W
OTTO HURRASSOWm
THE
OLD 'COUNTRY TRADE'
OF THE
EAST INDIES
BY
W. H. COATES, F.R.G.S.,
COMM., R.N.R. (retired).
(Author of "The Good Old Days of Shipping.
" Fuit Ilium: 1
Xonbon :
IMKAY, LAUEIE, NOEIE & WILSON, LTD.
156, Minories, E.
1911.
THK ANCHOR PRESS, LTI>.,
1S6. MINORIES, LONDON, E. AND TIPTRKK, ESSFX.
(iii)
CONTENTS.
PREFACE and Hydrography.
CHAPTER. PAGE.
I. The Classic Period 1-8
II. Early " Country Trade " 9-12
III. The Portuguese " Country Trade " - 13-17
IV. The Seventeenth Century 18-23
V. An Old-time Freelance - 24-31
VI. The 18th Century and Dutch
" Country Trade " 32-39
VII. A Disastrous Voyage to Moco and
Jodda- - 40-45
Part II. John Iver's Adventures - 46-50
VIII. The Par see Shipowners - 51-55
IX. Rustomjee Cowasjee Banajee - 56-63
X. Dadabhoy and Manockjee Rustomjee
(The Opium Trade) - 64-76
XI. The Early Part of the Nineteenth
Century - 77-93
XII. Ship-building in India - 94-101
XIII. The " Country " Skipper 102-111
XIV. Some Early Steamers in India 112-122
XV. The Pilgrim Trade, past and present 123-130
XVI. The Bombay Steam Navigation
Company (1845) 131-137
Part II. Messrs. Shepherd d Co. 138-142
6068^4
IV
CONTENTS
CHAPTEB. PAGE.
XVII. The Bombay Coast and River 8. N.
Company - 143-145
XVIII. The Bombay and Bengal Steam-
ship Company - - 146-150
XIX. The Apcars, and The China Mer-
chants Steam Navigation Co.- 151-155
XX. The Share-Mania Period 156-160
XXI. The Wadias, Ship-builders 161-166
XXII. The Bombay Shipping Co., and The
Iron Ship Company - 167-170
XXIII. The British India Steam Naviga-
tion Company, Ltd. (1856) - 171-190
XXIV. Some Latter-day Companies - - 191-205
ILLUSTRATIONS.
1. YE LOST GALLEON -
2. YE PORTINGALL CARRACK
3. A HEAVY SQUALL -
4. A LONELY SPOT IN UNDHERI
5. AN OLDE DUTCH GUNNE
6. OLD BREMA DOCK GATES, MOULMEIN
7. YE PILGRIM SHIPPE, 1686 -
8. A LITTLE BIT OF "OLDE BOMBAY"
9. THE "CHARLES GRANT" H.E.I. Co.
Frontispiece
- PAGE 16
,, 20
- 32
36
96
- 124
- ,, 160
- ,, 166
A MAP OF THE INDIAN OCEAN end.
(v)
PREFACE.
To all lovers of old ships the " Country Trade " has ever
presented an inexhaustible field of interest, the East Indies
having found employment for almost every known descrip-
tion of vessel, in every stage of existence, from the
" crack " new teak-built ship, fresh from the hands of the
Kidderpore or Damaun builders, to the ancient crock,
wearily completing its last term of crazy decrepitude.
Within the memory of the present generation have been
seen, locally employed in the East, vessels of the most in-
congruous origin, though, in their " sere and yellow leaf,"
harmonising peacefully together in the same trade. The
' Lady Melville,' formerly one of Green's famous " Black-
wall " liners ; the < Suffolk,' from Money Wigram ; the
1 Merchantman,' a bitter rival, formerly one of Somes's
frigate-built ships, were often to be seen in the " country
tiers " in the Hooghly, perhaps alongside of the lowly
* Bleng,' built at Whitehaven in 1841 to humbly follow the
avocation of a collier, now out here in company with
ships which in their time carried out the Governor- General.
The 'Constance,' formerly one of the Honourable
Company's armed cruisers, was a frequent visitor to
Calcutta, (her main-mast was one of the longest single
sticks I have ever seen), perhaps alongside the ' Indomit-
able,' which, launched from Sunderland in the " fifties "
with great eclat to take her place in the service of the
" Australian Auxiliary Screw-Clipper Co./' ended an inter-
esting career out here. The ' Canada,' built of wood in
1848 as a Cunard steamer, and which in her day earned
the reputation of a fast packet across the Atlantic, was
latterly converted into a sailing vessel, and was a familiar
vi PKEFACE
figure in the Calcutta and Mauritius trade. Green's old
' Wellesley,' built in 1844 ; the world renowned Tea-
clipper, * Sir Lancelot ; ' the late Honourable Company's
cruiser 'Ternate' etc., etc., the list is inexhaustible.
Apart from the interest attaching to old ships the
" Country Trade " carried a charm peculiarly its own, the
charm of the EAST : for whatever adventures were incidental
to the Western trade, were shared to the full by the
" Country service," enhanced by the glamour attaching to
the Orient.
A century ago, when every known route was beset with
its own dangers, the risks in the " Country Trade " were
especially numerous, and it is difficult now to even believe,
much more to realise, the vicissitudes to which a ship was
liable in the iyth and i8th centuries from the time she left
her anchorage under the friendly protection of the guns of
old Bombay Castle. The Sidi Admiral at one time cap-
tured Undheri ; Shivaji had taken possession of Khundari ;
while freebooters of both were in great force. The Portu-
guese, none too friendly, held Bassein to the north, and
among other places, Goa to the south. Dutch ships,
heavily armed, were ever on the look-out for stray English
vessels. Pirates, cosmopolitan, Indian, Arab, even Eng-
lish, cruised in Arabian seas. The Straits of Malacca
teemed with fierce cut-throats ; the Gulf was a standing
menace. These dangers were real.
Old Horsburgk had not come among us then to confer
the inestimable benefits of correct Charts and Sailing
Directions ; the first intimation of a new shoal had often
been rudely given by the ship " bumping " on it. The
' Law of Storms,' now so thoroughly elucidated and
systematised, was then unknown, and the loss of life and
property due to the want of knowledge of this subject
alone was appalling.
PEE FACE vii
Ships, however, after the zyth century improved in sea-
going qualities, and in time of need "lay-to " well. English
vessels gradually reduced the enormous projection forward,
the " beak-head," while carrying less overhang aft. The
sterns too became of a less exaggerated height. Indian
ships, more conservative, however, were built until about
the end of the i8th century with that peculiar form of
bow known as the "grab-bow," a survival of the "beak-
head," which was designed to break the seas ahead of the
ship, when, " by the wind," or " laying-to." It eventually
degenerated into the familiar cutwater. Indian ships
shewed other signs of conservatism in their barricades.
Even in modern days the local shipbuilders clung with a
pathetic obstinacy to their cherished square stern and
quarter galleries. What is the stern of the buggalow or
Arab dhow to this day but a reduced facsimile of the stern
of the 1 8th or early igth century ship. Truly custom dies
hard in the East.
The precise origin of the term " Country Service " it is
difficult to determine, and in 1838 discussion was invited
on the subject. It was held to include vessels owned by
Englishmen resident in India, as well as purely Indian
ships, and seems to have been applied as far back as the
end of the iyth century.
In the middle of the igth century, when Steam displaced
the sailing Opium-clippers, once the pride of Calcutta, and
was gradually ousting the smart full-rigged Ships which
carried on the coastal communication of India, when the
romance in fact of the white wings was ended, the ex-
pression " Country Service " seems to have fallen into
desuetude.
The early skipper had much to commend him to our
interest. He was a natural product of those wild times,
his keen eye ever on the look-out for trouble, his hand ever
Vlll PEE FACE
on his sword hilt. We can imagine him in the early days
in Surat or Bombay, seated with the owner in the portico
of the richly ornamented native house of the period, his
lace ruffles, his large hat with sweeping feather carelessly
laid on the table, his coat with its ample skirts, doubtless
a great nuisance in that steamy atmosphere, his knee-
breeches and handsomely buckled shoes, his sword, a sharp
one, we may be sure, hanging at his side in a sling from his
shoulder, a romantic picture.
And we can imagine too the keen and venturous Indian
dressed as the orthodox Cutch Memmon is to this day,
turbaned, with a long, flowing robe and peaked shoes, dis-
cussing with him the chances of the projected voyage to
" Moco and Jodda," or perhaps to the " Gulf of Persia,"
whence the ship would return richly freighted with the
dates of Basra, fiery steeds from Iran's steppes for Nawabs
and Rajahs to disport themselves, pearls from Bahrein, and
perhaps a bevy of beauteous slaves, brought down from
Turkey-in-Asia to grace the harem of an Emperor or a
Sultan.
And we can imagine them weighing the "pros and cons,"
the expenses, the risks, the probable gains, until the latter
expectations would weigh down the scales and the decision
be made. The skipper would then enter his palanquin and
be borne swiftly down to the bunder, whence his boat
would convey him to the low-bowed, high-sterned, cum-
bersome looking tub of the early part of the eighteenth
century; the three "lanthornes" surmounting her high
stern, her sides bristling with small guns.
Ah well ! those days are gone.
The modern country skipper now meets the owner in an
airy office, lighted in the evening by electric light, and
cooled during the day by electric fans. Business is even
done by telephone.
PBEFACE IX
The modern steamer voyage can be estimated to within
a couple of days ; coasts and seas are well surveyed. No
French privateers are known to be cruising in Indian
seas ; no lurking pirates, English, cosmopolitan, Arab,
Seedee, or Mahratta, will sally forth to attack his ship;
guns are unnecessary. A telegram precedes his arrival ; the
cargo is often sold and resold before he arrives at his
destination. His plumed hat has given place to the prosaic
solar topee ; his sharp sword has degenerated into the harm-
less walking-stick ; and with the diminution in risk has
resulted the diminution in income.
The Mohur and Pagoda are not now in evidence. An
attenuated Rupee, of which (ye gods !) it now takes no less
than fifteen to make a Sovereign, has succeeded the mohur,
the " sunny " coin, while the pagoda tree which, when
shaken in days of yore, yielded such golden fruit, blossoms
no more. " Tempora mutantiir nos et mutamur in illis."
W. H. COATES.
" Country " SS. " Rahmani "
(The favour of God.)
January $th t 1911.
NOTE. As regards the orthography of this book, I have
adopted the spelling as given in each particular source of infor-
mation to which I have had access. As these sources were neces-
sarily very varied the seeming inconsistency is thus explained.
W. H. C.
HYDROGRAPHY
( xiii )
CONTEMPORARY HYDROGRAPHY OF THE
EAST-INDIES.
From Robert Sayer's Catalogue (1787) of Pilots, Neptunes and
Charts, published at 53, Fleet Street, London.
No. i. THE EAST-INDIA PILOT, or ORIENTAL NAVIGATOR. In two
large Volumes, elegantly bound in calf, gilt and lettered.
Price 13 133. Dedicated to the Honourable Court of Directors
of the United East India Company.
Volume I. 56 Charts, England to the Bay of Bengal.
Volume II. The Bay of Bengal to China and Japan, Borneo,
Java, &c. in 44 Charts
With a book of Sailing Directions, composed from the last
Edition of the " Neptune Oriental."
From Laurie & Whittle's Catalogue (1797) of Pilots, Neptunes
and Charts, published at No. 53, Fleet Street, London.
(Successors to the late Mr. Robert Sayer).
No. 3. THE COUNTRY TRADE EAST-INDIA PILOT, for the Navigation
of the EAST-INDIES AND ORIENTAL SEAS, within the limits of the
EAST-INDIA COMPANY.
Extending from the Cape of Good Hope to China, New Holland,
and New Zealand, with the Red Sea, Gulf of Persia, Bay of
Bengal, and China Seas : chiefly composed from actual Surveys
and Draughts communicated by experienced officers of the
East-India Company, and from the " Neptune Oriental " by M.
D'Apres de Mannevillette. Comprising 82 Charts all eastward
of the Cape (List follows).
A New Edition : Price 9 guineas, bound in calf, and 10 guineas
and a half with the new Quarto Book of Directions, entitled
THE ORIENTAL NAVIGATOR
For Sailing to and from the East-Indies
also for the use of
The Country Ships trading in the Indian and China Seas, to
New Holland, <&>c., &c.
Edited by Captain Joseph Huddart (H.E.I. Co., Service), 1785.
(Price i guinea and a half, neatly half bound).
(xiv)
CONTEMPORARY HYDROGRAPHY OP THE EAST-
INDIES continued.
HORSBURGH'S INDIAN DIRECTORY for Sailing in the East Indies, &c.
2 Vols. (1809-11). By Captain James Horsburgh, H.E.I. Co.
Service, (dedicated to the Hon. Board of Directors).
FINDLAY'S DIRECTORY for the Navigation of the Indian Ocean, from
the Cape of Good Hope to the Strait of Sunda and Western
Australia. The Winds, Monsoons, Currents and Passages.
(Illustrated, ist. Ed. 1866).
FINDLAY'S DIRECTORY for the Navigation of the Indian Archipelago,
and the Coast of China, from the Straits of Malacca and Sunda
to Canton, Shanghai, &c. With the Winds, Monsoons, Currents
and Passages. (Illustrated, ist. Ed. 1869).
The Preface to each of Findlay's Directories recites the authorities upon
which they are founded, with the early surveyors who contri-
buted to our knowledge of the respective Oceans covered by
these condensed volumes, still the best works extant on the
subject for the use of modern navigators.
THE OLD COUNTRY TRADE
THE OLD COUNTRY TRADE
OF THE EAST INDIES.
CHAPTEK I.
THE CLASSIC PERIOD.
The origin of the ' Country Trade ' dates back to
remote antiquity. It is, however, not merely un-
necessary but impossible for us to pursue its history
from the primitive navigation of the humble log or
hollowed canoe, essaying but the simplest coasting in
fine weather. It is enough to date back our initial
researches to the period at which mariners were found
sufficiently skilled to navigate vessels, so large, as to be
able to venture out of sight of land.
For centuries the term ' Country Trade ' has included
that subsisting between India and its adjacent countries,
the Ked Sea, Persian Gulf, East Coast of Africa,
Arabia and the Arabian Sea, Burmah, Pegu, Malacca,
the Dutch East Indies, and even far China. I think
therefore we may claim to include in the 'country trade '
the historic voyages for which we have the authority
of Scripture, undertaken by order of the Queen of Sheba,
in quest of material for building King Solomon's Temple.
(The Country Trade) B
2 THE OLD COUNTRY TBADE
*
We are told in KINGS I., chap. X., v. 11, 'And
' the navy also of Hiram, that brought gold from Ophir,
' brought in from Ophir great plenty of Almug trees,
'and precious stones,' and again in verse 22 'For
'the King had at sea a navy of Tharshish with the
1 navy of Hiram : once in three years came the navy
' of Tharshish bringing gold and silver, ivory and apes,
' and peacocks.'
Whether a commerce pre-existed we have no means
of knowing, but the great enthusiasm aroused in
Arabia and adjacent countries, on the occasion of the
building of the Temple, without doubt would have
stimulated expeditionary voyages far and wide in the
search for precious stones, gold, and silver, ornaments
and scented woods, for the great work.
There is no reason to suppose the geographical or
climatic conditions at that time to have differed much
from those prevailing at the present. The Tyrians, born
sailors, consulting local knowledge on the way, would
soon have acquired that experience requisite to enable
them to conduct fleets to and from India in safety, and
the trade thus inaugurated has been carried on, sub-
ject to many vicissitudes, historical and commercial,
to the present day. The Egyptians were indifferent
sailors, the instinct of enterprise and of travel lay not
in them. The Sabaeans, however, whose country lay
in South Arabia, the ' Sheba ' of scripture, were
strongly imbued with such instinct, and emulated the
Tyrians, the original founders of oversea commerce.
The Sabaeans traded to Egypt, Ethiopia, various
Arabian ports, India, and the North-East and East
Coasts of Africa, and even as far as the Eastern
Archipelago, and concurrently with their maritime
ventures established colonies and outposts on the lines
of route. A few years ago an interesting discussion
took place as to the origin of the ruins of great
Zimbabwe in Rhodesia, which were held to contain
THE CLASSIC PERIOD 3
traces of ancient Sabaean culture, and many ingenious
theories were then propounded. Subsequent explora-
tions have led to a variety of views, but the fact of
Sabaean colonies being settled in East Africa is well
established.
In their palmy days the Greeks and Romans sent
out mauy expeditions. Pliny, who wrote in the first
century, gives us many interesting details of the
commerce then existing between India and Ethiopia,
Egypt and Arabia by Greek and other merchants;
much merchandise being ultimately forwarded to Home,
where, he naively tells us, it is sold ' for an hundred
' times as much as it costs, or yields in its price an
' hundred-fold gain.' The Edition of Pliny to which
I have had access dates back to 1601, and, in the
quaint language of the translator, Philemon Holland,
(Doctor in Physicke), we are told: 'The time that
* they usually begin to set saile is about Midsummer
1 before the Dog Daies, or presently vpon the rising of
' the Deg starre. And about the thirty daies end they
1 arrive to Ocelis in Arabia, or els at Cam a within
' Saba, the ^ountrey of incense. A third port tbere is
* besides called Muza. * * But for them that would
' make a voiage to the Indians, the most commodious
' place to set forward is Ocelis, for from thence, and
1 with the west wind called Hypalus, they haue a
' passage of 40 daies, sailing to the first towne of
' merchandise in India, called Musiris. Howbeit a
1 port this is, not greatly in request, for the daunger of
' pirates and rouers, which keep ordinarily about a
1 place called Hydrae, and besides this it is not richly
1 stored or furnibhed with merchandise. And more
' than so, the harborough is larre from the town so as
1 they must charge and discharge their wares to and
' fro in little boats. At the time when I wrot this
' story the King that reigned there was called Cele-
' bothras. But another hauen there is more commodious,
THE OLD COUNTRY TRADE
' belonging to the Nicanidians, which they cal Becare ;
1 the king's name at this present is Pandion. Not
' farre off is another town of merchandise within the
' firme land called Madusa. As for that region from
' whence they transport pepper in small punts or
1 troughes made of one peece of wood is called Corona.
' And yet of these nations hauens and towns there is
' not a name found in any of the former writers, by
' which it appears that there hath been great changes
' and alterations in these places. But to come again
' to India, our merchants return from thence back in
' the beginning of our month December, which the
1 Aegyptians cal Tybis, or at farthest before the fixt
' day of the Aegyptian's month Machis, and that is
1 before the Ides of lanuary ; and by this reckoning
' they may passe to and fro, and make return within
' the compasse of one yere. Now when they sail from
' India they haue the N.E. wind Volturnus with them
1 and when they be entered once into the Red Sea, the
' south or south- west.'
Nations, however, rose and fell and consequently
commerce fluctuated ; the Sabaeans were overcome
by the Persians and afterwards by the Macedonians,
neither conquering nation being distinguished in
Industrial enterprise. Egypt after a succession of
masters fell to the Arab. Borne and Greece shared
the fate of contemporary empires, and it is thus
possible that the alternative route via the Persian
Gulf actually suffered less mutation.
That Indians on their part were not lacking in
enterprise is well established. Indians, (Hindoos),
during the era of Ptolemy visited Alexandria, then one
of the trade centres of the world, doubtless having
made themselves acquainted with the requirements
and exports of the places at which they tarried on
their travels. Authorities agree as to the presence of
Indian merchants in Africa, Socotra, Persia, Malaysia,
THE CLASSIC PEEIOD 5
and Egypt during the Roman era, and it is probable
that the great geographer Ptolemy largely gained his
knowledge of India and its environs from intercourse
with these keen-witted traders. We see it to this
day. Where has not the Indian penetrated ? We see
him in Africa from N. to S., throughout Arabia, speak-
ing the colloquial language of the district, in Burmah,
Straits Settlements, Java, China, Australia; only this
very day, December 8th, 1907, have we conversed
with an Indian who had wandered through the United
States in quest of business.
The "Bombay Gazetteer" collected many interesting
details of this early trade, some of which I take the
liberty of transcribing : ' The chief trade was with
' the Red Sea and Egypt in the west, and, apparently,
' inland by Paithan and Tagar to the shores of the
1 Bay of Bengal and through that with the Further East.
4 The chief exports to Egypt were, of articles of food,
4 sesamum, oil, sugar, and perhaps rice and ginger; of
' dress, cotton of different kinds, from the Deccan and
'from the Eastern Coast; silk thread, and silk; of
* spices and drugs, spikenard, coctus, bdellium and
' long pepper; of dyes, lac, and indigo; of ornaments,
* diamonds, opals, onyx stones found in large quantities
4 near Paithan, and perhaps turquoises, emeralds and
'pearls; of metals, iron or steel, and perhaps gold.
'The imports were wines of several kinds, Italian,
' Laodicean, and Arabian ; of dress, cloth and variegated
' sashes ; of spices and drugs, gum sandarach, stibium
' for the eyes, and storax ; of metals, brass or copper,
'tin and lead, also gold and silver coins; and of
' slaves, handsome young women for the king of the
' country. Besides by the Red Sea, after Trajan's
' victories in Persia, there was a great trade by the
' Persian Gulf to Palmyra. The merchants were
' Hindus, Buddhism favouring trade, and owing many
4 of its finest monuments to the liberality of Konkan
6 THE OLD COUNTRY TRADE
' merchants. Besides Hindus the leading merchants
' seem to have been Greeks and Arabs, some of them
' settled in India, others foreigners. Except as archers
' no Romans seem to have come to India. Besides
* small coasting craft, and medium sized vessels that
' went to Persia, large Indian and Arab ships traded to
1 Yemen. The Greek or Egyptian ships were large,
' well found and well manned, carrying archers as a
1 guard against pirates. They were rounder and
' roomier than ships of war, and, as a sign that they
1 were merchantmen, a basket was hung from the
' mast-head. The hull was smeared with wax and
' was ornamented with pictures of the gods, especially
* with a painting of the guardian divinity on the
' stern. The owners were Greeks, Hindus and Arabs.
< * * * Though the direct commerce with Egypt
' had (later, citca '247 A.D.) been driven from the Konkan
1 ports there was still a considerable trade. Coasting
' vessels went South to meet the Egyptian ships at
' Musiris and Nelkynda on the Malabar coast ; or
* further South to Ceylon; or on to ports on the
' Coromandel coast, chiefly to bring back the fine
1 cloths of Masulipatam. There was an important
* trade with Gedrosia on the East coast and with
' Apologos, probably Obollah, at the head of the
' Persian Gulf. The chief trade with Gedrosia was
'in timber, teak, squared wood, and blocks of ebony,
* with a return of wine, dates, cloth, purple, gold,
' pearls and slaves. There was also a trade in muslin,
' corn and oil with the East coast of Arabia, Socotra,
' Aden and Moosa near Mokha, and there was a trade
' to Zanzibar and other East African ports, taking
' corn, rice, butter, sesamum, cotton, sashes, sugar
' and iron ; and bringing slaves, tortoise-shell, and
' cinnamon. Lastly there was a trade to Aduli, the
' capital of Abyssinia, the Indian ships bringing cotton,
' cloth, iron, sashes, muslin, and lac ; and taking ivory
1 and rhinoceros' horns/
THE CLASSIC PERIOD 7
The paucity of maps must have proved a very
serious hindrance to the early navigators. Ptolemy,
pre-eminent in his era, was largely dependent upon
hearsay for his knowledge of distant lands. Though
various astronomical mensurations, of more or less
exactitude, were obtained, still the distances between
places were often simply the result of estimate ; and
consequently, as positions had often to be " fitted "
in, even the geographical sequence of the towns is
often unreliable, while his ideas as to the configuration
of India are hopeless. Still, doubdess they were a
great guide to the organisers and leaders of expedi-
tions of those days, and many dark centuries elapsed
before anything appro iching to the value of Ptulerny's
maps was again evolved.
The Indian ports to which in the early Christian
era the greatest importance was attached as the
distributing centres of trade were, Barygaza, Patale
and Musiris, which later gave place to Becare, as the
latter, though possessing but an indifferent harbour,
afforded the vessels a better protection against pirates.
Symulla (Chaul) came soon into prominence, owing
to the excellence of its harbour and its proximity to
the pass over the Ghats. Barygaza (Broach) declined
and was succeeded by Kalliena (Kalyan), the latter in
its turn giving place to Thana. Other frequented
ports of the time were Syrasti, Monoglos, Balaepatna,
Nitra (Semma), Nigamma, Poduca, Melanca, Conta
Cosylla, Alosygri, Camagara, Mingara, et cetera.
Chronicles bearing on the ' Country Trade ' between
the third and fiftaenth centuries are scarce. We know
that under the auspices of keen-witted Indian traders
new markets for the disposal of Indian goods would
continually be opened up. MSS. of indubitable
authority record that the Chinese traded to the Gulf,
calling at Indian ports en route; and the great impetus
given to the Arab on the introduction of Moham-
medanism was evidenced as well in the increase of his
8 THE OLD COUNTEY TKADE
commerce, in which India bore so large a share, as in
the extent of his political conquests. The 'Pilgrim
Traffic ' commenced in the seventh century.
To what extent the ancient traders reached in the
Indian Ocean, whether by accident or design, we shall
probably never know. In the year 1594 the remains
of a ship and 300 pounds weight of wax, inscribed
with Greek characters, were found on the lonely and
uninhabited shores of the Island of Mauritius.
Whither the vessel was bound, on what quest, whence
she had come, will ever remain an impenetrable
mystery.
CHAPTEK II.
EARLY COUNTRY TRADE.
Although the Classic Empires had ceased to exist
and the demand for Eastern luxuries had co-incidently
declined, yet among the succeeding nations rising to
power and affluence new marts would soon be created,
and Genoa, and afterwards Venice, became the emporium
in Europe for Eastern goods.
When the old caravan route across Asia became
unsafe owing to the constant turmoil and lawlessness,
so prevalent in Asia Minor, the trade route by the Eed
Sea was correspondingly stimulated, and the Arabs on
the western coasts of India soon got the sea-borne
trade into their own hands, continuing a practical
monopoly until the advent of the Portuguese.
For information as to the type of ship which suc-
ceeded the galleys of Tyre, of Saba, and of Greece, we
have little to guide us. As, however, galleys were in
use in the Mediterranean until well into the eighteenth
century, and progress and improvement in wooden
ship-building having ever been slow, we may surmise
that, for several centuries at least, but little change
took place in build or form. Doubtless they increased
in size ; more beam would be added to improve their
seaworthiness and to enable them to carry more cargo.
The square sail, though invaluable for running before
the wind, was awkward with the wind from any other
direction, and gave place to the familiar and useful
" settee " sail. The long pointed bow, so associated
with the East, was probably evolved from the " beak-
10 THE OLD COUNTRY TRADE
head" of the galley. As ships increased in size the
difficulty of manipulating the larger sail would become
apparent, hence two, three, or even more masts were
introduced to divide the area.
Harris gives the following description of an Indian
ship in the middle and latter part of the thirteenth
centur}\ He says : ' We will now enter into the affiirs
' of India and begin with their ships, which are made
' of firr, with one deck on which are 20 cabins, more
* or less according to the bigness of the ship, each for
' one merchant. They have a good rudder and four
* masts and four sails, and some two masts, which
1 they either raise or take down at pleasure. Some
' greater ships have 13 divisions in the inside, made
1 of boards inchised ; so that if by blow of a
' whale or touch of a rock, water gets in it can go no
' farther than that division. And the leak being fo md
' is soon stopped. They are double, that is, have two
* courses of boards, one within the other, and are well
1 calked with an oakum, and nailed with iron, but not
' pitched, for they have no pitch, but anointed with an
1 oil of a certain tree, mixed with lime and hemp
' beaten small, which binds faster than pitch or lime.
' The greater ships have 300 mariners, the others
* have '200 or 150 as they are in bigness, and burthen
' from 5000 to 600U bags of pepper, and they were wont
' to be larger than now they are, the sea has broken
' into ports and Islands, the defect of water in some
* places causeth them to build less. They use also
1 oars in these ships, four men to one oar, and the
* great ships have with them two or three less ships,
' able to carry 1000 bags of pepper, and having sixty
'mariners or upwards, which small ships serve some-
* times to tow the greater. They have also with them
1 ten small boats for fishing and other services, fastened
1 to the sides of the larger ships and let down when
' they please to use them. They sheathe their ships
EARLY COUNTRY TRADE 11
' after a year's usage, so that then they have three
1 courses of boards, and they proceed in this manner
1 till there be sometimes six courses, after which they
' break them up.'
There can be no doubt of a brisk ' Country Trade '
having been existent in these earlier centuries. The
Pilgrim business to Mecca, which commenced in the
seventh century, soon assumed great proportions.
Ships owned in the Red Sea traded to Socotra and
East Africa, while the interchange of products with
Chinese vessels, which visited India on their way to
the Gulf at a period prior even to the Crusades, had
doubtless stimulated the enterprise of Indian ship-
owners, for we know that ships of India had already
accomplished journeys to Burma, Pe^'U, Siam, the
golden Chersonese, Java and the Moluccas. Less,
however, is known of this period of commerce than of
any other ; there is difficulty in obtaining reliable
details of Mediceval Trade, owing to the paucity of
contemporaneous literature bearing reference to the
subject.
The primitive method of commerce, when the
merchants themselves sailed in the vessels in which
they embarked their goods, the itinerary of the vessel
conforming to the exigencies of the market, was
alone in vogue.
Old Eastern tales give delightful accounts of the
adventures sustained by these enterprising traders.
"The Arabian Nights," in particular, the story of
" Sindbad the Sailor," which so delighted our youth,
paint in vivid colours the excitements, the profits,
the losses, the perils and dangers of these voyages,
and to a bold and venturesome man, with the instincts
of trade, we can readily concede the fascination oi the
business.
"Travellers' Tales," which now have passed into by-
words, very largely owe their origin to these early
12 THE OLD COUNTEY TRADE
voyages, strange sights and disasters being greatly
magnified in the rnmd of the imaginative Oriental.
When we are gravely told of birds so vast (the Roc)
that on spreading their wings they darkened the sky,
or of one-eyed Cyclops, we even in this age of dis-
illusionment are thrilled, though Geographers, Zoolo-
gists and other scientists have taught us that classic
Scylla and Charybdis are but rocks and whirlpools ;
Hairy Giants of vast strength, but baboons and gor-
illas ; Monsters that rose out of the deep and devoured
mariners, only whales, harmless unless attacked, and
sharks, which though dreadful in their own element,
are not usually prone to emulate the gambols of the
flying fish.
But in those days disillusionment had not come;
natural phenomena were exaggerated to a point at
which identification becomes difficult ; dangers from
beast, bird, reptile and fish multiplied, were readily
believed, and the hardihood of a merchant venturer,
with even the gains of Fortunatus in prospective, in
embarking with these tales ringing in bis ears is
amazing to us, living in this uneventful age.
This custom of personally seeing the venture through
still obtains in some of the smaller country vessels
to this day. On many an Arab dhow or Cutch
buggalow the freighters accompany their goods and
sell and buy from port to port. In fact, many South
Arabian and African towns have owed their very
existence to this particular feature in Eastern
commerce, and to these hardy pioneers the present
enormous country trade owes both its origin and
its development.
(13 )
CHAPTEK III.
THE PORTUGUESE COUNTRY TRADE.
The first Portuguese ships arrived off Calicut in
1498, and the presence of a formidable competitor to
bid for a share of the Indian trade was immediately
realised by the Mohammedan merchants. It was
evident to them how much more cheaply and
safely goods could be carried to Europe all the
way by sea than by a succession of transportations,
partly by sea, partly by river, and partly by caravan,
each with its accompanying dangers and difficulties ;
and the history of the Portuguese in India tells us
how continued and persevering were the attempts of
the Moslems to oust these intruders, and also how
inveterate was the desire on the part of the Portuguese
to close to their opponents the trade route to Europe
via the Bed Sea.
Such a militant condition of affairs was most disas-
trous to the true spirit of commerce, and the trade
to Europe by way of the Ked Sea being now attended
by a new and ever present danger the risk of capture
and destruction at the hands of the Portuguese as a
natural consequence evidenced the risk in the im-
mediate decline of the trade.
Another and most far-reaching effect was occasioned
by the arrival of the first ship at Lisbon ; merchants
in Eastern goods immediately repaired to the new
mart, and the republics of Genoa and Venice received
a blow from which they never recovered. Their virtual
monopoly was lost, the emporium of Indian commod-
14 THE OLD COUNTRY TRADE
ities being transferred to Lisbon, and thus was lost
the great incentive in the prosecution of the Bed Sea
and Overland Route. Thus Indian maritime business,
local as well as foreign, now fell into a chaotic state
and remained so until the Turks, Arabs, and Egyp-
tians, having abandoned all hope of driving out the
intruders, gave over their warlike efforts, and the in-
tense religious animosity of the Portuguese coincidently
subsiding, the country trade again resumed its normal
activity.
Amongst the keenest traders in Oriental goods were
those of Gujerat, who to this day have sustained their
reputation. Da Gama's historian tells us of the
Cambaya merchants he met in Melinda, on the East
coast of Africa, in the year 1498 : ' these brought
' spices, copper, callico, and quick-silver, which they
'exchanged for gold, amber, ivory and wax.' They
plied to Acheen and other parts of Sumatra, and to
Queda and Malacca, with the commodities of Surat
and Gujerat, taking back camphire and gold.
A number of Portuguese officials engaged in com-
merce on their own account, and a system of trading
under license was inaugurated, the power of granting
or withholding such licenses laying in the discretion
of the Portuguese authorities. Quite a number of
Portuguese owned ships entered the business. Some
old volumes before me relate how one such vessel
was captured bv the English in 1601. She was a large
ship, 900 tons, and had above 600 people on board,
being bound from St. Thomas (Madras) to Malacca.
Her cargo consisted of ' 950 packs of callicoes and
pintadoes, a great quantity of rice and other goods.'
Outside their jurisdiction Muscat, so favourably
situated, possessed in 1510 no less than 34 ships and
was still building. Bussorah, in spite of the limita-
tions of Ormuz, traded briskly, and Eastern India had
awakened to possibilities of oversea commerce.
THE PORTUGUESE COUNTRY TRADE 15
The Ked Sea trade had again assumed considerable
volume and the Arab merchants worthily emulated
their Sabaean forefathers. The return voyage to
India was also not without profit, for the exports from
Arabia in those days bore a larger proportion to the
imports than at the present, and the Jeddah and
Mocha ships were accustomed to complete their
cargoes in Ethiopia. Again the Holy Land of the
Hedjaz yearly attracted great numbers of pious
pilgrims who, inspired by the fiery zeal of religion,
were not to be deterred even by the now added risk of
capture by the Portuguese, and this vast annual con-
course stimulated trade.
Several attempts were made by the Portuguese to
capture Jeddah, or " Guida," as they called it, but
were repelled by Turks and Arabs, with great deter-
mination. On the occasion of the siege in 1517 the
Turks employed a huge cannon designated a "basilisk,"
throwing a ball weighing 84 pounds. It was mounted
on a galley, and, on being fired at a Portuguese ship,
the recoil was so violent that ' the galley showed her
' keel, and the shot flew wide.'
Although their attempts to combat the Moslem in
the Ked !Sea were so singularly unsuccessful, (in
Camaran alone 500 Portuguese perished) they lost no
opportunity of destroying a Moslem ship whenever
any had the misfortune to fall into their hands. We
are told : ' A pilgrim ship from Jeddah was captured
1 by Vasco da Gama in 1502 when returning to Calicut.
' She had on board 240 men and many women. The
'ship was taken without resistance, looted, and towed
' off a little way from the fleet and there set fire to with
'all on board. The unfortunate crew begged hard for
'their lives, the men redoubling their exertions to put
'out the flames, while the women, to excite compassion,
'held out their little ones through the port-holes, but
'to no avail. The men in desperation actually threw
16 THE OLD COUNTRY TRADE
' back the arrows which had been fired at them, and
'then made so good a defence that it required the
' united efforts of several Portuguese ships to eventually
1 effect her destruction/ This unrelenting antipathy
was due as much to religious fervour as to the desire
of annihilating Moslem Trade.
Vasco da Gama's adventurous voyages of discovery
from Lisbon to the East Indies by way of the Cape of
Good Hope in 1497-8, &c., and his further proceed-
ings, including engagements with pirates in those
seas, are well described in E. H. Major's " Life of
Prince Henry the Navigator," 1868. This Prince
fave up his whole life to discover the sea route to
ndia, and in 1894 the fifth Centenary of his birth was
celebrated in London and at Lisbon.
We know that the Portuguese visited several other
ports in the Eed Sea, as their chronicles testify ; old
Portuguese Charts exist to this day. But the other
day the writer was examining a replica of a chart of
Massawa, (the original executed in the year 1538/9),
and as the majority of Eed Sea ports are difficult of
access, we may assume that only from the fact of their
attracting the attention of the Portuguese, they were
at that time places of considerable trade.
It is interesting to note, in reviewing the progress of
the Country Trade how cities have risen and fallen.
Malacca and Ormuz, both in their time Portuguese
strongholds, are especially cases in point. That great
authority, McPherson, in the " History of Commerce
with India " tells us : ' To that city (Malacca) were
' carried the cloves, nutmegs and mace of the Moluco
' and Banda Islands, the sandalwood of Timor, the
' camphor of Borneo, the gold and silver of Luconia,
' the pepper, drugs and dye stuffs, the perfumery, rich
' silks and porcelain, and all the vast variety of
' merchandise produced and manufactured in China,
' Java, Siam and the neighbouring countries or islands.
THE PORTUGUESE COUNTRY TRADE
17
There the merchants from all the more Eastern
countries met with those of Hindoostan and the
Western Coasts of the Indian Ocean ; and every one
procured what was in request in exchange for what
was redundant in his own country. The cities of
Calicut, and Cambay on the west side of Hindoostan,
Ormus in the Persian Gulf, and Aden on the South
Coast of Arabia, were particularly enriched by the
trade to Malacca; and they also traded to Pegu for
rubies and lacker, to Bengal for cloths, (now called
piece-goods), to Calicare (or Kilcare) for pearls, to
Narsinga for diamonds, to Ceylon for cinnamon and
rubies, and to the coast of Malabar for pepper, ginger,
and many other kinds of spice.'
(The Country Trade)
CHAPTEE IV.
THE SEVENTEENTH CENTURY.
Pious Moslem potentates had for many years owned
ships, probahly from the institution of the Mecca
Pilgrimage ; we have before us a description of a
voyage made by the worthy Tavernier in a ship
mentioned as being owned by the King of Golconda in
the year 1652. The great Mogul also owned ships
which yearly from Swally, the old port of Surat, per-
formed the voyage to and from the Red Sea, returning
often with great treasure. We are told the annual ship
has carried on her return voyage to Surat upwards of
52 lacs in gold. A description of such a vessel is given
by Stavorinus, a Dutch merchant captain, who recorded
his experiences in Eastern Seas, in a book entitled
" Voyages to the East Indies," by John S. Stavorinus,
1768, et cetera, a most interesting volume.
He says : " The ships which are built here cost it
' is true very dear, but they are able to navigate the
' seas for 100 years together. There was a ship here
' in existence which performed a voyage to Mocha and
' back in the year 1770, being freighted on account of
1 Mr. Stuiskens, the second of the Dutch factory at
1 Surat, of which the time when it was built is not
* known, and only by a letter written by Mr. Zwarde-
' kroon, the then Governor of Surat, to the Government
' of Batavia in the year 1702, it is called the old ship,
'although from that time to the year 1770 it per-
' formed an annual voyage to the Ked Sea. The shin
' was always known by the appellation Holy
THE SEVENTEENTH CENTURY 19
' because the pilgrims of India going to or returning
' from Mocha always took their passage on board of
' her, and on the same account that ship had a privilege
' at Mocha and Jedda, of taking on board of her a
' certain number of chests and boxes free of duty, which
' privilege was the more valuable to the owners as the
' duties exacted at those places are excessively high.
1 When I was at Surat, my first voyage, this ship was
' aground about half a mile below the city, and so near
1 falling to pieces that I did not think the owners would
' be at the charge of repairing her. In effect when I
' was in Surat m the year 1777, on my second voyage
' thither, she was entirely destroyed, as I have before
' mentioned, by a violent afflux of the river.
' I computed her to be 130 or 135 feet from stem to
' stern ; she was built like a frigate with 3 masts, and
1 cut away full as sharp at the bow as our ships. Her
' stern, as tradition says, had been that of an English
' ship lost in this river, it had at least as much re-
1 semblance to the ships of the last century. It had 2
' decks, likewise a quarterdeck and forecastle, the gun-
' room was very large, the height between decks
* scarcely 5 feet. The cabin was adorned with a great
' piece of carving and not the least piece of wood
' was left without some foliage or imagery. Upon the
' quarter-deck were, as in our ships, little huts or
' cabins, and before them a fixed awning such as we
1 call a wasselkraa-n. The catheads were excessively
' heavy pieces of timber, twice as large as those of a
' ship of 150 feet, the cables run over the top at the
' bow in a deep notch as our towlines are done. The
' bowsprit was not fixed upon the stem, but at the right
' side of it. She was called the " Gunjouwer," and
* belonged to a Turkish merchant, named Tjettebe.'
