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Stephen H. Rapp Jr.
Nestled in one of Eurasia’s most energetic crossroads, Georgia has a long and multifaceted history. The remains of Homo georgicus excavated at Dmanisi in southern Georgia belong to the oldest hominids yet discovered outside Africa. They have been reliably dated to 1.8 million years ago. Subsequent Neolithic, Chalcolithic, and Bronze Age sites are distributed throughout the region between the Black and Caspian Seas. But it is not until the early 1st millennium
The peoples of Caucasia were thrust upon the Eurasian stage principally as a result of their associations with Iran. They were, at the same time, active members in the first Iranian Commonwealth, a massive cross-cultural enterprise stretching from Central Asia to the Balkans. Toward the end of the 4th century
The Kʻartʻvelian monarchy was abolished by the Sasanians circa 580 and remained in abeyance until 888. In the afterglow of the interregnum, the ascendant Bagratid dynasty—following the “Byzantinizing” path blazed by the Georgian Church—consciously reoriented kingship from an Iranian to a Byzantine basis as it politically integrated eastern and western Georgia for the first time. Nevertheless, at the height of the all-Georgian kingdom, many aspects of Iranic culture flourished, including epic literature. Mongol hegemony across much of the 13th century marks a crucial turning point in Georgian history. Under Īlkhānid rule, Caucasia’s access to the Eurasian ecumene expanded significantly, but the political fragmentation of Georgia intensified. In the new phase of imperialism ushered by Timur (Tamerlane), the Irano-Caucasian nexus blossomed one last time under the Safavids before the isthmus fell under Russian and then Soviet control.
Anne K. Bang
The Hadramawt is a region of in the south-eastern part of present-day Yemen. Since antiquity, it has been vital in the network of ports that made up the Indian Ocean trade system. The main ports, Mukalla and Shihr have been the exit and entry points for the main cities in the interior Wadi Hadramawt, Shibam, Sayun and Tarim, as well as smaller towns and villages.
Migration from Hadramawt to Africa dates back to at least the first century
The migrants were, from the early period until well into the 20th century, almost exclusively male, and they tended to marry strategically into local clans to obtain access to trade networks. Over time, many lost their connection to the Hadramawt, but they might reactivate that identity at times when “Arabness” was a political advantage, such as during the period of Bu Saidi rule in East Africa. The colonial period led to restrictions on movement to and from the Hadramawt, but also to new business opportunities for Hadramis in Africa. Decolonization was at times traumatic for the Hadramis in Africa too, but the new nation-states also offered opportunities for those who remained in Africa as citizens.
Hadrami migration to Africa over the centuries also impacted the Hadramawt itself. The return visit was a tradition that emerged especially in the 19th century, when sons born in diaspora were sent to Hadramawt to learn about their ancestral homeland. These young men, known as muwalladun, spoke Swahili, Somali, or any other of their “mother-tongue” languages—but very little Arabic, which could make their stays in Hadramawt difficult. In the 20th century, descendants of Hadrami migrants to Africa tended to return to Hadramawt to seek employment or Islamic education.
The Pamirs have been a contested space in different periods of time. Access to fertile pastures characterized the local economic competition between nomads and mountain farmers. International attention reached its peak when the Pamirs became a pawn in the “Great Game”; during the second half of the 19th century, Great Britain and Russia disputed control over the mountainous area. Local and regional interests took on a subordinate role. The imperial contest resulted in dividing the Pamirs among four interested parties that are nowadays independent countries: Afghanistan, Pakistan, Tajikistan, and China. Since the division, separate developments have emerged in all parts that are abodes of farmers and pastoralists who share a common heritage but have experienced quite different political and social developments. Thus the Pamirs represent a focal region of similar ecological properties in which political and socioeconomic developments that originated in the 19th century have changed development paths through the Cold War period until the early 21st century. From Tsarist Russia to post-independence Tajikistan, from the Afghan monarchy to the post-Taliban republic, from British India to Pakistan, and from the Middle Kingdom to contemporary China, political interventions such as nationality policies and regional autonomy, sociotechnical experiments such as collectivization and subsequent deregulation, and varying administrative systems provide insight into external domination that has shaped separate developments in the Pamirs. In the early 21st century, the Pamirs experienced a revaluation as a transit corridor for transcontinental traffic arteries.
