The Pharaoh's Ship

On Dec 29, 2009, archaeologists found the eighth in a series of lost chambers at Wadi Gawasis in Egypt. Previously seven chambers had revealed pieces of an Egyptian sea faring vessel.

Inside they found a network of larger rooms filled with dozens of nautical artifacts: limestone anchors, 80 coils of knotted rope, pottery fragments, ship timbers, and two curved cedar planks that likely are steering oars from a 70-foot-long ship. According to hieroglyphic inscriptions, the ship was dispatched to the southern Red Sea port of Punt by Queen Hatshepsut during the 15th century B.C. [Archaeologist Kathryn Bards Amazing Egyptian Digs]

This is not the oldest ship remains in Egypt; that credit goes to Khufu’s ship (2500 B.C.E), but then Khufu’s ship probably never sailed.

The ship that was found at Wadi Gawasis was sent to Punt by the female Pharoah Hatshepsut (1508 B.C.E – 1458 B.C.E). But even now no one knows where Punt it. We know that it was south of Egypt, was accessible through the Red Sea and from there Egyptians obtained an alloy of gold and silver, wood, slaves and animals like giraffe and rhino. 

The most important export of Punt was a tree resin  used to make incense. Then incense, during those times, could be obtained from Arabia, Sindh, Baluchistan, Gujarat, Ethiopia, Eritrea, Somalia and Sudan. In fact among all these places, the Arabian one was considered the best. But looking at various other factors, Punt is believed to be in the Saudi/Yemen border or Eastern Sudan/Eritrea area.

The importance of incense during that period can be seen in the story of Queen Sheba who visited King Solomon. She came either from Ethopia or Yemen and bought bales of incense as gift. This is the same queen who had a Duryodhana effect and converted and whose son stole the Ark of the Covenant

Egyptians were known for their land trade, but when the King of Kush became powerful and hostile, Queen Hatshepsut had no option other than navigating the choppy waters of the Red Sea. The design of her ship can be seen in the frescoes of her tomb and based on that archaeologists and ship builders made an exact replica which was the subject of the new PBS documentary Building the Pharoah’s ship. This ship,  made of wood, tied with rope and sealed with beeswax, performed well. It was able to survive a small storm as well.

But then sailing across the open ocean was quite common by that period. A millennia before Hatshepsut, Sargon of Akkad boasted about the ships of Magan, Dilmun and Meluhha lying in his harbor. To prove that ancient ships could do such long distance travel Thor Heyerdahl made a 60 foot reed ship called the Tigris and sailed from the Tigris delta to the Indus delta and returned back to Djibouti. It was in such ships that Queen Puabi got her carnelian beads, Gudea got his wood and the Meluhhans arived to settle in Guabba.

Trading Hubs of the Old World – Part 2

(The Arabian Sea Network)

(Read Part 1)
In 1881, the Theosophist Henry Steel Olcott, said, “We Europeans..have a right to more than suspect that India 8,000 years ago sent out a colony of emigrants[6].” New evidence suggests that Olcott was right about the time, but wrong about Indians emigrating in the Old World.
During the third millennium BCE that trade relations between India and Mesopotamia prospered: Burial sites in Mesopotamia had shell-made lamps and cups produced from a conch shell found only in India; Early Dynastic Mesopotamians were consumers of the Harappan carnelian bead. Also the Gujaratis were exporting hardwood  and there are even unverified reports of spices from the Malabar coast reaching Mesopotamia. But now there is a debate over if a colony of Indians lived in Mesopotamia — in a Meluhhan village — at that time[7].
The interesting news is that these trade relations happened much earlier than was previously believed. The important question is: did Harappans have knowledge of the monsoon winds to travel to Mesopotamia?
Soon trade with Mesopotamia declined because Oman developed as a trading hub; the Harappans did not have to travel as far as Mesopotamia for trading. Oman imported both luxury goods and basic commodities: wood, carnelian, combs, shell, metal objects, seals, weights and possibly large volume storage jars. What was considered luxury – copper, cereals — became common goods with coastal communities playing a major part.
The bitumen coated reed boats of the third millennium BCE were replaced by the plank-built wooden boats by the second millennium BCE. Instead of a few major players, there were many minor players creating a distributed network.
While there is evidence for sea-faring Harappans traveling to the Persian Gulf, there is no archaeological evidence of Mesopotamians reaching India during that period. Since no large ports, warehouses have been found in Harappa, it is assumed that the trade involved small-scale ports belonging to local communities; the Lothal dock and warehouse is of late Harappan period.

