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1
Chen, Zhongping. "Toward a Global Network Revolution: Zheng He’s Maritime Voyages and Tribute-Trade Relations between China and the Indian Ocean World." China and Asia 1, no. 1 (February 11, 2019): 3–49. http://dx.doi.org/10.1163/2589465x-00101002.
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Using newly developed concepts of network theory, this paper tries to advance the theoretical analysis of Zheng He’s seven epic voyages across the Indian Ocean between 1405 and 1433, and to resolve some long-debated key issues on the subject. It also attempts to reveal how Zheng He helped change Sino-foreign relations in the early fifteenth century by developing tribute-trade networks overseas, and thereby influenced the history of China, the Indian Ocean region, and globalization in general. An examination of the primary sources from the network perspective indicates that the development of tribute-trade relations overseas made up the primary purpose, major activities and enduring historical legacies of Zheng He’s voyages. Zheng He initiated the construction of overseas bases for navigation and trade, and thus greatly promoted the institutionalization and expansion of tribute-trade relations between China and the Indian Ocean world. Both the tribute and trade networks contracted after Zheng He’s voyages ended because of their failure to diversify beyond state-monopolized diplomacy and trade. But their development in the early fifteenth century and their continuity thereafter brought China and Indian Ocean countries into unprecedented interactions. The dual networks also provided a foundation for the European “geographic discoveries” in the Indian Ocean later on, for the early contact between China and the West and ultimately for the globalization of the modern world. Therefore, a network analysis of Zheng He’s voyages and the subsequent tribute-trade relations between China and the Indian Ocean world can refine the current theoretical paradigms and narrative frameworks of world history, which are still centered on the rise and expansion of modern Europe and the West. It also reveals how such non-Western historical movements and premodern tribute-trade relations exerted influence on a global network revolution, which linked the old and new worlds through an unprecedented level of relational institutionalization, expansion, diversification and interactions between varied network members in global history.
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Mehmood, Zaeem Hassan, and Ramla Khan. "Assessing Indian Ocean Economics: Perspective from Pakistan." Andalas Journal of International Studies (AJIS) 10, no. 1 (June 28, 2021): 1. http://dx.doi.org/10.25077/ajis.10.1.1-15.2021.
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The Indian Ocean offers the “global commons” the sea lanes of communication that connects the East with the West. These SLOCs nurtures the global economic world by providing for a classical instance of ‘multilateral maritime matrix,’ whereby merchant ships are manufactured in one country, maintained and owned by another, underwritten by third, registered in fourth and crewed by subjects of another. In this regard, the strategic and commercial concerns of nation-states extends from its immediate maritime borders to the protection of chokepoints where merchandise is most vulnerable to array of contemporary security threats. The third largest ocean, since the cessation of bipolar hostilities after the end of the Cold War, has been integrated to global market economics to a critical extent whereby any interruptions to the established trade networks is likely to have a ‘shockwave effect’. The Indian Ocean is presaged to continue as a ‘central shipment pathway’ for regional and inter-continental trade in wide scope of commercial commodity items. The patterns observed in the region consists of up gradation of existing port infrastructure and developing export markets and resources based on blue economy would strengthen maritime ties. These transformations have the potential to permit the Indian Ocean to be the “strategic heart of the maritime world”.
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Li, Jiacheng. "Developing China’s Indian Ocean Strategy: Rationale and Prospects." China Quarterly of International Strategic Studies 03, no. 04 (January 2017): 481–97. http://dx.doi.org/10.1142/s2377740017500270.
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From the strategic perspective, the Indian Ocean has been increasingly important to China’s foreign trade and energy security. China has been faced with a deepening dilemma in the Malacca Strait for years, in large part due to the strategic pressure from the United States and India. Under its new initiative to construct the “21st Century Maritime Silk Road,” China needs to develop a long-term, security-oriented Indian Ocean strategy based on a comprehensive analysis of all the favorable and adverse conditions. Its strategic goals should include building an Indian Ocean fleet, expanding its base networks, and sharing power peacefully with the United States and India, so as to safeguard its legitimate rights and interests in the region.
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Pombo, Pedro. "Weaving Networks: the Economic Decline of Diu and Indian Ocean Circulations of the Vanza Weavers." Asian Review of World Histories 8, no. 1 (February 6, 2020): 103–27. http://dx.doi.org/10.1163/22879811-12340066.
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Abstract Diu, on the Western India coast and Portuguese territory until 1961, was a strategic port connecting the subcontinent with Eastern Africa until the industrial mills in Western India provoked the decline of the traditional textile production systems in Gujarat and the near erasure of the maritime trade in Diu. Sustained by ethnographic and archival research, this article shows how the decline of maritime trading from Diu exposed the lack of Portuguese control over the trading routes connecting Asia and Africa. Local communities responded to changing contexts by developing new migratory connections with Mozambique. Among them are the Diuese weavers’ community, the Vanza, whose role in Mozambican trade, and later postcolonial connections with European countries, is still mostly to be examined. Though a preliminary observation of their migratory initiatives we observe how lives across the Indian Ocean navigated relatively apart from colonial intentions, pursuing their own winds and tides.
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Shen, Zhicheng, Xinliang Xu, Jiaohao Li, and Shikuan Wang. "Vulnerability of the Maritime Network to Tropical Cyclones in the Northwest Pacific and the Northern Indian Ocean." Sustainability 11, no. 21 (November 5, 2019): 6176. http://dx.doi.org/10.3390/su11216176.
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Maritime networks are one of the most important types of transportation networks in international logistics and it accounts for 90% of the global trade volume. However, the structure of maritime networks is severely impacted by tropical cyclones, especially the maritime network in the Northwest Pacific and the northern Indian Ocean. This paper investigates the vulnerability of the maritime network in the Northwest Pacific and the northern Indian Ocean to the influence of tropical cyclones through removing ports at high or very high tropical cyclones hazard levels and analyzing how the network structure characteristics change from a complex network point of view. From the results, we find that this maritime network is a small-world network and the degree distribution of ports follows a power law distribution. The ports in East Asia are impacted more severely by the tropical cyclones. Moreover, this maritime network exhibits some vulnerability to tropical cyclones. However, the interconnection of the survived ports is not severely impacted, when the network is attacked by tropical cyclones. The port system in the Philippines is most vulnerable to the influence of tropical cyclones, followed by the ports systems in Japan and China. The paper also shows that it is important for studies of maritime network vulnerability to identify the ports that are both important to the regional and cross-regional logistics and severely impacted by natural hazards. The findings provide a theoretical basis for optimizing the port layout and improving the ability of the network to resist damage caused by tropical cyclones.
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Margariti, Roxani Eleni. "Mercantile Networks, Port Cities, and “Pirate” States: Conflict and Competition in the Indian Ocean World of Trade before the Sixteenth Century." Journal of the Economic and Social History of the Orient 51, no. 4 (2008): 543–77. http://dx.doi.org/10.1163/156852008x354634.
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AbstractThe prevailing image of the Indian Ocean world of trade before the arrival of western Europeans and Ottomans in the region in the sixteenth century is one of a generally peaceful, conflict-free realm dominated by cosmopolitan traders who moved easily across boundaries of geography, ethnicity, language, and religion. This paper modifies this picture by examining the evidence for conflict and competition between pre-modern maritime polities in the western end of the Indian Ocean. In the fifth/eleventh and sixth/twelfth centuries maritime polities on the islands of Kish in the Persian Gulf and Dahlak in the Red Sea antagonized Aden's supremacy as the region's most frequented entrepot. In the subsequent three centuries, the Ayyubids and Rasulids of Yemen also strove to control maritime routes and networks.L'historiographie en vigueur de l'Océan Indien à l'époque précédant la venue des Ottomans et des Européens au XVIème siècle, décrit une aire commerciale généralement paisible parcourue aisément par des négociants cosmopolites par-delà les obstacles géographiques, ethniques, religieux et linguistiques. Cette contribution modifie cette image par un examen des témoignages des Vème/XIème et VIème/XIIe siècles qui attestent les conflits et rivalités des cités portuaires de Kish en la Golfe de Perse, de Dahlak en la Mer Rouge contestant la suprématie d'Aden, l'entrepôt le plus fréquenté. Durant les trois siècles suivants, les Ayyûbides et Rasûlides du Yémen s'efforcèrent également de contrôler les routes et réseaux maritimes.
