Lagu “Nenek Moyangku Seorang Pelaut” mendapatkan wujudnya di Museum Bahari, Jakarta. Di sini terekam jejak bahwa lautan bagi negeri-negeri yang ada di Indonesia bukanlah hal yang asing .
Kapal Pinisi
Kapal pinisi yang merupakan salah satu kapal tradisional kebanggaan Indonesia memiliki keunikan dalam pembuatannya. Umumnya, seperti kapal-kapal di negara barat, rangka kapal dibuat lebih dahulu baru dindingnya. Sedangkan pada kapal pinisi, pembuatannya dimulai dengan dinding dulu baru setelah itu rangkanya.
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Kapal Pinisi Ini adalah kapal tradisional Bugis yang terbuat dari kayu ulin, bitti, na’massa, mangga, dan cembaga. Panjang kapal bisa mencapai 37 meter dengan lebar 8 meter, tinggi layar kira-kira 12 meter, dan memiliki berat sekitar 120 ton. |
Aturan peletakan papan-papan teras dan aturan dasar lainnya disusun oleh Ruling, sampai sekarang dalam pembuatan perahu pinisi aturan Ruling inilah yang menjadi pedoman. Disamping itu orang Bugis memiliki undang-undang pelayaran dan perdagangan yang disusun oleh "Ammana Gappa" (namanya diabadikan pada pelayaran ekspedisi Pinisi ke Madagaskar).
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| Kapal Pinisi Nama Lambung Raja Laut |
Jenis kapal kayu pinisi telah mengambil peran penting dalam sejarah pelayaran Indonesia selama berabad-abad. Menurut berbagai sumber, jenis kapal yang sama telah ada sebelum tahun 1500-an, sama seperti kapal Arab.
Meskipun para pembuat kapal ini sering disebut sebagai orang Bugis, namun mereka dibagi menjadi empat sub suku. Keempatnya adalah Konjo di bagian selatan Sulawesi Selatan (Ara, Bira dan Tanah Biru), Mandar di Sulawesi Barat sampai bagian utara Makasar, Bugis di wilayah sekitar Wajo bagian timur Teluk Bone, dan Makassar di wilayah sekitar Kota Makasar. Diantara semua itu, Konjo adalah yang paling berpengaruh dalam pembuatan kapal pinisi.
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| Kapal Pinisi memiliki ciri yang khas, dua buah tiang utama, tiga buah layar di depan dan masing-masing dua layar disetiap tiang utama |
Dalam sejarah, para pelaut Sulawesi dengan kapal pinisi-nya tercatat telah mencapai P. Madagaskar di Afrika. Gelombang pertama terjadi pada abad ke-2 dan 4, gelombang kedua datang pada abad ke-10 dan gelombang terakhir pada abad ke-17 (masa pemerintahan Sriwijaya). Pendatang dari Indonesia tersebut menetap dan mendirikan sebuah kerajaan bernama Merina.
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| Kapal Pinisi Dengan tujuh layarnya yang terkembang |
Pada masa sekarang, ekspedisi kapal pinisi yang terkenal adalah Pinisi Nusantara yang berlayar ke Vancouver, Kanada yang memakan waktu 62 hari, pada tahun 1986 yang lalu. Tahun 1987, ada lagi ekspedisi perahu Padewakang, "Hati Marige" ke Darwin, Australia, mengikuti rute klasik. Lalu Ekspedisi Ammana Gappa ke Madagaskar, terakhir pelayaran Pinisi Damar Segara ke Jepang.
Kapal Patorani
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Kapal Patorani Kapal asal Sulawesi Selatan ini digunakan oleh kerajaan Goa dan berfungsi sebagai kapal nelayan. Kapal ini banyak ditemui di perairan Galesong, Kabupaten Takalar. |
Kapal Kuno Pakur dan Jomon Khas Mandar
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| Pelayaran dari Mandar ke Jepang |
Untuk mewujudkan cita-cita peneliti asal Jepang menjejaki penyebaran umat manusia melalui laut, mereka memilih perahu khas Mandar yang jarang dikenal masyarakat setempat yakni perahu Pakur dan Jomon.
PADAHAL jenis perahu tersebut “lebih khas” Mandar daripada sandeq. Di daerah Mandar (Sulawesi Barat), tak ada lagi perahu pakur yang digunakan berlayar. Artinya, perahu pakur sudah punah di tanah Mandar. Kendati demikian, bangkainya masih dapat ditemukan saat ini, yakni di Desa Manjopai’ Kecamatan Tinambung, Kabupaten Polman. Sementara di tempat lain juga masih dapat dijumpai di Desa Luwaor, Kecamatan Pamboang, Kabupaten Majene.
Bangkai pakur di Manjopai’ masih memiliki penutup lambung (dek) dan baratang, sedangkan di Luwaor, tinggal balakang-nya (kayu gelondongan yang dikeruk) saja. Melihat ukuran lambung, pakur adalah jenis perahu bercadik berukuran besar.
Rata-rata tinggi lambung pakur lebih satu meter. Bandingkan dengan sandeq yang biasa digunakan berlomba. Bekas balakang (kayu utuh yang dikeruk yang menjadi lunas perahu) pakur di Luwaor tingginya lebih semeter, balakang pakur sandeq Raditya (juara Sandeq Race 2007) tak sampai 50 sentimeter.
Pakur adalah perahu gempal yang bodinya tinggi, tapi panjangnya rata-rata delapan meter. Sedang sandeq lomba, lambung pendek tapi ukurannya panjang, rata-rata lebih 10 meter. Sebenarnya pakur Mandar masih bersiliweran berlayar di beberapa bagian laut Nusantara, yaitu di perbatasan Laut Jawa, Selat Makassar, dengan Laut Flores, tepatnya Laut Bali (perairan utara Bali). Kok bisa? Lalu siapa yang menggunakan pakur Mandar di sana?
Ada beberapa pulau di Kepulauan Kangean di Laut Bali (masuk wilayah administratif Provinsi Jawa Timur) yang dihuni oleh orang Mandar. Beberapa diantaranya Pulau Pagarungan Besar, Pulau Pagarungan Kecil, dan Pulau Sakala. Sekedar catatan, perahu Samuderaksa, replika perahu borobudur yang digunakan berlayar dari Indonesia ke Ghana, Afrika dibuat oleh orang-orang Mandar di Pulau Pagarungan.
Peneliti Kebudayaan Bahari asal Polman Muhammad Ridwan Alimuddin menyatakan, dari riset yang dilakukannya sejak 2005 lalu, di pulau tersebut nelayan Mandar yang masih menggunakan perahu bercadik dan layar sebagai tenaga pendorong, dipastikan menggunakan pakur. Malah banyak pakur yang berasal dari Mandar.
