Bombay had been first so called by the Dutch, meaning Good Bay. Owing to its spaciousness, excellent depth of water and other facilities it was well designated. By the end of the eighteenth century it had its dry and wet docks and every facility for careening and repairing ships, being of great utility to the Company’s merchant ships and its navy as well. Its dockyard was furnished with all kinds of necessary stores. Here there was always on hand plenty of timber and planking, here anchors could be forged, here new cables and ropes were made of all kinds. The cables were of hemp, but for the smaller ropes the external fibres of the cocoanut, so abundant in India, were made up into that inferior type of rope known as kyah or coir.

We called attention on another page to the introduction of India-built vessels into the Company’s service. India of course is famous for its teak, and every shipman knows what excellent material this wood is for building craft, owing to its hardness and durability. The vessels which Bombay built were fine, stout ships and excellently finished, and Indian shipbuilders even constructed some battleships and frigates for the British navy which were in every way181 splendid vessels. One vessel named the Swallow, which was built out here and launched in April 1777, was actually in use till she was lost on a shoal in the Hooghly in June 1823. But during this lengthy period of usefulness she had served in many seas and in various capacities. She was first employed as one of the Company’s packets between India and England. After that she was in the Bombay Marine, or the East India Company’s navy. After that she again resumed service as one of the Company’s merchantmen, where she remained for many years. About the beginning of the nineteenth century she was sold to the Danes, and from Copenhagen proceeded to the West Indies, where she was arrested as a prize by a British man-of-war. She was then employed in the King’s service and became a sloop-of-war, and afterwards sold out of the service to some merchants. In this capacity she again made several voyages between London and Bombay, and eventually brought her fine career to an end as stated.

Before the close of the eighteenth century the Battle of the Nile had been fought and won. The importance of this to India was tremendous. For had the result been otherwise Napoleon would have possessed himself of all that the English East India Company had done there. Our Anglo-Indian trade would have come to an end, and the ships which are the subject of our present study would have been no longer required, or else compelled to sail under the French flag. Nelson, in fact, had despatched a messenger overland to the Governor of Bombay, informing the latter of the arrival of the French in Egypt, for he knew well that Bombay was the objective of the enemy if they could get there. However,182 Nelson’s victory at the Nile quite altered all this, and when the East India Company afterwards voted the gallant admiral the sum of ￡10,000, it was to show how deeply indebted was this corporation for the welcome relief from catastrophe.

Before we leave the eighteenth century we have to consider some of the more important changes and developments which were taking place. We have seen that the size of these East Indiamen had gradually increased during the century. About the year 1700 the biggest vessels were under 500 tons. Some were even much smaller, as, for instance, the Juno, of 180 tons, and the Success and the Borneo of similar size, but there was also the Arabella, of only 140 tons, and the Benjamin, of 160 tons. Between the years 1748 and 1772 all the Company’s merchant ships are of one size—499 tons. There are very few exceptions indeed to this, and in those few instances you get an occasional ship of 180, 300, 350, 370 or 380 tons. Otherwise there is nothing but this stereotyped 499-ton ship year after year, season after season. This curious fact has puzzled many people, including those who in later days served in the Company’s service. Why was it?

THE EAST INDIAMAN “SWALLOW.”

This vessel was of about 700 tons, and armed with eighteen guns. She is here seen in the year 1788 in different ways—hove-to for a pilot, under plain sail, and before the wind under all sail.

(By kind permission of the P. & O. Steam Navigation Company)

Larger image

The answer is quite simple, and I give it on the authority of an old skipper contemporary with these ships, named Hutchinson, who at one time of his life had been a privateer. The reader will remember that in an earlier chapter I drew attention to the slackness of morals and general spirit of irreligion which were notorious of the mid-eighteenth century, at any rate so far as English people were concerned. Naturally enough this spirit spread to the ships of the East India Company, so that the corruption183 ashore had its counterpart afloat. Now these craft, when they were of 500 tons and over, were compelled to carry a chaplain. And it was just in order to be able to dispense with the latter, and so save expense, that the owners used to cause these ships to be rated at 499 tons, and so keep within the letter of the law. These 499-ton ships carried a captain, four mates, a surgeon and a purser. They would sail from the Downs about January or March of one year, proceed to India or China, and then be back again in the London river by June or July of the following year, though sometimes they were away for much longer periods. When homeward bound they had called at Portsmouth—where the more wealthy passengers went ashore and proceeded home by road—and the Downs, they eventually made fast to moorings at one of three places—Blackwall, Deptford and North-fleet.

