L L B C (12) Garden park

🗾   L's Life in a Big City  (12)   🗾

At Hamanako Lake in Shizuoka Pref., there's the botanical garden named 'garden park.' From April 6th to June 2nd in 2024, the event called 'Hanahaku' is held there. During the event period, you can enjoy so many beautifully decorated gardens there.

And the site is unbelievably wide and countless spring flowers are fully blooming now. There are dozens of gardens decorated in kind of western style, if you ask the style for me but I don't know the style exactly. 

 

Entering the entrance gate, you'll find spacious area like plaza. You can eat lunch which you brought, and if you didn't bring, looking around, you can find several food stalls. In the center of the park, wide canal is lying down. So, the gardens covered with pale-blue flowers are beyond the shining water surface, very attractive.

In the deeper area, you can find elaborated theme gardens which remind us various countries. Such as Chinese, Tibetan, Indnesian, Austrian…of couse Japanese. Every gardens are decorated gorgeously and impressively.

In the deepest position, you'll find 'Impressionist's garden' and countless types of flowers are blooming all at once. And also, you'll find a pond which reminds us Claude Monet's pictures. You can stroll around the pond and you'll find many good places to take photos.

   

We visited there without background information, however, we fully enjoyed. 

One thing that we regret is that we couldn't get around whole sites in one day.

Sail all around Japan: part 3 (final)

 Sail all around Japan: part 3

As we have written in a previous article, we've arrived at the Kagoshima (鹿児島) port, southern end of Kyushu (九州). And also, we have met a very important merchant, Mr. Hamasaki (浜崎氏). The Hamasaki merchant group had wide maritime routes. These routes were west-Kyushu costal line from Kagoshima to Northern area, north-Kyushu and Japan-sea lines to Hakodate (函館) in Hokkaido (北海道). These maritime routes were wide enough to cover our reckless plan.

Although they were one of merchants patronized by the Satsuma-han (薩摩藩), they were a private company. They maintained constant large-scale shipping activities by their decisions. That is the most reassuring thing, because in case of emergency, they can decide their own decisions. We will roll up our sleeves and go as long as we can. And we would like to focus on the route around Hokkaido as soon as possible.

The Satsuma-han (薩摩藩) was considered to be one of the great power (powerful rural governments) in the Edo period. This great power protected the Hamasaki merchant group from the regulations of the central government or "Bakufu(幕府)" and rural governments (諸藩). And it ordered trading and maritime cargo shipping of it's own produces.

We are surprised by the fact that Hamasaki group (浜崎家) visited far north region like Hokkaido (北海道). Having said that, we think we slightly understand the possibility. Because we agree the fact that the Satsuma-han's power was overwhelming other rural governments in the Edo period.

By the way, we would like to explain a little about the maritime cargo in the Sea of Japan (日本海). The cargo ships sailed in the Sea of Japan were called "Kitamaesen (北前船)." These cargo ships started Osaka and visited Shimonoseki (下関), and leaving Shimonoseki, they sailed costal routes of the Sea of Japan to Hokkaido. And after the arrival at Hokkaido, they sailed opposite way. 

The Sea of Japan was difficult to navigate for the cargo ships at that time. However, many merchants tried to enter this business. Because, if they succeeded to enter the business, they could earn quite many fortune.

So, we think the Satsuma-han couldn't keep looking silently, and stuck their noses where the plenty of fortune was there. We think we've mentioned a little sarcastic comment. Therefore, we should leave off around here, because they give fortunate for us, we should say thank you for them. 

Then the story continues like this.

A cargo ship which departed the Kagoshima port (鹿児島港) stops at the Nagasaki port (長崎港). This port locates north-west region of Kyushu (九州).

By the way, why the Hamasaki group had their branch at the Nagasaki port? The reason was that they maintained the trade with foreign countries.

Officially, Japan avoided trade, but actually Japan engaged in trade with the Netherlands and China. And, the Nagasaki port was famous as the only international port to these countries.

The trading ships from the Netherlands visited the Nagasaki port, and the trade between the Netherlands and Japan was flourished there. However, the volume of trade between China and Japan was 9 times larger than the volume between the Netherlands and Japan.  

If we mention the trading products of the Satsuma-han, they exported many seafood and ceramics called Satsuma-yaki (薩摩焼) to China. And also the Satsuma-han was active to the Netherlands. The Netherlands imported gold, silver, copper and camphor or "Shono (樟脳)" from Japan. And this camphor was exclusively exported from the Satsuma-han. The Dutch East India Company shipped camphor as the fragrances to their homeland. The Hamasaki group was involved in this trade and shipping between the Satsuma-han's territories to this port. 