This is an advance summary of a forthcoming article in the Oxford Research Encyclopedia of Asian History. Please check back later for the full article.
In 1907 the first Japanese-made motorcar was unveiled. A century later, the phenomenon of kuruma banare [車離れ], literally “turning one’s back on the car,” but often translated as “de-motorization,” appeared in the international press. Falling sales suggested that Japan’s domestic car market had reached full capacity reversing an almost continuous historical trend of increasing car ownership. In the 1960s and 1970s, personal car ownership changed the social and cultural fabric of everyday life and transformed the urban environment and landscape. However, the automobile also became the focus of anxieties about traffic congestion, air pollution, noise levels, and safety and by the end of the 20th century was seen as ultimately damaging to community, social harmony, and the environment. While reports of the death of the motorcar turned out to be exaggerations, Japan became the “Asian pathfinder” for setting ultimate limits for the growth of fossil-fueled automobiles worldwide. Historiographically, the focus on the astounding success of Japan’s major automobile manufacturers in international markets drew attention away from the social and cultural history of the car itself in Japan. Yet the story of how Japan was transformed from an essentially wheel-less society at the dawn of the 20th century into the first industrial power to have achieved almost full-capacity car ownership is no less remarkable and sheds light on current dilemmas surrounding car use and sustainability in developing countries such as China and India.
Despite enduring years of adverse and highly critical propaganda and entrenched negative attitudes from both the scholarly world and the general public, the Mongols and successors of Chinggis Khan have continued to hold the world’s rapt attention and interest. However, the Chinggisids have in recent years and especially since 2001 and the publication of Thomas Allsen’s Culture and Conquest, benefited from a spreading positive re-evaluation by the academic community and revisionist researchers, which amounts to a fresh assessment of the Chinggisid domination of western Asia. It is now acknowledged that they enjoyed a constructive, generally positive relationship with much of the Muslim world. Relations with Iran were particularly strong, so much so that it was Iranians who invited Hulegu and the Chinggisid army to come to the west in 1254 and who actively cooperated in the establishment of the Ilkhanate. The state of Iran had ceased to exist after the Arab invasion of the region in the 7th century, and in its place, Greater Iran became a collection of often warring statelets: Azerbaijan, Khorasan, Fars, Iraq al-Arab, Iraq al-‘Ajam, Sistan, and Jabal, to name a few. After Hulegu crossed the Oxus, c. 1254, he revived the idea of Iran, and the Ilkhanate essentially became the basis for what eventually became the modern state of Iran.
From 1220 to 1254 Iran had existed in a state of anarchy, loosely under the control of Chinggisid military governors. Iran’s city-states were peripheral to an empire to which they paid taxes but from which they derived few advantages nor enjoyed any of the benefits to which their taxes should have entitled them. The delegation sent from Qazvin to Mongke’s coronation requested the Great Khan to send a prince of the blood to rule Iran and to replace the inept military governor. The delegation wanted Iran to be absorbed by the empire so that the country could benefit from joining a global community and a global market. Chinggis Khan had initiated the world’s first experience of globalization, and Iran wanted to be part of that experience. The Ilkhanate (1258–1335) was a Persian renaissance and established Iranians once again as key regional players. Although the ruling family remained ethnically Mongol, the government was multiethnic, and the country was multicultural. In 1295, when the seventh Ilkhan, Ghazan, ascended the throne and announced his submission to Islam, his act signified the union of Turk and Tajik, of “steppe and sown,” of Iran and Turan, of Persian, Chinese and Turkish cultures, and the coronation of a king of and for all Iranians. It was immaterial whether his conversion was sincere or just politically astute. What was important was his proclamation of becoming a legitimate Iranian king duty bound to serve all his people, whether Turk or Tajik, and that his reign was hailed as the start of a golden age, as well as being a high point of relations with the Yuan regime in the east. The Mongols never left Iran, but simply assimilated.