“Bentuk layar yang digunakan bukan lagi jenis tanjaq (segi empat), tapi jenis lete. Nelayan di Majene biasa menyebutnya layar “tigaroda”. Meski bentuknya segitiga, tapi teknik penggunaan dan konstruksi tiang layarnya berbeda dengan sandeq,” katanya. Menurut dia, Perahu Pakur adalah jenis perahu kuno. Sebab jenis layarnya masih menggunakan jenis layar tanjaq, jenis layar khas Austronesia.
Peneliti perahu dari Jepang Prof. Osozawa Katsuya mengaku jenis perahu pakur adalah salah satu bentuk evolusi perahu bercadik yang dibuat orang-orang Austronesia, yaitu penggunaan papan dek sebagai penutup lambung.
Informasi yang dihimpun SI, saat pelaut, nelayan, tukang perahu Mandar bersinggungang dengan teknologi pelayaran orang Eropa (karena banyak pelaut Mandar yang berlayar ke Makassar, Surabaya, hingga Tumasik/Singapura), orang Mandar mengadopsi teknik layar segitiga orang Eropa (yang juga terjadi pada perahu dagang orang Makassar).
PADAHAL jenis perahu tersebut “lebih khas” Mandar daripada sandeq. Di daerah Mandar (Sulawesi Barat), tak ada lagi perahu pakur yang digunakan berlayar. Artinya, perahu pakur sudah punah di tanah Mandar. Kendati demikian, bangkainya masih dapat ditemukan saat ini, yakni di Desa Manjopai’ Kecamatan Tinambung, Kabupaten Polman. Sementara di tempat lain juga masih dapat dijumpai di Desa Luwaor, Kecamatan Pamboang, Kabupaten Majene.
Bangkai pakur di Manjopai’ masih memiliki penutup lambung (dek) dan baratang, sedangkan di Luwaor, tinggal balakang-nya (kayu gelondongan yang dikeruk) saja. Melihat ukuran lambung, pakur adalah jenis perahu bercadik berukuran besar.
Rata-rata tinggi lambung pakur lebih satu meter. Bandingkan dengan sandeq yang biasa digunakan berlomba. Bekas balakang (kayu utuh yang dikeruk yang menjadi lunas perahu) pakur di Luwaor tingginya lebih semeter, balakang pakur sandeq Raditya (juara Sandeq Race 2007) tak sampai 50 sentimeter.
Pakur adalah perahu gempal yang bodinya tinggi, tapi panjangnya rata-rata delapan meter. Sedang sandeq lomba, lambung pendek tapi ukurannya panjang, rata-rata lebih 10 meter. Sebenarnya pakur Mandar masih bersiliweran berlayar di beberapa bagian laut Nusantara, yaitu di perbatasan Laut Jawa, Selat Makassar, dengan Laut Flores, tepatnya Laut Bali (perairan utara Bali). Kok bisa? Lalu siapa yang menggunakan pakur Mandar di sana?
Ada beberapa pulau di Kepulauan Kangean di Laut Bali (masuk wilayah administratif Provinsi Jawa Timur) yang dihuni oleh orang Mandar. Beberapa diantaranya Pulau Pagarungan Besar, Pulau Pagarungan Kecil, dan Pulau Sakala. Sekedar catatan, perahu Samuderaksa, replika perahu borobudur yang digunakan berlayar dari Indonesia ke Ghana, Afrika dibuat oleh orang-orang Mandar di Pulau Pagarungan.
Peneliti Kebudayaan Bahari asal Polman Muhammad Ridwan Alimuddin menyatakan, dari riset yang dilakukannya sejak 2005 lalu, di pulau tersebut nelayan Mandar yang masih menggunakan perahu bercadik dan layar sebagai tenaga pendorong, dipastikan menggunakan pakur. Malah banyak pakur yang berasal dari Mandar.
“Bentuk layar yang digunakan bukan lagi jenis tanjaq (segi empat), tapi jenis lete. Nelayan di Majene biasa menyebutnya layar “tigaroda”. Meski bentuknya segitiga, tapi teknik penggunaan dan konstruksi tiang layarnya berbeda dengan sandeq,” katanya. Menurut dia, Perahu Pakur adalah jenis perahu kuno. Sebab jenis layarnya masih menggunakan jenis layar tanjaq, jenis layar khas Austronesia.
Peneliti perahu dari Jepang Prof. Osozawa Katsuya mengaku jenis perahu pakur adalah salah satu bentuk evolusi perahu bercadik yang dibuat orang-orang Austronesia, yaitu penggunaan papan dek sebagai penutup lambung.
Informasi yang dihimpun SI, saat pelaut, nelayan, tukang perahu Mandar bersinggungang dengan teknologi pelayaran orang Eropa (karena banyak pelaut Mandar yang berlayar ke Makassar, Surabaya, hingga Tumasik/Singapura), orang Mandar mengadopsi teknik layar segitiga orang Eropa (yang juga terjadi pada perahu dagang orang Makassar).
Kapal Padewakang
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Kapal Padewakang Kapal dari Sulawesi Selatan ini banyak ditemukan di pelabuhan Pautere, Makassar. Pada masa Islam, kapal ini digunakan untuk mengangkut komoditas perdagangan hingga ke pantai utara Australia. |
Kata “padewakang, paduwakang” (Sulawesi) dan “paduwang” (Madura) , mempunyai akar kata wa, wangka, waga, wangga, dan bangka dari bahsa Austronesia. Istilah tersebut diasosiasikan pada “perahu bercadik atau perahu kecil” (Adrian Horridge, The Prahu: Traditional Sailing Boat of Indonesia, 1985).
Adapun pendapat lain menuliskan bahwa perahu padewakang adalah “perahu Bugis berukuran kecil yang menggunakan layar persegi, yang melintang” (Acciaioli, Searching for Good Fortune, dalam Manusia Bugis, Christian Pelras, 2006); dan “perahu dagang Bugis berukuran besar yang digunakan pada abad ke-19, dengan dua atau tiga tiang layar, berlayar persegi, dan berhaluan tinggi” (Adrian Horridge, Sailing Craft of Indonesia, 1986).
Adapun referensi utama yang memperlihatkan model/replika perahu padewakang terdapat dalam atlas etnografi Boegineesch-Hollandsch Woordenboek yang ditulis oleh ahli filologi Belanda bernama B. F. Matthes dan terbit pada tahun 1874 sebagaimana yang terdapat dalam Nusa Jawa: Silang Budaya, Volume 2: Jaringan Asia, Denys Lombard (2005).
