Category Archives: Pacific

by | 9 June 2025 · 8:32 am

Ryukyu Currents, Gaps, & Winds

From Maritime Ryukyu, 1050–1650, by Gregory Smits (University of Hawaii Press, 2018), Kindle pp. 34-35:

Stressing the interconnectedness of exchange networks within the East Asian region during approximately the fourteenth century, historian Angela Schottenhammer points out: “The centers of this exchange doubtlessly lay in China, Japan, and Korea. But also smaller countries and regions in the north and south of the China Sea, such as the Ryūkyūs or even traders from an island as small as Tsushima, participated and were integrated into this supra-regional system. Its initiators were often private organizations and merchants who sought to maintain and cherish their contacts even under politically unfavorable conditions.” Maritime routes connected the nodes within the network. Several factors influenced movement around the East China Sea, including currents, winds, and landforms.

The Kuroshio is a strong current flowing northward between Taiwan and Yonaguni and continuing northward to the west of the Ryukyu islands. Northwest of Amami-Ōshima, the Kuroshio turns eastward and flows through the sea between the Tokara islands and Amami-Ōshima, an area known as the Shichitō-nada [‘seven-island rough-sea’]. In other words, the Kuroshio forms a natural barrier between the Tokara and the northern Ryukyu islands. Its flow created dangerous conditions for shipping, and it defines a biological barrier with substantially different flora and fauna on either side of it. The Shichitō-nada also marks a cultural boundary, albeit a permeable one that people could and did cross. This boundary divides Ryukyuan languages and the Kyushu dialects of Japanese. In 1893, when Sasamori Gisuke sailed from Kagoshima to visit the Ryukyu islands, he was struck by the terrifying power of the current in the Shichitō-nada. A sailor explained to Sasamori that if a typical Japanese-style sailing vessel encountered the current, it might be swept far off course into the Pacific. The Kuroshio surging through the seas around the southern Tokara islands is one reason mariners from that area became especially prized as pilots throughout the network. Likewise, the Kuroshio serves as a marine barrier between Yonaguni and both Taiwan and the southeast coast of China.

Between Okinawa and Miyako, the expanse of sea known as the Kerama gap functioned as a barrier to travel because crossing it required navigation without reference to visible landforms. Despite the significance of these natural obstacles, properly equipped and piloted vessels regularly overcame them. Sailing from Kikai to the port of Naha in Okinawa could be done entirely within sight of land on clear days. Therefore, relatively small ships could travel this route without advanced navigational skills. To sail from Amami-Ōshima to Tokara, or from Okinawa to Sakishima, or to the China coast, on the other hand, required superior ships, knowledge, and skill. The wind was the main driving force for vessels plying routes around the East China Sea. Storms, of course, could be disruptive, but generally wind patterns were predictable. The winds in the region changed during approximately the third and ninth lunar months.

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Filed under China, Japan, Korea, migration, Pacific, Taiwan, travel

by | 8 June 2025 · 9:23 am

Ryukyu Historiography Sources

From Maritime Ryukyu, 1050–1650, by Gregory Smits (University of Hawaii Press, 2018), Kindle pp. 13-15:

This book is an interdisciplinary, revisionist history of the Ryukyu islands between approximately 1050 and 1650 with occasional excursions into later years. The year 1050 marks the approximate beginning of the “Gusuku [castle walls] Period” in the Ryukyu islands, a time when power centers emerged. In 1650, Shō Shōken (1617–1675) published Reflections on Chūzan (Chūzan seikan), Ryukyu’s first official history. For reasons that will become clear, this event is a fitting end point for this study….

During most of the period covered in this book, Ryukyuans produced few domestic written documents. Chinese residing near the port of Naha handled the documentation connected with tribute trade, and Buddhist priests from Japan were available to assist with diplomatic correspondence. However, there is no evidence of the use of written documents to conduct government administration before the sixteenth century. Even as late as 1606, Xià Zǐyáng, a Chinese investiture envoy residing in Ryukyu, concluded that “literary culture is not widespread” even among the priests of the royal temple of Enkakuji, who were deeply respected as Ryukyu’s learned elite. Shō Shōken was among the first generation of Ryukyuan officials who could engage Chinese or Japanese literate society in a sophisticated manner.

