Ancient Chinese Explorers
In 1999, New York Times journalist Nicholas D. Kristof reported a surprising encounter on a tiny African island called Pate, just off the coast of Kenya. Here, in a village of stone huts set amongst dense mangrove trees, Kristof met a number of elderly men who told him that they were descendants of Chinese sailors, shipwrecked on Pate many centuries ago. Their ancestors had traded with the local Africans, who had given them giraffes to take back to China; then their boat was driven onto the nearby reef. Kristof noted many clues that seemed to confirm the islanders’ tale, including their vaguely Asian appearance and the presence of antique porcelain heirlooms in their homes.
If Kristof’s supposition is correct, then this remote African outpost retains an echo of one of history’s most astonishing episodes of maritime exploration.
An Oriental armada
Six centuries ago, a mighty armada of Chinese ships crossed the China Sea, then ventured west to Ceylon, Arabia, and East Africa. The fleet consisted of giant nine-masted junks, escorted by dozens of supply ships, water tankers, transports for cavalry horses, and patrol boats. The armada’s crew totaled more than 27,000 sailors and soldiers. The largest of the junks were said to be over 400 feet long and 150 feet wide. (The Santa Maria, Columbus’s largest ship, was a mere 90 by 30 feet and his crew numbered only 90.)
Loaded with Chinese silk, porcelain, and lacquerware, the junks visited ports around the Indian Ocean. Here, Arab and African merchants exchanged the spices, ivory, medicines, rare woods, and pearls so eagerly sought by the Chinese imperial court.
Seven times, from 1405 to 1433, the treasure fleets set off for the unknown. These seven great expeditions brought a vast web of trading links—from Taiwan to the Persian Gulf—under Chinese imperial control. This took place half a century before the first Europeans, rounding the tip of Africa in frail Portuguese caravels, “discovered” the Indian Ocean.
With unrivaled nautical technology and countless other inventions to their credit, the Chinese were now poised to expand their influence beyond India and Africa. Here was one of history’s great turning points. Had the Chinese emperors continued their huge investments in the treasure fleets, there is little reason why they, rather than the Portuguese, Spanish, Dutch and British, should not have colonized the world. Yet less than a century later, all overseas trade was banned, and it became a capital offense to set sail from China in a multi-masted ship. What explains this astonishing reversal of policy?
Roots of Chinese seapower
The first Chinese oceangoing trade ships were built far back in the Song dynasty (c. 960-1270). But it was the subsequent Mongol emperors (the Yuan dynasty of c. 1271-1368) who commissioned the first imperial treasure fleets and founded trading posts in Sumatra, Ceylon, and southern India. When Marco Polo made his famous journey to the Mongol court, he described four-masted junks with 60 individual cabins for merchants, watertight bulkheads, and crews of up to 300.
When the Han Chinese overthrew the Mongols and founded the Ming dynasty in the later 14th century, they took over the fleet and an already extensive trade network. The enterprising spirit of the Ming era reached a climax following the rebellion of the warrior prince Zhu Di, who usurped the throne in 1402. Disapproved of by the Confucian “establishment,” Zhu Di put his trust in the worldly eunuchs who had always sought their fortunes in commerce. During his revolt, Zhu Di’s right-hand man had been the Muslim eunuch Zheng He, whom he now appointed to command the treasure fleet.
At the start of the first of Zheng He’s epic voyages in 1403, it is said that 317 ships gathered in the port of Nanjing. As sociologist Janet Abu-Lughod notes, “The impressive show of force that paraded around the Indian Ocean during the first three decades of the 15th century was intended to signal the ‘barbarian nations’ that China had reassumed her rightful place in the firmament of nations—had once again become the ‘Middle Kingdom’ of the world.”
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Zheng He
Zheng He, originally named Ma He, was born into a Muslim family just beyond the borders of China (later Yunnan Province in the southwestern part of China) in 1371. His ancestors were the Arabian immigrated into China during the Tang and Song dynasties (618-1279). When he was still young the Ming Dynasty (1368-1644) conquered his province in 1378, and he was taken to the imperial Chinese capital to serve as a court eunuch.
However, he distinguished himself by helping Zhu Yuanzhang defeat the Yuan Dynasty, and was rewarded with an official post in the government. During the coup started by Zhu Di, who was the fourth son of the first emperor Zhu Yuanzhang of the Ming Dynasty and later became Emperor Chengzu, Zheng He helped Zhu Di gain the throne and was given command of the Chinese navy. Hence he wielded great influence in court.
