Atlantic Ports Research Articles

Situating Merchants in Late Eighteenth-Century British Atlantic Port Cities

Merchants living in the early modern era experienced their commercial successes and failures not only as participants in great Atlantic world networks of traders and goods, but also as residents of particular local places. Scholars’ sensitive and rich portraits of port city commerce portray international traders as the decision makers who shaped longdistance trade, which in turn had a profound influence on the developing character of individual port cities. Integrating and improving across great spans of time and space, the British Atlantic merchant formed coherent networks that shared a language of credit, trust, and profitable exchange. But just as significantly, we can start to integrate the myriad daily economic choices of local city residents with those of merchants, and we can do so productively by recognizing the “cityness” of ports, a quality constituted from the constant interactions, negotiations, and perceptions of their residents within man-made and natural surroundings. This article tests how the intertwined natures of long-distance trade and local cityness affected the different commercial trajectories of three merchants in three different British Atlantic ports.

Maritime Route Delineation using AIS Data from the Atlantic Coast of the US

This study examines maritime routes between ports along the Atlantic coast of the US, utilising Automated Identification System (AIS) data for the years 2010 through 2012. The delineation of vessel routes conducted in this study was motivated by development planned for offshore Wind Energy Areas (WEAs) along the Atlantic coast of the US and the need to evaluate the effect of these development areas on commercial shipping. To this end, available AIS data were processed to generate commercial vessel tracks for individual vessels, though cargo vessels are the focus in this study. The individual vessel tracks were sampled at transects placed along the Atlantic coast. The transect samples were analysed and partitioned by voyages between Atlantic ports to facilitate computation of vessel routes between ports. The route boundary analysis utilised a definition from UK guidance in which routes' boundaries encompassed 95% of the vessel traffic between ports. In addition to delineating route boundaries, we found multi-modal transverse distributions of vessels for well-travelled routes, which indicated preference for lanes of travel within the delineated routes.

“The sole owners of the land”: Empire, war, and authority in the Guajira Peninsula, 1761–1779

ABSTRACTThis essay reverses conventional images of the colonial Atlantic world by showing how Native power and politics set the parameters within which Spanish colonial officials acted. It charts shifting alliances between the latter and Guajiro alaulayus (leaders) – who were related by blood or marriage – in the 1760s and 1770s, and between alaulayus and the captains of non-Spanish ships. It argues that conflict and competition among alaulayus determined the contours and limits of such alliances. Conflict and competition among alaulayus, in turn, was fueled by perceived violations of Guajiro law concerning property rights, principally cattle rustling, as well as by conflicts over access to key Atlantic ports. Thus Guajiro kinship, law, property relations, trade, and politics dictated the terms, extent, and success of Spanish engagement, missionary as well as martial. Spanish presence was contingent on the goodwill of one or more Guajiro alaulayus, whose power derived in part from the broader Atlantic trade networks in which they participated, and constrained Spanish imperialism. This view rejects conflict and competition among European imperial agents as the chief determinants of indigenous autonomy. Native peoples such as the Guajiros shaped the course of European empires as much as they were shaped by them.

Maritime Labor, Economic Regulation, and the Spoils of Atlantic Commerce in Early Philadelphia

Like other Atlantic ports, Philadelphia relied on the services of local pilots to steer ships in and out of its harbor. Seagoing vessels faced different risks in shallow coastal waters than they did on the open ocean, and many crews were grateful for the assistance of skilled pilots. Nonetheless, these local experts occupied an uneasy niche in maritime comerce. Merchants resented the expense of their services, and captains sometimes bristled at the implicit challenge to their authority, even as the pilots themselves pressed for more generous compensation. Beyond the conflict between pilots and captains, the particulars of an attepted regulatory regime also pitted transatlantic traders against coasting merchants, and novice pilots against their more experienced brethren. The fight over harbor pilotage reflected broader conflicts over the shape of the Atlantic economy and how its benefits would be distributed.