Imperial China has a long-standing, multifaceted, and interesting imperial maritime history. Of particular importance in this context are the commercial dimensions of China’s maritime contacts with the outside world. From approximately the 7th century until Yuan 元 times (1279–1367), China even developed as a commercial maritime power, although its maritime trade was, until the late 11th century, basically dominated by foreign merchants. During the Yuan and early Ming dynasties (1368–1644), China was also a naval power—the attempts of Qubilai Khan (r. 1260–1295) to subdue Japan are well known. But their maritime interests took the Mongols as far as Southeast and South Asia. The early Ming 明 period, under the third Ming Emperor, Yongle 永樂 (r. 1403–1424), is characterized by unforeseen political, military, and commercial maritime expansion. After 1435, following the instructions of the first Ming emperor, Hongwu 洪武 (r. 1368–1398), China officially retreated from the seas and prohibited all private maritime commerce, until internal socioeconomic and financial problems and the great demand of foreigners—after 1500 also including the Europeans—for Chinese products urged the government to “reopen” its borders for trade. The rulers of the last imperial dynasty, the Qing 清 (1644–1911), first concentrated on securing their maritime borders against competing commercial and political interests, then managed a flourishing trade, increasingly also with Europeans, but were finally confronted with the colonialist and imperialistic claims of the Europeans. After the Opium Wars (1839–1842), the maritime commerce and politics of China were more and more controlled by European powers, especially the British.
Edward A. Alpers
Connections between India and Africa have existed for thousands of years, with the intensity of linkages varying over time. The earliest known relations involve the anonymous exchange of food crops and domestic livestock, which date to the second millennium
The consolidation of a British Empire in the Indian Ocean intensified these relations, giving rise to the movement of migrant labor to both South Africa and the East African Protectorate (eventually Kenya Colony). During the high colonial period an Indian merchant class developed from Ethiopia to South Africa. Indian nationalism played out in various ways in South Africa, Tanganyika, and Kenya. In turn, African nationalism and independence had its own reciprocal, sometimes violent, impact on Indians residing in East Africa, while Afrikaner nationalism and the creation of formal apartheid differentially affected Indians and Africans in South Africa. In the post-colonial era, state relations between India and the independent states of Africa focused on questions of both national and human development. Finally, Indian residents continue to seek their place in independent Africa, while African students in India face prejudice there.
The category “middle class” can refer to quite different social entities. In the United States, it is often used as a synonym for “ordinary folk.” In the United Kingdom it references an elite with economic and social privileges. In India, “the middle class” acquired its own valence through a history that encompasses colonialism, nationalism, and desire for upward social mobility. At one level the Indian middle class was evidently derivative. Indians who wished to emulate the achievements and standing of the British middle class adopted the category, “middle class” as a self-descriptor. Yet the Indian middle class was hardly a modular replica of a metropolitan “original.” The context of colonialism, indigenous hierarchies, and various local histories shaped the nature of the Indian middle class as much as any colonial model. Composed of people—often salaried professionals—who were reasonably well off but not among India’s richest, being middle class in colonial India was less a direct product of social and economic standing and more the result of endeavors of cultural and political entrepreneurship. These efforts gave the middle class its shape and its aspirations to cultural and political hegemony. The same history, in turn, shaped a variety of discourses about the nature of society, politics, culture, and morality in both colonial and post-independent India. Contradictions were inherent in the constitution of the middle class in colonial India, and continue to be apparent today. These contradictions become even more evident as newer, formerly subaltern social groups, seek to participate in a world created through middle class imaginations of society, culture, politics and economics.
Colonial Indonesia’s sugar industry, developed under Dutch and Sino-Indonesian auspices over a period of almost three centuries, beginning c. 1650, evolved into one which exhibited a unique configuration in which an industrialized sugar complex became embedded within much larger “peasant” economy of the farming of rice and “second” crops. It was on this agrarian and largely self-financed basis that Indonesia’s colonial sugar industry, located exclusively in the island of Java, became one of the leading sectors of the international sugar economy of the late colonial era, eventually even rivaling Cuba—the nonpareil of such producers—as an exporter to world markets. During the interwar Depression of the 1930s and subsequent decade of war and revolution, it lost much (and eventually all) of its international standing—yet managed to survive into Indonesia’s postcolonial era, albeit in an attenuated form. There were four main phases to the industry’s colonial-era history. The first, foundational phase, which saw the establishment of modern industrialized manufacture extended from the 1830s through to the 1880s. The second phase, from the 1880s to 1930, was the period of sugar’s peak expansion. The third phase, beginning in 1931 and ending in 1942, was one of retrenchment and (partial) recovery prior to the spread of the Second World War into Southeast Asia. The fourth phase, 1945–1958, was one of postwar reconstruction.