Adapun pendapat lain menuliskan bahwa perahu padewakang adalah “perahu Bugis berukuran kecil yang menggunakan layar persegi, yang melintang” (Acciaioli, Searching for Good Fortune, dalam Manusia Bugis, Christian Pelras, 2006); dan “perahu dagang Bugis berukuran besar yang digunakan pada abad ke-19, dengan dua atau tiga tiang layar, berlayar persegi, dan berhaluan tinggi” (Adrian Horridge, Sailing Craft of Indonesia, 1986).
Adapun referensi utama yang memperlihatkan model/replika perahu padewakang terdapat dalam atlas etnografi Boegineesch-Hollandsch Woordenboek yang ditulis oleh ahli filologi Belanda bernama B. F. Matthes dan terbit pada tahun 1874 sebagaimana yang terdapat dalam Nusa Jawa: Silang Budaya, Volume 2: Jaringan Asia, Denys Lombard (2005).
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| Perahu Padekawang |
Tipe perahu ini menggambarkan dengan baik sifat-sifat perahu Nusantara sejak kedatangan kekuatan kolonial, yaitu sebuah lambung yang –menurut standar Eropa– berukuran sedang yang dilengkapi dengan satu sampai dua geladak, kemudi samping dan layar jenis tanjaq yang dipasang pada sebatang tiang tripod tanpa laberang.
Keuntungan layar fore-and-aft semakin jelas bagi para pelaut Sulawesi, sehingga mereka berusaha untuk mengkombinasikannya dengan layar tanjaq yang selama ini terbukti sesuai dengan kondisi-kondisi pelayaran mereka. Salah satu hal yang secara pasti menjadi hambatan bagi para pelaut itu disebutkan oleh Wallace – layar fore-and-aft pada tiang buritan dan tamberang haluan terbuat dari kain kanvas, sedangkan layar-layar tanjaq terdiri dari tenunan daun gebang yang disebut “karoroq”.
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Kapal Golekan Lete
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Kapal Golekan Lete Kapal ini berasal dari Madura dan banyak ditemui di hampir semua pelabuhan besar pantai utara Jawa-Madura, terutama di Pelabuhan Kali Mas, Surabaya, Jawa Timur. |
Kapal Majapahit
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Kapal Majapahit Kapal ini dibuat berdasarkan relief yang ada di Candi Panataranan di Jawa Timur. Kapal ini menunjukkan kejayaan bahari Kerajaan Majapahit pada abad 13-15. Tiruan kapal ini diberi nama Damar Segara yang berlayar dari Semarang menuju Thailand. |
Kapal Cadik Borobudur
The Borobudur ship ~ Design Outline
The intention is to develop a reconstruction of the type of large outrigger vessels depicted at Borobudur in a form suitable for ocean voyaging and recreating the first millennium Indonesian voyaging to Madagascar and Africa.
The vessel should be capable of transporting some 25-30 persons, all necessary provisions, stores and a cargo of a few cubic metres volume.
The vessel should be capable of transporting some 25-30 persons, all necessary provisions, stores and a cargo of a few cubic metres volume.
As far as possible the reconstruction will be built using construction techniques from 1st millennium Southeast Asia: edge-doweled planking, lashings to lugs on the inboard face of planks (tambuku) to secure the frames, and multiple through-beams to strengthen the hull structure.
There are five bas-relief depictions of large vessels with outriggers in the galleries of Borobudur. They are not five depictions of the same vessel. While the five vessels are obviously similar and may be seen as illustrating a distinct type of vessel there are differences in the clearly observed details. The depictions are probably not all by the same artist. Following van der Heide (1929), I shall use the plate (Afbeelding) numbers from van Erp’s (1923) paper to identify the Borobudur ships.
DISTANCES AND DURATION OF VOYAGES
Distances:
Sunda Strait to Southern Maldives: Approx. 1600 n.m.
Maldives to Northern Madagascar: Approx. 1300 n.m.
Assuming that the voyaging route to Madagascar was via the Maldives, a reasonably swift vessel could expect to make each leg of the voyage in approximately two weeks in the southern winter months when good southeasterly winds can be expected. However, a period of calm can be experienced at any time of year and provisioning for three-four weeks would be prudent. The Maldives would provide limited opportunity for re-provisioning. It can be assumed that rice sufficient for protracted voyaging would be carried from Java.
| Component | Calculation basis | Amount | Weight | Volume |
| Water for drinking and cooking | Thirty persons, twenty-five days, not less than 2 litres per person/day | 1500 litres | <2 tonnes including containers, | approx 33m |
| Ships' compliment | Average 50kg per person Sleeping space 1.6m x 0.45m for 25 persons | 1.5 tonnes | 182m | |
| Rice | Thirty persons, sixty days, 0.5kg per day | 900kg | approx 1.53m | |
| Firewood for cooking | A fire would be kept smoldering at all times when a stronger fire was not required | ~1 tonne | 23m | |
| Other foodstuffs etc. | Salt fish, plantains, tubers, tamarind, | ~0,5 tonne | 0.53m | |
| Cargo | Approx 2 tonnes of spices and other high-value commodities | ~2 tonnes | 43m | |
| Other | Personal belongings, e.g. sleeping mats, tools; spare ship's gear; | ~0.5 tonnes | 23m |
MAXIMUM SIZE OF OUTRIGGER SAILING VESSELS
There are vessels without outriggers depicted at Borobudur but the five large vessels depicted in detail all have outriggers. The Borobudur ships appear to be fairly large. Sizes up to 25m have been posited for the largest example: Erp 6. Heide (1929) offers a more sober estimate of 12-15m based on the number of oar ports. This allows about 1m for each oarsman.
In recent decades some very large outrigger vessels have been built in Indonesia and the Philippines.
However, these are not sailing vessels — they are motorised and use multiple stays to hold up the outriggers. Sailing vessels impose much more load on their outriggers and outrigger booms. The largest sailing outriggers of recent decades have been the perahu sande and perahu pangkur of the Mandar people from the west coast of Sulawesi, and some very large jerangkat built on the western coast of the Gulf of Bone and used as FADs (Fish Aggregating Devices) anchored in very deep water to the south of the Gulf. These vessels have been up to about 10-11m length and the largest pangkur have been able to load more than 5 tonnes.
In the first half of the 20th century, outrigger perahu paduwang from Madura were probably slightly larger than the vessels mentioned above. However they seem to have regularly employed human ballast on the weather outrigger to enhance stability.