What, therefore, were the sources Shō Shōken and later writers of official histories used? According to the introduction in Reflections, he interviewed elderly officials. Chinese records and written accounts by Japanese or Korean visitors provided some information, but for the most part, the details of early Ryukyu in the official histories are based on lore of unverifiable provenance. To some extent for sixteenth-century material, and more so from the seventeenth century onward, it is possible to corroborate accounts in the official histories using other sources. For material before the sixteenth century, however, such corroboration is rarely possible.

Ryukyu’s official histories share an ideological perspective. Steeped in Confucian historiography, they assume that a morally attuned universe guides the trajectory of human societies. Morally upright rulers bring tranquility, prosperity, dynastic longevity, and other desirable social characteristics. Strife, disorder, succession disputes, and dynastic turnover, by contrast, are evidence of rulers’ moral shortcomings. Founders of a ruling line were always virtuous. Conversely, the last ruler of a line could only have been morally deficient, not a victim of forces beyond his control. In addition, the official histories functioned to project an image of Ryukyu for outside consumption. In this context, they exaggerated the antiquity of a unified Okinawan state, positing its origins around 1200, approximately three centuries too early.

The official histories have created the dominant framework for early Ryukyuan history to this day. This book is an attempt to write a history of early Ryukyu from outside that framework. Instead of assuming that the official histories are probably accurate unless proven otherwise, I took the working hypothesis that material in the official histories before the sixteenth century is likely to be unreliable unless corroborated by other sources or evidence. Implicit in distancing myself from the official histories is the argument that it is possible to write a more nuanced and accurate history of early Ryukyu by looking elsewhere.

One important alternative source is Omoro sōshi, a collection of songs composed between approximately the twelfth and early seventeenth centuries. Other than diplomatic and trade documents and a few monument inscriptions, it contains the only native Ryukyuan source material predating the sixteenth century. Using Omoro sōshi as a historical source is not new. Iha Fuyū (1876–1947) did so, and in 1987 Mitsugu Sakihara published A Brief History of Early Okinawa Based on the Omoro Sōshi. Sakihara sought to combine “the traditional official records and histories” with the Omoro songs to create “a more accurate and vivid reconstruction.” In 2006 Yoshinari Naoki and Fuku Hiromi published a revisionist history of early Ryukyu based on a close reading of Omoro sōshi songs. They have expanded this initial effort in subsequent single- and dual-authored books.

To use Omoro sōshi effectively it is necessary to map the cultural geography reflected in its songs. While later chapters of this book rely on a mix of sources more typical of historical research, the early chapters are interdisciplinary. In them, I rely on published research in the fields of cultural anthropology and archaeology and supplement this material with conventional historical sources such as official Chinese and Korean records. Throughout the analysis, I engage Ryukyu’s official histories when appropriate, but I rarely rely on them. Moreover, I often arrive at different conclusions.

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Filed under China, Japan, Korea, nationalism, Pacific, scholarship

by | 23 March 2025 · 11:43 am

First Australian Gold Rush

From The Chinese Question: The Gold Rushes and  Global Politics, by Mae Ngai (W. W. Norton, 2021), Kindle pp. 26-27:

THE POLYNESIAN also circulated to Sydney, Australia, via Pacific whaling ships, bringing news of California gold to the antipodes. Between April 1849 and May 1850, some eleven thousand people left Australia for California. Mostly they came from Sydney, a combination of fortune seekers and former convicts. White Americans on the goldfields disliked the Australians, considering them to be criminals of rough and immoral character, claim jumpers and “hardened thieves and robbers.” The stereotype contained an element of truth in the predations of a San Francisco street gang known as the Sydney Ducks, so called for the convicts’ bowed legs and peculiar gait that resulted from years of wearing leg irons. But most Australian gold seekers were not former convicts; the California census of 1852 showed that Sydney men were more likely to be married with children, working, and noncriminals than Americans.