We spoke, also, some time back of what were known as “hereditary bottoms,” by which it was meant that an owner who had been accustomed to charter one of his ships to the Company had a proprietary right to supply other ships when this one had been worn out. Thus one finds, for instance, a ship called the Brunswick built on the bottom of the Atlas, the Hindostan built on the bottom of the Grosvenor, and so on. This went on for year after year, so that you could make out a kind of genealogical tree of East India ships. It was a very clear instance of eighteenth-century monopoly which would be hard to beat. But this principle of perpetuity came to an end on 6th February 1796, when open competition was introduced. There can be no question that this decision, together with that of184 abolishing the sale of commands, was all for the good of the service. The Company themselves recognised that it was the only way in which they could have an efficient fleet, always ready and consisting of vessels built on the best principles, inspected during construction by the Company’s own surveyors, and commanded by officers “of acknowledged character, talents and experience,” and various by-laws were passed to this effect. The following list will afford the reader some idea of the size and dimensions of these East Indiamen ships at the close of the eighteenth century. The difference between the burthen tonnage and the chartered tonnage is noticeable:—
Name of Ship     Length     Beam     Burthen
Tonnage     Chartered
Tonnage
      ft.     in.     ft.     in.            
Ganges     149     0     43     6     1502     1200
Hope     144     0     43     6     1471     1200
Neptune     144     0     43     6     1468     1200
Hindostan     144     0     43     6     1463     1248
Walmer Castle     144     0     43     6     1460     1200
Warley     144     0     43     6     1460     1200
Earl of Abergavenny     144     0     43     6     1460     1200
Royal Charlotte     144     0     43     6     1460       758
Coutts     144     0     43     6     1451     1200
Cirencester     144     0     43     0     1439     1200
Arniston     144     0     43     0     1433     1200
Glatton     144     0     43     0     1432     1200
Thames     144     0     43     0     1432     1200
Ceres     144     0     43     0     1430     1200
Cuffnells     144     0     43     0     1429     1200
Earl Talbot     144     0     43     0     1428     1200
Nottingham     130     0     40     0     1152     1152
Dorsetshire     134     0     42     0     1200     1200
Alfred     134     0     41     0     1221     1189
David Scott     134     0     42     0     1257     1200
Alnwick Castle     133       11?     42     0     1257     1200
Exeter     132     0     41     0     1265     1200185
Carnatic     132     0     40     6     1169     1169
Boddam     128     0     38     6     1021     1021
Albion     125     0     38     0       961       961
Royal Admiral     120     2     37     10       914       914
Belvidere     123     0     38     8       986       987
Earl Howe     117     10      37       4?       876       876
Sulivan     116     0     35     0       876       876
Middlesex     116     0     35     0       852       852
Princess Charlotte     102     0     33       6?       610       610
Earl of Wycombe     101       10?     34       5?       643       655
Princess Mary       93     11      34       5?       643       462

The science and art of shipbuilding in England during the eighteenth century were very defective compared with France. But during the last decade of this, and the early part of the nineteenth century, improvements were taking place. Papers were being read before the Royal Society, treatises were being published, a number of valuable experiments were being made and the best lessons of the French were being studied. To all this must be attributed the better type of East Indiaman which was to follow. The continued demand for tea made it necessary to have fine, big ships which could get the cargoes of this perishable commodity to London as soon as possible. It was always reckoned that an 800-ton ship would be able to bring home about 750,000 lb. of tea, and a 1200-ton ship nearly 1,500,000 lb. Some idea of the increased popularity of this commodity in England will be ascertained when it is stated that during the year 1765 five million lbs. were brought home and sold by the Company. By 1784 the average was about six million lb., the following186 year this figure was more than doubled, and by the end of the century it was nearly twenty-four million lb. There was, therefore, every need for fine, big ships of good lines. And by an Act of 1799 the Company were restricted from employing in their service any ships but those contracted for six voyages to India or China and back. Whenever they wished to have more ships built, they were to give public notice of this by advertisement four weeks ahead, inviting tenders for building and freighting.

But in the year 1803 the Company were empowered to engage ships for two additional voyages, making eight in all. Two reasons were given for this innovation. First, if was found that the ships now being built were of such a character that they could be repaired and refitted to perform these two additional voyages with great advantage. And secondly, it was contended that if fewer ships were built, this would “be the means of lessening the consumption of ship-timber.” It will be recollected that in the year 1803 Napoleon had openly and intentionally insulted the British Ambassador, and that in the month of May war was again declared, and both nations made elaborate preparations for the resumption of hostilities, the British taking time by the forelock and sending squadrons to watch Brest and Toulon. All this warlike activity on sea made it not any easier for the East Indiamen to go about their lawful business. In effect it meant that they must be fitted out with even greater care and that they must be armed as strongly as ever they could be. And this, in turn, meant that the cost to the owners of the ships was much increased. “War extraordinaries,” as they were called, were always a187 source of keen dispute during those anxious years, between the Company and the shipowners, and in this present case the Company were authorised to pay higher rates owing to the increased expense to the owners.

But such was the improvement in the class of vessel now built that in the year 1810 they were allowed by Act of Parliament to engage ships even beyond the allotted eight voyages, provided that after being repaired they were found fit for service. The Company were also allowed to take up by private contract certain other ships in order to bring home the cargoes from China and India. Under this class were chartered vessels which had taken out to New South Wales convicts and stores. The East India Company had already come to the country’s aid again during that year, 1803. Ten thousand tons of shippi............