Then, what was the connection between the Nagasaki port (長崎港) and the Shimonoseki port (下関港) ? And, between these ports and "Kitamaesen (北前船)" which sailed in the Sea of Japan (日本海)? That was kelp (one of seaweed) or "Konbu (昆布)." Large amount of kelp was exported to China from the Nagasaki port. And the kelp was produced in Hokkaido (北海道). So, the maritime cargo merchants shipped kelp produced in Hokkaido to the Nagasaki port. Moreover, the merchants group from Nagasaki had the branch at Hakodate (函館) in Hokkaido. Because the trading of kelp was big business at that time.

We suppose that the Hamasaki group (浜崎家) also had the route from Hokkaido to Nagasaki. And they carried the products gathered at Hokkaido to the Nagasaki port using the maritime route in the Sea of Japan. In this way, we traveled Nagasaki, Shimonoseki, and Sado (佐渡).

The reason we got off the Hamasaki's cargo ship at Sado was to find another cargo group here. And that cargo group was called Zeniya (銭屋). The Zeniya group had established in Kanazawa (金沢). They engaged the maritime cargo business mainly in the Sea of Japan. And they had 34 branches in Osaka, Edo and all around Japan. They engaged not only the western maritime route (from Hokkaido to Osaka) but also the eastern route (from Hokkaido to Edo). 

Then the story continues like this.

We find the Zeniya's cargo ship and ride it. It sailed to Hakodate (函館) in Hokkaido (北海道). At this point, it becomes necessary to explain the special circumstances of Hokkaido.

Hokkaido was the region ruled by indigenous people even in the later Edo period. Only around 3 towns, Hakodate (函館), Matsumae (松前), and Esashi (江差) were ruled by Japanese. The rural government governed this area was called Matsumae-han (松前藩). Other area was not governed by any people except the indigenous people.

However, from 1855, the settlement of Japanese began. Because some foreign countries such as Russia and USA began to invade this area. Bakufu (幕府) allowed settlement then, but living in Hokkaido was prohibited before then. So, the cargo ships had visited many area in Hokkaido, but these were temporary stopping for the trading with indigenous people.

Especially in Hakodate, many "Kitamaesen (北前船)" merchants such as Zeniya (銭屋) opened their branches. And majority of the Kitamaesen merchants stopped only 3 towns, Hakodate, Matsumae, and Esashi. They bought products which were gathered by Matsumae-han's employees. And also sold many goods they carried from Osaka or ports of call on the way. Several merchants visited Otaru (小樽), which is located at west coast of Hokkaido and a little north of Esashi. So, for the usual Kitamaesen merchants, Otaru was the north end. 

If so, how we sail off the coast of Cape Soya which is the north end of Hokkaido? And we need to continue the sailing further. Are there any cargo ships which bring us around Hokkaido? It might be the core problem of this adventure. We will consider the problem in the next chapter.  

The true reason we focus on Zeniya (銭屋) is there. Several maritime cargo merchants based in Hokkaido were active in other places around Hokkaido. So, they sailed off the coast of west Hokkaido and visited many west coast towns such as Otaru (小樽) and Rishiri (利尻). They sailed off the coast of Cape Soya (宗谷岬). And also they visited several towns around Nemuro (根室).

Let's check the locations. Hakodate (函館) is located in the southern end of Hokkaido. And Nemuro is in the eastern end. When you sail from Hakodate to Nemuro, the route traveling the east coastal line of Hokkaido is shorter than the west coastal line. So, if there are 2 routes, you would be better to chose the east route. However, there were many ports for trade in the west route.

To tell the truth, we didn't find records of individual cargo routes. But we think there's high possibility that both routes (the west route and the east route from Hakodate to Nemuro) were existed.

Our voyage is held using these routes.

We land Hakodate and change the cargo ship. The cargo ship travels to the Otaru port, the Rishiri port, the Nemuro port, and go back again to the Hakodate port. Then we complete the travel around Hokkaido.

The reason we go back to Hakodate is the uncertainty of the direct cargo route to Edo. We have an information that the cargo merchants of the Sendai (仙台) port were visited around the Nemuro port. So, we can have an extra plan. The extra plan is that we will land the Nemuro port and change cargo group there, who came from Sendai. However, we don't have any information about the Nemuro port at that time.And also we don't know how often the cargo ship from Sendai visited the Nemuro port then. Furthermore, we don't know how many inn were there in the Nemuro port at that time.

At the worst case, we may stay at the Nemuro port a year or more. And we may not find inns or other places to rest in this town. So, we chose a secure route immediately.