…

Colonists in New South Wales had noted the presence of gold since at least the 1840s, but authorities had not encouraged prospecting. In 1844 Governor FitzRoy quashed news of gold discoveries in the Blue Mountains west of Sydney, believing it would inflame rebellion and disorder among the large population of convicts and former convicts; in 1849 Charles LaTrobe, the superintendent of Port Phillip district, broke up a minirush near Melbourne on grounds of trespass on crown lands. But news of California gold convinced colonial leaders that Australia’s future prosperity might lie in gold, not least to spur “a healthy emigration” of miners and workers to diminish the influence of convicts and paupers. FitzRoy appointed a geological surveyor in 1850 and announced his offer of a prize.

Hargraves set out to find gold. “I knew I was in gold country for 70 miles,” he wrote, before finding water to wash the earth at Auroya Goyong, near Bathurst, in February 1851. He enlisted three young men to help him, teaching them how to use a pan and build a rocker, skills he had learned in California. Hargraves claimed the reward (cutting out his three assistants), renamed the spot Ophir, and publicized his findings broadly. Within a few months there were several hundred people at the diggings, farmers and shepherds from the countryside and clerks and mechanics from Sydney.

The Australian gold rush was on. Observers remarked that Sydney virtually emptied of people as carpenters dropped their tools, merchants shuttered their shops, and house servants fled their masters’ homes. Not a few people from Port Phillip (Melbourne) trekked north up to Bathurst, but prospecting spread westward in earnest. In July 1851 the Port Phillip district of New South Wales separated and founded the new colony of Victoria. A month later gold seekers hit a rich strike north of Geelong. By mid-October upward of ten thousand people made their way to the central midlands of Victoria; many diggers were taking out an ounce of gold a day (£3). Most important, perhaps, Hargraves had introduced the “California rocker” to Australia, which enabled more efficient washing than tin pots and dishes. Over the next decade 170,000 colonial settlers (nearly half the entire nonnative population) moved to the goldfields, and another 573,000 gold seekers arrived from abroad, mainly from the British Isles, as well as continental Europe, California, and China. Chinese called Victoria Xinjinshan, or New Gold Mountain, and renamed California Jiujinshan, Old Gold Mountain. To this day Chinese call the city of San Francisco Jiujinshan.

Honolulu was, and still is, called Tanxiangshan (Sandalwood Mountain) in Chinese.

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Filed under Australia, China, economics, Hawai'i, labor, language, migration, Pacific, U.S.

by | 20 March 2025 · 3:05 am

Pacific Trade Growth in 1849

From The Chinese Question: The Gold Rushes and  Global Politics, by Mae Ngai (W. W. Norton, 2021), Kindle pp. 23-25:

Even as the forty-niners poured in from the eastern United States, California’s Pacific connections grew. Who would feed and provision the masses of gold seekers? There were entrepreneurs among the forty-niners, like Robert LeMott, who quickly sold a stock of pants and nails he had brought from Pennsylvania. But emigrants from the East could bring only small amounts of goods with them, and there was little farming in California to support the forty-niners, least of all in the hills. Most American merchants who sold provisions and amenities during the gold rush dealt in imported goods—dried fish and beef jerky, canvas and clothing, tools, lumber, candles, coffee, livestock, and even prefabricated houses—from Honolulu, Valparaiso, and Oregon; from Hong Kong and Sydney. LeMott, who speculated broadly, invested in clothing, especially that which was “heavy, well made, and of dark colors.” He wrote that merchants were making a 50 percent profit on everything they sold. Or more: in 1851 over 300,000 barrels of foreign flour—mostly from Chile—entered San Francisco, selling at an average price of thirteen dollars per barrel, compared to one dollar a barrel in New England.

The schooner Julia exemplified the changing Pacific trade of the era. She was a prize ship seized during the Mexican war, bought at auction by an American in December 1847 and registered in Honolulu. A decline in the number of Pacific whaling ships calling at Hawaiian ports had created an economic slump there in the spring of 1848, but the gold rush opened new opportunities, according to the Polynesian, for “an immense market for our products.” From June to October 1848, nearly thirty ships left Honolulu for San Francisco, carrying all manner of goods and provisions. The Julia’s voyage that summer commanded payments of $30,000 for cargo shipped by the Honolulu firm of Skinner and Company, which chartered the ship, and hefty sums from consignees, including $50,000 for Starkey Janion and Company and $6,700 for the Hudson’s Bay Company—all paid in gold. Soon the Julia would add a Honolulu-Guangzhou leg to her journeys across the Pacific.

