Гарай (корабль)
Гарай были традиционными военными кораблями народа бангуинги на Филиппинах и использовались ВМС Брунея . [1] В 18 и 19 веках они обычно использовались для пиратства народами бангуинги и иранун против безоружных торговых судов и набегов на прибрежные поселения в регионах, окружающих море Сулу .
История
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Большинство гааев были построены на верфях Паранга, Сулу, в конце 18 века. В начале 19 века эскадрильи бангуинги- гарай регулярно нападали на проливы южного Палавана регулярно с марта по ноябрь каждого года . Они совершали набеги на прибрежные районы северного Борнео в поисках рабов, а также прекратили торговлю с Султанатом Бруней . Эти нападения серьезно повлияли на экономику Брунея, приведя к ее упадку. У бангуинги якобы была поговорка: «Трудно поймать рыбу, но легко поймать борнейцев». [2]
Описание
[ редактировать ]Garay were smaller, faster, and more maneuverable than the Iranun lanong warships. They had a much broader beam and a somewhat round hull with a shallow draft. They had a single tripod main-mast made of three bamboo poles, which was rigged with a large rectangular sail with tilted upper corners (a layar tanja). They also had a foremast and sometimes a mizzenmast, which were rigged with smaller triangular crab claw sails. When the wind was heavy, the mainsail was lowered and only the foresail and the mizzen sails were set.[3][4]
They were also propelled by oars. Large garay could have around 30 to 60 oars, usually arranged into two banks, one on top of the other. They were rowed by either people belonging to the alipin caste, or by captured slaves. The hull was partially or fully decked. The deck was made of split bamboo slats, divided into square sections that could be removed as required. Most of the length of the ship was covered by a house-like structure roofed with nipa leaves. A raised platform over a clay stove was used for cooking. At the sides of the hull were overhanging catwalks, about 1 to 2 ft (0.30 to 0.61 m) in width. The ship did not have a central rudder, but had two steering oars located near the stern.[3][4]
The largest garay were around 70 to 80 ft (21 to 24 m) long and could carry up to 80 men, but most garay averaged at 60 to 70 ft (18 to 21 m) with around 60 men. Even smaller garay also existed with an average crew (sakay) of 25 to 30 men.[3] Large garay can serve as motherships to smaller salisipan (a covered banca, shielded against arrows and spears), which could carry an additional 15 people.[3]
Garay were led by a nakura or nakuda (commander) who in turn is led by a squadron leader, the panglima. The julmuri (first mate) is in charge of the crew and also controls the rudder (bausan). Another officer, the julbato stays at the prow of the ship and watches out for reefs and enemy ships. The julbato is also in charge of the anchor (sao).[5]
Garay did not possess outriggers (unlike the lanong and other karakoa warships). Despite this fact, garay were commonly incorrectly referred to as prahu or proa (both outrigger vessels) in historical records. However, the projecting catwalks can function as a sort of outrigger in instances where the hull was flooded, keeping the ship afloat.[3] In Malay, Javanese, and Portuguese sources, garay are also sometimes (incorrectly) referred to as penjajap. This term, however, referred specifically to penjajap (mangaio in Iranun), very long and narrow warships used mostly in Nusantara. They differed from garay in the width of their beams (penjajap were extremely narrow), and the fact that large penjajap usually had outriggers and two layar tanja sails. Garay were also sometimes referred to generically as panco (bangka).[3][6]
Role
[edit]Garay were lightly armed, in comparison to the lanong. They usually only had a single large cannon (lela). While the lanong specialized in ship-to-ship combat, the garay was more suited to raiding coastal villages and attacking unarmed or lightly armed trade ships.[3]
See also
[edit]- Spanish expedition to Balanguingui
- Lepa (ship)
- Balangay
- Kora kora
- History of slavery in the Muslim world
References
[edit]- ^ Фрэнсис Уоррен, Джеймс (1981). Зона Сулу, 1768-1898: динамика внешней торговли, рабства и этнической принадлежности в трансформации морского государства Юго-Восточной Азии . ISBN 9789971693862 .
- ^ Джеймс Фрэнсис Уоррен (1985). «Праху зоны Сулу» (PDF) . Журнал музея Брунея . 6 : 42–45.
- ^ Jump up to: а б с д и ж г Джеймс Фрэнсис Уоррен (2002). Иранун и Балангинги: глобализация, морские рейдерства и рождение этнической принадлежности . НУС Пресс. стр. 53–56. ISBN 9789971692421 .
- ^ Jump up to: а б Юл, Генри и Бернелл, Артур Кок (1886). Хобсон-Джобсон: глоссарий англо-индийских разговорных слов и фраз, а также родственных терминов, этимологических, исторических, географических и дискурсивных . Джон Мюррей. п. 509.
{{cite book}}: CS1 maint: несколько имен: список авторов ( ссылка ) - ^ Рикардо Э. Галанг (1941). «Виды плавсредств на Филиппинах» . Филиппинский научный журнал . 75 (3): 291–306.
- ^ Пьер-Ив Манген (2012). «Линкаран, Гураб и Гали: влияние Средиземноморья на военные корабли Юго-Восточной Азии раннего Нового времени» . В Джеффе Уэйде и Ли Тана (ред.). Энтони Рид и изучение прошлого Юго-Восточной Азии . Институт исследований Юго-Восточной Азии. стр. 155, 158, 173. ISBN. 9789814311960 .