 

We chose Zeniya's (銭屋) eastbound cargo ship from the Hakodate (函館) port. We moved to the Aomori (青森) port on the opposite shore, and the Sendai (仙台) port, the Choshi (銚子) port. From the Choshi port, we sail Boso Peninsula and go around it to the Uraga (浦賀) port. We have checked by the government there, and land around Nihonbashi (日本橋). 

We have landed Edo (江戸) again, and completed our reckless adventure!

We don't know the actual adventurers who tried this kind of travel. Our travel is sometimes conveniently for the plot. But, we hope you can agree if you have opportunity you can travel all around Japan using maritime cargo route.

During the travel from Edo to Osaka, we can describe the travel days with some degree of authenticity. However, after the departure of the Osaka port, we cannot. According to a book, shipping on the Sea of Japan was usually from Spring to the beginning of Autumn, and during Winter, no cargo ship could sail there. If our travel delayed and Autumn come when we are around Nagasaki or on the Sea of Japan to Hokkaido, we may get stuck around there. If so, we may need to stay there hole one year.

Lastly, we are happy because Japanese weren't stuck in homeland but at least around the homeland they sailed freely. The route-range was only around the homeland but they tried highly motivated trials. Then, after the feudal era, they soon became one of maritime powers.

Bye! 

 Sail all around Japan: part2

If we make a summary of the 1st story in one sentence, it will be like that. We departed Edo, and we arrived at the Osaka port 12 days later. In our impression, we did well at this point. But, we would face more difficult problems about our next journey from now.

Let's summarize them. 

First, we had already mentioned, we need to sail the Pacific ocean in the south of 'Shikoku (四国)' district, and after that, we should aim 'Kyusyu (九州).'

Next, we have to travel passing through the southern area instead of the northern area (where the traffics had developed).

And finally, we would aim Sea of Japan going almost around 'Kyusyu.'

Then, let's research the information about possibility to sail the Pacific ocean side of 'Shikoku.' The distance between Osaka and Shikoku is not too far. However, we had already mentioned, people didn't travel by ships at that time. The travel by sailing was not popular among Japanese. A few exception was an official travel such as 'Alternate attendance to Edo (参勤交代)' and there would be an emergency transmission some time.

But, we find the fact that the exception was open for business between Osaka and Shikoku. If we can use this exception business, we think we do make a miracle hit. At first, we would like to check the possibility of the route.

This operation was called 'Konpira-bune (金比羅船).' 

In the later of the Edo period, the Konpira-gu (金比羅宮) shrine had been getting people's attention as the spot for a long distance travel. The shrine was located at 'Marugame (丸亀)' in Shikoku. At that time, the long distance travel of common people was prohibited because that was considered as an extravagant behavior. However, there was an exception. If the travel was for religious reason such as pilgrimage to a shrine, that was allowed by the government. (Humans can't live only for work like a horse.)

The Ise-jingu shrine (伊勢神宮) and the Konpira-gu shrine (金比羅宮) were very famous as the destinations of the long distance travels of common people. These people were not everyone but selected few, furthermore, if they could travel, the travel was once-a-lifetime opportunity for them. On the contrary, from the view of the Konpira-gu shrine, so many people visited there and the visitation was unstoppable.

  
By the way, travelers had to journey across the sea to visit the Konpira-gu shrine. The merchants in Osaka had their eyes on the needs of the transportation. They offered inns and ships to the travelers.

'Konpira-bune (金比羅船)' ships traveled from Osaka to the Marugame (丸亀) port in 3 days and a half, if they did smoothly. The reality was different, and the smooth traveling was very few, almost all time the travelers spent without doing anything 5 days and more at their inns. Because of the waiting of the favorable wind. Many became angry and stopped waiting the wind. (Such people walked to Okayama (岡山) district, and they chartered smaller ships, and sailed to Shikoku from there.)

Then the most important question. Can we use this 'Konpira-bune' ship for our travel? The answer is 'No, we can't.' Even though we went over to Shikoku, we can't find the ships to the Pacific ocean side from there. 

Why? That was because of the feudal domain system. The story is a little difficult, so, we will change the chapter here. 

The era when we are imaginary travelling, Shikoku was divided by many feudal lords, Daimyo (大名). We'll describe the arrangement of Daimyo in the map bellow. The central government, the Shogunate of Edo ordered them to keep eyes on each other. So, the neighboring Daimyo weren't friendly to each other. Furthermore, they didn't have commercial activities, and didn't have traffic between each territories.

Accordingly, we can't expect the coastline traffics of Shikoku. (There might be regional costal traffics between neighboring villages, even if these villages were separated by the border line.) As such, we don't select this route because we can't feel confident of the existence of the maritime routes.

What can we do? Our reckless challenge has reached a dead end so easily? Then, we research another possibility. We find another route.

