Gone Sailing ... Southeast Asia 5 (German Edition)

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You become acutely aware of your surroundings and the calming effect of the ocean. During the wet season May to October , winds are better for sailing, but heavy rains can often blow in unpredictably. We run two sailing trips: on the west coast Nov through April, and on the east coast May through October. Jun 24, 11 strangers, 10 days, 1 boat: my life-changing My day Intrepid tour went by far too quickly in a blur of pristine swim spots Phuket Sailing Adventure. Tour the Thai islands on a sailing trip that mixes the popular beaches with discreet View Trip.

Raja Ampat Sailing Expedition. Travel to the remote islands of Raja Ampat, an Indonesian archipelago where few Sail Phuket to Ko Phi Phi.

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Snorkel over a vibrant Sail Ko Phi Phi to Phuket. Swim in clear blue waters, kick Ages 18 to Cruise the pristine Myeik Archipelago in complete comfort on this sailing adventure in Southern Thailand Sailing Adventure. Set sail on a southern Thailand adventure in the Andaman Sea, starting in Krabi and Explore the caves of Ko Hong Ko Hong is regarded by those in the know as the most beautiful island on the Andaman Coast. Explore on the Phuket Sailing Adventure. Jun 13, The people you meet: the art of connecting with Meanwhile, the governments of Australia, the United Kingdom, and other Western countries began sending back Afghan asylum seekers, even though it was far from clear that conditions were safe in Afghanistan.

The intensification of hostilities between U. Pakistan and Iran continued to host the largest refugee populations in the world. Apart from these two huge refugee movements, Asia has seen many smaller exoduses smaller in numbers. After the failure of the democracy movement in , thousands of Chinese sought asylum overseas. Conflicts linked to the break-up of the former Soviet Union led to mass displacements in the s affecting many new states, including Georgia, Chechnya, Armenia, Azerbaijan, and Tajikistan.

In , Muslims from both southern Thailand and southern Philippines fled to Malaysia to escape persistent internal conflict. The long civil war in Sri Lanka led to mass internal displacement as well as refugee outflows. In , an estimated , Sri Lankan Tamils were living in camps in India, while other Tamils were dispersed around the world.

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The resurgence of fighting in led to new displacements, especially of Tamils from the north of the island. The final offensive of April-May led to many civilian deaths and injuries and to further large-scale flight. In early July , , persons were reported to be housed in government camps in northern Sri Lanka. The majority of the population of East Timor was forced to flee violence at the time of the vote for independence in Most were able to return after the UN peacekeeping mission, but new violence forced , from their homes in The major political shifts in Indonesia after led to massive internal displacements, as well as refugee flows from areas of civil war, such as Aceh.

Again, recent peace settlements have allowed many people to return. Looking Ahead. Asian migration has become much more complex, yet some general features remain. One is the lack of long-term planning: movements have been shaped not only by government labor policies, but also by the actions of employers, migrants, and the migration industry.

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Second, illegal migration is very high, and agents and brokers play a major role. Third, the weakness of migration management in some countries contrasts with the dominant Asian model of migration: strict control of foreign workers, prohibition of settlement and family reunification, and denial of worker rights.

Finally, East Asian authorities emphasize the importance of maintaining ethnic homogeneity, while Southeast Asian governments wish to safeguard existing ethnic balances. But the globalization of migration is bringing about rapid changes, and it is far from clear that Asian governments will be able to prevent unforeseen shifts. By the early 21st century, Asia was beginning to see signs of increasing dependence on foreign workers for dirty, dangerous, and difficult so-called 3-D jobs as labor force growth slows in industrializing countries and local workers reject menial tasks.

In these circumstances, employers sought to retain "good workers," migrants prolonged their stays, and family reunion or formation of new families in the receiving country took place. Processes of permanent settlement were beginning to become evident, especially for the highly skilled, but also often for less-skilled workers willing to take on the jobs that nationals rejected. Trends toward democracy and the rule of law were also making it hard to ignore human rights. The growth of nongovernment organizations working for migrants' rights in Japan, Malaysia, and the Philippines indicated the growing strength of civil society.

It therefore seemed reasonable to predict that settlement and increased cultural diversity would affect many Asian labor-importing countries; yet Asian governments were only just beginning to think about the need for plans to deal with long-term effects of migration. The onset of the global recession seems to have interrupted the growth of Asian labor migration. Early analyses predicted relative economic stability in the gulf countries, where most migrants from the Indian sub-continent are concentrated, but forecast large falls in economic growth in Southeast and East Asian countries, where most migrants from Indonesia, Vietnam, Cambodia, Laos, and Burma are employed.

Export-dependent economies have been hit particularly hard. As of July , economic forecasts for the gulf countries look less positive, while production declines in East and Southeast Asia seem even more severe, with falls in output of up to 40 percent in some sectors in Malaysia, South Korea, and Japan. Migrant workers are often the first to be laid off, and some countries such as South Korea have suspended their migrant worker recruitment programs.