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Horton, Mark, Nicole Boivin, and Alison Crowther. "Eastern Africa and the Early Indian Ocean: Understanding Mobility in a Globalising World." Journal of Egyptian History 13, no. 1-2 (February 16, 2021): 380–408. http://dx.doi.org/10.1163/18741665-12340063.
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Abstract This paper situates Eastern Africa in the early maritime trade of the Indian Ocean, reviewing evidence for connections from Egypt and Red Sea, the Gulf, and Southeast Asia from prehistory to the Islamic Period. The region played a pivotal role in developing global networks, but we argue that it has become the “forgotten south” in an era of emerging empires. One reason for this is a lack of understanding of maritime mobility around the rim of the Indian Ocean, often undertaken by small scale or specialist groups, including sea nomads. These groups are characterised as marginalised and victimised during globalisation, yet dualising into categories—such as “exploiter” and “exploiting”—oversimplifies what was almost certainly in reality a complex array of roles and activities, both in the context of East Africa and elsewhere around the Indian Ocean. Through modern scientific-based excavation and analysis, we can now begin to more fully understand these interactions.
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Wing, Patrick. "Indian Ocean Trade and Sultanic Authority: The nāẓir of Jedda and the Mamluk Political Economy." Journal of the Economic and Social History of the Orient 57, no. 1 (February 11, 2014): 55–75. http://dx.doi.org/10.1163/15685209-12341342.
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AbstractFaced with a mounting economic crisis, the Mamluk sultan al-Ashraf Barsbāy (r. 1422-1438) sought new sources of revenue from the commercial economy of the Red Sea port of Jedda, which was emerging in the 15th century as a hub for maritime trade between the Indian Ocean and Mediterranean. This article examines the career of the firstnāẓir, or financial supervisor, of Jedda, a Coptic secretary appointed by Sultan Barsbāy. A glimpse at his career sheds light on strategies employed by the Mamluk sultan to align his household bureaucracy with the business of trade at Jedda and the interests of influential merchant networks, as well as the limitations of such strategies.
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Wisseman Christie, Jan. "Javanese Markets and the Asian Sea Trade Boom of the Tenth to Thirteenth Centuries A.D." Journal of the Economic and Social History of the Orient 41, no. 3 (1998): 344–81. http://dx.doi.org/10.1163/1568520981436264.
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AbstractBetween the early tenth and the mid-thirteenth centuries, a boom occurred in the trade linking the seas of maritime Southeast Asia to the Indian Ocean and the South China Sea. The impact that this growth in trade had upon the Javanese domestic economy was profound. The expansion of the Chinese market, in particular, for the produce of Java and its archipelago trading network led to changes in Javanese agricultural practices, patterns of domestic marketing and regional trade, and the monetary and tax system. The resulting increase in wealth stimulated a Javanese consumption boom, and competition from commodities imported from China and India provoked innovations in domestic production.
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Risso, Patricia. "Muslim Identity in Maritime Trade: General Observations and Some Evidence from the 18th-Century Persian Gulf / Indian Ocean Region." International Journal of Middle East Studies 21, no. 3 (August 1989): 381–92. http://dx.doi.org/10.1017/s0020743800032566.
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Trade is often discussed in an Islamic context with reference made to Muslim merchants. However, the significance of Islam in specific commercial circumstances is difficult to assess. Some historians label trade as “Muslim” because it was conducted by Muslims; others do so because the trade originated and/or concluded with the boundaries of an Islamic state. The label Muslim may also suggest networking, a process more familiar in relation to Armenians or Jews. We can ask if the operative principles of Muslim networks were at all the same as those for the minority groups.
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Kotarba-Morley, Anna M. "Port town and its harbors: sedimentary proxies for landscape and seascape reconstruction of the Greco-Roman site of Berenike Trogodytica on the Red Sea coast of Egypt." Polish Archaeology in the Mediterranean 26, no. 2 (July 9, 2018): 61–92. http://dx.doi.org/10.5604/01.3001.0012.1821.
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Berenike Trog<l>odytica was one of the key harbours on the Red Sea coast during the Ptolemaic and Roman periods and was a major trade and exchange hub connecting the Indian Ocean and the Mediterranean. Berenike’s geographical position was extraordinarily propitious owing partly to its natural harbours, protected against the prevailing northern winds, as well as its location in the vicinity of an ancient viewshed, the large peninsula of Ras Benas. This paper discusses how multifaceted geoarchaeological approaches to the study of ancient ports can contribute to a better understanding of the mechanisms and logistics of maritime trade, as well as fluctuations in its quality and quantity. It also sheds new light on the significance of the effect that local and regional palaeoclimatic, landscape, seascape and environmental changes had on the development and decline of the port, and its changing role within the Red Sea–Indian Ocean maritime network.
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Hall, Kenneth R. "Ports-of-Trade, Maritime Diasporas, and Networks of Trade and Cultural Integration in the Bay of Bengal Region of the Indian Ocean: c. 1300-1500." Journal of the Economic and Social History of the Orient 53, no. 1-2 (2009): 109–45. http://dx.doi.org/10.1163/002249910x12573963244287.
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AbstractThis exploratory study addresses the trading networks in the Bay of Bengal region of the Indian Ocean during the 1300-1500 era. In this case it is less about the exchange of products than the membership of trading communities, the relationships among the regionally networked ports-of-trade and their merchant communities, and the regional cultural and economic consequences. The focal issue here is the transitional nature of maritime trade and cultural identities in this sub-region of the international East-West maritime route immediately prior to the Portuguese seizure of Melaka in 1511 (see map 1). This article addresses the alternative understandings of this era’s Bay of Bengal regional trade relative to maritime diasporas and other networked relationships; in doing so it incorporates the latest discussions of early urbanization in this region by focusing on networking between secondary and primary centers.<xref ref-type="fn" rid="FN1">1</xref>Cette contribution s’adresse au Golfe de Bengale dans la période 1300-1500, notamment à l’ensemble de ses littoraux, et le considère comme une unité. Pour cette raison elle aborde à peine les ports individuels. Cet espace vit des Chinois, des Perses, et des Yéménites s’associants au visiteurs du Moyen-Orient, et les activités des diasporas issus de l’Inde du Sud et du Sri Lanka. Le maillage de ses réseaux régionaux étant fluides et perméables se modifiaient suivant les événements et s’adaptaient au fluctuations entre les diasporas euxmêmes. Ses communautés actives dans le Golfe de Bengale seront perçues au niveau conceptuels comme des espaces peuplés par des individus, des familles, et la multiplicité des leurs circuits politiques et socio-économiques dérivées, eux, de leurs pays d’origine ainsi que de leurs destinations.
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Ottenheimer, Martin. "The Use of Comorian Documents." History in Africa 12 (1985): 349–55. http://dx.doi.org/10.2307/3171728.