A writer of nearly two centuries ago tells us that
Surat was then a great centre of trade, and that ' Surat
' merchants traded briskly by sea to Mocha, Persia,
1 and Bassora to the Westward, and to Bengal, Achen,
20 THE OLD COUNTRY TRADE
' Malacca and Siam to the Eastward.'
It is a curious fact that the Oriental, save in. very
few instances, does not take kindly to navigation,
and English and Dutch officers were now commonly
employed in Indian ships, the former nation for some
reason or other being preferred. Harris, quoting
Hamilton, says : ' The Mogul's subjects have a good
' many fine large ships that trade all over India. The
' owners of these ships had a very great regard for the
' conduct, courage, and art of navigation of the English,
' above any other European nation in India. And for
' these qualifications the Indian owners procured
' English officers to go in their ships and allowed them
1 very handsome salaries and indulgencies : the captain
' had from ten to fifteen pounds per month, the mates
' six to nine, the gunners and boatswains had also good
* salaries ; besides the carrying of some goods and
4 merchandise freight free.' Harris wrote, quoting the
older writers, in 1743.
But little improvement took place in the build and
equipment of the ships during the seventeenth century.
Navigational instruments had been brought to a
finer pitch of exactitude, and the known world was
now displayed in Charts with greater precision, but the
form and fittings of the ship changed but slowly.
The short, tubby, high-sterned, deep-waisted ship was
in vogue even at the dawn of the eighteenth century.
Three enormous lanthorns, a flagstaff so big as to
serve on occasion as a jury mast further cumbered
the poop, already burthened with heavy quarter galleries
and profuse and unnecessary carving. Those vessels
built in India followed in their sterns the European
model, but in their bow adopted the "grab" form,
beneficial when beating up the Malabar and Koncan
coasts against a head wind and choppy sea.
Names of Indian owned vessels in those days, as
now, partook of a religious significance the ' Futtay
Salaam ' (the opening of peace) the ' Atieh Kohaman,'
THE SEVENTEENTH CENTURY 21
(favour of God), the 'Faize Eobany ' (Divine grace),
were even represented among country ships ; while
those ships in the trade which were owned by the
English usually evinced a spirit of loyalty to the reign-
ing monarch, as the ' Boy al Charles,' the ' Charles II.,'
the * Koyal James and Mary,' et cetera.
This latter vessel had a curious career in the East
Indies, unhappily not always confined to lawful trad-
ing. Armed almost as a man-of-war, as indeed were
all ships at the period of our first occupation of
Bombay, she was designed not only to carry on the
ordinary avocations of a merchant ship but on occasion
to discharge the function of a fighting vessel, in which
case the legality or otherwise of her operations would
be a matter for future determination. In 1688 this
vessel, in company with the 'Charles,' and 'Caesar,'
waylaid the country shipping, bringing in 14 prizes
to Bombay ; and there is grave doubt as to the full
extent of her iniquities in these waters. The same
year this ship carried Governor Child to Surat, with
three or four other ships of " countenance," to try (in
the words of the old chronicler) "if he could bully the
1 governor and frighten the merchants to a compliance
1 of losing their estates, but was disappointed in both.
1 He staid there until the beginning of January, 1689,
' and then left Surat in a huff, and brought all the
'English ships except the "Adventure," which the
" Phoenix " had forced over the bar when she was lying
' at the river's mouth, taking in a cargo for England
' under the protection of Mr. Boucher's firmand.
' However, her supercargo dying, the ship's bottom
' was eaten up with worms in the river, and part of
' the cargo remained in Mr. Boucher's possession for
' many years. On the general's passage to Bombay he
' met with a fleet of vessels that were carrying corn to
' an army of the Mogul that lay at Bunder Bajahpore,
' about fourteen leagues to the southward of Bombay.
' That fleet he also seized and carried to Bombay though
22 THE OLD COUNTRY TRADE
* against the advice of most of his council,' and, as the
History of Bombay shews, bitterly were the English
made to rue it.
The end of this ship was tragic. We are told * ' the
* " Koyal James and Mary " (James II. and Mary of
1 Modena) arrived in Balasore from the West coast in
* August, 1694, with a cargo of red-wood, which she
' had taken up in Madras. Coining up the River
' Hugly on the 24th September she fell on a sand
' bank on this side Turriboolie Point and was unfor-
' tunately lost, being immediately overset and broke
1 her back, with the loss of four or five men's lives.'
The condition of chronic warfare which we have
described made a goodly armament indeed a necessity.
Piracy was everywhere rife ; the Koncan coasts, the
Red Sea, the Persian Gulf, Malay Archipelago, all
teemed with local freebooters ; cosmopolitan pirates
cruised in the Indian Ocean. Even English ships on
occasion, as we have shewn, though not flying the
" Jolly Roger," did not scruple to assert the principle
of might over right, and the almost continuous state of
war in which England was engaged in the seventeenth
century, and the exclusive nature of the " Company's
monopoly," but too often provided a colourable excuse
for this nefarious doctrine.
Imbued with these sentiments, Captain Andrews, in
the ship ' Charles II.,' went to Mocha in 1687 and for
the convenience of disposing of his goods engaged a
large house or godown, over which he set up the King
of England's flag. Two English ships of lesser power
happened to be here, the ' Streights Merchant,'
Captain Bear, from England, and another, belonging
to Mr. Samuel Whitehorn, in business in Siam. The
latter ship was commanded by one Wren, who was
* The information as to the loss of this ship was supplied to me
by a Bengal pilot, who had, with some labour, extracted it from the
" Consultations " volume in the British Museum.
THE SEVENTEENTH CENTURY 23
killed because he refused to voluntarily surrender the
ship. There was but little cargo on board either vessel
to justify such a high-handed proceeding, and the
governor and merchants of Mocha were greatly in-
censed. Kepeated representations having apparently
no effect upon Andrews, a conspiracy was set on foot
to recapture the two vessels. Captain Andrews,
however, got wind of this design and fled on board,
leaving his colours flying on the factory. He then
left Mocha and carried his two prizes with him.
The matter did not end here, however, for such
vigorous protests were made for both restitution and
compensation, that old "John Company" had to pay
out again heavily; the claim for the coffee seized on
the ' Streights Merchant ' alone amounting to 32,COQ.
The close of the seventeenth century, however, saw
the British footing more firmly established, and on
some basis of equity, consequently the temptation to
such iniquitous proceedings gradually, though very
gradually, declined. Warfare in Europe became also
more localised, and as a natural sequence the rnilitant
energy formerly expended, now availed for the peace-
ful furtherance of Commerce.
CHAPTER V.
AN OLD-TIME FREELANCE.
Of the many perils to which a ship was exposed while
navigating these seas two hundred years ago, one of
the gravest and certainly the most ever-present, was
the risk of capture. This risk was by no means depen-
dent on a state of war, it was the normal condition,
for even in the piping times of peace the old adage
no law to the East of the Cape of Good Hope was
preached and practised by every nation. Our own
East India Company most stringently resented any
infringement of their trading privileges, and meted
out most drastic measures, including confiscation of
the ship, to interlopers. Two ships of different nation-
alities meeting in the East would try conclusions on
the very smalle>t provocation. Again, of the various
East India Companies, one or two at least were not
recognised by the few older corporations such as the
English and Dutch ; indeed the Scotch East India
Company, as well as that of Ostend, had just cause
for resentment, their ships being seized and appropri-
ated whenever opportunity offered. Of pirates I have
spoken elsewhere.
Under these circumstances, when we consider the
value of the East In Ha trade in those days, it is not
surprising that a number of freelances of all nation-
alities came into existence. Some time ago while
engaged in compiling another work, I came across
some records of one of those venturesome individuals.
AN OLD-TIME FREELANCE 25
The career of this worthy, one John Coates, was
indeed a chequered one. He was born near Bristol
about the year 1647 and, being brought up to the sea,
took service with the East India Company, as near as
I can fix it, when he was about thirty years of age.
One would have thought that the life on one of the
old East Indiamen, whose voyage would be a catalogue
of escapes by sea, of visits to strange lands and stranger
people, of brushes with pirates, of bloody encounters
with foreign foes, would surely supply sufficient variety
and romance to the most adventurous. Coates however
was possessed, not only of an exceptionally roving
disposition, but also, I fear, of a certain mental obli-
quity, a normal twist as it were, which caused him to
hanker after a career of greater freedom with perhaps
a suspicion of lawlessness. In 1681 he came in touch
with some enterprising merchants of the City of
London who were fitting out a vessel for a private
voyage to the East, an interloper in point of fact.
This projected voyage appealed so strongly to those
peculiar instincts in Coates I have already indicated,
that he joined them in the venture. These private
voyages were usually, according to the light of those
times, perfectly honest undertakings, prompted by the
enormously high prices at which Indian commodities
were kept, owing to the jealous monopolies of the
Chartered Corporations. Although the risks of loss,
some of which I have already enumerated, were
sufficiently great, yet the profits of a successful ven-
ture to India, or to the Spice Islands and back, were
simply enormous, and consequently a considerable
number of ships were attracted to this illicit trade.
The voyage was eminently successful.
John Coates' share enabled him to purchase on his
own account in Bristol a ship named the ' Kedclyffe.'
His former co-partners taking also some small share,
she was loaded in Bristol with every conceivable des-
26 THE OLD COUNTRY TRADE
cription of goods that the natives of India might be
supposed to desire, from a " paquet of minnikin pinnes
to artillerie." She sailed from Bristol, the destination
of the voyage to avert suspicion being given out as
' Brasiles,' and after touching at various places on the
way out, arrived in Masulipatam late in 1684. Here
the greater part of the cargo was disposed of, literally
" peddled " and thence she sailed for Syriam where
the remainder of the cargo was sold.
Here Coates made the acquaintance of the Sheban-
der of Tenassery. These two seem quickly to have
recognised in each other the kindred spirit and they
became fast friends. It was here I fancy that our
worthy, possibly wearied of the prosaic business of
peddling, seeing before him perhaps a long vista of
similar voyages, similar buying, similar selling, con-
ceived the bold idea of seizing whole ships and cargoes
and disposing of them in toto. This idea, which was
afterwards to place his neck perilously near the halter,
he carefully nursed until an opportunity should chance
to put it in execution. A spice of lawlessness, I think,
is almost invariably accompanied by prodigality and
extravagance, and certainly our worthy was no excep-
tion. How the co-partners of the ' Bedel yffe ' were
protected I know not ; let us trust their share in the
venture was small, for the profits of the voyage as
soon as made, were fast being dissipated, when the
opportunity I have mentioned, presented itself.
Thence it appears the ' Redclyffe ' went to Balasore
and traded some time on the Coromandel coast, but
meeting with foul weather she became very leaky.
The condition both spiritual and temporal, of our
friend, already slipping from the broad path, is thus
epitomised. "Coates, apparently flush with money
and blown with ambition, is prepared for any under-
taking by his friend, the Shebander, and under pre-
tence of looking for one Joseph d'Haredi, and having
AN OLD-TIME FREELANCE 27
a leaky vessel under him, puts into Madopollam and
rebuilds his own vessel and built two more small ones,
and now having lived at an extravagant rate, and by
his careless lavishness made all sterling, as we say,
resolved to fetch it up again by the seizure of an
Armenian ship which had (by report) 60,000 pagodoes
in her, bound to Madras."
What happened was this, a vessel named the
' Jerusalem/ the property of an Armenian merchant
named John d'Marcora, of Madopollam, was then in
Syriam loading for Madras a valuable cargo, includ-
ing the aforesaid sixty thousand pagodoes. This
information, the Shebander, in the course of a long
letter conveyed to Coates, who put to sea as soon as
possible for the purpose of waylaying her, and pre-
pared the little ' Eedclyffe ' for an encounter.
For days they lay in wait, cruising between the
mainland and Preparis. At length their patience was
rewarded, they espied the * Jerusalem ' standing to
the westward, making a fayre wind. Coates' object
was now to get the weather-gage of the other ship
(that is to say get up to windward side of her) with-
out exciting her suspicions, and he appears to have
reduced his sail to enable the ' Jerusalem ' to pass by.
The latter, recognising her quondam acquaintance of
Syriam, continued unsuspiciously until within pistol
shot distance, when she was suddenly hailed to heave
to and send a boat on board. Utterly unprepared
was the master of the 'Jerusalem' for treachery or
deceit of this kind, as Coates, that arch-traitor, with-
out doubt had posed in the local hostelries of Syriam,
or what corresponded to those indispensable institut-
ions at that period, as the easy-going happy-go-lucky
individual, the excellent boon companion, simple and
guileless ; so unsuspicious was he that he actually
complied with the request, sending away his second
mate and four unarmed seamen in the boat. These
28 THE OLD COUNTRY TRADE
were immediately secured and Coates, than ranging
up alongside the ' Jerusalem/ desired her with many
threats to strike her colours or be immediately sunk.
As I have said, so totally taken by surprise was the
ship, her guns run in and lashed, ports secured,
powder, et cetera, snugly reposing in the magazine
that she unquestionably would easily have been sunk
or completely disabled before being able to return a
shot. Under these circumstances the colours of the
* Jerusalem ' were hauled down and she was at once
taken possession of, part of the crew being taken on
board the ' RedclyfiV
Coates now had leisure to survey his prize and his
situation also. True, he had got the ship and the
60,000 pagodoes ; he had, however, committed a felony
albeit there was no shedding of blood, and, from his
account of the whole affair, as given afterwards, his
feelings seem to have been very mixed. To have
taken his prize back to Syriam would have been sheer
folly, to have made any of the principal English or
Dutch ports would have been nothing less than
suicidal ; he could not remain indefinitely at sea, nor
was he wistful to throw a prudence entirely to the
winds by renouncing his own flag and hoisting the
pirate 'Jolly Roger,' as his countrymen Avery and
Kidd had done not so long since. No, Coates desired
if possible some middle course. Out of this quandary
Coates emerged with a scheme truly Machiavellian.
He resolved to keep the ' Jerusalem ' at sea to carry
on trading and a mild kind of piracy combined.
(Heavens ! what a combination), while he himself
should undertake an expedition against the King of
Golconda, which latter course, would quite meet the
views of his Majesty of Tenassery, the patron of his
friend the Shebander. Accordingly he placed in com-
mand of the ' Jerusalem ' one Alexander Lesley with
instructions to cruise in the Bay of Bengal for the
AN OLD-TIME FREELANCE 29
present, while he himself stood across the Bay again
for Metchlepatam, where after plundering the ship-
ping he landed his men and actually set fire to the
town. Lesley, left to himself, seems to have taken to
the business as a duck takes to water, for within a
short time, so we are told, the ship ' Quaedabux '
bound from Syriam, towards the Balasore, William
Morgan pilot, one Francis Davenport being then a
passenger on board the said ship, was on Tuesday the
2nd of March, 1685, in sight of Point of Negrais,
piratically attacked and seized by one Captain Alexan-
der Lesley in a ship called the ' Jerusalem ' which
Captain Coates had as piratically seized from John
d'Marcora, an Armenian merchant of Madopollam,
Lesley being then attended by a small sloop called the
4 Malpot,' and they both wearing the King of Siam's
colours. They were eventually carried into the har-
bour of Mergen, the sloop on the way thither being
overset by a gust of wind and five men lost in her,
viz., two English and three Portuguese.
Lesley not hearing from Coates, then returned to
Syriam, where his reception was equivocal. The
Shebander abused him and detained the ship, while he
considered the matter of her capture, promising how-
ever to forward the passengers to their destination at
the first opportunity. Poor Lesley, doughty fighter
though he was, now found himself in sorer straits than
when engaging the ' Quaedabux '; we may imagine how
eagerly he scanned the horizon for the expected arrival
of Coates, that arch-plotter, whose cool brain might be
expected to clear them from the web of difficulties they
had themselves spun. He had however not long to
wait. We read that " on Wednesday the 17th of March,
Captain John Coates arrived from the coast of Coro-
mandel in a small sloop called the ' Eobin ' which he
had built in Madopollam, and brought with him about
forty Europeans, who were full of boastings of the
80 THE OLD COUNTRY TRADE
great exploits which Coates had done against the
subjects of the King of Golconda, whom they in
bravado called the enemy, and particularly in taking a
fort in Madopollam and firing of Metcblepatam ; but
notwithstanding this it was easy to see that Coates'
reception by the Shebander did not correspond with
his expectations, though (because of these strangers)
" the best side was put outermost on both sides." How
pleased Lesley must have been to meet again his old
cbief, the man he so confidently expected would get the
ship released and clear him of his difficulties. We can
picture these two worthies, in the picturesque dress of
the 17th century, the broad hat, the wide skirts, knee
breeches adorned with ribbons, low shoes with huge
buckles, and of course the inevitable rapier, communing
together in the groves by the river bank, Lesley,
earnest, grim, perfectly ready to carry on the bold
though misguided line of action they had already
commenced, but like most men of his type, ill-able to
brook uncertainty or delay. Coates, on the other hand,
cool and calculating, and desirous of seeing his way
clear before stepping.
The Shebander had his own reasons for encouraging
our worthy in his expedition against the King of
Golconda. It appears that through the refusal of
Ally Beague the Hobledar of Metchlepatam, to supply
the ship ' Spelman,' the property of the Shebander,
with cables, that vessel was " cast away on the coast
for want of them." The former sought redress
through the King of Tenasserim, but failing to obtain
any restitution through his Majesty, persuaded Coates
to begin the war. A revocation of Coates' commission
had come however while he was on the Coromandel
coast, with instructions that it was to be forwarded to
him by the best sailer belonging to the place. The
Shebander could not of course avoid sending it, but
enclosed private instructions to him to continue the
AN OLD-TIME FREELANCE
31
undertaking, promising to stand between him and all
danger. Under these circumstances we can imagine
how confidently Coates would look to his patron, in
whose sole interest he had undertaken the expedition,
for the support that was his due, and we may picture
his chagrin on perceiving that support was not readily
forthcoming. Here I must leave him, while upon his
management in this extraordinary affair, I hope to
continue later.
(" TIMES OF INDIA,"
June Wi, 1905.)
( 32 )
CHAPTER VI.
THE EIGHTEENTH CENTURY AND THE
DUTCH COUNTRY TRADE.
The eighteenth century was an era of great pros-
perity for the Country Trade. Merchants, availing
themselves of the benign advantages of peace, ventured
still further afield; ports formerly visited tentatively
had now become established seats of commerce ; new
marts had been created.
The Parsees, a new factor now, embarked in ship-
ping in 1735, and soon became a power in the trade.
To an account of Parsee shipowning I have accorded
some special chapters.
The Dutch too, with their usual business acumen,
had established several regular trades, especially with
Java and the Molucca Islands. From Bengal they
took saltpetre, loading it at Hooghly, a settlement on
the river about Calcutta. But little now remains of
the old town to remind the traveller of its former
prosperity. It was, owing to the sand and mud
banks encumbering the river, always difficult of
access, and circumscribed by settlements of other
nations. At low tide can be seen remains of the old
fort wall, which was described in its palmy days as
mounting many guns and being flanked by a good
ditch.
Gombroon, the modern Bunder Abbas, Surat,
Cannanore, Cochin, Quilon, Crangenor, Ceylon, Nega-
THE DUTCH COUNTRY TRADE 33
patam, Pulicat, Masulipatam, Palicat, Vizagapatam,
Hooghly, Aracan, the Tenasseriin coast were at this
time emporia of the Dutch commerce with Malacca
and the Islands to the Eastward, and at many other
cities Factors were established. At some of these
places are still to be seen the remains of their defences
and their houses, and one can still follow the windings
of the paths, now overgrown with jungle, in the quaint
old Dutch gardens.
The Dutch East India Company prohibited trade in
piece-goods and opium to merchants of their own
nation, yet English ships could bring tbem, a curious
policy of which the country trader was not slow to take
advantage.
The story of the efforts of the Dutch to found an
Eastern Empire is to the full as interesting as our
own. Their policy, wisely consistent, was directed
towards the development of commerce, the acquisition
of territory being but a means to that end. The
establishment of factories so far apart as those of
Gombroon and Masulipatam, Surat and Java, Ceylon
and the Moluccas, greatly encouraged the " country
trade," and the Dutch early embarked on this busi-
ness. Large Dutch ships were employed between the
Persian Gulf and the Madras Coast, between Bengal
and Madras and the Dutch East Indies.
Tavernier, the enterprising jeweller, had occasion in
the course of his business to make a. voyage in 1652
from Gombroon to Masulipatam, and (the British
India Company with its regular service of steamers,
and the Indian Kailway Companies not being then
evolved), taking such means as were then afforded,
engaged a passage in a small \essel belonging to the
King of Golconda, commanded by a Dutch officer.
This vessel though not precisely a buggalow, was not
very much larger, and in point of speed probably
much inferior; the ordinary "country" ship of the
(The Country Trade) *>
34 THE OLD COUNTRY TRADE
period, high sterned, low-waisted, and armed with a
number of guns of small calibre, for protection against
probable and possible enemies.
His own description, which is delightfully quaint, is
given in " Travels in India " by Jean Baptiste Tavernier,
1676 (by V. Ball, published by McMillan and Co.
London, 1889), a most fascinating book, and the
account of the voyage I take the liberty of repro-
ducing. He mentions that he left 'Gombroon for
' Masulipatam on the llth of May, 1652, having em-
' barked on a large vessel belonging to the King of
' Golconda, which every year goes to Persia laden with
' muslin and chites or coloured calicoes, the flowered
' decoration of which is all done by hand which
' makes them more beautiful and more expensive than
' when it is printed. The Dutch Company is in the
' habit of supplying a pilot and a sub-pilot and two or
'three gunners to the vessels which belong to the
'Kings or Princes of India, neither the Indians nor
'the Persians having the least knowledge of navi-
' gation. Upon the vessel upon which I embarked
' there were five Dutch and about one hundred sailors
' of the country. We left the Persian Gulf with a soft
' and favouring wind, but we made but little way be-
' fore meeting a rough sea and south-west wind, so
' violent, though good for our course, that it was im-
' possible to carry more than a small sail/
' On the day after and those which followed it the
' wind became more furious and the sea more disturbed
' so that when we arrived at the 16th degree, which is
'the latitude of Goa, the rain, thunder and lightning
' increased the hurricane, and we were unable to carry
' any sail except the Simiani, and that half furled, and
' thus we drove before the wind for many days. We
' passed the Maldive Islands without being able to see
' them and our vessel made much water. For it had
' remained nearly five months in the roads at Gombroon
THE DUTCH COUNTRY TRADE 35
'during the hot season, for if care is not then taken to
' wet the timbers which are exposed above water, they
' open ; this is the reason why vessels make so much
' water when laden. The Dutch do not fail to throw
' water over theirs both morning arid evening, because,
' without this precaution, one runs the risk ot being lost
' in a tempest. We had in our vessel fifty-five horses
' which the King of Persia was sending as a present
' to the King of Golcondah, and about one hundred
' merchants, both Persians and Armenians, who were
' going to India for trade. During a whole day and a
' night a cross wind blew with such violence that our
1 vessel took in water on all sides and the worst was
' that our pumps were no good. It fortunately hap-
' pened that there was a merchant on board who was
' taking to India two bales of cow hides which we call
' Russian leather ; these skins are much valued because
' they are cool for covering small beds on which one
' throws oneself during the day to sleep for an hour or
' two. There were also on board four or five shoe-
' makers or saddlers who understood how to stitch
' these skins, and they did a good service to all in the
' vessel and likewise to themselves, for we were in
1 danger. They made great buckets, each consisting
' of four skins, and five large holes were cut in divers
' parts of the lower deck, where some of the ship's
' company filled the skins, which were then hauled up
* through the holes. These skins held about a pipe of
' water each, and in order to hoist them a thick cable
1 was extended from the mainmast to the foremast, to
'which as many pulleys were attached as there were
' buckets. To each bucket were allotted a sufficient
' number of passengers to hoist it, so in less than an
'hour, or an hour and a half, we baled all the water
' out of the vessel.
' On this same day, while the storm was so severe, a
' strange thing happened. Three thunderbolts struck
36 THE OLD COUNTRY TRADE
' our vessel. The first fell on the foremast, which it
'split from top to bottom, then leaving the mast at
1 level of the deck, it ran along the length of the vessel,
' killing three men in its course. The second fell two
' hours later, and running from stem to stern, killed
' two more men on the deck. The third followed soon
' after the pilot, sub-pilot, and I being together near
1 the mainmast, and the cook coming to ask the pilot if
1 he wished him to serve the supper, the thunderbolt
' made a small hole in the cook's stomach and burnt
' off all his hair as one scalds a pig, without doing him
1 any other injury. But it is true that when this small
'hole was anointed with cocoanut oil he cried aloud
' and experienced acute agony.'
It is curious to read how often in early days ships
were struck by lightning, and to note how little in-
vestigation was bestowed upon the subject by the
" savants " of the period.
Tavernier continues : ' On the 24th June we per-
' ceived land in the morning, and, when sufficiently
' near, recognised that we were off Pointe de Galle, the
' principal town of the Island of Ceylon, which the
' Dutch took from the Portuguese. From this up to
' Masulipatam Roads we had fairly good weather and
' we arrived there on the 2nd July, one or two hours
1 after sunrise. Our pilot at once went on shore to
salute the Dutch Commander/ and doubtless the
worthy Jeweller was not slow to betake himself to
the shore, there to offer a thanksgiving.
The Eighteenth Century saw a great development
of the Indo-China trade, and among those contributing
to. this material advancement very largely bulked the
Parsees. The East India Company were accustomed
to send, in the latter part of the century, four or five
ships to China every year, but the major part of the
cotton was carried there in country ships, and so greatly
did this cotton trade increase that no less than forty
r
THE DUTCH COUNTRY TRADE 37
" Country " ships went to Canton in the year 1789.
The celebrated old ' Gunjava ' of Surat is recorded as
having been there in 1787.
Apropos of Surat, many large and well appointed
ships of both European and native owners belonged to
that port. Stavorimts tells us of a shipowner of Surat,
an Indian named Takoordeer who possessed a fleet of
19 ships. It seemed however that he was destined to
possess no more than that number, for no sooner did
he launch a new ship than he received intelligence of
the loss of one of the others. Those were golden days
for shipowners and Takoodeer amassed such wealth
that, we are told, it was his intention to have covered
his walls with plates of copper. Such riches had how-
ever attracted the cupidity of the Nabob, who had him
enticed into his garden and murdered. Fallen as the
potential gains may be, the shipowning magnates of
Leadenhall and Bil liter Streets are at least spared this
danger.
Madras, probably on account of its lack of harbour
facilities, possessed but few ships, though to the
Northward, Coringa, under the influence of opulent
old Narsinga, was a considerable ship-building and
ship-repairing centre.
The coinage in daily use had undergone considerable
change. The Dutch East India Company, following
our custom, coined their own money, and the writer
by a fortuitous chance was able to secure a few of their
old copper coins from a Javanese merchant. On one
side these battered old pieces exhibit the arms of
Holland, as exemplified in various reigns, and on the
other the well known monogram V.O.C., interlaced,
the badge of the Dutch " Vor Ost Indien Compagnie."
Their strict rules were on one occasion disregarded,
when money was minted locally ; but the correct old
Dutch East India Company were so jealous of their
reputation that they compelled these peccant officials
38 THE OLD COUNTKY TRADE
to recover whatever unauthorised monies had been
issued, and to replace them by the Company's coinage.
In India a great variety of money was in circulation.
Native States had their own coinage; German Ducats;
our own " John Company's '' issues; and gold coins of
many nationalities were in, daily use. Truly a mer-
chant in those times had some troublous computations.
The historic pagodoes, formerly worth from seven to
nine shillings, had by the middle of the century almost
disappeared from currency, and accounts were subse-
quently cast in Eupees.
The closing years of the Eighteenth century were
marked by the ravages of French privateers. These
are dealt with in a separate chapter.
An endeavour was made to extend the Ked Sea trade
to Suez, but it met with disaster. The East India
Company despatched to that port a richly freighted
ship. She arrived there without accident in 1784 but
was captured, her guns taken ashore and mounted on
the defences of Suez. Afterwards these same guns did
duty in a saluting battery, and were mentioned in a
Consular Keport so recently as 1871. The writer, in
1895, having some leisure in Suez, made a careful
search for them. Several residents remembered to
have seen them, but the opening of the Canal had so
revolutionised sleepy old Suez that whole batteries had
been demolished, fortifications razed and the arma-
ments scattered, and eventually these historic old suns
were traced to a foundry, which had definitely closed
their existence.
The Jeddah and Mocha business to be successfully
conducted required more than a passing knowledge.
A room on shore had to be engaged for the exhibition
of the samples, and innumerable officials, from the
highest to the lowest, had to be propitiated. If the
11 propitiatory offerings " were not on a sufficient scale
perplexities occurred immediately, transgressions from
THE DUTCH COUNTRY TRADE 39
the law would be discovered and impositions levied ;
protection would be withdrawn and difficulties would
increase, until the merchant, realising the position,
increased them.
All this took time, and when we consider the leisurely
manner in which the Oriental, even when unhampered
by Customs delays and other legislative interference,
transacts his business, we can well imagine the length
of time the Eighteenth century ship must have spent
in port during the negotiation of her merchandise.
The " Millenium" has not yet arrived, still the
Moslem merchant has not now to add quite cent, per
cent, to the value of his goods to cover the costs of
Turkish Customs ; while modern competition has so
entirely altered the conditions of commerce that goods
require now to be sold, and capital turned over, more
quickly.
CHAPTER VII.
A DISASTROUS VOYAGE TO MOCO AND JODDA.
The interest taken in the Mohammedan pilgrimage,
now (November 1904) proceeding, leads us not un-
naturally into a contemplation of the conditions under
which such pilgrimages were usually undertaken in
byegone times. Nowadays a voyage from Bombay
to Jeddah and back again in a " country " steamer
can easily be performed within the month, and entail
neither hardship nor privation. Food and water are
easily obtainable and pirates no longer give cause for
anxiety ; on the other hand comfort, a close approxima-
tion to scheduled time, and safety, can now be almost
relied on. In contrast to these twentieth century
conditions, an account of a similar voyage, made or
attempted to be made 150 years ago, has peculiar
interest.
I have before me some papers relating to a Scotch
officer, one John Iver, who was for some years in the
" country trade " ; at the particular time I speak of,
he was chief mate of a ship of 900 tons, a very large
vessel for those days, owned by subjects of the Mogul.
This vessel was loaded up at Surat with a cargo,
valued at no less than 200,000, which works out at a
very considerable value per ton, for ' Moco ' and ' Jodda,'
(Mocha and Jeddah) in the Red Sea. As was usual
in those days, many of the merchants who had freighted
the goods sailed in the vessel the better to dispose of
their ventures at the ports of destination ; eight in-
A DISASTROUS VOYAGE TO MOCO AND JODDA 41
dividuals, simply noted as " black Roman Catholics,"
who might possibly have been semi-Portuguese but,
from the destination of the ship, I rather fancy were
Christians from Abyssinia, and a number of Mahomedan
pilgrims, took passage in her ; the whole number of
passengers totalling ninety- seven. One Hugh Kendy
was in command, there were four mates, a gunner
also English, and a hundred Lascar seamen. She
cleared the port of Surat on April 10th, 1754, well
before the setting in of the South-west monsoon and
met with light winds and pleasant weather at the
commencement of the voyage.
Nothing occurred worthy of note until the llth, by
which time she had made good about six hundred and
fifty miles, an average of about 80 miles a day ; and
for a short tub of a vessel with a proportion of beam
to length of one in three and a half, an average not
to be despised ; for in April, a month during which a
sailing vessel is exposed to variable winds and calms,
her speed would naturally be a slow one ; moreover
the dread of meeting the South-west Monsoon before
she arrived on the coast of Africa, would compel her
to steer a somewhat southerly course, so as to be well
to the southward and westward before falling in with
it. The ship herself was of the ordinary mid-
eighteenth century type ; the style of ship that surged
across the Atlantic with General Wolfe on board.
English built, low bow, low waisted and high pooped,
the latter surmounted by three enormous " lanthorns."
As I have said up to the 18th, the passage was un-
eventful. On that day, however, at about 1 o'clock in
the afternoon an alarm of fire was raised, or as Iver
quaintly expresses it " We observed smoke coming
up through the forecastle ; may God preserve me from
the like sight for ever."
Within the space of a few minutes the whole
foredeck burst into flame, which quickly spread to the
42 THE OLD COUNTBY TEADE
sails and rigging and the latter being of dry rope,
thickly coated with tar, burned fiercely. The ship
was immediately kept before the wind to hinder as
much as possible the spread of the flames towards the
stern, and every effort was made to drown the fire.
The poor fire appliances possessed by ships in those
days availed but little and the foremast becoming
ignited, it became evident that the ship was doomed.
So recourse was had to the boa^s. Davits are com-
paratively modern inventions ; in those davs, the boats
were kept on the booms on the upper deck, between
the fore and main-masts. The long-boat, of immense
weight, was used to contain other boats, spare timber,
ropes, live stock, etc., and consequently not readily
cleared ; while the long-boat was being cleared away,
two smaller boats were hoisted out and filled with
people. John Tver, with the gunner and a special
party, had gone below into the ship's magazine, to
break out and heave overboard the barrels of powder.
While engaged in this hazardous undertaking, one of
the lascars cried out to Iver, that the long-boat " the
one prospect of life," had been got over the side, filled
with people, and was being cast adrift.
Iver and his party immediately rushed up on deck.
On seeing him Hugh Kendy, the master, from the
poop, calmly observed, while pointing to the distance
from the ship the long-boat had gained, " that he had
seen Iver in former years, when in Virginia, swim
farther than that, and that he doubted not his (Iver's)
ability to reach it." Kendy himself, seeing the boats
would not hold all the people refused to leave ; Iver,
jumping overboard, gained the long-boat and used his
best efforts to pick up as many as possible of those
who had flung themselves into the sea ; among others
he picked up the aforesaid eight Roman Catholics.
Many however feared to commit themselves to the
water and thus attempt to gain the already over-
A DISASTROUS VOYAGE TO MOCO AND JODDA 43
crowded boats ; while those already seated in the
latter had the mortification of seeing a hundred poor
souls left behind. About eight o'clock, with a roar
like thunder the ship blew up and every person left in
her perished. For some time the horror of the
spectacle held them enthralled ; and it was riot until
the sharp tones of Iver rang out, admonishing the
rowers in the other boats, that they were brought to
a realisation of their own desperate condition.
John Iver now bethought himself to take stock of
the food and water. Of the former he found a bag
of biscuits weighing about 20 pounds ; the latter,
contained in a small breaker, amounted to but five
gallons and was at once for greater security taken into
the stern of the longboat. Eighty-four people were
counted in the boats and a more equable distribution
of numbers was made in them having regard to their
seaworthiness. Neither sails nor canvas were to be
found, recourse was therefore had to rowing, the
lascars taking turns at the oars by watches. John
Iver set the course to Malabar by the stars, and
dipping their oars into the water together, the crew
of each boat alternately shouting to encourage the
rest, the little band of wayfarers started on their
forlorn journey of 600 miles to the nearest point of
India. After rowing forty-eight hours the wind veered
a little and Iver " desired the Moors to take their
their turbands and stitch them with some rope yarns
out of the longboat's cable for sails, and lashed the
oars together for masts, and being a side wind and
fair weather we went along two or three knots an
hour ; but from the want of sleep, (conducting the
boats by the sun by day, the stars by night) I envied
the death of my shipmates who were burnt or
drowned."
Iver tells us they were never hungry, but all suffered
greatly from thirst from the outset. After seven days
44 THE OLD COUNTRY TRADE
the scanty allowance of water gave out altogether,
and the old-time remedy of keeping the body con-
stantly wet with salt water availed but little. Their
throats and tcngues became so swollen that they were
unable to speak and consequently conversed only by
signs. Acute misery is not however conducive to
conversation and the one all-prevailing sentiment, the
expectation of seeing land probably engrossed the
entire attention of these poor wretches, crouching
hour after hour in the blazing sun by day and in the
weary watches of the night huddling together, too
occupied with the unhappiness of their surroundings
to sleep. On the seventh day fourteen died. On the
following day twenty more died ; the boats, however,
still gliding steadily on towards the coast with a light
beam wind at the rate of two or three miles hourly.
On the ninth day, to their great delight, John Iver
" spied land, which sight overcame my senses and I
fell into a swoon with thankfulness and joy," and in
the evening they landed.
Many natives came down to the beach and assisted
the sufferers to land, bringing them water and food.
Our worthy narrator describes them as gentoos and
tells us he made the land about sixty miles to the
southward of Goa, which would place it about Compta
or Rajahmundroog. Fifty landed here of the eighty-
four who, but nine days before, had left the burning
ship, and of these fifty many were in the last stage
of prostration, for within the next two days twenty
more died, some from the privations they had already
undergone, others from drinking water to excess.
The survivors remained with these kindly people until
sufficiently restored to be able to face the remainder
of the journey to Bombay.
In the year 1754 means of communication between
Bombay and the coast ports were limited. The com-
fortable and regular coasting steamers that will now
A DISASTROUS VOYAGE TO MOCO AND JODDA 45
take us up from Mangalore to Bombay, or down from
Karachi, within a couple of days, were then undreamed
of possibilities, and the only means of reaching Bombay
lay in a tramp of something like three hundred miles,
over hill and dale, rocky fastness and swampy valley.
Well, being at length recovered, they took leave of
their hospitable entertainers and the little remnant
of thirty men almost naked set out on their weary
walk.
Of this part of the journey Iver tells us but little.
It is evident that they fared not badly on the whole ;
charitable country people helped the wayfarers along,
too poor were they to be troubled by attacks of
robbers ; even the lordly pirate chiefs of Angria,
though cherishing an undying grudge against the
British, suffered them to pass unmolested through
their dominions, and in thirty-eight days they arrived
in Bombay, naked and penniless. Here the Honour-
able Company charged itself with their needs. Iver
being allowed fifty rupees monthly until he should
recover sufficiently to be able to take up other em-
ployment, and the little band dispersed.
Within six months Iver was perfectly restored and
joined another ship as mate, on a voyage to Africa and
Ethiopia, and later on perhaps, we may be able to
follow his further fortunes.
(" TIMES OF INDIA,"
Jan. 27^, 1905.)
( 46 )
JOHN IVER'S ADVENTURES.
PART II.
Some time ago I related the adventures of a "worthy
Scotsman, one John Iver, who a century and a half
ago, was an officer in the ' Country ' service. I des-
cribed then his disastrous voyage to ' Moco ' and
'Jodda' (Mocha and Jeddah), and the terrible suffer-
ings of the survivors from the burning ship. The
papers I have before me now recount that he remained
in Bombay, at the charge of the Honourable Company,
no less than six months, while recruiting his health ;
at the conclusion of which time, being then recovered
sufficiently to be able to take up further employment,
he took service as chief mate in a vessel bound to
'Africa and Ethiopia/ This voyage was not an event-
ful one, but on returning to Bombay, she was chartered
for the Malacca Straits."
The Malayan seas, viz., those extending from the
Straits of Malacca to the Spice Islands, including of
course the Dutch East Indies and Borneo, have ever
borne an evil reputation for piracy. A sailing ship,
passing through the various passages or straits between
the islands, was exposed to frequent light and baffling
winds, and to protracted calms; when her sails flapping
idly, deprived of her only means of locomotion, she
would speedily be marked down by the rovers lurking
in the creeks. Even in comparatively modern times,
the early part of the last century, -the East India
Company's ships invariably tried to make these pas-
JOHN TVER'S ADVENTURES 47
sages in company. I remember hearing of my grand-
father's ship the H. E. I. Company's * Charles Grant,'
though heavily armed (38 guns) and carrying a crew
of nearly 140 men, waiting for her consort the * William
Pitt ' to come up with her before attempting the
passage. Crafty, cruel and bloodthirsty, for centuries
these freebooters were a standing menace to merchant
shipping venturing in these waters, until their extir-
pation, partly by the Indian and Royal Navies, by the
advent of steam, and lastly by the gentler influence of
civilization extending to these islands.
Well, to return to my hero. The ship having dis-
charged her outward cargo, loaded up with spices,
cloves, nutmegs, and mace, a valuable cargo, and
arrived at the northern end of the Lombok passage
without incident worthy of record. Here the wind,
and with it their luck, deserted them. For two days
they drifted helplessly in the strait, occasionally with
a favourable " puff." They would gain a few miles
only to lose the distance thus made, by a failing wind
and a contrary current. On the evening of the second
day they had drifted so close to the island of Lombok
that a kedge anchor was let go shortly after midnight,
and there being no indication or likelihood of a breeze
before morning a watch was set, and the remainder of
the crew lay down to sleep.
Towards dawn Iver was suddenly awakened by the
sound of oars. The direst conclusion immediately
forced itself upon his mind. Without a moment's
hesitation, springing to his feet he gave the alarm
awakening the watch with a shout. The Captain
rushed on deck and the crew to their arms. The
summons came none too soon, for dimly through the
mist were seen the ghostly forms of proas advancing
towards the vessel.
