Ceramics are the most abundant types of artifacts made by human beings in the last 12,000 years. Chinese potters discern two types of products: earthenware (tao), which is porous and does not resonate when struck, and wares with vitreous bodies (ci), which ring like a bell. Western potters and scholars differentiate stoneware, which is semi-porous, from porcelain, which is completely vitrified.
The earliest ceramics in the world are thought to have been made in China around 15,000 years ago. By the Shang dynasty, potters in China began to decorate the surfaces of their pottery with ash glaze, in which wood ash mixed with feldspar in clay to impart a shiny surface to the pottery. The first ash-glazed wares were probably made south of the Yangzi in Jiangnan.
In the 9th century, China began to export pottery, which quickly became sought after in maritime Asia and Africa. Pottery making for export became a major industry in China, employing hundreds of thousands of people, and stimulating the development of the first mass-production techniques in the world. Much of the ceramic industry was located along China’s south and southeast coasts, conveniently located near ports that connected China with international markets. Chinese merchants had to adapt their wares to suit different consumers. For the last 1,000 years, Chinese ceramics provided an enormous amount of archaeological information on trade and society in the lands bordering the South China Sea and the Indian Ocean, contributing a major source of data to the study of early long-distance commerce, art, technology, urbanization, and many other topics. This section presents statistics from important sites outside China where Chinese ceramics have been found.
Navigation played a major role in the integration of East Asian polities and economies prior to and during the arrival of European traders in the 16th and 17th centuries. That arrival stimulated an increase in the volume of intra-regional trade in East Asia as Chinese merchants organized exports on a large scale to meet European demand, yet the history of the production of nautical charts in China has been little studied, due in no small part to the poor survival of sea charts and other documentation. The most important new addition to maritime charting in the past decade is the rediscovery of the Selden Map in the Bodleian Library, Oxford. This map of navigation routes throughout East Asia is unprecedented, and may be seen as marking the beginning of the transformation of Chinese cartography under the influence of European mapping techniques.
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.
Port cities have long played a critical role as nodes in nascent processes of globalization and in the circulation of peoples, commodities, and ideas within and across the maritime spaces of Southeast Asia. Although port cities had been an indelible component of the islands and archipelagos of this region since at least the 15th century, the rise of global empire in the 19th century rejuvenated these communities by the sea, giving rise to thriving metropolises from Rangoon to Singapore, Bangkok to Penang. 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 our understanding of these port cities; bustling docks, diverse populations, and lively scenes of popular culture take precedence over the imperial coercion unfolding within and beyond its shores.
Port cities and urbanization were also intimately intertwined with the violence of conquest and Islamic insurgency wracking the countryside beyond their borders. When armed conflicts such as the bitter Dutch-Aceh War in the Netherlands East Indies (Indonesia) and the Moro Wars in the southern Philippines engulfed venerable Muslim sultanates, maritime metropolises 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, Arab, and German, Buddhist, 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 will become possible to gain new perspectives and suggest reconfigured research paradigms for understanding the connected histories of colonial conquest.
Himanshu Prabha Ray
The interface between the sea and the land and the communities that have historically traversed the Indian Ocean form the focus of this article. Maritime communities have been sustained by a variety of occupations associated with the sea, such as fishing and harvesting other marine resources, pearling, salt making, sailing, trade, shipbuilding, piracy, and more. The communities of the sea negotiate land-based issues through a variety of strategies, which are evident in the archaeological record. Fishing as an adaptation dates to the prehistoric period, and fish remains have been found in abundance at several coastal prosites dating from the 5th millennium
A significant factor facilitating the integrative potential of these communities was their large cargo-carrying vessels, which not only facilitated transformation of the local settlements into centers of commerce and production, but also linked the local groups into regional and trans-regional networks. Underwater archaeology has contributed to an understanding of the boat-building traditions of the Indian Ocean, further supplemented by ethnographic studies of contemporary boat-building communities.
Monumental architecture along the coasts served dual functions. Not only did they provide spaces for the interaction of inland routes with those across the ocean, but the structures themselves were also used as major orientation points by watercraft while approaching land. The larger issue addressed underscores the need to include coastal structures such as wharfs, forts, shrines, and archaeological sites as a part of the maritime heritage and to aid in their preservation for posterity.