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The Comorian archipelago is located at the northern end of the Mozambique channel in the western Indian Ocean. Of volcanic origin, the archipelago consists of four major islands and several smaller ones which, for many centuries, have been the sites of ports for ships from Asia, Africa, and Europe. They played an especially prominent role in the networks of maritime trade in the Indian Ocean during the fifteenth century and were involved in the maritime trade much earlier. As one would expect of people involved in trade over a long period of time, Comorians have been keepers of records. Thus, the Comoro Islands have become a rich source of both written and oral documents.Some of the numerous documents that have been discovered on the islands have served as the basis of the published histories of the Comoros. Others have been published themsleves and all have provided valuable information about life in the islands. Many documents, however, still remain unpublished. I have had the opportunity to collect numerous documents over the nearly twenty years that I have been gathering information about the Comoro Islands, and this collection continues to grow today. When I am not in the islands, Comorians send or bring documents to me in Kansas which I copy or record before returning them to their owners. During my trips to the islands I have taped oral information, photographed data of historical significance, hand-copied documents, and have been given or lent rare publications.
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Suwitha, I. Putu Gede. "Teluk Benoa dan laut Serangan Sebagai “laut peradaban” di Bali." Jurnal Kajian Bali (Journal of Bali Studies) 7, no. 2 (October 31, 2017): 153. http://dx.doi.org/10.24843/jkb.2017.v07.i02.p09.
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This study aims to reveal the trade networks and dynamics of maritime history in the waters of Bali, especially in the 19th century. There is an interesting aspect in the study of maritime history in Bali namely the importance of Benoa Bay marine area to be the entrance to Bali since many centuries ago. Benoa Bay region directly opposite the Indian Ocean is also associated with Lombok and Bali Straits that become the entry point of the sea trade between Asia and Australia. The study used historical and ethnographic methods. The historical method as well as ethnographic were used to discuss maritime cultural dynamics to the community around the region of Benoa Bay of Bali waters. The results showed that Benoa Bay area turned into the arena of cultural interactions resulting in he mixed culture (mestizo) which produces a different customs from other regions. The occurrence of cross-cultural and civilization contacts put this region as a typical region or special zones outside the sphere of Islamization as the Sea of Civilization.
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Yokkaichi, Yasuhiro. "The Maritime and Continental Networks of Kīsh Merchants under Mongol Rule: The Role of the Indian Ocean, Fārs and Iraq." Journal of the Economic and Social History of the Orient 62, no. 2-3 (March 18, 2019): 428–63. http://dx.doi.org/10.1163/15685209-12341484.
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AbstractBased on a variety of literary and archaeological sources, notably the tariff lists produced in Rasulid Yemen, this study reconstructs the trade routes of the Kīsh merchants, demonstrating that the Persian Gulf route—between South and West India (Coromandel, Malabar, and Gujarat) and Iraq via the Persian Gulf—and the Red Sea route—between South and West India and Egypt via the Red Sea—were closely connected in the Mongol period. This not only manifests aspects of the proto-globalization in Mongol Eurasia but also argues against the supposed economic decline of post-1258 Baghdad and the economic centrality of Cairo in the post-Abbasid Muslim world.
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Colomban, Philippe, Gulsu Simsek Franci, and Farahnaz Koleini. "On-Site Raman Spectroscopic Study of Beads from the Necropolis of Vohemar, Northern Madagascar (>13th C.)." Heritage 4, no. 1 (March 18, 2021): 524–40. http://dx.doi.org/10.3390/heritage4010031.
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In the late 19th century, ancient tombs were discovered near the village of Vohemar at the northeastern point of Madagascar, and subsequent excavations during the French period (1896–1945) revealed the presence of a major necropolis active from ~13th to 18th centuries. Some artefacts (Chinese ceramic shards and glass trade beads) recovered from these excavations was sent to France and now in part belong to the collection of the Musée d’Histoire Naturelle, Nimes. Carnelian and glass trade beads were analyzed with a mobile Raman spectrometer, which identified different materials (soda-lime glass, quartz/moganite, carnelian/citrine, chalcedony) and coloring agents (Naples yellow, cassiterite, amber chromophore, transition metal ions, etc.). The results are compared with those obtained on beads excavated at different sites of Southern Africa and at Mayotte Island, and it appears that (most of) the beads come from southern Asia and Europe. The results confirmed the role that northern Madagascar played within the maritime networks of the Western Indian Ocean during the 15th–16th century.
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Fleisher, Jeffrey, and Adria LaViolette. "The early Swahili trade village of Tumbe, Pemba Island, Tanzania, AD 600–950." Antiquity 87, no. 338 (November 22, 2013): 1151–68. http://dx.doi.org/10.1017/s0003598x00049929.
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Indian Ocean maritime networks have become a special focus of research in recent years, with emphasis not only on the economics of trade but also the movement of domesticated plants and animals (see Fulleret al. inAntiquity2011: 544–58). But did such contacts inevitably lead to radical social change? Excavations at Tumbe reveal a settlement of the late first millennium AD that was heavily engaged in the traffic in exotic materials and may have been producing shell beads for export. This activity seems to have flourished within a domestic context in a village setting, however, and does not seem to have stimulated pronounced social stratification nor to have led inexorably towards urbanisation. These results demonstrate that some communities were able to establish a stable balance between the demands of the domestic economy and long-distance trade that could persist for several centuries. Activities at Tumbe should hence be viewed in their own right, not as precursors to the formation of the Swahili trading towns of the later medieval period.
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Hall, Kenneth. "Local and International Trade and Traders in The Straits of Melaka Region: 600-1500." Journal of the Economic and Social History of the Orient 47, no. 2 (2004): 213–60. http://dx.doi.org/10.1163/1568520041262305.
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AbstractThis article notes that the recent mainstream scholarship on the pre-1500 Indian Ocean trade by non-Southeast Asia specialists has limited itself to Middle Eastern, South Asian, and Chinese evidence—and that these scholars' exclusion of Southeast Asian documentation has led to erroneous statements and conclusions. Based on selected examples of the omitted Southeast Asia evidence, this study highlights the changes taking place in the maritime trade network from the eleventh through the fifteenth centuries, and the increasing complexity of the Asian trade system. It demonstrates that scholars need to reconsider their characterizations of Asian trade "centers" ("emporia"), and that by the fifteenth century an Asia trade "center" is a convenient and commonly agreed upon marketplace that is networked with and shared by merchant sojourners who are based in other significant regional "centers." It also contends that assertions that there was a late fourteenth- through fifteenth-century Asian trade decline are incorrect, and that Asian commerce was robust when the Portuguese appeared on the scene at the beginning of the sixteenth century—and seized Melaka in their failed attempt to dominate the Asia maritime trade network. Cet article relève que le courant principal récent de la recherche sur le commerce dans l'Océan indien avant le XVe siècle par des non-spécialistes du Sud-Est asiatique a concentré ses études sur l'Asie moyenne orientale, méridionale et la Chine; en ignorant la documentation provenant de l'Asie du Sud-Est, ces chercheurs ont été conduits à avancer des conclusions erronées. Fondée sur des exemples choisis dans cette dernière région, cette étude met en évidence les changements intervenus dans le réseau du commerce maritime entre le XIe et XVe siècles et la complexité accrue du système commercial asiatique. Elle souligne également que les chercheurs doivent reconsidérer les caractéristiques qu'ils accordent aux "centres" ("emporia") de commerce asiatique et qu'au XVe siècle un "centre" est une place commerciale pratique intégrée dans un réseau partagé par des négociants installés dans d'autres "centres" notoires de la région. Elle s'élève en fin contre les affirmations avançant que le commerce était en déclin à la fin du XIVe et au XVe siècle; au contraire, il était encore fl orissant quand les Portugais apparaissent dans la région au début du XVIe siècle et s'emparent de Malacca dans leur tentative avortée de dominer le commerce maritime asiatique.
