (贾耽) in the Tang Dynasty, which started from Guangzhou into the South China Sea to the seaport of Java, then restarted the voyage following the trade wind of coming year through the Strait of Malacca to Sri Lanka and India, and finally to the Persian Gulf regions and East Africa coast. It was the same as Zheng He’s voyage route to the West Ocean in the early Ming Dynasty. Spanish colonists took control of the Philippines in the 1570s and opened a trade route of the Manila galleons across the Pacific to Americas. Before Spanish came to the Philippines, Chinese businessmen kept private and smuggling trade with the Philippine islanders and engaged in small amount of transit trade through the local Islamic Moro businessmen. The Spanish carried out the policy of encouraging maritime trade to attract Asian businessmen, and soon Manila became a busy seaport for businessmen of Chinese, Japanese, Siamese, Cambodian and the Spice Islanders. Spanish merchant ships arrived the Philippines with great amount of silver and gold from the Mexican seaport Acapulco, and then purchased and shipped back Chinese silk, velvet, porcelain, bronze and jade (Hall, 1982). By the end of the sixteenth century, trade between Spain and China through Manila flourished. In the 1590s, the Philippines basically had no self-production capacity for Manila galleon trade, and needed almost all cargo supplies from Chinese merchants. The porcelain loaded in Nan’ao No. 1 shipwreck mainly were Zhangzhou kiln porcelain with crude paste, mixed with a large number of defective and inferior products. These kinds of low quality porcelain sold to Manila in large quantities was relevant with the lack of its self-sufficiency. The artifacts similar to blue and white plates with plucked branches flowers pattern of Zhangzhou Kiln, Jingdezhen porcelain, and pottery pots with dragon pattern sculptured recovered in Nan’ao No. 1 shipwreck have also been found in the Philippine islands (Mikami, 1984). The copper coins, copper gongs, copper coils, iron cooking pans, bead chains and tin pots and alike were common artifacts in Southeast Asian archaeological discoveries. The time of Nan’ao shipwreck is speculated to be around the 1590 s, when maritime trade between Chinese merchants and Spanish colonists developed stably.

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Koxinga’s Shipwreck of the Late Ming Dynasty Discovered in Guang’ao Seaport of Shantou City

Another shipwreck of eastern Guangdong coast was found near the eastern promontory in the present deep water seaport of Guang’ao (广澳) Bay, Dachao (达 濠) District, Shantou City. In the winter of 1995, when the deep water wharf of Guang’ao seaport was under construction, a number of ship timbers and artifacts were sucked out along with the dredging work. In January 1996, the National Museum of Chinese History, in cooperation with the Guangdong Provincial Institute of Cultural Relics and Archaeology and Shantou Municipal Bureau of Culture, conducted an underwater archaeological investigation of the site (GDPICRA, 2000). During diving exploration some hull components, including the main keel, the ribs, and disassembled hull plates were discovered being exposed on bottom and section left over from dredging. It was confirmed as an ancient shipwreck site, but further work did not follow after the investigation in the year. In May 1997, the South China Sea Marine Research Institute of the Chinese Academy of Sciences conducted a geophysical remote sensing investigation on the site by sub bottom profiler and side scan sonar equipment. At this time, the silt dredged pit underwater was almost filled, nothing was found by the side scan sonar, and a few of vague reflection of hull remains were shown on the sub bottom profiler, which was buried under the sea mud about 3–7 m. The artifacts of Guang’ao shipwreck were collected and preserved in Shantou Municipal Museum, including 2 bronze blunderbusses, 1 copper warm pot, 2 copper seals, and a small amount of porcelain shards. The bronze blunderbuss was straight tube-shaped with a hoop on the gun muzzle, big cartridge with a fire hole, the end part was short and bulky, engraved three Chinese characters of “Guo Xing Fu” (国姓府, Koxinga) meaning the “official residence with emperor’s family name”. One copper blunderbuss was in good condition, with 78.8 cm long, 5.9 cm in caliber, 4.2 cm of the bore size of the end part tube. The other one was broken, with a residual length of 32.8 cm (Fig. 10.14). The appearance of the copper warm pot was straight mouth and crank handle, with a round hole on the belly, a furnace seat on the pot bottom, a sheet apparatus with holes as a spacer in the upper part of the seat, a half-moon shaped inlet under the handle, pot cover with a round button. Its total height was 15 cm, the bottom diameter was 8.4 cm. One bronze seal was 9 cm high, with oval long handle (Fig. 10.15). The seal were engraved eleven characters as “Pan Qian Zhong Zhen Bo Qian Zhen Qian Xie Guang Fang” (藩前忠振伯前镇前协關防). On the right side of the seal, and on the upper and lower parts of the handle engraved the characters of “Li Bu” (礼部) meaning the “Ministry of Rites” and “Zao” (造) meaning “made”. Normally, it should be engraved with the chronological year, but it was blurred and indistinct. Another copper seal was 1.8 cm high, square shaped, with bridge shaped button, the seal text was indistinct.

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Fig. 10.14 Bronze blunderbuss engraved Chinese characters of Koxinga

Fig. 10.15 The official seal of Koxinga army

Guang’ao shipwrecks presented obvious characteristics of the late Ming Dynasty. The inscription of “Guo Xing Fu” on the copper blunderbuss directly referred to Koxinga’s regime of Zheng Chenggong in South Ming Dynasty. Zheng Chenggong’s original name was Zheng Sen (郑森), then renamed as Chenggong

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for his supporting Emperor Longwu (隆武) of Ming Dynasty, conferred the imperial surname Zhu (朱) and granted Count Zhongxiao (忠孝伯) meaning “loyalty and filial piety uncle”. Then he was honored as “conferred surname of imperial” or “Koxinga”. The copper seal text of “Pan Qian Zhong Zhen Bo Qian Zhen Qian Xie Guang Fang” provided another clear identity, which was the standard official seal of Hong Xu (洪旭) who was Koxinga’s general and was conferred the “Count of Zhongzhenbo” (忠振伯) in the first year of Longwu period (1645) of the South Ming Dynasty. In the fourth year of Yongli (永历) period (1650) Hong Xu guarded Chaoyang (潮阳) and also responsible for collecting tax and transportation. According to the historical records, “Zhen” (镇) and “Xie” (协) were military units of Ming Dynasty, and the commander in Chaoyang of that time should be general Huang Dazhen (黄大振) under the command of Hong Xu (Ruan, 1982). Huang garrisoned with Hong Xu in Chaoyang, therefore the seal was the official seal used by his group. It is speculated that the shipwreck was a warship under Huang’s command in 1650. Chaozhou was a strategic point where Koxinga group and Qing Dynasty fought and strived around 1650. The sinking of a warship of Koxinga group was quite reasonable. The southeast coast of China had been the main anti-Qing activities area of Koxinga’s regime. There are a lot of sites related to Koxinga’s recruiting and training army in Xiamen, Dongshan, Nan’ao and other places between southern Fujian and eastern Guangdong. Guang’ao shipwreck was not a single heritage of Koxinga’s military activity. Donggu shipwreck found in January 2001 was another Koxinga’s warship, which was identified as a warship before Koxinga’s successor Zheng Jing retreated to Taiwan in the eighteenth year of Kangxi period (1680) (NCUCH et al., 2017). Besides, a copper blunderbuss salvaged in the Longwengyu (龙翁屿) site, Dinghai of Lianjiang, which also engraved characters of “Guo Xing Fu” (UARCCNM et al., 2011) should be also related to Koxinga’s regime.

Abbreviations AI-FJM Archaeology Institute, Fujian Museum, 福建博物院考古研究所 CMA-XMU The Center for Maritime Archaeology, Xiamen University, 厦门大 学海洋考古学研究中心 FJM Fujian Museum, 福建博物院 FZMCRAT Fuzhou Municipal Cultural Relics and Archaeology Team, 福州市 文物考古工作队 GDM Guangdong Museum, 广东省博物馆 GDPICRA Guangdong Provincial Institute of Cultural Relics and Archaeology, 广东省文物考古研究所 LJMM Lianjiang Municipal Museum, 连江县博物馆 NCUCH National Center of Underwater Cultural Heritage, 国家文物局水下 文化遗产保护中心 NMC National Museum of China, 中国国家博物馆

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Southeast Asian History Institute of Sun Yat-sen University, 中山大 学东南亚历史研究所 SAM-PKU School of Archaeology and Museology, Peking University, 北京大 学考古文博学院 JDZICA Institute of Ceramic Archaeology of Jingdezhen, 景德镇市陶瓷考 古研究所 JXPCRIDLI Ceramics Research Institute of Department of Light Industry, Jiangxi Province, 江西省轻工业厅陶瓷研究所 JXPCRWT Jiangxi Provincial Cultural Relics Working Team, 江西省文物工作 队 JXPICRA Institute of Cultural Relics and Archaeology of Jiangxi Province, 江 西省文物考古研究所 UARCCNM Underwater Archaeological Research Center of China National Museum, 中国国家博物馆水下考古学研究中心 SAHISYSU

References Cui, Y. , & Zhou, C. S. . (2013). Underwater archaeological excavation of Nan’ao No. 1 Shipwreck of Ming Dynasty in 2012, Guangdong. Major Archaeological Discovery in China, 2012. Beijing: Cultural Relics Press (Guangdong Nan’ao Yihao Mingdai Chenchuan , 2012 2012 Nian Shuixia Kaogu Faxian , Wenwu Chubanshe Zhonguo Zhongyao Kaogu Faxian ). , & Zhou, C. S. . (2014). Illustrated precious cultural relics recovered from Cui, Y. Nan’ao No. 1 Shipwreck. Beijing: Science Press (Gufan Yizhen——Nan’ao Yihao Chushui Kexue Chubanshbe Jingpin Wenwu Tulu ). FJPM. (1997). Zhangzhou Kiln—The first report of the investigations and excavations of Ming and Qing Kiln Sites in Zhangzhou, Fujian Province. Fuzhou: Fujian People’s Publishing House (Zhangzhouyao—Fujian Zhangzhou Diqu Mingqing Yaozhi Diaocha Fajue Baogao Zhiyi《漳 州窑—福建漳州地区明清窑址调查发掘报告之一》, Fujian Renmin Chubanshe 福建人民 出版社). GDPICRA. (2000). Investigation of Southern Ming Shipwreck in Guangao Port, Shantou City. Cultural Relics, 6 (Shantoushi Guangaogangnan Ming Chenchuan Diaocha《汕头市广澳港 南明沉船调查》, Wenwu《文物》). GDPICRA, NCUCH, GDM. (2011). Nan’ao No. I Shipwreck of Ming Dynasty in Shantou City, Guangdong Province. Archaeology, 7 (Guangdong Shantoushi Nan’ao Yihao Mingdai , Kaogu ). Chenchuan Hall, D. G. 霍尔. (1982). A history of Southeast Asia. Translated by the SAHISYSU, Chapter 13 (2) “Spaniards in the Philippines”. Beijing: The Commercial Press (Dongnanya Shi《东南亚 史》, Xibanyaren zai Feilvbin “西班牙人在菲律宾”, Shangwu Yinshu Guan 商务印书馆). JXPCRIDLI. (1959). A history of Jingdezhen Ceramic. Beijing: SDX Joint Publishing Company (Jingdezhen Taoci Shigao《景德镇陶瓷史稿》,Sanlian Shudian 三联书店). JXPCRWT. (1982). The Tomb of King Zhu Yiying and His Wife of Ming Dynasty Discovered in Nancheng, Jiangxi Province. Cultural Relics. No. 8 (Jiangxi Nancheng Ming Yixuanwang Zhu Yiying Fufu Hezangmu《江西南城明益宣王朱翊鈏夫妇合葬墓》, Wenwu《文物》).