On the map, the Daimyo who dominated the Pacific Ocean side was 'Tosa-han (土佐藩),' who are relatively giant feudal lord. Tosa-han had the maritime route from the port in their territory to Osaka port. They had a monopoly on the product produced in their domain such as lumber, seafood and rice.

Such goods weren't handled by general merchants but special merchants patronized by Tosa-han. Because it would be difficult the samurai of Tosa-han merchandised these large size commercial transactions. Not only Tosa-han but other Daimyo ordered their special merchants the transactions of their local specialities.

These special merchants of Tosa-han lived besides the Kochi port (高知港), where was the very center of Tosa-han. They had their own Sengoku-bune (千石船)、and they traveled to the Osaka port often.

These Sengoku-bune (千石船) threw light on our travel. Which means we have found the maritime cargo route from Osaka to Kochi. And luckily, there is also the route from Kochi to Shimonoseki (下関). Shimonoseki isn't located in Kyusyu (九州) but Honsyu (本州). However, it was very near to Kyushu. So, we suppose that we may easily find the route from Shimonoseki to Kyusyu. 

The cargo traffic between Kochi and Shimonoseki was not so often. However, in this case, we'd like to consider we had very special opportunity to find the traffic. 

Our travel continues like bellow.

We find a timber merchant from Kochi port, and he and we make a deal to ride on his cargo ship. Then we ride his cargo ship (Sengoku-bune) which go back to the Kochi port. We can't find any record about this cargo line's travel time. So, we can't describe the transfer time here. From the previous information, the minimum travel time from Osaka to Marugame is 3 days and half, and to Edo is 6 days. Such figures may help you to imagine how long we spend in the cargo ship. However, there are so many other factors, such as the condition of winds, the loads on the ship or something.

We would like to mention one more thing.

Tosa-han was established at the beginning of the 17th century. And from the very beginning, they had been putting great effort into improving navigation skills. So, they could travel on oceans to Osaka or other places.
 
If we compare it with other maritime cargo lines. The main maritime cargo line from Osaka to Edo had the majority. So, they always had cutting edge technology and technique. We doubt the technology and technique of Tosa-han's ships are level with 'Higaki-kaisen (菱垣廻船)' or 'Taru-kaisen (樽廻船).'
We suppose they sailed along the coastline. (They developed collecting dangerous spots of the coastline route…they focused these kind of development we think.) 

After the landing on the Kochi port, we board another ship belonged with the timber merchant who supported our travel from Osaka to Kochi. 

The ship successfully travel from the Kochi port to the Shimonoseki (下関) port. The area, west of Shikoku (四国), and between Shikoku and Kyusyu (九州) is called the Hyuga-nada (日向灘). This area was famous as the dangerous place for ships.

So, there were many large ports surrounding the Hyuga-nada (日向灘). (The Shimonoseki port which was located at the western end of Honsyu (本州), the Hososhima (細島) port which was at east shoreline of Kyusyu and so on.) 

If we look at other area from Kyusyu, we definitely need to use ships to visit Edo or Osaka or somewhere. Daimyo who had the territories in Kyusyu had their own maritime ships. And they used them when they visit Edo for 'Alternate attendance to Edo (参勤交代).' Furthermore, they used many maritime cargo ships to deliver their special products to the market at Osaka.

In Shikoku, there were only connecting of the dots such as the Kochi port to the Osaka port or the Marugame (丸亀)port to the Osaka port. But, in Kyusyu, there were many connection between large ports in Kyusyu and near Kyusyu. 

So, we can't travel from somewhere in Shikoku to the Pacific ocean side in Shikoku. But, we can travel from Shimonoseki to several ports in Kyusyu.

To be precise, we don't know the main cargo route was including the stopping by Shimonoseki or not. However, if the main cargo ship didn't stop by Shimonoseki usually, other cargo ships visited at a certain percentage. 

Looking back on our journey, we did very few preparation, and if we miss a step, we'll be at the bottom of the deep ocean. But, finally have reached here, we have become able to use a promising information. 

At the southern area of Kyusyu (九州), Kagoshima (鹿児島) district was ruled by Satsuma-han (薩摩藩). And there was a merchant patronized by Satsuma-han, and his name was 'Hamasaki (浜崎)' there. Hamasaki was an extremely rich person who accepted many part of the trading and shipping jobs of Satsuma-han. His shop group had branches all around Japan. We can't describe all of them. But, at least, there were in Osaka, Nagasahi (長崎), Hososhima (細島), Nigata (新潟), Sado (佐渡), Hakodate (函館), Naha (那覇).