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Subrahmanyam, Sanjay. "Persians, Pilgrims and Portuguese: The Travails of Masulipatnam Shipping in the Western Indian Ocean, 1590–1665." Modern Asian Studies 22, no. 3 (July 1988): 503–30. http://dx.doi.org/10.1017/s0026749x00009653.
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The Coromandel port of Masulipatnam, at the northern extremity of the Krishna delta, rose to prominence as a major centre of maritime trade in the last quarter of the sixteenth century. Its growing importance after about 1570 is explicable in terms of two sets of events: first, the consolidation of the Sultanate of Golkonda under Ibrahim Qutb Shah (r. 1550–1580), and second, the rise within the Bay of Bengal of a network of ports with a distinctly anti-Portuguese character, including the Sumatran centre of Aceh, the ports of lower Burma, of Arakan, as well as Masulipatnam itself. Round about 1550, Masulipatnam was no more than a supplier of textiles on the coastal network to the great port of Pulicat further south, but by the early 1580s its links with Pegu and Aceh had grown considerably, causing not a little alarm in the upper echelons of the administration of the Portuguese Estado da Índia at Goa. The ‘Moors’ who owned and operated ships out of Masulipatnam did so without the benefit of carlazes from the Portuguese captains either at São Tomé or at any other neighbouring port, and while developing an intense trade within the Bay of Bengal, strictly avoided the Portuguese-controlled entrepot at Melaka. The Portuguese in the sixteenth and early seventeenth centuries were heavily involved in it in western India and a recent study has marshalled evidence from Portuguese sources on the mechanics of that trade in a port on the Kanara coast.2 In the seventeenth and eighteenth centuries, with the entry into the Indian Ocean of the large Chartered Companies, evidence on the grain trade is substantially increased, enabling us to see it in sharper focus in the broad canvas of Asian trade. the port was no more than a minor nuisance, and in the engagements that ensued, the Portuguese frequently had the worst of it, subsequently negotiating to recover prisoners lodged at Masulipatnam or at the court in Golkonda.2 However, by about 1590, the tenor of the relationship between the viceregal administration at Goa and the court at Golkonda had begun to show signs of change
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Um, Nancy. "Spatial Negotiations in a Commercial City: The Red Sea Port of Mocha, Yemen, during the First Half of the Eighteenth Century." Journal of the Society of Architectural Historians 62, no. 2 (June 1, 2003): 178–93. http://dx.doi.org/10.2307/3592476.
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The city of Mocha in Yemen was one of the most important Red Sea ports of the early modern Arab world. In this essay, I examine the urban structures that governed the needs and practices of merchants in the city during the first half of the eighteenth century. Drawing on contemporary Arabic chronicles, archival European trade documents, historical photographs, and fieldwork in the city, I document the conspicuous absence of a network of public trade structures, like the urban khan, the expected locus of trade in an Arab city devoted to international commerce, and I provide evidence of the use of the merchant's house as the central location for trade activity, commercial negotiations, storage of merchandise, and lodging of foreign merchants. This case study presents a form of commercial interaction that questions a fixed private identity for the house in Mocha and draws on a maritime system of interaction to account for such a unique form of trade in an Arab city that served as an important Indian Ocean port.
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Grydehøj, Adam, Sasha Davis, Rui Guo, and Huan Zhang. "Silk Road archipelagos: Islands of the Belt and Road Initiative." Island Studies Journal 15, no. 2 (2020): 3–12. http://dx.doi.org/10.24043/isj.137.
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The concept behind the Belt and Road Initiative (BRI; formerly ‘One Belt, One Road’) began to take shape in 2013. Since then, this Chinese-led project has become a major plank in China’s foreign relations. The BRI has grown from its basis as a vision of interregional connectivity into a truly global system, encompassing places—including many island states, territories, and cities—from the South Pacific to the Arctic, from East Africa to the Caribbean, from the Indian Ocean to the Mediterranean. Islands and archipelagos are particularly prominent in the BRI’s constituent 21st-Century Maritime Silk Road (MSR) and Polar Silk Road or Ice Silk Road projects, but little scholarly attention has been paid to how the BRI relates to islands per se. This special section of Island Studies Journal includes nine papers on islands and the BRI, concerning such diverse topics as geopolitics, international law and territorial disputes, sustainability and climate change adaptation, international relations of autonomous island territories, development of outer island communities, tourism and trade, and relational understandings of archipelagic networks. Taken together, these papers present both opportunities and risks, challenges and ways forward for the BRI and how this project may impact both China and island and archipelago states and territories.
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Singh, Kanwal Deepinder Pal. "Strength and Challenges of OBOR Initiative: Indian Perspective." Journal of National Law University Delhi 6, no. 1 (June 2019): 65–77. http://dx.doi.org/10.1177/2277401719857865.
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The One Belt One Road (OBOR) initiative of China is an attempt to ‘remake’ or recreate the ancient Silk Road or Silk Route, symbolising not only trade network but more importantly cultural interaction. It is an ambitious Eurasian strategy with large financial support, which aims to draw linkages from China to various regions of the world. The connectivity and cooperation presented by China between itself and the rest of Eurasia has two main components: the land-based ‘Silk Road Economic Belt’ (SREB) and ocean-going ‘Maritime Silk Road’ (MSR). The ‘Belt’ includes countries geographically situated on the original Silk Road through Central Asia, West Asia, Russia and Europe and has six main corridors. Countries on the Belt and Road—especially those with underdeveloped infrastructure, low investment rates and per capita income—could experience a boost in trade flow and benefit from infrastructure development. The main challenge for China and for the initiative is the potential for conflicts or geopolitical tensions that could emerge with other powers. This project will increase United States’ attention on Central Asia and South Asian region. This will have consequences for the smooth implementation of the strategy. There is an expected resistance from Russia and Russian-led Eurasian Union (EU) that may divide the relevant countries along the route, leaving them torn between choosing to pursue stronger ties with Russia or with China. India also remains cautious of the project and still has not expressed its full support. It sees the initiative not as an opportunity, but as a threat or a form of competition. India’s objections are rooted in issues of sovereignty and territorial integrity. For instance, India opposes the China–Pakistan Economic Corridor (CPEC), a pilot project of the trade initiative, due to its route passing through Gilgit-Baltistan, which is a disputed area between Pakistan and India. India has its own agenda of connectivity and cooperation. This article shall first discuss the strengths and challenges of this project and analyse the regional, national and international situations. The Chinese initiative will be discussed, focusing on China’s domestic constraints along with regional economic situation and political tensions in neighbourhood. The Indian perspective related to this initiative shall be discussed in detail, including the ‘Look East-Act East’ policy. Planning and implementation of the project and its impact on bilateral relations shall be discussed. The author shall also analyse the South Asian perspective as a whole, which is plagued by territorial conflicts, bad governance, security threats, impaired transparency, energy crisis, poor infrastructure, fragile institutions and limping economies.
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Ponanan, Klairung, and Wachira Wichitphongsa. "Railway's Impacts on Modal Shift Potential Towards Intermodal Transportation: A Case Study in Lao PDR." 11th GLOBAL CONFERENCE ON BUSINESS AND SOCIAL SCIENCES 11, no. 1 (December 9, 2020): 123. http://dx.doi.org/10.35609/gcbssproceeding.2020.11(123).