The Julia’s transpacific travels linked Old and New World trade by connecting California to a longer history of British and American interests in China. The Hudson’s Bay agent in San Francisco who sent the gold sample to Hong Kong for advice on its quality knew it was much faster to get from San Francisco to Hong Kong than to London. The San Francisco-Honolulu-Hong Kong connection also was one of the main ways that people in both Hong Kong and California received news about each other. Just as the Hong Kong paper Friend of China reprinted news from California that was reported in the Honolulu Polynesian, the San Francisco newspaper the Californian reprinted news from the Friend of China, which traveled via Honolulu.

The gold rush dramatically changed the nature of the U.S.-China trade. Yankee merchants in Guangzhou and Hong Kong, anchored in the traditional U.S.-China trade to Boston and New York via the Indian and Atlantic Oceans, had already begun to establish transpacific routes in the 1830s and ’40s. They linked China to Hawaii and then to California, which was less a final destination than a transshipment point for goods headed to Acapulco, Valparaiso, or, via the Horn, New York. The gold rush represented a new opportunity for merchants in Hong Kong—both Euro-Americans and Chinese—to export diverse goods to California.

Hong Kong was a British colony and a free port—that is, imported goods from one place could be unloaded and reloaded for export to another place without payment of customs duty—and as such it quickly became the premier Asian entrepôt for both goods and emigrants headed for the gold mountains. For the year 1849 alone, twenty-three vessels exported nearly five thousand tons of goods from Hong Kong to San Francisco, including sugar, rice, and tea; beer, coffee, cigars, and chocolate; hats and clothing; furniture and canvas; tools and implements; timber logs and planks, window frames, bricks, and marble slabs. In 1849 Chinese imported and erected some 75 to 100 buildings, modular designs of premade frames and constructed with interlocking camphor wood panels. Most of these were built in San Francisco—including John Frémont’s home—but some were erected in the interior. One such “Chinese house” built in Double Springs, Calaveras County, was used as the county courthouse, then as the post office, and later as a chicken coop. In the early 1850s, Hong Kong merchants shipped thousands of blocks of granite, along with Chinese workers, for building the homes and businesses of San Francisco’s new elites.

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Filed under Australia, China, economics, Hawai'i, industry, labor, migration, Pacific, publishing, U.S.

by | 23 January 2025 · 5:26 am

Long-term Effects of Pacific Crossings

From Conquering The Pacific: An Unknown Mariner and the Final Great Voyage of the Age of Discovery, by Andrés Reséndez (HarperCollins, 2021), Kindle pp. 242-244:

Among other things, the newfound transpacific connection led to a population boom in Asia, driven by the introduction of New World crops, especially sweet potatoes, corn, and peanuts. Today, China is the second-largest producer of corn in the world, after only the United States; China and India are the top two producers of peanuts; and New Guineans obtain more calories per person from sweet potatoes than anyone else in the world. Corn, for example, was domesticated in the Americas at least nine thousand years ago but spread across the Pacific only in the sixteenth century. In China, this New World crop made inroads along the Yangtze and Han River valleys, where rice had been cultivated for millennia. Rice requires flooded fields of arable land, so cornfields sprang up at higher elevations and in drier conditions, where rice cultivation was marginal or impossible, thus extending China’s agricultural frontier and transforming what had once been forested hills into cornfields. Roughly speaking, corn produced the same number of calories per hectare as rice, but with far less irrigation and labor. This led to a significant population boom. Although the precise timing and magnitude of this demographic expansion varied from one Asian nation to another, all of them benefited from the incorporation of New World crops. A full accounting of this vast energy transfer from the Americas to Asia has yet to be made, but the preliminary information shows that it was enormous.