The other interesting development is the trade with East Africa. The Arabians and their neighbors in Levant and Mesopotamia used wheat and one species – the bread wheat – came from the Indus and the other – emmer wheat – from Africa. The pearl millet which was domesticated in Mali and Mauritania around 2500 BCE was found in Gujarat  by 2000 – 1700 BCE. African crops like sorghum and Ragi started appearing in South India after this period, possibly via Gujarat. There was a Western transmission of crops too: moong dal (third mil BCE), urad dal (2500 BCE), pigeon pea (1400 BCE), sesame (2500 BCE), and cotton (5000 BCE) made their way to both Africa and Arabia.


By 2000 BCE, the the Harappan maritime activity shifted to Gujarat. Around that time the trade between Africa and India intensified. While crops moved from Africa to India, genetic studies have shown that the zebu cattle went from India via Arabia to Africa.  These Bos Indicus, who reached Africa, met some Bos taurines and before you knew, sparks were flying, setting the African Savannah on fire. There is also evidence of the migration of zebus from Indus to Near East via Iran in the late third millennium BCE. Some of this zebu movement involved travel by boats along the Arabian coast and points to a trade on a much larger scale. Thus the transportation of a giraffe in 1405 by Zheng He’s fleet from Africa to China does not look that far fetched.

The Omanis developed wooden boat technology and deep-sea fishing around the time the African crops reached India. If they had knowledge of monsoons, the Omanis could reach India directly, else they had to travel around the Makran coast and reach India via Iran. It is also possible that the Omanis got their wooden craft technology from Indians; after all they imported wood from India.

(Ramses II)

An interesting development happens in 1200 BCE. Among the dried fruits kept in the nostrils of the mummy of Ramses II was pepper and there was only one place in the world where pepper was produced. While this points to the first contact between the Malabar coast and Egypt and the origins of the spice trade, what is not known is how the pepper reached Egypt.
The Harappan trade meanwhile shifted from Oman to Bahrain — Mesopotamian textual sources start mentioning more of Dilmun than Magan — and so Dilumn became the transit point for goods to Mesopotamia from India, but this change in the transit point did not affect the goods. Many millennia later when When Ibn Battuta visited Calicut, the chief merchant was an Ibrahim from Bahrain with the title shah bandar (the port master or chief of harbor)[5].
This is the point we see the rise of an early capitalism with private Mesopotamian citizens funding seafaring merchants who operated in a complex exchange system. Business was risky, but Dilmun communities thrived on the profit.
Then slowly we see the merchants in Dilmun adopting Harappan administrative standards. Thus goods were sealed with the Harappan style stamp seals and not the cylindrical Mesopotamian ones. The Indus weight system was also used and it was known as the standard of Dilmun. Meanwhile certain seals found also in Mohenjo-daro and Harappa, which were inspired by the Sumerian seals
By Iron age, there was a technological break through with the mastery over monsoons. The Arabians were already using monsoon winds to reach India. At the same time the Egyptians too started doing the same — with boats with sharp bows and triangular sails — skipping the middlemen in Arabia due to which South Indian ports gain prominence over Gujarati ones.
Since our minds are locked in to the “Aryan migration/trickle down” 1500 BCE time frame, we rarely look into the interactions before that period. A recent paper in Nature, on the origins of Indian population, showed that the rise of Ancestral North Indians and South Indians was connected to human. Between these two events, Indians had extensive trade contacts with the Old World and hence the door was not closed after the ANI and ASI established themselves. There was movement of people, animals and plants, both into India and out of India for many generations. It is worth investigating what impact this interaction had in the cultural transformation of the subcontinent.
A painful lesson India and Africa learned is that trade usually ends up in colonization. But looking at the trade network of this period, there is no such evidence, even in a place like Bahrain which was central to the global trade. Trade, free of colonization, would take place even during the medieval period till the Portuguese showed up in Calicut in 1498 looking for “Christians and spices.”