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Chinese government has developed transport infrastructure rapidly under Belt and Road Initiative (BRI) strategy. The BRI strategy is China's economic development strategies for expanding trade and cultural influence towards countries in western and eastern regions, including ASEAN. The development of BRI strategy is consists of two main components i.e., (i) the Silk Road Economic Belt, follows the historical overland Silk Road through Central Asia, Iran, Turkey and eventually to Europe, and (ii) the Maritime Silk Road, originates in the South China Sea, passing through the Malacca Strait, the Indian Ocean, and the Red Sea and extending into the Mediterranean Sea (Chris & Elizabeth, 2015). Due to the BRI strategy, more than 6000 trains made the journey from China to Europe in 2018, which is an increase of 72% compared to 2017. China has sent more than 11,000 freight trains to Europe and back since the BRI strategy was announced in 2013. Railway networks have been constructed under the BRI strategy for connecting 48 Chinese cities with 42 cities in Europe through Asia. There are many railway infrastructures under the BRI strategy. The China – Laos railway (Vientiane–Boten railway) is one of project under the Silk Road Economic Belt that has been developed for serving as a key infrastructure for the economic corridor between the two countries. In nearly future, this railway will be helped to boost trade, investment and tourism for Lao PDR. and south China's Guangxi Zhuang Autonomous Region. The Vientiane–Boten railway, especially transportation time will attract both travelers and Logistics Service Providers (LSP), which can be reduced time of journey compared with road mode. In this paper, modal shift potential of travelers and freight on Kunming-Bangkok Highway (R3A), AH2, AH8, AH9, AH10, AH12, AH13, and AH18 have been investigated by considering behavioral aspects of long distance travel. Keywords: Mode Split Model, Modal Shift, Vientiane–Boten railway, Travel Behaviour
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Setiyanto, Ari. "Strengthening Indonesia’s Role In Indian Ocean Through IORA." Jurnal Pertahanan 3, no. 1 (October 27, 2017): 15. http://dx.doi.org/10.33172/jp.v3i1.156.
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<p>Indonesian government concerned to determine the future of the Pacific and Indian Ocean Region through new vision as the world maritime fulcrum. Significant growth in Indian Ocean region urges a cooperation approach between littoral countries located around the Indian Ocean and lead the establishment of Indian Ocean Rim Association (IORA). The cooperation will lead to the accomplishment of the Indonesia’s national interests. On the other side, the potential trade volume in the Indian Ocean region cannot be reached because of limited maritime infrastructure that facilitates the current trade. IORA should develop a master plan or blueprint on connectivity that will provide the infrastructure development agenda with the Public-Private Partnership to accelerate the infrastructure development. By this situation, the development of maritime infrastructure can be a double advantage for Indonesia because it will connect APEC and IORA. The important things to consider in terms of security is a potential threat both to security and defense if the government decided to open and build a deep seaport in Western Sumatera and Java Island.It is important to evaluate the potential threats and challenges if Indonesia wants to be a fulcrum of world maritime activity.</p>
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Ray, Himanshu Prabha. "Culture and Diplomacy: Maritime Cultural Heritage of the Western Indian Ocean." India Quarterly: A Journal of International Affairs 76, no. 3 (September 2020): 375–91. http://dx.doi.org/10.1177/0974928420936112.
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The article argues that UNESCO’s 1972 World Heritage Convention provides a global platform for projecting not only India’s maritime cultural heritage but also building bridges and collaborative networks with other Indian Ocean littoral countries for the promotion of shared cultural practices and traditional knowledge systems of the Indian Ocean. Unfortunately, this collaborative research aspect of the World Heritage Convention has yet to be tapped for nominating and inscribing transnational heritage or cultural routes across the Ocean. This is despite the fact that India was the founder member of the intergovernmental organisation, Indian Ocean Rim Association, one of whose thrust areas relates to promoting cultural heritage on the UNESCO platform. Given India’s rich maritime past, there is an urgent need to implement measures to establish academic networks with littoral countries for not only creating awareness of the maritime cultural heritage of the Indian Ocean but also harnessing linkages between maritime communities for building a culturally diverse but harmonious future.
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Ray, H. P. "Book Review: Maritime India: Trade, Religion and Polity in the Indian Ocean." International Journal of Maritime History 22, no. 2 (December 2010): 358–59. http://dx.doi.org/10.1177/084387141002200224.
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Foltz, Richard. "From Zanzibar to Zaytun: Iranian Merchants across the Indian Ocean Basin." Iran and the Caucasus 22, no. 2 (June 22, 2018): 139–54. http://dx.doi.org/10.1163/1573384x-20180203.
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The role of Iranian merchants in the maritime trade of the Indian Ocean basin from antiquity up to the 16th century is often underestimated. From scholarly histories to popular culture the “Muslim sailor” is typically portrayed as being an Arab. In fact, from pre-Islamic times the principal actors in Indian Ocean trade were predominantly Persian, as attested by the archaeological data, local written records, and the names of places and individuals.
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Sen, Tansen. "The impact of Zheng He's expeditions on Indian Ocean interactions." Bulletin of the School of Oriental and African Studies 79, no. 3 (October 2016): 609–36. http://dx.doi.org/10.1017/s0041977x16001038.
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AbstractThis article examines the consequences of the Ming maritime expeditions led by Admiral Zheng He (1371–1433) in the early fifteenth century on Indian Ocean diplomacy, trade, and cross-cultural interactions. The presence of the powerful Ming navy not only introduced an unprecedented militaristic aspect to the Indian Ocean region, but also led to the emergence of state-directed commercial activity in the maritime world that extended from Ming China to the Swahili coast of Africa. Additionally, these expeditions stimulated the movement of people and animals across the oceanic space and might eventually have facilitated the rapid entry of European commercial enterprises into the Indian Ocean region during the second half of the fifteenth century.
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Hall, Kenneth R. "Commodity Flows, Diaspora Networking, and Contested Agency in the Eastern Indian Ocean c. 1000–1500." TRaNS: Trans -Regional and -National Studies of Southeast Asia 4, no. 2 (July 2016): 387–417. http://dx.doi.org/10.1017/trn.2016.21.
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AbstractRecent revisionist approaches to early pre-1500 eastern Indian Ocean history draw from and cross-reference epigraphic, archaeological, art historical, literary, cultural, textual, shipwreck, and a variety of other primary and secondary sources as these document the evolution of Southeast Asia from roughly 300 to 1500, before significant European regional presence became a factor. This study's focus is the transitional importance of c. 1000–1500 Indian Ocean international maritime trade and transit from the South Asian shorelines of the Bay of Bengal to the South China and Java Seas, which is conceived to have temporarily produced an inclusive eastern Indian Ocean zone of contact. In this then ‘borderless’ region there were a variety of meaningful contacts and material, cultural, and knowledge transfers that resulted in synthesis of Indian, Chinese, Middle Eastern, and Southeast Asian cultures and populations made possible by enhanced international maritime trade connections before European presence became a factor, a period often dated from the fall of Melaka to the Portuguese in 1511.
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Krailassuwan, Somchart. "History of Thai maritime trade." Maritime Technology and Research 1, no. 1 (November 24, 2018): Proof. http://dx.doi.org/10.33175/mtr.2019.147777.
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The Thai commercial fleet can carry about 10% of the volume of imports and exports. History of Thai maritime trade is divided into 1) Sukhothai period era 2) Ayutthaya and Thonburi period 3) Rattanakosin period 4) The first of the national fleet period. .Sukhothai period era trade with various foreign countries. In the King Ramkhamhaeng era is a prosperous.. 1) The Gulf of Thailand trade with China 2) Trade on the Andaman sea is a merchant ship from India. Ayutthaya and Thonburi period. Traders of various nationalities come to trade. The Gulf of Thailand (South China Sea) and the Indian Ocean. Trading in Ayutthaya is a monopoly trade, operated by monarchs and noblemen.Rattanakosin period Thailand entered into a Treaty of Burney, the outcome of the agreement was that the country had to cancel its monopoly trade and the end of trade by the government. The growth of the trade has increased. The production structure from the old to be self-transformed into production for export. The first of the national fleet period 1918 - 1925 After the First World War I King Rama VI established a Thai merchant fleet in April 1918, the name of Siam Commercial Maritime Company Limited. It was terminated in 1925. On June 22, 1940, the cabinet approved the establishment of Thai Maritime Navigation Company Limited for international maritime shipping. The The cabinet was terminated in 2011 .The role of Thai National Maritime Navigation.The merchant fleet were not growing. Because lack of and thai merchant fleet too small, there was a lack of negotiating power with the foreign merchant fleet. The government must set up a policy to promote the merchant fleet.