There wasn't Shimonoseki (下関) in this list, but describe of Nigata (新潟), Sado (佐渡) and Hakodate (函館) means the operation of 'Kitamae-sen (北前船).' If they had involved the operation of Kitamae-sen, they went in and out Shimonoseki. Because the operation of Kitamae-sen means delivery from Hakodate (函館) to Osaka or vice versa. And each route passed Shimonoseki.

In this way, we find a person concerned the Hamasaki (浜崎) shop group in Shimonoseki (下関). And we make a deal to ride a cargo ship of them. We may stop by the Hososhima port or not, it would not be important difference at all. We finally land the Kagoshima port. About this moving, we have lesser information about the boarding time.
 
Our voyage will stop here this time. At the last moment, we would like to explain a little. According to a reassuring information, namely the maritime route of Hamasaki shop group, we think we can travel to Hakodate (函館). But precise research is not finished.

Please wait until we start next voyage (the next article), bye!

 Sail all around Japan: part 1

We found the description that told "At the Edo period, thousands of 'Sengoku-bune' (千石船) or maritime cargo ships of 1000 and more koku loading ability were traveled all around Japanese costal ocean lines." Furthermore, we happened to see the map named "the ocean lines of 'Sengoku-bune' at the Edo period." And the routes were described all around Japan, from Hokkaido (北海道) to Kyusyu (九州).

By the way, we couldn't travel the past time, exactly the Edo period. However, if we could travel back in the Edo period, do you think we could travel all around Japan by 'Sengoku-bune,' namely the ships at that time? This time, we will describe the article with the words, 'would have' and 'could have' and 'should have.' Then we would like to start the time travel, the tour of maritime cargo ships all around Japan in the Edo period.

We already introduced the fact that there were so many 'Sengoku-bune' (千石船) or large-size maritime cargo ships all around Japan in the later half of the Edo era. These ships were traveled frequently from the production districts to the cargo hub center, Osaka (大坂) and the largest consumption area, Edo (江戸). As you see in the attached map, the routes of the cargo ships were really covered the Japanese archipelago. So, if you imagine in your brain, we think the travel (in the later part of the Edo period) would be theoretically possible. 

First of all, we need to select the starting point. Edo city where cargo ships were mostly concentrated would be appropriate for the place we set off. However, is that really possible to travel around Japan by the cargo ships? And also we need to decide another difficult decision that the route we aim. Should we go north or south? Which route will be effective for us? This decision would be fatal? About the final decision of the cargo lines, we would postpone a little. Again, even though we would have full luck and funds, is that really possible travel around Japan at the later Edo period?  

Before we start our journey, let us consider the situation we were sent. The Edo city of the later Edo period had one million and more residents. It was the first city where had a population of one million. The life of the residents were supported by the shipping from other places. To be specific, supplies were corrected at the largest collecting point, Osaka. These supplies were carried mainly by 'Sengoku-bune (千石船)' or cargo ships. And these cargo ships arrived at Edo and unloaded supplies there. These cargo ships that finished their main role loaded goods of Edo and shipped them to Osaka.

There also were supplies from northern district of Edo, for instance from the Sendai-han (仙台藩) territory. However, the amount of the supplies were smaller than those from southern district such as Osaka. If we selected the route to northern district, we would arrive at least Sendai (仙台) district. At this point, we don't have exact information of the cargo ships which traveled north of the Sendai-han territory. 

Each one is dangerous, however, it would be better to select the southern route from Edo to Osaka first. (In the end it's a matter of intuition.)

Then, which cargo group is more appropriate 'Higaki-kaisen (菱垣廻船)' or 'Taru-kaisen (樽廻船)'? There was the fact that the cargo from Osaka were mainly dominated by these two groups. But, around the later Edo period, the emerging cargo group, 'Bisyu-kaisen (尾州廻船)' became powerful. So, we will postpone the decision a little further.

We will search the information about shipping of the Edo city a little more. There were rice storages of the shogunate in Asakusa (浅草). So, the rice shipped from Osaka was landed at Nihon-bashi (日本橋) or around there and was carried to Asakusa. We guess 'Sengoku-bune (千石船)' which would carry us to Osaka anchored around Nihon-bashi. Then, we pay attention to 'Sengoku-bune' which temporarily stayed offshore of Nihon-bashi.

At this era, no commoner traveled by going across the sea.
(To be precise, there were very few exception, so, if we had a chance we would mention it then.) The Sengoku-bune's clews were only 15 people or so. And for the 15 people, sailing in seas was a life-threatening action. Because the navigation technologies were not established. So, they won't bring some commoners on board. For the clews, the travelers were nothing but nuisances. 