Regular transpacific contact also created the first global trading system recognizable to us even today. Economic activities in the Americas came to depend not just on colonial-metropolitan relationships across the Atlantic but on supply and demand around the world—especially in Asia. Excellent examples are the great silver mines of Peru and Mexico, which constituted a mainstay of the economy of the Americas in colonial times and structured life for hundreds of thousands of Native Americans who directly or indirectly, forcibly or not, became a part of the silver economy. Traditionally, this is told as a story of European empires extracting valuable resources from their American colonies. Left unsaid is that the most important end-market customer by far was not Europe but China, where a major tax reform known as “the single lash of the whip” replaced paper money with silver in the sixteenth century. With this tax reform, China instantly became a worldwide magnet for the white metal, absorbing the silver production of neighboring Japan and then turning to the New World mines, which produced upwards of eighty percent of the world’s silver between 1500 and 1800. Without China’s massive and persistent demand for silver, the mines on the American continent would never have attained the scale they did, nor would their profits have spilled over into other colonial enterprises and affected so many lives throughout the hemisphere. The sixteenth century gave rise to the first truly global economy, in which Asia’s relative demographic and economic weight was significant and at times paramount. This feature of our world economy has become familiar to us, as China has continued to demand global resources such as soybeans, copper, and steel, affecting markets all around the world.

By the end of the eighteenth century, British and especially American merchants began building on these earlier transpacific linkages to launch their own ventures. As the Spanish empire in the Americas crumbled in the early nineteenth century, American ships came to replace the old Spanish galleons. The story of the United States’ expansion through the Pacific is well known, as the nation took control of Hawai‘i, Guam, and the Philippines, opened direct trade with Japan and China, and forged a vast network of transpacific interests. As we live in a world increasingly centered on the Pacific, it is imperative that we understand how we got here. The voyages of Urdaneta and of Lope Martín, the Black pilot who now takes his place in world history, were at the dawn of this transformation.

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Filed under Britain, China, economics, food, Mexico, migration, Pacific, Philippines, Spain, U.S.

by | 22 January 2025 · 5:32 am

Finding the North Pacific Way East

From Conquering The Pacific: An Unknown Mariner and the Final Great Voyage of the Age of Discovery, by Andrés Reséndez (HarperCollins, 2021), Kindle pp. 189-192:

Not everything, however, was against the San Lucas expeditionaries. By paralleling the coast of Japan, they were riding the most powerful current in the Pacific Ocean. The Japanese call it Kuroshio, or “Black Current,” owing to its characteristic cobalt-blue color. An integral part of the North Pacific Gyre, the Kuroshio Current is an enormous ribbon of warm water that starts in the Philippine Sea, brushes against the coast of Taiwan, and moves rapidly up the eastern side of Japan, snaking and pushing against the cold waters coming from the Bering Sea. After veering off from Japan, the current continues eastward for about a thousand miles as a free jet stream known as the Kuroshio Extension, eventually feeding into the larger North Pacific Gyre. This explains why historically some Japanese ships disabled in storms have washed up in North America. This may have occurred prior to 1492, although no hard evidence has surfaced. More convincingly, scholars have estimated that between the sixteenth century and the middle of the nineteenth, more than a thousand Japanese vessels were swept out to sea. Among them, a handful are known to have made landfall in the Americas. A rice cargo ship called the Tokujômaru, for instance, ran into a storm that broke its rudder, causing it to drift for sixteen months until running aground in 1813 near Santa Barbara, California, with only the captain and two crew members still alive. Nearly twenty years later, a similar incident occurred when a merchant ship bound for Tokyo, the Hojunmaru, was knocked off course by a typhoon, only to reappear after fifteen months, rudderless and dismasted, in Cape Flattery, the most northwesterly point in the continental United States.

…

The San Lucas voyagers reported an unexpected abundance of life in that part of the ocean, an observation that confirms their whereabouts. The collision of the warm Kuroshio Current with subarctic water produces eddies of plankton that are visible even in satellite images. In turn, the plankton attract a variety of animals. The Spanish expeditionaries saw “pig fish as large as cows” and marveled at the “dogs of the sea with their paws and tails and ears . . . and one of them came aboard and barked at us” (almost certainly sea lions, with external ear flaps and very vocal, in contrast to true seals). Quite fittingly, the men of the San Lucas also crossed paths with the greatest migratory species of all. “Black shearwaters followed us, shrieking all day and night,” Don Alonso recalled, “and their cries were very unsettling because no sailor had ever heard them like that.” Sooty shearwaters pursue a breathtaking figure-eight migration spanning the entire Pacific. As they range from New Zealand to Alaska and from Chile to Japan, these noisy birds dive for food in some of the most productive regions of the Pacific, including the plankton-rich eddies off the coast of Japan, where some must have spotted the San Lucas slowly making its way in a northeasterly direction.