Chang Woei Ong
In a letter to his friend Wang Hui王回 (1023–1065), the great Song dynasty (960–1279) politician, scholar, thinker, and writer Wang Anshi王安石 (1021–1086) makes a distinction between the golden age of the ancients and the less-than-desirable world of the present. More importantly, it claims that the golden era was marked by a commitment to unity. Not only were morality and customs of the world made the same, but the learned were united in their learnings and opinions. The periods after the golden age, on the other hand, were marked by diversity and confusion arising from how the truth is understood. Wang believed that he had found the truth about unity and how it could be achieved from reading the Classics. His ambitious political reform (called New Policies) was a grand program that sought to bring the ideal of unity to the world through government.
Wang Anshi was of course not the only major thinker in Chinese history to ponder the question of unity. In fact, a dominant and enduring theme in the history of Chinese thought is the search for unity. Faced with uncertainties arising from a diverse and complex world, thinkers in different periods and with different intellectual orientations saw it as their main mission to discover the true nature of unity and ways of realizing it for attaining a harmonious world. The process began when Confucius (551–479
Water-related disputes in India have been a fraught area of contestation between state governments in the post-colonial period. Since the late 20th century, much of this conflict has been centered on mechanisms of legal adjudication both through the centralized state machinery of tribunals set up by the central government and by legal suits brought by states before the Supreme Court. Formal records of tribunal and court judgments provide skeletal accounts of legal claims, technical evidence, and judiciary responses between unitary state governments with hardened positions and conflicting interests. Tamil Nadu, a lower riparian state is reliant on water-sharing arrangements and the shared management of water-related infrastructure with its three neighboring states of Andhra Pradesh, Karnataka, and Kerala. The water-related agreements that link Tamil Nadu with its neighbors vary in significant ways in terms of the scope of the agreements, the kinds of issues under contention, the political dynamics of the agreement, and the outcome and implementation of each of the agreements. Political, institutional, and agential dimensions of state action are both shaped and constrained by historical structures of political economy. Both centralized structures of the colonial state and the political economy of India’s planned developmental state shape this set of interstate water negotiations and disputes that weigh on the states that share water resources and infrastructure in Southern India. While historical processes have produced the structural conditions that have shaped such disputes, recent policies of liberalization have intensified conflicts over water. For instance, processes of urbanization and city-centric models of growth have increased pressures on water resources in India. Social scientific scholarship that has focused on the politics of economic reforms and on the ways in which reforms have been shaped by India’s federal structure has tended to treat states as discrete entities. Such scholarship has analyzed the impact of India’s federal structure on reforms through a focus on relationships between states and the central government. While this has produced a heightened focus on the significance of federalism in the post-liberalization period, such work has paid less attention to relationships between states. The focus of such social scientific scholarship on particular sectors of the economy (such as telecom, electricity, and land/real estate) that are visibly associated with reform policies has compounded this analytical gap. Unlike such sectors, water is not contained within the territorial boundaries of states. A historical perspective on water disputes provides a means for unsettling the conventional analytical boundaries of political scientific conceptions of federalism in the post-liberalization period.
R. Michael Feener
Southeast Asia has been a historical crossroads of major world civilizations for nearly two millennia. Muslim traders were sojourning along the shores of the Indonesian archipelago from at least the 8th century, and by the turn of the 14th century local Muslim communities had taken root, and the region’s first sultanate was established in northern Sumatra. Since then, Muslim communities had been established across many other parts of Southeast Asia, where in the 21st century they comprise demographic majorities in the nation-states of Indonesia, Malaysia, and Brunei and significant minority populations in the Philippines, Vietnam, Cambodia, Thailand, Myanmar, and Singapore.