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Kenichi, M. 森村健一. (1997). Ceramics discovered from the San Diego Shipwreck in Philippines. Fujian Cultural Relics and Museology, 2 (Feilvbin Shengdiegehao Chenchuan Zhong de Taoci《菲律宾圣迭戈号沉船中的陶瓷》, Fujian Wenbo《福建文博》). Mikami, T. 三上次男. (1984). The road to ceramics, Translated by Li, X. J. (李锡经) and Gao, X. M. (高喜美). Beijing: Cultural Relics Press (Taoci Zhilu《陶瓷之路》, Wenwu Chubanshe 文 物出版社). NCUCH, NMC, FJM, FZMCRAT. (2017). Investigation report on underwater archaeology in Fujian Coastal Region (1989–2010). Beijing: Cultural Relics Press (Fujian Yanhai Shuixia Kaogu Diaocha Baogao(1989–2010) 《福建沿海水下考古调查报告 (1989–2010) 》, Wenwu Chubanshe 文物出版社). Peng, M. H. 彭明翰. (2011). Zheng he’s voyages to the West Ocean, the opening of New Sea Route, and Jingdezhen Porcelain Exporting to Europe and the Americas in Ming and Qing Dynasties. Cultural Relics in Southern China, 3 (Zhenghe XiaxiyangXinhanglu KaipiMingqing Jingdezhen Ciqi Waixiao Oumei《郑和下西洋新航路开辟明清景德镇瓷 器外销欧美》, Nanfang Wenwu《南方文物》). van der Pijl-ketel, C. L. (1982). The ceramic load of the Witte Leeum (1613). Rilks Museum. Ruan, M. X. 阮旻锡. (1982). The record of seeing and hearing on the sea. Originally Made in Qing Dynasty, new edition, Fuzhou: Fujian People’s Publishing House (Haishang Jianwen Luding Ben《海上见闻录定本》, Fujian Renmin Chubanshe 福建人民出版社). SAM-PKU, JXPICRA, JDZICA. (2009). A brief of excavation of Guanyinge Kiln Site Ming Dynasty in Jingdezhen. Cultural Relics, 12 (Jiangxi Jingdezhen Guanyinge Mingdai Yizhi Fajue Jianbao《江西景德镇观音阁明代遗址发掘简报》, Wenwu《文物》). UARCCNM, CMA-XMU, AI-FJM, FZMCRAT, LJMM. (2011). Archaeology of Dinghai Bay Shipwreck, Fujian Province. Beijing: Science Press (Fujian Lianjiang Dinghaiwan Chenchuan Kaogu《福建连江定海湾沉船考古》, Kexue Chubanshe 科学出版社). Xue, Q. 薛翘, Liu, J. F. 刘劲峰. (1985). Unearthed exporting blue and white porcelain plates of Wanli Period of Ming Dynasty in Jiangxi. Jiangxi Historical Cultural Relics, 1 (Jiangxi Chutu de Ming Wanli Waixiao Qinghuaci Pan《江西出土的明万历外销青花瓷盘》, Jiangxi Lishi Wenwu《江西历史文物》). Xue, Q. 薛翘, & Liu, J. F. 刘劲峰. (1995). Changes of export route of Jingdezhen Ceramics in Late Ming and Early Qing Dynasties and the Discovery of Kiln Site in Pinghe County, Zhangzhou. Fujian Cultural Relics and Museology. No. 1 (Mingmo Qingchu Jingdezhen Taoci Waixiao Luxian de Bianqian yu Zhangzhou Pinghexian Yaozhi de Faxian《明末清初景德镇 陶瓷外销路线的变迁与漳州平和县窑址的发现》, Fujian Wenbo《福建文博》). Yao, C. Q. 姚澄清, Sun, J. M. 孙敬民, & Yao, L. H. 姚连红. (1990). Blue and white porcelain plates unearthed from the tomb of Guangchang Period. Jiangxi Cultural Relics, 2 (Shitan Guangchang Jinianmu Chutu de Qinghuaci Pan《试淡广昌纪年墓出土的青花瓷盘》, Jiangxi Wenwu《江西文物》).

Chapter 11

Ancient Shipwrecks Discovered in the Waters of Xi Sha Islands Yuanzhao Meng

Xi Sha (西沙, the Paracel) Islands is located in the waters of South China Sea, composed of Yongle (永乐) Islands and Xuande (宣德) Islands, surrounded by the Mainland of South China and Southeast Asia, Hainan Island, Dong Sha (东沙) Islands, Nan Sha (南沙) Islands, Southeast Asian Islands, known as “Jiu Ru Luo Zhou” (九乳螺洲) meaning “Nine Conch-shaped Islands”, “Qiang Li Chang Sha” (千里长沙) meaning “Long Shoal of Hundreds Miles”, and “Wan Li Shi Tang” (万 里石塘) meaning “Reef Thousands Miles” and so on (Ye, 1996: 15–21). It was the important sea way in ancient China to connect Southeast Asian countries and the Indian Ocean, known as the “Qi Zhou Yang “(七洲洋) meaning “Seven Islands Ocean” in the ancient time (Zhang, 1996: 468–483). According to the historical records and archaeological discoveries, Xi Sha sea area had been the important navigation channel in South China Sea at the latest in the late Tang and Five Dynasties, and the maritime trade there was quite developed until the Qing Dynasty. The Xi Sha sea area is normally affected by monsoon circulation, and from October to March it is northeast monsoon period in winter, from May to September is southwest monsoon period in summer, and June to November is the season with frequent typhoons (Ye et al., 1985: 1–13). There are many islands and reefs scattering in Xi Sha waters, except the high point rocks of volcanic breccia, mostly are coral reefs (Fig. 11.1). These islands and reefs are not only important havens and berths for navigating junks in unfavorable weather in ancient time, but also the hidden danger for ships in navigation. Therefore, Xi Sha sea area buried rich shipwrecks and underwater cultural relics.

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_11

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Fig. 11.1 The seabed geomography of coral reefs in Xi Sha region (case of Shi Yu site 2020)

11.1

A Brief Summary of Archaeological Investigations and Excavations of Shipwrecks in the Waters of Xi Sha Islands

Since the late Qing Dynasty, China printed geographical bulletins on Xi Sha (Paracel) Islands. In 1928, Sun Yat-sen University took the lead in comprehensive and scientific investigations of Xi Sha Islands, covering many aspects such as geographical environment, geology and geomorphology, mineral resources, soil and vegetation, marine life and alike (Zhao, 1996: 55–64). In these early scientific researches before the founding of the People’s Republic of China, scattered artifacts such as ancient copper coins were found in Xi Sha Islands. In the 1970s, fishermen also collected underwater artifacts of ceramics, copper coins, stone statues and alike in the Bei Jiao (北礁) reefs (the northern reefs) and Shanhu Dao (珊瑚岛) islands (the coral islands) in their production activities. (Xu & Fan, 2012: 40–47). In 1974 and 1975, archaeologists in Guangdong province carried out two field investigations on cultural relics of the Xi Sha Islands (GDM, 1974a, b: 1–29; GDM, HARCABGP, 1976: 9–27; 1982: 151–168; He, 1982: 132–136; Cai, 2013: 159– 198). After then, they salvaged stone statues and copper ingots of the Qing Dynasty in the waters of Shanhu Dao Island (GDPCRAC, 1991: 104; Pan, 1988). In 1991, professor Wang Hengjie (王恒杰) of the Minzu University of China carried out archaeological investigations on the islands in South China Sea, including Xi Sha Islands (Wang, 1992: 769–777). Most of the cultural relics collected during these

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A Brief Summary of Archaeological Investigations and Excavations ...

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field works of archaeological investigations were the remains of ancient shipwrecks, or left over by the boatmen who sheltered therefrom unfavorable weather, which laid the foundation for the underwater archaeology in Xi Sha Islands later. Between April and May of 1996, National Museum of China and Hainan Provincial Museum jointly conducted a general investigation of field and underwater cultural relics around sand shoals, reefs and islands in Xi Sha Islands, focusing on Langhua Jiao (浪花礁) Reef, Huaguang Jiao (华光礁) Reef, JinyinDao (金银岛) Island (the Treasure Isl.) and Lingyang Jiao (羚羊礁) Reef (the Antelope Reef). 8 shipwreck sites and underwater cultural relics remains were discovered and more than 1,800 pieces of artifacts were collected, mostly the ceramics and copper coins from the Tang to Qing Dynasties (Hao & Wang, 1999a, b: 216–218; Hao, 2000: 206–207, 2001: 269; Zhang, 2002: 231–232). From 1998 to 1999, National Museum of China and the Administration Office of Cultural Relics Protection of Hainan Province again conducted an underwater archaeological investigation in the waters of Xi Sha Islands, and discovered three shipwrecks and five underwater cultural relic remains in the Beijiao Reef, Shi Yu (石屿) No. 1 shipwreck site, Qudian Ding (曲手顶) No. 1 cultural relic remain and 3 sites around Yin Yu (银屿) Island in Yongle (永乐) Atoll, a shipwreck site of the Southern Song Dynasty in Huaguang Jiao Reef on which the underwater trial excavation was carried out then. These shipwrecks and underwater remains were respectively dated to Yuan, Ming and Qing dynasties, mainly the Ming Dynasty, and a total of more than 1,500 pieces of artifacts were recovered, mostly ceramics, together with a small amount of iron wares, ivory, ship timbers and other artifacts (UARCCNM, HNPOCRPA, 2006; Hao, 2011). In 2007 and 2008, National Museum of China and Hainan Provincial Bureau of Cultural Relics conducted two underwater archaeological excavations on the cargo remains and the hull remain of Huaguang Jiao No. 1 Shipwreck, recovered nearly 10,000 pieces of artifacts including ceramic wares, iron wares and bronze mirrors of the Southern Song Dynasty, recovered more than 500 pieces of hull component timbers (HNPM, 2011; Sun, 2007: 32–45; Zhang, 2015: 142–145). During the work of this season, further underwater investigations were conducted in the waters of Huaguang Jiao Reef, Bei Jiao Reef and Yuzhuo Jiao (玉琢礁) Reef, and 3 underwater sites including ceramic remains and 1 site containing iron cannon were found in the waters of Huaguang Jiao Reef and Bei Jiao Reef. In 2009 and 2010, underwater archaeologists again conducted two seasons’ systematic underwater investigations around Xuande (宣德) Islands and Yongle (永 乐) Islands, and respectively found or confirmed 11 and 42 underwater cultural sites dating from the five Dynasties to the Qing Dynasty, collecting a large number of ceramics, anchor stones, stone architecture components, copper coins and so on (Meng & Fu, 2010; Zhao, 2012: 178–190). Later, from 2011 to 2014, a number of new sites were also discovered during the inspections of the underwater cultural heritage preservation in Xi Sha Islands (Zhao, 2015a, b: 47–58). Through years of work, a total of more than 100 underwater cultural sites and remains around Xi Sha Islands were found, basically covered all islands and reefs in Yongle Islands and

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Xuande Islands, especially densely distributing in Bei Jiao reefs, Yongle Atoll and Huaguang Jiao reefs. During 2015 and 2018, National Center of Underwater Culture Heritage carried out another two seasons’ underwater excavations on the Shanhu Dao No. 1 shipwreck, recovering stone statues, stone components of architecture and shards of blue and white porcelain and other artifacts. Thorough investigations in Ganquan Dao (甘泉岛) settlement site, Jinyin Dao No. 1 shipwreck site and Huaguang Jiao waters were also conducted (PIUAT, 2017: 11–58). At the same time, it cooperated with the Institute of Deep Sea Science and Engineering of the Chinese Academy of Sciences, carrying out deep-sea archaeological investigations in Bei Jiao sea area and achieving preliminary results (Ding, 2019: 4–12; DSAITSCS, 2018). By underwater archaeological investigations and excavations over the years, we can see that the underwater cultural remains around Xi Sha Islands are rich in contents with various types and long duration, covering historical periods from the Five Dynasties to the Qing Dynasty. However, only the hull of Huaguang Jiao No. 1 shipwreck was relatively well preserved. Most of the hulls of the shipwrecks no longer existed, leaving behind only ceramics, anchor stone, iron cannons, copper coins and other artifacts (Fig. 11.2).

11.2

Shipwrecks of the Five Dynasties

11.2.1 Yin Yu No. 5 Shipwreck The Yin Yu No. 5 shipwreck was located in the east reef of Yin Yu as the northeast area of Yongle Atoll, with a depth of 1–2 m and coral sand seabed. No hull remain was found. The scattered artifacts were celadon wares and white porcelain, mainly were Yue Kiln celadon wares. The objects were bowls, plates, saucers, ewers, boxes, small pots, and alike, and among the bowls and plates were flower rim and flat rim, of which the glaze layer were severely peeled off due to the erosion of sea water (Fig. 11.3). Among white porcelain were a few wide opening mouth and thin rim bowls and alike.