  1. Himanshu Prabha Ray, The Archaeology of Seafaring in Ancient South Asia (Cambridge University Press, 2003).
  2. Nicole Boivin and Dorian Fuller, Shell Middens, Ships and Seeds: Exploring Coastal Subsistence, Maritime Trade and the Dispersal of Domesticates in and Around the Ancient Arabian Peninsula, Journal of World Prehistory 22, no. 2 (June 1, 2009): 180, 113.
  3. Jack Turner, Spice: The History of a Temptation (Vintage, 2005).
  4. Jacques Connan, “A comparative geochemical study of bituminous boat remains from H3, As-Sabiyah (Kuwait), and RJ-2, Ra’s al-Jinz (Oman),”Arabian Archaeology and Epigraphy 16, no. 1 (2005): 21-66.
  5. Mehrda Shokoohy, Muslim Architecture of South India: The Sultanate of Ma’bar and the Traditions of Maritime Settlers on the Malabar and Coromandel Coasts, 1st ed. (RoutledgeCurzon, 2003).
  6. Edwin Bryant, The Quest for the Origins of Vedic Culture: The Indo-Aryan Migration Debate (Oxford University Press, USA, 2004).
  7. C. C. Lamberg-Karlovsky,Archaeological Thought in America (Cambridge University Press, 1991).


  1. Most of this article is based of Reference [2].
  2. From Wikipedia: “In 1974, Egyptologists visiting his tomb noticed that the mummy’s condition was rapidly deteriorating. They decided to fly Ramesses II’s mummy to Paris for examination. Ramesses II was issued an Egyptian passport that listed his occupation
    as “King (deceased)”. The mummy was received at Le Bourget airport,
    just outside Paris, with the full military honours befitting a king”

Images: (via Wikipedia)

Trading Hubs of the Old World – Part 1

  1. Lime plaster fragments found in Dhuwelia (Eastern Jordan), around 4000 BCE had remains of a cotton fibre attached to it. The only place from where that particular sample of cotton could have come was Baluchistan[1].
  2. Some time after 2334 BCE, Sargon of Akkad boasted about ships to India lying in his harbor[1].
  3. After 2000 BCE, Indian cattle reached Africa and lived up to their name: the humped cattle. [2]
  4. On July 12, 1224 BCE, Ramses II, one of Egypt’s greatest Pharaohs died. When he was mummified, the priests put a couple of peppercorns from Kerala up his large bent nose[3].

In “Hubs of Medieval trade” (Pragati, June 2009), Ullatil Manmadhan wrote about the maritime trade networks in the Indian Ocean which between 1000 – 1500 CE transported goods, religion and culture from East Africa to Egypt to Arabia to India through ports like Calicut, Fustat and Ormuz. But many millennia before this — before the urban dynasties of Egypt, Mesopotamia and Harappa — there existed a maritime network which linked Africa to India via Arabia.


There are few issues when you go that far back in time: we don’t have historical records, remnants of trade artifacts, or representation of those activities in art.  While travelers like Marco Polo or Ibn Battuta left us narratives of their travel, we don’t have that luxury while dealing with this period.