The Islamization of these societies, and their inclusion into an expanding constellation of Muslim societies in the medieval and early modern periods, was facilitated by intensifications of activity along the maritime trading routes linking Southeast Asia to ports on the Red Sea, Persian Gulf, and Swahili Coasts with those of India and China over the medieval and early modern periods. Over the course of this history, the expansion of Islam in the region was not dominantly directed from any single source but rather the result of diverse, interlaced strands of commercial and cultural circulations that connected the region to multiple points in an expanding Muslim world—adopting local traditions to produce diverse and dynamic vernacular forms of Islamic cultural expression.
Port cities have long played a critical role in the circulation of peoples, commodities, and ideas within and across the maritime spaces of Southeast Asia. Although an indelible component of the islands and archipelagos of this region since at least the 15th century, the rise of global empires in the 19th century rejuvenated these communities by the sea, giving rise to thriving metropolises from Rangoon to Singapore, Bangkok to Penang. Historians recognize that these ascendant cities served as “imperial bridgeheads,” connecting the products and peoples of the Southeast Asian hinterlands to world markets. Yet, the idea of “cosmopolitanism” arguably pervades how historians understand these port cities; bustling docks, diverse populations, and lively scenes of popular culture take precedence over the imperial coercion unfolding within and beyond their shores.
Port cities and urbanization, in fact, were intimately intertwined with the violence of conquest and Islamic insurgency enveloping various corners of the Southeast Asian countryside. When armed conflicts such as the bitter Dutch-Aceh War in the Netherlands East Indies (present-day Indonesia) and the Moro Wars in the southern Philippines engulfed venerable Muslim sultanates, the maritime metropolises of the Straits Settlements emerged as critical nodes—sites for the dissemination of weapons and smugglers, spies and diplomats, contentious ideas and theologies. These circulations were facilitated not just by Muslim networks or colonial agents but by the very cosmopolitan nature of port cities. Chinese and German, Arab and Turkish, Muslim and Christian, all became drawn into the whirling vortex of “Islamic insurgencies.” By highlighting the integral position of port cities in the conduct of various armed conflicts, it becomes possible to gain new perspectives and suggest reconfigured research paradigms for understanding the connected histories of colonial conquest.
The Ismailis are one of the largest Muslim minority populations of Central Asia, and they make up the second largest Shiʿi Muslim community globally. First emerging in the second half of the 8th century, the Ismaili missionary movement spread into many areas of the Islamic world in the 10th century, under the leadership of the Ismaili Fatimids caliphs in Egypt. The movement achieved astounding success in Central Asia in the 10th century, when many of the political and cultural elites of the region were converted. However, a series of repressions over the following century led to its almost complete disappearance from the metropolitan centers of Central Asia. The movement later re-emerged in the mountainous Badakhshan region of Central Asia (which encompasses the territories of present-day eastern Tajikistan and northeastern Afghanistan), where it was introduced by the renowned 11th-century Persian poet, philosopher, and Ismaili missionary Nasir-i Khusraw. Over the following centuries the Ismaili movement expanded among the populations of Badakhshan, reaching a population of over 200,000 in the 21st century. In the 19th and 20th centuries, the Ismailis suffered a series of severe repressions, first under local Sunni Muslim rulers and later under the antireligious policies of the Soviet Union. However, in the decades since the end of the Soviet period, the Ismailis of the region have become increasingly connected with the global Ismaili community and its leadership. While many aspects of the history of Ismailism in the Badakhshan region remain obscure and unexplored, the discoveries of significant corpuses of manuscripts in private collections since the 1990s in the Badakhshan region have opened up wide possibilities for future research.
The Japanese colonial empire was composed of territories adjacent to the Japanese archipelago, ranging from Southern Sakhalin in the north to Taiwan in the south. Unlike most European powers, Japan did not acquire colonial territories that were far away from the metropolis; rather, it did so within the region in which it was located—East Asia. The geographical proximity between the metropolis and its colonial territories influenced not only the structure of the colonial administration, racial hierarchies in the empire, and colonial and metropolitan identities but also the rhetorical strategies that were used to legitimize colonial rule.