Yet conditions are often even worse in origin countries, so that unemployed migrants are often reluctant to return home, while new migrants continue to seek ways of moving abroad. It is too early to predict the recession's long-term effects on Asian migration. Much depends on the length, depth, and characteristics of the crisis. A long recession might well lead to increased popular hostility against immigrants and to protectionist measures. On the other hand, processes of economic change resulting from the downturn might well contribute to a shift in economic power to new industrial regions.

This could enhance long-term employment prospects in Asia. Despite recent growth, migratory movements are still quite small in comparison with Asia's vast population.

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Migrant workers make up a far smaller proportion of the labor force in countries like Japan and Korea than in European countries although the proportion is large in Singapore and Malaysia. The potential for growth following the recession appears obvious. The economies of East and Southeast Asia seem likely to pull in large numbers of migrant workers in the future, a trend that may have far-reaching social and political consequences. The 21st century has been dubbed the "Pacific century" in terms of economic and political development, but it may also be an epoch of rapidly growing migration and population diversity in Asia.

Abella, Manolo. Complexity and Diversity of Asian Migration. Geneva: Unpublished manuscript. Abella, Manolo and Ducanes, Geoffrey. Technical Note: the effect of the global economic crisis on Asian migrant workers and governments' reponses. Available online. The changing face of Asian immigration to the United States. James T. Fawcett and Benjamin V. New York: Center for Migration Studies.

Sailing Southeast Asia With Kids | Suitcases & Strollers | Travelling with Kids

Asis, Maruja M. In Migration and Development: Perspectives from the South , eds. Geneva: International Organization for Migration. Association of Southeast Asian Nations. Australian Bureau of Statistics. Cohen, Roberta and Francis Mading Deng. Fawcett, James T. Gamburd, M. Shirlena Huang, Brenda S. Yeoh, and Noor Abdul Rahman. Singapore: Marshall Cavendish Academic. Hawthorne, Lesleyanne. Bertelsmann Stiftung and Migration Policy Institute.

Hugo, Graeme. Migration in the Asia-Pacific Region. Geneva: Global Commission on International Migration. Internal Displacement Monitoring Centre. International Labor Organization. Geneva : International Labor Office. International Organization for Migration. World Migration Report Geneva: IOM. IRIN Asia. June 30, Khadria, Binod. Lidgard, J. Population Studies Centre Discussion Papers: Hamilton: University of Waikato.

Lowell, B. Lindsay, A. Findlay, and International Labor Office. Geneva: ILO. Organization for Economic Cooperation and Development. Trends in International Migration: Annual Report Paris: OECD. Otake, Tomoko. Foreign students to fill the halls. Japan Times , October 28, People's Daily Online. APEC officials discuss migration control. August 14, More to the point [19] wet wells were apparent in Roman small craft of the 5th century CE. Leeboards and centerboards , used to stabilize the junk and to improve its capability to sail upwind, are documented from a AD book by Li Chuan.

The innovation was adopted by Portuguese and Dutch ships around Because the daggerboard is located so far forward, the junk must use a balanced rudder to counteract the imbalance of lateral resistance. Other innovations included the square-pallet bilge pump , which was adopted by the West during the 16th century for work ashore, the western chain pump, which was adopted for shipboard use, being of a different derivation. Junks also relied on the compass for navigational purposes. However, as with almost all vessels of any culture before the late 19th century, the accuracy of magnetic compasses aboard ship, whether from a failure to understand deviation the magnetism of the ship's iron fastenings or poor design of the compass card the standard drypoint compasses were extremely unstable , meant that they did little to contribute to the accuracy of navigation by dead reckoning.

Indeed, a review of the evidence shows that the Chinese embarked magnetic pointer was probably little used for navigation. The reasoning is simple. Chinese mariners were as able as any and, had they needed a compass to navigate, they would have been aware of the almost random directional qualities when used at sea of the water bowl compass they used. Yet that design remained unchanged for some half a millennium. Western sailors, coming upon a similar water bowl design no evidence as to how has yet emerged very rapidly adapted it in a series of significant changes such that within roughly a century the water bowl had given way to the dry pivot, a rotating compass card a century later, a lubberline a generation later and gimbals seventy or eighty years after that.

These were necessary because in the more adverse climatic context of north western Europe, the compass was needed for navigation. Had similar needs been felt in China, Chinese mariners would also have come up with fixes. They didn't. Junks employed stern-mounted rudders centuries before their adoption in the West for the simple reason that Western hull forms, with their pointed sterns, obviated a centreline steering system until technical developments in Scandinavia created the first, iron mounted, pintle and gudgeon 'barn door' western examples in the early 12th century CE.

A second reason for this slow development was that the side rudders in use were, contrary to a lot of very ill-informed opinion, extremely efficient. It was an innovation which permitted the steering of large ships and due to its design allowed height adjustment according to the depth of the water and to avoid serious damage should the junk ground. A sizable junk can have a rudder that needed up to twenty members of the crew to control in strong weather.