Catholic Conspirators? Religious Rebels in Nineteenth-Century Cuba

Previously untapped, Catholic Church records document historic networks among free black communities in Havana, Matanzas and other Atlantic ports. In earlier centuries, membership in overlapping religious and military corporations advanced their interests and gained them status in Spanish society. The slave revolt of Saint-Domingue, the Cuban sugar boom and the rise of abolitionist activity, however, caused their position to deteriorate rapidly in the nineteenth century. The alleged conspiracies of Aponte in 1812 and La Escalera in 1844 ruined them. Leaders were executed and hundreds more were deported in an Atlantic diaspora. Ironically, the well-recorded connections these groups maintained in the military and the Catholic Church allowed Cuban officials to target them and neither previous loyalty nor service could save them.

3D Animation of the Transpyrenean Corridor Created by GIS Tools

The Transpyrenean Central Corridor plays a vital role in the transportation of goods from the Atlantic ports to the North of Europe. In the European context, the central corridor was originally called Priority Axis Number 16th in the Trans-European Transport Network. Afterwards, it became one of the objectives of the global network for 2050. This work is part of the collaboration agreement that Zaragoza Logistics Center maintains with Fundación Transpirenaica to promote, encourage and boost the role of rail in the Peninsula and Europe. The main objective of this work is to demonstrate the relevance of each logistic node (ports, airports, rail terminals, logistic platforms, etc.) through which the Central corridor passes using three-dimensional animation. In this way its geostrategic position is clearly in evidence and the large economic impact derived from its interconnectivity with ports, airports and transport and logistic infrastructures. The paper also aims to reflect the low environmental and territorial impact that this freight rail corridor represents, respecting natural parks and protected areas, showing in turn the viability of the route for low-slope areas. The rail corridor begins in Algeciras (Spain) and Sines (Portugal) and ends in Paris; for stretches of the route whose current state is not fully defined (under construction, projected future, studying alternatives, etc.), the most reasonable current scenario has been used. The article is a description of the methodology of a 3D animation generation of a corridor where some challenges such as the management of layers and the recording compilation have been overcome. Therefore, the methodology can be applied to any other case study, not only a road infrastructure but even a river, a valley, etc. The range of stakeholders that would benefit from this work goes from entities such as Fundación Transpirenaica–in their promotion of the corridor capacities–, the Administration–to show the feasibility of the path–, and in general companies interested in extending the concept of supply chain management to other geographical areas and also interested in the use of intermodal modes for that end.

Evaluating Container Ship Routes: A Case For Choosing Between The Panama Canal And The U.S. Land Bridge

For container traffic from the Far East to Europe, shipping routes and transportation choices are about to be taken to a new competitive level. Ship sizes have increased through time, yet the Panama Canal has remained unchanged, struggling to keep pace with larger size traffic. Over that same time span, more logistical pressure has been placed on the U.S. as a land bridge for container traffic from Asia to Europe. However, the canal is set to open new locks to accommodate today’s biggest container ships, creating more choices for container traffic to many eastern Atlantic ports. In our work, we investigate choices for container ship transportation from the eastern Pacific to the western Atlantic based solely on time. Choices include traveling through the Panama Canal or using the U.S. as a land bridge (via truck and rail car). A breakeven methodology, given vessel size, is employed to discriminate between paths. Implications for decision-making are then presented and discussed. Interested parties of our work might include those investigating multi-modal integration opportunities, those seeking transportation efficiencies in water, truck and rail, and students as a case assignment in Transportation and Logistics courses.

Port Development and Town Planning in North West England

This paper examines the links between the development of harbour facilities and planned towns, especially in the head port area of Carlisle in North West England. Largely based on documentary research and field observation it examines the development of Whitehaven and other Atlantic ports it influenced in Cumberland, Westmorland and north Lancashire. It examines these developments in their international context and shows how they were initiated by local landowners to maximise the output of their estates and to enhance their personal prestige. Beginning in the seventeenth century the paper demonstrates how this tradition of town and harbour foundation continued on into the nineteenth century when it was adopted by corporate concerns, especially railway companies. The paper concludes by highlighting how harbour developments associated with town planning helped to urbanise and stimulate the economy of a previously under-developed area. Two maps identify the locations of the places discussed.