11.2.2 Shi Yu No. 4 Shipwreck The Shi Yu No. 4 shipwreck was located on the east side of Yongle Atoll and between Jinqing (晋卿) Island and Yin Yu Island with a water depth about 1–2 m, and coral sand seabed. No hull remain was found. Artifacts scattered on the surface of the seabed, mostly were celadon wares and white porcelain fragments, among

11.2

Shipwrecks of the Five Dynasties

Fig. 11.2 The distribution of underwater cultural relics around Xi Sha region

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Fig. 11.3 Underwater artifacts of Yin Yu No. 5 site collected in 2011

them mainly were Yue Kiln celadon wares such as pots, ewers, bowls, boxes, dishes and so on. More than half of celadons were celadon bowls, and then jars and pots, as well as a few white glazed porcelain bowls and plates (Fig. 11.4).

11.3

Song Dynasty Shipwrecks

11.3.1 Bei Jiao No. 5 Shipwreck The Bei Jiao No. 5 shipwreck was located in the northeast of Bei Jiao reefs with a water depth of 1–2 m and coral sand seabed. No hull remain was found. On the surface of the seabed scattered many ceramics and fragments. The collected specimens mainly were white celadon bowls, boxes, plates, small pots and alike, mostly the boxes from Chaozhou (潮州) Kiln in Guangdong. There were also brown glaze basins from Qishi (奇石) Kiln in Guangdong, dating from the late Northern Song Dynasty to the early Southern Song Dynasty (Fig. 11.5).

11.3.2 Bei Jiao No. 4 Shipwreck The Bei Jiao No. 4 shipwreck was located in the northeast of Bei Jiao reefs with a water depth of 1–2 m and a coral sand seabed. No hull remain was found. Most scattered artifacts were white celadon and white glaze porcelain, as well as some

11.3

Song Dynasty Shipwrecks

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Fig. 11.4 Artifacts of Shi Yu No. 4 site collected in 2011

Fig. 11.5 Shipwreck artifacts of Bei Jiao No. 5 site collected in 2010

pottery. Most of the artifacts were bowls, plates, dishes, boxes, jars and so on (Fig. 11.6), among bowls composed of the most part. The ceramics mainly came from Chaozhou Kiln, Xicun (西村) Kiln in Guangdong and Nan’an (南安) Kiln in Fujian, with the styles of late Northern Song Dynasty to the early Southern Song Dynasty.

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Fig. 11.6 Shipwreck artifacts of Bei Jiao No. 4 site collected in 2010

11.3.3 Zhaoshu Dao No. 2 Shipwreck The Zhaoshu Dao (赵述岛) No. 2 shipwreck was located in the southwest of Zhaoshu Dao Island, 1–3 m underwater, the well preserved seabed coral. The sediment containing artifact were rather thick, distributed in a small range. The main artifacts were the white celadon bowls of the late Northern Song to the early Southern Song dynasties, mostly with flower shaped rim, as well as pottery basins and pots with stamped flower patterns on the interior bottom of Qishi Kiln in Guangdong (Fig. 11.7).

11.3.4 Hua Guang Jiao No. 1 Shipwreck The Hua Guang Jiao No. 1 shipwreck was located on the inner side of Huaguang Jiao reef in the south of Yongle Islands, discovered by fishermen in 1996 and was illegally salvaged and seriously damaged in 1997. Preliminary investigations and trial excavations were conducted in 1998–1999, and full excavation of the cargo remains and the survey, excavation, disassembling and recovering of hull structure

11.3

Song Dynasty Shipwrecks

Fig. 11.7 Artifacts collected from Zhaoshu Dao No. 2 site in 2010

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Fig. 11.8 The cargo remains of Huaguang Jiao No. 1 shipwreck excavated in 2007

Fig. 11.9 The hull remains of Huaguang Jiao No. 1 shipwreck site excavated in 2008

were completed in 2007 and 2008 (Fig. 11.8). Then all of the hull timbers were transported to the museum in Hainan for protective desalination and dehydration (Fig. 11.9). The hull had a residual length of 18.4 m, width of 9 m, 3–4 m underwater. The direction of the prow was 320° and the whole hull tilted westward. 10 residual bulkheads remained, the depth of the compartment were between 1.1 to 1.5 m. The hull bottom was well preserved, except the side shell plates of six layers, other shell plates were five layers, and the outer layer was thinner the inner layers. The length of most shell plates was more than 5 m, the longest was 14.4 m, the width mostly

11.3

Song Dynasty Shipwrecks

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Fig. 11.10 The ceramics of Huaguang Jiao No. 1 shipwreck collected in 1999

more than 0.3 m, and the widest was more than 0.45 m. The lapped joint methods of the hull mainly were tenon joint and alike. The seams between the plates were filled with adhesive materials, and between the shell plates a large number of iron nails were used to fix. Nearly ten thousand pieces of artifacts were recovered, which included ceramics, iron bars, copper mirrors, copper coins and so on. Most artifacts were ceramic wares including white celadon, green glaze, white glaze, brown and black glaze and so on (Fig. 11.10). The origin places of them were Jingdezhen Kiln, Dehua Kiln, Cizao Kiln, Yiyao (义窑) Kiln, Nan’an (南安) Kiln, Songxi (松溪) Kiln and alike (Fig. 11.11). Among YiyaoKiln porcelain accounted for the largest proportion. One white celadon bowl (slightly blue glaze) was engraved in the interior wall with the inscription of “made by Pan Sanlang in Ren Wu Year” (“壬午载潘三郎造”) (Fig. 11.12). The year of Ren Wu in this Chinese era was identified as the thirty two year of Gaozong (高宗) period of the Southern Song Dynasty (1162 A.D.), therefore Huaguang Jiao No. 1 shipwreck should be dated to early Southern Song Dynasty (Meng, 2018: 11–26). The excavation of the shipwreck provides valuable material for the study of shipbuilding technology and maritime trade history in the Song and Yuan dynasties.

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Fig. 11.11 The ceramics of Huaguang Jiao No. 1 shipwreck excavated in 2007

Fig. 11.12 A white celadon bowl with inscription of “Made by Pan Sanlang in Ren Wu Year” from Huaguang Jiao (07XSHGW1:66)

11.3

Song Dynasty Shipwrecks

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11.3.5 Quanfu Dao No. 1 Shipwreck The Quanfu Dao (全富岛) No. 1 shipwreck was located near the reef of Quanfu Dao island in north of Yongle Atoll, being close to Yin Yu1 island with water depth of 1–3 m and the coral sand seabed. The artifacts scattered on the seabed and mainly were ceramics with rich varieties. They were Dehua Kiln white celadon wares and white porcelain, Jingdezhen Kiln white celadon, Yiyao Kiln white celadon wares and greyish blue glaze porcelain, Longquan Kiln celadon wares, Songxi (松溪) Kiln celadon wares, Southern Fujian kilns’ celadons, Cizao Kiln brown black glaze porcelain, etc. The types of utensils were bowls, plates, dishes, boxes, pots and so on (Fig. 11.13). The artifacts recovered were similar to those in Huaguang Jiao No. 1 shipwreck.

11.4

Yuan Dynasty Shipwrecks

11.4.1 Shi Yu No. 2 Shipwreck The Shi Yu No. 2 shipwreck was located inside the reefs of Shi Yu in the east of Yongle Atoll, 1–2 m underwater. The surface of the seabed mostly were dead coral and marine shell. No hull remain was found. The artifacts scattered in a wide range of about 20,000 m2. The collected samples were blue and white porcelain and egg white glazed porcelain from Jingdezhen Kiln, white porcelain from Dehua Kiln, greyish blue glaze from Fujian kilns and brown black glaze porcelain from Cizao Kiln, dating to the late Yuan Dynasty (UARCCNM, HNPOCRPA, 2011a, b, c: 26–46) (Fig. 11.14). The ceramics recovered from Shi Yu No. 2 site were rich in varieties, including bowls, cups, plum blossom vases, pear shaped vase with flare rim, pots and jars, kendi bottles, mostly were daily life vessels such as bowls and cups. The glaze was thin with smooth surface. Blue and white color was bright and rich in ornament patterns, including mandarin duck of lotus pond, lotus, twined branches chrysanthemum, plucked branches chrysanthemum, lotus petal, curly grass, fire flame and Chinese character of shou (寿) meaning “longevity”. These patterns were smooth with distinctive features, which was the typical blue and white porcelain style in the Yuan Dynasty (Fig. 11.15). After preliminary study it was confirmed that these blue and white pattern were drawn with imported cobalt in Jingdezhen Kiln and exported to Southeast Asia or even farther countries in the late Yuan Dynasty (Meng, 2011: 69–82). They were first discovery of the Yuan Dynasty blue and white porcelain in China’s underwater archaeological work and possessed great 1

The investigation in 2011 found that it was recorded as Yinyu No. 7 shipwreck site, and the investigation in 2012 checked the location information and found that it was located near Quanfu Island, so it was changed as Quanfu Island No. 1 shipwreck site.

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Fig. 11.13 Ceramic artifacts collected from Quanfu Dao No. 1 site in 2011

11.4

Yuan Dynasty Shipwrecks

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Fig. 11.14 The underwater remains of Shi Yu No. 2 site investigated in 2010

value. The egg white glaze porcelain was also produced in Jingdezhen Kiln, its paste and glaze features were similar to blue and white porcelain wares of Jingdezhen, with greenish egg white, close to opalescent, including utensils bowls and cups. White glaze porcelain were products of Dehua Kiln with greenish, grayish or yellowish over the white glaze, and unglazed on the exterior bottom. The Dehua Kiln white glaze wares included utensils bowls, washing vessels, plates, boxes and so on, mostly were molded, and with decoration patterns of stamped chrysanthemum petal, lotus petal or curly grass. The greyish blue glaze bowls, plates, dishes and other objects were the products from Fujian kilns. The brown black glaze small bottles, pots and other objects with crude paste were the products of Cizao Kiln.

11.4.2 Yin Yu No. 7 Shipwreck The Yin Yu No. 7 shipwreck was located on the northeast side of Yongle Atoll, near the southeast corner of Yin Yu reef, about 2–3 m underwater with the coral sand seabed. The artifacts were sparsely scattered. Collected samples were celadon and brown glaze porcelain shards, mainly were Longquan Kiln celadon, including utensils of bowls, plates, large plates, washing vessels, pots, vessel covers and so on, some yellowish over blue glaze (Fig. 11.16).2 2

In 2011, it was recorded as Yinyu No. 8 Shipwreck Site. In 2012, due to the number adjustment, it was changed to Yinyu No. 7 Shipwreck Site.

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Fig. 11.15 The blue and white ceramics from Shi Yu No. 2 site collected in 2010

11.5

Ming Dynasty Shipwrecks

11.5.1 Panshi Yu No. 1 Shipwreck The Panshi Yu (盘石屿) No. 1 shipwreck Located in the southeast side of Panshi Yu reef, 1–3 m underwater. No hull remains were found. The artifacts sparsely scattered across the flat seabed of dead coral around area about 10,000 m2. A small reef in the northeast of the site exposed to the sea surface. On the surface of the seabed blue and white porcelain bowls, plates, and white glaze porcelain of the middle of the Ming Dynasty could be seen (Fig. 11.17).

11.5

Ming Dynasty Shipwrecks

Fig. 11.16 The celadon artifacts of Shi Yu No. 7 site collected in 2012

Fig. 11.17 The blue and white artifacts of Panshi Yu No. 1 site collected in 2011

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11.5.2 Yuzhuo Jiao No. 1 Shipwreck The Yuzhuo Jiao No. 1 shipwreck was located in the east of Yuzhuo Jiao reef shoal 1–3 m underwater, and the artifacts scattered on the reef mainly were Longquan Kiln celadon, Jingdezhen Kiln blue and white porcelain. The celadon wares contained bowls, plates, washing vessels, cups and alike, some of them with stamped pattern on inner bottom. Blue and white porcelain contained bowls, plates, dishes, pots and alike, with fine paste and light blue over white glaze. The patterns included twined branches flower, fire flame, flower and so on. Judging from the vessel shape and decoration patterns, they should be dated to the middle Ming Dynasty (Fig. 11.18). These group of ceramics was consistent with the recovered ceramics from Panshi Yu No. 1 shipwreck, quite similar to the contents of those recovered from Lena shipwreck in the Philippine waters (Goddio et al., 2000), and the shipwreck of the middle Ming Dynasty in Brunei waters (Hashim & Karim, 2000; Michael, 2001).