In addition to using the sail plan to balance the junk and take the strain off the hard to operate and mechanically weakly attached rudder, some junks were also equipped with leeboards or dagger boards. The world's oldest known depiction of a stern-mounted rudder can be seen on a pottery model of a junk dating from before the 1st century AD, [22] though some scholars think this may be a steering oar; a possible interpretation given is that the model is of a river boat that was probably towed or poled.

From sometime in the 13th to 15th centuries, many junks began incorporating "fenestrated" rudders rudders with large diamond-shaped holes in them , probably adopted to lessen the force needed to direct the steering of the rudder. The rudder is reported to be the strongest part of the junk. In the Tiangong Kaiwu "Exploitation of the Works of Nature" , Song Yingxing wrote, "The rudder-post is made of elm, or else of langmu or of zhumu.

However, these vessels did not originate from China, but rather from K'un-lun southern country, that is either Java or Sumatra. He explains the ships' sail design as follows:. The four sails do not face directly forward, but are set obliquely, and so arranged that they can all be fixed in the same direction, to receive the wind and to spill it. Those sails which are behind the most windward one receiving the pressure of the wind, throw it from one to the other, so that they all profit from its force.

If it is violent, the sailors diminish or augment the surface of the sails according to the conditions. This oblique rig, which permits the sails to receive from one another the breath of the wind, obviates the anxiety attendant upon having high masts.


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Thus these ships sail without avoiding strong winds and dashing waves, by the aid of which they can make great speed. The great trading dynasty of the Song employed junks extensively. The naval strength of the Song, both mercantile and military, became the backbone of the naval power of the following Yuan dynasty. In particular the Mongol invasions of Japan —84 , as well as the Mongol invasion of Java , essentially relied on recently acquired Song naval capabilities. Worcester estimates that Yuan junks were 11 m 36 ft in beam and over 30 m ft long.

In general they had no keel, stempost, or sternpost. They did have centreboards, and watertight bulkhead to strengthen the hull, which added great weight. Further excavations showed that this type of vessel was common in the 13th century. According to Ibn Battuta, who visited China in On the China Sea traveling is done in Chinese ships only, so we shall describe their arrangements. The Chinese vessels are of three kinds; large ships called chunks junks , middle sized ones called zaws dhows and the small ones kakams.

The large ships have anything from twelve down to three sails, which are made of bamboo rods plaited into mats. They are never lowered, but turned according to the direction of the wind; at anchor they are left floating in the wind. A ship carries a complement of a thousand men, six hundred of whom are sailors and four hundred men-at-arms, including archers, men with shields and crossbows, who throw naphtha. Three smaller ones, the "half", the "third" and the "quarter", accompany each large vessel.

These vessels are built in the towns of Zaytun a. The vessel has four decks and contains rooms, cabins, and saloons for merchants; a cabin has chambers and a lavatory, and can be locked by its occupants. This is the manner after which they are made; two parallel walls of very thick wooden planking are raised and across the space between them are placed very thick planks the bulkheads secured longitudinally and transversely by means of large nails, each three ells in length.

When these walls have thus been built the lower deck is fitted in and the ship is launched before the upper works are finished. The largest junks ever built were possibly those of Admiral Zheng He , for his expeditions in the Indian Ocean. According to Chinese sources, the fleet for Zheng's expedition comprised nearly 30, sailors and over ships at its height. The dimensions of Zheng He's ships according to ancient Chinese chronicles are disputed by modern scholars see below :.

Following a nine-month siege, Cheng captured the Dutch fortress Fort Zeelandia. While they may sound similar, the physical description of Javanese junk differed from Chinese junk. It was made of very thick wood, and as the ship gets old, it was fixed with new boards, with four closing boards, stacked together.

The rope and the sail was made by osier. The vessel was similarly pointed at both ends, and carried two oar-like rudders and lateen-rigged sails. It differed markedly from the Chinese vessel, which had its hull fastened by strakes and iron nails to a frame and to structurally essential bulkheads which divided the cargo space. The Chinese vessel had a single rudder on a transom stern, and except in Fujian and Guangdong they had flat bottoms without keels.

Encounters with giant jongs were recorded by Western travelers. Giovanni da Empoli said that the junks of Java were no different in their strength than a castle, because the three and four boards, layered one above the other, could not be harmed with artillery.

They sailed with their women, children, and families, where everyone mainly keeping to their respective rooms. Main production location of Djong was mainly constructed in two major shipbuilding centres around Java: north coastal Java, especially around Rembang - Demak along the Muria strait and Cirebon ; and the south coast of Borneo Banjarmasin and adjacent islands. A common feature of these places was their accessibility to forests of teak, this wood was highly valued because of its resistance to shipworm , whereas Borneo itself would supply ironwood. They build some ships much larger than ours, capable of containing 2, tons in size, with five sails and as many masts.

The lower part is constructed with of three planks, in order to withstand the force of the tempest to which they are much exposed.