Taxon‐ and vector‐specific variation in species richness and abundance during the transport stage of biological invasions

Recent empirical and statistical evidence suggest that propagule pressure (i.e., number of individuals introduced per event, and the number and frequency of events) and colonization pressure (i.e., number of species released per event, and the number and frequency of events) are of vital importance to invasion success. To explore possible changes in propagule and colonization pressure during the transport stage of the invasion process, we examine abundance and species richness of virus‐like particles, bacteria, diatoms, dinoflagellates, and invertebrates transported in commercial ships—a leading vector for global spread of aquatic nonindigenous species. We collected 154 ballast water samples from ships that had performed or were exempt from ballast water exchange (BWE) prior to arrival at Pacific and Atlantic ports in Canada and Laurentian Great Lakes ports. We found that abundance and species richness varied across taxa and regions, with ships arriving to the Atlantic region carrying the highest abundance of taxa. The highest species richness of invertebrates and diatoms was recorded from ships arriving to the Pacific, whereas the richest communities of dinoflagellates occurred in the Atlantic region. We also found that BWE had no effect on abundance or species richness of most taxa (dinoflagellates, diatoms, bacteria, and virus‐like particles), whereas the effect on abundance of invertebrates was not clear. Finally, longer voyages resulted in lower abundance of all taxa except dinoflagellates, and lower species richness of diatoms. Paradoxically, the elevated abundance and species richness of dinoflagellates following BWE suggest that this group could have enhanced invasion potential when ships manage ballast water by exchange.

Geology and development of Aguacate mines, Costa Rica

The Aguacate mines are situated on the pacific 18 months, thus giving a through railway from the side of the republic of Costa Rica, in the Aguacate Atlantic to the pacific. Machinery can be delivered mining zone, province of Alajuela, and consist by United Fruit Companyś steamers sailing from of about 1,500 acres. The property is reached by Mobile, New Orleans, New York, Boston, etc., to steamers sailing from Atlantic ports of the United port Limon, and over that companyś railway to States to port Limon, the Costa Rican port of entry San Jose.

Expanding the Frontiers of Western Jamaica through Minor Atlantic Ports in the Eighteenth Century

This article focuses on the role of minor ports in eighteenth-century Jamaica. It examines the island’s western ports of Montego Bay, Lucea, and Savanna-la-mar. In 1766, the British Parliament passed the Free Port Act of Jamaica, which resulted in an increase in sailing traffic from neighbouring Caribbean colonies and other colonies and kingdoms in the Atlantic world. By mid-eighteenth century, western Jamaica experienced a significent amount of growth in its commercial, agricultural, and communication sectors. In addition, enslaved Africans and Scottish emigrants arrived directly from West Africa and Scotland to minor ports in western Jamaica.

Au fil des eaux de la Sèvre: Une interface avec les colonies d'Amérique au XVIII e siècle

In focusing mainly on the study of the great Atlantic ports to understand the relationship between early modern France and its colonies, particularly New France, historiography has neglected the hinterlands. As a result, the maritime economy remains imperfectly documented. The aim of this contribution is to measure the impact of colonial and maritime relations on the countryside inland from La Rochelle and Rochefort, along the Sèvre niortaise, and to assess their importance in the spatial organization of these territories. What we discover is not only a trade and transit area, but also a production and transformation platform dealing with New France. Migratory flows also contributed to these colonial exchanges: the region of Marans and the Sèvre axis were a recruiting and transit area for people who made their way to the other side of the Atlantic in the eighteenth century.