11.5.3 Bei Jiao No. 3 Shipwreck The Bei Jiao No. 3 shipwreck was located in the north side of Bei Jiao reef shoal, 1–20 m underwater with coral sand seabed. No hull remain was found. The artifacts

Fig. 11.18 The ceramic artifacts of Yuzhuo Jiao No. 1 site collected in 2011

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scattered to the outside of the reef shoal, and three anchor stones were found nearby. The collected artifacts mainly were blue and white porcelain (Fig. 11.19), a small amount of pottery and carved pattern tiles. The blue and white porcelain could be divided into two kinds, one was exquisitely made with white, fine but thin paste, bright and nice glaze, the other was crudely made with grayish white, fine but thick paste, grayish blue and white pattern. The vessels included bowls, plates, dishes pots, vessel covers, etc. Blue and white patterns included flower, flower with branches, flower and fruit, lotus pond, Panchi (蟠螭) dragon, egret, standing phoenix, landscape with pavilions, Chinese character of shou (寿) meaning “longevity” and so on. Some bowl bottoms were written the fortune characters or sentence, such as “Fu (福)”, “Wan Fu You Tong (万福攸同)” “Yong Bao Chang Chun (永葆长春)”, “Shang Ping Jia Qi (上品佳 器)”, “Yu Tang Jia Qi (玉堂佳器)”, and the marks of date such as “Da Ming Wan Li Nian Zhi (大明万历年制)”, “Bing Xu Nian Zao (丙戌年造)”, “Da Ming Nian Zhao (大明年造)”, “Jia Jing Nian Zhi (嘉靖年制)”and alike. These two kinds of blue and white porcelain should be products respectively from Jingdezhen civilian private kilns, as well as Pinghe and Zhangzhou kilns in Fujian. The date mark of “Bing Xu” on the bottom of blue and white bowls showed the fourteenth year of Wanli period of the Ming Dynasty (1586 A.D.), and they were similar to the cargoes in San Diego shipwreck (1600) in the Philippines (Valdes & Allison, 1993; Desroches et al., 1996; Kenichi, 1997), Wanli shipwreck in Malaysia waters (Sjostrand et al., 2007) and White Lion shipwreck of Dutch East India Company in Atlantic Ocean (1613), all dating to the late Ming Dynasty.

11.5.4 Shi Yu No. 3 Shipwreck The Shi Yu No. 3 shipwreck was located in the southeast of Shi Yu reefs 1–3 m underwater with the seabed of dense coral. A large number of porcelain shards and other artifacts scattered in a range about 10,000 m2. The collected ceramics were five-colored blue and white porcelain, blue and white porcelain and white porcelain. The utensils were bowls, plates, boxes and alike made of fine and white Paste (Fig. 11.20). Most of them were blue and white porcelain painted with patterns of flower, group flowers, Panchi or Qilin dragons, unicorn lines, fortune patterns symbolling the high position and privileged treatment and alike, as well as blue and white porcelain with Chinese character marks of “Wan Fu You Tong (万福攸同)”, “Da Ming Hong Zhi Nian Zhi (大明弘治年制)”, “Da Ming Nian Zhao (大明年 造)” which were typical Jingdezhen civilian private kilns products in the late Ming Dynasty.

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Fig. 11.19 The blue and white artifacts of Bei Jiao No. 3 site collected in 1999

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Fig. 11.20 The ceramics of Shi Yu No. 3 site collected in 2010

11.5.5 Huaguang Jiao No. 4 Shipwreck The Huaguang Jiao No. 4 shipwreck was located in the northeast side of Huaguang Jiao shoal, 1–3 m underwater. The artifacts scattered in a range about 7,000 m2, mostly were white glaze porcelain, blue and white porcelain and so on. White porcelain included bowls, plates, vessel covers, etc. Most artifacts were blue and white porcelain, including bowls, plates, boxes, pots and alike made of fine paste, with patterns of flower, human statues, Panchi dragon and animals, as well as the blue and white Chinese character seals of “Da Ming Xuan De Nian Zao (大明宣德 年造)”, square seal characters, rabbit-shaped signatures and alike (Fig. 11.21), which should be Jingdezhen kiln products in the late Ming Dynasty.

11.6

Qing Dynasty Shipwreck

11.6.1 Yin Yu No. 6 Shipwreck The site was located on the north side of Yin Yu island of Yongle Atoll 1–3 m underwater, with dead coral and coral sand seabed. The artifacts scattered and relatively concentrated on the surface of the seabed (Fig. 11.22). The collected wares were blue and white porcelain, blue and white with under glaze red porcelain, white glaze porcelain, brown glaze porcelain, pottery, red pottery wares and other kinds. Among blue and white porcelain were plates, bowls, pots, jars, cups, saucers, spoons, vessel lids and so on, decorated with variants of the Chinese character of

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Fig. 11.21 The blue and white ceramics of Huaguang Jiao No. 4 collected in 2010

longevity shou (寿), twined branches flowers and etc. (Fig. 11.23). The blue and white with under glaze red porcelain were plates. The brown glaze pottery were jars, basins and so on. Red pottery wares mainly were pots, broken pot shards, handles, tubes lids and so on. Among them blue and white porcelain and blue and white with under glaze red porcelain mostly were Jingdezhen Kiln products, some blue and white bowls, plates, dishes, spoons were products from Dongxi (东溪) Kiln or Dehua Kiln in Southern Fujian. Most of brown glaze pottery were made in Guangdong kilns and red pottery wares were made in Yixing (宜兴) Kiln in Jiangsu. The compound of these varieties of ceramic in the shipwreck was very similar to that of Desaru shipwreck (about 1830) in the Indonesian waters,3 and the blue and white bowls, and plates with twined branches flower pattern and other artifacts were also close to features of Xiaobai Jiao No. 1 shipwreck (UARCCNM, HNPOCRPA, 2011a, b, c: 54–68; NBMICRA, NCUCH, XSCCMC, 2019). So the date of site should be in the middle and late Qing Dynasty.

3

China Jiade Four Seasons Auction: Recovered Ceramics from Wanli Shipwreck of Ming Dynasty and Desaru Shipwreck of Qing Dynasty, in Jiade Four Seasons, 4th Issue, 2005, December 10, 2005; China Jiade Four Seasons Auction: Precious porcelain from South China Sea, in Jiade Four Seasons, 4th Issue, 2006, December 16, 2006; also can see http://www.mingwrecks.com/Desaru. html.

11.6

Qing Dynasty Shipwreck

Fig. 11.22 The shipwreck remains of Yin Yu No. 6 site investigated in 2014

Fig. 11.23 The blue and white artifacts of Yin Yu No. 6 site collected in 2011

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11.6.2 Bei Jiao No. 1 Shipwreck The site was located in the central north of the Bei Jiao reef 0.5–2 m underwater, with the site surface disturbed and many porcelain shards scattering. The collected artifacts mainly were blue and white porcelain bowls, plates, dishes, etc. with patterns of stamped variant Chinese character of longevity shou (寿), flower, flower petals, fish, auspicious Chinese characters, etc., identified as the products from Dehua or Anxi kilns (Fig. 11.24). These kinds of porcelain wares were similar to Tek Sing shipwreck of the second year of Daoguang (道光) period (1822) found in Southeast Asian waters (Nagel, 2000; Pickford & Hatcher, 2000; Zheng, 2001: 49–50). In addition, from the site the celadon porcelain from Yiyao Kiln in the Southern Song Dynasty, fragments of celadon plates from Longquan Kiln in the Yuan Dynasty were also collected, indicating that the site may contain the different shipwrecks in different periods (UARCCNM, HNPOCRPA, 2006: 139–150).

Fig. 11.24 The blue and white ceramics of Bei Jiao No. 1 site collected in 2010

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Fig. 11.25 The stone architecture component remains of Shanhu Dao No. 1 shipwreck (2014 investigation)

11.6.3 Shanhu Dao Island No. 1 Shipwreck The shipwreck was located on the northeast edge of Shanhu Dao shoal of Yongle Atoll. In the 1970s and 1980s fishermen salvaged some stone statues, and in 2015 an archaeological excavation of the site was conducted. The seabed around the site was cemented hard coral and coral sand with a few submerged reefs, and the water depth was 1–5 m with a number of northeast-southwest gullies on the sea floor. No hull remain was found, and the relic remains mainly were composed of stone architecture components mostly distributing in the trench outside the reef (Fig. 11.25), including stone statues, stone slabs, stone bars, stone pillars and plinths, as well as a small amount of daily used stone utensils. According to the statistics of 2015 excavations, a total of 274 stone artifacts were found within the site, including 255 stone building components, 10 stone statues, 9 daily used utensils (PIUAT, 2017: 11–58). Most of architecture components were stone slates, with totally 109 pieces, and then 88 stone bars, 55 stone pillars and 3 stone plinths (Fig. 11.26). Besides, there were also a small number of blue and white glaze porcelain shard, mostly scattered in the reef or inside the intervals of stone building components. They mainly were blue and white porcelain bowls, plates and dishes from Dehua or Anxi kilns in Southern Fujian, with decoration patterns mostly of stamped or printed variant Chinese character of longevity shou (寿) and auspicious words (Fig. 11.27). There were also the white porcelain plates, dishes, cups with similar work crafts as the blue and white porcelain, being dated to the middle and late Qing Dynasty (Deng & Zeng, 2017: 100–127; Deng & Wang, 2018: 50–60).

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Fig. 11.26 The typology of carved stone products of Shanhu Dao No. 1 site excavated in 2015

11.6.4 Jinyin Dao No. 1 Shipwreck The site was located on the southwest side of Jinyin Dao island of Yongle Atoll 1–6 m underwater, with seabed of coral slate, dead antler coral and coral sand. A piece of ship timber was found in the northwest of the site surrounded by a large number of ceramic fragments and some stone artifacts. The site was similar to that of the Shanhu Dao No. 1 shipwreck, and the underwater accumulation was mainly composed of stone architecture components (Fig. 11.28). These stone artifacts scattered in the trench of seabed, mixing with a small amount of ceramic fragments. According to the statistics of investigations in 2018, a total of 647 stone building components, including stone slabs, stone bars, stone pillars, stone plinths, Sumeru bases of Buddhist building, covers, ground bricks, human statues, stone buckets,

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Fig. 11.27 The ceramics of Shanhu Dao No. 1 site collected in 2010

Fig. 11.28 The underwater distribution of stone building components of Jinyin Dao No. 1 site investigated in 2010 (left) and 2012 (right)

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Fig. 11.29 The carved stone artifacts of Jinyin Dao No. 1 site investigated in 2018 (left, stone pillar 2018XSJYW01:290; right, house top component 2018XSJYW01:287)

Fig. 11.30 The ceramics of Jinyin Dao No. 1 site

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eave components (Fig. 11.29), some reliefs with nice and exquisite patterns of green lotus flower in vase, twined branches flower, ribbons and alike. 15 daily utensils stone wares such as millstones, stone inkstones, stone mortars, stone pestles and other were also found (NCUCH, HNPM, 2018). Near the side of the reef scattered a large number of ceramic shards, mostly were blue and white bowls, plates from Dehua or Anxi kilns, decorated with variant Chinese character of longevity shou (寿). Besides, there were five-colored porcelain and white glaze porcelain, and five-colored porcelain and white glazed utensil bowls, lamps, cups, saucers, spoons and alike (Fig. 11.30).

11.6.5 Langhua Jiao No. 2 Shipwreck The site was located in the northwest of Langhua Jiao (浪花礁) 2–4 m underwater, with the coral sand hard cemented on the surface of seabed and several trenches around the outside of the reef (Fig. 11.31). The artifacts scattered in a large area. From north to south distributed copper, aluminum and iron wares and hull components, while on the north side of the reef scattered stone architecture components such as railings and tablets (Fig. 11.32). There were also a large number of bricks distributed in the reef, including wide square brick, and long and narrow bricks. Porcelain shards, including blue and white glaze porcelain, scattered in the south of the site, mostly the utensil bowls, plates, cups and alike (Fig. 11.33), as the products of Dehua, Anxi or Dongxi kilns.