The usual method adopted by these gentry when
attacking in force was as follows : swiftly propelled by
48 THE OLD COUNTRY TRADE
oars, the proas took up their station, some right ahead
and some right astern, from which position their in-
tended victim would not be able to bring her broad-
side guns to bear on them. From this point of vantage
the rovers plied their guns on the hapless vessel until
her crew were thoroughly demoralised, when, dividing,
the proas dashed in on their prey pouring their men
from all sides at once upon her decks.
To the presence of the mist John Tver and others
undoubtedly owed their lives this time, for, owing to
the precise position of the ship not being known to
the pirates, the attack was delivered in the first place
from the beam. The short twelve-pounders on the
quarterdeck and 18-pounders below, were thereupon
discharged and with such deadly effect that the enemy,
not anticipating such a reception, retired in great con-
fusion, and the fog hanging as a pall, covered their
movements.
There were no casualties on the English ship, so
securing a spring on the cable and reloading their
weapons, the crew prepared to repel the next attack,
which they knew would be delivered at daylight ; and
so as John Iver expresses it, " the gunner taking heed
to the priming of his guns, the sailors laying nigh to
the training tackles, in no joyful state we waited for
the dawn."
The dawn had at length arrived, and the sun rising
quickly dissipated the mist, revealing four proas
crowded with men laying off at a distance of about
half a mile. Deterred by the formidable resistance
they had already encountered from their usual wait-
ing tactics, the pirates dashed immediately right at
them. The Englishmen reserved their fire until the
former had arrived within about a hundred yards,
when a roar like thunder rent the air as the ship
discharged her whole broadside. Accurately laid and
discharged at point blank range, the guns did their
JOHN IVER'S ADVENTURES 49
work well, one proa was sunk and the crew of
another almost annihilated. Before the smoke of the
discharge had cleared away the other rovers were on
them, one boarding ahead and one astern.
Clambering like cats up the chains, over the ports,
even over the protruding muzzles of the cannon, the
lithe and active Malays, armed with their terrible
creeses, gained a foothold on the deck. Numbers,
however, were slain while so climbing, as the crew
armed with pike, cutlas, musket, axe, and even
handspike, thrust, slashed, shot and cut fiercely at
their assailants.
In the space of a few moments not an Englishman
remained alive on the forecastle, though they still
held the quarterdeck, and thus for a few seconds, the
issue of the battle hung doubtful. The brave British
crew had successfully repulsed the attack over their
stern. The victorious pirates on the foredeck, how-
ever, having slaughtered the gallant defenders at that
end, were just gathering themselves for the final
rush. For these few seconds, I say, the issue hung in
the balance, the Malays recovering their breath after
the recent carnage on the forecastle ; of the Englishmen
and Lascars, some were defending the stern, the re-
mainder, a mere handful, preparing for the expected
rush from forward. Then the gunner, by one of
those fortuitous inspirations of Providence, suddenly
slewing round one of those pieces of cannon planted
on the quarterdeck denominated a ' murthering piece,'
and loaded up with ' langridge,' (a term used in those
days to denote a miscellany of broken bolts, odd pieces
of iron, nails, et cetera, discharged it point blank into
the seething crowd of pirates. The carnage was
awful, the fore-deck resembling a shambles. Iver
says over thirty of the Malays were laid low by that
' murthering piece.' The remainder, utterly un-
nerved, fled shrieking over the bows, those attacking
(The Country Trade)
50 THE OLD COUNTRY TRADE
over the stern were taking to flight, and the ship was
saved.
The whole ghastly scene had been enacted within
half an hour. How little we reck, in these present
times of peace and safety, of the enterprise and
dogged courage of our forefathers both commercial
and combatant, who have laid the pavement over
which we now so easily and securely tread.
Well, they had kept their ship, but at what price?
Their loss in personnel had been dreadful. The
second and third mates, carpenter, three English sea-
men and thirty- three Lascar seamen lay gashed and
maimed upon the bloody deck, and for some hours
the survivors were too exhausted to dispose of their
remains. Towards the afternoon a breeze sprang up,
so making sail and raising kedge, they quickly passed
these inhospitable shores and, having had, goodness
knows, incident sufficient for a lifetime, eventually
arrived safely at Bombay.
Proceeding from thence to Calcutta, they arrived
just in time to find the city besieged by Surajah
Dowlah and an army of 50,000 men. The captain of
the ship and John Iver were too stout-hearted fight-
ing men not to strike a blow in aid of their country-
men, and Iver says ' we fought the ship till we could
fight no longer, the captain being killed, and myself
and the rest of the mates being wounded in many
places.' Nevertheless the gallant sailor not only got
his snip safely away, but carried off with him twenty-
six European Indies, who on the fall ot the city, had
fled to his ship for protection. After landing the
ladies at the Dutch settlement at Hugli, John Iver
returned with the bhip to Bombay.
(' TIMES OF INDIA,"
May 26th, 1905)
( 51
CHAPTEK VIII.
THE PARSEE SHIPOWNERS.
The extreme mutability of the ship-owning business
is nowhere more strikingly evidenced than in the case
of the Parsis, at one time the leading ship-owners of
India ; the period comprised between the early part of
the eighteenth, and the middle of the nineteenth cen-
turies practically constituting their era and the halcyon
days of their business trading. Khan Bahadur Bom-
anjee Byramjee Patel places the date on which they
first embarked on this business at 1735, that of the
Indo-China trade about twenty-one years later ; the
latter being heralded by the visit of Mr. Readymoney
to China in 1756.
By 1792 they possessed twenty large ships in the
" country trade," of which two were of over one
thousand tons ; the majority being built in Bombay
Dockyard. Many names, well and honourably known
at the present day, figure in this early list. Pestonjee
Bornanjee Wadia, of a family for centuries inseparably
connected with Western India Shipping, owned four
vessels ; Nusserwanjee Manockjee Wadia one ; Fram-
jee Manockjee Wadia one; Hormusjee Bomanjee
Wadia one ; Hirjee Jeewanjee Eeadymoney two ;
Manockjee Pestonjee one; Dada Nusserwanjee two;
Nowrojee Cowasjee Narielwala one: Sorabji Muncher-
jee Eeadymoney one; Byramjee Nanabhoy Dawa one;
Cursetjee Manockjee Shroff one ; Dorabjee Eustomjee
Patel one ; Eustomjee Dadabhoy Nadershaw one ;
52 THE OLD COUNTRY TRADE
Muncherjee Dorabjee one ; and Cowasjee Rustomjee
Patel one. Khan Bahadur Bomanjee Byramjee Patel,
to whom I am greatly indebted for much of the in-
formation I have gleaned on this subject, has been at
the pains of collating the names of the ships and their
owners and tabulating them chronologically.
In 1802 Framjee Cowasjee Banajee, the founder of
the greatest of all the shipping firms of the community
appeared on the scene as owner of the " Sullimany,"
and from this period, up to the establishment of steam
communication between India and China, the acme of
their prosperity was attained.
Those were the good days of the traditionally lucra-
tive trade between India and China ; the days of great
ventures, great risks, and great returns, when fortunes
were often staked upon a single voyage. The trade
not only survives but flourishes in our own days,
though shorn of much of its pristine interest ; but the
days of cotton freights at ^11 a ton, and opium carried
at thirty-five rupees a chest are gone by now, never to
return.
Nor were their voyages during the early and middle
part of the last century restricted to commerce, pure
and simple ; on many occasions the larger ships were
taken up by Government, and in some of the various
expeditions that from time to time the Honourable
Company undertook, these ships as transports, and
even as fighting units, performed yeoman service. At
the time of the China War of 1840 practically the
whole of the Indo-China opium trade was in the hands
of Parsis, and as the profits had hitherto been colossal,
so during the war when the Chinese Government
seized the opium then stored in the local warehouses
and hulks, were their losses proportionately great.
Mr. Dadabhoy Rustomjee's firm alone sustained a loss
of twenty lakhs of rupees, other firms being corres-
pondingly involved.
TfiE PABSEE SHIPOWNERS 53
These transports were heavily armed, many being
so constructed as to be capable of carrying a complete
battery of long 24-pounders, or 32-pounder cannonades,
on the main deck ; which armament their liberal
complement enabled them to work to advantage.
Successful sea-fighting in those days was not the
result of high scientific training, the short range of
the smooth-bore cannon allowing no latitude. Now-a-
days an action must necessarily be fought at a range
of some thousands of yards, and the superlative accuracy
which this entails is permissible with the telescopic
sights now supplied, the facility of training and elevat-
ing, and the consummate skill of the gunner. In the
earlier decades of last century such a summit of pre-
cision was not known. It was simply necessary, while
manoeuvring for the weather gauge, to get in as close
as possible to the opponent; so close as to prevent the
possibility of the gunner's aim being missed, and as to
ensure the penetration of their spherical cannon balls.
So then the difference between the sailing man-o'-war
of those days and the better class of armed merchant-
man was not nearly so accentuated, and the Parsi-
owned ships on several occasions took their place with
their comrades in the fighting line.
One of the most important firms amongst the Parsis
was that of Hormusji Bhicajee. The latter owned the
' Asia ' as far back as 1820, and in 1821 the ' Charles
Forbes,' which was especially built for him in Calcutta.
In 1823, owing to some losses sustained by the firm,
it was thought best to dissolve the partnership. The
value of the ' Charles Forbes,' when new in 1821, was
estimated at three lakhs of rupees ; at this crisis, how-
ever, Hormusjee Bhicajee bought up the vessel for a
lakh and-a-half, while Vicajee Mherjee left the firm
entirely. Two new partners, Messrs. Wadiajee Hor-
musjee Bamanjee and Wadia Eustomjee Eattanjee,
now joined the firm, which continued trade under
54 THE OLD COUNTRY TRADE
the old name. At this time the Burmese War broke
out, which gave remunerative employment to their
ships as transports; the firm thus being rejuvenated
under the most favourable auspices.
The Patels, the Wadias. and Camas owned many
fine ships, but the fleet owned by the various branches
of the Banajee family deserves such special mention
that I hope to devote, later on, a chapter to it.
The cost of new local shipping then was fairly high,
though less, of course, than in England, where the
rapid depletion of the oak forests was already a source
of alarm. The abolition of the Honourable Company's
commercial charter in 1834 placed a number of large
ships, many teak-built, upon the market and, being un-
fitted, from their size and other reasons, for the general
trade, these ships were at a discount, a circumstance
of which the astute Parsi ship-owner was not slow to
take advantage.
Coincidently with the middle of the century came
the advent of steam into the India local and Indo-China
trades, and as the larger amount of capital required for
prosecuting the steam trade was a prohibitive barrier
to most individual shipowners, so we find, in order to
divide the risk, joint stock and other companies being
formed to exploit, this business. Accordingly many of
the well-known Parsi names figure on the boards of
the various steamship companies of the " fifties " and
" sixties," not only of those trading up and down the
Indian Coast but even to their favourite old haunt,
China, which trade a century had almost consecrated to
them. The 'Bombay Castle/ the 'United Service/
the ' John Bright ' are not yet forgotten. Another
business, at one time, was almost monopolised by
Parsis. I refer to the Surat carrying trade in the
" fifties " and sixties," which was carried on by small
steamers right up to the advent of the railway in the
" seventies."
THE PARSES SHIPOWNERS 55
But the tide of prosperity was now on the turn.
The losses sustained during the China Wars had proved
fatal to some of the best known firms, while the wide-
spread disasters consequent on the failure of the Back
Bay Scheme probably fell with more crushing effect
upon the Parsis than upon any other community.
Steamship company after company came down with a
crash, and with them came the various firms dependent
on them ; and thus calamity after calamity proved
more than the community could bear. One by one
the Parsi names disappeared from the Directorates of
the surviving companies, and thus closed an era, one of
the most important in the history of a community which
has ever been, as the Time* justly observes, '* in the
vanguard of the army of civilisation and progress," and
an era, one of the most interesting in the annals of
shipping.
(" THE PARSI,"
Dec., 1905)
( 56 )
CHAPTEK IX.
RUSTOMJEE COWASJEE BANAJEE.
Pre-eminent among the shipping firms of the early
and even to the middle of the last century, was the
great house of Banajee. One interesting genealogical
tree, in the possession of Mr. Cowasjee Dadabhoy
Bustomjee Banajee, gives the following particulars,
which I take the liberty of transcribing :
" Banajee Limjee, the founder of one of the oldest
families in Bombay, known as the Banajee family, was
born about the year 1654 A.D. and 10*23 Yezdezurd, in
Bhugva Dandee, a village near Surat.
" At the age of 36 he came to Bombay for purposes
of trade and started himself in the name of Banajee
Limjee & Co. Under his able management the firm
soon began to prosper, and its operations assumed im-
mense proportions. In due time he opened branches
at Madras, Calcutta, and on the Malabar Coast and
eventually monopolised the whole of the business of
the East India Company. It reflects no little credit
on his enterprising spirit, that in those days, nearly
200 years ago when mercantile spirit was not much in
the ascendant among the Parsis and other natives, he
possessed two large vessels called the ' Gunjawar ' and
' Prem.'
" So much was he esteemed by the Parsi community
that on the formation of the Punchayet, he was
unanimously chosen its president, which seat he
occupied till his death.
" But his co-religionists, not deeming even this
RUSTOMJEE COWASJEE BANAJEE 57
honour sufficient for his piety and urbanity conferred
on him the title of Davur, meaning a highly religious
and true man.
"The descendants of his eldest grandson Nanabhoy
Byramjee Banajee still retain this title, or rather in
their case the surname, and hence they are known as
the Davur family. He was a large proprietor of lands
and buildings in Bombay. In his time the want of a
Fire-temple was greatly felt in Bombay which this good
man supplied at his own expense. Having purchased
a large plot in Cowasjee Patel Street he erected an
A task Adrian, the first in Bombay and consecrated it
on the 9th day of the 9th month Shenshai, in the
Christian year 1709, and in its vicinity he built a line
of small houses, the rents of which were set apart for
the current expenses of the Fire-temple. The vacant
plot he gave away to his fellow men to build dwelling
houses on.
" Having amassed a large fortune this remarkable
man departed this life on the 20th day of the 10th
month Shenshai, in the year 1103 Yezdezurd, the 30th
day of July 1734 A.D., at the good old age of 80, leaving
behind him, three sons, Byramjee, Manockjee, and
Limjee.
" After the death of Banajee, his second son Manock-
jee was elected a member of the Punchayet in his
father's place, and also called Davur, and after him
Nanabhoy, the son of his elder brother Byramjee.
Sir Cowasjee Jehangeer and Hirjee Jehangeer Beady-
money (whose father had assumed the name of Beady-
money after his maternal grandfather), and the other
members, known as the Soonyjee family, are the
descendants of Rustomjee, the second son of Byramjee
Banajee. Cowasjee, the fifth son of Byramjee Banajee
was the father, amongst other sons, of the good Fram-
jee Cowasjee, Cursetjee Cowasjee, and Eustomjee
Cowasjee, men well-known in Bombay, Calcutta, and
China, for their philanthropic nature and enterprises
58 THE OLD COUNTRY TRADE
and who have added lustre to the Parsi name." . . .
The foregoing genealogical history has brought us
to the close of the 18th century, introducing us to the
three great brothers whose names are landmarks in
the mercantile history of India. Of this trio, in
matters pertaining to shipping, Rustomjee Cowasjee
took the leading part. He was born in Bombay in
1790, and between the years 1812 and 1820 he visited
the larger Indian ports and also went to China, remain-
ing there three years. He then went to Calcutta,
where he remained until his death in 1852. His firm
were not merely shipowners, they carried on an exten-
sive business in cotton, opium and other merchandise,
frequently freighting their ships with their own ven-
tures. In addition to the large carrying trade between
Bombay and China, they had a number of fleet-
winged vessels, carrying opium. Fleet- winged they
were to enable them to escape the watchful Mandarin
Junks ; and well armed, the better to protect them-
selves against pirates and other rovers lurking in the
China seas.
A short time ago I was shewn a list of the ships of
this historical firm. It comprised no less than thirty-
nine vessels, some of large tonnage for the ordinary
country trade, some smaller and swifter, expressly
built for the opium trade between India and China,
and again others for its local distribution on the China
coast. Two of the sons of Kustomjee Cowasjee,
viz., Dadabhoy Kustomjee and Manockjee Rustomjee,
worthily represented the house of the Banajees in
China ; of these two gentlemen I hope to say more in
a subsequent chapter.
This opium business was a risky one, the ships and
their cargoes were ever exposed to the risk of capture,
the crews carrying their very lives in their hands.
Carried on against the positive wishes of the Pekin
Government, it was risky business ; however when
business is lucrative, men are not wanting to share a
BUSTOMJEE COWASJEE JBANAJEE 59
risk as well as a profit. The inevitable war came at
last and Mr. Dadabhoy in China proved of great
service both to the English authorities and to the
residents.
A great demand arose at this time for tonnage to
convey troops to the seat of war, and many country
ships, including several of Mr. Rustomjee's firm, were
taken up for this service, carrying re-inforcements
from India. No less than fourteen of the ships of this
firm were engaged as transports at remunerative rates ;
The ' Eustomjee Cowasjee, ' Framjee Cowasjee,' ' Cur-
setjee Cowasjee,' ' Sullimany,' ' Futta Salam,' ' Faize
Allum,' ' Erna^d,' ' Atieh Rohman,' ' Rohamany,'
'Faize Robany,' ' Mellekee Bhar,' 'Forth,' 'Shah
Allum,' ' Allaliere,' all took part in the China ex-
pedition of 1840-42. Another ship, though not appear-
ing in the list now before me, was the ' Golconda '
which foundered in a cyclone in 1840 when conveying
troops from Madras to China, between 600 and 700
lives being lost.
Mr. Rustomjee Cowasjee was indeed fortunate in his
sons, both Dadabhoy and Manockjee being possessed
of marvellous business acumen, and in addition to this
their sterling qualities of perseverance, integrity and
amiability gained for them a reputation that is a
household word to this day.
The business of a shipowner in those days was vastly
different to that obtaining at the present time ; then
the ships were, invariably, entirely the property of the
registered owners. The " Sixty-fourther " and the
" Limited Liability " were products of a later age.
The march of progress was slower then, and types
of ships did not change as rapidly as at present, when
the ship of a dozen years back is ill fitted to compece
as a dividend-earner with her sister of to-day, conse-
quently ships were built in those days to last. Per
ton, a big price was paid, and the launch of a ship was
a red letter day in Indian annals. An interesting
60 THE OLD COUNTRY TRADE
account of the function attending one of the launches
appeared in the 'Bengal Englishman' of July 15th,
1839, which I reproduce :
"LAUNCH OF THE RUSTOMJEE COWASJEE."
" On Saturday last, pursuant to a public notice that
there was going to be a launch and a tiffin at the
Kidderpore Dock, several hundreds of persons assembled
in the yard, ready to do honour by their cheers and
their potations to the auspicious event. A splendid
tiffin with wines, ices, &c., had been supplied at the
charge of the liberal Secretaries to the Docking
Company, and was laid out on three tables in one of
the spacious working galleries under a canopy of flags,
most tastefully arranged. Sir John Peter Grant with
his eldest son and daughter ; Sir H. Seton, the
Advocate-General ; Colonel Powney, and a number of
distinguished members of the Civil and Military
Services, the mercantile classes, etc., with their ladies
and family, partook of the tiffin and ever and anon
turned their eyes from the good things before them to
the noble vessel, which, decorated with flags and hav-
ing many persons on her decks, towered above them
in her birthplace. At half-past two o'clock the tide
having reached the requisite height, Eustomjee
Cowasjee, Esq., accompanied by his son Mr. Manockjee
Eustomjee, Mr. Dunjibhoy Eustomjee, and the highly
respectable builder, advanced to the head of the
upper table and announced to Sir John Peter Grant
that the vessel was ready to receive her further
appellation at the hands of his daughter, Miss W. P.
Grant. Every lady then rose from table ; the fair
sponsor, accompanied by her friends and the Parsi
gentlemen named above, approached the head of the
vessel, grasped the bottle containing the purple
anointment, and at the appointed signal the " shores "
being knocked away, the ' Eustomjee Cowasjee ' glided
RUSTOMJEE COWASJEE BANAJEE 61
most gracefully into her future abode, receiving her
name amidst the shouts and cheers of numerous
spectators, while the excellent Cameronian band played
an appropriate selection. When the vessel had taken
up her station previous to being removed to the Dock,
the company adjourned to the tiffin table, when Sir
John Peter Grant proposed a bumper to the success
of the " Bustomjee Cowasjee," which was drunk with
loud applause and hearty good -will. A shawl was
then presented by the owner, at the hands of Sir John
Peter Grant, to the very skilful and successful builder,
Mr. Dadabhoy Bustomjee Wadia, and the assembled
hundreds then dispersed. The ship is intended for
the "country trade" and has been built for Messrs.
Dadabhoy Bustomjee (now in China) and Manockjee
Bustomjee (now in Calcutta), the sons of our worthy
and much respected fellow-citizen Eustomjee Cowasjee,
and has been named by them after their father out of
respect for him ; we trust the career of the vessel will
always be prosperous, and that the respectable builder
may live long to look on her with pride and satis-
faction."
In 1849 a severe blow fell on the firm by the failure
of the Union Bank and by other coincident losses.
Mr. Eustomjee Cowasjee, the merchant prince of
Calcutta, died on the 17th April 1852, and few men
have been so regretted. A graceful tribute was paid
to the memory of this worthy man by the following
obituary notice published in the Englishman of April
19th 1852: "We were sorry to hear on Saturday
morning that the oldest and best known of our Parsi
residents had died the preceding evening. Bustomjee
Cowasjee has resided for about 30 years in Calcutta
and for a great part of that time carried on a very
extensive business as a merchant and shipowner, and
for his activity and enterprise was well known to men
of business all over the East. During his prosperity
62 THE OLD COUNTEY TRADE
he sought European society and breaking through the
restraints usual among his countrymen, did not
hesitate to introduce the ladies of his family to his
guests, among whom the Governor-General of India
has more than once been present. When what is
called a commercial crisis visited Calcutta, Bustomjee
shared in the misfortunes of his neighbours and
suffered heavily in his prosperity. He has since that
time lived a very retired life and his health having
also declined, he latterly withdrew, in a great
measure, from business."
Another article, equally, graceful, appeared in the
"Oriental," August 1873 : " Although Bombay and
Surat have been the chief places of the Parsis resort
since the Exodus from Persia, a few of the Zoroas-
trians have been taken further East and even to the
West, establishing houses in China, Calcutta and
London. Of these no name stands higher than that
of the late Bustomjee Cowasjee. He was a gentleman
in the largest sense of the word, full of commercial
enterprise with a taste for manufacture, and a high idea
of the value of an English education. Living in
Calcutta at a time when great undertakings found
development and support through the very practical
patronage of such men as Lord Bentinck, Sir C.
Metcalfe, and Lord Auckland, Bustomjee Cowasjee was
always among the foremost to give the aid of his
purse and personal example in the promotion of useful
objects. Banks, docks, paper-mills, schools, colleges,
steam navigation, all found a wise and liberal friend
in Bustomjee Cowasjee and we rejoice to be able to add
that his son, Mr. Manockjee Bustomjee, has inherited
his father's zeal in the good work." * *
A very interesting painting exists of the ships of
this famous fleet. It is now the property of Mr.
Cowasjee Dadabhoy Bustomji Banajee. To the courtesy
of the latter, and also of Mr. Furdonji Banajee, both
EUSTOMJEE COWASJEE BANAJEE 63
gentlemen being members of this distinguished family,
I owe the bulk of the data from which this chapter is
written, and I take this opportunity of publicly ack-
nowledging my indebtedness to them. The picture is
indescribably interesting. While looking at it, one is
carried into a retrospect of the past ; we look at these
stately ships, armed almost as men-o'-war, carrying
their valuable cargoes through dangers and perils that
we, in these peaceful days, can hardly wot of. And
yet in spite of the risks we find the Parsi at that
period sufficiently enterprising to embark large capital
in that description of property. That period is, how-
ever, passed away and with it the golden days of
shipowning. Whether the latter will return or whether
in the next few decades the Parsis will return to those
branches of business which of yore made them so
famous, are alike matters in the region of speculation.
("THE PARSI,"
Sept., 1906.)
CHAPTER X.
DADABHOY AND MANOCKJEE RUSTOMJEE.
Some time ago I gave a brief account of a famous
Parsi shipowner, Rustomjee Cowasjee Banajee, in this
journal. This worthy died in 1852 leaving behind
him two sons, Dadabhoy and Manockjee Rustomjee,
who form the subject of the present chapter.
Dadabhoy Eustomjee was born in February 1811
and, as his chronicles relate, "when but a youth, 16
years of age, inexperienced in the ways of the world
and having no knowledge of commerical duties, sailed
to China in one of his uncle Framjee's ships,
' Sullimany.' This proved an eventful voyage. Owing
to continued bad weather the ship ran so short of
provisions that it became necessary, at all hazards, to
replace their stock. China was then a " terra in-
cognita " and the manner of their reception at any but
the few recognised ports was one of grave doubt.
Their need however was so great as to determine them
to take a risk, and the ship stood in for the nearest
land, the province of Hailing-Shang.
Whatever doubts and fears the voyagers themselves
may have felt, the local inhabitants in their turn felt
no less; and. at the sight of a large foreign ship making
directly for their harbour, preparations were hastily
made, both offensive and defensive, and war junks ordered
out to surround the stranger. Seeing however that
DADABHOY AND MANOCKJEE RUSTOMJEE 65
the " barbarians," (all foreigners were thus termed by
the Chinese), appeared to be friendly disposed, some of
the principal officials of the town, and officers from
war-junks, boarded the ' Sullimany.' Captain Wynns
received them, so the chronicle relates, with profound
respect; they were taken below to the saloon and
were entertained, also some simple gifts were offered
to the Mandarins, who, pleased with their reception,
became more friendly. They made however the most
searching enquiries as to the nature of the cargo, and
why the ship had put into the port. Some difficulty
was experienced in making these explanations, as there
was no qualified interpreter on either side, and the
whole party on board the ship, except one, had no
knowledge whatever of the Chinese language ; that one
exception was a Parsi servant, who possessed but a
very limited acquaintance with it.
However the Mandarins were duly satisfied and
relaxed their warlike preparations, intimating at the
same time to the strangers that they should depart on
being supplied with provisions and water. During the
stay of the ' Sullimany ' no one was allowed on shore,
and the strictest watch on board was maintained by
armed guards.
Eventually, after a tedious passage totaling 95 days
from Bombay to his destination, Mr. Dadabhoy arrived
at Canton. The voyage however had told severely
upon his health, so much that his life was despaired
of. In the early part of 1828 he was compelled by
reason of continued ill -health to return to Bombay,
and accordingly took passage into another ship be-
longing to his uncle Framjee, the ' Golkonda.' Having
regained his health and vigour it was thought better
that he should join his father in Calcutta, and he
embarked in a ship from the Persian Gulf laden
with salt and horses. Mr. Dadabhoy's memoirs give
us a ghastly idea of this voyage from Bombay to
(The Country Trade)
66 THE OLD COUNTRY TRADE
Calcutta, which was unpleasant to a degree. The
ship loaded up with cargo and horses, crowded with
passengers, was indescribably filthy and uncomfort-
able ; in fact the horses of that unsavoury voyage
lingered long in his memory. Under the tuition of
his father young Dadabhoy was speedily initiated into
the preliminaries of the Indo-China Trade and
acquired as indeed he should with such a mentor, a
sound commercial education.
His enterprising spirit however again led him afield,
and in the year 1830 we again find him embarking for
the Flowery Land. It so happened that his firm had
a large consignment of opium and cotton in the ship
" Lord Amherst," and the " business " was entrusted
to the young man on taking his passage in the vessel.
Nothing worthy of special note occurred during the
voyage and on arrival Mr. Dadabhoy established the
firm which for many years was carried on so successfully.
He admitted his brother Manockjee into partnership,
trading under the name of Dadabhoy and Manockjee
Rustomjee, and their fame soon spread owing to the
able and upright manner in which the business, not
only of their own firm, but that entrusted to them by
their constituents, was handled.
A few words on the other partner, Manockjee
Bustomjee, will not be out of place here.
He was born in Bombay in 1815. The "Empress "
of March 1st, 1889, gives an exceedingly well written
biography of this distinguished man. " Mr. Manockjee
inherited the genius of his father and sedulously cul-
tivated it. He was for some time in Sergeant Sykes'
School in Bombay, and then joined the Elphinstone
Institution. In school he devoted himself to his
studies with a single-mindedness which gained him
the approbation of all his teachers. Even at the early
age of fifteen his equanimity of temper and calm un-
biassed judgment was admired by all who came in
contact with him. Whenever there was any dispute
DADABHOY AND MANOCKJEE RUSTOMJEE 67
among his schoolfellows, Mr. Manockjee was made the
arbitrator, whose decision invariably gave satisfaction.
In Mr. Manockjee's case the saying of the poet that
' the child is father of the man ' is truly exemplified.
The attributes of character which have characterised
his own career and have gained the love and esteem of
his countrymen, were early developed in him. His
friends predicted a bright future for him, which has
been realised in the best acceptation of the term.
" In June 1831, Mr. Manockjee was obliged to leave
Bombay for China where his father's extensive business
urgently required his services. Thus at the early age
of sixteen, Mr. Manockjee Rustomjee was forced to
abandon his scholastic education and take upon himself
the cares and troubles incident to a merchant's life.
In 1833 he returned to Bombay via Calcutta. This
was the period when his father's business was in its
palmy days, and his reputation at its zenith. He
could seldom stay at one place for any length of time ;
he was constantly moving backwards and forwards
between Bombay, Calcutta and China; but wherever
he went he earned the golden opinion of all.
" It was in 1834 that he and his brother Mr.
Dadabhoy Rustomjee, who is an old and respected
resident of Bombay, established in Canton a firm
under the name and style of Dadabboy and Manockjee
Rustomjee. This firm attained a high degree of pros-
perity in those days, and is still remembered in China
and India. In September 1837 Mr. Manockjee came
and settled for good in Calcutta, and was in the follow-
ing month admitted a partner in his father's firm."
Their fleet included the * Sylph,' one of the fastest and
best known of the opium clippers ; the ' Cowasjee
Family,' built for them in Calcutta in 1836 ; and the
4 Rustomjee Cowasjee,' which two ships shared the
reputation of the ' Sylph.'
(" THE PARST,"
June 9th, 1907.)
68 THE OLD COUNTRY TRADE
One passage of this celebrated vessel ' Sylph ' must
be here recorded, viz., Sandheads (river Hooghly) to
Macao in 16 days. Besides these they also possessed
the ' Framjee Cowasjee,' also Calcutta built, * Hash-
emy,' 'Ernaad' and 'Ternate,' both purchased from
the East India Company, the 'Mermaid,' 'Forth,'
'Agnes,' 'Pearl,' 'Blackjoke,' formerly a slaver, 'Cor-
sair,' ' Koyal Exchange ' ' Thistle,' ' Primavera,'
' Linnet,' ' Bremar,' ' Venus,' ' Correo de Manilla,'
' Sherburn,' ' Devil,' ' Kapa,' ' Joanno Corina ' and
4 Diado.' In addition to these, which were the
property jointly of Bustomjee Cowasjee and his sons, a
moiety was held in the " Bob Boy."
The ' Sylph,' usually so fortunate, was stranded in
1835 on Bintang Island, on her way from Calcutta to
China with a full cargo of opium, the bulk of which
was consigned to Mr. Dadabhoy's firm. The Honour-
able East India Company's warship ' Clive ' rendered
invaluable assistance both in re-floating the vessel, and
in taking back the precious drug to Singapore, where
the Commander of the ' Clive ' had it dried, repacked
and reshipped to China. One cannot underrate the
value of his services, without which possibly ship and
cargo might have been a total loss; his claim however
for salvage, which was rendered immediately, was
enormous and consequently, as the marks on the chests
were now illegible, the whole cargo, consisting of 1,200
chests, was consigned by the underwriters jointly to
Messrs. Dadabhoy and Manockjee Bastomjee and
Messrs. Dent and Company, for sale by public auction,
with instructions to remit the net proceeds to the
Bank of Bengal, to be held subject to a claim made
by the commander of the ' Clive.' The case, being
referred to the supreme court of Calcutta, was there
settled, a reasonable compensation being awarded.
The business of shipowning in those days presented
many points of difference to that obtaining at the
DADABHOY AND MANOCKJEE BUSTOMJEE 69
present time. Competition was of course less severely
felt, but there were risks, especially in the China trade,
of which the modern shipowner has little conception,
one of the principal being the risk of capture, not only
by pirates but by Chinese men-o'-war, and this danger
was ever present.
The business of this historic firm differed too from
that of most shipowners, inasmuch as they were to a
very large extent interested in the opium and cotton
etc. loaded in their ships, and thus ran a double risk.
We are told that shortly after the celebrated surrender
of opium, (with which subject we hope to deal later),
and in spite of the grave hazard to be incurred, the
firm fitted out the clippers ' Sylph ' and ' Cowasjee
Family ' under the command of Captains Vice and
Wallace respectively, with a view to cope defensively
with any stray junks they might meet. More guns
were fitted and an European crew provided. A very
valuable cargo of opium was loaded, and the two
vessels proceeded on their voyage.
How seldom does it fall to the lot of a shipowner in
the present day to see his ships depart, valuable ships
with valuable cargoes, on a voyage fraught with such
danger, not merely perils of the sea but the lurking
pirate, the hostile war junk, the insidious smuggler ;
should either the vessels or the cargo be missing, what
heavy loss would befall him ; on the other hand should
their precious lading be sold at anything like the price
he would anticipate, what enormous profit would he
realise, profit commensurate with the risk. Such a
voyage did this enterprising firm adventure with the
' Sylph ' and the ' Cowasjee Family.'
Another ship, called the ' Lady Hayes,' belonging to
Messrs. Jardine, Matheson & Co., joined company with
them, and the three, together for mutual protection,
pursued their voyage. Among the Islands they were
fiercely attacked by a fleet of Chinese war junks, which
70 THE OLD COUNTRY TRADE
surrounding the three ships, opened fire on them from
all sides. A desperate fight ensued, but the guns of
the British ships being well served, several junks were
sunk, the crews perishing, enabling the three ships to
escape safely. Truly that was a sporting age.
(" THE PARSI,"
June 16th, 1907.)
Another adventure, undertaken by one of the ships
of this historic firm, to discover new markets for
opium, was the despatching of the ' Sylph,' chartered by
Messrs. Jardine, Matheson and Company, to the north
of China. Financially it was a failure for the
charterers, as the extreme poverty of the natives they
met with there, precluded any sale. The weather
experienced was terrific, and the temperature so low
that the spray congealed into ice immediately it fell
upon the deck. One of the crew, indeed, perished of
the intense cold, added to which the ship grounded
there and narrowly escaped being wrecked.
In January, 1836, Mr. Dadabhoy in company with a
number of friends, took passage for Bombay in the
' Hamoody,' a large ship of 1,300 tons and consigned
to his own firm.
It is a most extraordinary fact that although
prosperity showered her favours upon Mr. Dadabhoy
on land, yet he was invariably dogged by misfortune
whenever he embarked on a sea voyage. On leaving
Whampoa River the ' Hamoody' collided with an
American ship which caused much damage and
consequent delay. Eventually she proceeded on her
voyage, but, when approaching the Harbour of Prince
of Wales' Island, she grounded. A considerable
amount of cargo was discharged to enable her to be
refloated and repaired. This being done she reloaded
the cargo and proceeded. Again, in the Bay of
Bengal, she was struck by a terrific squall in which she
lost several sails and spars, in the fall of which some
DADABHOY AND MANOCKJEE BUSTOMJEE 71
of her crew were injured, and when within sight of
Bombay this luckless vessel took fire and narrowly
escaped being burnt out.
Mr. Dadabhoy was, however, possessed of a stout
heart. The perils he had come through did not daunt
him, for, within three months after his arrival in
Bombay, we find him again taking passage for China,
and in the ill-starred ' Hamoody' again. He was,
however, prevailed upon by his friends to shift to the
'Lord Castlereagh' which, though an old ship, was a
very strong one. They left their moorings in Bombay
harbour in June, 1836, and plunged right into the
monsoon, sustaining some damage which very nearly
compelled her return. The 'Hamoody,' and several
other country ships, left at the same time for China.
In the China seas they encountered a terrific hurricane
known locally as a Typhoon. The * Hamoody' and
the * Hormusjee Bomanjee,' the latter a fine ship
almost new, collided, and both ships foundered with
lamentable loss of life. The 'Lord Castlereagh'
struggled through it and reached Macao with the loss
of some spars and all her boats. Mr. Dadabhoy
admitted, as a partner in the firm, one of his cousins,
the late Mr. Merwanjee Jeejeebhoy, and hence the
firm was styled " Dadabhoy and Manockjee Kustomjee
and Company." In 1827 Mr. Manockjee Eustomjee
left China and settled in Calcutta, becoming a partner
in his father's firm.
Mr. Dadabhoy was present in China during the
war, and, in the peculiarly trying period preceding
actual hostilities, was of signal service to other foreign
residents in Canton. Lord Napier, then Her Majesty's
Plenipotentiary, was especially well-disposed towards
the Parsi community and acquainted himself with
their tenets. When the Chinese Imperial Edict was
promulgated, forbidding, among other items, any
Chinese servants to attend on foreigners, even on Lord
72 THE OLD COUNTRY TRADE
Napier himself, Mr. Dadabhoy placed his own Parsi
domestics at his lordship's service, and provided
hospitality for other European merchants. The
situation was extremely critical. The Chinese govern-
ment was bent on putting an end to the opium traffic,
and apparently not scrupulous as to the means they
adopted. On the other hand the little colony of
foreign merchants there had embarked enormous
capital in the business, which now seemed in a fail-
way to be doomed to utter destruction. Thus they
remained on in the country. Lord Napier was re-
moved, exceedingly ill, to Macao, where to the grief of
all our people he died.
His untimely end was regretted not only for the loss
the diplomatic service had sustained, but also for the
loss of his presence, his Lordship's personal qualities
having endeared him to all.
("THE PARSI,"
June 23rd, 1907.)
In the death of Lord Napier Mr. Dadabhoy lost a
good friend ; on the occasion of Her Majesty's birth-
day, Lord Napier at his dinner party especially pro-
posed the health of the Parsis, his guests, and touched
with interest on the subject of the Zoroastrian lore.
The opium trade was now carried on under extreme
difficulties, life and property daily becoming more in-
secure, the climax coming in 1839 when the chief
Superintendent of British Trade in China, himself
under restraint, issued his famous manifesto. As it
bears so closely on the fortunes of those of the Banajees
and others engaged in the China trade, I reproduce it
here :
" I, Charles Elliot, Chief Superintendent of British
Trade in China, forcibly detained by the Provincial
Government, together with the Merchants of my own
race and other foreign food merchants settled here,
DADABHOY AND MANOCKJEE RUSTOMJEE 73
without supplies, deprived of our servants, and cut off
from all intercourse with our respective countries,
notwithstanding my own official demand to be set at
liberty so that 1 might act without restraint, have now
received the commands of the High Commissioner,
issued directly to me under the seal of the Honourable
Officer, to deliver over to his hands all the opium held
by the people of my country. Now I, the Chief Sup-
erintendent, thus constrained by Paramount motives
affecting the safety of the lives and liberty of all the
foreigners here present in Canton, forthwith declare
to make a surrender to me for the service of Her
Majesty's Government, to be delivered over to the
Government of China of all the opium belonging to
them, or British opium under respective control, and
to hold the British ships and vessels engaged in the
trade of opium subject to my immediate direction, and
to forward to me without delay, a sealed list of all the
British opium in their respective possession, and I,
the Chief Superintendent, do now, in the most full
and unreserved manner, hold myself responsible for
and on the behalf of Her Britannic Majesty's Govern-
ment to all and each of Her Majesty's subjects sur-
rendering the said British opium into my hands to be
delivered over to the Chinese Government.
"And I, the said Superintendent, do further specially
caution all her Majesty's subjects here present in Can-
ton as owner of, or charged with the management of
opium the property of British subjects that failing the
surrender of the said opium into my hands at or
before six o'clock this day, I, the Chief Superinten-
dent, hereby declare Her Majesty's Government wholly
free of all manner of responsibility or liability in res-
pect of the said British-owned opium."
Under these distressing circumstances Mr. Dadab-
hoy was compelled to deliver up nearly 1,000 chests
of opium, the greater part belonging to his own firm
and to his father.
74 THE OLD COUNTRY TRADE
So many years have passed by since that troublous
period, years of peace and tranquillity, that we can
hardly gauge the depths of vexation into which the
opium merchants were plunged. The business they
had built up at the cost of so much capital and so
much labour was now at one fell swoop to be utterly
ruined. Nor was this the full extent of the Chinese
demands ; it was further required that the opium
merchants should leave the country forthwith. Mr.
Dadabhoy's memoirs include a copy of the receipt
granted by the Chief Superintendent in respect to the
opium handed over to him, dated 15ih June, 1839.