The Road to Canada: The Grand Communications Route from Saint John to Quebec (review)

Reviewed by: The Road to Canada: The Grand Communications Route from Saint John to Quebec Robert Mackinnon The Road to Canada: The Grand Communications Route from Saint John to Quebec. Gary Campbell. Vol. 5, The New Brunswick Military Heritage Series. Fredericton: Goose Lane Editions / New Brunswick Military Heritage Project, 2005. Pp. 115, illus., b&w, $14.95 paper This book is about a transportation route that 'formed the backbone' of the French and British Empires in eastern North America (11). The 'Grand Communications Route' – which followed the Saint John River to the junction of the Madawaska River, then ran along the Madawaska towards Lake Temiscouata, and over the 'Grand Portage' to Rivière-du Loup – was the principal overland route between Saint John and Quebec when the Saint Lawrence was closed to navigation in winter. The primary focus of the book is on the extent of military travel along this route between the seventeenth century and the mid-nineteenth century, when railway and telegraph lines began to bridge the distance along this difficult overland route. Chapter 1, 'Establishing the Route: The Beginnings to 1760,' addresses the use of this route by the First Nations of the region and the French, and describes the fortifications that were built to protect this line of communication (at Edmundston, Meductic, and near Fredericton and Saint John). During the French Regime, canoe and portage travel along this route was regularly recorded, and by 1700 it had already become an important strategic factor in the administration of Acadia and its military affairs. Chapters 2 and 3 deal, respectively, with the Planter and Loyalist settlement era (1760–85), and the subsequent colonial period (1785–1824). The boundary dispute between British North America and the United States is outlined, as are the attempts to secure the route to enforce British claims. Among the most interesting of these was a plan initiated in 1787 to establish a postal service along the 'Grand Communications Route' via a series of 'post-houses' built at intervals of between forty and forty-eight kilometres between Fredericton and Quebec. The 690-kilometre distance to Quebec along this route required at least sixteen days of arduous travel (51–2). An account is also provided of an epic march along this route in the winter of 1813 by New Brunswick's 104th Regiment, in which the author's great-great-great-great grandfather participated (58–61). Chapter 4 explains the events that led to the resolution of the Maine–New Brunswick border controversy, which finally secured the Saint John River route to Canada for the British in 1842. Chapter 5 focuses on transportation improvements up to 1870 that consisted of new road construction, the establishment of small garrisons, [End Page 428] barracks, and blockhouses, the use of towboats and steamers, and the completion of telegraph and railway lines. Both chapters emphasize how these developments influenced the movement of troops from the Atlantic ports of Halifax and Saint John to Quebec, especially during the American Civil War (1861–5). By this time, the volume of traffic along the 'Grand Communications Route' had increased significantly, with more than 6,500 troops recorded passing through Rivière-du Loup in 1862 from the Temiscouata Portage (94). However, once the Intercolonial Railway was completed later in the 1870s, via the more northerly route between Campbellton and Métis, the strategic significance of the 'Grand Communications Route' faded. Together with volume 1 in the New Brunswick Military Heritage Series, Saint John Fortifications, 1630–1956, by Roger Sarty and Doug Knight, this slim volume provides an overview of the strategic importance of the Saint John River region in the geopolitics of seventeenth-, eighteenth- and early nineteenth-century eastern North America. An appendix that lists significant historic sites that may be visited when travelling along the Trans-Canada Highway – that still follows stretches of the 'Grand Communications Route' – will be of interest to visitors to the region. Much more could be said about the level of trade and commerce along this important transportation arterial, and of this route's significance to the important timber trade of New Brunswick and Quebec. The 'Selected Bibliography' could also be more comprehensive and inclusive of regional studies...

Las rutas del libro atlántico: libros enviados en el navío de Honduras (1557-1700)

In this work we analyze shipments of books in the Honduras route, which traveled between Seville and Central America’s Atlantic ports. We analyze a sample of 52 registers from the Honduras fleet, comprising 20 percent of the total. This has allowed us to locate the book lots declared for 34 ships, a total of 130 book shipments. This group of materials reveals key features of the books’ little known arrival circuit through merchants, booksellers, and private individuals. Study of these intermediaries reveals some of the networks involved in the book trade. Study of the titles sent moreover reveals an important sample of European printed texts that arrived in the area of Guatemala and Honduras during the sixteenth and seventeenth centuries.

