A Multinational and its Labor Force: The Dutch East India Company, 1595–1795

2004 ◽  
Vol 66 ◽  
pp. 12-39 ◽  
Author(s):  
Jan Lucassen

This essay focuses on the emergence of an international labor market connecting Europe with southern Africa and south and southeast Asia, showing the intertwining of commercialization and proletarianization in the institution that created and coordinated perhaps the most important international labor market connecting Europe to the Far East.

Author(s):  
Peter Borschberg

The Dutch East India Company, also known by its historic initials VOC, was a chartered trading company that was active between 1602 and 1795. Formed by a merger of six smaller trading firms that traded in the East Indies and backed by a monopoly of trade, this proto-conglomerate emerged as a driving force in globalization, transregional investment, and early European colonization in Asia and Africa. The VOC operated as a profit-driven shareholder corporation and at the apex of its power, around the turn of the 17th and 18th centuries, maintained a series of factories and settlements stretching from Cape Town in Southern Africa, the Malabar and Coromandel coasts of India, Bengal, to insular and mainland Southeast Asia and as far as Taiwan (Formosa) and Japan. Chartered companies possessed considerable investments and infrastructure outside Europe, especially with their administrative apparatus, contacts, business networks, and trading knowledge. This in turn laid the foundations for Dutch imperialism during the 19th century.


2019 ◽  
Vol 31 (3) ◽  
pp. 465-480
Author(s):  
Matthias van Rossum

This article maps the overseas infrastructure of the Dutch East India Company (VOC) for ship maintenance and shipbuilding. Reversing the perspective on the VOC, emphasizing the centrality of the ‘overseas’ or Asian activities, it studies how the VOC set up an infrastructure for shipbuilding, ship maintenance, and the necessary supporting industries in Asia. Historians have primarily examined the Company as a ‘merchant’, but the organization of the workplaces and underlying infrastructure for building and repairing ships reveals how important it activities and role as ‘potentate’ and ‘producer’ were. Mobilizing the resources and labour needed for the maintenance of its maritime infrastructure, especially in shipbuilding and repairs, the Company alternated monopolistic and outsourcing strategies, and regularly resorted to coercion.


1997 ◽  
Vol 1 (3) ◽  
pp. 201-253 ◽  
Author(s):  
Sanjay Subrahmanyam

AbstractThis paper is concerned with the travails of the factors of the Dutch East India Company (or VOC) in the northern Burmese kingdom of Mrauk-U (or Arakan). The Dutch entered into trade in this rather obscure region, at the frontier of South and Southeast Asia, primarily owing to their interest in slaves, to be used in urban and rural settlements under their control in Indonesia. Dutch demand fed into the logic by which the Mrauk-U state from the latter half of the sixteenth century developed a formidable war-fleet, through which raids on the peasantry in eastern Bengal were conducted by Magh captains and Luso-Asian mercenaries, who collaborated with them. However, the whole commercial relationship was underwritten by a moral and cultural tension. The Dutch factors in their writings analysed here, insisted that the Mrauk-U kings were "tyrants," citing their slave trade as a key sign; a particular target for their attacks was the ruler Thado Mintara (r. 1645-52). Yet the Dutch too were complicit in the very same slave trade, and were perhaps even aware of their own "bad faith." For their part, the rulers of Mrauk-U regarded the Dutch with suspicion, while criticising their hypocrisy and double-dealing. Such tensions, negotiated through the 1630s and a part of the 1640s, eventually led the Dutch to withdraw from the trade, and then to re-establish tenuous contacts with some difficulty in the 1650s. The paper thus explores both the history of a form of hostile trade, and the process of the creation of mutual stereotypes, that went with the nature of commercial relations.


Author(s):  
A. G. Aganbegyan

The employment issues existing in contemporary Russia including its socio-demographic, economic and regional dimensions are considered. It is argued and substantiated that priority strategies to cope with these issues include: reduction of unemployment and handling of the unemployment benefits’ payments; prevention of the labor force decreasing; including informal (unreported) employment into the public statistical accounting; providing for the people inflow to and increasing employment of those living in Siberia and the Far East of Russia; organization of 25 million high-productive jobs in the national economy.


2018 ◽  
pp. 213-236
Author(s):  
Paul J. Heer

This concluding chapter summarizes Kennan’s experience with East Asia and the legacies of his engagement with the region. It surveys his strategic approach to the Far East and highlights his explanation of why he did not believe his doctrine of containment was applicable there. It tracks the evolution of his thinking about China, Japan, Korea, and Southeast Asia—and the attitudes he maintained toward each—from the 1960s until the end of his life. The chapter offers a balance sheet of the strengths and weaknesses of his approach to East Asia. Finally, it discusses the current policy relevance of the key issues Kennan confronted in the region and his response to them.


1971 ◽  
Vol 2 (2) ◽  
pp. 142-158 ◽  
Author(s):  
W. E. Cheong

A pattern of trade completely new to the traditional structure of Southeast Asian trade emerged in the eastern extremity of Southeast Asia following the permanent settlement of the Spaniards at Manila in 1571. The new addition was based upon the Manila-Acapulco trade with its two supply lines originating from the ports of Fukien province in China, and the Coromandel and Malabari Coasts in India. Two hundred years later, this trade with Manila as the entrepot, had become a well-defined system, and very much a part of the traditional pattern of Southeast Asian trade. The mercantilist regulations obtaining in Manila, the seasonal rhythm of shipping movements, the goods carried along the routes and the dependent trades outside the Spanish systems had moulded the character of the Manila trade.


2015 ◽  
Vol 89 (2) ◽  
pp. 207-228 ◽  
Author(s):  
Peter Borscheid ◽  
Niels-Viggo Haueter

At the turn of the nineteenth century, modern insurance started to spread from the British Isles around the world. Outside Europe and the European offshoots in North and South America, South Africa, Australia, and New Zealand, it began to compete with other forms of risk management and often met with stiff opposition on religious and cultural grounds. Insurance arrived in Southeast Asia via British merchants living in India and Canton rather than through agencies of European firms. While the early agency houses in Bengal collapsed in the credit crisis of 1829–1834, the firms established by opium traders residing in Macau and Hong Kong, and advised by insurance experts in London, went on to form the foundations of the insurance industry in the Far East. Until the early twentieth century, they sought to use the techniques of risk management that they had developed in Europe to win Europeans and Americans living in Southeast Asia as clients, along with members of the local population familiar with Western culture.


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