Climbing to forty degrees and up to forty-three degrees of northern latitude, the pioneers overshot the warm waters of the Kuroshio Current. They had journeyed farther north into the great ocean than any other Europeans, sailing through frigid waters coming from the Bering Sea. Only Magellan’s Trinidad had plied this part of the Pacific more than forty years earlier, where a storm had dismasted it and forced the last survivors to turn back. Extreme cold—that old nemesis of previous return attempts—became a serious concern for the crew members of the San Lucas, especially because they were missing most of their clothes after the washing party had to abandon them in Mindanao months earlier.

The San Lucas voyagers now faced “the greatest cold of winter,” as the captain put it, “even though it was the middle of summer in June and July.” For thirty days the sky turned so dark and stormy that they were unable to see the Sun or the stars. On June 11, snow fell on the deck and did not melt until noon. Lamp oil became so frozen that the bottle in which it was kept had to be warmed over a fire, “and it still came out in pieces like lard.” Modern historians have sometimes seized on such unlikely details to discount the veracity of Don Alonso’s account. “Porpoises as big as cows present no difficulty,” wrote one of these skeptics, “but it is unlikely that cooking oil would freeze in mid-summer.” Lamp oil freezes at around fifteen degrees Fahrenheit, and the process can start even at higher temperatures. Sailing by the Aleutian Islands in June, especially during the Little Ice Age, would force such doubters to amend their opinions.

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Filed under Japan, Mexico, migration, North America, Pacific, Philippines, science, Spain

by | 21 January 2025 · 5:12 am

Micronesia and the North Pacific Gyre

From Conquering The Pacific: An Unknown Mariner and the Final Great Voyage of the Age of Discovery, by Andrés Reséndez (HarperCollins, 2021), Kindle pp. 120-121:

The second arrow shot across the Pacific, the Villalobos expedition of 1542–43, essentially retraced the previous track and confirmed that the best way to sail from the Americas to Asia was indeed via a straight path across the ocean just north of the equator. Wind maps of the North Pacific show a broad westward-moving band of winds (and currents) between five and twenty-five degrees of northern latitude, connecting Mexico and the Philippines. Wide, continuous or nearly so, and quite regular all year round, this portion of the North Pacific Gyre amounts to a veritable highway across the ocean, far easier to locate and navigate than the northern portion for the return trip, as we shall see.

Just as earlier Atlantic navigators had used the Sargasso Sea to orient themselves, the Saavedra and Villalobos expeditions began identifying some of the Micronesian—that is, tiny—islands on the way to the Philippines. To get a sense of the difficulty, we need to consider that all the Micronesian islands add up to 271 square miles, or a quarter of Rhode Island, the smallest state in the United States, but are scattered over a patch of the Pacific that is roughly the size of all the contiguous states in the Union. Still, the Saavedra expedition was able to sight a group of low-lying atolls they grandly called “las Islas de los Reyes,” or “the Islands of the Kings” (probably the present-day Faraulep Atoll at 8.6 degrees of northern latitude). More promisingly, the Villalobos expedition spotted a small island with many coconut palms and thickly inhabited (likely the present-day island of Fais at 9.7 degrees of northern latitude). The captain called it Matalotes because, as they passed, some of the islanders paddled toward the vessels and called out in cheerful Spanish, “Buenos días, matalotes,” or “Good morning, sailors.” Somehow they had interacted with Spaniards before.

The Legazpi expedition pursued the same direct trajectory across the Pacific as the previous two voyages and benefited from the knowledge acquired up to then. The four vessels in Legazpi’s squadron remained safely inside the band of favorable winds and currents of the North Pacific Gyre, covering the six thousand miles between Mexico and the first Micronesian islands in record time. At every stage of the journey, the pilots—the very best in all the Spanish Empire—knew their precise location relative to the North Pacific Gyre because they estimated their latitude (north-south distance) every day.