In the absence of the written record, the story has to be constructed from genetic studies, studies of plant and animal dispersal, and by archaeology.  For example, much of the domesticated plants and animals in Arabia originated outside Arabia: cattle was introduced from the Near East and donkey from Egypt. Regarding plants it is possible that the date palm in Arabia probably came from the Indian Sugar Date Palm or from Iran around 5000 BCE.

The history of this trade network starts in 6200 BCE for a reason. In the time period between the rise of farming communities and the peak of Harappan civilization, 6200 BCE was a dry period. Following this dry period sea levels rose and water was released from various lakes into the Atlantic and Red Sea affecting the coastal sites. Thus if coastal communities existed before that period, the evidence is hard to find.

The evidence for coastal communities come from shell middens, which are shell mounds. Shell middens can reveal a lot of information about human activity including the food they ate. Some of these mounds were the place where the village would dump garbage and some times contained evidence of house hold goods. The Greeks called the beach dwellers Ichthyophagi — mainly to the stump the finalists of the National Spelling Bee — and after 6200 BCE, there is a rise shell midden sites around Arabia.

Once coastal communities were established, the next step was maritime trade. But sea faring was not an easy task: the sailor, besides having knowledge of the currents, also had to  be an expert in navigating past shoals and reefs. They also had to know when the wind blew north so that they would not waste time traveling south. 

Arabian people of this period knew about ocean traveling; the remnants of a boat was found near Kuwait and this boat which was made from reed bundles, tied with rope, and sealed with bitumen had barnacle impressions on it. This site, which could be dated to 5500 – 500 BCE, also had a painted disc showing a sailing boat[4]

The Egyptians used boats even earlier; there has been evidence of boats on the Nile dating to the 7th millennium BCE.  Egyptian trade started around 5000 BCE and maritime trade a millennium later. This was the time around which the Persian Gulf and Red Sea trade started as well.

India enters into this network around the fourth millennium BCE. Archaeologists in Dhuwelia, a seasonal hunting site  in Eastern Jordan found cotton thread embedded in lime-plaster. Cotton is not native to Arabia and that particular species could have come from only one place in the world: Baluchistan, where it has been cultivated since the fifth millennium[2]. But it is not clear if this prized good was transported via a land route or on a boat to the Persian Gulf. One thing is clear;to reach Dhuwelia one has to travel through the Euphrates valley[3]

(An Akkadian ruler, probably Sargon)

After the mid-fourth millennium BCE, the world changed. The urban civilizations of the Old World started rising – in Mesopotamia, in Egypt, in the Indian subcontinent. These civilizations maintained records which reveal more about the trade networks and the maritime activities. This is the time when places like Dilmun (Arabian Mainland or Bahrain), Meluhha (Indus), Punt (somewhere in Africa) came into existence in records.  With the rise of urban societies, the goods started traveling farther and trading networks developed. 

By this period, the Egyptians moved from reed to wooden boats and started using the sail. Like the 14th century Ming emperor who sent out huge fleets for prestige and power, the fourth millennium BCE Egyptians too started doing the same. Like Zheng He’s fleet, these ships too were spectacular and went around acquiring exotic goods. Wood was imported; there were break throughs in sail-rigging; the Egyptians were soon making sea voyages to Punt. 

By the time of Mature Harappan, there is evidence of direct trade between the participants. Around this time the Sargon of Akkad (2334 – 2279 BCE) boasted[1]

The ships from Meluhha
the ships from Magan
the ships from Dilmun
he made tie-up alongside
the quay of Akkad

Another Sargonic tablet mentions an Akkadian who was the holder of a Meluhha ship and a seal mentions a person who was a Meluhha interpreter. Indus seals — the ones we have been applying the Markov model on — too start appearing in Mesopotamia.>(To be continued)


  1. Coming in Part 2: trade with Mesopotamia and East Africa
  2. The primary source for this article is a recent paper: Shell Middens, Ships and Seeds: Exploring Coastal Subsistence, Maritime Trade and the Dispersal of Domesticates in and Around the Ancient Arabian Peninsula by Nicole Boivin and Dorian Fuller.
  3. Images from Wikipedia