In recent decades some very large outrigger vessels have been built in Indonesia and the Philippines.
However, these are not sailing vessels — they are motorised and use multiple stays to hold up the outriggers. Sailing vessels impose much more load on their outriggers and outrigger booms. The largest sailing outriggers of recent decades have been the perahu sande and perahu pangkur of the Mandar people from the west coast of Sulawesi, and some very large jerangkat built on the western coast of the Gulf of Bone and used as FADs (Fish Aggregating Devices) anchored in very deep water to the south of the Gulf. These vessels have been up to about 10-11m length and the largest pangkur have been able to load more than 5 tonnes.
In the first half of the 20th century, outrigger perahu paduwang from Madura were probably slightly larger than the vessels mentioned above. However they seem to have regularly employed human ballast on the weather outrigger to enhance stability.
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| Perahu Pangkur |
The largest pangkur, sande and jerangkat had very large and long bamboo outriggers. Pangkur andsande usually have outriggers more than 150% the length of the hull. They normally depended entirely on outriggers for stability and sometimes made fairly long, open-sea voyages.
The maximum size of pangkur, sande and jerankat is probably determined by the maximum size of bamboos available. Since the sail area that imposes heeling loads increases as the second power of the length of the vessel, the volume (buoyancy) of the outriggers, needs to increase at the same rate.
In other words the diameter of the outriggers must increase in proportion to an increase in hull length. This leads to engineering problems as size increases: if the length of the outriggers increases in proportion to the hull length, the long projection of the outriggers forward of the forward outrigger boom is increasingly susceptible to breaking off when pitching into a headsea.
A Selat Badung jukung with a 6m long hull has outriggers 9m long, mean diameter at least 125mm and buoyancy of about 100kg. (0.0625 x 0.0625 x p x 9m = 0.1103m) Using these proportions and assuming that the largest bamboos would have diameter about 200mm, the largest possible outrigger canoe is about 10m long. Extrapolating from that calculation, outriggers of about 300mm diameter with buoyancy of about length of the hull. They normally depended entirely 1.3 tonnes would be required by an outrigger vessel on outriggers for stability and sometimes made a little more than14m long. Such a vessel, designed with a long narrow hull would scarcely have the capacity to carry the proposed passengers, provisions and cargo. Therefore it can be concluded that it is not possible that an outrigger vessel, designed to derive all its stability from outriggers could be built of a size large enough carry the proposed passengers, provisions and cargo.
The outriggers shown on the Borobudur ships are not like the long outriggers of the large outrigger vessels of the 20th century. They appear short and small relative to the size of the ships.
THE DESIGN AND PURPOSE OF THE BOROBUDUR OUTRIGGERS
The relatively small outriggers of the Borobudur ships, with their short projections forward and aft of the booms would be relatively robust but they would provide little buoyancy and stability relative to the size of the ships and their sail area.
Single or double outriggers?
In four of the five Borobudur ship depictions only the windward side of the vessel is shown. Whether the vessels are double outriggers with another outrigger on the leeward side or single outriggers carrying a flying outrigger on the windward side only cannot be determined with certainty. However, Erp 10, which has its sail partly furled, has that sail on the side of the viewer which suggests that we are looking at the leeward side. Four of the five depictions show the port side of the vessel but Erp 9 shows the starboard side so outriggers are seen on both sides of the hull though not simultaneously.
A Selat Badung jukung with a 6m long hull has outriggers 9m long, mean diameter at least 125mm and buoyancy of about 100kg. (0.0625 x 0.0625 x p x 9m = 0.1103m) Using these proportions and assuming that the largest bamboos would have diameter about 200mm, the largest possible outrigger canoe is about 10m long. Extrapolating from that calculation, outriggers of about 300mm diameter with buoyancy of about length of the hull. They normally depended entirely 1.3 tonnes would be required by an outrigger vessel on outriggers for stability and sometimes made a little more than14m long. Such a vessel, designed with a long narrow hull would scarcely have the capacity to carry the proposed passengers, provisions and cargo. Therefore it can be concluded that it is not possible that an outrigger vessel, designed to derive all its stability from outriggers could be built of a size large enough carry the proposed passengers, provisions and cargo.
The outriggers shown on the Borobudur ships are not like the long outriggers of the large outrigger vessels of the 20th century. They appear short and small relative to the size of the ships.
THE DESIGN AND PURPOSE OF THE BOROBUDUR OUTRIGGERS
The relatively small outriggers of the Borobudur ships, with their short projections forward and aft of the booms would be relatively robust but they would provide little buoyancy and stability relative to the size of the ships and their sail area.
Single or double outriggers?
In four of the five Borobudur ship depictions only the windward side of the vessel is shown. Whether the vessels are double outriggers with another outrigger on the leeward side or single outriggers carrying a flying outrigger on the windward side only cannot be determined with certainty. However, Erp 10, which has its sail partly furled, has that sail on the side of the viewer which suggests that we are looking at the leeward side. Four of the five depictions show the port side of the vessel but Erp 9 shows the starboard side so outriggers are seen on both sides of the hull though not simultaneously.
Most single outrigger vessels are designed to tack by “shunting” in order that the outrigger remains on the windward side when they change tack. When a vessels tacks by shunting it reverses direction and reverses ends — the bow becomes the stern and vice versa — the steering gear must be shifted from one end to the other and reconfigured to drive in the opposite end. Such vessels are necessarily longitudinally symmetrical — the ends are very similar — and they have a simple rig usually with the mast positioned midships.The Borobudur ships do not exhibit longitudinal symmetry and do not have rigs that could be easily reversed.
There was a type of a large single outrigger vessel from Sri Lanka, the yatra dhoni, which did not shunt. Unfortunately the last of these fell into disuse early in the 20th century and it is not known how the yatra dhoni was operated. The hull form of the yatra dhoni had enough beam and stability if ballasted to sail without an outrigger (Vosmer 1993). It seems possible that the outrigger could be shifted from one side to the other (with some difficulty) and that the yatra dhoni was used mainly for long monsoonal voyages to and from India when wind direction might be consistent for the entire duration of the voyage. The name yatra dhoni means “pilgrimage boat”.
Single outrigger canoes are used on some parts of the north coast of Central and West Java. They have a single outrigger boom and they shift the outrigger from one side to the other when changing tack. The arrangement is simple, loose, and temporary in appearance. It is not suitable for larger sea-going vessels. The Borobudur ships have three or four outrigger booms of complicated construction: it does not look like an arrangement that could be shifted when changing tack.