Samurai people might be allowed, because they were belonging governing class. If the governor ordered the boarding, no clew or no owner could reject the order. However, these orders were issued by the sponsor of the cargo such as Daimyo. (For example, if an urgent matter for a certain Daimyo suddenly happened, they made their servants use the cargo ship they had ordered.)

This time, leave it as though an incredible luck come to us. 

 
Then, time has come to decide the cargo ships. 'Bisyu-kaisen (尾州廻船)' couldn't enter around Edo city, because there was an elimination of emerging groups. They could only make a stop at Uraga (浦賀) in front of Edo. Furthermore, they couldn't put in at Osaka and stop at Hyogo near Osaka.

Now, also leave it as though we successfully boarded the 'Taru-kaisen (樽廻船)' aimed back to Osaka.  

When the contest of speed from Edo to Osaka, several cargo ships sailed only six days, but usually the travel time was around twelve days. These cargo ships traveled offshore but along the coastline. The cargo ship we boarded was a sailing ship so the travel was relying on the wind. If the adverse wind had flown, sometimes they went back to the starting point. Let's say that we did well this time. However, we might suffer from severe seasick caught in rough waves.

Our cargo ship departed Edo and resupplied necessary supplies at Uraga (浦賀). And it sailed from the offshore of Shimoda (下田) town to the Kii Peninsula (紀伊半島). Land was totally out of sight. At that time, when the cargo ships got closer to the coast of the Kii Peninsula, they didn't make a stop at some port there, for example Anori (安乗) port. Instead, they anchored offshore of coastline. So, our ship also skipped making a stop and entered the Osaka Bay (大坂湾), and docked at the Osaka port (大坂港). 

There were very few records of voyages at that time. And the analysis of the records were not enough done. Furthermore, disclosure of fruits of research was not enough. As such, our travel was supposed like the previous description.

Thus we had started Edo and arrived Osaka after 12 days.  

By the way, if we traveled by the land route, how many days we had to prepare? At that time, people traveled 40 kilometers a day by walk according to a book information. So, we should spend 13 days from Edo to Osaka. You may say travel over the seas didn't have so much advantage. The reason why the land route from Edo to Osaka had a big advantage was the existence of the highway, 'Tokaido (東海道)'. This highway was the most maintained one from Edo to Kyoto at that time.

However, when you selected the land route, the weather problems prevented your smooth travel very often. For example, you needed to pass large rivers several times and some of them weren't equipped the bridges. When heavy rain fell, your traffic was stopped by the rural government order at the riverside (this was called 'Kawadome (川留)'). And one more information, travel from Kyoto to Osaka was a one day trip by river boats.

All in all, at the later Edo period, there wasn't enough advantage for marine travel. We'd like to finish the first chapter at Osaka. We arrived at Osaka 12 days after leaving Edo. But what will happen next?

There were so many cargo lines in the Seto Inland Sea (瀬戸内海). However, we just had taken a quick look, there was no line to Shikoku (四国). For the travel all around Japan, we have to sail offshore of Shikoku's Pacific side and visit Kyusyu (九州) 's Pacific side. Can we find the route like that?

That's what looking forward to the next article, bye!

 Maritime cargo ship in the Edo era

Ships with the capacity of ocean voyage had been enlarged during the Sengoku period (1493～1603). However, the movement of growing was stopped at the beginning of the Edo period (1603). The enlargement of the ocean-going ships was requested by the time, in other words, to fulfill the military demands at that time.

Firstly, the enlargement of them was attempted to create favorable situations in the domestic battles. And later, in the end of the Sengoku period, exactly when Toyotomi Hideyoshi attempted the invasion into the Korean peninsula that was increased rapidly. He hoped to make military bases in Korea for the advancing of his army, and had the ambition to dominate the whole Chinese Empire. Then he ordered to make a bunch of large battle ships with the capacity of ocean voyage. Along this flow, ships which could travel on oceans were developed in Japan.

When the Edo period began, the diplomatic policy was changed by the administration, namely the Tokugawa shogunate who destroyed the previous administration, the Toyotomi family. They decided the seclusion of the country. The voyages abroad were prohibited.

Then it became needless the operations of the large ships which could travel abroad anymore. Furthermore, the prohibition of constructing ocean-going ships was ordered by the government, the Edo shogunate. The development of ocean-going ships of military use also stopped after this order.   That ment for Japanese there was no needs to construct ocean-going ships. Is that really happened in the Edo period? 

Neither they were. The development of  ocean-going ships and ocean-going transportation of commodities were urgent problems for the Japanese society at that time. Then the development skyrocketed. According to the progress, the trend of enlargement of ocean-going ships was reheated drastically.

To begin with, let us make a list of the problems which caused the maritime cargo development. 