In all 20,000 chests of opium, valued at three
millions sterling, were handed over ; the British
Government received an indemnity of 6,000,000 dollars
from the Celestials, and after the lapse of some years,
so Mr. Dadabhoy's memoirs tell us, compensation
amounting to the value of about one-third of the sur-
rendered drug was paid to his firm.
The opium being now handed over, the foreigners
were released, a few leading merchants, among them
Mr. Dadabhoy himself, being detained for some time
as hostages. In addition to the loss of the opium
they were required to leave the country, entering into
a bond, binding themselves never to return even
under feigned names.
Many merchants, on quitting Canton, took up their
quarters in Macao under the Portuguese flag. But
even this city was unable to afford them an asylum,
for no sooner did the Chinese authorities learn that
they were still in the district, than a most peremptory
mandate was sent to the Portuguese Governor of
Macao, requiring him to expel all British subjects
from his city, under penalty of hostilities.
I have before me as I write, not only the memoirs
of Mr. Dadabhoy Bustomjee, kindly lent me by his
DADABHOY AND MANOCKJEE RUSTOMJEE 75
son, Mr. Cawasji Dadabhoy Eustomjee Banajee, but
also some literature, current at that time, containing
extracts from Chinese papers and copies of some
descriptive letters written by Englishmen present
during those stirring times.
Captain Elliot, the Chief Superintendent of British
Trade in China, filled a peculiarly trying position. On
the one hand it behoved him if possible to avert war
by exercising the greatest tact and forbearance with
the Chinese Commissioner Lin, and all means in his
power to prevent any British merchants, during the
progress of the negotiations, from surreptitiously des-
patching opium. On the other hand such vast in-
terests were involved in the opium business that he,
quite naturally, hesitated to carry out any extreme
measures that might be detrimental to that industry.
Nor was the task of preventing the further importa-
tion of the drug an easy one. Opium was selling at
an unprecedented price owing to the public prohibi-
tion, and unscrupulous traders were always at hand,
who, sacrificing every interest but their own, would
not hesitate to disobey these mandates, although by
so doing they placed the lives of all other merchants
in jeopardy.
Consequently a very strict injunction was published
by Captain Elliot, and as its conditions were some-
what open to misconstruction, a deputation of mer-
chants was appointed to wait upon him with a view
to a more explicit enunciation. The Calcutta monthly
journal gives the names of the members of this
deputation ; they were, G. T. Braine (chairman),
A. Jardine, W. Thompson, W. Dent, W. F. Gray,
D. Eustomjee, C. B. Adam, and C. Kerr, and to them
Captain Elliot explained the situation in detail, re-
minding them that no answer had as yet been received
from the Home Government. Cordiality prevailed
and when the latter gentleman left for Macao, all the
76 THE OLD COUNTRY TRADE
more prominent merchants attended him to the steps,
as a mark of respect and good- will.
Eventually the British subjects had to take refuge
on board the merchant ships at Hong-kong, but while
there they were exposed to great risk, as the Chinese
repeatedly threatened them with attack, until a digres-
sion was caused by the arrival of her Majesty's frigates
1 Volage ' and ' Hyacinth.'
Here, in this perilous situation, we must leave for
the present Mr. Dadabhoy and his fellow-sufferers.
("THE PARSI"
June and July, 1907.)
( 77 )
CHAPTER XI.
THE EARLY PART OF THE NINETEENTH
CENTURY.
The Century dawned on a scene of warfare almost
world-wide. Among other complications, we had
lately been engaged with the Dutch, while the French
wars seemed interminable, and, as hostilities were
carried into the East, a disastrous effect was produced
on Country Shipping. The Red Sea trade, however,
by this period had become fairly, (I cannot employ a
superlative adjective) fairly safe, even to Suez. Mocha,
the old coffee mart, had, however, already greatly
declined, co-incident with the rise of Hodeidah, and
afterwards of Aden. Jeddah on the contrary, by the
end of the Eighteenth Century, had attained to much
importance.
It was difficult in those days at any of the Turkish-
Arabia towns to transact business without first placat-
ing the powers that be, and an expensive affair it
generally proved, as the number of officials who shared
in this very one-sided donating was legion. From the
Bashaw, through his counsellors, down to the humble
porter at the gate, each and all expected to participate,
and this absorbed a great deal of money. Some
presents it is true were made in kind, but whatever
form the donation assumed, it bore a preposterously
disproportionate amount to the personal profits left to
the merchant.
78
THE OLD COUNTRY TRADE
However, this palm-oiling was unavoidable as other-
wise business would languish, so the trader perforce
gut the best face he could on it. Milbwn, quoting
om an actual voyage made to Jeddah early in the
century, 1813, goes into great detail on the subject.
He says that " the Bashaw imposed 4 p.c. on the
value of the goods for himself, 4 p.c. for the Xeriffs,
4 p.c. for other impositions, besides the Customs.
These were the imposts ; but there were also presents,
which averaged as follows ;
To the Bashaw ... ... 42
Xeriffs ... ... 42
Visier ... ... 21
Eial Bashaw ... 21
Eusaphagar Visier 12
Devan Effendi ... 13
Aboosaid Caffas ... 13
Kasnugar Aga ... 12
Visier of Mecca ... 15
Bash. Cattel ... 13
Zeiny Effendi ... 13
Shebander Mecca... 8
Selecta Aga ... 5
Jackadar ... 5
Eusophkie Jedda ... 5
Surbashey ... 3
Obadashey Azaban 3
Obadashey Janizary 3
Bashaw's Customs
porters ... 3
Xeriffs ... 3
4 peons at the gate 12
Pilot ... 6
Shroff 8
pieces of cl
oth, va
lue 500
55 55
500
5' 55
5
250
5 55
-
250
5 55
I
130
55 55
f
140
5'
,
, 140
f
, 130
l 51
5
, 160
55
, 140
55 55
-
, 140
55 55
j
80
55 55
, 50
?5 55
|
, 40
55 55
5
60
55 55
j
25
55 5
, 25
5', 5'
J
, 25
55 55
5
, 25
55 55
5
, 25
55 5'
5
70
55 55
5
, 30
55
'
, 85
Total 281 pieces. Value, cruses 3,000
=31 5
A formidable list.
EARLY NINETEENTH CENTURY 79
He mentions also the coins in use at that date ;
40 duanees = 1 cruse*
25 cruses = 1 dollar
25| cruses = 10 German crowns
250 cruses = 100 Spanish dollars
A duanee corresponds to the modern ' dewani ' or
' para ', but, owing to the depreciation in silver, and
artificial value given to coinage in various countries,
the above proportions do not hold good at the present
day. The freight on treasure from the Red Sea to
India at that time was as under,
From Mocha to Bombay 2 p.c. on treasure
Mocha to Surat 3 p.c. gold
Mocha to Surat 4 p.c. silver
Those were the days of primage and the * country '
captains reaped a good harvest. On the passage-
money, upon every 1,250 cruses he drew one German
crown, the same on every Bill of Lading that he
signed, and on every passenger the ship carried ; while
on every bale, or package, he drew 25 duanees.
By the opening of the nineteenth century the trade
between India and China had greatly developed,
Cotton, of course, of which the larger ships carried
upwards of 4,000 bales, bulking largely among the
exports. But in 1806 thirty-four ' country ' ships,
measuring 15,600 tons, we are told, sailed from
Calcutta for China wholly laden with Eice. Freights
were good, cargoes generally plentiful, and claims due
to shortage by no means heavy, the allowance at the
time we are referring to on the delivery of cotton in
China being 2 per cent.
The freights in 1813, from Bombay to China, per
Surat candy, were :
Cotton per Surat candy ... Es. 27
Sandal wood ... ,, 20
Olibanum ,, 23
* A cruse was about equal in value to a piastre = 2 Jd.
80 THE OLD COUNTRY TRADE
Putchock per Surat candy ... Ks. 25
Mynt
Assafoetida ,, ,, ... 20
Mother-o'-pearl shell
Elephants' teeth ... ,, ... 20
Sharks' fins per Bale of 6J cwt.
Cornelians per hogshead ... 30
False Amber ... per chest 35
Eose Madoes . . per cask 35
To give a concrete example of the volume of trade,
in 1817 twenty-four " country " ships arrived in China
from Bengal and thirteen from Bombay.
The ' Opium Trade ' was ever a lucrative one, and
fast-sailing Clippers were built in Calcutta especially
to carry it to China. Arrived there the clipper might
distribute the cargo herself, but the usual practice
was to discharge the opium into fast-sailing and
heavily-armed tenders, some brigs, some schooners,
cutters, and even lorchas, which then carried it
along the coast, distributing it at established rendez-
vous. The clipper, after loading up with Chinese
commodities, then returned to India for another cargo
of opium.
Volumes might be written on this engrossing theme.
The spirit of romance permeated the business from
beginning to end, redeeming; it from a mere sordid
gamble in prices, and exalting it to an adventure,
comparable only with the early days of our descents
upon the Spanish Main. Fortunes were made and
lost ; the clipper captains were either killed or retired
soon with fortunes. The ships employed were among
the highest productions of the shipbuilder's art;
heavily sparred, swift clippers, found with the very
best gear, armed like men-o'-war, and very strongly
manned. The risks were very great. War Junks
patrolled the Kivers and Estuaries, while fierce pirates
lurked constantly in ambush, ever on the watch to
seize the opium vessel off her guard.
EARLY NINETEENTH CENTURY 81
I have read an original letter of instructions from a
famous Parsee ship-owner, addressed to the master of
one of his smaller clippers. The letter is torn, yellow
with age, and carries us back to a bygone day. The
early part of the letter enjoins care and secrecy on the
captain. It proceeds giving him minute directions as
to where he should meet the smuggling boats detailed
to carry his opium into creeks. It provides exactly
how long he should wait at each rendezvous should
the smuggler not be fallen in with, and counsels him
as to when he should seek the next meeting place.
The letter admits that the captain will " probably be
disturbed by the Mandarins," an occurrence to be pro-
vided against, and he is especially warned not to trust
too much to the smugglers engaged to meet him, who
were expert thieves, and also not to allow more than
four to six of them to come on board at a time. The
probable prices per chest of opium, to be realised at
the various rendezvous, are then carefully dealt with.
Altogether a most interesting document, bringing
forcibly to our minds the tremendous risks they ran.
Among the most notable Opium Clippers hailing
from Calcutta in the earlier part of the century, was
the " Sylph" of 305 tons, built in Calcutta. Her
owners, the Banaji family, thus described her, " This
' celebrated opium clipper was built in Calcutta to
' carry opium and specie only ; adapted to sail (make
4 headway) against adverse winds. She once performed
' a most extraordinarily short voyage from Calcutta to
1 China in 16 days and some hours. In 1835 she was
1 wrecked on Bintang Island, on her way up to China
' from Calcutta with a full cargo of valuable opium on
' board ; both the hull and the opium (damaged) were
' saved by the H.E.I. Company's man-o'-war ' Clive,'
' was rebuilt, and in 1841 was chased on the East
* Coast of China by Chinese men-o'-war, * * # in
* company w;ith the ' Cowasjee Family,' and narrowly
' escaped being captured with her valuable cargo on
(The Country Trade) <*
82 THE OLD COUNTKY TRADE
' board. In the time of the China War of 1841 Sir
' John Gordon Breniar, the 1st class Commodore, and
' Commander-in-chief of the China Expedition, made
' a handsome offer for the purchase of the clipper to
' convert her into a man-o'-war but the owners refused
' to accept it as there was better prospect for them by
' her continuing in the opium trade." In 1833 she went
from Calcutta to Singapore in 9 days and 20 hours,
and in the following year from Bengal to China and
back in 74 days. The ' Waterwitch ' also built at
Calcutta, the ' Bed Rover,' the ' Mermaid,' which was
afterwards a receiving ship at Lin-tin. The ' Ternate '
a late H.E.I. Company's cruiser, but bought by Mr.
Dadabhoy in Bombay and refitted as an opium clipper,
were also famous in their time.
Lord Yarborough's late yacht, the " Falcon " came
out to Calcutta about 1826 an an auxiliary steamer,
but, as such, not finding a purchaser, the engines and
boiler being removed, she was put into the local service
as a barque, and we are told she was one ot the " pret-
tiest and fastest opium clippers out of the port of
Calcutta."
Another celebrated clipper was the * Gowasjee
Family,' built in Calcutta 1836. She was for years
commanded by a marvellously successful skipper, and
a man of great nerve, Captain Wallace. On one occa-
sion in 1841, when in company with the ' Sylph,' she
sustained an unequal engagement for some hours with
15 Chinese war cruisers, fortunately escaping after
some considerable damage. Mr. Dadabhoy Kustomjee
claimed this as his favourite ship. For some years
Captain Ellis, well known then in Bombay shipping
circles, commanded her. She was eventually sold to
the Sultan of Muscat and converted into a mau-o'-war,
being renamed ' Prince of Wales '
In 1835 the freight per case of Opium from Cakmtta
to China ranged from 25 to 32 Rupees*. -The Chinese
EABLY NINETEENTH CENTURY 83
authorities however were then objecting to this traffic.
Governor Le, a Mandarin of exalted rank, early issued
the following notification to the Hong merchants,
' Opium is a spreading poison, inexhaustible, its in-
' jurious effects are extreme. Often it has been se-
' verely interdicted, as appears on record. But of late
' the various ships of barbarians who bring opium, all
' anchor and linger about Lintin in the outer ocean ;
'and, exclusive of cargo ships, there are appointed
'barbarian ships, in which opium is deposited and
' accumulated, and there it is sold by stealth.'
The Celestial Government, however, from mere
systematic discouragement soon proceeded to drastic
repression, and, as the trade was principally in the
hands of the British, as a natural consequence many
of their ships engaged in this traffic were either trans-
ferred to foreign flags or sold. Among these were the
" Mithras," " Mermaid," ".Hercules," " Euparel,"
"Triumph," "Charles Malcolm," the "General Wood,"
and the " Vansittart." These ships were registered
either under Danish or American colours. The last
named vessel on her sale outright to the Danes in
1839 realised 16,000. Repeated warnings to the
opuim traders apparently had no result. The story of
the events which led to the China War is history ; and
its effects on the smuggling are noticed in Chapter X.
on Dadabhoy Rustomjee Cowasjee. Still, in spite of
these interruptions, the trade continued for many
more- years.
Curiously enough the opium trade brought no luck.
A prominent Parsee gentleman, member of a family
distinguished in Indian Shipping History, while in-
dulging in reminiscences, told me of the ill luck which
had , persistently .dogged those who had made their
fortunes in opium. He instanced several, including
his own family. I reminded him of a baronet, reperitly
deceased, who left behind him not far from two millions
84 THE OLD COUNTRY TRADE
sterling, much of which was derived from this
nefarious traffic. The Parsee rejoined that the baronet
in question was formerly in command of one of the
clippers belonging to the Banaji family, and, though it
was true he had made a fortune, he was a physical
wreck, which no doubt greatly clouded his latter
days.
The Komance of the opium trade is gone now and
the business, though still carried on, is, by reason of
modern Chinese enactments, greatly contracted ; the
clippers are but a memory.
In the year 1845 a mild excitement was caused in
Bombay shipping circles by the following advertise-
ment,
FOB CHINA.
The fine new steam -propeller barque, ' EDITH '
407 tons and 80 h.p. Geo. W. Lewis, Commdr.,
will sail on the 2nd August.
The vessel has excellent accommodation for
passengers.
For freight, opium only, and passage, apply to
FOKBES AND Co.
Truly a portentous sign of the times.
" Country " ships in the 18th, and 19th centuries
were often of considerable size. I reproduce two lists
from Milburn's great work, a perfect storehouse of
nformation.
SHIPS SAILING OUT OF BOMBAY, 1811.
TONS. BUILT. DATE OWNERS.
Lowjee Family
Upton Castle
Charlotte
926
675
672
Bombay
1791
1793
1803
Forbes & Co.
EARLY NINETEENTH CENTURY
85
Thos. Henchman
TONS.
600
BUELT.
Calcutta
DATE.
1808
OWNKBS.
Forbes & Co.
Anna
899
Bombay
1790
Bruce, Fawcett &
Co.
Mysore
777
Pegu
1795
Castlereagh
750
Cochin
1803
|j
Varuna
700
Calcutta
Cambrian
670
Bombay
1803
JJ
Fame
700
Bristol
John Pavin
Sibbald
643
Bombay
1803
Geo. Harrower &
Co.
Eugenia
350
Cochin
1807
n
Shah Byramgore
560
Calcutta
1800
Briscoe & Beau-
fort
Adventure
200
Malabar
ii
Mary
450
Eangoon
1800
Thos. Basden
Sultana
300
Java
1806
John Pringle
Windham
800
Damaun
1808
De Souza & Co.
Minerva
958
n
1790
Ardeseer Dady
Friendship
879
M
1794
ii
Milford
680
Bombay
1786
Pestonjee Bom-
anjee
Gun Java
679
Pegu
1788
Framjee Nanab-
hoy
Sullimany
679
Damaun
1799
Framjee Cowas
jee
Cornwallis
653
Surat
1790
Nusserwanjee
Manockjee
Bombay
439
Damaun
1801
n
Merchant
Alexander
600
Bombay
1802
Dhunjeebhoy
Sorabjee
Duncan
400
Beypour
1803
HormusjeeBom-
anjee
Dadabhoy
400
Cochin
Muncherjee
Jamsetjee
Colonel
261
Alipee
1807
Arathoon and
McCaulay
Futteh Khir
300
Uncertain
Stephens
Said Tuckey
17,593 tons
86 THE OLD COUNTRY TRADE
Sailing out of Calcutta at the same period were 39
ships, generally speaking of a smaller type than the
Bombay ships. There was a notable exception, the
'Fort William,' owned by Fairlie Ferguson and
Company, measuring 1,100 tons.
Madras held but a small share of the shipowning
interest. In 1811 the Madras ships were described as
small, only four being over 800 tons, .
Meanwhile communication between Calcutta and
Rangoon and Moulmein had been kept up by small
fast-sailing barques, brigs, and schooners, carrying
mails, passengers and cargo, some of which maintained
a regular service between these three ports, while
others from Penang and Singapore often called at
Burmah or Pegu ports on their way back to Bengal.
The arrival of these little vessels in their time was
productive of as much interest as that awakened now
by the modern luxurious B. I. Steamer. Tempora
mutantur.
The ordinary coasting trade was carried on then as
now in small vessels, while occasionally the coast
ports would be touched at by vessels on their way to
or from Bombay or the Persian Gulf and Calcutta.
But no organised communication existed on the coast
until the arrival of the Bombay Stearn Navigation Co.
on the Western side in 1845, and the Calcutta and
Burmah Steam Company on the Eastern Eide in 1856.
Country ships from time to time went down to the
then infant Colonies in Australia. Such voyages were
often entirely speculative on the part of the owners,
the ships being freighted by themselves with such
goods as were then in demand, and might be expected
to yield a good return. The master of the ship then
hired a room on shore as a sample room, and the ship
waited in harbour until the goods were disposed of.
On one occasion in the " twenties " a plot was formed
among the convicts in Sydney to seize and run off
EARLY NINETEENTH CENTURY 87
with one of the ' Country ships ' then laying in Port
Jackson Harbour.
The Ked Sea trade we have already dealt with.
Many large Arab ships, commanded by Nacodas, were
also engaged in it.
Mauritius too was opening up. The Persian Gulf
trade gave constant employment to a number of ships ;
but pirates lingered here long, and we owe their
eventual extirpation to the exertions of the Honour-
able East India Company's cruisers stationed there.
In order to continue the system of the book I have
dealt with the earlier steamvessels in a separate
chapter ; and when steamers gradually displaced sail-
ing vessels, which displacement became manifest in
the " fifties " and extreme in the " sixties," they are
dealt with in the chapters devoted to the various
steam lines which came into existence about the
middle of the century.
As regards the various shipowners who flourished
in the earlier part of the Nineteenth century, it is
impossible to recapitulate them all. Several firms
owned but one or two ships each, and often essayed
the ship-owning business but a short time. Among
the following will be found the most noteworthy. A
prominent place must be given to the Banaji family,
whose house-flag, a white pennant with a blue St.
George's cross, was a familiar sight. Chapters IX and
X are devoted to this great firm.
Aga Said Abdul Hoosein, of Moulmein, who died as
recently as 1880, at which date the remaining ships
were sold, owned the "Stately," "Moozuffoor" "Lady
Melville " (Green's old ship, built in 1859). The latter
was sold to Norwegians and went home with a cargo
of teak. She was renamed " Anna," and was afloat in
1889. Also the " Northumberland," built in Moulmein
in 1838, and broken up in Calcutta in 1879, the
" Connell Fytch," "Kate Gregory," and " Munsoory,"
a big United States built ship.
88
THE OLD COUNTRY TRADE
The Wadias, (Parsee) owned, among others, the
"Ann" and "Bombay" of uncertain age. Also the
"Hormusjee."
built in Pegu in 1788, 680 tons
Bombay 1786, 625
1789, 815
1790, 926
1793, burned 24 years later.
1 Gungamur '
' Milford '
1 Taj Bux '
'Lowjee Family 1 *
1 Upton Castle '
' Cornwallis '
1 Asia *
1 Bombay Merchant '
1 Dadabhoy '
' Duncan '
' Hannah '
Hormusjee Bomanjee
Surat in 1790, burned in 1842
1797, 740 tons.
1801, at Damaun, 439 tons.
1803, at Cochin, 400
1803, at Beypour, 600
1811, at Bombay, 492
1829, at Bombay, 757 tons,
wrecked 1836.
1 Hero,' ' Surat Castle,' < Bombay Castle,' etc.
Hogue, Davidson and Company of Calcutta owned
' Coromandel ' 500 tons, built Chittagong.
'Matilda' 800 Calcutta.
'Portsea' 320 Calcutta.
' Elephant ' 600 Brazils.
The Lascaris (Hormusjee Dorabjee Lascari) owned
' Minerva ' built 1790, 953 tons.
' Shah Ardesir ' 1789, 869
' Lord Castlereagh ' ,, 1802,785 The latter wrecked
at Bombay, 1840.
The Readymoneys owned the,
' Hornby ' built 1780 in Bombay, 823 tons.
1 Eoyal Charlotte '
1 Shah Minocher '
1 Shah Kai Kusru '
' Alexander '
* Charlotte '
' Bombay Castle ' ,
1774 do. 608
1789 do. 1040
1799 do. 1045
1802 do. 600
1803 do. 691
wrecked near Bombay, 1851.
in Bombay
This ship was burned when over 50 years old.
EAELY NINETEENTH CENTUBY 89
The Patels owned the,
Pershotan,' < Shah Jehangir,' ' Albion,' ' Edmundton,'
* Bomanjee Hormusjee.'
1 Scaleby Castle ' (ex H. E. I. Co.), built 1798, 1,603 tons.
' Sir Charles Malcolm ' built Mazagon, 1829, 850 tons.
' Vansittart ' (ex H.E.I. Co.), built 1813, 1,311 tons. The
latter burned in 1848.
Seth Dada Nusserwanjee owned the,
1 King George,' built 17, 1,022 tons.
' Shah Ardesir ' ,, 1787 at Bombay, 839 tons.
' Friendship ' 1794 at Damaun, 872
Ardesir Dady Sett owned the,
' William ' of 390 tons.
' Minerva ' built Damaun, 1790, 858 tons.
' David Scott ' (ex H. E. I. Co.), 1801, 749 tons.
Cowasjee Dady Sett owned the " Elizabeth," at one
time the " Scaleby Castle," and "Pascoa," the latter
wrecked near Singapore in 1836.
Merwanjee Nourojee Narielwala owned the ' Shah
Byram.' 'Earl of Clare ' built Bombay 1832, 910 tons.
' John Bannerman ' built Surat, and eventually wrecked
on the Paracels Keef, China Sea.
The Camas owned, among other ships, the
' Sir Henry Compton,' built at Bombay 1835, 347 tons.
'Ardeseer,' ,, 1836,422
'Emma,' ' Batavia,' 'Admiral/ 'Elizabeth Ainslie,'
and the clipper ' Cowasjee Family,' bought from the
Banajees. The " Jami Jamshed " tells us that Bom-
anjee Framjee Cama was born in 1818, and in the
early "forties" was in business in the China trade
with his brothers Pestonjee Framjee Cama, and
Dossabhoy Framjee Cama. In 1860 he opened a
firm in London. He died in 1888. A well-known
member of the Cama family died a few months ago,
Mr. Kharshedjee Kustamjee Cama, a distinguished
Orientalist. In 1855 he proceeded to England with
Hormusjee Muncherjee Cama, and Dadabhai Naoriji
90 THE OLD COUNTRY TRADE
and opened a firm there. The family afterwards
owned substantial holdings in local steamer com-
panies, and have ever stood, commercially and in-
tellectually, in the van of progress. Their charities
too are well known in Bombay. In the palmy days
of the Indo-China trade the Cania family bore a name
that is even now held in honour.
One of the oldest of owners was Framjee Nanabhoy
Davur. The "Jami Jamshed " relates that this worthy
traded to China and elsewhere with the ' Gunjavar,' built
in Pegu in 1788. He died December 14th, 1820, aged
68, so should be accorded a prominent place among
the pioneers. Byramjee Nanabhoy Davur owned the
ship ' Cartier.'
In the year 1824 one Cowasjee Shupurjee, Captain,
who had qualified previously for the business, bought,
so the " Jami Jamshed " relates, a brig, the ' Robert
Spenky,' and sailed her himself with success for
sixteen years. In 1842 he entered into partnership
with a European captain and purchased a ship, the
' Captain Burney.' According to the story this partner
"did him bad," wrecking the ship on the Malay Coast
and absconding with the proceeds of ship and cargo
realised by their sale. Cowasjee, worried by family
troubles, did not survive this blow.
Forbes and Company, a grand old firm, owned many
vessels. They usually had them built specially for
their own trade. Among them were the,
' Lowjee Family ' built Bombay, 1791, 925 tons.
'Caroline' do. 450
wrecked 1851.
'Charlotte' do. 1803 750 tons.
' Upton Castle ' do. 1793 675
burned 1817.
' Thos. Henchman ' ,, Calcutta, 1808 600 tons.
' Seringapatam ' ,, Bombay, 1799 383
' Abercrombie' ,, do, ' 1811 1,288
wrecked 1812.
EAELY NINETEENTH CENTURY
91
' Bombay ' built Bombay 1806 - 1,126 tons.
'Minerva' do. 1811 985
W. Nicol, of Bombay, owned, among others, the
' John Fleming,' built at Mazagon, in 1836, and the
'Elizabeth.'
Hugh Atkins Reid, of Calcutta, owned the,
' Auspicious ' built England, 450 tons.
'Providence'- Calcutta, 620 ,, - -
' John Palmer ' do. 860
' General Wellesley ' do. 410
Ferguson, of Calcutta, owned the,-*-
' Argyle ' built Chittagong, 1817, 597 tons.
' David Clarke ' Calcutta, 1817, 608
'Herefordshire' India, 1813, 1,355
'Heroine' Calcutta, 1817, 599
'Mary Ann' Batavia 1808, 479
' Eobarts ' Calcutta, 1815, 723 burnt at
Saugor, 1847.
Haji Jackaryah owned a varied assortment of ships,
among others were the,
' Futtay Salam ' built Cochin, 1829, 485 tons.
Foundered, 1851.
' Chetah ' Jersey, 1864, 759 tons.
' Canada' (ex Cunard steamer) 1848, 1,702 Event-
ually broken up.
' Sophia Joakim 'built Sunderland 1864, 1,007 tons.
'Aden' 327
' Indomitable ' 1855, 1,041
This vessel formerly belonged to the Australian Auxiliary
Screw-clipper Co. of 1854. (See my book," The Good Old
Days of Shipping ").
Bruce, Fawcett & Co., owned the,-
Anna '
' Hannah '
' Cambrian '
' Samarang '
' Carron '
4 Scaleby Castle
built Bombay, 1790, 899 tons.
do. 1811, 471
do. 1803, 750
do. 400
do. 1792,
do. 1798, 1,274
Built for
t;hem.
92
' Mysore '
THE OLD COUNTRY TRADE
built Pegu, 1795, 777 tons (Wrecked
China, 1819).
1 Castlereagh ' Cochin, 1803, 750 (Wrecked
Bombay, 1840).
1 Varuna ' Calcutta, 700 tons.
Fairlie, Ferguson & Co., of Calcutta, owned the,-
Fort William ' built Calcutta, 1806, 1,192 tons.
Aurora '
Fairlie '
Mornington '
Resource '
Trowbridge '
Emma*
Mentor '
Moira '
do.
do.
560
680
do.
do.
do.
do.
Pegu
do.
1813
800
400
800
440
500
650
SIR JAMSETJEE JEEJEEBHOY.
The first baronet we are told commenced his career
towards the close of the eighteenth century, and
from thenceforward the name of Jamsetjee Jeejeebhoy
occurs frequently in the annals of shipping. The
' Good Success,' a ship of 550 tons, built in Damaun
in 1817, was owned by him, new ; also the ' Bombay
Castle,' slightly larger, built in Cochin the following
year, and bought from Framjee Cowasjee was owned
by him in 1823 ; and in 1827 we observe he was
proprietor of the large ship ' Fort William,' built in
Calcutta in 1806. A parliamentary paper giving the
names of ships sailing out of Bombay in 1838 records
him as still owning these three ships at that date.
The name was held in esteem ; an early ship, built
in 1833, was named ' Jamsetjee Jeejeebhoy ' ; she was,
however, wrecked off Quilon in 1836, owned by Eduljee
Framjee Kurrany. In 1855 a small steamer was
named after the worthy baronet ' Sir Jamsetjee
Jeejeebhoy,' (rather a long name to paint on a vessel),
and by this time his correspondence with English
EARLY NINETEENTH CENTURY 93
shipping firms has become greater than is included
within the scope of this book. One of the finest
vessels trading regularly between England and India
was the clipper ship ' Sir Jamsetjee Jeejeebhoy,' the
third vessel named after the Jeejeebhoy s. And yet
another English ship bearing the name was launched,
the ' Jeejeebhoy Family.' In the " sixties " amongst
other vessels, Sir Jamsetjee was the proprietor of the
' Albert Victor,' built by Steele of Greenock, and in
the " seventies " he owned the small steam-vessel
' Margaret Crawford.' Like many other Par see
families after the Back Bay Scheme they interested
themselves but little in shipping.
In 1860 Sir Jamsetjee Jeejeebhoy became a Fellow
of the Eoyal Geographical Society of London, and
was a frequent attendant at the Meetings in Burling-
ton House.
Let us now devote some attention to Ship-building
in India.
: ( : 94 :
CHAPTER XII.
i
SHIP-BUILDING IN INDIA.
India enjoyed for many centuries great advantages
in the building of ships, as excellent material, skill,
and cheap labour were to be found almost throughout
her broad dominions.
Her forests of Teak supplied wood, not only for her
own vessels, but for the building of men-o'-war for the
British Government, of East Indiamen, and of vessels
designed for the general trade. Further, vast quanti-
ties of this useful timber are even now being exported
to Europe for the decks and fittings of modern ships.
Teak is generally of fine quality, especially adapted
for sea work, and some descriptions ot it for strength
and durability cannot be excelled even by English Oak.
And this valuable material in abundance lay ready to
the hand of the builder.
The natural ingenuity of the Indian found great
scope in this art; nor was this natural aptitude con-
fined to one district, as was manifested wherever local
opportunities would encourage the industry. Neither
was it limited to one community alone, for in Bombay
and Surat we find the Parsees, some of whom became
famous. In Cochin the Malabaris evinced a high
degree of skill. In Coringa, Calcutta, Aracan, Pegu,
in fact, wherever ship-building could profitably be
carried on, were to be found Indians of that particular
locality, ingenious in design and skilful in execution.
SHIP-BUILDING IN INDIA 95
Another advantage lay in the local labour, which was
plentiful, cheap, and, under their intelligent foremen,
reliable.
For the successful prosecution of this business three
desiderata were necessary, a convenient site for
building and launching, where vessels could lay in
perfect shelter ; suitable timbsr either at hand or
easily brought ; and an adequate supply of trained
local labour; and curiously enough these conditions
existed in places far apart from each other and often
quite off the beaten track. Even such a place as
Muscat, in Arabia, 400 years ago, not only owned
many ships, but the Portuguese chroniclers relate that
there were built large ships.
Damaun, to the northward of Bombay, now almost
departing this life through sheer inanition, was once
renowned for the quality of her ships. The celebrated
' Sullimany ' was built here in 1779, and traded be-
tween India and China for the space of 51 years ; the
'Friendship,' built 1794; the ' Good Success,' the
Windham,' of 800 tons, built 1808, among others,
Coringa, a mere memory, being now eclipsed by
Cocanada, was once the centre of a considerable ship-
building and repairing industry, though principally
confined to medium sized and small vessels,
Cochin, on the other hand, was better situated for
the building of larger ships, and her reputation ranked
very high; the term " Cochin-built " carried a very
considerable value in a ship's assessment. Some
years ago, through the courtesy of a descendant of
one of the old builders, I was taken over Cochin and
shewn what was formerly the site of Quizelar's famous
yard. The strength and durability of these Cochin
vessels were extraordinary; last year the 'Shah
Jehan,' built in 1857, was in Aden loading cargo.
The 'Rajah of Cochin* was one of the very last
English owned vessels built in this historic port (1,008
tons, launched 1856). After 32 years of useful work
96 THE OLD COUNTRY TRADE
she had become hopelessly outclassed by the modern
steel sailing vessel and the inevitable steamer, and,
though her pristine strength remained, she had become
valueless as a money-making machine. For the sake
of her materials she was broken up, and doubtless
proved a " hard nut to crack."
The ' Phuttel Barry,' built at Cochin in 1833, for 71
years to the writer's own knowledge carried perishable
goods. She is still on the list, but whether effective
or not is doubtful. The writer has a vivid recollection
of this old vessel in Calcutta. She sported with
evident pride an enormous quarter-boat, the bottom
white, the top-sides painted a conspicuously bright
blue. The 'Allurn Ghier,' built there in 1861, was
considered one of the finest models ever produced in
the East. A year or two ago she was still trading in
the Persian Gulf. The ' Castlereagh,' built in Cochin
in 1803, was judged of sufficient standard to carry
Government troops in 1840.
In Surat this industry was carried on before the
rise of Bombay to power, the great facilities of the
latter place and the consequent transfer thither of
trades and custom leading naturally to the decline of
the old seat of commerce. Among well-known Surat
built ships, the ' Cornwallis,' 653 tons, built 1788,
eventually burned 1842, (being then 54 years old), and
the ' John Bannerman,' the China trader, were per-
haps the most important of latter-day ships. Among
the smaller sailing vessels that up to a few years ago
still plied in the coasting trade was the little ' Nassry.'
This stout-built brig, 78 feet long and of 20 feet beam,
(4 to 1) was still making a living at the advanced age
of 94 years.
Rangoon and Moulmein were particularly fortunate
in being situate on the banks, respectively, of two
large rivers which flow through those vast teak-forest
regions, bringing down materials at a cheap rate.
SHIP-BUILDING IN INDIA 97
The armed country trader ' Mary ' was built at the port
of Kangoon as far back as 1800. Moulmein, or Pegu, by
which name it was formerly known, built the cele-
brated 'Gungavur, (No 3) in 1788; the 'Mysore' in
1795, which ship was eventually wrecked in China;
the ' Northumberland,' a well-known country trader,
built in 1838, was broken up, not worn out but simply
obsolete, in 1879.
Duncan Dunbar, the great ship-builder and ship-
owner, the history of whose firm appears in my book,
the ' Good old days of Shipping,' was a practical be-
liever in India-built ships. His ' David Malcolm.'
built in 1839, lasted 46 years, and later he had built
the 'Lady MacDonald' in 1847, the 'Forres' in 1851,.
the ' Morayshire ' in 1853, the ' Albuera ' in 1854, the
' Cospatrick ' in 1856, the ' Lincelles ' in 1858. Moul-
in ein-built ships were well known as stout vessels.
Dunbar's old ship-building yard at Brema, Moulmein,
now occupied by a timber exporter, can still be traced
out, and the ruined dock gates were sketched by the
writer but five or six years ago.
Little vessels were occasionally built at Cutch,
Alipee, and Beypour. Even Onore, a hundred years
ago, built large vessels. That great ruler, Hyder Ali,
organised the industry for the purpose of building
his own men-o'-war. The place has become greatly
decayed, and it is not easy now to realise that this
sleepy little place once resounded with the clang of
the shipwrights' mallets.
Calcutta, although dependent on imported timber
had pre-eminent advantages, geographical and com-
mercial. The first important vessel constructed here
was the ' Nonsuch,' built by Colonel Watson in
1781. She measured 500 tons, carried 32 guns, and
we are told she was suitable for either war or com-
merce, being occasionally chartered by the Bengal
Government as a cruiser. From that date on, Calcutta
( The Country Trade) H
98 THE OLD COUNTRY TRADE
established such a reputation that many orders for
the building of Indiamen and Country ships even of
the largest size were secured, and the industry materi-
ally added to the prosperity of the port. Among
other vessels built here were the * Varuna,' in 1803,
the 'Fort William,' a big Country ship of 1,100
tons, the ' Matilda,' ' Cornwall,' ' Mornington,' and
1 Trowbridge,' of 800 tons, the 'John Palmer,' of
860 tons, all well-known vessels, and many others;
while among the large ships built for the service
of the Honourable East India Company were the
' Minerva/ of 989 tons, the ' Vansittart,' of 1,311 tons,
and the ' William Money.' Kyd's ship-building yard
was famous, Kyd himself having developed a genius
in this direction. An army of shipwrights, black-
smiths, et cetera, were employed at his establishment,
and living for convenience as near as possible to their
work, a little township, the modern Kidderpore,
sprang into existence, a fitting monument to his
labours.
Chittagong, favourably situated, was an important
centre of this industry. Up to quite lately they
turned out a number of small brigs and schooners for
the coasting trade, and some were handsome little
models. The point that most strikes the seaman
trained in European ships was that these Chittagong
vessels rarely carried sufficient sail. Even in light
winds they were seldom to be seen with any sail
above the topsails ; a saving of work, doubtless, to the
crew, but greatly protracting their passages.
Even Penang occasionally built a ship, the H.E.I.
Company's 'Inglis' being the best known, while in
the 'Dutch East Indies' quite a flourishing ship-yard
business was established.
In Bombay were the Wadias, whose name is yet
a household word, and to whom I have devoted a
special chapter. Several other Parsee shipbuilders
SHIP-BUILDING IN INDIA 99
carried on business in the neighbourhood of Bombay
and Mazagon : Jamsetjee Bomanjee, Rustomjee
Manockjee, Ruttonjee Bomanjee, Nourojee Jamsetjee,
Lowjee Framjee, Cursetjee Rustomjee, and others.
I have already alluded to the conservatism of Indian
builders and their dislike to innovations in design.
For centuries they clung to the grab, a square rigged
vessel either brig, barque, or ship, with the peculiar
form of bow known as the grab-bow. Orme, in his
History of Hindostan, gives a description of one of
these vessels which the earlier builders greatly affected.
He says ' Those of three masts were of 300 tons,
' those of two masts about 150. They are built to
' draw very little water, being very broad in proportion
' to their length, narrowing however from the middle
' to the bows where they have a prow, projecting like
' that of a Mediterranean Galley, and covered with
1 a strong deck level with the main deck of the
* vessel, from which however it is separated by a
' bulkhead which terminates the forecastle. As this
' construction subjects the grab to pitch violently
' when sailing against a head sea, the deck of the
' prow is not enclosed with sides as the remainder
' of the vessel is, but remains bare, that the water
' which dashes up on it may pass off without intercep-
' tion. On the main deck under the forecastle are
* mounted two pieces of cannon, nine or twelve
1 pounders, which point forward through the port-
' holes cut in the bulkhead, and fire over the prow ;
' the cannon on the broadside are from six to nine
' pounders.'
This bow is still perpetuated in tine pattimar.
Many examples of the longevity of native India built
ships have already been adduced, to cite a few more,
-the ' Bombay ' built in Bombay in 1809, ended her
days in her natal port in the 'seventies.' The
' Herefordshire ' peacefully closed an eventful life of
100 THE OLD COUNTRY TRADE
57 years. The ' Moffat,' which figured so promin-
ently in the American War of Independence, when
laying in Boston, her cargo, owing to the resentment
excited by the tea duty, being forcibly discharged into
the sea, was still sailing in 1857.
Loive, in his History of the Indian Navy, mentions
that 'in 1837, 'a baghaleh, the 'Deria Dowlat,' (or
" Wealth of the Seas"), built at Bownugger in ' 1750,
was still trading in the Ked Sea.' The 'Earl of
Balcarras' ended her days on the West Coast of
Africa, nearly 70 years old. The ' Java,' built in
1813, is still in Gibraltar. She is owned by Mr.
Smith, who justly appreciates the historic interest of
this old vessel; she is the last of the old East
Indiana en.