Although the government generally envisioned a European-style empire, the creation of which would earn Japan the respect of the Great Powers and eventually lead to the recognition of Japanese equality, a significant number of politicians, writers, and activists argued that it was Japan’s mission to unite the Asian people and protect or liberate them from Western colonial rule. These discourses have been summarized under the term “Pan-Asianism,” a movement and an ideology that emerged in the late 19th century and became mainstream by the time World War I began. However, although some advocates of Pan-Asianism were motivated by sincere feelings of solidarity, the expansion of Japanese colonial rule and the escalation of war in China and throughout Asia in the 1930s brought to the fore an increasing number of contradictions and ambiguities. By the time World War II started, Pan-Asianism had become a cloak of Japanese expansionism and an instrument to legitimize the empire, a process that culminated in the Greater East Asia Conference of 1943.
The contradictions between Japan’s brutal wars in Asia and the ideology of Asian solidarity continue to haunt that country’s relations with its neighbors, by way of ambiguous historical memories of the empire and war in contemporary Japanese politics and society.
The temporal span of the Japanese Empire is most commonly given as 1895–1945, from the acquisition of Taiwan following Japan’s victory in the First Sino-Japanese War to Japan’s defeat in the Second World War. Within this interpretation, the Japanese Empire was largely a reaction to the advances of the Western colonial powers during the 19th century. This “orthodox” narrative of the empire rests on a key assumption: the current borders of the Japanese state demarcate the inherent territory of Japan. But when viewed from Japan’s northernmost island of Hokkaido, a second story of the Japanese Empire emerges. Before 1869 Hokkaido was known to Wajin (ethnic Japanese) as Ezo. While the Japanese considered Ezo to be within their sphere of influence and there was a Japanese zone (Wajinchi) in the southern tip of Ezo from the 16th century, Ezo was a foreign land inhabited by the Ainu people. Hokkaido was only fully incorporated into the Japanese state in 1869 following the Meiji Restoration (1868), after which Japanese settlers colonized the island beyond Wajinchi. The indigenous Ainu people were dispossessed of their land and forced to assimilate.
Rather than Taiwan, therefore, the story of the Japanese Empire begins with the colonization of the peripheries of the modern state: Hokkaido, and also Okinawa. Seeing imperial history from the vantage point of Hokkaido sheds light on some of the assumptions and oversights of much writing on Japan’s 19th- and 20th-century history. It reveals how the legacies of empire affect Japanese people today in those spaces where the colonizers and colonized continue to coexist. And it gives insights into how official and popular narratives of empire and war have been formulated at local and national levels in the postwar era.
China’s three northeastern provinces (Fengtian, Heilongjiang, and Jilin) were transfigured by Japanese imperialism in the opening decades of the 20th century. South Manchuria and the Kwantung Leasehold on the Liaodong Peninsula in particular became the site of a railway imperialism that would, beginning in 1905, allow Japan to claim a sphere of influence in the northeast and profit from the export of soybeans, coal, lumber, and other raw materials from the region. The South Manchuria Railway Company (or “Mantetsu”), which held the dual mantle of joint stock-owning company and governmental national-policy company, was the central organ in Japan’s so-called management of Manchuria. The expansion of Mantetsu’s rail network (originally built by Czarist Russia in the late 1890s) in the post–World War I years allowed for greater extraction of resources and greater wealth for company stockholders, while giving rise to an upswell of protest from a burgeoning nationalist movement in mainland China as well as in the northeast itself. Throughout the preconquest period (pre-September 1931), bureaucrats, Mantetsu employees, doctors, teachers, and economic sojourners of every stripe made a home for themselves in Japanese Manchuria, parts of which were transformed to replicate the modern conveniences and amenities of the metropole’s urban centers.
The Manchurian Incident, which began on September 18, 1931, with a plot by renegade officers from the Kwantung Army (a division of the Japanese Imperial Army) to destroy Mantetsu track and blame it on Chinese brigands, led to the military takeover of the three northeastern provinces by January 1932. The establishment of the army-led state of Manchukuo in March 1932 gave way to a new kind of Japanese power and influence on the continent—one that operated independently from Tokyo and at the pleasure of the Kwantung Army. Despite repeated proclamations of pan-Asian unity and the harmony of the five races by the state’s propaganda agents, Manchukuo existed for the purpose of strengthening Japan’s war machine, as well as for planning a total renovation of the domestic Japanese state in line with army objectives.