11.6.6 Nan Sha Zhou No. 1 Shipwreck The site was located in Nan Sha Zhou (南沙洲) Island northeast of Yongxing (永 兴) Island, with coral sediment partly hard cemented. The artifacts, mainly were blue and white porcelain such as bowls, lamps, plates, saucers, cups, spoons and alike, as well as a small amount of white glaze and brown glaze porcelain such as lamps, cups, scattered in a large range (Fig. 11.34). Some of the blue and white porcelain wares were products of Jingdezhen Kiln and Dehua Kiln, but most of them might be made in Dongxi kiln in Zhangzhou. The brown glaze and white glaze porcelain also might be made in Quanzhang and Zhangzhou, dating to the middle and late Qing Dynasty.

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Fig. 11.31 The underwater geomography of Langhua Jiao No. 2 site

Fig. 11.32 The carved stones of Langhua Jiao No. 2 site investigated in 2010 (left, stone pillar; right, stone slab)

11.7

General Analysis on the Content of Shipwreck in Xi Sha Waters and the Issues of Ancient Maritime Trade

11.7.1 Cultural Features of the Shipwrecks in Xi Sha Waters The underwater cultural remains of Xi Sha Islands mostly were distributed near Coral Reef, and mostly in the north side of the reef, which might be closely related to the sea trade route. At most of the shipwrecks or cultural relics sites no hull

11.7

General Analysis on the Content of Shipwreck in Xi Sha Waters …

Fig. 11.33 The Blue and white artifacts of Langhua Jiao No. 2 site investigated in 2010

Fig. 11.34 The Blue and white artifacts of Nan Sha Zhou No. 1 site investigated in 2011

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remains were found, except for better preserved hull of Huaguang Jiao No. 1 shipwreck and a few of hull timbers remain of Jinyin Dao No. 1 shipwreck. Most of the underwater artifacts only were ship cargoes sparsely scattered in a large range, shallowly buried and badly eroded by sea water, mostly the export ceramics from China. Only Huaguang Jiao No. 1 still remained a large number of iron artifacts such as iron bars (Fig. 11.35), and few of other sites remained anchor stones (Meng & Fu, 2010; Fig. 11.36), iron cannons, copper coins (UARCCNM, HNPOCRPA, 2011a, b, c: 47–53) and alike. Most of them were the Chinese junks outbound for maritime trade. So far only two pieces of ivory remain, one 55 cm long, about 15 cm in diameter, the other 115 cm long, about 13 cm in diameter, scattered on the surface of the seabed and cemented with corals at site of Bei Jiao No. 4 site (Fig. 11.37; UARCCNM, HNPOCRPA, 2006: 31–32), presumably the shipwreck of inbound boat from a foreign country. The underwater cultural relics in the waters of Xi Sha Islands have lasted a long time. This area was the important sea way for maritime trade in South China Sea at the latest in the late Tang Dynasty and Five Dynasties, and was more active since the Song Dynasty, especially in several stages in the late Northern Song Dynasty, Southern Song Dynasty, late Yuan Dynasty, mid Ming Dynasty, late Ming Dynasty and late Qing Dynasty, reflecting the features of development stages of maritime trade route in the waters of Xi Sha Islands.

Fig. 11.35 The remains of packaged iron artifacts of Huaguang Jiao No. 1 site investigated in 1998

11.7

General Analysis on the Content of Shipwreck in Xi Sha Waters …

Fig. 11.36 The stone anchor of Bei Jiao No. 11 site investigated in 2010

Fig. 11.37 The ivory remain of Bei Jiao No. 4 site investigated in 1999

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11.7.2 Export Ceramics and Maritime Trade Witnessed in Xi Sha Shipwrecks Among the underwater artifacts in the waters of Xi Sha Islands, the richest content was Chinese ceramic wares, indicating that, on the one hand ceramic wares were easy to preserve, and on the other hand ceramic wares were indeed the most important export commodity in maritime trade in various periods. The export ceramic wares salvaged in the shipwrecks in waters of Xi Sha Islands basically were civilian private kiln products, mainly from the kilns yard in the south of China, only a small amount might be from the north, from which we can also see the changing stages of the compound and category of the ceramic ware industry (Fig. 11.38). During the late Tang and Five Dynasties, the export of porcelain gradually increased, mainly were celadon wares from Yue Kiln in Zhejiang, as well as some celadon wares from the kilns in Guangdong, some white porcelain from southern and northern regions in China. From the late Northern Song Dynasty to the early

Fig. 11.38 The distribution of kiln sites from which Xi Sha shipwreck ceramic originating

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Southern Song Dynasty, the exported ceramics mainly were celadon and white celadon, made in Guangdong and Fujian, as well as a small amount of white celadon porcelain from Jingdezhen Kiln and celadon from Longquan Kiln. In the middle and late Southern Song Dynasty mainly were white celadon porcelain from Jingdezhen Kiln, celadon from Longquan Kiln, white celadon, celadon and black glaze porcelain from Fujian kilns. In the Yuan Dynasty, the number of celadon products in Longquan Kiln increased greatly, the amount of white porcelain from Dehua Kiln, black and brown glaze porcelain from Cizao Kiln, greyish blue glaze porcelain from Fujian coastal kilns composed of the main part, bedsides, there were also blue and white porcelain and egg white glaze porcelain fr0m Jingdezhen Kiln. According to these statistics analysis of underwater cultural remains, whether from the number of salvaged underwater artifacts or shipwreck remains, the Southern Song Dynasty to the Yuan Dynasty were the prosperous stage of South China Sea trade (Liu, 2016: 65–75). Many ceramics of the middle of Ming Dynasty were discovered, presenting that although there still had a certain number of Longquan Kiln celadon, Jingdezhen blue and white porcelain gradually became the mainstream of export ceramics in the maritime trade. The late Ming Dynasty was a more active stage in the development of maritime trade, the exported ceramics mainly were blue and white porcelain and white porcelain from Jingdezhen Kiln, blue and white porcelain and five-colored porcelain from Zhangzhou Kiln, and white porcelain from Dehua Kiln, when the blue and white porcelain from Southern Fujian gradually became an important cargo in maritime trade. With the change of the maritime trade situation, a new stage of development appeared in the middle and late Qing Dynasty, with the main exported products of blue and white porcelain from Jingdezhen kiln, blue and white porcelain and white porcelain from Dehua Kiln, blue and white porcelain from Anxi Kiln, blue and white and other kinds of porcelain from Dongxi kiln, blue and white porcelain and brown glaze porcelain from Guangdong kilns, especially the blue and white wares from Quanzhang and Zhangzhou as the greatest number. There also some dark-red enameled pottery from Yixing Kiln at this last stage. From these export ceramics found in the Xi Sha water, it can be concluded that for the demands of the overseas market at that time, the production of imitated ceramics of famous’ kilns and official kilns was prevalent in the southern coastal areas, especially in Fujian and Guangdong. These kilns were densely distributed with rich types of products. The products mainly were for export, therefore, a distinctive and huge export-oriented ceramic production system was formed in the coastal areas of South China (Meng, 2017; Su, 2004: 141–192). The most remarkable is that in the Song and Yuan Dynasties, Fujian, Guangdong and other places appeared a large number of kilns imitating white celadon porcelain of Jingdezhen Kiln and celadon of Longquan Kiln. In Fujian there were Songxi (松溪) Kiln, Nan’an (南安) Kiln, Zhangpu (漳浦) Kiln, Yi Yao (义窑) Kiln of Minqing,

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Putian (莆田) Kiln, Yulinting (遇林亭) Kiln, Chayang (茶洋) Kiln and Cizao (磁 灶) Kiln (Li, 2001: 98–106, 2004: 12–22, 2008: 179–197). In Guangdong there were Chaozhou (潮州) Kiln, Xicun (西村) Kiln of Guangzhou, and Shiwan (石湾) Kiln of Foshan, Qishi (奇石) Kiln. During the Ming and Qing Dynasties, there were Zhangzhou Kiln, Dehua Kiln, Anxi Kiln, Dongxi Kiln, as well as kilns in Guangdong coastal area that imitated the blue and white and five-colored porcelain of Jingdezhen civilian kilns, making large quantity of products with inferior quality on the whole (Liu & Wang, 2016: 146–157). However, except the imitated ceramics, the products of Dehua Kiln in Fujian, Yixing Kiln in Jiangsu, Shiwan Kiln in Guangdong were quite unique with their own characteristics, which were important in the overseas trade in Ming and Qing Dynasties.

11.7.3 Maritime Trade Across South China Sea and the Changes of Maritime Silk Road Xi Sha Islands are located on the trade route of the South China Sea. Regarding location and cargo content, the Xi Sha shipwrecks might be the ancient junks sailing to Southeast Asia and even beyond the east coast of Africa, Europe, Americas and other places, from which we can understand the changing history of the Maritime Silk Road passing through the waters of Xi Sha Islands. In general, with the continuous progress of navigation technology (Xi et al., 2004; Zhang, 1991), the maritime trade developed rapidly from the late Tang and Five Dynasties to the Song Dynasty, and achieved its unprecedented prosperity in the Song and Yuan dynasties, and appeared new characteristics during the Ming and Qing dynasties with the influence of maritime trade policy, (Chao, 2005; Chen & Chen, 1997; Chen & Wu, 1981; Feng, 2005; Li, 1990, 2007; Zhang, 1986). During the late Tang Dynasty and Five Dynasties, the economy in the south China developed greatly and the maritime trade was quite active. Guangzhou, Fuzhou and Mingzhou, especially Guangzhou, became the main trading seaports. The earliest ceramic export peak appeared in this period, and some Five Dynasty shipwreck sites were also found in the waters of Xi Sha Islands. The Northern Song government established Administration Bureau for Managing Foreign Shipping in Guangnan (广南), Fujian, and Zhejiang managing the inbound foreign trade ships (Xu, 1957). The maritime trade developed rapidly during the Song and Yuan dynasties, especially in the Southern Song and Yuan dynasties, therefore the export of ceramics in this stage entered a new stage, which were also demonstrated by Huaguang Jiao No. 1 shipwreck and Shi Yu No. 2 shipwreck. In the Ming Dynasty, the maritime trade was sometimes banned and sometimes opened. At the time of Zheng He’s voyages to the West in the early Ming Dynasty,

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Fuzhou seaport was very prosperous and practiced the tributary trade system under the sea ban. In the middle of Ming Dynasty the maritime trade was transformed into the new regulation following “Guang Zhong (广中) Case”, which the foreign trade centering in Guangzhou and Macao changed into a regular international fair trade (Li, 2007). In the meantime, the coastal areas of eastern Zhejiang and southern Fujian rose a few of private and smuggling trade seaports, as historical records noted that “in Zhangzhou there were Meiling (梅岭) in Zhao’an (诏安), Longxi (龙 溪), Haicang (海沧) and Yuegang (月港), in Jinjiang of Quanzhou were Anhai (安 海, and in Funing (福宁) was Tongshan (铜山), these remote sea ports and bays became the hiding places of smugglers, and ship owners and seamen took part in smuggling” (Zheng, 1986: 463). During Jiajing (嘉靖) period, the foreign merchant ships from Portugal, Spain, Japan and Southeast Asian countries also illegally sailed to Zhangzhou for smuggling trade (Xu et al., 1962: 2507). In the twenty-sixth year in Jiajing period (1547 A.D.), Portuguese cargo ships came to Wuyu (浯屿), people from Zhangzhou and Quanzhou went there to trade with them (Zhang, 2000: 131) and the smuggling trade was rampant and uncontrollable. In the first year of Long qing (隆庆) period (1567 A.D.), the sea ban was lifted in Fujian and the government established the tax station in Yuegang of Haicheng (海澄) County of Zhangzhou Prefecture, thus creating new stage following “Yuegang system” which lifted the sea ban and allowed Chinese merchants to trade with foreign merchants (Zhang, 2000: 131), making private maritime trade legal, which lasted until the early Qing Dynasty (Lin, 1987). Therefore, the limited ceramic export in the early Ming Dynasty was in a boom again since the middle Ming Dynasty, for the coming of western maritime merchants (Liu, 2012: 84–91), especially after the lifting of sea ban policy in the first year of Longqing period. This new stage of maritime trade was represented by Bei Jiao No. 1 shipwreck and Huaguang Jiao No. 4 shipwreck. In the early of the Qing Dynasty, the imperial court strictly forbid the sea trade again for controlling the coastal defense in suppressing the Koxinga group. The maritime trade along the Fujian coast was monopolized by Koxinga’s group basing on seaports of Xiamen, Quanzhou and Fuzhou and engaging maritime trade with Nagasaki, Ryukyu of Japan and Southeast Asian countries, as well as with Dutch colonists (Liao, 2002; Wang, 2016). Since the 23th year of Kangxi period (1684 A. D.), Qing government lifted the sea ban after conquering the Zheng’s regime in Taiwan and set up Fujian customs, and following Jiangsu, Zhejiang and Guangdong customs to manage maritime trade. Since then the maritime trade with southeast Asia mostly through Fujian and Guangdong customs, and the maritime trade once more developed greatly. In the 22th year of Qianlong period (1757 A. D.), the Qing government stipulated that foreign ships could only trade in Guangdong, not allowing them to Ningbo (Qing et al., 1986: 1023), resulting the situation of Guangzhou as only seaport dominating Western merchant shipping in China. However, the maritime trade of Chinese junks was not restricted or