When the Edo period started, several land highways were repaired. However, such highways were only between 3 big cities, Edo and Kyoto and Osaka. These were not enough. These were like thin threads viewed on the scale of Japan. At that time, carriers of land transportation were horses or labors themselves, and they carried goods on their back. They couldn't carry very much. So, when you needed to carry large amount of supplies, you needed to hire amount of labors and find amount of horses. Thus the land traffic was not suitable for large size transportation.

On the contrary, ocean-going transportations operated large size cargo ships at the middle of the Edo period. The cargo ships were called "Sengoku-bune (千石船)" or large junk, and they carried 1000 koku (150 tons). If we compare with a horse, because the horse can carry 120 kilograms per one horse, "Sengoku-bune" have a carrying ability of 1250 horses. No matter how strengthened the land highways, they couldn't overwhelm the ocean-going transportations. 

Because the power of the carriers were far different between the land's and the ocean's.

Then, try changing your perspective and look at the social system at that time. When the social system of the Edo period became to fall into the place, mass transportation of commodity was required. Especially, transportations to Edo and Osaka became to be increased rapidly. 

That was because samurai society ordered farmers to make rice. They collected rice as annual tax, cashed out and earned profit. For the Tokugawa family who was the ruler of the society, the structural outline was same as other samurai. They also needed to transport huge amount of rice from their directly controlled territories. Rice was gathered to the largest collection center, Osaka and removed to the headquarters, Edo.

  
In the Edo period, 300 and more land lords, "Daimyo (大名)" had same problem. They had the problem of cashed out the rice their farmers produced. 

Most of "Daimyo" didn't have large size markets which could cash out large size rice in their territories. So, many "Daimyo" transported rice to the markets. At that time, Osaka was the largest market of rice, so, rice was collected there from all around over Japan.

Some "Daimyo" who had the land facing coastline noticed the fact if they tried to carry their rice using the ocean-going transportation, they could earn more benefit. Then several "Daimyo" who had battle ships (so they had had the ability to operate large ships enough to transport amount of rice) tried 
to build the route from their dominant territory to Osaka. Candidates of the pioneers were the "Kaga-han (加賀藩)" in Kanazawa (金沢) district and the "Kisyu-han (紀州藩)" in Wakayama (和歌山) district. Because they had large territories, national wealth, knowledge about constructing ocean-going ships.

People belonging the merchant class also noticed the fact that if they activated the ocean-going traffic of commodities, they would earn more money. Soon after the beginning of the Edo period, many maritime cargo-routes were developed by merchants across Japan. At first, the routes were not offshore but along coastlines. If we classify here, these route were from production areas to consumption areas, from production areas to collecting waypoints, and from collecting waypoints to consumption areas. The product was mainly rice but so many regional special products also transported.

The merchants who engaged in the new business were the Purveyors of the "Daimyo" at first, but soon the new type merchants were established. They specialized in maritime cargo transportation. And their direction had a point and they were superior to Purveyor-type merchants. Once the new type merchants who specialized in maritime cargo transportation were normalized, many spin-off markets began. Then, during the Edo period, the maritime cargo transportation business flourished in whole Japan. At the root was the lasting peace given by the Tokugawa shogunate. Maybe it's best not to say anything more about it.

 

We'd like to see another perspective which was the uneven distribution of population at that time. During the Sengoku period (1493～1603), if the war had happened getting a certain city involved, citizens couldn't continue their life there. Then, the certain city was vanished, and after the war was finished, people came back to the city again. The situations were continued during the Sengoku period. As we thought, the peace brought by the administration of the Tokugawa family was very important. 

Because, for example, increasing or decreasing of the number of certain city's population became worth considering after the Edo period.

   
The numbers we'd like to show after this were all estimated numbers. At the beginning of the Edo period, population of Edo was seven hundred thousand, Kyoto was four hundred thousand and Osaka was two hundred thousand. And at the middle of the Edo period, population of Edo was one million, Kyoto was four hundred thousand and Osaka was four hundred thousand. Edo and Osaka increased their population and Kyoto was continued their population. On the other hand, whole population of Japan was continued in the same level, around 30 million during the Edo period (1603～1867). So, the population of the 3 big cities was quite large and the fact characterized the society of the Edo period, we think.

The population was distributed unevenly in the urban areas. Even in the territories of "Daimyo," large percent of people lived in urban areas such as capital city with the castle of the lord. And in the surrounding areas, there were farmlands, but there weren't so many people lived there. 

The 3 big cities where the population concentrated were also the large-scale commodity consumption places. Edo city had especially large-scale population. 