Black Life on the Mississippi: Slaves, Free Blacks, and the Western Steamboat World (review)

Black Life on the Mississippi: Slaves, Free Blacks, and the Western Steamboat World. By Thomas C. Buchanan. (Chapel Hill: The University of North Carolina Press, 2004. Pp. 272. Illustrations, maps. Cloth, $32.50.)Thomas C. Buchanan makes a welcome and significant contribution to the history of slavery and African Americans with this interesting and well-researched work. Just as historians have recognized significant variation in the slave experience on land, recent works have explored the presence and occupations of black Americans along the country's waterfronts. Until now, that meant examination of black watermen in Atlantic ports or along the Gulf of Mexico, but Buchanan reminds us of the extensive western steamboat economy sustained by slave and free black labor.Buchanan is especially skillful in using statistical and anecdotal evidence. His years of archival research have turned up many relevant needles from the haystack of census, newspaper, and court records. He discusses the size of the black workforce, their specific occupations or areas of employment, and the significance of river work within the larger economy, and he includes some of the most relevant census data in appendices.Buchanan begins his book by outlining the parameters of this world, including the rapidly growing western river economy and the places of black workers within it, the work culture of steamboats, and the influence of river culture on the institution of slavery in the region. The middle chapters examine how black river culture worked to maintain slave family communication, while contributing to escape networks and expanding the notion of community. At the same time, these chapters explore the varied methods of resistance used by blacks, from becoming river outlaws to work control. The final sections detail how the Civil War and emancipation brought change to the slave culture of the river, and Buchanan describes ways in which workers' lives were both transformed and remained the same during the war and Reconstruction.There was overlap between river and ocean work, literally and figuratively. Steamboat workers might move from river work to ocean trade or back again in New Orleans, and like their deepwater counterparts, river workers experienced similar access to information, escape, and the wider world in general. Slaves who worked the western rivers were frequently hired out by owners in cities and towns along the waterways. Agents placed some slaves on boats, while others were self-hires who negotiated their own terms of work (22). Slave owners and ships' officers faced the usual problems of slaves in maritime employment-gaining necessary labor while restricting access to dangerous ideas and the potential for escape. Unlike that coastal world, however, women had access to employment on the rivers, and the chance to become a chambermaid on a steamboat gave some women a degree of mobility, freedom, and independence rare in the slave world. This did not come without hazard, however, because as Buchanan notes, [c]hambermaids faced the harshest forms of violence (55).Steamboat work in general was dangerous and brutal, but the breadth of the black community employed was greater than in other maritime work. Because porters, barbers, barkeepers, waiters, and chambermaids could find regular work in inland maritime employment, a broader cross-section of the African-American community was tied to the river and steamboats than was the case in deep-sea Atlantic trades (59). White captains and officers controlled the vessels and when staffed by both black and white labor, segregation was the rule. Rivers, like the oceans and coastal waters, were frequent avenues of escape; vigilance by owners and captains-e. …

L’approvisionnement de la Bretagne en matières riches en protéines : situation actuelle et scénarios d’évolution à l’horizon 2015

Brittany which is one of the main European areas in term of animal compound feed production and high protein feed consumption, is for his supply strongly dependant on external areas including foreign countries and other French regions. A prospective work based on a simulation model named FEEDSIM has been developed at the regional level associating economics actors and local public administrations. This paper presents some methodological aspects, some general hypothesis concerning three scenarios at the 2015 horizon and some results concerning more specifically regional animal productions and means of supplying (nature of meals and cakes used in compound feed industry and in direct, transportation by road and rail, activities of the different Britain and Atlantic area ports, etc.). This paper also presents some main orientations for the continuation of this work.