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Filed under language, Mexico, Micronesia, migration, Pacific, Philippines, Spain

by | 19 January 2025 · 6:00 am

Spanish Shipboard Life, 1564

From Conquering The Pacific: An Unknown Mariner and the Final Great Voyage of the Age of Discovery, by Andrés Reséndez (HarperCollins, 2021), Kindle pp. 103-105:

Life aboard the ships followed new rhythms and obvious improvements over Navidad. The mosquitos and other insects vanished almost instantly (though not the fleas and lice), and the ocean breeze provided effective relief from the heat. The expeditionaries also gained immediate access to foods that had been denied to them before. Each soldier received a daily ration of one pound of hardtack and either a pound of meat or half a pound of dried fish along with fava beans or chickpeas. Doled out in three square meals a day, this was more than enough. Every Sunday afternoon, some cheese was added to the ration for variety. The liquids on offer were also generous: three pints of water per day along with wine, enough not only to keep hydrated but also to soak and soften the hardtack. Commander Legazpi had said nothing to the four ship captains about the distribution of spirits, but we know that the crew members would never have consented to crossing the Pacific without this indispensable tonic for the body and mind. Indeed, alcohol was an important tool, deployed especially during storms to steel the mariners’ resolve and “warm their stomachs.”

These rations were tangible improvements. Yet the negatives far outweighed the positives, beginning with the cramped conditions. To understand the sailors’ circumstances in a way that makes sense to us, we must imagine a good-sized urban apartment occupied by about one hundred strangers. A single toilet—but no shower or sink—would have to do for everyone, along with a very rudimentary kitchen and no furniture other than sea chests (wooden boxes) scattered all over the deck and below and serving as chairs and tables as needed. Two or three times a day, pages brought out platters of food into which everyone stuck their fingers liberally to get the best pieces of meat or servings of chickpeas. At night, everyone but the most privileged had to find a reasonably level surface to sleep on—always too close to others—and try to get some rest in spite of the noises, odors, and constant movement. Spending merely a week in these conditions would have been taxing, yet the expeditionaries had to endure this for months.

Aboard the ships, there was strict regimentation. Everybody “without skipping anyone if not for illness” was assigned daily to a four-hour shift. This could occur at any time of the day or night, with the worst shifts having evocative names like “drowsiness,” or modorra (from midnight to four), “dawn,” or alva (from four to eight), and so on. The time was measured carefully with multiple hourglasses, or ampolletas, that had to be turned without fail every thirty minutes, and the assigned tasks ranged from moving barrels and serving as lookouts to pumping out the awful-smelling water that always collected at the bottom of the ship. Those on shift could also be ordered to perform navigational duties like hoisting and trimming sails, not only because the crew was spread too thin but also “to get everybody trained and accustomed to such work in case of necessity.” The remaining twenty hours of the day were far more leisurely. With so much time to kill, the expeditionaries were tempted to play cards or engage in other games of chance, betting their daily rations, clothes, and weapons. Of course, all of this was strictly prohibited, as was invoking the name of God in vain or using profanity, a constant occurrence among seamen. Any of these infractions could lead to punishments ranging from public shaming and withholding of one’s daily ration to imprisonment and torture for repeat offenders.

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Filed under food, labor, migration, military, Pacific, Philippines, religion, Spain

by | 15 January 2025 · 5:51 am

Transpacific Animal Dispersals

From Conquering The Pacific: An Unknown Mariner and the Final Great Voyage of the Age of Discovery, by Andrés Reséndez (HarperCollins, 2021), Kindle pp. 25-27:

Dispersals across the Pacific are more daunting still. Some species do exist on both sides of the Pacific Ocean, as we have seen. Marsupials live in the Americas (opossums and shrews) and in Australasia (kangaroos, koalas, Tasmanian devils, etc.). Intriguingly, a tiny arboreal marsupial from South America known as the monito del monte is more closely related to Australian marsupials than to its American cousins. Could this be the first terrestrial mammal to cross the Pacific? Recent research shows that marsupials originated in South America and migrated to Australia tens of millions of years ago, when there was a land connection via Antarctica or at least great proximity among these three landmasses. The same holds true for other lineages distributed on both sides of the Pacific, including birds, frogs, and turtles.