In 1402, after Emperor Cheng Zu of the Ming Dynasty (1368-1644) ascended the throne, he dispatched Zheng He and Wang Jinghong to lead a giant fleet to the Western Sea (today’s Southeast Asia), carrying members of soldiers and large quantity of goods. The fleet reached the countries of Southeast Asia, east Africa and Arabia, initiating a feat in the history of navigation and regarded as an unprecedented great historical period in Chinese history of trade and cultural exchanges.
From 1405 to 1433, Zheng He led his fleet to voyage to the Western Sea for seven times. The number of ships of his fleet was from 40 to 63 each time, taking many soldiers and sailors on the voyage, with a total party over 27,000 people. Their ships navigated the wide sea area from Ryukyu Islands, the Philippine Islands and Maluku Sea to the Mozambican Channel and the costal areas of South Africa, developing mutual trade, exchanging culture and technologies, communicating traffic on the sea and promoting social and economic development in such countries and areas. The mighty fleet voyaged on the Indian Ocean, not only astonishing the Arabian navigators, but also amazing the Venice businessmen coming and going between Hormuz and Aden, hence providing a new enlightenment to the European navigation. Zheng He’s voyages are 87 years earlier than that of Columbus, 93 years earlier than that of Gama, and 116 years earlier than that of Magellan.
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http://www.chinaculture.org/gb/en_aboutchina/2003-09/24/content_22644.htm
Zheng He’s Voyages of Discovery
On April 12 Jin Wu, distinguished oceanic scientist and former Minister of Education of the Republic of China (on Taiwan), discussed Zheng He’s voyages of discovery and the upcoming celebrations of the 600th anniversary of his first voyage.
In his talk, Professor Wu emphasized that, especially since the documentary record surrounding Zheng He (sometimes written Cheng Ho; 1371-1435) and his voyages is so thin, oceanic scientists and engineers and other physical scientists can provide important insights to supplement the work of historians.
Historical Background
Professor Wu began by briefly retracing the history of Zheng He’s voyages. Upon the orders of the emperor Yongle and his successor, Xuande, Zheng He commanded seven expeditions, the first in the year 1405 and the last in 1430, which sailed from China to the west, reaching as far as the Cape of Good Hope. The object of the voyages was to display the glory and might of the Chinese Ming dynasty and to collect tribute from the “barbarians from beyond the seas.” Merchants also accompanied Zheng’s voyages, Wu explained, bringing with them silks and porcelain to trade for foreign luxuries such as spices and jewels and tropical woods.
These voyages, Professor Wu noted, came a few decades before most of the famous European voyages of discovery known to all Western school children: Christopher Columbus, in 1492; Vasco da Gama, in 1498; and Ferdinand Magellan, in 1521. However, Zheng He’s fleets were incomparable larger.
Moreover, Zheng He’s ships, Professor Wu explained, were impressive examples of naval engineering. His so-called treasure ships (which brought back to China such things a giraffes from Africa) were 400 feet long. Columbus’s flagship the St. Maria, in contrast, was but 85 feet in length. Zheng He’s treasure ships, Professor Wu mentioned, displaced no less than 10,000 tons and had an aspect ratio (width:length) of 0.254; in other words, they were wide and bulky—”the supertankers of their day.” Aside from the treasure ships, Zheng He’s fleet also contained a variety of other, specialized vessels: “equine ships” (for carrying horses), warships, supply ships, and water tankers.
Professor Wu invited the audience to imagine the scene of Zheng He’s 300-vessel fleet on the sea, spread out over many square miles. (“Sailing ships,” Wu pointed out, “require room to maneuver” and thus the fleet would have blanketed a wide swath of the ocean.) If an object of the voyages was to display the glory and might of China, then there can be no question but that this magnificent fleet would have awed all who witnessed it. It is ironic, then, that today little is known of Zheng He’s voyages. This is, Wu pointed out, mainly the doing of the Confucianists in the imperial court, who saw to it that Zheng’s ships were burned after his last voyage and who made every effort to “systematically destroy all official records of the voyages.” Their motives were purely political. During much of the Ming dynasty (1368 – 1644), the eunuchs exercised great power in the imperial court, at the expense of the Confucian civil bureaucracy. The expeditions of Zheng He, who was himself a eunuch, were strongly supported by eunuchs in the court and bitterly opposed by the Confucian scholar bureaucrats.
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http://www.international.ucla.edu/article.asp?parentid=10387