Large single outrigger, non-shunting, canoes were built at Macassar, South Sulawesi. These vessels where built exclusively for racing outrigger version of the double outrigger jerangkat. They had one very large outrigger and employed a lot of movable human ballast when racing (Collins 1936).
It seems unlikely that the Borobudur ships were single-outrigger craft.
Double outrigger canoes are not widely used on the coasts of Java but they are more common on neighbouring islands including Madura and Bali where sophisticated designs exist.
The Borobudur outriggers have a number of characteristics that make them significantly different from the outriggers of sailing canoes of the rig more recent times.
Length of the outriggers
The outriggers of Indonesian vessels, including those first depicted by Europeans in the late 16th century, have generally been similar in length to the hulls of the canoes they were fitted to. In many cases they are longer than the hulls.
The Borobudur ships all have outriggers shorter than the waterline length of their hulls Erp 6 (which appears to be the largest vessel) has an outrigger only 0.54 the
length of the hull. Erp 8 has the longest outrigger at 0.79 the hull length, it has four outrigger booms while the other vessels have three outrigger booms.
Single outrigger canoes are used on some parts of the north coast of Central and West Java. They have a single outrigger boom and they shift the outrigger from one side to the other when changing tack. The arrangement is simple, loose, and temporary in appearance. It is not suitable for larger sea-going vessels. The Borobudur ships have three or four outrigger booms of complicated construction: it does not look like an arrangement that could be shifted when changing tack.
Large single outrigger, non-shunting, canoes were built at Macassar, South Sulawesi. These vessels where built exclusively for racing outrigger version of the double outrigger jerangkat. They had one very large outrigger and employed a lot of movable human ballast when racing (Collins 1936).
It seems unlikely that the Borobudur ships were single-outrigger craft.
Double outrigger canoes are not widely used on the coasts of Java but they are more common on neighbouring islands including Madura and Bali where sophisticated designs exist.
The Borobudur outriggers have a number of characteristics that make them significantly different from the outriggers of sailing canoes of the rig more recent times.
Length of the outriggers
The outriggers of Indonesian vessels, including those first depicted by Europeans in the late 16th century, have generally been similar in length to the hulls of the canoes they were fitted to. In many cases they are longer than the hulls.
The Borobudur ships all have outriggers shorter than the waterline length of their hulls Erp 6 (which appears to be the largest vessel) has an outrigger only 0.54 the
length of the hull. Erp 8 has the longest outrigger at 0.79 the hull length, it has four outrigger booms while the other vessels have three outrigger booms.
| Erp No. | Outrigger length as decimal fraction of hull waterline length | ||
| Erp 6 | 0.545 | ||
| Erp 7 | 0.585 | ||
| Erp 8 | 0.790 | ||
| Erp 9 | 0.640 | ||
| Erp 10 | 0.750 |
On all but one of the Borobudur ships the outriggers are doubled — there are two outrigger components which I presume are bamboos, one on the inboard side of the outrigger boom/connective, one on the outboard side.
Some of the Indonesian vessels recorded by Captain Paris in the 19th century (Paris 1841, Reith 1992) had outriggers of relative lengths that fell within the range illustrated in the Borobudur ships. They were mostly from the Moluccas and neighbouring regions of Eastern Indonesia where outriggers have remained relatively short in more recent times. Light weight timber rather than bamboo is often used for outriggers in Eastern Indonesia (in some areas suitable bamboo is unavailable) and outrigger craft depend on movable human ballast for stability.
By contrast, in areas closer to Java (e.g. Bali, Madura) outriggers are usually significantly longer than the canoe they are fixed to. Typically relatively large and fast sailing canoes have a crew of only one or two persons and depend on the buoyancy and hydrodynamic lift of the lee outrigger for stability.
The shortest outriggers (0.525 relative to hull length) in a survey of sailing vessels illustrated in the literature were on a large kora kora from Dorey off the western end of New Guinea (Paris 1841).
The kora kora had a fairly capacious planked hull and a length beam ratio of less than 4:1 which could sail without outriggers if properly ballasted. Most outrigger craft have a quite different type of hull, built up from an unexpanded dugout canoe and therefore of very narrow beam and not suitable for sailing without outriggers.
Attachment of Outriggers to Outrigger Booms
There are several different ways of attaching outriggers to the outrigger booms used in Indonesia. In some cases there are curved timbers connecting the outriggers to the booms (these are termed “outrigger connectives” by Haddon and Hornell). Whether there are connectives or the outriggers are secured directly to the booms, the outrigger usually lies under the boom or connective. Alternatively the boom or connective penetrates the outrigger.
Some of the Indonesian vessels recorded by Captain Paris in the 19th century (Paris 1841, Reith 1992) had outriggers of relative lengths that fell within the range illustrated in the Borobudur ships. They were mostly from the Moluccas and neighbouring regions of Eastern Indonesia where outriggers have remained relatively short in more recent times. Light weight timber rather than bamboo is often used for outriggers in Eastern Indonesia (in some areas suitable bamboo is unavailable) and outrigger craft depend on movable human ballast for stability.
By contrast, in areas closer to Java (e.g. Bali, Madura) outriggers are usually significantly longer than the canoe they are fixed to. Typically relatively large and fast sailing canoes have a crew of only one or two persons and depend on the buoyancy and hydrodynamic lift of the lee outrigger for stability.
The shortest outriggers (0.525 relative to hull length) in a survey of sailing vessels illustrated in the literature were on a large kora kora from Dorey off the western end of New Guinea (Paris 1841).
The kora kora had a fairly capacious planked hull and a length beam ratio of less than 4:1 which could sail without outriggers if properly ballasted. Most outrigger craft have a quite different type of hull, built up from an unexpanded dugout canoe and therefore of very narrow beam and not suitable for sailing without outriggers.
Attachment of Outriggers to Outrigger Booms
There are several different ways of attaching outriggers to the outrigger booms used in Indonesia. In some cases there are curved timbers connecting the outriggers to the booms (these are termed “outrigger connectives” by Haddon and Hornell). Whether there are connectives or the outriggers are secured directly to the booms, the outrigger usually lies under the boom or connective. Alternatively the boom or connective penetrates the outrigger.
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| Detail from Erp 6 shows outrigger connectives that project well below the outrigger |
On all the Borobudur ships there is an outrigger attached on the outboard side of the boom/connective.
connectives (it is not clear which they are) project below the outriggers.
Volume of the Outriggers
The Borobudur outriggers do not appear large in diameter. They are shown with diameter about the same as that of the outrigger booms or less than that of the booms. This relative proportion probably reflects the large size of the ships and the upper limit to the size of bamboo available.