A few years ago a mild excitement was stirred in
the sea-ports of England by the arrival of the old
convict ship ' Success.' She was built in Pegu as far
back as 1787, was an armed ship throughout the
Napoleonic wars, doubtless witnessing many a stirring
scene, and as a peaceful merchant ship then traded
for many years, being eventually converted into a
hulk for the reception of convicts in Australia. She
changed hands so often that records are imperfect,
but in Australia she was purchased as a show-ship,
her interior being restored as far as possible to the
appearance of a convict prison, cells, bars, shackles,
and other gruesome appendages being greatly in
evidence. About the year 1897 a syndicate decided to
have this ancient vessel sailed home. As may be
imagined especial care was taken in the selection of
a master to take charge of such an old vessel.
Eventually an old man was appointed whose whole
life had been spent in venerable 'crocks,' and who
well understood the nursing of a rickety ship in a
sea-way. On her passage home from Australia to
England, barque-rigged, she surprised everybody and
made but little water. She is still, 1 believe, a show-ship.
SHIP-BUILDING IN INT)lA 101
Truly the Indian shipwright built his ships to last.
As long as wooden ships were in vogue the industry
greatly flourished in India, but with the more general
adoption of the iron vessel, with its concomitant
advantages, it gradually declined, the Government
vessel ' Investigator ' being, I believe, the last ocean-
going wooden steamer launched in India. The build-
ing of small coasters continued for years, but now it
is almost discontinued, and, where the line-of-battle
ship or stately East Indiaman were formerly con-
structed, now repairs and renewals are only carried
out, and perhaps some diminutive vessel, a tug or
a river steamer, or apattimar may be launched.
( 102 )
CHAPTEK XIII.
THE 'COUNTRY' SKIPPER.
A work of this kind would not be complete without a
reference to that useful individual, the ' Country '
skipper.
The Arabs were, as we have shewn in Chapter II,
the principal navigators of the early days, the Portu-
guese having taken but little part in sailing country
ships. But two and a half centuries ago, when the
Dutch were establishing an Eastern Commerce,
Indian owners saw the value of these Holland officers,
trained in strict ships, in the best methods. About
the time of the English East India Company taking
possession of Bombay, however, Englishmen first
came to be employed in country ships, the type of
seaman that then adventured into the little known
Eastern Seas being exactly the type that most com-
mended itself to the Indian owners in those days of
lawlessness and adventure.
The Owner himself took great risks, some of which,
imperfectly known seas, capture by the enemy or
pirates, (a very common risk), were shared by the
mariners. The Agent, a modern production, was
unknown then, neither post nor telegraph existed,
supercargoes to represent the cargo interest were
occasionally carried, otherwise the master of the ship
himself disposed of the cargo, not infrequently the
property of the owner of the vessel. So the skipper
had perforce to be a 'man of affairs/ and it was
THE 'COUNTRY 7 SKIPPER 103
usual for him to have a venture in the voyage.
Harris, in his ' Collection of Voyages,' published
in the middle of the eighteenth century, mentions
that the Indian owners preferred English officers,
(by English are included Scotch, English, Irish
and Welsh), over those of any other nation, and, by
this period, they had practically replaced the Dutch
officers. The Dutch, a nation of seamen, are bold,
hardy, faithful and adventurous, and it is fair to state
their replacement was in some measure due to the
dictates of political expediency. So when the 17th
century opened English masters and officers sailed
English vessels on the coast, also the larger Indian
ships, while the Dutch and Portuguese sailed their
own. Gradually the Portuguese gave up the
country trade, while the Dutch by the march of cir-
cumstances were forced Eastward, and eventually
confined their operations to Java and the adjacent
Islands, thus leaving the field open to the English
and Indian owners.
In the preface I have endeavoured to describe the
earlier "country skipper" a type brought into being by
the necessity of the age, ever on the " qui vive," trained
up from boyhood in scenes of adventure and danger,
nurtured, we may say, in strife : a type in keeping
with his era, a natural product of those turbulent
times. These were the men who adventured the
country ships into regions of lawlessness, who earned
their freight almost at the cannon's mouth, and who
by dint of dogged perseverance, backed incidentally
by the culverin and the musquetoon, laid the founda-
tions of the peaceful trade we now enjoy.
Chapter V. deals with one, Coates, an old-time
" country captain." His conception of the rights of
meum and tuum however was not a lofty one ; a
course of independent roving had engendered in him
a spirit of restlessness, and a certain obtuseness of
104 THE OLD COUNTRY TRADE
conscience, highly prejudicial to the successful opera-
tions of patient and straightforward commerce. We
must place him, however regretfully, on the border-
line.
Some captains were also owners of the ships they
commanded, and in addition frequently purchased
their cargoes. Others had a share in the ownership
of the vessel. Others again took a share in the
venture, and this was a very usual condition as it
was thought a wise policy to encourage him to have
some concern at stake.
Fortunes no doubt were quickly made in those days,
and often equally quickly lost. In the latter mis-
fortune if the skipper haply possessed a mercurial
temperament, he would betake himself again to his
congenial task ; if not, he passed out of the arena
and another took his place. Many a quiet village
churchyard at home shelters the remains of some
doughty mariner, who after a career out here in days
of stress and strife, wended his way to his native
place, to enjoy his competence and end his days in
peace.
Money was insecurely held in those times gone by,
and the law afforded but little protection.
Even authorities then varied much. Civil Service
examinations and Haileybury existed not. Governors
and officials were often selected, not by reason of their
tact and political acumen, but as being men of dogged
obstinacy, who would let no obstacle stay their path.
A too intimate acquaintance with Eastern methods,
such as were known to obtain occasionally in those
days, does not, save to the highly-principled man,
conduce to that nice scrupulousness, which we so much
admire, and which now makes our own Indian Civil
Service the pride of all Englishmen.
Harris relates the case of a governor in Bengal in
THE 'COUNTRY' SKIPPER 105
the year 1706, who "dabbled " in commerce, using his
power to despoil his fellow countrymen. He says :
' There was one Captain Perrin, the master of a ship,
'who took up about 500 on respondentia from Mr.
'Balph Sheldon, one of the governors in 1706, in a
' voyage to Persia, payable on his return to Bengal.
' Perrin having despatched his affairs in Persia sooner
' than he had expected, called at Goa and bought a
' Surat-built ship very cheap, and carried her to
' Calecat, and took in a quantity of pepper for the
1 Bengal market, and having brought in his other ship
' good store of Persia wines, called at Fort St. George
'to dispose of what he could there, but finding no
'encouragement from that market, carried it to
'Bengal/
' On his arrival here he complimented Mr. S. with
' the offer of his pepper and wines, but he declined
'meddling with that bargain further than with as
' much of the pepper at current price as would balance
'his account, principal and respondentia.'
'Accordingly Perrin delivered up so much pepper,
' and, on the delivery, required his bond up, but the
' governor told him that he, being a fellow troubled
' with the spirit of interloping, in baying goods and
' taking in freights where he could best get them, he
' would keep the bond as a curb on him, so that he
' should not spoil the market for the future,'
' Poor Perrin used all his rhetoric to get his bond
'delivered up, but to no purpose, and the governor
' moreover gave his wine a bad name, so that he could
'not dispose of that either; and all the oppression,
' was in order to straighten him that he might be
' obliged to sell his purchased ship at a low price to
' him and his associates, which at last he was obliged
' to do, holding a fourth part in his own hands to secure
'the command of her to himself, which after all he
' could hardly do.'
106 THE OLD COUNTRY TRADE
' Perrin made his complaint to me, but I was in no
' condition to assist him, because, having three or four
' large ships at Bengal, I was reckoned a criminal of
1 that unpardonable sin of interloping, However I
' advised him to comply with his inexorable master on
' any terms of agreement whatever, which he en-
' deavoured to do that he might at least keep the com-
1 mand of his ship where he was so much concerned ;
' and had hardly done it but by accident.'
* One day, meeting me on the green near the fort,
* he stopped me to relate his grievances, and begged
* me that if he was turned out of his own ship he
* might have an employ in one of mine, which I
' promised he should. Sheldon espied us out of a
' window holding a long confabulation, and, being
' impatient to know about what, sent a servant to call
' Perrin, and he, obeying the summons, was interro-
' gated as to what our discourse was, and he told the
' promise I had made him. Sheldon told him he was
1 as capable to employ him as I could be. Perrin
' answered that he knew that but wished he could
* be as willing too, so Sheldon promised that he
'should command his own ship to Persia; but the
' wine still lay unsold, though it was scarce then in
1 Bengal.'
Interloping, though risky, was ever a profitable
business, and the early skippers on occasion took a
hand in it, in collusion with officials on shore. In
that fascinating book, Tavernier's Travels in India,
by V. Ball, published in 1889, is related a story of
the captain of a Dutch country ship, which casts
a sidelight on this practice. I take the liberty of
another extract from this interesting work. Tavernier
says, ' The captain of a vessel, a rich man, who
' troubled himself little about making court to the
' wives of the chiefs of the Company, became a butt
' for their attacks, and was one day stung by some
THE ' COUNTRY ' SKIPPER 107
'remarks made by Madame la Generate, who was
'talking to him at Batavia in the presence of many
'ladies, for which, and without saying a word then,
' well knowing all their intrigues, he resolved to re-
' venge himself on the first occasion, which offered
' itself in this manner. When this captain was about
'to return from Pulicat to Batavia, the wife of the
' governor of the former place, who was in league
' with Madame la Generate in some private trade,
' believing that the captain was one of her friends,
' begged him to ship secretly eight bales of very valu-
' able goods, and to take particular care that they were
' not wetted, in order to take them to Batavia ; this
' the captain promised to do.
' Having arrived at Batavia he went first, according
' to custom, to salute the General and to hand him the
' letters of the Company. The general is in the habit
1 of keeping the captains to dinner or to supper, accord-
' ing to the hour of their arrival. There are always
' present on these occasions some councillors of India,
' to hear the news, who remain to dine with the general.
'At the close of the repast the general asked the
' captain what news he had from Pulicat, and if the
' governor and his wife had not asked for anything to
' be done for them. Nothing, replied the captain
' coldly, except that madame the governor's wife
' specially charged me with eight bales of goods, and
1 to keep a good look on them that they should not
' get damp, being articles of great value, and to
' deliver them on my arrival into the hands of Madame
' la Generate.'
' This little expected reply much surprised the
' General and those of the council who were dining
' with him, and still more Madame la Generale, to
' whom the husband turning, asked somewhat rudely if
' she carried on trade with the wife of the Governor
' of Pulicat, which, according to the laws of the Com-
108 THE OLD COUNTRY TRADE
' pany, would have been a criminal matter. Madame
1 la Generale protesting that she knew nothing of what
' the captain had said, the general then told the latter
' that he must be mistaken, and then and there ordered
' the Fiscal to go and seize the bales and expose them
' on the quay, to see if they would be claimed by any
' merchant. After they had remained there for some
' days without anyone presenting himself to ask for
* them, they were confiscated, and thus without great
1 noise the captain had his revenge for the displeasure
' that he had received of Madame la Generale.'
It seems curious now the calm way in which these
old-time skippers sold their ships and bought others.
We often read of a ship being built in Bombay or
Kangoon for some sea-captain. He loads her up and
takes her away, and perhaps sells her in a few months,
taking often another vessel in part payment.
The life of a country skipper in the closing years of
the eighteenth and early part of the nineteenth
century is well depicted in " A Master Mariner,"
written by his grand-daughter.* Captain Eastwick's
autobiography, on which the book is based, embraces
the stirring period at sea during the Napoleonic Wars.
He joined the Country service as second mate in the
* Hormuzeer ' in 1792, having previously attained to
the position of chief mate in a whaler, and fifth mate
in an Indiaman. His promotion out here was rapid,
as in a few months he joined a new ship as chief
mate, the ' Lotus,' building at Rangoon for Captain
Newton and Dorabjee Byramjee. The ' Lotus ' was,
however, sold in Madras by Capt. Newton on her
first voyage, the latter then bought two vessels, one
an American-built brig, the ' Pesouton.'
This brig foundered in the Bay of Bengal, after
which East wick, who was one of the survivors, was
despatched by Dorabjee (Newton having lost his life
* Published by Fisher Unwin, London.
THE 'COUNTRY' SKIPPER 109
in the * Pesouton ') to Madras to recover the insurance
money. This he did so expeditiously that Dorabjee
gave him the command of the ' Eebecca ' towards the
close of 1793. His pay was rupees 500 per month,
and 2J per cent, commission on all freight, goods and
passengers about 4,000 a year in all. When the
' Eebecca ' was sold in 1795, Capt. Eastwick purchased
a fine ship on his own account, named the ' Endeav-
our,' and ran her with great success.
During the Napoleonic wars the Bay of Bengal and
Eastern Seas generally swarmed with French cruisers
and privateers, the latter making the Isle of France
their head-quarters, and to a large French frigate, ' La
Forte/ Eastwick owed his undoing, his ship, the
'Endeavour/ being captured near Balasore in 1799.
While a prisoner on board ' La Forte ' she encountered
the British frigate ' La Sybille/ to which after a
spirited action she struck her colours, and was taken
up to Calcutta a prize. This gave Eastwick his
liberty, though, of course, a ruined man. His credit
was so good, however, that he was able to purchase
the brig ' Harrington/ which greatly restored his fallen
fortunes. He sold her in Bombay to Mr. Campbell,
and obtained the command of the 'Betsy/ owned by
Mr. James McTaggart. The rupee stood then at two
shillings and eightpence (now one shilling and four-
pence), interest ruled at twelve per cent, (ye Gods ! ),
and by 1805 he had laid by 20,000 again.
After some years in England he came out again
only to find that Dorabjee Byramjee, who had the
custody of most of his money, had broke.
A third start had now to be made, and this stout-
hearted mariner immediately set to work again, the
third time, to retrieve his fortunes. He purchased
the ' Caledon/ and ran her for some time, disposing of
her eventually in South America and again secured a
competence. Captain Eastwick lived to the end of
110 THE OLD COUNTRY TEADE
1865, a link with the past. I recommend this book
to the reader.
Those good days were coming to an end. With
the extinction of John Company's monopoly in 1834
the volume of shipping greatly increased, and more
tonnage was put into the country trade, with the
inevitable consequence of reducing the freights.
In the ' thirties ' and ' forties ' of the last century the
opium clippers constituted a crack service. The ships
for their size were second to none in the world in
speed, strength or equipment; their names were
household words, and their commanders probably
constituted the elite of the * country service.' A
number of small country vessels also plied on the
China coast in connection with these clippers,
disposing of the opium at the smaller ports and at
appointed rendezvous. The trade, though risky, was
very lucrative, and large fortunes were made until
well into the middle of the 19th century.
Other skippers peddled. An old uncle, who went
out to the East in the late ' fifties,' graphically described
to me a country wallah commanded by a friend of his.
She was a full-rigged ship, beautifully fitted. The
captain carried his family with him, also a governess
for the education of his children, and they were
agreeably housed in the poop. Some of her cabins
were fitted as sample rooms, and the skipper's ven-
tures could be sold either en bloc or piece-meal.
The introduction of Steam tolled the knell of the
country sailing vessels, which, however, died hard; the
last survivor being, I think, the barque ' Grosvenor,'
(succeeding the ' Sir Lancelot '), a regular trader to
Mauritius, and the ' Allum Ghier ' and ' Shah Jehan ',
which, however, put to sea but seldom. Those of the
' Country Wallahs ' able to retire, did so ; others,
Ellis, Wadge, Day, et cetera, accepting the inevitable,
went into steam. Shepherd was one of the most for-
THE 'COUNTRY' SKIPPER
111
tunate of country skippers. His last command, I
think, was the small SS. ' Telegraph,' leaving that
for the managership of the ' Bombay River and Coast
Steam Navigation Company.' On the closing down
of their business this astute sea-captain, in conjunction
with Hajee Hasseim, reorganised the Ferry traffic in
1868, and gradually built up that great business which
still bears his name. He died in 1908, an exceedingly
wealthy man.
The modern representatives of the old ' country
captains ' may fitly be separated into two divisions,
consisting of easily recognisable types; the one, the
indolent easy-going skipper, the happy "couch pur-
wanny" individual, whose conception of the ideal state
is doke far niente ; the other, the lean man with the
eager face, who never wants to sit down, and is always
in a hurry, the man who is interested in market
rates, still dabbles in odd ventures, and is perpetually
making calculations on the backs of old envelopes.
( 112 )
CHAPTER XIV.
SOME EARLY STEAMERS IN INDIA.
The 'Enterprise' the pioneer steamer from England
can in no sense be regarded as a country ship, as she
was sold on arrival to the Bengal Government, who
despatched her on their own account to Rangoon, Jan.
7th, 1826, and she continued in the government service.
Mr. Taylor whose name is inseparably connected
with the opening up of steam navigation between
England and India, in addition to his comprehensive
scheme, placed steam vessels on the Ganges, one of
which, the ' Emulous,' having reached Calcutta Sept.
1826, was fitted as a River tug and passage boat, the
extent of her suitability. Her timbers were of oak,
her planking fir.
The idea of towing a sailing-vessel, the latter to
supply the steam- vessel with fuel, and also to tow her
in her turn when the conditions of wind favoured it,
and thus to mutually assist each other, had originated
about a year or two before, and indeed the ' Emulous '
had been built with this object in view. She proved
as I have said unsuitable, and the scheme fell through.
The 'Emulous' was as a Steamer 162 tons, as a
Sailing-vessel 302 tons. Length 126 ft. 10 in., beam
22 ft. 6 in. She had two engines of a total 120 H.P.,
and cost Rs. 310,000.
A year or so after the arrival of the ' Enterprise ' a
vessel well known in yachting circles wandered out to
EARLY STEAMERS IN INDIA 113
India. She was the auxiliary barque ' Falcon/ lately
the property of Lord Yarborough, but was bought in
by a speculative firm, who, well aware of the con-
ditions in the East, of the war with the Burmese, and
of the value to the authorities a steam-vessel would be
likely to prove at that time, sent her out to India
primarily with the idea of her sale to the Indian
Government. The price demanded for her, however,
is described as being excessive and negotiations for
her sale abruptly terminated. No other employment
existed at that time for a Steam-vessel, so she was
sold locally and her engines and boilers removed. She
took her place then as an opium clipper, and for years
after bore the reputation of one of the fastest and
smartest little vessels out of the port of Calcutta.
In the year 1829, however, Messrs. Mackintosh &
Company the owners of a river steamer carried into
execution the proposal of towing a sailing-vessel to
China and back under the conditions already described.
Mr. Prinsep gives an interesting account of this
voyage and I cannot do better than quote his words :
' The " Forbes " is a fine, well-built steamer launched
' at the Kidderpore New Howrah Dockyard on the
'21st January, 1829. She has two 60 horse-power
' engines by Bolton & Watt, with a copper boiler.
' They have a stroke of four feet, and make from 22 to
4 24 revolutions per minute at full speed. Her light
' draft with the coal for 2 or 3 days, her best running
* trim, is 10 feet, and her loaded draft 12 feet on an
1 even keel and 11 days' fuel, and her boats and stores.
' She has the speed of the " Emulous" and consider-
' able advantage over her in rough water, but the
' " Emulous " with this exception has more power as a
' tug. The " Forbes," however, was built specially for
' fchiB service, the scheme having originated with the
1 talented officer whose name she bears, and certainly
1 combines all the desirable qualities of a ship-tug for
' the port of Calcutta more than any other vessel which
(The Country Trade)
114 THE OLD COUNTRY TRADE
' has been so employed. The plan was laid before
' the " Emulous " had possession of the field, the long
' delay of execution occurred chiefly in getting out the
* machinery from England. As the former is of teak
4 she may be expected to survive her fir-built com-
' petitor many years. Messrs. Mackintosh & Coy., to
' whom she belongs, have been ambitious to employ
' her in distant voyages. The China experiment was a
' spirited undertaking and merits our particular notice.
' It is well known that in the China Seas the same
' Monsoons prevail as in the Bay of Bengal. The
1 N.E. winds are perhaps more steady in the former
' region, and stronger than in the track followed by
' ships proceeding to Calcutta from the Southward.
' Opium vessels being generally of small size can sel-
' dom make the voyage to China against the Monsoon
' without taking what is called the Eastern Passage, a
' tedious and circuitious route which occupies about
' two months and a half. Those which are first des-
* patched, as the Calcutta sales begin in December,
' usually wait in Singapore till the end of March,
1 when variable and Southerly winds are expected. To
* Messrs. Mackintosh & Co. it seemed worth while to
' try the capabilities of a steamer to contend with the
'Monsoon, leading another vessel in tow. There have
* been times when the speculators in opium would very
1 readily have paid a very high additional freight.
' much in excess of a steamer's expenses, for the
' monopoly of such conveyance. This article is
' perhaps the only merchandise that could afford it.
' The "Forbes " started from Diamond Harbour at
' early daylight on the 14th March, 1830, with the
1 " Jarnesina" in tow. She had then on board 130
' tons of coal calculated to last 11 days, two-thirds
'English and one-third Burdwan, and was drawing
' forwards llf feet and 12 feet aft. The " Jamesina,"
' a barque of 382 tons, formerly His Majesty's 18 gun
EAELY STEAMEES IN INDIA 115
' brig " Curlew," was drawing 16 feet. She had 840
' chests of opium and a provision of 52 tons of coal
' for the " Forbes." Before night they were at sea,
' having passed the upper buoy of the Gaspar at
'''5.0 p.m. The winds were light and variable most
' part of the way to Singapore where they arrived on
* the 27th without any intermediate stoppage. Their
' general steam rate had been 5 to 5 knots, with a
4 favourable wind sometimes more than 7, and the
1 paddle-wheels made from 17 to 24 revolutions per
' minute. They started again on the 31st with a fresh
' supply of coal making 17 revolutions per minute, and
{ 4 to 5J knots with variable winds the first day and
' fine weather. The Monsoon was still blowing, but
' they steamed 5 knots against it when moderate; as
' the breeze freshened the rate fell off to 3J and at last
' to 2J. On the 12th April in latitude 14 degrees and 5
' minutes North, and longitude 113 degrees 57 minutes
' East the " Forbes " had but 4 days coal remaining.
' and as there was no appearance of a change in the
' weather she parted company and proceeded on alone,
' steaming 4 to 5|- knots against a strong N.E. wind
' which continued almost until her arrival at Lintin
' on the 19th. This part of the passage was about
' half of it performed without the aid of the engines.
' The " Jamesina " arrived on the 21st in 3 weeks and
5 days from the Sandheads.
,' The following remarks occur upon this interest-
' ing voyage. The transhipment of coal from the
'"Jamesina" to the steamer which was repeated 3
' times after quitting Singapore, caused an average
' detention of 3 to 4 hours each time, so that if
' the experiment should be renewed it would appear
' sufficient in reckoning the time to allow one day for
' this object, and another for frequent stoppages of
' the engines to clean the boiler. If the supply of
' coal obtained at Singapore had not run short it is
' possible both vessels would have reached Lintin
116 THE OLD COUNTRY TRADE
' before the 19th. Two days more might possibly
' have been saved at Singapore, which reduce the
* voyage to 34 days. Under the most favourable cir-
1 cumstances apparently it could not be brought within
*a month, for it must be observed that the winds
* never approached to a gale during the whole passage
1 and were never so strong as to compel the steamer to
' cast off the tow rope. It must be admitted, however,
1 that there was a considerable gain upon an ordinary
' passage, although the ' Bed Hover,' a new bark of 255
* tons, built expressly for sailing was fortunate enough
* to arrive out by a direct route in 43 days, and to
* return in 32 days at an earlier period of the same
1 season. The experiment is valuable for the facts it
' has contributed towards the solution of the problem,
' how far the tug system may be carried.'
The results of the steam navigation on the Bengal
rivers were very encouraging, and it was found difficult
at times to cope with the demand for tonnage. The
" Asiatic Intelligence " column in the " Asiatic
Journal" of April, 1838, records that : 'The present
' number of steamers on the rivers is found insufficient
' for the demand of conveyance. In September notice
'was given by advertisement that a steamer would
' start up the river, and that freight would be received
* on the 18th. Before the middle of the day the vessel
' was entirely filled up, and 150 cart-loads of goods
* were returned to the consignees. Capt. Johnston, the
' comptroller, proposed to dispose of the freight of
* these vessels by lottery ; but this being objected to,
* priority of application is the rule. Strong represent-
' ations have been sent home of the necessity of
1 augmenting the number of the river steamers, either
' by the intervention of the Court of Directors, or by
' means of a joint stock company.'
More steamers were placed on the Ganges, and later
on the Indus. Several companies afterwards engaged
EARLY STEAMERS IN INDIA 117
in this business, among them the ' Calcutta Steam
Tug Association ' took a leading part. This company,
founded in 1836 with a capital of Ks. 500,COO in 500
shares of 1,000 rupees each, bears the proud distinction
of having been almost the first steam navigation
company in India. The ' India General Steam
Navigation Co.' was established in 1844, and the
1 Ganges Steam Navigation Company ' in 1845.
Apropos of this subject, one of the greatest projects
in this direction was that of the " Oriental Inland
Steam Navigation Company, Ltd." for the navigation
of the rivers of India. The capital, 500,000, was
divided into 50,000 shares of 1 each. The Directorate
was an influential one and the scheme liberal, being
one of great benefit, but was rather too Departmental,
so to speak, to be a commercial success. The company
lingered, thanks to the support we have indicated, for
some considerable time but at a low stage of vitality.
A pair of large size chromo-lithographs called
"Peace " and " War," was published by Day and Son
in 1858, to illustrate " Bourne's New System of
Indian Kiver Navigation, by means of Steam Vessels
drawing trains of articulated barges of shallow
draught." These prints bear the name of the
Company and their offices at 9, Billiter Street,
London. They are now not easily obtainable.
A writer in the * Bombay Gazette' of November
llth, 1863, gifted with a rather caustic pen, contributes
the following. * Does any one know what has become
' of the " Oriental Inland Steam Company"? It was
'set agoing on paper now a good many years ago with
' a great flourish of trumpets. A large capital was
'paid up, mostly in England we believe, and, if we
' recollect rightly, some subsidies have been paid by the
'Government of India.' It appears September, 1863,
that the company had only one steamer plying on the
Indus. The ' Sutlej ' was lying broken at Manora ; 3
118 THE OLD COUNTRY TRADE
barges broken at Ghizree; the new steamer ' Jhelum'
in pieces, not put together. The ' Eifle ' sent round
to Calcutta was found there to have insufficient power
for the Ganges. In 1868 it was mentioned as in liquida-
tion, and the following year saw an advertisement for
sale by auction on the banks of the Indus of 5 paddle
steamers, 11 barges and 5 anchor boats. The "Com-
mercial Steam Navigation Flotilla" succeeded this
Company on the Indus.
To the ' Bombay Steam Navigation Company ' be-
longs the credit of opening up the Western Coast of
India to regular steam communication and though
this enterprising little company passed into history, its
early efforts greatly facilitated the labours of those
who succeeded to the business. I have accorded a
special chapter to this company. I may remark the
'Bombay Steam Navigation Company' after many
metamorphoses, is at this date, 1909, in a flourishing
state. More honour to the pioneers. On the Eastern
side two distinct short sea trades existed, one to the
Coromandel and Madras and other coast ports, and
another to Arracan, Burmah, Pegu and the Malacca
Straits. The former had been served by sailing vessels,
many of large size, which traded between Bombay and
Calcutta and back, calling at various coast ports as
inducement offered. On the Kangoon and Singapore
side fast-sailing brigs and schooners, carried on a
regular service conveying mails, passengers and cargo.
In the early " fifties " the Bengal government estab-
lished a steam postal service between Calcutta, Chitta-
gong, Arracan, Burmah, and Pegu, with their own
steamers. In this service there plied the :
'Sesostris* of 876 tons, 220 H.P., 6 guns, and 111
men.
'Tenasserim' 769 tons, 220 H.P., 11 guns, and 100
men ; conveying the mails between Calcutta, Eangoon,
and Moulmein. And the :
EARLY STEAMERS IN INDIA 119
'Fire Queen' of 579 tons, 220 H.P., 8 guns, and 75
men ; conveying the mails between Calcutta, Chitta-
gong, and Arracan.
As time progressed and the importance of these ports
increased, a "fairly" regular service no longer met
the wants of the community. But mid-century passed
before practical steps were taken to fulfil this desire,
when a Scotchman, endowed with the foresight and
energy of his race, who was destined to evolve a great
business, a monumental tribute to his labours, came
forward to fill the breach. The need had now become
very great, the mercantile community were clamour-
ing for steam facilities, and the East India Company
had awakened to the necessity, political as well as
commercial, of a regular steam communication in the
Bay of Bengal. To Mr. William, afterwards Sir
William Mackinnon, therefore is due the credit of
establishing in the East, as the Bombay Steam Nav.
Co. had done in the West, the nucleus of that vast
network of oversea transit which has multiplied to an
almost incredible degree the coasting traffic of Greater
India. To this great man and his earlier companies,
the " Calcutta and Burmah Steam Nav. Co." and the
" B.I.S.N.Co." I have accorded a special chapter.
On the Western side of India a number of small
steamers of all sorts and descriptions traded regularly
between Bombay and Surat. This latter city was then
the seat of a great cotton industry, and consequently
of much importance. These little vessels, before the
introduction of the railway, kept up a very regular
communication between the two ports, conveying
mails, passengers, and cargo, and downwards from
Surat great quantities of cotton, to be transhipped
at Bombay to ocean-going vessels. The development
of the railway between Surat and Bombay sounded
the death-knell of this particular business, while the
Cambay and Karachi steam trades were gradually
merged into the B.I. Company.
120 THE OLD COUNTRY TRADE
The 'Bombay Steam Navigation Co.' in 1845 was
succeeded by the * Bombay Kiver and Coast Steam
Nav. Co.', in 1863, but by this time the B.I.S.N.Co. was
developing more and more along the Western shores
of India. On the dispersion of the Bombay Rivers and
Coast S.N.Co. the smaller steamers were grouped to-
gether under the second ' Bombay Steam Navigation
Co.' the larger were sold some to the B.I. Co., one to
Government, some to the Netherlands India Steam
Navigation Co. Many of the Companies I am men-
tioning are duly recorded in a separate chapter. The
' Calcutta and Burmah Steam Navigation Co.' became
(See Chapter XXIV) the ' British India Company.'
The ' Peninsular and Oriental Company ' by this time
had firmly established their service between India and
China, which has been maintained to the present day.
Two steam companies had been adventured to China
in the "fifties" owned and managed in India, one
the famous old ' Apcar Line ' from Calcutta, and the
other, the ' China Merchants Steam Navigation Com-
pany ' from Bombay. The former enjoys a great
measure of prosperity, the names of the ' Apcar '
steamers being household words from Calcutta to
Japan. The latter company succumbed in the late
" sixties " to a variety of causes, many other Bombay
companies closing down at the same time. These two
firms enjoy a special detail, Chapter XIX being devoted
to them.
I have mentioned in Chapter XII a steamer as
having left Bombay for China in 1845. She was des-
cribed as a steam-barque.
We have now followed the coasting trade of Western
India from the ' Bombay Steam Nav. Co.' of 1845 to
the ' Bombay Steam Nav. Co.' of 1869, the ' British
India Steam Nav. Co,' and the little Surat traders.
We have also seen the small sailing vessels, and later
the steamers of the Bengal government, plying be-
EARLY STEAMERS IN INDIA 121
tween Calcutta, Chittagong, Aracan, Burmah and
Pegu, replaced by the 'Calcutta and Burmah Steam
Nav. Co./ in its turn succeeded by the ' British India
Steam Nav. Co.,' which company also took the place
of the desultory sailing vessels on the Coromandel and
Malabar coasts. We have seen the China steam trade
essayed in 1830, and then abandoned to the swift
clippers, and we have seen in ' Apcars,' ' Jardines,' and
later in the ' China Merchants Company,' the revival
of this steam trade in the early ' fifties.'
On the Hooghly the 'Inland General Steam Nav.
Co.' was reputed to be paying a princely, nay a 'royal'
dividend. Consequent on this a new Company was
formed for the River business, and the following pros-
pectus was issued in July, 1859.
THE EAST INDIA STEAM NAVIGATION
COMPANY, Limited.
Capital 120,000 in 24,000 shares of 5, or Com-
pany Eupees, 50 each. With power to increase.
DIRECTORS
Colonel P. T. French (Chairman), Chairman of B. B.
and C. I. E.
Hy. Haymen (Deputy Chairman), Director of B. B.
and C. I. E.
Jos. Hamilton Beattie, Director L. and S. W. E.
Thos. Snaith Haviside, Director T. Haviside and Co.
William Shaw, Esquire.
BANKERS
The Bank of London. The Chartered Mercantile
Bank of India, London, and China.
SECRETARY, Mr. J. E. Dawson.
122
THE OLD COUNTEY TKADE
The prospectus further relates that this Company was
instituted to send steamers to India to navigate the rivers.
It mentions that the ' Inland General Steam Navigation
Company ' was about to declare a dividend of cent, per cent.
Both the Indus and the Ganges were well served by
commercial steam navigation. The Irrawaddy Biver,
however, had hitherto been navigated solely by govern-
ment vessels which instituted a Mail service in 1852.
In 1864 the river was opened to private enterprise,
Messrs. Tod and Findlay undertaking a regular steam
service, and the eventual increase of business justified
the Government in their policy. Having now touched
on the various steam navigation undertakings, from
the arrival of the ' Enterprise ' in 1824 to the com-
panies of the ' sixties,' we propose later on to give a
chapter on ' latter-day companies.'
( 123 )
CHAPTEE XV.
THE PILGRIM TRADE, PAST AND PRESENT.
History does not record the sailing of the first
pilgrim ship from India to Jeddah. Doubtless the
traffic arose from small beginnings. Perhaps one or
two orientals, who may, from close study of the Koran,
have become inspired by a deep religious zeal, would
undertake the journey to Mecca and back, in all
humility, and for faith alone. On the return of these
pilgrims enquiring Moslems would throng to see them,
to hear an account of their journeyings, to listen to a
recital of their sufferings on their way to the Holy
City. Some popular Moulir would arouse a greater
enthusiasm in the cause; fervid Moslems would feel
the ' call,' and on the next season emulate the example
of these pioneers, and thus the custom of making the
Hadj would become more and more popular. Now it
is the goal of every good Moslem.
The Koran is, however, very reasonable on this point.
It is enjoined on every Mohammedan to perform the
Pilgrimage to Mecca, provided he can afford to do so.
He is not expected to impoverish either himself or his
family in pursuing this pious aim.
We know that in the fifteenth century it had be-
come for the shipowner a flourishing industry ; the
early records of the Portuguese throw some light on
this subject, their most strenuous efforts being directed
against it. We have in Chapter III described the
124 THE OLD COUNTRY TRADE
capture of a pilgrim ship by da Gama, on the Malabar
coast, under circumstances of great cruelty. The way
was long, however, the conditions dangerous, enemies,
Portuguese and others numerous, and armed force
was then more than ever necessary for the protection
of the pious.
The great Mohammedan potentates of India had
judged it their bounden duty to encourage by all
means in their power the annual pilgrimage, and their
encouragement usually took a practical form. One of
the conditions imposed on the Abyssinian Colony of
the Sidis, by the King of Ahmednuggar, was the safe
conveyance of pilgrims to and from Jeddah, and this
necessitated the employment of large and well found
ships. Further, Tavernier tells us 'For every year
' the Great Mogul sends two large vessels there, (to
' Swally, the port of Surat,) to carry pilgrims, who
' thus get a free passage. At the time when these
' vessels are ready to depart, the fakirs come down
' from all parts of India in order to embark. The
' vessels are laden with good articles of trade which
' are disposed of at Mecca, and all the profit which is
' made is given in charity to the poor pilgrims. The
' principal only is retained and this serves for another
' year, and this principal is at the least 600,000 Rupees,
' (67,500). It is considered a small matter when only
'30 or 40 per cent, is made on these goods, for some
' yield cent, per cent. Added to which all the principal
' persons of the Great Mogul's Harem, and other private
' persons, send considerable donations to Mecca.'
Wheeler, in his * Early records of British India,'
relates that the Mogul's ship to Mocha and Jedda
used to return with 52 lacs in gold to Surat. Her
armament consisted of 80 guns and 400 muskets.
This formidable armament did not save her from
capture eventually, though every means were taken to
secure her safety. In 1688, Lowe tells us, in his
THE PILGKIM TEADE 125
1 History of the Indian Navy' the 'Bantam,' pink,
mounting 8 guns, was 'employed as convoy to the
1 Surat vessels belonging to the Mogul's Government,
' which annually carried pilgrims to Jeddah, the factory
' receiving for this service the continuance, if not the
1 extension, of the Company's privileges at Surat.'
Nevertheless, in spite of precautions this historic
vessel, the ' Gunsway,' was captured in the year 1693
by English pirates, either Kidd or Avery.
The "Gunjouwer,"* the Holy Ship which performed
so many voyages in the seventeenth and eighteenth
centuries, we have already described in Chapter IV,
and a ship with such a reputation would have had,
with her consort, a monopoly of the Indian Pilgrim
traffic. The Eastern is more swayed by consideration
of both sentiment and superstition than his Western
brother, and the astute native owner is consequently
fully alive to the value of a ship's reputation. Even
in this prosaic age, an age in which the economic
question rules universally paramount, reputation still
stands as a valuable asset in the Indian ship's ledger.
The eighteenth century saw some navigational im-
provements, a more advantageous and speedy type of
vessel employed, but progress continued slow. No
beneficent legislative department existed at that time
for the protection of the guileless Hadji, whose path
was so beset by pitfalls, difficulties, and dangers.
Some time ago I came across an interesting account
of a voyage projected to " Moco " and " Jodda," in the
year 1754. I use the word " projected" advisedly, as
on the eighth day out from Bombay the ship was
discovered to be on fire, and was eventually burned
out, the crew and passengers taking to the boats. I
have devoted a special chapter to this, as it sheds a
* There are many ways of spelling this name, each writer following
his own fancy.
126 THE OLD COUNTEY TRADE
light on the risks and trials of a voyage in those days.
I commend the account, with all deference, to the
present day members of the Hadj Committee. Egypt,
Africa, the Persian Gulf, and Java all now contributed
their quota of eager devotees, the traffic between
Batavia and Surat, and thence to Jeddah, being
mentioned in 1775 as especially flourishing.
The Pilgrim business was increasing decade by
decade, and on the dawn of the nineteenth century all
sorts and conditions of vessel were to be found en-
gaged in it, the stately full-rigged ship, lately one of
John Company's armed tea-waggons ; the little Coringa
built barque ; enormous Dhows, bristling with cannon ;
even 40 and 50 ton buggalows, owned by some pious
Moslem, would adventure on this service. For the
business, laudable, because the fact of supplying a
means of conveying pilgrims to the Holy Land
suggests a certain sanctity, possessed the additional
charm of a considerable spice of profit.
Lowe, in his " History of the Indian Navy," twice
refers to a pilgrim buggalow, well known in the
.olden time, the " Deria Dowlat." He says, ' The ex-
' traordinary longevity of these native vessels may be
' gathered from the fact that in 1837, a baghaleh,
' the " Deria Dowlat," (Wealth of the Seas) which was
' built at Bhownugger in the year 1750, was still
1 trading in the Red Sea.' And continues, 'In 1837,
' January 4th, the Madras ship " Deria Doulat," be-
' longing to a niece of the Nawab of the Carnatic, and
1 sailing under British colours went on shore in the
bay (Ghubbet Seilan), a few miles distant from Aden.
She had a valuable cargo on board, and a considerable
' number of pilgrims bound for Jeddah.' At daybreak,
he tells us, the Arabs from Aden plundered her of
everything, treating female passengers brutally.
Mid-century bore witness to but little change, (save
for the gradual extinction of piracy), in the conditions
THE PILGRIM TRADE 127
under which pilgrims were conveyed to and from
Jeddah, and the ' fifties ' were chiefly noteworthy for
the loss of two large pilgrim ships, the ' Atieh
Kohoman,' wrecked at Kenery in 1851, and the
' Jpdal Barry,' lost on the Laccadives in 1854. The
* sixties,' however, saw the great innovation, for in
this decade the pilgrim was conveyed by steamer to
Jeddah, and for the first time some reasonable pros-
pect of punctuality was imported into his itinerary.
From that time on, the comfort and well being of the
Hadji, while on board ship, have steadily improved.
Even in the ' sixties ' and ' seventies ' the ships were
somewhat crowded, but legislative enactments from
time to time put into force, either removed some
discomfort of the individual, or tended to promote the
safety of the ship and all contained in it. Some years
ago a long-time resident in India was describing to me
the scene on the departure of one of these early
steamers. She was a heavily-rigged vessel, resemb-
ling more a sailing ship with a small funnel introduced
than a steamer ; she had a bowsprit and long jib-boom.
Her decks were crowded, the upper deck simply
packed, they swarmed on the forecastle, and a vast
number of prospective pilgrims on the quay were
struggling with each other, striving towards the spot
where tickets for the journey were being issued. The
rate was high, toll was levied on all baggage, and,
as if the ship was not sufficiently charged with her
seething living freight, two or three energetic Moslems
were still busy selling tickets to the highest bidders
among the importunate crowd clamouring for passage.