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Shah, Sayed Amir Hussain, Dr Muhammad Umair Rafique, and Sajad Rasool. "GEOPOLITICAL IMPLICATIONS OF THE INDIAN OCEAN AND MARITIME SECURITY CHALLENGES FOR PAKISTAN." Issue-2 04, no. 02 (September 30, 2020): 431–51. http://dx.doi.org/10.36968/jpdc-v04-i02-23.
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Geopolitics and geographical identity of a state holds great significance in today’s arena of International Politics. The geographical sphere is a source of global puissance in regional policy making. From the last few decades, the world has witnessed major variations in regional power dynamics from Atlantic to Pacific and from Europe to Asia. Oceans and seas are an imperative driver of dynamic change and clutches prosperity enigmas from eras. The Indian Ocean, in contemporary world, is a major maritime transit lounge. Global economy relies on this giant oceanic connector as it is an emerging economic gravity center in world’s trade and economic affairs. Hegemonic influence on the littoral states of Indian Ocean is the dire need of Asian economic giants as well as the US and European rivals. Pakistan’s geographic location and its embryonic Gwadar port holds great strategic significance in regional economy, prosperity, security and stability. Notwithstanding, there are certain maritime challenges for Pakistan. The aim of this paper is to identify maritime challenges to Pakistan in terms of CPEC and to highlight possible remedial measures in changing regional geopolitical power dynamics. It can be concluded with a thorough study that Pakistan requires adequate measures to cope up with existing and futuristic challenges in the maritime domain.
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Subramanian, Lakshmi. "Introduction: The Ocean and the Historian." Journal of Indian Ocean World Studies 2, no. 1 (September 18, 2019): 2–11. http://dx.doi.org/10.26443/jiows.v2i1.44.
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I feel singularly privileged to write the introduction for the first of two special JIOWS festschrift editions honouring Michael Pearson’s contributions in the field of Indian Ocean studies. My association with Mike goes back to 1979/80 when I met him at the University of Viswabharati, where my mentor Ashin Dasgupta was working with him on an edited volume devoted to the history of India and the Indian Ocean. This was a time when as a young graduate student, I was being exposed to the hotly debated and discussed sub-field of maritime history. Several senior historians questioned the need to study maritime history outside the general frame of Indian economic history, by then an established field of enquiry, driven primarily by the agrarian question, poverty and the drain of wealth paradigm. I recall how, in course of my apprenticeship, I read a range of writings that looked at Asian trade and commercial exchanges that, although written largely out of European archives, dared to tell a very different story to the dominant one of European commercial and military hegemony. This was long before the heady debates of globalization, of Asia before Europe or indeed of the world system thesis that had entered the field; instead, we were chewing over the critiques of the peddler thesis put forward by Van Leur, and of the uncritical endorsement of colonial perspectives on Asian trade embodied in the writings of scholar administrator W.H. Moreland. It was here that Pearson and Dasgupta gave us the vital tools of our trade, to look beyond the official voices in the archive, to search for private adjustments and compromises that had so much more to say about the messy world of commercial and social transactions where to look for Weberian rationality or pure economic determinism was chasing a mirage.
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Hall, Kenneth R. "Maritime Trade and Societal Transitions in the Western Indonesian Archipelago: Samudra-Pasai at the Dawn of the European Age (c. 1200-1500)." Asian Review of World Histories 5, no. 1 (June 29, 2017): 31–69. http://dx.doi.org/10.12773/arwh.2017.5.1.031.
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This study is the substantial update to a journal article published in 1981, focal on the first northeast Sumatra fourteenth- and fifteenthcentury Islamic Sultanate Samudra-Pasai port-of-trade. In doing so the study represents the significant transitions in Indian Ocean history that were substantially influenced by Michael Pearson’s scholarship. Samudra-Pasai was a notable eastern Indian Ocean fourteenth- and fifteenth-century Straits of Melaka international maritime stopover that competed against the west-central Malay Peninsula-based Melaka emporium for regional commercial prominence prior to Portuguese seizure of Melaka in 1511. Past histories are based on the several surviving contemporary maritime sojourner accounts, Chinese dynastic records, and the local sixteenth-century Hikayat Raja-Raja Pasai dynastic chronicle. Recent anthropological surveys of the Sumatra upstream pair with new archaeological recoveries, which include dated Arabic script inscribed dynastic tombstones, to mandate a re-evaluation of upstream downstream networking that was the basis of Samudra- Pasai’s over two-century sovereignty. This study moves beyond initially innovative 1970s conceptions of early Straits of Melaka upstreamdownstream networking in its incorporation of Michael Pearson’s adaptive characterizations of Indian Ocean port-of-trade coastline littorals, and introduces the importance of newly focal offshore communities as these are now prominent in the most recent Indian Ocean scholarship.
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Tagliacozzo, Eric. "Trade, Production, and Incorporation. The Indian Ocean in Flux, 1600–1900." Itinerario 26, no. 1 (March 2002): 75–106. http://dx.doi.org/10.1017/s0165115300004952.
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Historians have approached the Indian Ocean from a variety of vantages in their attempts to explain the modern history of this huge maritime arena. Some scholars have concentrated on predation as a linking theme, charting how piracy connected a broad range of actors for centuries in these dangerous waters. Others have focused on environmental issues, asking how patterns of winds, currents, and weather allowed trade to flourish on such a vast, oceanic scale. These latter historians have appropriated a page out of Braudel, and have grafted his approaches to the Mediterranean to fit local, Indian Ocean realities, such as the role of cyclones and mangrove swamps in both helping and hindering long-distance commerce. Still other scholars have used different tacks, following trails of commodities such as spices or precious metals, or even focusing on far-flung archaeological remains, in an attempt to piece together trans-regional histories from the detritus civilisations left behind. All of these epistemological vectors have shed light on the region as a whole, though through different tools and lenses, and via a variety of techniques of inquiry.
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Hardy, Dennis. "Maritime governance and South Asia: trade, security and sustainable development in the Indian Ocean." Journal of the Indian Ocean Region 14, no. 3 (July 19, 2018): 377–78. http://dx.doi.org/10.1080/19480881.2018.1501193.
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Kusuma, Ayusia Sabhita. "Rivalitas Strategi Maritim China dan India di Selat Malaka." Insignia Journal of International Relations 1, no. 01 (October 18, 2014): 67. http://dx.doi.org/10.20884/1.ins.2014.1.01.430.
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Regarding the significance of Malacca Strait as a key maritime�s �choke-point� passage betweenIndian and Pacific oceans, some major countries become dependence with the security and safetyin Malacca Sea Lines of Communications (SLOC). China and India are two states-user ofMalacca Strait which sharing common interests of economic, maritime trade and energy supplies.The problem is, as a regional power of each region, India and China have an ambition to controlthe security of Malacca�s Strait. China which is more dependent with its 80% trade and energysupply through Malacca Strait, facing �Malacca dilemma� regarding the issue. Then, with thestrategy of �string of pearls� and the modernization of of People�s Liberation Army Navy (PLAN),China became assertive to save its interests. India, which has control over Indian Ocean then feelthreaten by China�s activities around Malacca Strait and Indian Ocean. India starts and enhancesthe development of Andaman Nicobar Command with US support near Malacca Straits to counterChina�s development. This paper will analyze the development of China�s dan India�s maritimestrategy rivalry in Malacca Straits with the concepts of balance of power and maritime strategy.