The Ming Dynasty ship sinks

One documentary I watched while writing Chinese Power in Indian Ocean (2/2) was based on Gavin Menzies’ best selling book  1421: The Year China Discovered America. The thesis of the book was that Zheng He’s fleet had reached America in 1421. But in the documentary, they put Gavin Menzies on camera and contradicted most of his assumptions. Mr. Menzies agreed with the producers that most of his evidence is flimsy, but he still stood by his theory.
To prove that Zheng He’s fleet could have reached America, a replica of the Ming Dynasty ship was built and it set sail to America from Xiamen. The ship made of wood held together with nails docked in San Francisco in October 2008 after a 69 day journey.
But tragedy struck while returning back to Taiwan.

After surviving several storms during its 10-month voyage, the junk broke in two and sank after it was rammed by a freighter just off Taiwan’s coast.
All 11 crew members were rescued after being found adrift on the wreckage.
“We have worked so hard for so many years, but we failed at the last minute, I’m really ashamed,” said Taiwanese captain Liu Ningsheng after being rescued by the coast guard. [BBC NEWS | Asia-Pacific | Ming Dynasty replica junk sinks]

A 3800 year old design

In September 2005, researchers built a boat which was similar to the one that plied the bronze age route between Sur in Oman and Mandvi in Gujarat and set sail. This boat, unlike the bronze age ones, had GPS, navigation lights, emergence beacon and life jackets. Also an Indian naval vessel followed it. On the maiden journey, the boat did a Titanic.
In Egypt, recently, they built a ship modeled on a 3800 year old design and set sail.

Douglas fir from North America best resembled the cedar wood used by the Egyptians, in terms of strength and density. Naval architect Patrick Couser drew on better-known watercraft designs from ancient Egypt to design a ship which matched relief images seen on Hatshepsut’s funerary temple.
The 66-foot-long by 16-foot-wide ship was completed by October 2008 using ancient Egyptian techniques. Frames and nails didn’t enter the equation — instead planks were designed to fit like pieces of a puzzle. The timbers swelled snugly together after being immersed in the Nile River.[Sail Like An Egyptian | Popular Science]

They went down the Red Sea for about 150 miles, instead of the 2000 usually covered by these ships, and called it quits. The reasoning was simple: if modern ships cannot face pirates, what chance does a boat made of Douglas fir have?

Chinese Power in Indian Ocean (2/2)

Zheng He’s map (via Wikipedia)

Read Part 1

Turning Inward
After the death of Zhu Di, China turned against naval expeditions for which there are many reasons.

The simplest is that the Confucians prevailed. The imperial bureaucracy sought to contain the expansionary ambitions of its sailors and the increasing power of its merchant class: Confucian ideology venerates authority and agrarian ways, not innovation and trade. “Barbarian” nations were thought to offer little of value to China. [The Asian Voyage: In the Wake of the Admiral]

Confucius thought that foreign travel interfered with family obligations. In Analects he said “While his parents are alive, the son may not go abroad to a distance. If he does go abroad, he must have a fixed place to which he goes.” Since this was the moral code for the upper class, government service and farming were considered noble professions

Other factors contributed: the renovation of the north-south Grand Canal, for one, facilitated grain transportand other internal commerce in gentle inland waters, obviating the need for an ocean route. And the tax burden of maintaining a big fleet was severe. But the decision to scuttle the great ships was in large part political. With the death of Yongle, the Emperor who sent Zheng He on his voyages, the conservatives began their ascendancy. China suspended naval expeditions. By century’s end, construction of any ship with more than two masts was deemed a capital offense. [The Asian Voyage: In the Wake of the Admiral

Then things took a turn for the worse. The ships were let to rot in the port and the logs books and maps were destroyed. A major attempt at erasing history was done. Then as they say, life finds a way.