Golden days for ship owners, and unquestionably
much money was made. The world lived according
and up to the light of the time, and though the
conditions then prevailing would surprise those accus-
tomed to see the well-equipped and staunch pilgrim
steamer of the present day, with the sparse proportion
of passengers allotted to her, still the evolution from
128 THE OLD COUNTRY TRADE
positive hardship to conditions almost partaking of
luxury has been gradual, and we should concede the
great advancement that even the first pilgrim steamer
presented over the older sailing vessel. So year after
year the annual pilgrimage recurs.
Losses among pilgrim ships are providentially very
rare. In the early ' nineties ' the steam-ship * Khiva '
caught fire on her voyage, freighted with Hadjis. Her
skipper, one Schumacher, ran the burning vessel
ashore near Ras Marbat on the Arabian Coast, and
succeeded in saving passengers and crew.
It is curious to note the diversity of steamer em-
ployed in this traffic. The worn-out P. & 0. liner,
formerly carrying passengers to India and Australia
at rates, anything from 50 or 60 to even 90, now
conveying pilgrims, many almost impecunious, at from
twenty to fifty Rupees per head. A large tramp,
perhaps formerly in the New Orleans cotton trade,
now fitted and equipped to meet the requirements of
Government. A whilom Troopship ; a former Railway
Company's steamer, which recalls irresistibly memo-
ries of the advertisements of combined rail and
steamer trips decorating the walls of Liverpool Street
station ; an ex-Irish cattle-boat.
Nor from the Northward to Jeddah does any
less strange medley of types present itself. The
obsolete Cape liner, in her day carrying diamond
magnates, steams alongside of a vessel that 40 years
ago created a furore in Mincing Lane by her rapid
passages home from China with the first season's Tea,
( I refer to the famous old ' Galley of Lome ' ; now six
knots appears to be the maximum speed this veteran
can attain). Not far away we see a vessel which we
are told was laid down for the P. & O. in 1865, and still
at her advanced age manages to 'make a living.'
Even now, 1909, small buggalows carrying pilgrims
frequently wander into Jeddah at Hadj time. They
THE PILGRIM TRADE 129
sail usually under Arabian colours, or no colours at all,
and they are not amenable to the law. Should per-
chance one of these quaint craft founder, it is a matter
of local interest, and the world knows it not.
The pilgrim business has its vicissitudes ; occasion-
ally some mild excitement relieves the tedium of its
perfectly respectable existence. The various risks
incidental to sea-travel are ever present, and the
pilgrims themselves have been known at times to
supply a diversion not altogether expected, more
especially those coming from the Persian Gulf,
amongst whom risings are not unknown. The Indian
pilgrim is milder, although it has fallen to the lot of
the writer some years ago to be approached by a
deputation, representing over 1,000 passengers, and
offered a choice between two widely separated con-
ditions. The ship had not much time to perform the
journey to Jeddah and it was feared by some, and
the news spread quickly, that the passengers would be
too late for the Hadj, truly a great calamity, and, as
an inducement for him to forego a necessary part of
the voyage, the writer was offered 500 sovereigns;
should he not consent to this the deputation was good
enough to tell him he would forthwith be pitched into
the sea. The situation was serious, though not des-
perate. 500 was a substantial honorarium, but its
acceptance would have entailed a breaking of the
agreement or covenant entered into by the Owner
and master and the Government, and also a breach of
faith. Clearly this could not be entertained. As
regards the disagreeable alternative presented ; in the
course of a long harangue, during which the writer
was enabled, by sympathy, to dispel their fears, good
counsels prevailed and the incident closed.
Nearly thirty years ago a circumstance occurred
which recalled the exciting days of the American
blockade-running. The master of a certain steamer in
(The Country Trade)
130 THE OLD COUNTKY TRADE
Kamaran Beads having failed to comply with some
quarantine regulation, and refusing to stop when
hailed, was fired on by a Turkish gunboat. The ordi-
nary condition then of the Ottoman squadron in Ked
Sea waters precluded any pursuit of the steamer, which
continued on her way, still she was fired on contin-
uously until out of range, though fortunately without
effect. The old authority of the Quarantine is now
gone, the Venice Sanitary Convention having happily
taken its place with a firmer yet wiser governance, so
a repetition of the above is not likely to take place.
But the Indian Government, drastic though some of
its regulations may appear, is actuated solely by a
sympathetic desire to ameliorate the lot of the pilgrim,
and is ever in touch with the various sanitary con-
ventions which control that great measure of safety,
the Quarantine.
All is not yet perfection, far from it, so much more
remains to be done. The completion of the Hedjaz
Railway will remove the principal evils of the dreaded
journey between Jeddah and Mecca and Medina. An
extension of the means of providing for destitute
Hadjis stranded in Jeddah, and an organised system of
caravanserais in Bombay for the lightening of the
discomfort attending them while awaiting their ship,
will afford incalculable relief. As I have pointed out
on more than one occasion, the spirit of charity and
helpfulness is present. It was my lot this year, 1U09,
to witness two good Moslems, from their appearance
and manner evidently of the wealthier class, meeting
the ships one by one as they came into Bombay laden
with pilgrims returning from the Hadj, and personally
impressing on each Hadji, as he or she stepped from
the ship into the small boat waiting to take them
ashore, a handful of chupatees, or loaves of bread, and
fruit. It was a very pleasant sight; their practical
yet unobtrusive kindness I commend to the con-
sideration of the Anjuman i Islam.
( 131 )
CHAPTEE XVI.
THE BOMBAY STEAM NAVIGATION CO., OF 1845.
The year 1845 was an eventful period in India
Shipping. It is especially noted for the advent of the
first of those Steamship Companies which have done
so much for the development of Indian Coastal Com-
merce. In the " Bombay Times " of August 27th,
1845, there appeared the following portentous an-
nouncement,
(Prospectus) .
THE BOMBAY STEAM NAVIGATION COMPANY.
Capital, (10,00,000) ten lakhs of rupees, divided into
200 Shares of Us. 500 each. 200 rupees to be paid up
immediately, and the rest by calls of Es.100, at one
month notice.
Directors.
Gregory Grant, Esq., Chairman.
T. E. Eichmond, Esq.
Acton S. Ayrton, Esq.
W. S. Grey, Esq.
L. C. C. Eivett, Esq. J.P.
Jeejeebhoy Dadabhoy, Esq.
Jugonnatt Sunkersett, Esq.
Dadabhoy Eustomjee, Esq.
(Civil servant.
... \ Collector of land
(revenue.
( Merchant, of Messrs.
(Eichmond & Co.
( Merchants, of Messrs.
JW. S. Grey & Co.
With J. Dadabhoy, Sons & Co.
j Merchant, Messrs. D. and
'" (M. Eustomjee & Co.
132 THE OLD COUNTRY TRADE
Trustees.
Jeejeebhoy Dadabhoy, Esq.
T. E. Bichmond, Esq. Dadabhoy Rustomjee, Esq.
Auditors
C. J. F. Stuart, Esq Manager, Oriental Bank.
T> TIT Tr- - (Merchant, of Messrs.
E.McKim,Esq JW.T. Edmonds & Co.
Bankers The Oriental Bank.
Solicitors ... ... Messrs. Ayrton and Walker.
Secretary A Eoussac, Esq.
Office, 37, Meadow Street, Bombay.
I. They propose running from Bombay to the north-
ward to Tankariah Bunder, Gogo, etc. Two, or even
three, steamers of about 200 tons and 40 to 60 H.P., to be
despatched every 5 days during the fine season, viz. :
from Cocoanut day (end of August) to 31st May.
II. To the Southward from Bombay to Ceylon, touching
at Eutnagherry, Vingorla, Goa, and Cananore and Cochin.
One boat of about 450 tons, 100 horse-power to be des-
patched from Bombay to meet the P. and O. Steamers.
This steamer will be enabled to carry passengers, small
packages and mails for the Coast and to Ceylon, as well
as from Madras and Calcutta, which will yield ample profit,
and when the P. & O. Company's line of Steamers from
Ceylon to China shall have commenced running, the
steamer will be enabled to carry the mails, passengers, and
even opium to Ceylon for Singapore and China.
III. As soon as a road shall be made by Government,
in continuation of a road from Poona, to any convenient
part of the Harbour, accessible at all states of the tide, one
boat of 30 horse-power will be despatched to that point
twice a day.
The Company, having acquired the " Victoria,"*
* The " Victoria " was built of wood at Hunter River, New South
Wales. She was a paddle steamer, 188 tons net, 269 tons gross, and
80 horse-power.
THE BOMBAY STEAM NAVIGATION COMPANY 133
a wooden steam vessel, soon completed their arrange-
ments, and we read in the "Bombay Times and Journal
of Commerce" the following advertisement,
December 17th, 1845.
The Bombay Steam Navigation Company's " Victoria "
S.S. will commence running Thursday, 18th December,
between Bombay and Point de Galle, touching at Eutna-
gherry,Vingorla, Goa, Mangalore, Cananore, Calicut, Cochin,
and Colombo, and arrive at Point de Galle to meet the
P. and O. Steamers from Penang, Malacca, Singapore and
Cbina, and from Madras and Calcutta, and will leave Point
de Galle on her return on the 28th December.
The " Victoria " will again start from Bombay, January
13th, 1846, and Point de Galle the 23rd on her return.
The steamer has an excellent saloon, state-rooms for ladies,
and accommodation for gentlemen.
From Bombay
to
Rutnagherry
Vingorla
Goa
Mangalore
Cananore and )
Tellicherry I
Calicut
Cochin
Quilon
Colombo
Point de Galle
1st Class
2nd Class
3rd Class
Servant
Freight
per ton
measure-
ment
Treasure
per Bs. 100
Bs.
Rs.
Bs.
Bs.
Bs.
Annas.
40
20
4
3
8
4
50
25
5
4
10
4
50
25
5
4
10
4
90
50
8
6
11
5
100
50
10
8
12
5
120
60
12
9
13
5
140
70
14
11
15
6
160
80
16
13
16
7
200
100
20
15
18
8
220
110
22
18
20
8
The charges for parcels, packages, and goods under half
a ton will be made by the several agents, according to the
sizes and nature of the same, and the distance to be
carried.
134
THE OLD COUNTBY TEADE
To Bombay
from
Point de Galle
Colombo
Quilon
Cochin
Calicut
Cananore and
Tellicherry
Mangalore
Goa
Vingorla
Eutnagherry
1st Class
2nd Class
3rd Class
Servant
Freight
per ton
measure-
ment
Treasure
per Rs. 100
Rs.
Rs.
Rs.
Rs.
Rs.
Annas.
250
125
25
20
20
8
230
115
23
15
18
8
200
100
20
13
16
7
175
90
18
12
15
6
140
70
15
10
13
5
120
60
12
9
12
5
100
50
9
7
11
5
60
30
6
4
10
4
60
30
6
4
10
4
50
25
5
4
8
4
1 First Class passengers to have berths and table (wines
'extra), and allowed to carry three trunks free as baggage.
* Second Class on deck, not allowed to enter the cabins,
' nor supplied with provisions, allowed free one trunk.
' Third Class forward, one small box or basket free as
Messrs.
'Apply to the Bombay Steam Navigation Company's
' Office, Meadow Street, or to the following agents of the
1 Company,
Calcutta
Madras
Pondicherry
Point de Galle
Colombo
Cochin
Calicut
Cananore
Mangalore
J. M. Pinto, Esq.
Mr. A. P. Sequeira
Eglinton, McClure and Co.
Arbuthnot and Co.
Amalui and Co.
Captain Twynam
William Thompson, Esq.
Ballard and Brice
Bhimjee Dhunjees' Sons
Mr. M. S. Saldanha
Goa
Vingorla
By order of the Directors.
A. Eoussac, Secretary, B.S.N. Co.
THE BOMBAY STEAM NAVIGATION COMPANY 135
' As soon as the other steamer for this line is ready the
* the Directors will despatch one vessel every ten days, viz :
1 on the 3rd, 13th, and 23rd of the month.'
In 1854 the Directorate consisted of the following,
Chairman, H. Forman, Esq. (a man well known in
Bombay shipping circles at that time).
Directors, Byramjee Jeejeebhoy, Bhaskar Soonderjee,
Venaikroo Jugonathjee, and Ismail Hajee Hubib. A great
change in nine years. The Southern traffic did not prove
the success anticipated for it, doubtless due to the very
elementary type of ship then in vogue. They had, however,
opened up the Karachi trade during the interval.
From Bombay their steamers left for Karachi on the
8th, 18th, and 28th of each month, June, July, and August
excepted. Their fares in 1854 were, First class to Karachi
(including wines) Eupees 100, Second class (not victualled)
Es. 30, and Deck, Es. 12.
Freights. Bombay to Karachi, per ton Es. 30
over one ton 20
parcels, from 2
carriages 40
,, horses, cattle, etc.,, 30
It is easy to criticise, while seated in a comfortable
arm-chair, and to wonder why the fortunate share-
holders, earning such freights, did not make fortunes.
We must remember, however, that the Compound
Engine was not in use ; that a pound of fuel in those
days did but a fraction of the work of that expected
now _the cost of coal too was very heavy; the ships
carried but little cargo in proportion to their size ; the
cost of Engine and Boiler repairs was almost prohibitive.
Work that is now done by machines in the large re-
pairing shops and foundries and boiler shops, was then
performed by hand and the cost of operating steam
vessels at that time bore an enormous proportion to
the actual work performed by them.
136 THE OLD COUNTRY TRADE
They now opened up steam with Surat, but appar-
ently had also the ambition to resuscitate the South-
ern coastal voyages, which they had inaugurated so
auspiciously in 1845 ; and in an account of one of their
meetings for the adoption of the Annual Report in
1859, Directors present, E. Heycock, Venaikroo Jugger-
nathjee, Kandas Narondass, they announce their pro-
posal of running next season two steamers between
Bombay and Cochin via ports. The Chairman
mentioned that the value of the ships had been
considerably written down, that coal had risen in
price, and that the mail contract had been withdrawn.
The SS. ' Pioneer ' and the ' Bombay ' were employed
in the Company's services, the 88. ' Scindian ' was
chartered outside. The ' Victoria ' was sold, being
old, too small for the Karachi trade, and too deep
draft for Surat, while the ' Tilly,' a new iron steam-
vessel 457 tons gross, and 100 horse-power, built at
Paisley, had been purchased. Their Capital then was
stated to be Rupees 620,000 and their assets
Rs. 545,778.
During the discussion of the Report one Mr. Prem-
chund Roychund thanked the Board for the reduction
that had been made in the salaries of the company's
employees, and further expressed the hope that these
reductions would be continued. Mr. Heycock, in the
chair, much to his credit, hoped that ' further reduc-
* tions would not be necessary, but that the employees
' would enjoy full salaries ; and that their employment
' would be more constant than it had hitherto been, as
much of the success of the Company depends upon
their loyal co-operation.'
Practical effect was soon given to their proposal of
re-opening the Malabar service, and on the 19th October,
1859, they issued the following advertisement :
THE BOMBAY STEAM NAVIGATION COMPANY 137
BTEAM TO THE MALABAE COAST.
Begular Weekly Trip.
The B.S.N. Company propose despatching the steamer
' BOMBAY,' Capt. Quihampton, to Cochin, Friday 28th
October, at 8 p.m., calling at the following intermediate
ports, Eutnagherry, Vingorla, Goa, Compta, Mangalore,
Cananore, Calicut and Ponany.
For passage, freight, and further particulars, apply at the
Company's office, Bombay Green.
Bombay Steam Navigation Company's Office. BOMBAY.
The " Lady Falkland," and the " Sir J. Jeejeebhoy "
were chartered by the Government during the Persian
Gulf Expedition. The " George Eussel Clark," and
the small teak-built steamer, " Sir James Bivett
Carnac " also ran in the company's service. Competi-
tion, however, was forcing down fares and freights,
until we find in 1862, the Company offering to carry
from Bombay to Cochin,
First class passengers for Eupees 23
Second class ,, 31
Deck 3
while a ton of cargo could be carried there for Es. 3 ;
truly a disastrous state of affairs. The Directorate had
greatly changed. Mr. Steam, of the well-known firm
of Steam, Hobart and Co., was now Chairman ; and in
1863, adverse circumstances proving too strong for the
slender resources of this historic Company, the curtain
fell over their operations. The business, however,
built up with such labour, was too valuable to be lost,
so in the same year, 1863, we are not surprised to see
a new Company, styled the ' Bombay Coast and Eiver
Steam Navigation Company, Ltd.,' formed to take over
the working of the services of the Company to whose
pioneer efforts every development along the Western
India sea-board may be traced.
138 THE OLD COUNTRY TRADE
(Part II.)
After the closing down of the ' Bombay Coast and
Kiver Steam Navigation Co., Ltd.,' and the dispersal
of the fleet, Mr. J. A. Shepherd, their late manager,
resumed the steam ferries to Dhurumtur, Eewas,
Oorun, and Oolwa, and soon after Hajee Hassum Joosub,
brother of the well-known Hajee Cassum Joosub,
joined him in the business. These two then founded
what we may call the second ' Bombay Steam Naviga-
tion Company ' in 1869, intending especially to carry
on the Harbour Ferry traffic.
These enterprising men were looking further afield,
and the Gulf of Cambay suggested a new opening
for their labours. A little steam vessel, the ' Lady
Nyassa,' formerly the property of the Bhownuggar
Durbar, was afterwards owned by Da wood Baba, a
rich Borah inhabitant of Goga. She was small, how-
ever, consequently business was cramped, and newer
and larger vessels were essential to allow the trade to
take advantage of its natural expansion. Steam vessels
in India in the " sixties " were not often in the market.
To bring them out from England was a costly and
protracted undertaking, while building yards out here
forty years ago could not "run up " a steamer as they
can now. At this time, however, fortunately for the
Bombay Steam Nav. Co., the ' Oriental Inland S.N.Co.,'
to which we have alluded in Chapter XIV, being in
liquidation, advertised their steamers and plant for
sale. Mr. Shepherd then bought the ' Jhelum ' and
the ' Indus/ to run between Broach and Goga.
These two steamers were constructed of the best
material, of good power and very light draft, and
ideal vessels for shallow water, though not adapted
to withstand a very rough sea. Success did not,
however, attend their early efforts. The ' Jhelum'
foundered near the bar of the Nerbudda Eiver, and
ten lives were unhappily lost. At the subsequent
THE BOMBAY STEAM NAVIGATION COMPANY 139
Inquiry it transpired that she was commanded by a
young man named Kingcome, at the time barely 25
years of age, not holding any certificate, but considered
a smart, able young fellow, and possessing to a great
degree the confidence of Mr. Shepherd. It was sug-
gested that she was an unsuitable vessel to ply across
the Gulf of Cambay during the Monsoon ; Kingcome,
however, declared she was a very fair sea-boat.
The ' Indus ' continued the running, but a week
later grounded on a sandbank in the Nerbudda Eiver.
In these few weeks, however, they had proved their
utility. Contemporary newspapers refer to them as
having revolutionised the Cotton trade of Kattywar,
and as soon as possible they were replaced. Later on,
however, Surat was substituted for Goga as the Ferry
terminus. Meanwhile the operations of the " Bombay
Steam Nav. Co." were being extended to the south.
Thull, Alibag, and Kevdanda were added, and during
1875 they extended their itinerary to Janjira, Sre-
warden, Bankot and Desgaum.
At Hajee Hassum Joosub's death, his share was
bequeathed to his sons, Hajee Ishmael and Hajee
Ahmed, who, with Mr. Shepherd, continued the
business, which greatly prospered. Gradually they
extended their sailings to Goa, and even to Mangalore,
to the southward ; while to the northward, the Gulf
of Cambay, the Kattywar coast, the Gulf of Kutch,
and even Karachi soon recognised the regularity of
the Company's sailings. The ships increased in size,
while every up-to-date contrivance for the comfort of
passengers, and the rapid handling of cargo, was in-
stalled in them. As Mohammedans could gradually be
trained up for the conduct of the vessels, they suc-
ceeded the European masters and officers, and un-
questionably the handling of their vessels by the
present day Mohammedan skipper is very creditable.
About 1898 Mr. Shepherd sold his share to Hajee
140 THE OLD COUNTRY TRADE
Ishmael, who with his brother ran the business to-
gether. Three years after this Hajee Ahmed sold his
share to Hajee Ishmael and retired. The business,
however, was in full swing. The greater part of the
repairs to the vessels were being effected in their
own workshops, and they were in a position even to
take outside work in hand. Their establishment in
Frere Road resembled a busy bee-hive, with an army
of workers. The Dock wall was enlivened by a bevy
of the familiar red funnels, belonging to vessels just
arrived, discharging their quantum of passengers;
some vessels making ready to leave, crowds of
passengers flocking to secure their tickets in time,
a busy scene. Experience had evolved an excellent
Time Table, which the punctuality of their vessels
rendered possible. The red funnel and the white
pennant with the red star are very familiar objects
in Bombay Estuary, in fact the harbour would seem
incomplete without them.
In 1902 the Company had the honour of conveying
his Excellency, the Governor, down the coast. His
Excellency was pleased to make known his satisfaction
in the following terms :
GOVERNMENT HOUSE,
MAHABLESHWAR,
To Messrs. Shepherd & Co., 29^ March, 1902.
Bombay.
GENTLEMEN,
With reference to the recent voyage of His Excellency
the Governor by the Company's Steamers and launches to
Eutnagiri, Bankote, and Dasgaum I am desired by His
Excellency to express his thanks and entire satisfaction
with the careful arrangements in every detail that were
made for him by your agents and all concerned.
I have the honour to be
Gentlemen,
Your obedient servant,
Eichard Owen. Lt.-Col., and
Military Secretary to His Excellency, the Governor.
THE BOMBAY STEAM NAVIGATION COMPANY 141
But a great change was at hand. Hajee Ishmael,
desirous of relaxing the reins of management, sold the
concern in 1906 to Messrs. Killick, Nixon, and Co.
reserving a one-fourth interest in it, and a seat on the
Board. A notice appeared in the " Times of India,"
June 4th, 1906, that ' Messrs. Killick, Nixon and Co.
' of Bombay, have floated a Company, with a capital
' of 55 lakhs, to take over the fleet and properties of
* the " Bombay Steam Navigation Company," better
'known as "Shepherd's Steamers." 1 The Ordinary
shares were considerably over-applied for, and none
of the shares were underwritten."
Hajee Ishmael had greatly endeared himself to his
employees, who tendered the following address to him
on his quitting the more active duties of manager.
To Hajee Ishmael Hassum, Esq., J.P.
Proprietor of the " Bombay Steam Nav. Co."
SIR,
We are met to-day to tender our hearty congratula-
tions on the successful conversion of your business into a
Limited Liability Company, and to express our keen regret
that your indifferent health should necessitate you taking a
less active part in its management.
The Company which you have so long controlled is un-
doubtedly one of the largest and best conducted in India ;
possessing, as it does, 23 steamers and maintaining a
regular service over 1,200 miles of coast, and employing
over 3,000 persons. That you should have been able after the
retirement of your late respected partner and friend, Mr.
Shepherd, to continue its high efficiency testifies abundantly
to your business ability and unremitting exertions.
We feel sure that we are expressing the feeling of all
the employees when we say that we deeply regret parting
from you now.
We had hoped to have retained your personal kindly
interest for some years longer, but as circumstances have
made it necessary for you to take your well-earned rest
earlier than was anticipated, it only remains for us to hope
that your life may long be spared to those dear to you.
142 THE OLD COUNTRY TEADE
We feel gratified to think that, owing to the large interest
which you will continue to hold in the new Company, we
shall be closely associated with you, and with your son and
grandson, and we trust we may often have the pleasure of
seeing you amongst us.
In conclusion we would like to express our hope that in
Messrs. Killick, Nixon, and Co., we shall find the same
sympathy and kindness in the future as it has been our
good fortune to experience in the past from you.
We are, Sir,
Your obedient servants,
Bombay. 29th June, 1906. (Sigs. follow.)
In 1908 Mr. Shepherd died at Eastbourne, and the
" Times" in the obituary notice of August 13th, 1908,
relates that, * Mr. Shepherd was practically the
' founder of the system of Terry traffic in the ' sixties ' of
* the last century which has attained to-day enormous
' proportions, and brought the Ratnagherry and Kutch
' provinces through the Gulf of Cainbay into rapid and
' regular communication with the town of Bombay,
' giving a great impetus to the local trade,' etc., etc.
Under the able management which at present governs
its operations, the Company should not only prosper,
but should " increase and multiply."
I have wandered into later times than I had origin-
ally desired ; later times in fact than has been accorded
to most other Companies. But this Company has a
special claim. It is the oldest steam company in the
West of India, and has undergone more vicissitudes
than any other.
( 143 )
CHAPTEK XVII.
THE BOMBAY COAST AND RIVER STEAM
NAVIGATION COMPANY, LIMITED.
On the 15th October, 1863, the new Company was
registered under the title of " The Bombay Coast
and River Steam Navigation Company, Limited."
H. Forman, Chairman, E. Peile, J. Dipon, J. Dunbar,
J. Dodds, Directors, J. A. Shepherd, Manager, and
their capital was Rupees 26 lakhs, divided into 1,040
shares of Rs. 2,500 each.
They ran regularly to many of the Western Ports,
Hurnea, Ungumwell, Rutnagherry, Jyghur, Jylepon,
Malwan, Vingorla, Goa, Carwar, Compta, Mangalore,
Cannanore, Tellicherry, Calicut, Beypore, and Cochin ;
and also connected to Madras and Calcutta.
They took over the ' Tilly,' a useful little vessel,
from the old Company, and soon got together a fleet
of new iron vessels, built especially for the trade. In
1863 they owned the ' Maharaj ' of 145 tons and 35
HP., the ' Jobnstone Castle ' of 180 tons, the ' Tele-
graph ' of 130 tons, and the ' Tilly/ 457 tons, and 100
HP. From their office in Bazaar Gate Street they
issued their advertisements and the following year
they added to their fleet the ' General Havelock,' the
' General Outram,' the ' Pearl,' of about 260 tons and
70 HP., the ' Lord Clyde ' of 375 tons and 100 HP.,
144 THE OLD COUNTRY TRADE
and two light draft paddle steamers, the ' Oorun,' and
the ' Nagotna ' of 220 tons and 70 HP. The follow-
ing year, 1865, saw a substantial addition, the ' Earl
Canning,' ' Lord Elphinstone,' and ' Sir John
Lawrence,' each of 660 tons and 150 HP. ; the ' Sir
Bartle Frere ' of over 800 tons, and a larger paddle
steamer, the ' Karanja.' This year, however, the
' Johnstone Castle ' was wrecked at Malwan, and in
1866 the Company had the misfortune to lose the
'Maharaj.' They also owned the old-timer 'Here-
fordshire,' utilised in Bombay as a coal-hulk.
By 1867 the fares had increased ; to go to Cochin
now cost the traveller, First Class Rs. 115, and Deck
Es. 16. But yet again the Malabar coast was fated
to be the scene of severe competition, for a rival
power now was contesting vigorously with them
for every pound of coasting cargo. In 1868 the exi-
gencies of the Abyssinian War required the services
of nearly every available steamer, and the Company
chattered to the Government the following steamers :
1 Sir Bartle Frere ' at a monthly hire of Es. 11,256
'Tilly' 9,576
'Lord Clyde' 7,854
(averaging Es. 21 per ton, per month.)
In spite of their new ships, in spite of the vigour
they infused into their undertakings, success was not
destined to be their guerdon. The shares of Eupees
2,500, fully paid, were quoted in February, 1868, at
Eupees 600 ; by July of the same year they had dropped
to 420 ; September, 1868, saw a further fall to 350, and
the end was at hand. The liquidators appointed were
John Dixon and John Scott, and the first distribution
of Es. 100 per share was made November 26th, 1868.
A melancholy end to a promising little company.
The ships now were scattered. ' The Earl Canning '
was sold to the Indian Government during the
Abyssinian War ; and resold to the " Netherlands
THE BOMBAY COAST AND BIVEB S.N. CO. 145
India Steam Navigation Co. ; " Captain Baldwin took
her home. The two sister ships, the ' General Have-
lock ' and ' General Outram,' were both wrecked in
1871 on the Western coast of India. The ' Lord
Elphinstone ' also went to the " Netherlands India
Company."
The 'Lord Clyde,' and 'Sir Bartle Frere' were
sold to the "British India Company," and did good
work for them, being renamed the ' Malacca ' and
1 Medina ' respectively. The former was eventually,
about 1876, wrecked on the Corornandel coast; the
' Medina ' continued longer in her sphere of useful-
ness, being broken up about 1889.
The ' Karanja ' was wrecked in the Bed Sea ;
the ' Nagotna ' and ' Telegraph ' continued the business
under the segis of the late J. A. Shepherd. The ' Sir
John Lawrence ' was sold ; and eventually, when
owned by McNeil of Calcutta she foundered in a bad
cyclone in 1887, with an appalling loss of life.
The ' Oorun ' was bought by Abdulla Lalljee of
Bombay and ran for many years, being wrecked as
recently as 1887. The ' Tilly,' worn out, was broken
up soon after the dispersion of the fleet, while the
' Pearl ' was sold to some Parsees, and ran until the
cost of her repairs became prohibitive, and she was
also broken up; and thus the history of this enter-
prising Company was closed.
(The Country Trade)
146 )
CHAPTER XV1IL
THE BOMBAY AND BENGAL STEAMSHIP
COMPANY.
This Company commenced business with a consider-
able capital and great aspirations during a time of
apparent prosperity. Opportunity was not lacking;
several trades now giving employment to many
steamers were then almost virgin soil, and to one of
these, India and Europe via the Overland Route,
the " Bombay and Bengal SS. Coy." turned their
attention, operating it successfully, until the opening
of the Suez Canal so revolutionised its conditions
that the company, subsisting by no other traffic, was
compelled eventually to wind up its affairs.
The " Bombay and Bengal Steamship Company,"
registered in Bombay August 22nd, 1863, with a capital
or fifty lakhs of Rupees, divided into 1,000 shares of
Rs. 5,000, of which the sum of Rs. 3,500 was paid up.
Alexander Stewart was Chairman, Campbell Keir and
Nusserwanjee Manockjee Pitty, Directors ; the firm
of Steam, Hobart and Company acting as Secretaires
and Managers. The arrangement of their main route
was to run a steamer from Bombay to Suez via Aden
on the 5th and 20th of every month. They connected
BOMBAY AND BENGAL STEAMSHIP COMPANY 147
with Messrs. Moss and Company's line of steamers, an
arrangement being made by which twelve days were
allowed across Egypt for the transit of cargo. They
connected also with the P. & 0. Company, Alexandria
to Marseilles and Southampton, and with other
Mediterranean lines.
Their oldest steamer running was the ' Nada,' built
by Marshall in 1868 ; she measured 716 tons net, and
was of 110 HP. Next came the ' Mula ' of 548 tons
and 110 HP., built 1864 by Pile of Sunderland, and
the 'Koina' of 707 tons and 130 HP., built in
Middlesbrough. The 'Bhima' followed ; she measured
891 tons net and was of 150 HP. This ship came to
a tragic end, being run down by the SS. ' Nada ' in
the Red Sea in 1867, but 22 lives being saved out of
101. Then came the ' Gunga,' a sister ship to the
'Bhima,' the 'Yamuna' of 941 tons and 170 HP.
built in Liverpool by Boyden ; the ' Nerbudda ' of 969
tons and 250 HP., and the ' Krishna,' the same size,
built by Vernon of Liverpool. These four ships were
built in 1865, and marked a steady advance in size
and power, indicating some considerable measure of
prosperity. The ' Neera ' of 1,397 tons net, built by
Leslie of Newcastle, and the ' Magdala ' of 1,358 tons
built in Hull, each of 300 HP. followed in 1868. In
addition they owned a coal-hulk, rejoicing in the
name of ' Hamilton Campbell Kidston.' This ship,
built in Nova Scotia in 1851, had in her palmy days
been an imposing looking vessel, with two rows of
painted ports.
The Company included also Aden and Jeddah in
their itinerary. The fares home were not exorbitant,
but it is curious to note how much of it was absorbed
before the passenger re-embarked on the Mediterranean
side at Alexandria.
I reproduce an advertisement of 1868,
148 THE OLD COUNTRY TRADE
STEAM TO ADEN, SUEZ, AND LIVEEPOOL
VIA SUEZ AND ALEXANDRIA ; ALSO TO VENICE
AND TRIESTE UNDER ARRANGEMENT WITH THE
AUSTRIAN LLOYD; AND To MARSEILLES UNDER
ARRANGEMENT WITH THE COMPAGNIE MARSEIL-
LAISE DE NAVIGATION A VAPEUR.'
To Suez. 1st class. 45 exclusive of wines.
2nd 26
To Trieste and Venice. 1st class. 64 10s.
2nd 37 5s.
Including Eailway transit through Egypt.
Apply to Stearns, Hobart and Company.
January Uth, 1868.
But the great Lesseps was busy, and with his advent
the sword of Damocles, suspended by a very slender
thread, hung over the Company. The opening of
the Suez Canal was approaching within a measur-
able period, and when that came to pass their
hopes would be effectually checked, the conditions of
their business entirely altered.
The Overland Route, which had proved such a boon,
was doomed to become a tradition. Further, the altered
conditions of the steam trade, which would come
about when the great scheme of Lesseps was un fait
accompli, would preclude remunerative employment
for their smaller vessels. The Abyssinian War, it is
true, provided some profitable returns for some of
them ; it was, however, merely of a temporary nature
and only staved off the evil day. So we are not sur-
prised to see the following advertisement which
appeared in July of that year (1868),
BOMBAY AND BENGAL STEAMSHIP COMPANY 149
SHIPS FOR SALE
Coal Con-
sumption
Built Tons h.p. Daily
"Koina" 1864 Middlesbro (Candleish) 120 17|
"Mula" 1864 Sunderland (Pile) -*j$ 110 16
"Nada" 1863 Newcastle (Marshall) Jig 100 17
All being Chartered to Government.
Apply to Stearns, Hobart and Company.
The company was now in liquidation but, fighting to
the last, ran their little brig-rigged vessels whenever
opportunity offered. We see the ' Nada ' going round
to Calcutta in September of that year, and to Hong
Kong in November, the ' Krishna ' and ' Gunga '
trading to Suez, the ' Neera ' and ' Mula ' running car-
goes to Hodeida and Jeddah ; and this continued until
one by one, as purchasers were found, the little fleet
disappeared. From time to time distributions were
made on the shares ; the first one, of five hundred
rupees per share, being made on the 16th January
1868, and it is interesting to trace the quotations at
which the shares variously stood.
The ' Bhima ' was sunk by collision in the Red Sea.
The ' Mula ' and ' Koina ' went to Essa bin Khalifa, a
Mogul merchant, and afterwards one of the founders
of the present " Bombay and Persia Steam Navigation
Company, Limited." The * Mula ' was not fortunate
under her new colours. On her first voyage to the
Persian Gulf she broke her shaft, and, though amply
provided with sail-power, the wind was too light to
enable her to take advantage of it. A British India
steamer haply came by, and the master of the ' Mula '
sent a boat to intercept her and ask assistance. The
' B. I.' willingly offered to take off the passengers and
crew, but demurred to towing the stricken vessel.
150 THE OLD COUNTRY TRADE
Arrangements were, however, eventually made and the
' Mula ' towed back to Bombay. Essa bin Khalifa re-
sold both vessels, the 'Mula' being acquired by one
Scorialum Tuby, afterwards by Barr of Sunderland,
and the ' Koina ' was bought by W. B. Thompson of
Dundee, who renamed her the ' Empress.'
The ' Gunga ' went to England via the Suez Canal
more than once, the last time being in February, 1872.
She was then sold to Eeuben D. Sassoon, and shortly
afterwards resold to Larriou and Roque of Saigon.
About 1883 she was sold to the " Australian Steam
Navigation Company " of Sydney, and for years did
good work around the coasts of Australia, carrying
mails, passengers, and goods. I saw her there last in
the late ' eighties,' looking as trim as ever. The
' Yamuna ' was wrecked on Tamborah reef in 1867
on a voyage from Bombay to Suez via Aden. The
' Krishna ' was placed in the hands of C. W. Kellocks,
and being sold to Spaniards was renamed ' Tomas.'
In 1878 she was known as the ' Dietio ' of Bilbao,
owned by J. Serra-y-font. The ' Neera ' and ' Mag-
dala ' were eventually acquired by the Moss Line,
their late correspondent, and ran afterwards between
Liverpool and the Mediterranean.
The old advertisements of this Company strike a
note of pathos, and this is emphasised as we note the
shrinking of the Company's business, and culminates
when we read the very last running advertisement,
offering space and passage to Liverpool, London, and
Le Havre. It appeared November 15th, 1870.
Possibly had this Company employed the same
energy in developing: at least one alternative trade,
that they manifested in operating their Bed Sea busi-
ness, their flag and funnel might even now be familiar
sights in Bombay Harbour.
( 151 )
CHAPTER XIX.
THE APCARS, AND THE CHINA MERCHANTS
STEAM NAVIGATION CO.
By the middle of last century such great improve-
ments had taken place in Marine Engineering that
Steam navigation was again essayed in the Indo-China
trade ; several firms, former owners of opium clippers,
entered the lists during this decade with fine and full-
powered steamers. Among these companies hav-
ing their headquarters in China, Dent, Jardine, etc.,
with whom consequently this book has at present no
concern. Of firms engaged in this trade, either
Indian, or at least having their head office in India
during the " fifties " the old firm of "Apcar" in
Calcutta, and the "China Merchants Steam Naviga-
tion Company " of Bombay stand out prominently.
In the palmy days it was a most lucrative trade. The
highest class of goods only were carried ; the freights
being correspondingly high. In the early steamers
the merchants, recognising the value of punctuality,
were willing to pay for it. The former firm is unique
in the shipping annals of India as a family concern.
By the courtesy of the principals the writer was
shewn the original deed of partnership ; the actual
document, between Arratoon Apcar* and Gregory
Apcar is dated January 1st, 1819.
* Arratoon appears also as Aratoon and Arathoon.
152 THE OLD COUNTRY TRADE
Their earlier shipping ventures were of course sail,
and their voyages were not confined to China and Japan ;
we find the Indian coast, Mauritius, etc. included
in their itinerary. It was most interesting during the
researches of the writer to find mention of the sailing
of the brig ' Arratoon Apcar,' for Penang and Singa-
pore, and Hong Kong, and to note the regularity of
her passages. The ship ' Catharine Apcar ' some-
times cleared for Mauritius, or on other voyages for
China, the future field of operations.
We can imagine how closely the Apcars must have
followed the various tentative attempts in early steam
navigation to China. In the middle ' fifties ' the firm
deemed the time opportune to introduce steam-clippers
into the Indo-China trade, and accordingly had two
fine vessels built, the ' Lightning ' and the ' Thunder. '
They were fully ship-rigged, and apart from their
engines were good sailing-vessels. They carried a
bowsprit and a long jibboom, and in every respect
resembled sailing-ships save for their two squat
funnels. They were followed by the SS. ' Armenian/
Many names of ships were duplicated and even
triplicated in the fleet of this historic old firm. The
early ' Lightning ' lasted many years in their service ;
a picture of her hangs in their office. The next
* Lightning ' was a magnificent vessel, 2,124 tons net,
and one of the handsomest ships in the East.
The ' Armenian,' built in Hartlepool in 1857 as an
ocean-going steamer measured 870 tons gross. Her
engine-power was, however, small, but 60 HP., and
although in a leading wind, with her canvas spread,
she did well enough, still in light winds and calms
with such low-powered engines her progress was
small. In fact a Bombay paper of the early ' sixties,'
a period when the public was not too fastidious in the
matter of speed, describes her as " very slow."
The early * Thunder ' unhappily was lost in the
APCARS, AND THE CHINA MEECHANTS 153
cyclone of 1867. Curious to relate, nearly two years
after, in July, 1869, there was found in the Sunder-
bunds the wreck of a steamer with three masts and
two funnels, identified as the ill-fated ' Thunder/
The first steam ' Arratoon Apcar,' 1,480 tons gross,
was built at Kenfrew in 1861. She was sold, and
eventually under her new ownership wrecked on the
Florida coast. The next ' Arratoon Apcar ' built in
Newcastle in 1873 was of 2,153 tons gross. She was
sold to the Japanese and renamed * Katsuno Maru/ and
was a fire-ship at Port Arthur during the war. The
fourth of the name (including the brig) was built at
Belfast in 1896, named ' Hyson/ measuring 4,510 tons,
especially for the China trade, and acquired, almost a
new ship, by the A pears. Her nominal HP. is 800.
The first steam ' Catharine Apcar/ built in 1865 was
1,019 tons gross. She was chartered in 1868 for the
Annesley Bay Expedition at Eupees 25 per ton, per
month, or Kupees 25,475 in all. A good rate with a
high rupee. The next ' Catharine Apcar ' 2,727 tons
gross was built at Partick in 1892.