Japan has territorial disputes with each of its international neighbors in the form of sovereignty contests over small islands that are shards of its once vast 20th-century empire. Recently emerging global ocean laws have taken root that make it in every nation’s interests to lay claim to exclusively controlled ocean space. As a result, a new kind of ocean imperialism is underway, compelling some nations to take maximalist approaches and others more flexible positions toward defining their countries’ respective claims. Since the 1990s, Japanese leaders have made clear that they are collectively committed to national policies and planning that reorient Japan as a maritime nation, which was not the case in the wake of the nation’s devastating losses in World War II. The question now is whether Japanese leaders will adopt a rigid definition for Japan or a more fluid one that emphasizes borderlines in the sea around it.
With a distinct geographic setting encompassing the vast grassland of Banni, the white salty desert expanse, hilly mass, and a long coastline, the northwestern Indian region of Kachchh is a place of spellbinding landscapes. People residing in such a light-rain region are exposed to diverse cultures and distinctive ways of life, beliefs, and practices. Alongside a vast and diverse expanse on the northwest, Kachchh has a maritime history determined chiefly by centuries of deep-sea sailing and trading experience in the Indian Ocean. The mercantile age of this mystic region reached the height of its glory in the late 18th and 19th centuries. But way before such a fascinating historical stage was set, there was the process of transforming a geographically complex region to the most commercially connected state through the métier of the sea. This land, with its close links to the sea and to the rest of India in the mid-16th century, was brought under the centralized administration by the Jadejas. Ever since its inception, the Jadeja rule contributed to the entrepreneurship and the growth of trade through a wide range of policy measures including building up ports such as Mandvi (c. 1581). Being aware of the agricultural disadvantages, in different ways the state facilitated entrepreneurism and exploitable opportunities.
In the 18th century, the rise of the new merchants of Mandvi coincided with the rise of Omani imperial expansion to East Africa: both groups exploited the shifts in their favor. The initial Omani reliance over the budding Kachchhi capital not only nurtured the rise of Muscat but also the ambitious East African expedition. The Omani inroads into the Swahili coast accelerated the trade between Kachchh, Arabia, and East Africa. As a result, the Portuguese intervention in the early 16th century in Asian trade paved the way to new patterns of commerce. Those who benefited the most from these inviting developments and major shifts in western Indian Ocean patterns were Kachchhis: by this period they had successfully established closer commercial ties with Muscat and Bombay. Also in this opportunistic time, the increase of the Omani interest at Zanzibar helped the entrepreneurs from Kachchh to retain the existing commercial ties and develop substantial commercial relations with East Africa. The increasing Kachchhi presence also threatened the dominant position of the traders, especially from Diu, as their trading activities on the east coast became quite noticeable from the 1820s and 1830s. Yet emergence of Mandvi as a significant port of trade and shipbuilding center during the declining importance of Surat in the mid-18th century set the stage for the Kachchhi mercantile activities in the western Indian Ocean. Kachchhis intensely exploited the early expanding coastal commerce in the region and managed to divert the flow of the trade from Zanzibar to Mandvi and Bombay by the early 19th century. The common element among these merchants was their close mercantile association with the expansive Bombay harbor. This kept the Bombay-based merchants of various communities commercially connected with the Kachchhi enterprise in East Africa. Without their commercial synchronization the Kachchhis would not have secured their commanding position overseas. In return, the Kachchhi entrepreneurs’ overseas commercial connections helped flood the Bombay market with high-value goods and transformed Bombay into a major reexportation center, which catered to the demands of the international market. Reciprocally, Bombay’s strategic location and trading contacts helped Kachchhi entrepreneurs flourish in many ports along the western Indian Ocean, including Mandvi and Zanzibar.