So, the needs of the citizens were not enough of products made by themselves and made by their neighboring areas. It was necessary to bring commodities from the production areas or collection centers. According to the situation at that time, the maritime cargo traffics of commodities by merchants were developed. The true reason of the development of the maritime cargo transportation was the social structure of the Edo period.

 
Until the later half of the Edo period had begun, there were so many ocean-going transportation routes. These were covered all of shorelines of Japan from the northern end to the Southern end. At the highest stage, several thousands merchant ships did coming and going of the coastline of the Japanese archipelago. 

If you look closely, the route from Osaka to Edo was the largest transportation route. In the route, there were 2 famous merchant groups of cargo-vessels. 

These were called "Higaki-kaisen (菱垣廻船)" and "Taru-kaisen (樽廻船)." 

"Higaki-kaisen (菱垣廻船)" brought every kind of commodities which ordered to transport. They were established in Osaka and engaged the transportation from Osaka to Edo or vice-versa. They gained the transportation fees according to the commodities. Their main cargo was rice, but they accepted any kind of goods. 

"Taru-kaisen (樽廻船)" mainly brought "Sake (酒)" produced in "Nada (灘)" district. "Nada (灘)" district is located near Osaka (current Kobe city (神戸市)" and very famous production area of "Sake." They were established for Sake delivery which produced in "Nada" district. "Taru (樽)" was the name of the container of "Sake."

If we select several famous cargo vessel groups, "Kisyu-kaisen (紀州廻船)" and "Bisyu-kaisen (尾州廻船)" were also famous. These 2 were originally "Daimyo" governed traffic. At first, Daimyo prepared the port, and newly founded regional merchants participated the operation later. These groups were developed to bring amount regional special products. Because, transnational market economy released its first cry in the beginning of the Edo period.

"Kisyu-kaisen (紀州廻船)" was established by "Kisyu-han (紀州藩)" and engaged the transportation from "Siroko (白子)" which is Mie (三重) Pref. now to Edo. This cargo ship group transported mainly commodities produced in "Kisyu-han" which were rice, mandarin oranges, cotton clothes and so on.
   
"Bisyu-kaisen (尾州廻船)" was by "Owari-han (尾張藩)" and from "Chita (知多)" which is Aichi (愛知) Pref. now to Edo. And it transported "Sake (酒)", vinegar, tile roofs and so on. 

At the beginning of the Edo period, merchant ships were around 200 "koku (石)" size. For your information, "koku (石)" is a unit of weight in old times, and 1 koku is about 150 kilograms. The reason why the size of merchant ships were only 200 koku was the rule made by the government at that time. The rule called "the prohibition of constructing ships larger than 500 koku." And it was put into operation at 1609. (the Edo period lasted from 1603 to 1867)

The start of "Higaki-kaisen (菱垣廻船)" was 1619, so, maritime cargo by merchants was started very soon after the beginning of the Edo period. When the maritime cargo was accepted in the society, that became more frequent and larger scale. Then the merchant ships became larger. According to the trend, merchant ships were excluded from the subject of the prohibition. Consequently, large scale shipping agencys such as "Higaki-kaisen (菱垣廻船)" and "Taru-kaisen (樽廻船)" became to use "Sengoku-bune (千石船)." So, "Sengoku-bune" became the ward referred to maritime merchant's cargo ships.

The jumboizing of merchant ships and developing of related skills brought about changes in their "navigation." During the early time, merchant ships sailed along coastal routes. It caused frequent troubles such as running aground and delay. After the jumboizing, they began offshore sailing. The usual sailing time from Osaka to Edo was about 30 days in the early Edo period. That was shortened to about 12 days in the later Edo period.

  
The relationship between boatmen and maritime merchants was adjusted. At the start, sometimes troubles happened such as stealing by boatmen. But maritime merchants developed ruling system and well-managed situation was settled. From different perspectives, there were ups and downs among maritime merchants. To give an example "Higaki-kaisen (菱垣廻船)" did well at first but later they declined, and after that, "Taru-kaisen (樽廻船)" inherited the position. 

By the way, "Sengoku-bune (千石船)" was most commonly used in Japanese maritime cargo and also the word became synonymous with the system. Then, how big the "Sengoku-bune" was? There were many different sizes according to the belongings. To give an example, total length was 29 meters, total width 7.5 meters and total crews 15 people.

Let's introduce "Atake-maru (安宅船)" as a comparison, which was the last large-scale battle ship the shogunate constructed in the early Edo period. Its total length was 38 meters, total width 16 meters, and loading capacity 7370 "koku (石)". If you compare "Sengoku-bune" and "Atake-maru", you will notice several things. Even though "Sengoku-bune" has 1000 "koku" loading ability, it was slimmer and could sail more quickly than the battle ship of the Sengoku period.