The ' China/ built at Newcastle in 1869, of 1,471
tons gross, was sold to Hull. The ' Hindostan/ built
the same year, of 1,517 tons, was also sold, and after-
wards traded to South America, being known as the
' Amazonense ' of Liverpool. The ' Japan/ built in
Newcastle in 1872, of 2,440 tons gross, was sold to the
1 British India Company ' for a special purpose in 1892,
and broken up the following year. A number of
tugs, built in the 'sixties/ also belonged at one time
or another to the Apcars, the well-known ' Battler/
' Electric/ * Bassein/ ' Bombay/ k Enterprise/ etc., and
some sailing vessels. One of the more modern vessels
is the ' Gregory Apcar/ a fine steamer, built at Belfast
in 1902, measuring 4,563 tons, and of 629 HP. Thus
it will be conceded that this good old firm still keeps
abreast of the times,
154 THE OLD COUNTRY TEADE
The " China Merchants Steam Navigation Company "
was founded in Bombay with a capital of Rupees
3,00,000, to essay, as its title denoted, the China Steam
trade, the Directors being :
D. Poojabhoy (Chairman.)
E. Habbibhoy G. Kishiojee
D. F. Cama J. Kishunram
K. Nayek T. Ramchund
Manager, B. Cursetjee.
In 1863 J. Fazel joined the Directorate.
They ran the ' Bombay Castle,' a little barque-rigged
steamer of 823 tons, built in 1857, which arrived from
London in 1858, and traded to Hong Kong the same
year ; also the ' United Service,' brig-rigged, 1,459 tons
and built the same year; ' John Bright ' of 1,023 tons,
and ' Indore ' of the same size, both built in 1862.
Lindsay, in his " History of Merchant Shipping,"
gives the following description of the ' John Bright ';
he says : ' A few years ago one of the finest of these
' vessels was the property of Parsees resident in
1 Bombay, and as she bore the time-honoured name
1 of ' John Bright ' it is to be hoped that opium
' constituted but. a small portion of her cargo. I men-
1 tion her, however, as a fair specimen of the steamers
' thus employed as regards the special dimensions,
* and for the information of my readers I may say that
' she was built of iron by Messrs. J. C. Mare and Co.,
' Millwall, in 1862. She made her voyage out from
' Gravesend, calling at the Cape of Good Hope, to
* Bombay in 58 days ; and then to Hong Kong with a
' full cargo and against the Monsoon in 22 days. She
' is clipper form and barque-rigged, and fitted with a
* screw-propeller. Her dimensions are 250 feet in
' length between the perpendiculars, breadth 31 feet
* and 22J feet depth, has engines of 250 HP. nominal,
1 and is 1,192 tons B.M.'
THE CHINA MEECHANTS S.N. CO. 155
An early advertisement in 1859 shews the ' United
Service' destined to sail to China; shipping orders
to be sold by auction to the highest bidder !
During the Annesley Bay Expedition, the services
of every available steam-vessel were sought by the
Indian Government, and the Company chartered the
' Bombay Castle ' and the ' John Bright ' to the
authorities at current rates, the former netting 18,000
rupees, and the latter 26,572 rupees per month.
But in spite of all, the hand of fate was against
them and the best of the trade was from Calcutta.
Added to this an all-powerful competitor, possessed of
later ships, was gaining the field, and after ten years
of spirited trading it was decided to close the business,
a meeting being called for May 20th 1869, to consider
as to the best mode of winding up.
The ships scattered, the 'Bombay Castle' being run
to Jeddah and other Ked Sea ports by Ahmedbhoy
Hubbibhoy. The ' United Service ' was sold, being
owned in 1871 by F. A. Groom of Shanghai. She was
resold in Singapore, and renamed ' Cheang Hock
Kian,' under which name she ran for several owners.
Early in this century she passed into the hands of the
Dutch, and in 1907 the writer saw this interesting old
vessel in Samarang, then 50 years of age, still "making a
living," the last memento of the old ' China Merchants
Steam Navigation Company ' of Bombay.
( 156 )
CHAPTEK XX.
THE SHARE-MANIA PERIOD-
The " sixties " will ever be remembered in Bombay
as being characterised by three separate epochs. A
period of extraordinary commercial activity, due to the
Civil War in America, 1861, having paralysed the
Cotton Export trade of that great country, and, con-
sequently, by enhancing to an unprecedented extent
the price, gave a great impetus to the cotton industry
of Bombay and Western India, and wild speculation
ensued.
When peace was proclaimed in 1865, cotton ruled so
high that the late belligerents immediately diverted
those energies they had infused into the war into
their old channels, and, aided by nature, exported such
an abundance that the price fell by leaps and bounds,
fell in fact so quickly that the trade could not adjust
itself fast enough to the altered condition. The result
was a dreadful fall in the shares. Money could not be
realised in Bombay, Banks failed, mills closed down,
firm after firm was compelled to wind up its affairs.
Many prominent men, both European and Indian
were hopelessly involved. Owing to the wild desire
to realise before shares would fall still further, the
depreciation was greatly accelerated. The failure of
one business often brought down several others, many
families, especially among the Parsees, some of the
oldest in Bombay, were reduced from affluence to
ruin, and thousands were impoverished.
THE SHARE-MANIA PERIOD 157
For some considerable time afterwards every busi-
ness seemed numbed, as it were, but the best
Bombay traditions reasserted themselves gradually,
and the commercial world, now tempered by adversity
again applied itself to the great natural resources of
the country, and though fallen fortunes cannot often
be rebuilt, still, by skilful disposition of its broken
affairs, and a prudent adjustment to the altered con-
dition of the markets, the future loomed more hopeful,
confidence returned, and a healthier tone prevailed.
During the time of inflated and artificial prosper-
ity a host of shipping companies came into existence.
The " Bombay and Bengal Steam Nav. Co." and the
"Bombay Kiver and Coast Steam Nav. Co." have
each a separate chapter. The histories of the " Bom-
bay Shipping Company" and of the "Iron Ship
Company " are detailed in Chapter XXII.
Among others the "Bombay Merchant Shipping
Company," which was started w T ith a capital of Rupees
25,00,000, in 500 shares of 5,000 rupees each, was
short-lived. It was registered in October, 1865, and
two years later was wound up. " The East Indian
Shipping Company," of which Messrs. Rennie, Scovell
and Co. were Secretaries and Managers, was registered
in 1864, with a capital of Eupees 10,00,000, in 200
shares of 5,000 rupees each.
The " French Steamship Company " is now unknown
on the Bunder.
"The Madras and Colombo Steamship Company"
commenced the business denoted by its name, in 1864,
calling at the various ports en route, with the " Jaffna,"
a little vessel of 100 tons net, and 146 tons gross, and
25 HP. She was but 105 feet long, by 19 feet beam,
and 1U feet deep. This ship was joined next year
(1865) by the "Negapatam," a little brig-rigged vessel
158 THE OLD COUNTRY TRADE
of 184 tons net, and 25.5 tons gross, and 50 HP. In
the year 1887 the " Negapatam " was posted as miss-
ing, which definitely closed the career of the company.
The " Oriental Shipowning Company " an ambi-
tious venture, was registered in 1863, but wound
up by voluntary liquidation, two years later. Its
nominal Capital was Rupees 37,50,000. The " Prince
of Wales Shipping Company " was registered Sep-
tember, 1863, with a nominal Capital of rupees 16,00,000.
It was singularly short-lived. In January, 1865, the
shareholders passed a resolution to wind up.
Shortly before this the " Calcutta Ship Company,"
the objects of which by their prospectus were to
"purchase and provide vessels and steamers for the
purpose of trading in the Indian and China Seas," had
been formed. The Capital was fixed at Rupees 5,00,000,
divided into 2,000 shares of rupees 250 each, with
power to increase.
The Directors were as follows : Capt. W. Durham,
Hajee Jackaryah Mohamed, Hoosein Ibrahim bin
Johur, Aga Kogich Shirazee, Aga Syud Saduck, and
Narain Setty.
The Secretaries M. Gregory and Co.
By the end of 1865 they owned the six following
vessels :
"Kate Gregory." " Ferooz Shah." " Shah Jehan."
" Water- Witch." " Lord Clyde." " Lalla Eookh."
But shipping ventures at this time did not meet with
a continuous measure of success even on the Bengal
side, and by the year 1871 the company was clos-
ing down, Messrs. Gregory and Company, of 17,
Sukeas Lane, Calcutta, their whilom Secretaries,
becoming the liquidators.
The " Union Shipping Company " was registered in
1863 (December) with a Capital of Rupees 12,00,000.
In June, 1866, they resolved to wind up.
THE SHARE-MANIA PEftlOD 159
e " Western India Shipping Company " was regis-
tered in 1863, with a Capital of Eupees 10,00,000, and
soon became defunct.
Let us close this melancholy list.
The limited period of artificial prosperity was not of
sufficient duration to enable many of these Companies
to establish a footing in the trade ; to secure a hold
upon life, as it were. The fall in the price of cotton,
and its appalling reaction upon nearly every existing
business, brought down firm after firm, family after
family. The general loss of confidence in nearly every
undertaking quickly depreciated the value of share-
holdings, the over-anxiety to realise still further ac-
celerated the wide-spread ruin. In this little work we
are concerned only with Shipping Companies and
Ships, still the very inter-dependence between the
various branches of commerce, which exists throughout
the Mercantile World, was the means of bringing
down the shipowners in the general fall, as well as the
land, finance, mill, and cotton speculators, and of in-
volving so many in actual ruin.
So company after company closed its doors, and
liquidators were kept busy. A few shipping firms,
whose capital was not entirely invested, were able to
distribute early. The affairs of some were not com-
pleted for years. The stronger shipping companies,
especially those whose operations were in part removed
from the chaos of Western India, weathered the storm,
and later on the financial horizon clearing, found
themselves relieved of many competitors.
Bombay has lived it down, and very many of
the commercial leaders of that dread period are now
passed away and at rest. But the recollection of that
awful panic, which caused the collapse of numbers of
the oldest firms, and brought down many of the
proudest families of Bombay, darkens the lustre of
that active decade, and remains ever a dim horror. It
160 THE OLD COUNTRY TRADE
is still often brought to mind when we find occasionally
the scion oi an old-time House occupying now a lowly
post. We note the continued disappearance from the
arena, dating from the time of the Back Bay Scheme,
of so many well-known names of merchant princes of
their day. We note the transition of specific trade
from one community to another. These are marks of
the devastation, traces as it were, of the damage
wrought by the great commercial storm of the
" sixties " of the nineteenth century.
The closing down of a Shipping Company means
more than the mere liquidation. It means a certain
dislocation of trade, invariably a financial loss to the
shareholders, and usually spells positive distress to
the employees.
<^/ift
( 161 )
CHAPTER XXI.
THE WADIAS, SHIP-BUILDERS.
Among the various causes which brought prosperity
to Bombay, and contributed to raise it from a mere
fishing hamlet to one of the opulent cities of the world,
have been its advantages for maritime trade. Its geo-
graphical position and the convenience of its harbour
early commended Bombay to the English ; and sea-
borne traffic on their arrival soon multiplied to such an
extent, that the need of facilities for repair and renewal
to the numerous vessels frequenting the port soon
became apparent, and the consequent growth of docks
and ships is part of the history of the Parsees.
The name of WADIA is inseparably connected with
Bombay shipbuilding, and at the time when the wooden
ship had reached its acme of perfection, his teak-built
men-o'-war and merchant ships bore a high reputation
second to none in the world.
A very interesting work was published as far back as
1811, bringing to the public notice the advantages of
India-built shipping, entitled "Observations on the
expediency of Shipbuilding at Bombay, for the service
of His Majesty, by Wm. Taylor Money, Esqr.," which
gives an excellent history of the docks, and concomi-
tantly, of the Wadias, master-builders up to that date.
Mr. Money says, that " Prior to the year 1735 there
was no dockyard in Bombay. Surat was the principal
building place on this side of the Peninsula, and it may
be said in all India. In that year Mr. Dudley, the
Master Attendant, was sent by the Government of this
(The Country Trade) M
162 THE OLD COUNTRY TRADE
Presidency to Surat, to arrange with the builder there,
Dhunjeebhoy, to build a ship for the Honourable
Company's service, to be called the ' Queen.'
" In the construction of this vessel Mr. Dudley was
so much pleased with the skill and exertions of the
foreman, Lowjee Nusserwanjee, that after the launch
he endeavoured to persuade him to proceed with
some artificers to Bombay, where the Government
was desirous of establishing a building-yard ; but his
fidelity to his engagements would not allow him to
yield to Mr. Dudley's solicitations until his master's
consent could be procured. This was at length ob-
tained with some difficulty and in the year 1735, with a
few shipwrights, Lowjee arrived in Bombay and selected
for the place of his future operations a small part of
the present Dockyard which was then occupied by the
dwellings of all the principal officers of the Marine,
the habitation of the Lascars, and by the common jail
of Bombay. The avenues to these buildings rendered
the yard open to the public ; but on the other hand it
may be observed that the residences of the officers of
the establishment on the spot afforded a security for
the property deposited there. At that time there were
so very few materials for building, (there being no
mart for timber at Bombay) that Lowjee was sent by
the Government a year afterwards to the northward
to establish a trade with the natives concerned in the
forests, and was desired on his return to bring with
him the whole of his family and permanently settle
them at the Presidency.
"Having succeeded in his engagements with the
timber merchants and procured a sufficient supply of
materials for the commencement of shipbuilding, he
was employed in the construction of cruisers for the
Honourable Company 's Marine, soon afterwards in build-
ing vessels for the trade of the port, and so much was
his work approved of that His Majesty's ships were
THE WADIAS, SHIPBUILDEES 163
sent here for repairs. As shipbuilding increased with
the prosperity of the place, in the year 1754 the super-
intendent of Marine proposed the construction of a dry
dock, which was acceded to by Government, and with
the assistance of Lowjee it was completed for the
moderate sum of twelve thousand rupees. This proved
a great acquisition to the yard as it necessarily attracted
the shipping from the other side of the Peninsula to
seek those repairs at Bombay which they could not
procure elsewhere.
" Lowjee, encouraged by the success of this under-
taking and the countenance of Government, brought
up two of his own sons, Manockjee and Bomanjee, to
his own craft, and by his instructions rendered them
so proficient in naval architecture that by their united
exertions the reputation of Bombay Dockyard became
universally known in India, and their business was so
much increased that in the year 1760 it was found
necessary to construct another dock. Upon this occa-
sion the Honourable Company expressed its conviction
of the great utility of the first dock, not only for their
own ships, but as it had brought a considerable trade
to Bombay by the means it afforded of repairing the
shipping of Bengal and of the other parts of India, they
therefore cordially acquiesced in the proposition of
building another.
" The abilities of Lowjee in his profession, and his
great integrity in the purchase of materials for ship-
building, had now attracted the particular notice, ap-
probation and reward of the Honourable Court; but his
skill and exertions in repairing His Majesty's squadron
about this period called forth their distinguished com-
mendations, and they emphatically said that such
essential services should not be passed over without
some particular mark of their favour, which the
Government were directed accordingly to confer."
Soon afterwards another dock was constructed and
164 THE OLD COUNTRY TRADE
the yard somewhat enlarged, but the presence of so
many dwellings, and of the jail, situate within the
precincts of the yard, hindered much extension.
In 1771 the venerable Lowjee introduced his grand-
sons, Frarnjee Manockjeeand Jamsetjee Bomanjee, but,
we are told, " determined that they should not eat the
bread of idleness, he made them work as carpenters
at twelve rupees per mensem." This distinguished
man died in 1774 after a faithful service of forty years,
leaving behind him in material wealth about 20,000
rupees in cash and a house in the bazaar, and a "rich
inheritance of ability, industry and integrity, which they
have preserved unimpaired to the present day."
("THE PARSI,"
Nov. 3rd, 1907)
( PART II )
Manockjee now succeeded to the position of master-
builder, Bomanjee being appointed his assistant, and
the brothers acquitted themselves with such credit
that their pay was augmented, while, as a special mark
of favour, the elder was presented with a shawl and a
silver rule at the instance of the Hon. Court of Directors.
Manockjee died in 1790 and Bomanjee in 1792, being
succeeded by their sons, Framjee Manockjee and Jam-
setjee Bomanjee.
About this time the prospect of a shortage of timber
in the United Kingdom became a national question,
and a strong movement was afoot to encourage the ship-
building resources of the Colonies, and to take advan-
tage of the magnificent material at their hand in India.
The Wadias had already, during two generations,
demonstrated their capabilities to build, the frigate
1 Cornwallis ' of 56 guns, built for the Honourable
Company's service in 1800, being their latest achieve-
THE WAD1AS, SHIPBUILDEES 165
ment ; so the Admiralty on the advice of naval officers
of note conversant with Indian shipbuilding, decided to
have men-o'-war built in the Bombay yard. Accord-
ingly in 1805 these able Parsi shipbuilders launched
the ' Pitt ' frigate, followed in two years by the
' Salsette/ and in 1810 they launched the ' Minden ' of
seventy-four guns.
An extract from a letter written by Admiral Sir
Edward Pellew, bearing date December 25th, 1809,
testifies sufficiently to the merits of these vessels ; it
reads ' I beg to make Jamsetjee proud of his frigates.
' The " Salsette " sails as well as any of ours, stands up
' better under canvas, and had any other ship been
1 frozen up in the Baltic as sbe was for nine weeks, Cap-
' tain Bathurst says she would not have withstood the
' buffetings of the ice one day, whereas the " Salsette "
' came off unhurt. It was wonderful the shocks she
' resisted during the heavy gales/ etc., etc.
In 1805 two additional docks were constructed, the
great increase having rendered such necessary, and
some of the noblest specimens of merchant-ships as
well as men-o'-war were constructed in them, of which
the ' Charles Grant/ ' Herefordshire/ ' Minerva/ 'Earl
of Balcarres/ and ' Buckinghamshire ' may be taken
as examples of the one, and the 'Minden/ 'Cornwallis/
' Wellesley/ and ' Melville/ each of 74 guns, and the
' Ganges/ 'Asia/ 'Bombay ' and ' Calcutta/ each of 84
guns, as examples of the other. The ' Calcutta/ built
in 1831, to this day does duty as a hulk attached to
H.M.S. 'Cambridge/ gunnery school at Devonport.
The writer of this article occupied a cabin in the stout
old ship a couple of years ago. The ' Wellesley ' is
still a training ship at Newcastle, now 91 years old.
The writer has a further interest in the ' Charles
Grant/ of 38 guns, an armed East Indiaman in the
service of the Honourable East India Company, his
late grandfather having sailed in her from 1809 to
166 THE OLD COUNTRY TRADE
1834, and the log books comprehending this period are
among his most cherished possessions. This ship was
designed by Parsis and built by Parsis, and, on the
extinction of the Honourable Company's charter in
1834, she came under Parsi ownership, being purchased
by Cursetjee Cowasjee, a member of the Banajee family
to whom chapters have already been devoted. By 1849
she had passed into the hands of Manockjee Nusser-
wanjee Petit. She left Bombay on her last voyage,
June 29th, 1856, and was burned in Malacca Strait.
Jamsetjee Bomanjee was succeeded in 1821 by his
son, Nowrojee Jamsetjee, during whose tenure of
office, viz : 1821 to 1844, Her Majesty's ships ' Asia,'
' Bombay ' and ' Calcutta ' each of 84 guns, were
launched, several steam-vessels for the Honourable
Company, including the ' Victoria ' and ' Semiramis,'
and several large ships for private owners.
Steam was now the order of the day though the change
had been gradual. In 1844 Cursetjee Eustomjee was
appointed to the position so worthily held by his family
for five generations, and H.M. Ship ' Meanee ' of 84
guns, was built for Her Majesty's Service, and the
' Ferooz,' ' Falkland,' ' Zenobia,' ' Assaye,' ' Punjaub '
and some smaller craft for the Honourable Company.
The sun was now setting on the old yard. Wood
had given place to iron, and England now was econom-
ically better equipped for the altered conditions of
shipbuilding. And thus, though the Wadia family
have to this date retained their old connection with
the yard, the great ship-building industry, formerly
one of the pillars on which the prosperity of Bombay
rested, is now but a memory. It is but the other day
that the present representative, Mr. Bomanjee Sorabjee
Wadia, received his well-merited Sanad of the title
of Khan Saheb.
(" THE PARSI,"
Nov. IQth, 1907.)
( 167 )
CHAPTER XXII.
THE BOMBAY SHIPPING COMPANY,
AND
THE IRON SHIP COMPANY.
In that eventful year, 1862, when visions of the
most lucrative returns were presented to enraptured
speculators, among the many Companies, famous in
their time, two which I especially single out were
floated to own and work high-class Sailing ships.
The "Bombay Shipping Company" and the "Iron
Ship Company " are now mere memories. Yet in
their time they created a very considerable sensation,
and added to the fleet of Bombay a number of well-
finished ships, bringing out general cargo, and taking
cotton back to Europe; and, being locally owned, they
took the very pick of the market. Prospects in ship-
ping were then so alluring that the Directors were
encouraged to provide ships of a type more expensive
than was usual to the trade. Some, (a rare thing
then in English-built ships), had teak- wood decks; of
the iron vessels the plating was especially heavy; of
those which were composite the materials were of the
highest quality; in short, neither pains nor money were
spared to ensure successful ships.
The " Bombay Shipping Company " was registered
January 10th, 1863, with a Capital of Es. 50,00,000, in
]00 shares of Es. 5,000 each. The Directorate and
168 THE OLD COUNTRY TRADE
management were British. Kitchie Stewart and Co.,
the Secretaries and Treasurers, Finlay, Campbell and
Co. of London being the London house of the Com-
pany. During the "boom" there is no doubt they
coined money.
The first ship was the ' Defiance/ of 1,001 tons,
(composite vessel) built in Liverpool, followed by the
' Stalwart ' (iron), and ' Strongbow,' built 1863. The
'Mofussilite,' 1,013 tons (composite), followed, with the
' Cowasjee Jehangir,' 1,190 tons (iron), 'Zoroaster,'
1,207 tons (iron), ' Premchund Roychund,' 1,257
tons (iron), of 1864; the 'Rohilla' (composite), 1,007
tons, built 1865, and the ' Oriflamme ' (iron), 1,418
tons, built in 1866, a fine fleet. Their flag resembled
the Portuguese ensign of blue and white, having in
the centre a yellow elephant properly caparisoned. In
December, 1863, the shares (1,500 Rupees paid) were
quoted at Rs. 300 premium.
But the reaction after the ' cotton boom,' which proved
fatal to so many of the Bombay Companies, was more
than even this little undertaking could withstand, and
a resolution to dispose of the vessels of the Company
and to distribute Rs. 400 per share was filed in June,
1867. Meantime they had lost the ' Stalwart,' aban-
doned in 1866. In June, 1867, a further 300 rupees
per share was ordered to be distributed. The Ships
were now for sale and were quickly dispersed.
* Defiance ' was bought by Bates of Liverpool, and
eventually (1871) wrecked on the Natal Coast. The
' Mofussilite ' was bought by John Allan of London,
and afterwards resold to the Italians, being renamed
' Nuova Eleanore Madre.' The ' Oriflamme ' also
went to Bates, and eventually burned in the South
Pacific, 1881. The ' Zoroaster ' was sold and parted
with her celebrated name, being known afterwards
as the ' Hamlet,' of Liverpool. The ' Premchund
Roychund ' went to Nicholson of Liverpool, and was
THE BOMBAY SHIPPING COMPANY 169
renamed ' Eajah.' She was eventually sold to Schilling
of Bremen. The ' Kohilla ' was afterwards owned
by S. Potter of London, and also went eventually to
the Germans. She was a very fine little sailer. The
writer remembers a desperate attempt to pass her on
a voyage to the Colonies in 1883. The ' Cowasjee
Jehangir ' was sold to Nicholson and McGill, (who
also bought the ' Premchund Koychund '), and was
renamed 'Ranee.' She was sold to Italy and re-
named ' Marta G.' In 1907, being then 43 years
old, she was still afloat and rejoicing in the name of
' Santa Rosalia.' So the fleet dispersed.
Dividends from time to time were declared out of
the proceeds of the sale of the ships, until that drear
meeting was called, when the final report of the
Secretaries and Managers was laid before the share-
holders, and the accounts of the " Bombay Shipping
Company " were closed.
THE IKON SHIP COMPANY.
The "Iron Ship Company " was registered July 16th,
1863, with a Capital of Eupees 25,00,000 in 500 shares
of 5,000 rupees each, and possessed a strong local
Directorate. The prospects of a golden future being
highly encouraging, ships were built for the Company
of the most expensive and enduring type.
Their fleet consisted of the ' Dhollerah,' 1,017 tons,
built in 1864 by Connel of Glasgow; the 'Compta'
of 1,009 tons, built by Duncan of Port Glasgow; the
1 Khandeish,' 1,004 tons, also built at Port Glasgow ;
' Oomra watte ' of 1,058 tons, built in Glasgow ; the
'Dharwar,' 1,300 tons, built at Belfast; and the
'Hydrabad' of 1,339 tons, built in 1865 at Port
Glasgow. In December of 1863 their shares stood at
par, and during the " boom " their ships were actively
engaged at very remunerative rates.
170 THE OLD COUNTRY TRADE
But that dire reaction, to which we have alluded,
brought down the " Iron Ship Company " in spite of
its management, and a resolution was passed in
September, 1867, that the Company be wound up
voluntarily. Messrs. H. Forman, John Dixon, and
D. Grant were appointed liquidators, Mr. Grant being
succeeded by Mr. T. H. Moore. The fleet was sold,
one by one, as opportunity offered, dividends being
declared from time to time, and the ships kept running
to the last.
We notice in February, 1868, the ships, 'Khandeish,'
' Hydrabad,' and ' Dharwar,' advertised for voyages
to Liverpool, by Campbell, Mitchell and Co. The
' Oomrawattee ' fell to Willis, and was renamed
'Borderer.' She was wrecked soon afterwards, (1868),
in Struys Bay, South Africa, an empty boat bearing
her name being picked up. The ' Khandeish ' and
1 Dhollerah ' were then sold.
'Hydrabad,' a magnificent ship, was sold to Thos.
Stephens, and was eventually (1878) wrecked on the
New Zealand coast. The ' Dharwar,' an iron ship,
with teak-wood decks, also went to Willis and Co. of
London, and was afterwards well known in the
Australian trade. She was a familiar sight at Circular
Quay, Sydney, where she usually managed to get the
cross berth opposite the then celebrated " Paragon "
Hotel. The veteran * Dharwar,' at forty years of
age, was owned in Sweden. The ' Compta ' was the
last ship sold. She realised in Liverpool 11,500,
and was bought by Bates, being eventually posted as
missing on a voyage, Newport to Mauritius, in 1886.
The liquidators then presented their Report to the
Shareholders, the final distributions were made, the
necessary legal formalities observed for closing the
accounts, and the "Iron Ship Company" of Bombay
passed into history.
( 171 )
CHAPTEB XXIII.
THE BRITISH INDIA STEAM NAVIGATION
COMPANY, Ltd. (1856).
The inauguration of the " British India Steam
Navigation Company " was attended by no public
demonstration. No inspiriting press notices, oft-time
so illusive, heralded its advent. It came into exis-
tence with the unobtrusiveness which characterised the
operations of Mr. Mackinnon, to whose prescience the
inception of the Company, now one of the greatest in
the world, was due. Mr. Mackinnon some time before
had founded a small company, the " Calcutta and
Burma Steam Navigation Company," to run, as its
name suggests, between Calcutta and Aracan, Burma
and Pegu ports. The first ship was the ' Cape of Good
Hope,' built in 1852, 420 tons net, and 90 HP., soon
joined by the ' Baltic,' built in 1854, of about the same
size.
During the stormy period of the Mutiny this com-
pany rendered great service to the Government in
transporting troops. In 1858 the ' Burma,' of 780
tons gross, and 180 HP. was built for them, (we read
of Captain Gray being in command), and soon after
the ' Governor Higginson,' of 600 tons and 150 HP.
was purchased. The crest of this old company was a
peacock, and some years ago the writer succeeded in
obtaining a battered old tea-spoon, with the peacock
and "C. andB.S.N. Co." engraved on the handle; a
most interesting relic. I insert one ^ of their notices
appearing in the " Bombay Directory."
172 THE OLD COUNTRY TRADE
CALCUTTA AND BUBMAH STEAM
NAVIGATION COMPANY
Capital 200,000 in 4,000 shares of 50.
Head Office 132, St. Vincent St., Glasgow.
Directors.
John Halliday, Esq. David Begg, Esq.
Geo. P. Gunnis, Esq. Eobt. Salmond, Esq.
William Mackinnon, Esq.
Managing Agents in India.
Mackinnon, Mackenzie and Co.
Calcutta.
P. McNaghten. Secretary.
The ' Calcutta,' a new ship built for them, was
unfortunately lost on Arklow Bank, but a few hours
after leaving the builder's yard, and the same year
(1860) saw the loss of the ' Cape of Good Hope.' The
' Rangoon,' of 549 tons and 120 HP. was then pur-
chased, and 'Moulmein,' and 'Coringa' added in 1861.
Mr. Mackinnon was now thoroughly alive to the
great possibilities of development of the whole Indian
Coasting Trade ; but such development could only be
gradual, and a steamship service from port to port
along the coast, in its incipient stages, would be
carried on at great loss, which loss would continue
until such times as the volume of traffic should in-
crease to a payable quantity. As the increased pros-
perity of the coast towns would re-act beneficially
generally over the whole of India, it seemed but right
that Government assistance should be forthcoming for
BRITISH INDIA STEAM NAVIGATION COMPANY 173
any such scheme in its early stages, especially when
the project embraced the speedier carriage of the coast
mails, and Mr. Mackinnon devoted his whole energies
towards endeavouring to obtain a subsidy from the
Indian Government.
In the published " Life of Sir Earth Frere," by
Mr. Martineau, from which I take the liberty of
transcribing a few paragraphs, Mr. Mackinnon's early
efforts are fittingly alluded to. Mr. Martineau says,
' It was about two years after this that he met
' Mr. (afterwards Sir William) Mackinnon, who became
' for the rest of his life one of his warmest friends.
1 Mr. Mackinnon had gone out to India from Glasgow
' a few years previously, a young man of slender means,
' to take up a business in partnership with a friend
' who had preceded him. After a time they had come
' to own two steamers of 600 tons each, trading
' between Calcutta and Burmah. More steamers
' were acquired and the concern became the "Burmah
' Steam Navigation Company." Mackinnon had larger
1 schemes in view for which he required a Government
4 subsidy, but Calcutta officials in those days were not
' very accessible to the mercantile world, and it was
' not" until 1862, shortly before Frere left Calcutta,
' that a friend took him to one of Frere's semi-public
' breakfasts, where he could get a hearing frprn some-
1 one who could help him. He proposed, if a subsidy
' was granted to him, to establish a line of coasting
' steamers, calling at all ports of the coast from
' Calcutta round to Karachi. Frere, with his quick
' eye for a man of mettle, gave him and his proposal a
'cordial reception. "You are the man I have been
' looking after for years," he said to him, and took him
' to Lord Canning, who gave favourable attention to
' the scheme. But the consent of the Bombay govern-
'ment was also necessary, and this Mackinnon was
1 unable to obtain until Frere went to Bombay as
' governor in 1863. There he was the first person
174 THE OLD COUNTRY TRADE
' with whom Frere had an interview after being sworn
' in, and the result was that the subsidy was soon after
' granted.
'The "Burmah Steam Navigation Company" be-
' came the " British India Steam Navigation Com-
' pany," and in time the steamers extended their trips
' to the Persian Gulf, the East African coast, to
1 England and to Australia. When Frere's mission
' went to Zanzibar in 1872-3, Mackinnon maintained
1 for several months, with great advantage to the
1 mission and at great expense to himself, a fortnightly
' postal service to Zanzibar.
' The " British India Company " (1895) has 84
' steamers, some from 4,000 to 6,000 tons. In case of
' need it could, and would, collect enough steamers at
' Calcutta, Madras, or Bombay to convey 30,000 troops
1 to any port required, an addition to the defensive
' strength of the Empire which it is difficult to
' estimate. This great Company took its first impulse,
' so said Sir William Mackinnon, to the encourage-
1 ment given by Frere to a young unknown man at
' his breakfast table in Chowringee Road.'
Mr. Mackinnon agreed on behalf of his company to
provide " a fortnightly mail service between Calcutta,
Akyab, Rangoon and Moulmein ; a monthly service to
Chittagong and Akyab ; a monthly service to Singapore
via Rangoon and Moulmein ; a monthly service between
Rangoon and Andaman Islands ; a monthly service
between Rangoon and Madras ; a fortnightly service
beween Bombay and Kurrachee, and to the Persian
gulf every six weeks."
In 1863 the name of the Company was changed to
the " British India Steam Navigation Company."
Following the 'Kurrachee,' 'India,' 'Penang,' ' Bus-
sorah,' and ' Orissa,' added in 1862, in 1863 they
launched the ' Cheduba,' ' Persia,' ' Arabia,' ' Busheer,'
'Comorin' and 'Burmah' (No. 2). The ' Australian'
BRITISH INDIA STEAM NAVIGATION COMPANY 175
and ' Sydney ' had been bought a year or two before
from the Indian Government, (the history of these two
ships is detailed in "The Good old Days of Shipping,"
published in 1900, by the same author. These two
vessels were taken up by the authorities to convey
troops to quell the New Zealand Eebellion in 1863.
The Indian Government was very severely criticised
at the time; for it was contended that if they were
not good enough to be retained on the list of Govern-
ment vessels, they were not good enough to carry
troops to such a distance as New Zealand ; or, per
contra, if they were fit for such work, they were
sufficiently good to warrant their retention on the
Government list. They, however, did good work for
some years after, being eventually sold to the Egyp-
tians. Between 1862 and 1864 they had the misfortune
to lose three steamers, the 'Burma,' wrecked on the
Madras coast ; ' Bussorah,' lost with all hands ; and
' Persia,' which foundered in a cyclone.
Among traditions handed down by their older officers
was the encouragement given by the Company to
shippers; the earlier ships would coast down as close
in as possible, and, wherever a native merchant was
seen on the beach waving an umbrella (a preconcerted
signal) the ship would anchor and receive the
merchant's cargo on board. Coal was dearer in those
days, and the small single cylinder engines broke
down more frequently. The steamers were, however,
heavily rigged and in any breeze at all would make
good way under sail. On the Burmah and $oro-
mandel line, in the S.W. Monsoon, the steamers,
after passing Alguada, would keep away till " every-
thing drew," and on fetching the opposite shore would
stow all sail and steam down close in to the coast.
The ' Scotia,' a very antiquated type of vessel, built
in 1857, heavily barque-rigged, with a square stern
and imitation quarter-galleries, carrying a great press
176 THE OLD COUNTRY TRADE
of sail, was generally kept on such runs as would give
the fullest scope to her sail power. It is recorded
that the ' Baghdad ' on one occasion sailed from
Mombassa to within a day's distance of Aden, the
propeller not turning during that time.
But as improvements took place in engines especially
of the compound type, and economies were gradually
effected in the consumption of fuel, sail power became
less and less necessary. Moreover, ships were getting
much larger, and though the sails which were sufficient
to drive along, say the ' Busheer ' of 1863, brig-
rigged, might be handled by a moderate Lascar crew,
still the case had become different with say the
' Almora ' of 1873, which was modestly rigged as a
three-masted schooner, or barquentine. To sail the
' Thongwa ' of 1903, a steamer of great power would
require a spread of canvas which no ordinary crew
could tackle, to say nothing of the spars and gear
required ; it is no longer advantageous.
An aged man, one of the earliest British India
" skippers," told me how he sailed, owing to a failure
in the machinery, from a little to the southward of
Karachi right into Bombay Harbour ; but he com-
plained the weather was very squally. The modern
young B.I. officer can form but little idea of the work
the pioneers of the " sixties " and " seventies " went
through ; indeed the lot of the second mate in the
early coasters has become a tradition. Still those
earlier men, who had borne "the burden and heat of
the day," reaped their reward in quick promotion.
But to business.
The Company steadily increased and, for the Abys-
sinian war, their steamers were taken up on the
Annesley Bay Expedition of 1868. The period of
wild speculation, which arose during those troublous
years of the American Civil War, closed with the
downfall of many local Shipping Companies, and left
BRITISH INDIA STEAM NAVIGATION COMPANY 177
the B.I. Company with fewer competitors in the field.
Those days were not without adventure. One
of the most recent piratical attacks on merchant
ships was the looting of the British India steamer
' Cashmere ' in the Persian Gulf. It was known that
she had specie, and an organised attempt was made on
the vessel by an armed force. Several of the ship's
crew were wounded, among others the third officer,
Mr. Louttit, (now retired, one of the Company's oldest
captains) and the ship was carried. One individual
sought a temporary, and, as it proved, a painful,
refuge between the double awnings. His form, how-
ever, was plainly discernible through the lower awning,
and the marauders prodded him up through it with
the points of their swords. The pirates were after-
wards brought to justice.
The extension to England, the Bed Sea, East Coast
of Africa, Straits of Malacca, Java, Queensland, etc.,
etc., are matters of history, although the accounts
of the Company have never been made a subject of
advertisement.
Sir William Mackinnon found time, however, during
these stupendous labours to devote himself to laying
the foundations of what will be in the future one of
Britain's most valued Colonies, British East Africa.
In collaboration with H. M. Stanley, Sir George
Mackenzie, and others, he founded the " Imperial
British East Africa Company " in 1888, mainly from
a patriotic spirit. As Sir George Mackenzie pointed
out ' The Imperial East Africa Company never ex-
* pected to receive any dividends during the lifetime
' of its founders. The result of their labours they only
' hoped to leave as a legacy to posterity.'
Since the death of the presiding genius the British
India Company has successfully continued his policy
of gradual extension both of the lines, and the fleet.
(The Country Trade)
178 THE OLD COUNTRY TRADE
Many old names have been repeated ; * Orissa,' ' Chye-
bassa,' * Chanda,' are examples, and it is interesting to
compare tbe tonnages of the old and the new ships of
the same name. I append a list of the steamers up to
the year 1887 ; owing to the necessarily limited scope
of my book I cannot carry it farther. Long may the
Company stand ; one of the best-managed Companies
in London, the premier Company in India.
THE STEAMSHIPS OF THE B.I.S.N. CO.
Built Name Tons gross H.P. Some details and fate.
Cape of 420 (net) 90 She was 191| feet long, 26 J
Good Hope beam and 15^ deep. Bought
from the ill-fated General
Screw Co. She was even-
tually sunk by collision in
the Hooghly about 1860.
1854 Baltic 525 90 Built at Dumbarton. 185 feet
long. She came out to Cal-
cutta 1855 and ran for the
Calcutta and Burmah S.N.
Co. Wrecked at Alguada Beef
about 1863.
1856 Governor 599 150 This vessel had a somewhat
Higginson romantic history. It appears
that a difficulty befell her in
Mozambique. A version
given me, a doubtful one,
was that she was seized as
a prize for kidnapping and
bought in by the B.I. Co.
After a useful career she was
sold to the Japanese in or
about 1874.
Burmah 780 183 Wrecked on the Madras Coast,
about 1873.
BRITISH INDIA STEAM NAVIGATION COMPANY 179
1861 Coringa 602 150
1852 Australian 1250 300
1852 Sydney 1250 300
Built Name Tons gross H. P. Some detailts and fate.
1861 Moulmein 323 70 Broken up in Calcutta about
1881.
I860 Rangoon 549 120 (Pile) Sold eventually to China-
men about 1872.
I860 Calcutta 527 120 (Simmonds). Unfortunately
lost on the Arklow Bank on
her way out (new).
She had a lifting screw. Sold
about 1873, I believe, to the
Clyde Shipping Co.
Built with her sister ship
Sydney, at Dumbarton in
1852 for the Australian Eoyal
Mail Co. After some vicissi-
tudes the Indian Government
bought them, re-selling them
to the B.I. Co. They took
troops to New Zealand in
1863. The B.I. Co. ran the
ships so successfully that the
Government was severely
criticised for parting with
them. Sold to the Egyptians,
I think about 1866.
Wrecked about 1872 on the
Tenasserim Coast.
(Denny) Sold to Italians about
1880.
1862 Penang 699 120 Lifting screw. Sold about L878.
1862BuSSOrah 622129 (Hill of Glasgow) Lost with all
hands in the North Channel
about 1864.
1862 Orissa 360 80 (Denny) She had no keel.
Contrast this little vessel
with the Orissa of 1897,
carrying over 8,000 tons. She
was eventually sold, Captain
Atkinson taking her to China
about 1869.
1862 Kurrachee 510 126
1862 India 1010 200
180
THE OLD COUNTRY TRADE
Built Name Ton
1863 Persia
1863 Arabia
1863 Cheduba
1863 Busheer
1863 Comorin
1863 Burmah
1863 Euphrates
1864 Punjaub
1864 Madras
1864 Cashmere
: gross H.P. Some details and fate.
860 150 Foundered in a cyclone, in
Bay of Bengal, about 1864.
1080 140 (Denny) After a useful career
broken up.
1080 140 Foundered in the Bay of Bengal
about 1869.
792 120 (Aitken & Mansell) Another
useful vessel. A favourite
ship for many years. Event-
ually broken up.
453 80 (Kenfrew) This marvellous little
vessel was sold by the B.I.