A Borobudur vessel of about 14m length would have outriggers about 8m in length: if the outriggers were about 200mm diameter, and the outriggers were doubled (inner and outer outrigger) the buoyancy of the outrigger would be about 0.5 tonne which is significant but not in proportion to the size and sail area of the ship.
Fairings
Erp 6 shows a fairing on the forward end of the outrigger. The other four Borobudur ships have no outrigger fairings. Fairings similar to those on Erp 6 have been used in recent times so that the bamboo outriggers can cut smoothly through the water. They are a standard feature of most sailing outrigger canoes.
All the features discussed above suggest that the outriggers of the Borobudur ships were not intended to provide stability to the extent that the leeward outrigger of double outrigger canoe normally does: they lack volume and therefore the buoyancy to resist heeling. They are not faired to cut through the water. The outrigger booms or connectives project below the outriggers and would cause significant drag to the detriment of speed and steering if depressed into the water. Erp 9 shows its lee outrigger apparently flying clear of the water since the outrigger boom (connective) ends can be seen projecting below the outrigger.
If it is concluded that the outriggers are not primarily intended to provide stability another explanation of their use is required. Like the outriggers of the 19th century bouanga from New Guinea, drawn by Capt M. Paris, the outriggers might be seats for paddlers to propel the vessel in calms and in martial use. If the outriggers are not designed to be the vessel’s primary source of stability then the hull form will not be a typical outrigger canoe hull form. Instead it will have a broader, more stable and more capacious hull form.
THE SUPERSTRUCTURES HULL PROFILES
The Borobudur ships all have considerable superstructures obscuring their hulls. There are outboard galleries for rowers along the full length of the hull. In the bow and stern tall screens surround the stem and sternpost. Heide has proposed that the bow and stern screens are protective structures for use in warfare. This seems very likely. Later warships used by Sulu sea pirates had a heavier timber screen in the bow to offer some protection from cannon shot.
In some examples those wings support the ends of small galleries (ambeng) built out from the hull.
Larger and wider galleries, running the full length of the hull, were a feature of 18-19th century perahu lancang.
The galleries seen on the Borobudur ships are large, enclosed, and exhibit complex structure. Again martial use is suggested with a need to protect the oarsmen from spears and arrows.
All the Borobudur ships except Erp 9 have a deck house with a pitched roof positioned aft of the main mast. The deck houses appear to be small and are unlikely to represent all the accommodation space in the ship.
Hull Profiles
The upper parts of the hulls of the Borobudur ships are hidden by the galleries and the bow and stern screens. Four of the five Borobudur ships have a straight, forward raked profile to the bow. Erp 9 has a curved, forward raked bow profile. In Heide’s interpretation, Erp 7 and 8 both have an external stem. Erp 6 does not obviously have a stem in the lower part of the bow, but there is a high prow timber projecting above the bow screen. Some types of Indonesian perahu are built without a stem (and also without sternpost). These include the Javanese perahu jegongan. None of the Borobudur ships show a sternpost.
However, very little detail of hull structure is shown in any of the depictions.
However, very little detail of hull structure is shown in any of the depictions.
The Heide traces some evidence of hull shape below the waterline in Erp 6 and 7. The bows do not show a cutaway forefoot but in the stern there is a curved, cutaway heel profile. Again, this is typical of Javanese perahu design. Indeed the perahu konteng of East Java when planked up to increase freeboard and cargo capacity has a profile much like a Borobudur ship.
 Profile of a planked up perahu konteng | Because of the full-length galleries it is not possible to see the rail of the hull and therefore the freeboard cannot be judged. However, it is unlikely that outrigger booms would cross the hull above the height of the rail. Clearly the lower outrigger booms pass through the hull; possibly the upper outrigger booms rest on the rail. The hulls do appear to have considerable freeboard and the waterline. It is not proposed that the freeboard/length ratio measured from the depictions could be taken as representing the actual ratio. Distortion, exaggerating freeboard, is more or less a standard feature of ship iconography. |
If the hulls do have considerable freeboard, then they will either have fairly considerable beam to provide stability or they are narrow canoe like hulls deriving all their stability from outriggers. But for reasons given above that seems unlikely.
HULL FORM
Little information about hull form can be derived from the Borobudur iconography. The bows and sterns appear to be sharp rather than bluff. The underwater body of the hull is not shown and the bas-relief does not provide a fully three dimensional representation that would allow assessment of beam. Hull form must be inferred from archaeological data and from critical use of more recent ethnographic data.
Little information about hull form can be derived from the Borobudur iconography. The bows and sterns appear to be sharp rather than bluff. The underwater body of the hull is not shown and the bas-relief does not provide a fully three dimensional representation that would allow assessment of beam. Hull form must be inferred from archaeological data and from critical use of more recent ethnographic data.
| Midships cross-sectional shape A fairly large number of Medieval shipwrecks have been discovered and investigated in Southeast Asia. The vessels discovered at Butuan in the Philippines illustrate a relatively small and sharp type. A larger and more capacious type has been identified as a South China Sea hybrid type combining some Chinese construction techniques with Southeast Asian hull form and edge-doweling of planks. A large wreck discovered near Palembang, Sumatera probably represents a version of the type with entirely indigenous structure. All these wrecks exhibit similar cross sectional shape. They all show hollow deadrise and fairly slack turn to the bilge. None of the wrecks include the remains of the topsides (with the possible exception of Butuan 5). Ethnographic data suggests that the topsides were flared rather than vertical since vertical topsides are virtually unknown in the region. However, if the rowing galleries are fitted outboard of the topsides, the flared topsides would seem to interfere with the use of the galleries. |  |
| Length-beam ratio, beam-depth ratio The iconography gives no clear indication of the ratio of proportions of the hull. As noted above, outrigger vessels usually have very little beam relative to their length and depth. Non-outrigger Indonesia vessels very often have length-beam ratio of about 3:1 and beam-depth ratio of not less than 2:1. (“Depth” here means moulded depth of the midsection and has no connection to draft.) These ratios produce a hull with very large righting moment (stability) at low and moderate angles of heel making outriggers totally unnecessary. Indeed, such a hull form, when rolling in a beam sea would tend to immerse and damage outriggers if they were fitted. The 19th century kora kora illustrated by Paris has a length-beam ratio of 4:1 and a beam-depth ratio of 1.8:1. It is proposed that these proportions be used as a guide in developing a design for the Borobudur ship reconstruction. |  |
Burningham, N. 1989. The Structure of Javanese Perahu.