Unlike Agathocles, whose memory survived only through coins, Zheg He’s traces were scattered around for it to be erased quickly. In some countries he was worshipped as a god. The chronicles of Zheng He’s translators Ma Huan (Overall Survey of the Western Shores) and Fei Hsin (Overall Survey of the Star Fleet) survived. So did a few imperial decrees and some maps. Zheng He died in the seventh voyage and was probably buried at sea; his tomb contains his clothes.

Though Zheng He’s voyages were meant to be a peaceful projection of power, they often interfered in local politics and projected force. A Chinese pirate Chen Zuyi who was active in the Sumatra was captured in a battle in the Straits of Malaca and taken to Nanjing and executed. Michael Yamashita mentions that the Chinese put a new king – Manavikarma – on the throne of Calicut. The Sri Lankan king Alakeswara refused to be a tributary to the Chinese; he was captured and taken in chains to Zheng He’s boss.
If the Chinese were a naval power during the ascent of the European powers, the Arabian Sea and Indian Ocean would have seen a different geo-political equilibrium.
References: This article was motivated by the lecture on China by Prof. Matthew Herbst in MMW4 series. By then Maddy had posted his well researched article on Zheng He (Cheng Ho) in Calicut. Michael Yamashita got paid to travel along his path for a year resulting in the book Zheng He (Discovery) which has amazing photographs. I did not read Gavin Menzies’ book, but picked the PBS documentary 1421: The Year China Discovered America (PBS)? based on it. When China Ruled the Seas devotes few pages to what they did in Calicut. Maddy also has a comprehensive article covering the Chinese trade in Calicut.
Postscript: A British submarine commander, Gavin Menzies, in a best selling book 1421: The Year China Discovered America argued that Zheng He’s fleet reached America in 1421. A PBS documentary by the same name put Gavin Menzies on camera and contradicted most of his assumptions. Mr. Menzies agreed with the producers that most of his evidence is flimsy, but he still stood by his theory.

Chinese Power in Indian Ocean (1/2)

Chinese treasure ship (via Wikipedia)

In 1498, three ships — Sao Gabriel, Sao Rafael, and Sao Miguel — appeared in Calicut heralding a new era in geopolitics and world trade. Vasco da Gama would become immortal for finding a route from Europe to India, avoiding the Muslims who had a monopoly on overland trade. But for the residents of Calicut, this was not a major event. They were used to foreign traders and many foreigners lived in the Malabar coast. Even da Gama’s ships and crew of less than two hundred people was not a jaw dropper since they had seen huge Chinese ships with larger crew in Calicut port.
Much before Europeans became major players in the Indian Ocean, traders routinely sailed from the Malabar coast to the Swahili coast. During that time the Chinese built the biggest ships of the era and under Admiral Zheng He (pronounced Jung Huh) made seven voyages reaching as far as the Swahili coast. With such technology, the Chinese could have dominated trade, instead of the Europeans, but they did not. It is interesting to see why.
Ming and Zheng He
This story begins on September 10, 1368 when Ukhaantu Khan of the Yuan dynasty fled to Inner Mongolia unable to face the rebels under the leadership of Zhu Yuanzhang. These rebels would establish the native Ming dynasty. The third Ming emperor Zhu Di, wanted to improve trade, enhance the empire’s prestige, and encourage a tribute system for which he ordered an armada to be built.
Zhu Di’s admiral for the mission was Zheng He, a six and half feet tall two hundred pound man. This 34 year old Muslim originally named Ma Ho, was captured as a child by the Ming army from the Mongol village of Yunan. Like the Egyptian Mamluks, these slaves had career paths, but only after castration and so Zheng He eventually became the Grand Eunuch.
Even before the Ming dynasty, huge Chinese ships were spotted in Kerala. In 1340, Ibn Battuta, who was in Calicut, saw 13 Chinese junks wintering in the port. Ibn Battuta who had traveled in various type of ships and dhows in his travels from Morocco to India never mentioned much construction details in his accounts, but the Chinese ships impressed him so much that he wrote about three types of ships — the large junks, middle sized zaws, and small kakams. Ibn Battuta also expressed happiness at the privacy offered in their cabins that he could take his slave girls and wives and no one on board would know about it.
In 1330, Jordan Catalani, a Dominican monk saw them in Quilon and wrote that they had over 100 cabins and 10 sails. They were triple keeled and held together not by nails or metal structures, but the thread of some plant. Ibn Battuta wrote that these ships carried thousand men of which four hundred were soldiers.
Zhu Di’s ships, under the command of Zheng He sailed in 1405. There were 317 ships of which 60 were the large junks. These treasure ships held lacquers, porcelain, and silks. They carried a total of 27,000 men which included soldiers, carpenters, physicians, astrologers, cartographers and interpreters. Columbus, Vasco da Gama, Magellan or Francis Drake would never command such a fleet nor as many men.
Under his leadership, the fleet made seven voyages trading, transporting ambassadors and establishing Chinese colonies. Three of those were to India, one to the Persian Gulf and three to the Swahili Coast and in the process he visited the Champa kingdom, Cambodia, Sumatra, Nicobar Islands, Ceylon, Maldives. One item which Zheng He took back to China was a giraffe; how the giraffe was transported on a ship passing through a rough ocean is not documented well, but it certainly amused the king. So did zebras which were called celestial
They called Calicut, “a great country” and people as “honest and trustworthy”. They had good opinion of the Zamorin and observed that Calicut had a highly structured society, well trained army and a harsh system of justice. In Calicut they traded using the language of the fingers.
(Read Part 2)