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prohibited, there were still many merchant ships from Fujian, Zhejiang, Jiang and other ports sailed to southeast Asian countries (Huang, 1986: 151–170; Wang, 2011: 40–45; Zhao, 2015a, b: 99–115) until reopening of the five treaty ports after Opium War. These changes were reflected in the export porcelain collected in the waters of Xi Sha Islands. The situation and changes of China’s ceramic export demonstrated in Xi Sha Islands were the result of the changing of maritime trade policies in different periods. According to the compound and changes of ceramics found in the ancient shipwrecks in the waters of Xi Sha Islands, although a certain shipwreck loaded products from different kilns, they were from certain concentrated areas in each stage, which can roughly outline the changes of maritime trading seaports in the South China Sea since the late Tang and Five Dynasties. From the late Tang Dynasty to the Northern Song Dynasty, the kilns in Guangdong, especially near Guangzhou, accounted for a certain proportion of kiln products, and the maritime trade of ceramic exported mainly form Guangzhou seaport. From the Southern Song Dynasty to the Yuan Dynasty, Fujian, especially the southern Fujian area had a large number of products which accounted for the largest proportion, and Quanzhou might be the center seaport for ceramic export. During the Ming and Qing dynasties, Yuegang, Guangzhou, Xiamen and other seaports were focused. Since the late Ming Dynasty, Zhangzhou Kiln rose, Dehua and Dongxi kilns developed, therefore Yuegang and Xiamen seaports rose, Xiamen seaport developed rapidly and became the largest foreign trade seaport in south Fujian, especially in the Qing Dynasty when Quanzhou and Yuegang declined. The rising and developing of Shiwan (石湾) Kiln and Guangcai (广彩) export ceramic industry was closely related to the role of Guangzhou seaport in foreign trade. In general, the rise and decline of overseas trade seaports such as Guangzhou, Mingzhou, Quanzhou, Fuzhou, Yuegang and Xiamen in the southeast coastal areas reflect the changes of maritime trade center in different periods. In sum, the artifacts of underwater shipwrecks found in the waters of Xi Sha Islands reflect the different features of trade in different historical periods of the South China Sea along the Maritime Silk Road. As an important maritime trade commodity and the symbol of oriental culture, ceramics were continuously exported to the Southeast Asia, West Asia, the East Coast of Africa, and even Europe and Americas, and the cargoes in these shipwrecks were the historical witness of the exchanges between Chinese and foreign cultures. Therefore, this expanding maritime trade route of ancient Chinese ceramics is also called by some scholars as the “Ceramic Road” (Mikami, 1984) or the “Maritime Ceramic Road” (Ma, 1989: 89–98). The waters of Xi Sha Islands, where possessed so rich underwater artifacts, was one of the key sections along this trade route.

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Abbreviations China Ancient Ceramics Research Society, 中国古陶瓷研究会 China Ancient Export Ceramics Research Society, 中国古外销陶 瓷研究会 DSAITSCS Deep Sea Archaeological Investigation Team in the South China Sea, 南海海域深海考古调查队 GDM Guangdong Museum, 广东省博物馆 GDPCRAC Guangdong Provincial Cultural Relics Administration Committee, 广东省文物管理委员会 HARCABGP Hainan Administrative Region Cultural Affairs Bureau of Guangdong Province, 广东省海南行政区文化局 HNPM Hainan Provincial Museum, 海南省博物馆 HNPOCRPA Hainan Provincial Office of Cultural Relics Protection and Administration, 海南省文物保护管理办公室 NBMICRA Ningbo Municipal Institute of Cultural Relics and Archaeology, 宁 波市文物考古研究所 NCUCH National Center of Underwater Cultural Heritage, 国家水下文化遗 产保护中心 PIUAT Paracel Islands Underwater Archaeology Team, 西沙群岛水下考 古队 UARCCNM Underwater Archaeological Research Center of China National Museum, 中国国家博物馆水下考古研究中心 XSCCMC Xiangshan County Cultural Management Committee, 象山县文物 管理委员会办公室\象山县文物管理委员会\象山县文管会 CACRS CAECRS

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Ye, Z. Z. 业治铮, He, Q. X. 何起祥, Zhang, M. S. 张明书, Hang, C. R. 韩春瑞, Li, H. J. 李浩鞠, Lian, J. 连军, & Wu, J. Z. 吴建政. (1985). A study on the classification and characteristics of island types in Xisha Islands. Marine Geology and Quaternary Geology, 5(1), 1–13 (Xisha Qundao Daoyu Leixing Huafen Jiqi Tezheng de Yanjiu《西沙群岛岛屿类型划分及其特征 的研究》, Haiyang Dizhi yu Disiji Dizhi《海洋地质与第四纪地质》). Zhang, X. 章巽. (1986). Maritime transportation in Ancient China. Beijing: The Commercial Press (Woguo Gudai de Haishang Jiaotong《我国古代的海上交通》, Shangwu Yinshuguan 商务印书馆). Zhang, X. 章巽. (1991). History of China’s nautical science and technology. Beijing: China Ocean Press (Zhongguo Haihang Kejishi《中国航海科技史》, Haiyang Chubanshe 海洋出版 社). Zhang, P. Y. 张丕远. (1996). Climate and sea surface change in China and their trends and impacts. In Y.F. Shi (施雅风) (Ed.), Historical climate change in China, Chapter 15 (Vol. 1, pp. 468–483). Jinan: Shandong Science and Technology Press (Zhongguo Qihou yu Haimian Bianhua jiqi Qushi he Yingxiang Diyijuan《中国气候与海面变化及其趋势和影响》, Zhongguo Lishi Qihou Bianhua Di Shiwu Zhang《中国历史气候变化》第十五章, Shandong Kexue Jishu Chubanshe 山东科学技术出版社). Zhang, X. 张燮. (2000). General survey on the east and west oceans (Vol. 7, Tax. p. 131). Originally made in Ming Dynasty, Proofread by Xie, F.(谢方) new edition, Beijing: Zhonghua Book Company (Dongxiyang Kao《东西洋考》, Zhonghua Shuju中华书局). Zhang, K. R. 张昆荣. (2002). Cultural relics of the Ming and Qing Dynasties in the Bei Jiao of Xisha Islands. Chinese Archaeological Yearbook (2000), 231–232. Beijing: Cultural Relics Press (Xisha Qundao Beijiao Mingqing Shiqi Wenwu《西沙群岛北礁明清时期文物》, Zhongguo Kaoguxue Nianjian 2000《中国考古学年鉴 2000》, Wenwu Chubanshe 文物出 版社). Zhang, W. 张威. (2015). The precious remain along the Maritime Silk Road of the South China Sea—Huaguang Jiao No. 1 Shipwreck, Xisha Islands. In The Underwater Cultural Heritage of the South China Sea (Vol. 1, pp. 142–145). Nanjing: Jiangsu People’s Publishing House (Nanhai Silu Yizhen-Xisha Qundao Huaguangjiao Yihao Chenchuan《南海丝路遗珍——西 沙群岛华光礁一号沉船》, Nanhai Shuixia Wenhua Yichan《南海水下文化遗产》第一辑, Jiangsu Renmin Chubanshe 江苏人民出版社). Zhao, H. T. 赵焕庭. (1996). History of the Xisha Islands Survey. Geographical Research, 4, 55– 64 (Xisha Qundao Kaocha Shi《西沙群岛考察史》, Dili Yanjiu《地理研究》). Zhao, J. B. 赵嘉斌. (2012). The main discoveries of underwater archaeological investigation of Xisha Islands 2009–2010 In C. M. Wu (吴春明) (Ed.), Maritime cultural heritage and archaeology in seas surrounding China (pp. 178–190). Beijing: Science Press (2009–2010 Nian Xisha Qundao Shuixia Kaogu Diaocha Zhuyao Shouhuo《2009*2010年西沙群岛水下考古 调查主要收获》, Haiyang Yichan yu Kaogu《海洋遗产与考古》, Kexue Chubanshe 科学出 版社). Zhao, J. B. 赵嘉斌. (2015a). An overview of underwater archaeological work in the South China Sea—Focusing on underwater archaeological investigations and cultural relics investigations in Xisha Islands. In The Underwater Cultural Heritage in South China Sea (Vol. 1, pp. 47–58). Nanjing: Jiangsu People's Publishing House (Nanhai Haiyu Shuixia Kaogu Gongzuo Gaikuang-Yi Xisha Qundao Shuixia Kaogu Diaocha yu Wenwu Xuncha Wei Zhongdian 《南海海域水下考古工作概况—以西沙群岛水下考古调查与文物巡查为重点》, Nanhai Shuixia Wenhua Yichan《南海水下文化遗产》第一辑, Jiangsu Renmin Chubanshe: 江苏 人民出版社). Zhao, Y. F. 赵轶峰. (2015b). On the limited opening in the Early Qing Dynasty—Centered on trade relations. Palace Museum Journal, 6, 99–115 (Qing Qianqi de Youxian Kaifang- Yi Maoyi Guanyi Wei Zhongxin《清前期的有限开放——以贸易关系为中心》, Gugong Bowuyuan Yuankan《故宫博物院院刊》). Zheng, R. Z. 郑若曾. (1986). Zheng Kaiyang’s miscellaneous writings. Vol. 1 Wen Yuange Four Branches Books, History Department (No. 584, p. 463). Originally made in Ming Dynasty, new edition, Taipei: The Commercial Press (Zheng Kaiyang Zazhu Juanyi《郑开阳杂著》卷

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一, Wenyuange Siku Quanshu Shibu“文渊阁四库全书”, Taiwan Shangwu Yinshuguan 台湾 商务印书馆). Zheng, J. X. 郑炯鑫. (2001). The production and export of blue and white porcelain of Dehua Kiln of Qing Dynasty on Perspective of the Wreck of “Tek Sing”. Relics and Museology, 6, 49–50 (Cong Taixinghao Chenchuan Kan Qingdai Dehua Qinghuaciqi de Shengchan yu Waixiao 《从“泰兴号”沉船看清代德化青花瓷器的生产与外销》, Wenbo《文博》).

Chapter 12

The Shipwreck Archaeology in the Waters of Taiwan, Penghu and Dong Sha Island Jianxiang Ding

As an important part of the arc-shaped group of islands in the continental shelf of the East Asian, Taiwan and its adjacent islands such as Penghu (澎湖), Lanyu (兰 屿) and Green Island (绿岛) are the important transferring stations and strongholds of ancient maritime transportation along China’s southeast coast. The shipwreck archaeology in Taiwan, Penghu and Dong Sha (东沙岛) Island (the Pratas Isl.) is an integral part of ancient Chinese shipwreck archaeology. The shipwreck archaeology in Taiwan and Penghu began with non-professional salvages in the 1990s. From 1995 to 1999, Taiwan’s “National Museum of History” presided three seasons over the “Program of Excavation of the Ancient Shipwreck in Penghu Waters”. For short of professional underwater archaeologists, professional divers were organized to conduct investigations of ancient shipwrecks in Penghu sea area, surveying and salvaging the Jiangjun (将军) No. 1 shipwreck which was located in Jiangjun Yu (将军屿) island and characterized by the accumulation of a large number of pottery wares. It was also the origin of underwater archaeological work in Taiwan and Penghu (Huang et al., 1999; Huang, 2000a, b, c: 3; Tsang & Wang, 2008: 87; EBTPMH, 1995, 1997, 1999, 2001). Led by Professor Tsang Cheng-Hwa (臧振华), the “Academia Sinica of Taiwan” conducted the “Program of the Investigation and Excavation of the Ancient Shipwreck in Makung (马公) Port of Penghu and Training of Scientific Talents of Underwater Cultural Heritage Research and Preservation”. The program started with the training of professional underwater archaeologists and carried out a series of four stages of underwater archaeological investigations and international cooperative research in Penghu waters, the waters around Taiwan and adjacent Dong Sha Island (Gao, 2008; Li, 2009; Tsang & Li, 2008: 9; Tsang & Huang, 2018: 1).