Co., when she no longer
suited them, but like most
B.I. vessels, built of good
stuff, she enjoyed great long-
evity. Owned in Glasgow.
807 142 (Denny) A valued career to
her owners and the public.
Broken up about 1887.
803 120 (Inglis) Another faithful ser-
vant. I have seen this old
vessel, formerly brig-rigged,
steering aft. She was event-
ually broken up.
1080200 (Denny) Broken up in Bombay
about 1885.
680 118 (Simmonds of Eenfrew) The
old B.I. Co. has made but
few mistakes. They sold this
vessel, realised their mistake,
and bought her back again.
Eventually wrecked in Mer-
gui Archipelago, about 1884.
1028 200 (Denny) This ship was looted
by pirates in the Persian
Gulf, (see same chapter).
Eventually wrecked off Cape
Guardafui.
BBlTlSH INDIA STEAM NAVIGATION COMPANY l8l
Built Name Tons gross H.P. Some details and fate.
1865 Martaban 515 110 Sold to Singapore Chinamen
about 1872.
1855 Pegu 312 100 (Hill of Glasgow) Sold to the
Netherlands India Steam
Navigation Co., re-sold to
Penang owners. Afloat quite
lately.
1865 Mahratta 742 120 (Renfrew) Wrecked about 1887
in the Hooghly ; good age.
1865 Asia 1766 299 (Denny) Old men have told
me that when this ship came
out to India merchants
thought the B.I. Co. had
gone mad in buying so large
a ship. She lay, I am told,
a long time endeavouring
to get a full cargo. Later
events showed the Co.'s
wisdom. She was a hand-
some brig-rigged vessel and
a great favourite both with
shippers and passengers.
Eventually broken up.
1866 Sattara 1301 200 (Randolph Elder & Co.) A good
servant. Broken up 1891.
Scotia 1168 170 (Napier) This old-timer was
formerly owned by Stephano
Xenos. For some time she
was lying sunk in the Clyde.
She was barque-rigged, had
a square stern and imitation
quarter galleries in 1857.
The B.I. Co. bought her
and ran her in these trades
in which her great sail-power
was useful. She was event-
ually sold to Chinamen about
1876 and was shortly after-
wards lost.
182
THE OLD COUNTRY TRADE
Built Name Tons gross H.P,
1867 Himalaya 1427 193
1867 Oriental 1496 165
1867 Dacca
1559 300
1868 Abyssinia 1126 135
1868 Ethiopia 1126 135
1864 Malacca 375 100
1865 Medina
1869 Ava
811 140
1869 Avagyee 427 70
1870 Arcot
1790 200
Some details and fate.
(Pile) Served her owners well.
Was eventually broken up.
(Denny) A good record.
Broken up in Bombay about
1893.
A very fine vessel, unfortunately
wrecked on Santipilly Shoal
about 1876.
Wrecked, African Coast, about
1886.
Wrecked, Burmah Coast, about
1873.
This vessel and her consort
were bought from the Bom-
bay Eiver and Coast Steam
Navigation Co. She was
formerly the " Lord Clyde."
Wrecked about 1876 on the
G an jam Coast.
Also bought from the Bombay
River and Coast Steam Navi-
gation Co. Formerly the
" Sir Bartle Frere." Re- sold
to McNeil, Calcutta.
Formerly owned by Fisscher,
but afterwards by Ted Find-
lay of Rangoon who sold her
with the " Avagyee " and the
goodwill of the trade to the
B.I.S.N. Co. She was after-
wards sold to the Indian
Government.
Sold to the B.I.S.N. Co., with
"Ava." She lasted long, being
sold to Chinamen. The writer
saw this old vessel in Penang
in 1907 looking very fit.
(Denny) Wrecked in Hooghly
River, 1887.
BRITISH INDIA STEAM NAVIGATION COMPANY
183
Built Name Tons gross H.P
1870 Shiraz 867 110
1871 Ispahan 1225 175
1871 Baghdad 1271 180
1871 Patna
1797 220
1872 Socotra 1947 200
1872 Agra 1909 180
1872 Assyria 1495 200
1872 Chaldea 1800 200
1872 Calcutta 862 120
1872 Coconada 862 120
1873 Madura 1945 300
Some details and fate.
(Stevens) This vessel, also
"Ispahan," and "Baghdad,"
formerly were the property
of Gray, Dawes & Co. The
" Shiraz" early was sold to
the Netherlands India Co.
(Eenfrew) Missing 1871, Malta
to London.
(Eenfrew) This vessel gave 27
years of service to the B.I.
Co., in almost every trade.
The present writer had the
felicity of serving in her as
second mate. After a very
fortunate career she was
broken up, Bombay, 1898.
(Denny) Another of those
vessels in which the B.I.S.N.
Co., was so fortunate. She
was broken up about 1899.
(Newcastle) (ex " Vibilia ")
Wrecked Burmah Coast,
1882.
(Denny) Wrecked Madras
Coast, 1887.
(Simmonds) A very successful
vessel. Eventually broken up
in Bombay.
Wrecked near Vingorla about
1874.
(Inglis) Sunk by S.S. " Mah-
ratta " at Chittagong about
1886.
(Inglis) A very successful
ship. After many years of
useful work she was broken
up about 1898.
(Scott of Greenock) A splendid
specimen still at work. (1908)
184. THE OLD COUNTEY TKADE
Built Name Tons gross H.P. Some details and fate.
1873 Ava 2600 300 (Denny) This fine vessel was
run down by the "Bryn-
hilda " in the Bay of Bengal
in 1879.
1873 Almora 2613 300 (Denny) This ship was the
property of the British India
Association. In her palmy
days she ran in many trunk
lines, London to Australia,
India, etc. She traded in
the Dutch East Indies and
even up the Persian Gulf.
She was broken up in Bombay
in 1893.
1874 Chyebassa 2644 346 (Denny) Also owned by the
British India Associated
Strs. She was a favourite
ship between London and
India and Australia. After
a very prosperous career she
was broken up in Bombay in
1900.
1874 Africa 2032 250 (Denny) This veteran is still
a favourite ship. (1908)
1874 Ethiopia 2032 250 (Denny) Another ship credit-
able to the builders and to
the Company owning her.
Still running. (1908)
1874 Khandalla 2030221 (Denny)
1874 Rajpootana 2030 221 (Denny)
1874 Mecca 1450 180 (Inglis) Sunkby S.S. "Lindula"
in 1898.
1874 Java 1465 180 (Inglis)
1874 Rangoon 547 400 (Scott) A Paddle Steamer.
1874 Malda 1945 300 One of Scott's masterpieces.
This fine old vessel is still
afloat. (1908)
1874 Canara 1903 206 (Denny)
BEITISH INDIA STEAM NAVIGATION COMPANY 185
Built Name Tons gross H.P. Some details and fate.
1874 Qoa 1906 206 This vessel seemed imperish-
able, her passages were so
regular. She was lost on
the Sunderbunds in 1907.
1875 Merkara 3094 400 (Denny) Owned by the B. I.
Assoc. Strs. For many years
a well known ship on the
London and Australia and
India lines. She completed
her career on the Indian
Coast and was broken up in
Bombay.
1875 Dorunda 3136 400 (Denny) Owned and traded as
the " Markara." She was
wrecked on the Portuguese
Coast homeward bound from
Australia 1894.
1875 Commilla 872 140 Served the B.I. Co. well for
thirty years, then was sold
to the Japanese, who re-
namedher "ChugokoMaru."
1875 Pachumba 867 140
1876 Akola 578 840
1875 Vingorla
1875 Patiala
1875 Umballa
1877 Chanda
578 120
839 130
839 130
2022 220
1877 Chinsura 2022 220
1877 Pemba 1536 280
(Caird) Sold to the Sultan of
Zanzibar about 1880.
(Caird) Wrecked Kutch Coast
1880.
(Caird) Sold to the Nether-
lands India S.N.Co. about
1879.
(Caird) Sold as above.
(Denny) A ship with a fine
record. Broken up about
1903.
(Denny) Wrecked on Madras
Coast.
(Inglis) Like the usual
type of B.I. vessel, well
built and well cared for, she
lasted many years, being
broken up 1903.
186 THE OLD COUNTRY TRADE
Built Name Tons gross H.P. Some details and fate.
1878 Scindia 2661 270 This ship was the first of the
big coasters and a most
successful vessel. The writer
has a particular regard for
this old vessel, having spent
a long and happy time in
her as chief officer.
1878 Sirdhana 2661 270 A sister to " Scindia."
1878 Manora 3242 500 (Denny) Had great power.
She was sold to the Span-
iards and renamed " Isla
de Cebu," 1878.
1878 Kilwa 1559 200 (Inglis) A successful vessel.
Broken up in 1903.
1878 Punilia 1554 200 A sister to the above. Broken
up in 1903.
1873 Eldorado 3600 450 This ship and the " Navarino "
were bought from the Wilson
Line and placed on the
London and India Line.
They were the first ships to
adopt the now universal
scheme of placing the 1st
class passengers amidships.
They were built in 1873.
B. 1. Assoc. Steamers. She
was unfortunately lost on
the Burlings in 1885.
1873 Navarino 3400 340 Like her sister " Eldorado "
built by Earle of Hull. She
was a very favourite vessel
with passengers until her
speed fell behind modern
requirements, when the
Company broke her up,
about 1895. She was brig-
rigged.
BRITISH INDIA STEAM NAVIGATION COMPANY 187
Built Name Tons gross H.P. Some details and fate.
1878 Byculla 1464 120 With her sister the " Colaba "
she was built for the timber
trade. To give a large hatch
their engines were placed
aft.
1878 Colaba 1460 120 See above.
1878 Chilka 1944 185 A good career of 26 years.
Sold to the Japanese in 1904,
who renamed her " Tatsu
Mara."
1878 Chupra 1944 185 Sister to the above.
1878 Chindwara 1983 185 A veteran Coaster.
1878 Culna 1983 185 Idem. All four built by Denny.
Broken up in Bombay, 1905.
1878 Ellora 1970 185 Another well-known coaster,
built by Napier. Eventually
broken up in Bombay, 1907.
1878 Simla 1615 180 (Caird)
Mergui Built for an enterprising
Skipper, who could not,
however, carry on the busi-
ness as fully as a well-
organised company with
its agencies and correspon-
dents all over the East.
She ran for years to Tavoy
and Mergui, and was at last
wrecked at Yeh Biver Bar
in 1904.
1879 Henzada 2078 200 One of four sister vessels which
ran for years in the Coy.'s
London and Bombay Line.
The "Huzara," " Kangra,"
and " Kerbela." They were
favourite vessels with pas-
sengers. They completed
their career on the Indian
Coast. " Henzada " was
broken up in Bombay in
1907.
188
THE OLD COtTNTRY TRADE
Built Name
1880 Huzara
1880 Kangra
1880 Kerbela
1880 Bancoora
1880 Bhundara
1880 Booldana
1880 Camorta
1881 Compta
1881 Quetta
1882 Dacca
1882 Rewa
Tons gross H.P. Some details and fate.
2078 200 Built with "Henzada" by
Inglis. Eventually broken
up.
1952 180 (Denny) See " Huzara."
Eventually sold to the
Japanese and renamed
" Kagawa Maru," in 1905.
1954 180 (Denny) As above. Also sold
to the Japanese.
2880 290 (Denny) An improved
"Scindia."
2899 290 (Denny) A sister. Also a
useful ship. Eventually
broken up in Bombay, 1907.
2893 300 (Denny) After many years
of useful work she was
a hulk in Mauritius.
2093200 (Inglis) Improved "Huzaras."
Ran for many years for the
Netherlands. India S.N.
Co. Returned to the Indian
Coast and eventually
foundered in a cyclone, in
1904.
2093 200 (Inglis) Like the "Camorta."
Also transferred to the
N.I.S.N. Co.
3302 500 (Denny) Usually on the
Queensland Mail Line.
Wrecked in Torres Straits,
1890.
3909 500 (Inglis) Also usually on the
Queensland Mail Line. A
beautiful ship. Wrecked on
the Daedalus Shoal (Bed
Sea), 1890.
3900 500 A sister ship and an old
trader to Calcutta. Sold to
foreigners about 1905.
BKITISH INDIA STEAM NAVIGATION COMPANY 189
Built Name Tons gross H.P,
1881 India 4055 500
1882 Goorkha 4104 500
1873 Roma 2727 500
1883 Golconda 2120 220
1883 Goalpara 2114 220
1883 Bulimba 2503 300
l883Waroonga 2506300
1883 Nerbudda 2987 324
l883Nowshera 2962324
Some details and fate.
(Denny) This ship and
" Goorkha " were favourite
ships to Calcutta. They
lasted long. The "India"
was broken up at Bombay in
1906.
Her sister ship. Eventually
broken up at Genoa 1907.
(Connell) A bought-in ship,
formerly the " Countess of
Sutherland," a handsome
ship at one time barque-
rigged, built in 1873. Usually
on the Queensland Mail
Line and at one period was
on the Australian Coast.
She was broken up in
Bombay in 1899.
(Inglis) This vessel was sold
to the Indian Govt. and
renamed " Canning." When
24 years old she was resold
to Jeewanjee and renamed
"Budri."
A sister ship. Still running
1908.
(Inglis) As the name
denotes she was built for
the Queensland Mail Line
together with her sister
" Waroonga." Both vessels
ran for a long time on the
Australian Coast.
A sister ship.
This ship together with her
three sisters were most
successful, favourites with
passengers and shippers.
Idem.
190
THE OLD COUNTRY TRADE
Built Name Tons gross H.P. Some details and fate.
1884 Nevasa 2957 324 Also a sister ship and equally
successful. She was broken
up in Bombay in 1905.
2964 324 Idem.
2610 181 (Inglis) Many years cross-
ing the Bay of Bengal.
2610 181 (Inglis) Wrecked at Galle,
1905.
3269 370 (Denny)
3269 370 (Denny)
3269 370 (Denny)
4707 650 (Denny) A very fine ship and
a great favourite with pas-
sengers. Eventually broken
up at Genoa, 1907.
2978 400 (Inglis)
2998 400 (Inglis)
5897 740 (Denny) Another favourite
ship on the Australian Line,
where she made a great
reputation. Eventually
broken up at Genoa, 1907.
3917 360 (Stevens. Glasgow)
3920 360 A sister ship.
1168 280 (Inglis)
1887 Kapurthala 1122 151 (Denny)
1887 Kistna 1H4 256 (Ailsa)
Umballa 1908 210 Abought-iuship,ex "Tangier";
did useful work. Eventually
broken up.
(et sequentes)
1884 Nuddea
1884 Sirsa
1884 Secundra
1885 Lalpoora
1885 Lawada
1885 Loodiana
1885 Manora
1885 Palitana
1885 Putiala
1888 Jumna
1887 Wardha
1887 Warora
1887 Karagola
191 )
CHAPTER XXIV.
SOME LATTER-DAY COMPANIES.
As in Europe, so in India, shipowning has presented
many varying phases, each emphasising a definite
epoch, and illustrating the prosperity and enterprise
at that particular time of one or more of the Indian
communities. At one period the Hindoo shipowners
predominate, to be rivalled later by the Moslems. At
another the Parsi shipowners seem to have had
almost a monopoly. Then came the era of the Limited
Liability Company and wild speculation, succeeded
by the inevitable reaction. Then the Memon Moslem
entered the lists in force, though by this time the
' Bombay Steam Navigation Co./ ' Apcars,' and the
' British India Steam Navigation Co.,' had thoroughly
established themselves in their own particular spheres
of action. A year or two ago the Borahs bid fair to
eclipse the remaining shipowners. In the present year
of grace the B.I. still holds the field.
' The Asiatic Steam Navigation Company,' a
Liverpool concern, and remarkably well managed by
its local agents, Messrs. Turuer, Morrison and Co.,
trades within a certain area. This Company, inaugu-
rated in the late ' seventies,' possesses about a dozen
or so fine vessels, registered in Liverpool, built
especially for the Indian local trade, well appointed in
every detail. Their names generally have a rich Indian
'ring' about them; the 'Maharajah,' ' Shahjehan,'
192 THE OLD COUNTRY TRADE
'Kohinur,' ' Maharani,' 'Pacha/ 'Pundit,' 'Ranee,'
' Shahzada,' ' Rajah.'
In India shipowning is generally devoid of over-
administration which distinguishes certain companies
in Europe. The native shipowner almost invariably
1 owns ' his vessel or vessels ; fleets are not evolved
(as is often the case elsewhere) in order to provide
agreeable employment and income to individuals or
firms for simply acting as Managers, and subsisting, or
partly so, on the emoluments derivable therefrom.
Happily, I say, India is spared this modern phase of
shipowning, and the extreme suspiciousness implanted
in the mind of the native investor will ever militate
against its introduction.
Of these local owners who entered the shipowning
business in the last century perhaps the best known is
Hajee Cassum Joosub. Commencing life in a somewhat
humble capacity, he founded several successful busi-
nesses, and retired about 1905, one of the wealthiest
men in Bombay. His first ship, the ' Columbian ' was
a barque-rigged, square-sterned steamer, formerly an
auxiliary vessel, built in 1855. The history of this
famous old ship is detailed in my " Good old days of
Shipping" and she was commanded, after her sale to
Haji Cassum, by the veteran Captain Baldwin. In
1889 she was broken up in Bombay.
His next ship was the ' Tanjore,' built 1865, followed
by the * Avoca,' built 1866, both of which were broken
up. Then followed ' Bangalore,' built in 1867, which
he resold to Italians. In their turn they disposed of
her to the Norwegians, who re-named her ' Coringa.'
She was eventually abandoned at sea on a voyage from
Cadiz to Halifax, at the good old age of 38 years. The
'Sumatra' followed, which he re-sold; followed by
the ' Deccan,' built 1868, which foundered off Mauritius
in a cyclone ; the ' Lombardy,' afterwards the ' Jubeda'
(No 1), one of Haji Cassum 's favourite vessels, and the
SOME LATTER-DAY COMPANIES 193
'Khiva,' built 1873, the latter being burnt off the
Arabian Coast.
Hitherto Haji Cassum had purchased only old
P. and 0. Company's vessels, but in 1884 he had the
' Taif ' built, and a most successful little venture she
proved. Her career was, however, early cut short by
foundering off Mauritius, about 1892. Another vessel,
coming out from England, was lost on Jebel Teir
in the Bed Sea. Then followed the 'Adria,' and
' Cashmere ' (ex ' Tibet,' P. and 0.).
The Dutch steamer ' Nederlanden Oranje ' sunk
in Aden, was bought by Vizraim Ebraim, who
resold her to Haji Cassum, being renamed ' Akbar.'
She was broken up about three years ago, having been
commanded by Captain Baldwin without accident for
eighteen years. He then bought the ' Tannadice,'
which had experienced a chequered career. Originally
one of the well-appointed steamers of the 'Eastern
and Australian Company,' she was sold to some Klings,
to run between Madras and Singapore. The venture
was not a success, and the firm of Katz Brothers, of
Singapore, who were to some extent concerned in the
ship, took possession, and sent her to Jeddah with
pilgrims. On her return she was sent to Calcutta,
where she was sold, one Habbercost, the master, dying
there. Haji Cassum renamed her ' Ajmere,' but she
did not, however, meet with the good fortune usually
enjoyed by his vessels ; she suffered an explosion in
Mauritius, and was eventually wrecked off Bassein to
the northward of Bombay. Her boiler, however, was
recovered and was placed in the S.S. 'Afghan,' and
did duty for some years afterwards.
The ' Jubeda ' (No. 2.), the P. and 0. liner 'Pekin,'
would have been to most owners a veritable "white
elephant." She carried but little cargo, drew much
water, and burned a preposterous amount of coal for
her dead-weight capacity. Caird and Co. in 1871
(Th Country Trade)
194 THE OLD COtJNTEY TRADE
built her primarily as a mail and passenger steamer,
in which service, she, with her sisters, ' Mirzapore,'
'Peshawur,' and ' Khedive,' worthily upheld the P. and
0. traditions. But when they were sold for the general
trade they competed at a disadvantage with the lightly-
built cargo steamer of smaller registered tonnage, but
greater carrying capacity, requiring a smaller crew and
burning but a fraction of the coal. Yet this wonderful
old man, by judicious management, made money with
them, employing them as pilgrim ships as far as
possible and on carefully selected voyages the re-
mainder of the year. 'Jubeda' was wrecked in the
Hooghly in 1900, ' Mirzapore ' broken up in Bombay
1899, and 'Peshawur,' under the name of 'Ashruf,'
was wrecked on Madagascar, 1905 ; the ' Khedive,'
owned by Dada Abdulla, had been lost at Porbunder
some years before.
The 'Afghan,' (Gellatly, Hankey's old ship), Hajee
Cassum bought about 1898. He used humorously to
call her his ' buggalow.' This ship and the 'Akbar'
outlived the rest of his fleet, being both broken up
in 1907. The ' Taher ' was wrecked at Mauritius.
' Courland,' which he acquired from Dada Abdulla, of
whom more anon, he resold to the " Shepherd Com-
pany," and she still (1910) plies to Karachi.
Haji Cassum was the actual owner, and managed in
every detail, supervising every transaction, and neglect-
ing nothing. To a great extent he possessed the gift
of being able to forecast conditions of trade, and his
advice was much sought in Bombay. His house flag,
a red burgee with white Saint Andrew's cross, is missed
now in the Princes Dock.
Forty years ago, about the year 1870, a prosperous
" Gulf " merchant, Essa bin Khalifa, purchased the
steamers ' Mula ' and ' Koina,' lately the property
of the " Bombay and Bengal SS. Co.," intending
to run in the Persian Gulf trade. In 1871 the ' Mula,'
SOME LATTER-DAY COMPANIES 195
on a voyage to Bushire from Bombay, broke her
shaft, and although sail was made the wind was light
and she made but little way. The B.I. 'India'
came in sight and the master of the ' Mula ' requested
him to tow the vessel back to Bombay, which, after
some demur, he agreed to do. At the subsequent
adjudication upon the case Es. 15,000 were awarded,
to the "British India Company" as salvage.
The Value of the ' Mula ' was assessed at 70,000 rupees.
Freight 7,000
Cargo 260,000
Coal ii ,i M n 7,000
Stores 1,500
Es. 345,500
About 1877 a new combination of four merchants was
formed for the same purpose, the " possibilities " of the
Gulf Trade having been demonstrated by the ' Mula,'
and ' Koina.' In that year Abdul Hoosein Haji Zainal
Abadin Shirazee bought the ' Calder ' of 630 tons gross
and 85 HP., and inaugurated the " Bombay and Persia
Steam Navigation Company," better known locally as
the " Mogul Company " which firm then took its place
as a constant Gulf-trader. The ' Henry Bolckow,'
' King Arthur,' and Mobile ' were next added, and
the Company steadily increased their fleet. Twenty
years ago they bought the ' Sculptor,' renaming her
the ' Naseri,' then their largest ship, to-day their
smallest ; the ' Moshtari ' followed. In the early
" nineties " they had the 'Hooseinee' and 'Naderi,'
both successful little vessels, built for them. Then
gradually were added the ' Moozaffari ' (late French
SS. ' Ville de Ceara') the ' Mohammadi ' (late cargo
steamer ' Prydain '), ' Kaiseri ' (late 'Federation,')
* Monsoori ' (formerly the well-known China Mutual
Steamer 'Ningchow'), ' Islami' (late ' Gulf of Trinidad')
1 Haidari ' and ' Ahmadi ' (formerly the cargo steamers
'Drumfell,' and ' Endeavour,' respectively), 'Hashemi '
196 THE OLD COUNTRY TEADE
(late ' Jeanara,' 3,302 tons), 'Firoozi ' (formerly ' Carl-
ton'). In 1905 the Company bought the two old
Clan liners ' Clan Sinclair ' and ' Clan Graham,' re-
naming them * Rahmani,' and 'Majidi ' respectively, and
shortly afterwards purchased the ' William Storrs,'
renaming her ' Alavi.'
The Company has, on the whole, run wonderfully clear
of accidents. The ' Calder ' was broken up in Bombay ;
the ' Henry Bolckow ' was sold in 1904 to Norwegians
to go to China, and, during the Russo-Japanese war,
made some successful voyages, but was captured by
the Japanese the following year. In 1906, being
then 37 years old, she was sold to another Japanese
firm. The 'King Arthur ' was sold, about the time of
the 'Bolckow' leaving Bombay for the Far East, to
an adventurous sea-captain, one Cox, who loaded her
up in Bombay with provisions, etc., for the seat of war.
Captain Cox successfully ran the blockade several
times, disposing of his cargoes of flour and other goods
to the beleaguered inhabitants at fabulous rates, it is
said. But this daring skipper made one voyage too
many ; the ' King Arthur ' was captured by the
Japanese when leaving Port Arthur, having just dis-
charged a cargo of foodstuffs. Let us hope that this
breezy adventurer had made fortuitous arrangements
for the safety of his payments. The Japanese renamed
her ' Otowa Maru.'
The ' Mobile ' was wrecked near Suakim ; ' Kaiseri *
was wrecked off Reunion in a cyclone ; ' Hashemi '
was posted as 'missing,' on a voyage, Calcutta to Bom-
bay ; ' Monsoori ' was sold. Not a bad record for a
fleet engaged in a most dangerous trade, among coral
reefs and narrow passages nearly every voyage.
About the close of the " eighties " a remarkably fine
steamer was acquired for the local trade and named
' Sullamut,' of 3,691 tons, a very large vessel at that
time. There were difficulties, however, and she became
afterwards the property of Alfred Holt of Liverpool.
SOME LATTER-DAY COMPANIES 197
The well-known Mauritius and Reunion firm of
Goolam Mohamed Ajam and Sulliman Mamode pur-
chased at the close of last century the 'Clan Stuart,'
renaming her the ' Eander Keunion,' especially for
their own trade. The venture must have been a costly
one as the vessel so often seemed to be undergoing
repair. The firm was well-known as a charterer of
ships, and the volume of its business in a single season
often sufficed to load many ships, both to Mauritius
and Reunion with rice, timber, etc., and back to India
with sugar or molasses, to a great extent the produce
of their own estates. The firm is a great power
now in the trade.
One Moosa Haji Cassum, who some time ago was
in business in Natal, ran for a few years the small
steamer ' Crescent,' a two funnelled boat of about 1,500
tons or so, gross, formerly known as the ' lolani,'
between India and South Africa. She was afterwards
broken up in Bombay.
Twenty years ago Vizraim Ibraim was a well-known
shipowner. He owned the ' Sultan,' formerly the
Dutch steamer ' Prins Hendrik ' of the " Amsterdam
Lloyd Line" to Java, a very fine vessel; the SS.
' Swordsman,' the barque ' Choice,' the old Tea-clipper
' Sir Lancelot,' and afterwards also the ' Fairy Queen,'
etc. He had the name of a good employer. The
' Choice ' was broken up in 1887 ; ' Sir Lancelot ' was
sold to Saboo Sidick ; ' Swordsman ' was sunk in the
Indian Ocean ; ' Sultan ' had been wrecked about 1897 ;
' Fairy Queen ' was sold, and thus a very reputable
firm closed the shipowning branch of its business.
Forty years ago a spirited effort was made by Laljee
Joomabhoy and Hajeebhoy Abdoolabhoy to found a
line from Bombay to Kutch on the North, and Goa
towards the South. They owned the ' Celerity,' built
by Denny in 1859, which they had purchased from the
Indian Government ; the ' Oorun,' (our old friend of
198 THE OLD COUNTRY TRADE
the "Bombay Eiver and Coast SS. Co."); the 'Arrow/
built 1869, bought from the builders of the Ceylon
Bassas Keef lighthouses, and the * Cutch,' built in 1884
especially for them. The steamers ran successfully
for about 22 years, when the owners, desirous to devote
all their attention and capital exclusively to their trad-
ing ventures, closed the concern and sold the vessels.
The ' Oorun ' had been wrecked in 1887 ; ' Celerity, was
sold to be broken up ; ' Cutch ' was sold about 1891
to Captain Webster, for Vancouver ; ' Arrow ' was sold
to Hajee Cassum. She was afterwards converted into
a lighter, and towed, sailed, or drifted about Bombay
for many years after. A converted lighter has neither
a romantic nor a distinctive personality. One there-
fore is apt to lose sight of even such an interesting old
craft as the ' Arrow.'
The " Cutch-Mandir Steam Navigation Co" built
the SS. 'Hindoo" for their trade from Bombay. She
was a very fine little vessel and fast, 425 tons gross
and 300 HP. She was eventually bought by the Indian
Government, who renamed her ' Mayo,' I believe.
On the Eastern side the " Bengal Steamship Co."
commenced business between Calcutta and Kangoon, via
ports, with two good little steamers, the ' Tanglin,'
and the ' Paklin,' built in 1900 by Workman and
Clark of Belfast, and formerly owned by the "North
German Lloyd Co." They secured a considerable
measure of success and are still (1910) trading.
The ' Madras SS. Co.' was formed in Eangoon in
1905, with an authorised capital of ten lakhs of rupees
to run steamers between Madras and Indian Coast
ports and Burmah. They purchased the German
steamer ' Totti,' late the old Clan Line steamer ' Clan
Macintosh,' and restored her to her original name.
Up to the middle of 1909, however, she had been
principally run from Eangoon ' China- wards.'
SOME LATTER-DAY COMPANIES 199
A respected Borah citizen, Essajee Tajbhoy, who
realised fame and fortune with his ship-breaking
business at Darow Khana, purchased about 1901 the
old P. and 0. steamer ' Clyde ' and renamed her ' Shah
Noor.' She was a good pilgrim ship, but too costly in
working for the ordinary cargo traffic. She was
broken up about 1905. Encouraged by the early
success of this venture this worthy citizen bought two
small steamers from the ' British India Co.' the
' Kilwa ' and the ' Simla,' both built in 1878, the
former by Caird, the latter by Inglis, each of 1,500 or
1,600 tons gross. They made, I believe, but one
voyage each and were then broken up. Then came
the ' Valetta,' renamed the ' Alavia.' Then purchasing
one by one, or two by two from the P. and 0. Company
the ' Bengal,' ' Chusan,' ' Coromandel,' * Pekin,' and
' Tien-Tsin,' and the three old Clan Line steamers,
Clans ' Buchanan,' ' Mackenzie,' and ' Mac Arthur,' and
our old friend the ' Kander-Reunion,' he formed the
' Shah Line' The Company led an Ishmaelitish
kind of existence for some time, but without any
conspicuous measure of prosperity. A crisis arrived
and the " Shah Steam Navigation Company of India,"
Limited, was floated. On paper it appeared an am-
bitious venture, the princely firm of Adamjee Peerbhoy
lending the shadow of their mantle. The prospectus
was as follows ;
THE SHAH STEAM NAVIGATION COMPANY
OF INDIA, Ltd.
Capital Es. 30,00,000
to be divided into
12,000 Shares of Es. 250 each.
Of the 12,000 shares 6,400 shares are to be now allotted
and the remaining 5,600 will be issued when subsequently
required for the extension of the Company. Of these 6,400
200 THE OLD COUNTRY TRADE
shares 800 shares are agreed to be taken by the vendors
in part payment of the purchase money, and 2,000 shares
have been taken up privately, leaving 3,600 shares open to
public subscription.
Payable as follows :
On application Ks. 50 per share
On allotment Es. 100
The balance of Es. 100 after due notice, but not to be
paid before 5th October, 1906.
Directors.
Adamjee Peerbhoy.
Hajee Ismail Hajee Allana.
Ismail Hajee Beg Mohomed Abdul Eahiman.
Hajee Ahmed Hassam.
Essaji Taj boy.
Mohomed Ally Adamjee Peerbhoy (ex-omcio).
Agents.
Messrs. Adamjee Peerbhoy and Sons.
* * :;: * #
* This Company has been formed and registered under
* the Indian Companies Act VI of 1882 for the purpose of
1 acquiring and carrying on the business of shipowners
'hitherto carried on by Messrs. Essaji Tajbhoy. Messrs.
1 Essaji Tajbhoy' s business was commenced a few years ago
' with a small capital and has been developed to such extent
* as to command a fleet of 9 steamers well equipped and
' sea-worthy. The vessels have been carrying cargo, pas-
' sengers and pilgrims from and to various ports, and bring-
' ing in profitable returns. The transfer of the business to
* the Company with limited liability has been decided upon
* with the view to develope the business still further and to
' supply the wants of Indian ship-owners to meet the grow-
1 ing demand of Indian Merchants for carriage of cargo and
* passengers including pilgrims on reasonable terms. It is
' expected that if the Indian Merchants will give the same
' support to the Company in their enterprise as they have
' hitherto given to Messrs. Essaji Tajbhoy, the Company
SOME LATTEE-DAT COMPANIES 201
'will be able to develope and extend their business con-
' siderably, and the same will prove highly remunerative.
' Messrs. Adamjee Peerbhoy and Sons have been appointed
* Agents of the Company and they have secured the services
'of Mr. Essaji Tajbhoy and Mr. Goolam Hussein Essaji,
'owners of the vendors' firm for conducting the manage-
' ment of the business of the Company. The Company will
' thus have the benefit of the experience of the vendors in
' the management of the business.
* Under an agreement dated the 6th August, 1906, with
' Messrs. Adamjee Peerbhoy and Sons on behalf of the
' Company, the vendors have agreed to sell to this Company
' at the price of Es. 14,25,000 subject to the conditions on
' which the vendors had purchased the 9 said steamers, free
' from all incumbrance together with all equipment, and to
' transfer to this Company as from the date of the said
' agreement the business and goodwill of the vendors in the
' same including the contracts entered into by the vendors
' for the carriage of cargo, etc., and the whole is to be
' taken over as a going concern,' etc., etc.
The Fleet on paper seemed substantial, as follows,
' Shah Ameer ' ... late ' Clan Mackenzie '
' Shah Allum ' ' Clan Buchanan'
Clan MacArthur '
Chusan '
Bengal '
Coromandel '
Tientsin '
Pekin '
Clan Stuart.'
' Shah Jehan '
'ShahNajaf ...
'ShahNajam' ...
' Shah Noor ' (No 2j
' Shah Nasir ' ...
1 Shah Nawaz ' ...
' Rander Reunion '
The ' Xema,' an old Bristol and Cork trader, which
had wandered out to India with the ' Diamond
Syndicate,' was purchased by A. M. Jeewanjee and
resold to the "Shah Line." Then the 'Ipswich,'
formerly one of the " Great Eastern Kail way
Company's" Harwich Steamers, joined the fleet.
Meanwhile the ' Kander Keunion ' went to her last
home in Darow Khana, whither one by one the three
202 THE OLD COUNTRY TRADE
princely steamers, of the ' Bengal ' class, gradually
followed.
The existence of this recent Company, though
short, was strenuous. They fought the B. I. on their
own ground ; the B. I. retaliated. They pressed the
" Mogul Company," by cutting rates and fares, almost
to desperation. The management spared no one in
the erratic sparring. The original idea was excellent,
but looking back now one feels sorry to see lost
opportunities ; (De mortuis nil nisi bonum). When
they hit they hit hard, where they hit 'twas no
matter, provided the blow got home.
Although the managing man in private life was one
of the kindest and most genial of individuals, Adamjee
Peerbhoy (now Sir Adamjee Peerbhoy), whose name
is up to the present associated with schemes of
magnitude and success, withdrew his aegis. After the
second crisis for some time Hajee Ahmed Hassan
spread his ample wings over the remnant of the little
fleet, and later, A. M. Jeewanjee assisted in the forma-
tion of a new concern, known as the "Bombay and
Hujaz Steam Navigation Company" but with the old
ships.
The ' Shah Allum ' was unfortunately wrecked
in the Gulf of Cambay in 1909 ; ' Shah Najaf ' ' Shah
Najam,' and * Shah Noor ' were broken up in Bombay,
as were also ' Ipswich ' and ' Britannia,' which latter,
bought from the Anchor Line, made but one voyage
or so for her new owners. At the dawn of 1910 the
'Shah Ameer,' 'Shah Jehan,' ' Saifi ' (ex Xema),
'Fakri' (late 'Shah Nawaz'), 'Najmi' (ex 'Shah
Nasir ') alone mustered, the ranks having been sadly
thinned.
The ' Fakri ' commenced life in 1887 as the
' Locksley Hall.' Being sold to the P. and 0. Com-
pany she was renamed ' Pekin.' Under the Shah line
SOME LATTEE-DAY COMPANIES 203
and Hajee Ahmed Hassan she was known as the
' Shah Nawaz.' When taken over by the " Bombay
and Hujaz Steam Navigation Company " she was
renamed ' Fakri.' The ' Najmi,' a contemporary in
age and employment, has also been known suc-
cessively as the ' Branksome Hall/ ' Tien-Tsin,' ' Shah
Nazir,' and 'Najmi.'
A Borah citizen of Bombay, one G. M. Jeewanjee,
purchased the Indian Government Steamer 'Canning,'
launched originally as the British India Company's
SS. ' Golconda,' and renaming her ' Budri,' ran her
(1909) successfully with pilgrims.
On the coast of Ceylon is a small, but well regulated,
service of local steamers, known as the " Ceylon Steam-
ship Company." The ' Prince Arthur ' of 103 tons
and 45 HP., was succeeded by the ' Lady Gordon '
of 513 tons, joined in 1891 by the 'Lady Havelock '
of 607 tons. Fate and senility having disposed of
these three, Messrs. Walker have lately replaced them
with two new vessels. Though small, they are ex-
cellently appointed and keep up a regular service
around the Island.
The " Swadeshi Company " of the ports of Tuticorin
and Colombo next claims our attention. Two vessels
were purchased to run between Tuticorin and Colombo,
the ' Gallia,' of 1,305 gross tonnage and 305 HP. built
in Nantes in 1904, and the ' Lawoe ' formerly the
' Zuid Holland,' built in Middlesboro in 1881. The
part of this book is to record, not to criticise. The
objects were laudable and the prospectus sufficiently
modest.
The latter set forth that ;
' The Capital of the Company is ten lakhs of rupees
' (with power to increase), divided into 40,000 shares
' of Es. 25 each, to be held exclusively by the Indians,
* Ceylonese and other nations of the East.
204 THE OLD COUNTRY TRADE
Directors, ' Out of the required 35 directors, 25
1 have already been elected, with Srinan P. Pandit-
'horey-swamy Thever Avergal, Zemindar of Pala-
' vanatham, in the chair, and the rest will be elected
'later on.
' The objects of the Company are to establish a
1 cheap and reliable steamer service between Tuticorin
1 and Colombo, Bombay and Calcutta, and all such
' other parts and places where no " Swadeshi Line "
' is working ; to popularise the art of Navigation to
' Indians, Ceylonese, and other Asiatics and to make
1 them profit by it, and to do all such acts as are
'conducive to the attainment of the objects of the
' Company * * '
The ' Shah Line ' worked for them at first, ceasing
August, 1906. Then the steamer ' Monkseaton ' was
chartered for the service, and later the ' Gallia '
and the ' Lawoe ' purchased The venture in itself,
as I have said, sufficiently worthy of commendation,
has not been conspicuously successful in fulfilling the
objects for which the company was formed.
Dada Abdulla ran the SS. ' Courland,' one of the
pioneers of Donald Carrie's ' Castle Line ' to South
Africa in the 'nineties.' He included usually East
Africa in his itinerary from India. He next bought
the ' Khedive ' from the P. and O. Company, but
on her first passage up to Porbunder, the trip, which
was said to have been designed as an agreeable picnic
execusion, came to a disastrous end suddenly, the
' Khedive ' being run ashore close to the very walls of
Porbunder. The loss of this vessel was a crushing
blow to Dada Abdulla, who soon after sold the
' Courland ' and retired into private life.
It is pleasant to turn to a record of prosperity.
About 1889 Cowasjee Dinshaw Brothers bought a
small steamer for the Aden local trade. Since then
their shipping business has greatly ramnified. They
SOME LATTER-DAY COMPANIES 205
run regularly to the Somali Coast, to Hodeidah and
the south part of the Ked Sea, and to the Southern
Arabian coast, and occasionally to Zanzibar. They
purchased a floating dock, and up to the present have
done their own repairs. They now (1909) own five
well-found little vessels, the 'Woodcock,' ' Falcon,'
1 Tuna,' ' Africa,' and 'Wissman.' The oldest of the
present generation, Mr. Hormusjee, is a gifted business
man, and under his guidance we may safely predict
a good future in store for the fleet. The firm has the
further reputation of being the only Parsi shipowners
in Aden.
FINIS.
The Anchor Press, Ltd., 156, Minories, London, E., and Tiptreej Essex.
NEW EDITION (3*d.) PRICE 3/- nett.
A MANUAL
OF
Lascari - Hindustani
With Technical Terms and Phrases, and Dictionaries of
useful words ; for Travellers to India, and Officers of ships
carrying Lascar crews.
N. HARRISON, F.R.G.S:
R.N.R., (Retired).
All persons going East of the Suez Canal
should provide themselves with this book*
IMRAY, LAURIE, NORIE & WILSON, Ltd,,
156, Minories, London, E.
THIS BOOK IS DUE ON THE LAST DATE
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OVERDUE.
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