Keywords: Malacca Strait, China�s maritime strategy, India�s maritime strategy, rivalry, balanceof power
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Prange, Sebastian R. "The Contested Sea: Regimes of Maritime Violence in the Pre-Modern Indian Ocean." Journal of Early Modern History 17, no. 1 (2013): 9–33. http://dx.doi.org/10.1163/15700658-12342355.
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Abstract Rulers on the Indian Ocean littoral are generally portrayed as having been uninterested in the pursuit of sea power until the coming of the Europeans. This article examines a series of case studies from this earlier period to argue that maritime violence had long been a part of expansionist political projects centered on the control of trade routes and coastal waters. In their sum, they show the Indian Ocean to have been an arena of active political competition and legal contestation, which were waged through private and semi-private agents commonly denoted as pirates.
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Clark, Hugh. "Maritime Diasporas in Asia before da Gama: An Introductory Commentary." Journal of the Economic and Social History of the Orient 49, no. 4 (2006): 385–94. http://dx.doi.org/10.1163/156852006779048381.
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AbstractThis preface introduces the five essays that comprise this special issue of JESHO. The author provides a synoptic overview of western scholarship on the Indian Ocean and on trade diasporas in order to situate the papers. This scholarship has only recently begun to recognize the important role of the Indian Ocean in early modern history, a change that the author traces to the work of K.N. Chaudhuri, Janet Abu-Lughod, and Philip Curtin. He concludes that the five papers in this special issue collectively mark an important step forward in the historiography of the Indian Ocean. Les cinq articles qui font partie du numéro du JESHO sont précedés d'une préface ou l'auteur donne une vue d'ensemble du travail scientifique occidental qui parle de l'océan Indien et des diasporas mercantiles. D'après l'auteur, le role capital de l'océan Indien au début de l'époque moderne commence à être mieux connu grace aux publications de K.N. Chaudhuri, de Janet Abu-Lughod et de Philip Curtin. Les cinq articles ci-compris représentent, donc, un pas en avant pour l'historiographie de l'océan Indien, selon cet auteur.
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Verne, Julia. "The Ends of the Indian Ocean: Tracing Coastlines in the Tanzanian “Hinterland”." History in Africa 46 (April 12, 2019): 359–83. http://dx.doi.org/10.1017/hia.2019.11.
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Abstract:In recent years, several attempts to revitalize Area Studies have concentrated on oceans as the unifying force to create regions. In this respect, the Indian Ocean has become a prime example to show how economic as well as cultural flows across the sea have contributed to close connections between its shores. However, by doing so, they not only seem to create a certain, rather homogeneous, Indian Ocean space, they often also lead to a conceptual separation between “coast” and “hinterland,” similar to earlier distinctions between “African/Arab” or “East/Central Africa.” In this contribution, so-called “Arab” traders who settled along trade routes connecting the East African coast to its hinterland will serve as an empirical ground to explore and challenge these boundaries. Tracing maritime imaginaries and related materialities in the Tanzanian interior, it will reflect on the ends of the Indian Ocean and the nature of such maritime conceptualizations of space more generally. By taking the relational thinking that lies at the ground of maritimity inland, it wishes to encourage a re-conceptualization of areas that not only replaces a terrestrial spatial entity with a maritime one, but that genuinely breaks with such “container-thinking” and, instead, foregrounds the meandering, fluid character of regions and their complex and highly dynamic entanglements.
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Seland, Eivind Heldaas. "Networks and social cohesion in ancient Indian Ocean trade: geography, ethnicity, religion." Journal of Global History 8, no. 3 (October 2, 2013): 373–90. http://dx.doi.org/10.1017/s1740022813000338.
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AbstractThe Indian Ocean is famous for its well-documented Jewish and Islamic trading networks of the medieval and early modern periods. Social networks that eased the challenges of cross-cultural trade have a much longer history in the region, however. The great distances covered by merchants and the seasonality of the monsoons left few alternatives to staying away for prolonged periods of time, and shipwreck, piracy, and the slave trade caused people to end up on coasts far away from home. Networks of merchants developed in the Indian Ocean region that depended on a degree of social cohesion. This article draws up a map of selected merchant communities in the western Indian Ocean, and argues that geographical origin, ethnicity, and religion may have been different ways of establishing the necessary infrastructure of trust.
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Hamza, Farah Robleh, and Jean-Philippe Priotti. "Maritime trade and piracy in the Gulf of Aden and the Indian Ocean (1994–2017)." Journal of Transportation Security 13, no. 3-4 (April 9, 2018): 141–58. http://dx.doi.org/10.1007/s12198-018-0190-4.
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Ray, Himanshu Prabha. "Early Maritime Contacts Between South and Southeast Asia." Journal of Southeast Asian Studies 20, no. 1 (March 1989): 42–54. http://dx.doi.org/10.1017/s0022463400019834.
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An analysis of the archaeological data available in recent years indicates the development of local maritime networks both in peninsular Southeast Asia and the Indian subcontinent by the middle of the first millennium B.C. By the second-first centuries B.C. these networks formed a part of the larger regional sailing circuit in the Bay of Bengal. Tangible indicators of this are carnelian and glass beads and bronze bowls with a high tin content. A demarcation of these networks is essential, before questions like the organization of trade or the channels through which religious ideology spread, can be explained.
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Mikheev, Alexey, Kanwar Muhammad Javed Iqbal, Irina Kapustina, and Amen Butt. "Maritime trade in the Indian Ocean: value-focused thinking for BRI and CPEC by employing A’WOT hybrid technique." E3S Web of Conferences 258 (2021): 02030. http://dx.doi.org/10.1051/e3sconf/202125802030.
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Belt and Road Initiative (BRI) and China Pakistan Economic Corridor (CPEC) have so far developed the narrative of bringing prosperity and peace; particularly in the welfare context of Afro-Asian population in Indian Ocean littoral states and enhanced cooperation among countries in Asia, Europe and Africa. The grey areas needs to be analysed with Value-Focused Thinking (VFT) for the overall discourse of maritime. Thus, this study examined the emerging role of BRI viz-a-viz trade opportunities and challenges for Pakistan and China by employing A’WOT method. Results reveal that the successful BRI and CPEC endeavours will open up a door for future investment, prosperity and sustainable development in Indian Ocean Region (IOR). However, Pakistan has higher ratio of threats compare to China and relative to the opportunities considering the weaknesses due to internal and external factors. Maritime trade under BRI has success potential due to geo-strategic location of Pakistan and weaknesses can be avoided in a complete decision support manner with appropriate policy and strategic arrangements.
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Davies, Timothy. "English Private Trade on the West Coast of India, c. 1680–c. 1740." Itinerario 38, no. 2 (August 2014): 51–73. http://dx.doi.org/10.1017/s0165115314000357.
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This article explores the private trade networks of English East India Company merchants on the west coast of India during the first half of the eighteenth century. Existing studies of English private trade in the Indian Ocean have almost exclusively focused on India's eastern seaboard, the Coromandel Coast and the Bay of Bengal regions. This article argues that looking at private trade from the perspective of the western Indian Ocean provides a different picture of this important branch of European trade. It uses EIC records and merchants' private papers to argue against recent metropolitan-centred approaches to English private trade, instead emphasising the importance of more localised political and economic contexts, within the Indian Ocean world, for shaping the conduct and success of this commerce.
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Ali, Ismail, and Singgih Tri Sulistiyono. "A Reflection of “Indonesian Maritime Fulcrum” Initiative: Maritime History and Geopolitical Changes." Journal of Maritime Studies and National Integration 4, no. 1 (June 12, 2020): 12–23. http://dx.doi.org/10.14710/jmsni.v4i1.8081.