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 J. Song, Shipwreck Archaeology in China Sea, The Archaeology of Asia-Pacific Navigation 5, https://doi.org/10.1007/978-981-16-8675-7_12

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The Shipwreck Archaeological Investigation in Penghu Waters

Penghu Islands are located in Taiwan Strait and opposite Taiwan over the Penghu water channel, composing of 64 islands and reefs. There is Bazhao (八罩) watercourse between these islands, dividing Penghu into two island and reef groups between the north and the south, where a lot of sea bays and submerged reefs distribute. Penghu Island in the northern group, is the largest island in Penghu area, followed by Yuweng (渔翁) Island and Baisha (白沙) Island. Penghu Seaport with Makung harbor as its center, surrounded by these three biggest islands, is the core area of the Penghu Islands (Liu, 1993: 75–83). The Penghu sea area was an important transit shipping point between Taiwan and the mainland of Fujian in ancient times, and also the key area of underwater archaeology in Taiwan and Penghu, where a series of investigations and salvaging of ancient shipwrecks were conducted, which included Jiangjun No. 1 shipwreck. These sites were Baisha Island shipwreck site of Song Dynasty, Wang’an (望安岛) Island No. 1 site of Yuan Dynasty, Xiangjiao (险礁 1) No. 1 site of Ming Dynasty, Guangbing (广丙) warship, S.S. Bokhara (博卡喇), Juangjun No. 1, Kongke Yu (空壳屿) No. 1, Penghu No. 1 shipwrecks of Qing Dynasty, warship wrecks of Matsushima (松岛), Sanntou Maru (山藤丸), Ashaka Maru (浅香丸), Mannsei Maru (满星丸), Midzuki Maru (御月丸), Nannshin Maru (南进丸), Maosi Yu (毛司屿) No. 1) of the Japanese occupation period, Guangsheng (光盛) No. 2, Pengnan (澎南) No. 3) shipwrecks after the World War II, as well as other seven sites of uncertain dating.

12.1.1 Jiangjun No. 1 Shipwreck “Jiangjun No. 1” shipwreck was located in the north of Dawen (大塭) Reef, southeast of Jiangjun Yu Island in the Penghu area 5–10 m underwater. Since 1995 three seasons’ consecutive investigations, trial excavations and salvage work were conducted, confirming that most parts of the hull structure still remained. After recovering a small number of timber samples, the hull structure and a large number of ship-borne artifacts were left in the original situ (EBTPMH, 1999: 111–113). The hull remain was buried by sediment and had a complete hull structure which might be the bottom plate of the ship. The hull components were softened and the tissue fiber of the timber was seriously fluffy, which would be in high risk if they were recovered for protection. So they were not salvaged but kept in the original situ underwater instead. The long axis of the hull was southeast to northwest, with a residual length of 21 m, a width of 4.15 m and a displacement of about 350 tons.

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Fig. 12.1 The tile cargo stacked the hull of “Jiangjun No. 1” shipwreck (Huang, 2000c)

A total of 284 underwater artifacts were collected, including artificial products, animal and plant remains, including ceramics, bricks and tiles, wooden artifact, metal objects, paper, cable ropes, suspected clothes. A large number of architecture material of tiles were neatly arranged and stacked in more than six layers and not been salvaged (Fig. 12.1). Among the recovered artifacts mainly were pottery urns (it was estimated that 1000 pieces of pottery urns had not been salvaged and preserved underwater), as well as pottery bowls, jars, vessel covers, medicine pots, bricks tiles and alike, blue and white porcelain plates, bowls, celadon pots with four buttons, and a number of porcelain shards of blue and white, celadon and white glaze wares. Among the wooden vessels were block timbers, flat planks and other hull components, which were tested as Fuzhou firs. Among the metal wares were iron and copper tubular objects, “Qianlong Tongbao (乾隆通宝)” coins and so on. In addition, there were hemp ropes, paper, cloth, bamboo sheets and three suspected animal skulls, and one olive nucleus. Combined with the contents of the ceramic utensils and coins, the shipwreck was dated to the middle and late Qing Dynasty when Bazhao Island of Penghu was rapidly developed. The recovered pottery urns were quite similar to those nowadays remained in Wang’an (望安) area. Jiangjun No. 1 shipwreck might be transporting cargoes of architecture materials and pottery jars and urns for the daily needs of the local people. The discovery of the shipwreck is of great value to the study of Penghu development history (EBTPMH, 1999). Some researchers believe that salty

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seafood making was the feature of the early Penghu industries, which was recorded in the chapter of “Customs and Mores (风俗)” of Chronicle of Changhua County (Changhua Xianzhi《彰化县志》) that “whenever the ships come from Penghu they carry with them salty seafood, then ship back rice, cooking oil, and sweet potatoes.” So they needed to buy a large number of pottery urns for use. These kinds of pottery jars and urns have been widely found in the islands of Penghu, and in the coastal areas of Taiwan lots of similar vessels still kept the marks of pickled food, suggesting that such ships kept direct or indirect trade relations with southern Fujian and Taiwan (Huang, 2000a, b, c: 64–65). Regarding the architecture materials of bricks and tiles, roughly the same period we have discovered in Xiaobai Jiao No. 1 shipwreck in Yushan (渔山) Islands of Zhejiang, the sites in Xi Sha waters including Shanhu Dao, Jinyin Dao, Langhua Jiao, Yuzhuo Jiao, Bei Jiao and others, the Tek Sing shipwreck in Southeast Asia, and Kongke Yu No. 1 in Penghu, Dong Sha No. 2, Dong Sha No. 4, Dong Sha No. 5 and other sites that will be mentioned in this chapter, with different circulation net. The transportation of architecture material will be one of important issue of shipwreck archaeology (Ding, 2010).

12.1.2 Bai Sha Island No. 1 Shipwreck The shipwreck was located in the waters of Bai Sha (白沙) Island 1–13 m underwater with the seabed of coral reef rock. The site was scattered a large number of celadon wares from Yue Kiln, ceramics from southern Fujian, as well as a small number of white porcelain from Cizhou kiln in the north and celadon wares from Longquan Kiln, which were speculated as the ship cargoes remain. No hull remain was found. This is the earliest shipwreck remains found in Penghu sea region. The remains of the Song and Yuan dynasties also were found at Chikan (赤崁) C site near to the Bai Sha No. 1 shipwreck, where a large number of Song and Yuan ceramics were unearthed in the early years. The two neighboring sites of Song and Yuan dynasties, is of great value for studying the reclaiming and colonizing Penghu by the Han people and the transportation and maritime trade between mainland and Penghu then (Huang, 2019).

12.1.3 Penghu No. 1 Shipwreck The site was located outside Shisili (莳里) Bay, southwest of Penghu Island, opposite Hujing Yu (虎井屿) island, where is the main waterway into Makung harbor. The wooden hull with mast, shell plates, copper sheets and large iron anchors were found. The artifacts distributed in an area of 700 m long from north to south, 500 m wide from east to west, with the water depth of 10–30 m. The scattered artifacts on the sites included a large number of Anping (安平) pots,

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celadon pots from South China, brown glaze pots and jars from Cizao Kiln, blue and white porcelain and five-colored vessels from southern Fujian kilns, dating to about the late Qing Dynasty (Huang, 2019).

12.1.4 Kongke Yu No. 1 Shipwreck The site was located in the southwest water of Kongke Yu (空壳屿) Island in the north of Penghu where a few of submerged reefs exist. The site was 46 m long, 39 m wide and 25–31 m underwater, scattered with a large number of architecture material of square bricks and ceramic wares, as well as some residual wooden hull components. A total of 113 pieces of relatively intact ceramic wares and square brick samples were collected. In addition to some pots, boxes and cups, most of the ceramics were bowls, mostly blue and white porcelain and a small number of five-colored and brown glazed vessels from Dehua Kiln, dating to the mid and late ofnineteenth century (Fig. 12.2). The architecture material of bricks mainly were square and rectangle shapes commonly seen in the local buildings of Fujian and Taiwan in the Qing Dynasty. The investigators speculated that the shipwreck was a middle and late Qing junk trading between southern Fujian and Penghu, and its destinations might be Jiebie (吉贝)、Niaoyu (鸟屿), Yuanbei (员贝) and Baisha (白沙) Island in Penghu where Han people settled, or might bound for South Taiwan via Makung harbor (Huang, 2014: 3–17; Tsang, 2015: 246).

12.1.5 British “S.S. Bokhara” Shipwreck The wreck was located in the waters of Gubo Yu (姑婆屿) of Penghu, about 1–4 m underwater. The remains of the ship included round frame of glass window, copper handles, copper door bolts, copper pipes and alike. Glazed plates, glass bottles, stone tablets and two Mexican silver coins made in 1877 were collected. Checked by the historical documents and oral history, it was confirmed as British “S.S. Bokhara” steamboat of the nineteenth century (Tsang, 2015: 245–246).

Fig. 12.2 The ceramic remains of Kongke Yu No. 1 shipwreck (Huang, 2014: 8–10)

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12.1.6 Other Shipwreck Sites and Underwater Cultural Relics Wangan Dao (望安岛) No. 1 site of Yuan Dynasty was located in the west of Shuichang (水垵) coast northwest of Wangan Island, 1–27 m underwater, scattered with a large number of celadon shards of Longquan Kiln. They were speculated as the cargoes of a shipwreck, relatively concentrated at the beach and washed out by water (Huang, 2019: 13). Wenggong Shi (翁公石) No. 1 underwater cultural site was located in the waters of Wenggong Shi in the west of Mudou Yu (目斗屿) Island in the north of Penghu, an area of wrecking prone for striking submerge reefs when boat sailing into the northern waters of Penghu. The brownish red glaze and brownish black glaze pottery pots of southern Fujian products were collected in the investigations (The Bureau of Cultural Heritage, the Ministry of Culture of Taiwan, 2019: 81–83). Makung harbor underwater cultural relics were discovered and collected on the west side of Penghu Island, where played an important role in navigation since the Song and Yuan dynasties, especially during the Ming and Qing dynasties. A total of more than 5,000 underwater artifacts were collected, including Chinese ceramics since the Song and Yuan dynasties, a few Vietnamese porcelain in the late Yuan and early Ming dynasties, and a small amount of blue and white porcelain from Hizen Kiln (肥前窑) of Japan in the late Ming and early Qing dynasties, reflecting the close trade relation between Makung harbor and South China, Northeast Asia and Southeast Asia in the history (Chen, 2012: 189–217; Tsang & Li, 2008: 103– 130; Fig. 12.3).

12.2

Shipwreck Archaeology in the Waters of Green Island

Green Island and Lan Yu (兰屿) are two small islands along the southeast Pacific coast of Taiwan Island, where the famous Black Current or namely the “Japanese Warm Current” flowing along from south to north. This sea area is important supplementary way in the sea route from Southeast Asia to Northeast Asia. In the Chinese history since Kangxi period in the Qing Dynasty Green Island was recorded as “Shangzi Yu” (尚仔屿), “Jixing Yu” (鸡心屿), “Huoshao Yu” (火烧 屿), “Qingzi Yu” (青仔屿) and “Nanmi East Yu” (南谧东屿) and alike, and was marked as Nsula Maurysy on a map of Taiwan drawn by Dutchman Jacob Noordeloos in 1625. In 1949 it was renamed “Green Island” (Huang, 2017: 222– 223). Several shipwrecks and underwater cultural relic sites of the nineteenth century found in the waters of Green Island reflected the status of the sea area in the history of East Asian navigation.

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Shipwreck Archaeology in the Waters of Green Island

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Fig. 12.3 The underwater artifacts salvaged from sea of Makung harbor (Chen, 2012: 193, 196)

12.2.1 Green Island No. 1 Shipwreck The site was located in the southwest water of Green Island 27–40 m underwater. The copper clad hull in southeast-northwest direction was discovered, with the artifacts scattered in an area about 1600 m2. The investigations discovered a bunch of “Qianlong Tongbao (乾隆通宝)” copper coins, a few “Daoguang Tongbao (道 光通宝)” copper coins, Western wine bottles, Chinese and Western ceramics, glass wares, metal wares, ballast stones, olive kernels and alike (The Bureau of Cultural Heritage, the Ministry of Culture of Taiwan, 2019: 128–159, 160–179).