L'Espagne et les espaces atlantiques

The growth of transatlantic trade between Spain and the Americas was severely hit during the 17th Century. After 1700, the Bourbon monarchy attempted to remedy this situation by creating several trading companies and, above all, by putting an end to the monopoly of the port of Cadiz in 1778. This led to a considerable growth of transatlantic trade which benefited several Mediterranean and Atlantic ports. But the Revolutionary and Napoleonic Wars led to a collapse of the commercial ties between Spain and its colonial American empire, which was about to escape its control completely.

Liberdade: rotinas e rupturas do escravismo no Recife, 1822-1850

In this ambitious work, Marcus J. M. de Carvalho examines the changing meanings of slavery and freedom in a major city in northeastern Brazil. The contexts of the long-term decline of the sugar economy, the imminent closure of the African slave trade, the political struggles of the early nineteenth century, and rising opposition to slavery itself make Recife a fascinating setting for a study of slave resistance. Recife’s contaminated water supply allowed some urban slaves a freedom of movement unusual even by the standards of other Atlantic ports. Slave canoemen constantly traveled outside the city for fresh water, exchanging news and rumors from the countryside with the domestic slaves and sailors who awaited their return. In their varied movements and occupations, wage-earning negros de ganho and enslaved marketwomen developed extensive skills and social contacts through which they sometimes acquired freedom. Other slaves took advantage of the northeast’s continual political upheaval to disappear into the armed forces or escape to a nearby quilombo.Although many slaves did flee, Carvalho stresses that most struggled for degrees of self-determination even in bondage. He contends that daily negotiation and conflict with masters indicated not slaves’ accommodation but hard-won “steps on the road to freedom” that might someday be turned to flight. To illustrate his argument, Carvalho approaches some familiar sources with innovative methodology, as in his creative reading of fugitive slave advertisements. When a master wrote that he suspected a runaway of changing his name to seek work as a free artisan, he did not air groundless speculation but described a strategy slaves used to increase their independence even as captives. To assume a free identity and earn wages for oneself, even temporarily, made a mockery of masters’ pretensions to total domination (and of some historians’ claims that slaves became mere objects through coisificação). As the notices demonstrate, some slaves permanently transformed these pretenses of freedom into reality; others adopted them only for a time, but not without strengthening their own sense of independence and weakening their masters’ control. Such insights lead Carvalho to challenge the viability of absolute distinctions between slavery and freedom to describe a hierarchical society where few individuals entertained illusions of complete autonomy.In his focus on slave agency, Carvalho contributes to a rich tradition of recent scholarship on slave resistance in other Brazilian regions by other authors, namely, João José Reis, Silvia Lara, Sidney Chalhoub, and Hebe Mattos de Castro. Regrettably, much of the documentation that has allowed these researchers to examine the daily lives of slaves in other areas—testaments and inventories, manumission letters and lawsuits, civil and criminal court records—has apparently been either destroyed or misplaced in the Recife archives. Carvalho has tried to fill the gap with close readings of the newspaper accounts, censuses, and administrative reports available to him, which he informs with a broad knowledge of North American as well as Brazilian literature of slavery. Too often, however, he has been forced to substitute comparative examples and theoretical propositions for the consultation of documents deriving more directly from the experience of Recife slaves. A bibliographic note would at least have informed the reader of some of the severe handicaps Carvalho has had to confront. Finally, a fuller integration into the book’s main argument of some of the background material presented in parts 1 and 2 would have brought greater strength and coherence to the whole. These faults notwithstanding, Carvalho presents new findings and creative interpretations and raises provocative questions sure to stimulate discussion and inspire further research on this crucial region.