Boats – Neolithic to 10th century A.D.

Just after the much advertised bronze age trade route boat sank, there have been stories about various archaeological discoveries related to boats in various periods of time. At this website, we will be looking at world events alongwith Indian events so that we can get a better perspective on our development.
The boat trip from Oman to India was based on a bronze age design dating to about 3500 B.C and gave us an idea of what materials were used in the construction and how navigation was done. Now a Neolithic age boat has been discovered in South Korea which dates to about 6000 B.C.

(…) It dates back to 8,000 years ago and measures 60 centimeters wide, 310 centimeters long and 20 centimeters deep.
“Although scientific studies determining the exact date of the boat have yet to be completed, the fact that it was discovered in the fifth shell layer, the lowest layer in the Pibong-ri, Changnyong County ruins dating to early Neolithic era, gives us reason to believe that the boat is approximately 8,000 years old,â??â?? Im said.
(…) The boat, made of pinewood and presumed to have been at least four meters long in its original state, was first sighted during a dig started in early December 2004. Excavation work continued through late August.
Im said the boat sheds new light on the lives of our prehistoric ancestors.
“From the boatâ??s size and thickness of the platform, which measures five centimeters, we are assuming that it was used for fishing and traveling across surrounding small bodies of waters,â??â?? he said.

Human habitation in South Kyongsang Province, especially Pusan has been dated to early Neolithic times, between 5000 B.C. and 4000 B.C. During the Neolithic era, major human achievements include weaving, farming, and using pottery.
Two years back, the remains of a boat about a 1000 years old was discovered in Kerala. This boat, similar to the one discovered in Korea was used for traveling along the coast and inland waters. Now from the same period in time comes the discovery of a Chinese ship that went down in the blue Java sea, while traveling along a trade route connecting Asia with Europe and Middle East.

(…) It appears the Sriwijaya ship was relatively small and locally made, with initial carbon testing showing the wood may have come from Indonesiaâ??s Sumatra or Kalimantan islands, Agung said. That would indicate that Chinese and Arabian traders brought the goods to Sriwijaya, he said, for inter-island trade in the region.
(…) But Agung said he has experienced little problem with the Sriwijaya ship, in part because the Chinese â?? unlike Europeans â?? kept no data on maritime trade a thousand years ago.
[ Sunken treasure sheds new light]