…

The only terrestrial vertebrate that seems to have survived a transpacific passage of six thousand miles is an iguana. The vast majority of iguanas are indigenous to the New World. Yet one genus called Brachylophus lives in the South Pacific islands of Fiji and Tonga. How did it get there? A passage from Central or South America would have taken a minimum of six months and more likely a year or more. Like geckos, iguanas are well suited for oceanic dispersals. They are able to obtain water from the plants they eat and possess nasal salt glands and thick skins that protect them from dehydration. Their presence not only on the American continent but also on many surrounding islands demonstrates their ability to travel across stretches of ocean. The Galápagos Islands, for instance, lie about six hundred miles away from the coast of Ecuador and are home to no fewer than three species of land iguanas as well as one marine iguana that lives on land but dives into the ocean to procure food, foraging on seaweed and reaching exposed rocks completely surrounded by water.

Still, it is one thing to drift on logs for a couple of weeks and quite another to endure a six-thousand-mile passage. After several months adrift and no food left, any voyaging iguana would have perished. Nonetheless, some biologists have proposed a possible solution. The stowaways may have spent much of this journey as eggs. Brachylophus has an unusually long incubation period of seven, eight, or even nine months, one of the longest of any iguana. It is possible then that thirty or forty million years ago an unsuspecting group of iguanas, some in the form of eggs, may have dispersed by means of an epic rafting passage in which everything went right. Yet even if Brachylophus was somehow able to cross much of the Pacific, few other terrestrial vertebrates ever did until humans began making inroads in far more recent times.

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Filed under Australia, Latin America, migration, Pacific, scholarship

by | 2 January 2025 · 4:50 am

Making of a Japanese Spy, 1936

From Ghosts of Honolulu: A Japanese Spy, A Japanese American Spy Hunter, and the Untold Story of Pearl Harbor, by Mark Harmon and Leon Carroll, Jr. (Harper Select, 2023), Kindle pp. 15-17:

Ensign Takeo Yoshikawa steps out of the Imperial Navy’s Regional Headquarters and takes the first deep breath of his new life. His old one, so full of promise, ended in disappointment. Now he’s being given a second chance to fulfill what he always felt was an important destiny. Yoshikawa’s youth on Shikoku Island was defined by the pursuit of excellence, as demanded by his physically abusive father.

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By 1933 Yoshikawa was an honor student at the Imperial Japanese Naval College. There he’d been instructed that “the Navy stood for [a] southward advance and war against the United States; while the Army stood for northward expansion and war with Russia.” Yoshikawa recalled debates over ways to win a war with America; they all looked upon one as “inevitable.”

There was an introductory training cruise on a battleship and a short submarine deployment before Yoshikawa started pilot training in 1934. He was building the résumé of a promising career, and no one knew this more than Yoshikawa. Despite his philosophy of selflessness, he formed a strong ego. He told people his coming career was to be “stellar” and considered himself “the envy of [his] classmates.”

But after a few months of flight training, coming back from a practice sortie, the confident young man was struck down by severe abdominal pains and ordered to the hospital. He was sidelined from active duty, designated as physically unfit and shunted into a frustrating netherworld that he endured month after month. As he languished, things in Japan got more serious.

In 1936, officials in the Imperial Army murdered the Imperial advisor Makoto Saito, Army General Jotaro Watanabe and Finance Minister Korekiyo Takahashi and attempted to assassinate many others who opposed their expansionist plans. Tensions with China flared again, and Japan was squaring off against great global powers.

On the cusp of such historic events, Yoshikawa was forced to just watch. In 1936, the Imperial military finally retired him, leaving the youth “in great shock, since all my plans and hopes were bound up with the Navy.” He even contemplated suicide.

That was just two months ago. But with the change of the season came hope, when a captain from the regional headquarters summoned him for today’s meeting. The man’s words are still ringing in his ears: “There is still a place for you in the Navy, if you forgo any hope of advancement and return to active duty as an agent in naval intelligence.”

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Filed under Japan, military, nationalism, Pacific, U.S., war