Black Liverpool, Black America, and the Gendering of Diasporic Space

The terms Liverpool and America, no less than African refer to racialized geographies of imagination. The mapping of racial signifiers onto geographical ones lends such terms illusion of referring to physical rather than social locations. That there is no actual space that one could call the African diaspora, despite how commonly it is mapped onto particular locales, points attention to ways that social spaces are constructed in tandem with processes of racial formation. Inspired by Paul Gilroy's first book, There Ain't No Black in Union Jack: The Cultural Politics of Race and Nation (1987), I set out in 1991 to study meanings and practices surrounding race and nation in Liverpool, England. Set in a city with one of longest-settled populations in United Kingdom, my research investigated why and how identity is constituted as mutual opposite of English and British identities. Yet in pursuing these themes, I became increasingly amazed at how frequently my informants would make discursive forays into black America. Nested at key moments in their narratives were references to formative influence that America-in many forms-has had on racial identity and politics in their city. The experiences they narrated were varied, and narratives themselves were rich, poignant, and deeply gendered. Black Liverpudlians told of their relations with American servicemen (or GIs) who were stationed outside their city for some 25 years following World War II.1 Men and women also spoke about travels of their own African, Afro-Caribbean, and native Liverpudlian fathers who were employed as seamen by Liverpool shipping companies. The global wanderings of city's men often brought them to Atlantic ports of

The contribution of the global thermohaline circulation to the Pacific to Indian Ocean Throughflow via Indonesia

World ocean simulations are used to investigate the pathways feeding the Indonesian throughflow as a function of depth, including the role of the global thermohaline (“conveyor belt”) circulation. The simulations use a horizontal resolution of 1/2° for each variable and the vertical resolution ranges from 1.5‐layer reduced gravity to six layers with realistic bottom topography. They are forced by the Hellerman and Rosenstein [1983] monthly wind stress climatology. Contrary to the classical theory of Stommel and Arons [1960], the Naval Research Laboratory model shows the Antarctic Circumpolar Current (ACC) region as the main region of abyssal to upper ocean water upwelling which compensates for the deep water formation in the far North Atlantic, a result corroborated by recent observational evidence [Toggweiler and Samuels, 1993]. We examine the contribution of the global conveyor belt circulation to the throughflow by systematically varying the model dynamics (e.g., by disabling the far North Atlantic ports which parameterize deep water formation in that region). The model simulations show a global conveyor belt circulation contribution of 5.7 Sv to the throughflow, a contribution provided mainly by wind‐driven upwelling in the Indo‐Pacific ACC region. This is due to a cooperative interaction between the thermohaline and wind‐driven circulations. The thermohaline circulation makes the throughflow more surface trapped and less subject to topographic blocking in the Indonesian passageways, while the wind‐driven circulation provides the Indonesian throughflow pathway for the thermohaline flow upwelled in the ACC region. Mean layer transport fields, cross‐layer mass transfer fields, and Lagrangian tracers are used to identify pathways feeding the Pacific to Indian Ocean throughflow via Indonesia. Starting from the ACC, Sverdrup flow shows a circuitous route that is northward in the eastern South Pacific, then westward in the South Equatorial Current (SEC). The SEC retroflects into the North Equatorial Countercurrent (NECC) followed by cyclonic flow around the Northern Tropical Gyre and into the North Equatorial Current (NEC), then into the Mindanao Current, the Sulawesi Sea, the Makassar Strait, and the Indian Ocean. The depth‐integrated pathways from nonlinear simulations show the retroflection from the SEC into the NECC as a secondary route and retroflection into the Equatorial Undercurrent (EUC) as the primary route. The EUC connects with the NECC by westward and then northward flow on the northside of the EUC. The pathways as a function of depth can be presented in three layers: a surface layer, the layer containing the EUC, and layers below the EUC. In the top layer the EUC to NECC connection is via upwelling from the EUC in the central and east‐central equatorial Pacific. Some of this upwelled water is returned to the EUC layer via downwelling at midlatitudes where it feeds into the NEC or SEC. Very little water in the South Pacific EUC layer passes into the Indian Ocean without upwelling into the surface layer first. While the pathways in the top two layers are complex and strongly coupled and enter the Indonesian Archipelago from the northern hemisphere, below the EUC layer a very direct Pacific to Indian Ocean route is found: SEC → Sulawesi Sea → Makassar Strait.