Kachchhi capitalists managed to emerge as important economic players through a profitable and indigenous commercial system. These proto-capitalists eventually popularized fiscal transactions in the precapitalist society of East Africa, which considerably decreased the functioning of exchanges in kind. Their credit operations had also achieved complexity in terms of money and treasure transfer along with the alteration to the transitory and lasting forces. One such enduring force was neo-imperialism, which partially jolted the indigenous market economy. The effect was partial because the Kachchhi oceanic merchants quickly merged the Western trading practices with their own. These sophisticated trade and banking methods globalized the profile of the Kachchhi enterprise, especially in East Africa. The control over the bazaar economy, especially, allowed the Kachchhis to negotiate the favorable business deals. For instance, the ivory bazaar in Zanzibar was chiefly controlled by the Kachchhis, although the Euro-American capitalists were in fierce competition to capture it. The open bazaar economy empowered Kachchhis to carry out millions of transactions. Rajat Kanta Ray (1995) suggested that bazaars should not be seen merely as the peddlers joint. Though the Asian firms’ business practices were distinct from the Euro-American business practices, the success of the South Asian trading method, especially in high-value commodities, was quite visible. This effectiveness compelled the Western merchants to accommodate the South Asian business system. On many occasions, the efficient execution of the indigenous business practices did spin off a sort of business dependency for the Western counterparts. Such business dependency facilitated South Asian merchants’ firmer consolidation in the transnational trading world of the Indian Ocean and prepared them to play a global role.
Kachchhi commercial practices, which are not widely recorded, represent the South Asian model of enterprise and debunk the idea that this model was subordinate to Western/European capitalist systems. Usually the foundation of markets, capital, and business dependency have been dynamic and produced a significant literature. Yet quite a few offer the nuanced study on the interplay between enterprisers and their social goals. The least consulted trust and will literature of these economic players sheds light on the shared social responsibilities of the commercial world. The complex capitalist enterprise of these merchants gravitated toward nafo (i.e., profit), chiefly when oriented toward the idea of migration to East Africa. However, this long-distance enterprise, which was closely connected with Bombay and Mandvi, was based, as Dungarshi Sampat (1935) emphasizes, on the cardinal maxim of trust. So even though the profit-minded trading operations of Kachchhis prompted their contemporaries to label them unconscionable men of money, their business ethics operated on the functional interdependency, which procured the best trading opportunities for all those who were involved in the trading world of East Africa. Their pursuance of certain conventional tacit and thoughtful approaches did much to facilitate quick global commercial deals.
Casting a wide net over these varied histories, this article reflects on the potentially diverging themes surrounding polity and trade, merchants and migration, language of business, the structure of trade, the sailing tradition, the marine insurance, the system of apprenticeship, the mercantile community and guild dynamics, the unique banking houses, expanding textile production for the foreign markets, and the commercial connections between hinterland and merchants. Emphasizing, however, the importance of more diverse themes, this range of factors in turn weaves a single thread into the larger story of Kachchhi enterprise, which ties into the even wider story of the East African economy in the 19th century.
Paradise lost, on fire, or on a river of hell: purple prose abounds in descriptions of Kashmir today. But in this instance, the hyperbole may be alarmingly close to reality. Since 1989–1990, Kashmir (i.e., the Valley rather than the entire state of Jammu and Kashmir for which the name is often informally used) has been a battleground pitting a popularly backed insurgency—sometimes accompanied by armed militancy—against Indian state dominance undergirded by one of the highest concentrations of armed forces among civilians in the world. The armed forces are about 700,000 strong in the Valley, producing an astonishing average of one soldier for every eleven civilians. A death toll in calamitous numbers (perhaps 70,000 killed and 8,000 “disappeared”, many of whom are presumed dead) countless instances of rape and torture, and the declining health of civil liberties as of individuals in Kashmir have many worried.
Most accounts seeking to explain this state of affairs begin around August 14–15, 1947. On this day were born not only the two nation-states of India and Pakistan but also the rival claims of both to Kashmir. If Kashmir’s troubles were only about the Indo-Pakistani territorial contestation, 1947 would be where to start. However, the “Kashmir Problem” encompasses other contentious aspects that have drawn less attention and whose roots are buried deeper in time. These include a crisis of legitimate governance and the interweaving of religion and politics—all playing out in the midst of contested relations between different loci of central and local power. A narrow focus on the year 1947 alone, moreover, holds Kashmir’s history hostage to Indian and Pakistani official narratives. This is evident in the work of countless political scientists and policy experts. New scholarship has pushed historical examination to go further back by at least a century, if not more, to capture vital transformations in the understandings of sovereignty, territoriality, and the legitimacy to rule that shaped Kashmiris well before 1947. These changes cast long shadows that reach into the present.