The Beagle, Records of the Northern Territory Museum of Arts and
References Sciences, 6(1): 195–219.
Burningham, N. and Stenross, K., 1994. Mayang:
The Traditional Fishing Vessels of Java. The Beagle: Records of the Museums and Art Galleries of the Northern Territory, 11:73–132.
Collins, G.E.C., 1936. East Monsoon, Scribner, New York.
Erp, T. van. 1923. Vorstelling van vaartuigen op de reliefs van den Boroboedoer.
Nederlandsch-Indië Oud en Nieuw 8:227– 57.
Heide, G.J. van der, 1929. De samanstelling van Hindoe-vaartuigen: iutgewerkt naar beeldwerken van den Boroboedoer. Nederlandsch-Indië Oud en Nieuw 12:343–57.
Paris, F.E. 1841. Essai sur la Construction Naval des peuples extra-Européens. Artus Bertrand, Paris.
Piollet, P. 1995. Equipages et Voiliers de Madura. Paul Piollet, Ternant.
Reith, E., 1992. le Voyage de la Favorite, Amiral E. Paris. Editions ANTHÈSE, Arcueil.
Vosmer, T., 1993, The yatra dhoni of Sri lanka.
Bulletin of the Australian Institute for Maritime Archaeology,
17.2: 37-42.
Sumber: http://www.borobudurshipexpedition.com/
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Kapal Candi Borobudur Kapal ini melambangkan kejayaan bahari Kerajaan Sriwijaya yang dibuat berdasarkan relief di Candi Borobudur, Jawa Tengah. Replika ini dibuat untuk menelusuri kembali Jalur Kayumanis (The Cinnamon Route) dari Jakarta menuju Ghana, Afrika Selatan, dengan jarak tempuh sekitar 11.000 mil laut dalam kurun waktu 6 bulan. |
Kapal Nade
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Kapal Nade Kapal asal Sumatera ini merupakan armada pelayaran yang meliputi wilayah Sumatera, Selat Malaka, dan perairan laut Kalimantan. |
Kapal Lancang Kuning
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Kapal Lancang Kuning Kapal asal Melayu ini dahulu digunakan sebagai kapal resmi sekaligus lambang kekuasaan Kerajaan Siak Sri Indra Pura. Ada cerita bahwa kapal ini adalah milik dari seorang putri. Jika sedang berlayar, sang putri selalu didampingi oleh pengawal dan pengayuh yang berpakaian kuning. |
Lancang Kuning berlayar malam ...... Haluan menuju ke laut dalam ....... Kalau nakhoda kuranglah paham ........... Alamatlah kapal akan tenggelam.
Taukan lagu itu?? lagu khas Riau...!
Lagu Lancang Kuning itu adalah lagu rakyat yang sangat populer di Riau, negeri yang dijuluki Bumi Lancang Kuning. Dalam sebuah versi sejarah Melayu, kapal Lancang Kuning yang legendaris itu tenggelam di Tanjung Jati, perairan Bengkalis. Tak terurai dengan jelas apakah musibah itu akibat human error ataukah karena keganasan alam yang tak teratasi oleh kemampuan seorang anak manusia.
Perahu Lancang Kuning berasal dari rumpun dan daerah Melayu. Pada Zaman dahulu, Perahu Lancang Kuning merupakan lambang kekuasaan kerajaan dan digunakan sebagai perahu resmi kerajaan Siak Sri Indra Pura. Menurut legenda, pemilik Perahu Lancang Kuning adalah seorang Putri dari kerajaan Melayu. Setiap perahu Lancang Kuning berlayar maka akan selalu didampingi oleh pengawal dan pengayuh dengan pakaian berwarna kuning. Saat ini Perahu Lancang Kuning hanyalah tinggal legenda dan diabadikan menjadi Mascot Pemerintah Daerah Propinsi Riau.
kapal
Kapal Papua
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Kapal Papua Replika kapal asal papua ini dibuat berbeda dengan kapal-kapal dari daerah lain. Bentuknya besar, panjangnya tak kurang dari 15 meter. “Jayapura 02”, demikian nama itu terpahat di badan kapal ini. Di bagian hulunya terpancang patung Ayam Jago dari kayu. Tapi selebihnya tak ada keterangan apapun mengenai kapal Papua ini. |
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| Suku Asmat: Suku-Suku di Papua berada di pesisir pantai dan di pelataran gunung. pola hidup mereka juga berbeda. misalnya suku Asmat melaut adalah suatu mata pencaharian mereka. selain itu perahu tradisional juga sebagai alat transportasi mereka dalam segala kebutuhan mereka. |
Kapal Pledang (Perahu Pemburu Paus)
Masyarakat Lamalera berburu paus dengan menggunakan perahu layar tradisional yang disebut pledang. Semua bagian perahu ini mengunakan pasak kayu bukan pasak besi seperti umumnya perahu modern. Justru ini lah yang membuat pledang kuat terhadap kibasan ekor paus. Layarpun terbuat dari daun pohon gebang. dianyam sedemikian rupa agar kuat terhadap terpaan angin.
Pledang di lamalera berjumlah 12 unit sesuai dengan jumlah suku yang mendiami Kampung Lamalera.
Dalam satu pledang masing-masing kru mendapat tugas dan sebutan khusus. Pelempar tombak disebut lamafa, tugasnya menghujamkan tempuling (tombak khusus) tepat pada titik lemah ikan paus. Lamafa berdiri dianjungan perahu, dan dibantu oleh seorang asisten yang mengatur pergerakan tali di belakangnya.
Pendayung pledang disebut matros atau abk. Sedangkan nahkoda atau yang disebut Lama uri duduk di buritan kapal, tugasnya memegang kemudi dan mengendalikan arah pledang.
Kapal Jung
Kapal Jung adalah sejenis kapal layar, yang banyak terdapat di perairan Asia Tenggara sampai ke pantai timur Afrika.
Para pelayar Jawa
"Orang Jawa sangat berpengalaman dalam seni navigasi. Mereka dianggap sebagai perintis seni paling kuno ini. Walaupun banyak yang menunjukkan bahwa orang Tionghoa lebih berhak atas penghargaan ini, dan menegaskan bahwa seni ini diteruskandari mereka kepada orang Jawa."
Demikian tulis Diego de Couto dalam buku Da Asia, terbit 1645. Bahkan, pelaut Portugis yang menjelajahi samudera pada pertengahan abad ke-16 itu menyebutkan, orang Jawa lebih dulu berlayar sampai ke Tanjung Harapan, Afrika, dan Madagaskar. Ia mendapati penduduk Tanjung Harapan awal abad ke-16 berkulit cokelat seperti orang Jawa. "Mereka mengaku keturunan Jawa," kata Couto, sebagaimana dikutip Anthony Reid dalam buku Sejarah Modern Awal Asia Tenggara.
