by one overweening power in Europe, as the protracted siege warfare which accompanied the Revolt of the Netherlands attested. Victories attained in the open field by, say, the formidable Spanish infantry could not be made decisive if the foe possessed heavily fortified bases into which he could retreat. The authority acquired through gunpowder by the Tokugawa shogunate, or by Akbar in India, was not replicated in the West, which continued to be characterized by political pluralism and its deadly concomitant, the arms race.
The impact of the ‘gunpowder revolution’ at sea was even more wide-ranging.24 As before, one is struck by the relative similarity of shipbuilding and naval power that existed during the later Middle Ages in northwest Europe, in the Islamic world, and in the Far East. If anything, the great voyages of Cheng Ho and the rapid advance of the Turkish fleets in the Black Sea and eastern Mediterranean might well have suggested to an observer around 1400 and 1450 that the future of maritime development lay with those two powers. There was also little difference, one suspects, between all three regions in regard to cartography, astronomy, and the use of instruments like the compass, astrolabe, and quadrant. What was different was sustained organization. Or, as Professor Jones observes, ‘given the distances covered by other seafarers, the Polynesians for example, the [Iberian] voyages are less impressive than Europe’s ability to rationalize them and to develop the resources within her reach’.25 The systematic collection of geographical data by the Portuguese, the repeated willingness of Genoese merchant houses to fund Atlantic ventures which might ultimately compensate for their loss of Black Sea trade, and – farther north – the methodical development of the Newfoundland cod fisheries all signified a sustained readiness to reach outward which was not evident in other societies at that time.
But perhaps the most important act of ‘rationalization’ was the steady improvement in ships’ armaments. The siting of cannon on sailing vessels was a natural enough development at a time when sea warfare so resembled that on land; just as medieval castles contained archers along the walls and towers in order to drive off a besieging army, so the massive Genoese and Venetian and Aragonese trading vessels used men, armed with crossbows and sited in the fore and aft ‘castles’, to defend themselves against Muslim pirates in the Mediterranean. This could cause severe losses among galley crews, although not necessarily enough to save a becalmed merchantman if its attackers were really determined. However, once sailors perceived the advances which had been made in gun design on land – that is, that the newer bronze cannon were much smaller, more powerful, and less dangerous to the gun crew than the enormous wrought-iron bombards – it was predictable that such armaments would be placed on board. After all, catapults, trebuchets, and other sorts of missile-throwing instruments had already been mounted on warships in China and the West. Even when cannon became less volatile and dangerous to their crews, they still posed considerable problems; given the more effective gunpowder, the recoil could be tremendous, sending a gun backward right across the deck if not restrained, and these weapons were still weighty enough to unbalance a vessel if sufficient numbers of them were placed on board (especially on the castles). This was where the stoutly built, rounder-hulled, all-weather three-masted sailing vessel had an inherent advantage over the slim oared galleys of the inland waters of the Mediterranean, Baltic and Black seas, and over the Arab dhow and even the Chinese junk. It could in any event fire a larger broadside while remaining stable, although of course disasters also occurred from time to time; but once it was realized that the siting of such weapons amidships rather than on the castles provided a much safer gun platform, the potential power of these caravels and galleons was formidable. By comparison, lighter craft suffered from the twin disadvantage of less gun-carrying capacity and greater vulnerability to cannonballs.
One is obliged to stress the words ‘potential power’ because the evolution of the gunned long-range sailing ship was a slow, often uneven development. Many hybrid types were constructed, some carrying multiple masts, guns, and rows of oars. Galley-type vessels were still to be seen in the English Channel in the sixteenth century. Moreover, there were considerable arguments in favour of continuing to deploy galleys in the Mediterranean and the Black Sea; they were swifter on many occasions, more manoeuvrable in inshore waters, and thus easier to use in conjunction with land operations along the coast – which, for the Turks, outweighed the disadvantages of their being short-ranged and unable to act in heavy seas.26
In just the same way, we should not imagine that as soon as the first Portuguese vessels rounded the Cape of Good Hope, the age of unchallenged western dominance had begun. What historians refer to as the ‘Vasco da Gama epoch’ and the ‘Columbian era’ – that is, the three or four centuries of European hegemony after 1500 – was a very gradual process. Portuguese explorers might have reached the shores of India by the 1490s, but their vessels were still small (often only 300 tons) and not all that well armed – certainly not compared with the powerful Dutch East Indiamen which sailed in those waters a century later. In fact, the Portuguese could not penetrate the Red Sea for a long while, and then only precariously, nor could they gain much of a footing in China; and in the late sixteenth century they lost some of their East African stations to an Arab counteroffensive.27
It would be erroneous, too, to assume that the non-European powers simply collapsed like a pack of cards at the first signs of western expansionism. This was precisely what did happen in Mexico, Peru, and other less developed societies of the New World when the Spanish adventurers landed. Elsewhere, the story was very different. Since the Chinese government had voluntarily turned its back upon maritime trade, it did not really care if that commerce fell into the hands of the barbarians; even the quasi-official trading post which the Portuguese set up at Macao in 1557, lucrative though it must have been to the local silk merchants and conniving administrators, does not seem to have disturbed Peking’s equanimity. The Japanese, for their part, were much more blunt. When the Portuguese sent a mission in 1640 to protest against the expulsion of foreigners, almost all its members were killed; there could be no attempt at retribution from Lisbon. Finally, Ottoman sea power was holding its own in the eastern Mediterranean, and Ottoman land power remained a massive threat to central Europe. In the sixteenth century, indeed, ‘to most European statesmen the loss of Hungary was of far greater import than the establishment of factories in the Orient, and the threat to Vienna more significant than their own challenges at Aden, Goa and Malacca; only governments bordering the Atlantic could, like their later historians, ignore this fact’.28
Yet when all these reservations are made, there is no doubt that the development of the long-range armed sailing ship heralded a fundamental advance in Europe’s place in the world. With these vessels, the naval powers of the West were in a position to control the oceanic trade routes and to overawe all societies vulnerable to the workings of sea power. Even the first great clashes between the Portuguese and their Muslim foes in the Indian Ocean made this clear. No doubt they exaggerated in retrospect, but to read the journals and reports of da Gama and Albuquerque, describing how their warships blasted their way through the massed fleets of Arab dhows and other light craft which they encountered off the Malabar coast and in the Ormuz and Malacca roads, is to gain the impression that an extraterrestrial, superhuman force had descended upon their unfortunate opponents. Following the new tactic that ‘they were by no means to board, but to fight with the artillery’, the Portuguese crews were virtually invincible at sea.29 On land it was quite a different matter, as the fierce battles (and occasional defeats) at Aden, Jiddah, Goa, and elsewhere demonstrated; yet so determined and brutal were these western invaders that by the mid-sixteenth century they had carved out for themselves a chain of forts from the Gulf of Guinea to the South China Sea. Although never able to monopolize the spice trade from the Indies – much of which continued to flow via the traditional channels to Venice – the Portuguese certainly cornered considerable portions of that commerce and profited greatly from their early lead in the race for empire.30