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Considering the discoveries of wreck with copper clad hull,1 western wine bottles and “Daoguang Tongbao” copper coins, it is speculated as a western trade ship heading to Northeast Asia, dating to about mid-nineteenth century.

12.2.2 Green Island No. 2 Shipwreck The site was located in the waters of Guiwan Bi (龟湾鼻) of southwest Green Island, 20 m underwater. A large number of metal round objects and the residual iron hull remains were found. The metal round object had a diameter of 0.45 and a height of 0.28 m. The two rectangular residual iron hull parts, were respectively 1.83 m long and 1.3 m wide, and 6.5 m long and 5.3 m wide. Artifacts of ship cargo scattered in a range of 8.8 m long and 7 m wide. In the submerged Jizi Jiao (鸡仔礁) reef with 32 m underwater and about 686 m from southeast of the site, a large none cross-bar articulated Hall anchor, namely the shape of Chinese character of “山”, was found (Huang, 8–10). According to the files in the National Documentary Library of Japan, in the midnight on January 4, 1916, The Australia, a four-year-old British steamboat with the displacement of 4770 tons, was caught in heavy rain on its voyage from New York to Puchang (Vladivostok) of Russia via Java, and stroke on a reef at Nanliao (南寮) Bay in southwest corner of Green Fire Island where is present Green Island. With the help of a Hong Kong rescue ship, it anchored successfully and dumped 1700 tons of freight cars and railway materials for Soviet Union, and then sailed into Kaohsiung harbor for supply.2 The Green Island No. 2 shipwreck might be related to the Australia’s disaster and its being rescued.

12.3

Shipwreck Archaeology in Dong Sha Island Waters

Dong Sha (东沙) Island is a group of islands in the northern part of the South China Sea composed of Dong Sha Island, Dong Sha Atoll, and two shoals of Nanwei Tan (南卫滩) and Beiwei Tan (北卫滩). One after another, the researchers named “Shixing Shitang (石星石塘)” meaning the “Stone Stars and Stone Pond” recorded in Charts of Zheng He’s Voyages 《 ( 郑和航海图》) and “Nan’ao Qi” (南澳气) meaning the “Fog around Nan’s ao Island” recorded in Eastern and Western Ocean Navigation Map in the Ming Dynasty 《 ( 明代东西洋航海图》) and Mountain and 1 Some studies suggest that the ship’s copper skin is bounded in 1830, before that was red copper and then brass. See Mark Staniforth, 1985, The Introduction and Use of a Copper Sheating–A History, Bulletin of the Australian Institute for Maritime Archaeology, Vol. 9, No. 1/2: 21–48. 2 Archives from National Documentary Library of Japan: Foreign Ships in Huoshao Island, title: British Sunken Steamer, No. 0633. Cited from Huang Hanzhang: A Preliminary Study of Newly Discovered Shipwreck on Green Island (provided by the author).

12.3

Shipwreck Archaeology in Dong Sha Island Waters

271

Water Charts of China 《 ( 中国山形水势图》) collected in Yale University as “Dong Sha” Islands (Qian, 2011: 5–6; Xiang, 2000: 121–122; Zheng, 2018: 126; Zhou, 2013: 36–39, 2015: 120; Zhu, 2015: 397). Xie Qinggao (谢清高, 1765– 1821) of Qing Dynasty nominated “Dong Sha” for the first time to be on a par with “Xi Sha”.3 Since the seventeenth century, in the western navigation charts, Dong Sha island has been marked as Wales Islands, Prat Islands, Prata Islands or Pratas Islands (Chen, 2010: 6; Qiu, 2008a, b: 42). Archaeologists have conducted preliminary shipwreck investigations in the waters of Dong Sha Islands one after another and found some clues of shipwreck and cultural relic sites, respectively named them as Dong Sha No. 1, No. 2, No. 3, No. 4, No. 5 shipwrecks (Qiu, 2008a, b: 41). Dong Sha No. 1 shipwreck was located outside the lagoon of Dong Sha Island, 5–7 m underwater. It is a shipwreck with iron hull, distributing in a range of more than 200 square meters, which might be a modern shipwreck.4 Dong Sha No. 2 shipwreck was located in the southeast of Dong Sha Island, 3– 5 m underwater. The artifacts scattered in a range of 200 m wide from east to west, 220 m long from north to south. The remains of wooden hull plates were found. The artifacts collected were brown glaze pottery, monochrome porcelain, blue and white porcelain, bricks and other types of utensils, including pots, kettles, bowls, plates, cups, spoons, dishes, square bricks and alike. It was a late Qing Dynasty shipwreck. Dong Sha No. 3 shipwreck was located in the southeast waters of Dong Sha Island, 3–5 m underwater. Iron, wooden and other artifacts were found, which distributed in an area about 100 square meters. It is a modern fiberglass ship (Fan, 2013: 101). Dong Sha No. 4 shipwreck was located about 400 m southeast of Dong Sha Island, 4–9 m underwater. The artifacts scattered in a range of 150 m long from north to south and 100 m wide from east to west. Single handle plain pottery pots, fold rim brown glaze pottery pots, brown glaze round pots with cover, grinding bowls, blue and white bowls and alike were found. It was a wooden shipwreck in the middle or late Qing Dynasty. There were about three layers of stone materials stacked on the center of Dong Sha No. 5 shipwreck site, but no hull plates were found around the areas where the stone scattered. Brown glaze pottery pots, red bricks, black bricks, iron ship nails and alike were also found (BCHMC, 2019a, b, c: 128–159; Tsang & Huang, 2019). The stone materials were granite, and similar brown glaze pottery pots were also found in Dong Sha No. 2 and Dong Sha No. 4 shipwrecks. It was speculated a wooden shipwreck in the middle or late Qing Dynasty.

3

Oral Account by Xie Qinggao’s, Noted by Yang Bingnan, Proofread by An Jing: Hailu Xiaoshi, Commercial Press, 2002, p. 194. 4 The Materials about Dong Sha No. 1, No. 2 and No. 4 are from Huang Hanzhang's Preliminary Exploration of the Newly Found Shipwreck Site at Dong Sha Atoll (provided by the author), pp. 4– 8.

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6 The Shipwreck Archaeology in the Waters of Taiwan, Penghu …

Shipwreck Archaeological Perspective on the Maritime Transportation Between the Mainland and the Islands

As an important transferring station and stronghold on the sea route along the southeast coast of China to the ancient East Ocean and Southwest Ocean, the sea areas of Taiwan, Penghu and Dong Sha Island, one after another, appeared in the Chinese historical records in the maritime transportation to foreign countries since the Tang Dynasty. The “Biography of Chen Ling” in “Brography of Chenling” (陈棱传) of The History of the Sui Dynasty (Sui Shu《隋书》) recorded that in the fourth year of Da Ye (大业) period (608 AD) in the Sui Dynasty, Emperor Yang (炀帝) commanded Chen Ling to lead a punitive expedition to Liuqiu (流求) where is present Taiwan, “starting the voyage from Yi An (义安) to attack Liuqiu”, which was the beginning of the central government’s control of Taiwan and Penghu. The Biography of the Foreign Nations (Zhufan Zhi,《诸番志》) by Zhao Ru-shi (赵汝适) in the Song Dynasty recorded that “there is an Island called Penghu, subordinated to Jinjiang County of Quanzhou Prefecture” (Zhao, 1996: 149), explicitly indicating that it was incorporated into China’s administrative territory. The Biography of the Foreign Island Yis (Daoyi Zhilue,《岛夷志略》) by Wang Dayuan (汪大渊) in Yuan Dynasty recorded that “people from Quanzhou live in the houses covered with grass in Penghu, … it was subordinated to Jinjiang County. An inspection division of military was established there in Zhiyuan (至元) period” (Wang, 1981: 13), which was the first administrative office established by the central government in Taiwan and Penghu. The control and jurisdiction over Taiwan and Penghu during the Tang and Song dynasties opened up an important channel for the external maritime traffic along the southeast coast of China. From the second half of the Northern Song Dynasty to late Southern Song Dynasty, Chinese boatmen had been skillfully sailing along the Dong Yang (东洋), the East Ocean sea route between the “Sanyu” (三屿) in the northern Philippines and Fujian coast (Liu, 2020: 42–43; Zhou, 2015a, b: 307– 309). Penghu, being the relay station in this route, has been confirmed by the rich archaeological discoveries of the Five Dynasties and Song and Yuan dynasties (Cai, 1979; Chen, 1992: 144–145, 2005: 166–168). During the Ming and Qing dynasties, Fujian and Taiwan had been more integrated and synergistic together, and Taiwan and Penghu became an important area for pirates and maritime merchants (Xu, 2006: 33–199). In 1567, Emperor Longqing (隆庆) of Ming Dynasty permitted the foreign maritime trade, opening the door for private trade, and the merchants in the southeast coast were allowed to trade in the East and West Oceans. Since then the shipping activities between Fujian and Taiwan were more frequent. With the rise of maritime separate regime of Zheng Zhilong (郑芝龙) and his son Zheng Chenggong (郑成功) in the late Ming Dynasty, Taiwan became an important hub for navigation and foreign trade along the southeast coast of China, Northeast Asia, Japan, Southeast Asia, Philippines and Badavia, Indonesia (Liu, 2015: 71–77). In the age of Great Discoveries Portuguese,

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Shipwreck Archaeological Perspective on the Maritime …

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Spanish, Netherlanders, English and other western powers gradually sailed to east and southeast Asia one after another, with the armed merchant ships of their own East India companies, sailing on and linking Southeast and East Asian waters to global routes. Taiwan and Penghu Island served again as important navigation supply stations, cargo distribution centers and trade intermediaries in the global system.5 In summary, the islands of Taiwan and Penghu have maintained close political, economic and cultural links with the Mainland since the Tang and Song dynasties. The water ways between the southeast coast of Mainland and the Northeast Asian and Southeast Asian islands, via Taiwan and Penghu islands, gradually developed and matured into an important link in the ancient route system around the China Sea and the global route in the modern times. The Taiwan and Penghu sea areas are also the important forked junction among mainland of the southeast coast of China, the Philippines in Southeast Asia, and Japan in northeast Asia (Ding, 2015: 452–453).

Abbreviations Bureau of Cultural Heritage, the Ministry of Culture (Taiwan) 台湾 “文化部文资局” EBTPMH Editorial Board of the Taipei Museum of History, 台北历史博物馆编 辑委员会 BCHMC

References BCHMC. (2019a). Report on the investigation of underwater cultural heritages in the waters near Taiwan—Phase III Report (2). (Taiwan Fujin Haiyu Shuixia Wenhua Zichan Pucha Jihua Baogaoji-Disan Jiduan Baogao (2)《台湾附近海域水下文化资产普查计划报告辑—第三阶 段报告》(2) ). BCHMC. (2019b). Report on the investigation of underwater cultural heritages in the waters near Taiwan—Phase III Report (3) (Taiwan Fujin Haiyu Shuixia Wenhua Zichan Pucha Jihua Baogaoji-Disan Jiduan Baogao (3)《台湾附近海域水下文化资产普查计划报告辑—第三阶 段报告》(3) ). BCHMC. (2019c). Report on the investigation of underwater cultural heritages in the waters near Taiwan—Phase III Report (4), (Taiwan Fujin Haiyu Shuixia Wenhua Zichan Pucha Jihua Baogaoji-Disan Jiduan Baogao (4)《台湾附近海域水下文化资产普查计划报告辑—第三阶 段报告》(4) ). Cai, M. F. 蔡玫芬. (1979). Porcelain unearthed in Penghu and ceramic road in Song and Yuan Dynasties. Journal of Research on the Origin of Taiwan Historical Heritages (Penghu Chutu

The gains in this field is fruitful, such as Cao Yonghe's Early History of Taiwan, Yang Yanjie's History of Taiwan in Hollander’s Occupation, Fang Zhenzhen and Fang Shu-ru's Historical Records on Taiwan's Spanish Trade (1664–1684), and Taipei Palace Museum’s Formosa: Taiwan, the Netherlands and East Asia in the Seventeenth Century. 5

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