Tatkala pelaut Portugis mencapai perairan Asia Tenggara pada awal tahun 1500-an mereka menemukan kawasan ini didominasi kapal-kapal Jung Jawa. Kapal dagang milik orang Jawa ini menguasai jalur rempah rempah yang sangat vital, antara Maluku, Jawa, dan Malaka. Kota pelabuhan Malaka pada waktu itu praktis menjadi kota orang Jawa.
Di sana banyak saudagar dan nakhoda kapal Jawa yang menetap, dan sekaligus mengendalikan perdagangan internasional. Tukang-tukang kayu Jawa yang terampil membangun galangan kapal di kota pelabuhan terbesar di Asia Tenggara itu. Bukti kepiawaian orang Jawa dalam bidang perkapalan juga ditemukan pada relief Candi Borobudur yang memvisualkan perahu bercadik - belakangan disebut sebagai "Kapal Borobudur"
Konstruksi kapal jung
Konstruksi perahu bercadik sangat unik. Lambung perahu dibentuk sebagai menyambungkan papan-papan pada lunas kapal. Kemudian disambungkan pada pasak kayu tanpa menggunakan kerangka, baut, atau paku besi. Ujung haluan dan buritan kapal berbentuk lancip. Kapal ini dilengkapi dengan dua batang kemudi menyerupai dayung, serta layar berbentuk segi empat. Kapal Jawa jelas berbeda dengan kapal Tiongkok yang lambungnya dikencangkan dengan bilah-bilah kayu dan paku besi. Selain itu kapal Tiongkok memiliki kemudi tunggal yang dipasang pada palang rusuk buritan.
Kapal Borobudur
Perbandingan antara kapal jung Cheng Ho ("kapal harta") (1405) dengan kapal "Santa Maria" Colombus, 1492/93.
Kapal Borobudur telah memainkan peran besar dalam segenap urusan orang Jawa di bidang pelayaran, selama beratus ratus tahun sebelum abad ke-13. Memasuki awal abad ke-8, peran kapal Borobudur digeser oleh kapal kapal Jawa yang berukuran lebih besar, dengan tiga atau empat layar sebagai Jung. Pelaut Portugis menyebut juncos, pelaut Italia menyebut zonchi. Istilah jung dipakai pertama kali dalam catatan perjalanan Rahib Odrico, Jonhan de Marignolli, dan Ibn Battuta yang berlayar ke Nusantara, awal abad ke-14 mereka memuji kehebatan kapal Jawa berukuran raksasa sebagai penguasa laut Asia Tenggara. Teknologi pembuatan Jung tak jauh berbeda dengan pengerjaan kapal Borobudur; seluruh badan kapal dibangun tanpa menggunakan paku.
Gambaran tentang jung Jawa secara spesifik dilaporkan Alfonso de Albuquerque, komandan armada Portugis yang menduduki Malaka pada 1511. Orang Portugis mengenali Jawa sebagai asal usul jung-jung terbesar. Kapal jenis ini digunakan angkatan laut kerajaan Jawa (Demak) untuk menyerang armada Portugis.
Disebutkan, jung Jawa memiliki empat tiang layar, terbuat dari papan berlapis empat serta mampu menahan tembakan meriam kapal kapal Portugis. Bobot jung rata-rata sekitar 600 ton, melebihi kapal perang Portugis. Jung terbesardari Kerajaan Demak bobotnya mencapai 1.000 ton yang digunakan sebagai pengangkut pasukan Jawa untuk menyerang armada Portugis di Malaka pada 1513. Bisak dikatakan, kapal jung jawa ini disandingkan dengan kapal induk di era modern sekarang ini.
"Anunciada (kapal Portugis yang terbesar yang berada di Malaka pada tahun 1511) sama sekali tidak menyerupai sebuah kapal bila disandingkan dengan Jung Jawa." tulis pelaut Portugis Tom Pires dalam Summa Orientel (1515). Hanya saja jung Jawa raksasa ini, menurut Tome Pires, lamban bergerak saat bertempur dedengan kapal-kapal portugis yang lebih ramping dan lincah. Dengan begitu, armada Portugis bisa menghalau jung Jawadari perairan Malaka.
Etimologi
Banyak pendapat menyebutkan, Istilah jung berasal dari kata chuan dari bahasa Mandarin yang berarti perahu. Hanya saja, perubahan pengucapan dari chuan menjadi jung nampaknya terlalu jauh. Yang lebih mendekati adalah "jong' dalam bahasa Jawa yang artinya kapal. Kata jong dapat ditemukan dalam sejumlah prasasti Jawa kuno abad ke 9. Undang-undang laut Melayu yang disusun pada abad ke-15 juga menggunakan kata jung untuk menyebut kapal pengangkut barang. Yang jelas berasaldari sebuah bahasa di Tiongkok adalah kata wangkang yang artinya kurang lebih sama dengan jung.
Hilangnya jung Jawa dari sejarah
Jung pada abad ke-15 hingga ke-16 tidak hanya digunakan pada pelaut Jawa. Para pelaut Melayu dan Tionghoa juga menggunakan kapal layar jenis ini. Jung memegang peranan penting dalam perdagangan Asia Tenggara masa lampau. Ia menyatukan jalur perdagangan Asia Tengara yang meliputi Campa (ujung selatan Vietnam) , Ayutthaya (Thailand), Aceh, Malaka dan Makassar.
Hanya saja, keadaan itu berbanding terbalik menjelang akhir abad ke-17, ketika perang Jawa tidak bisa lagi membawa hasil bumi dengan jungnya ke pelbagai penjuru dunia. Bahkan, orang Jawa sudah tidak lagi punya galangan kapal. Kantor Maskapai Perdagangan Hindia-Belanda (VOC) di Batavia melaporkan pada 1677 bahwa orang-orang Mataram di Jawa Tengah tidak lagi memiliki kapal-kapal besar.
Para sejarawan menyimpulkan, jung dan tradisi besar maritim Jawa hancur akibat ekspansi militer-perniagaan Belanda. Serta, sikap represif Sultan Agungdari Mataram terhadap kota kota pesisir utara Jawa. Lebih celaka lagi, raja-raja Mataram pengganti Sultan Agung bersikap anti perniagaan. Apa boleh buat, kejayaan jung Jawa hanya tinggal kenangan.
Kapal Mayang bersambung,,,,
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