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The announcement of a maritime economic initiative known as the 21st Century Maritime Silk Route (MSR) by Chinese President Xi Jinping in 2013 created a new paradigm shift in the geo-economy and geo-politics of countries in the Pacific Ocean and Indian Ocean. With this initiative, China aims to rebuild maritime lines in the seas and oceans where China once was regarded as one of the world's leading powers. In contrast to countries in Southeast Asia, which still hold divergent views on the Chinese initiative, Indonesia sees it as an opportunity to develop regions that have long been marginalized from development. It is in line with the shift in Indonesia’s global economic-political agenda in the 21st century through a doctrine known as "Indonesia as a Maritime Fulcrum," which was initiated by “Jokowi” Widodo and Jusuf Kalla in 2014. Taking into account the importance of this idea in Indonesia's geo-economic and geo-political agenda, this study is to reflect on Indonesia’s history as a global maritime and trade power before it was undermined by the Dutch occupation. In addition, using historical approach, this study aims to see and evaluate how the idea of "Indonesia as a Maritime Fulcrum" can restore Indonesia’s reputation as a major maritime power in the Southeast Asian archipelago.
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Dua, Jatin. "Hijacked: Piracy and Economies of Protection in the Western Indian Ocean." Comparative Studies in Society and History 61, no. 3 (June 28, 2019): 479–507. http://dx.doi.org/10.1017/s0010417519000215.
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AbstractFrom 2007–2012, a dramatic upsurge in maritime piracy off the coast of Somalia captivated global attention. Over three hundred merchant vessels and some three thousand seafarers were held hostage with ransom amounts ranging from $200,000 to $10 million being paid to release these ships. Somali piracy operated exclusively on a kidnap-and-ransom model with crew, cargo, and ship held captive until a ransom was secured. Ransom, unlike theft or seizure, requires willing parties and systems of exchange. Ransom economies, therefore, bring together disparate actors and make visible the centrality of protection as a mode of accumulation and jurisdiction. As an analytic, this article proposes an anthropology ofprotectionto undercut divides between legality and illegality, trade and finance, piracy and counter piracy. It argues that protection is key to apprehending processes of mobility and interruption central to global capitalism.
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Hall, Kenneth. ""Multi-Dimensional Networking: Fifteenth-Century Indian Ocean Maritime Diaspora in Southeast Asian Perspective"." Journal of the Economic and Social History of the Orient 49, no. 4 (2006): 454–81. http://dx.doi.org/10.1163/156852006779048426.
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AbstractThis study addresses the different types of diasporic spread in the island world on the eve of European contact, in a shifting optic that raises issues of ethnicity and urbanism, and how the two are linked. By examining the wider patterns of sojourners moving through the Southeast Asia region this study emphasizes that developing urbanisms were predicated and dependent on shifting population flows, and not on the agglomeration of people in one place at one time to produce settlements of any size. The fifteenth century was the critical era, in which political embassies, trade missions, and emigration all intersected and interacted to create a world that had not existed previously. Cette étude adresse les différents types d'étendre diasporic dans le monde d'î le la veille du contact européen, dans un décalage optique qui soulève des questions d'appartenance ethnique et d'urbanism, et la façon dont les deux sont liés. En examinant les modèles plus larges des sojourners se déplaçant par la région de Sud-est asiatique cetteétude souligne cela des urbanisms se développants ont été affirmées et personne à charge sur des écoulements de décalage de population, et pas sur l'agglomération des personnes dans un endroit en même temps pour produire des règlements de n'importe quelle taille. Le quinzième siècle était l'ère critique, l'où les ambassades politiques, les missions commerciales, et l'émigration ont tout intersecté et ont agi l'un sur l'autre pour créer un monde qui n'avait pas existéprécédemment.
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Sen, Tansen. "The Formation of Chinese Maritime Networks to Southern Asia, 1200-1450." Journal of the Economic and Social History of the Orient 49, no. 4 (2006): 421–53. http://dx.doi.org/10.1163/156852006779048372.
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AbstractThe period between the thirteenth and mid-fifteenth centuries marked a distinct and important phase in the history of India-China relations. This new phase was triggered by the formation of Chinese maritime networks to southern Asia. While the Song period witnessed the formation of private trade and shipping networks, the aggressive foreign policy of the Yuan court led to the establishment of a government maritime network. The maritime networking to southern Asia culminated in the increased numbers of Ming emissaries, including the fleets of the admiral Zheng He, who visited Indian ports in the fifteenth century and intervened in the diplomatic affairs of several strategic Indian commercial zones. La période qui s'étend du treizième jusqu'au milieu du quinzième siècles présente une phase distincte et importante des relations indo-chinoises. Cette nouvelle phase résulta de la création des réseaux maritimes chinois vers l' Asie du Sud. La période Song est marquée par la formation d'un commerce privatiséet des réseaux maritimes; or, l'agressive politique extérieure de la dynastie Yuan eut comme conséquence la création d'un réseau maritime officiel. Les voies maritimes qui s'ouvraient vers le sud d'Asie ont fait augmenter le nombre d'émissaires, dont la flotte de Zheng He;celui-ci visita les côtes indiennes au XVe siècle et intervint dans les affaires diplomatiques de plusieurs stratégiques zones commerciales des Indes.
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Breen, Colin, Wes Forsythe, Paul Lane, Tom McErlean, Rosemary McConkey, Athman Lali Omar, Rory Quinn, and Brian Williams. "Ulster and the Indian Ocean? Recent maritime archaeological research on the East African coast." Antiquity 75, no. 290 (December 2001): 797–98. http://dx.doi.org/10.1017/s0003598x00089304.
Full textAbstract:
In January 2001, a team of researchers from the University of Ulster (Northern Ireland) conducted an innovative maritime archaeology project on the East African coast in partnership with the British Institute in Eastern Africa and the National Museums of Kenya. Its focus was Mombasa Island on the southern Kenyan coast, a historical settlement and port for nearly 2000 years (Berg 1968; Sassoon 1980; 1982). The East African seaboard, stretching from Somalia in the north to Madagascar and Mozambique in the south, was culturally dynamic throughout the historical period. This area, traditionally known as the Swahili coast, is culturally defined as a maritime zone extending 2000 km from north to south, but reaching a mere 15 hi inland. The origins of ‘Swahili’ cultural identity originated during the middle of the 1st millennium AD, following consolidation of earlier farming and metalusing Bantu-speaking communities along the coast and emergence of a distinctive ‘maritime’ orientation and set of cultural traditions (eg Allen 1993; Chami 1998; Helm 2000; Horton & Middelton 2000). Previous research produced evidence of exploitation of marine resources for food and an early engagement in longdistance exchange networks, linking parts ofthis coast with the Classical world by at least the BC/AD transition.
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Andrej Dávid, Andrea Galieriková, Jiří Tengler, and Vlatka Stupalo. "The Northern Sea Route as a New Route for Maritime Transport between the Far East and Europe." Communications - Scientific letters of the University of Zilina 23, no. 2 (April 1, 2021): A74—A79. http://dx.doi.org/10.26552/com.c.2021.2.a74-a79.
Full textAbstract:
Asian countries such as China, Malaysia, India or Bangladesh belong to the largest producers of consumer goods in the world that is mainly transported by container vessels to other parts of the world. One of the busiest maritime trade route is the route between Europe and Asia. It leads through the North Pacific, Indian and the North Atlantic Oceans and their seas. There is also an alternative trade route that runs along the coast of the Russian Federation across the Arctic Ocean. On one hand the ice in this area is gradually declining due to global warming, on the other hand the duration of navigation times is being extended for several months of the year. One of the advantages of this route is the reduction of sailing times between Asian and European maritime ports. The basic goals of the paper are to focus on the current transport situation on this trade route and a new trade route that leads along the coast of Russia.