We should first take into
account that ancient India, which was centered around the Indus Valley years
ago, and was already well developed before 3200 BCE, stretched from Afghanistan
to the Indian Ocean and points farther east and north, the largest empire in
the world at the time.
But its influence spread much
farther than that. During its peak developments, it had organized cities, multi-story
brick buildings, vast irrigation networks, sewer systems, the most advanced
metalwork in the world, and a maritime trade network that incorporated the use
of compasses, planked ships, and trained navigators that reached parts of
western Asia, Mesopotamia, Africa, and other ports far beyond their borders. So they were certainly capable of ocean-going trips that could have reached
even to the Americas.
Prakash Charan Prasad explains
in his book, Foreign Trade and Commerce in Ancient India (p. 131): “Big ships
were built. They could carry anywhere upwards from 500 men on the high seas.
The Yuktialpataru classifies ships according to their sizes and shapes.
TheRajavalliya says that the ship in which King Sinhaba of Bengal (ca. sixth
century BCE] sent Prince Vijaya, accommodated full 700 passengers, and the ship
in which Vijaya’s Pandyan bride was brought over to Lanka carried 800
passengers on board. The ship in which the Buddha in the Supparaka Bodhisat
incarnation made his voyages from Bharukachha (Broach) to the ‘sea of the seven
gems’ [Sri Lanka], carried 700 merchants besides himself. The Samuddha Vanija
Jakarta mentions a ship that accommodated one thousand carpenters.”
Marco Polo also
related how, “An Indian ship could carry crews between 100 and 300. Out of
regard for passenger convenience and comfort, the ships were well furnished and
decorated in gold, silver, copper, and compounds of all these substances were
generally used for ornamentation and decoration.”
Because of the
Vedic civilization’s great reach, Aurel Stein (1862-1943), a Hungarian
researcher also related: “The vast extent of Indian cultural influences, from
Central Asia in the North to tropical Indonesia in the South, and from the
borderlands of Persia to China and Japan, has shown that ancient India was a
radiating center of a civilization, which by its religious thought, its art and
literature, was destined to leave its deep mark on the races wholly diverse and
scattered over the greater part of Asia.”
In this regard,
Philip Rawson, in The Art of Southeast Asia (1993, p. 7), further praises
India’s gift of its civilizing affect on all other cultures. “The culture of India
has been one of the world’s most powerful civilizing forces. Countries of the
Far East, including China, Korea, Japan, Tibet, and Mongolia owe much of what
is best in their own cultures to the inspiration of ideas imported from India.
The West, too, has its own debts… No conquest or invasion, nor forced
conversion [was ever]imposed.” And this is the basis for the mystery of the
widespread nature of the ancient Vedic empire, which in many ways still exists
today. It was this subtle spiritual dimension that spread all over the world.
Advanced East Indian Sailing in
the Early Vedic Texts
As Gunnar Thompson
also explains, regarding the capability of Indian ships: “Extensive maritime
trade between India and the islands of Indonesia is well documented and illustrated.
A 1st century Hindu manuscript, the Periplus, mentions two-mates ships with
dual rudders mounted on the sides in the fashion of ancient Mediterranean
vessels. The ships are portrayed in 2nd century Indian murals. Chinese
chronicles of the same era describe seven-masted Hindu vessels 160 feet in
length carrying 700 passengers and 1000 metric tons of merchandise. Buddhist
records of a 5th century pilgrimage from Ceylon to Java report vessels large
enough to carry 200 passengers.”
India’s ancient maritime
history is referenced as far back as the early Vedic texts. This is taken from
my book, Advancements of Ancient India’s Vedic Culture (pp. 143-45). As we look
at other cultures, what is often left out is the advanced nature of the ancient
Indian civilization. As we look over this information, it becomes clear that
ancient India had the means for sailing over great expanses of water, and also
had a thriving trade industry based on shipping.
The fact is that the ancient
Vedic texts, such as the Rig Veda, Shatapatha Brahmana, and others refer to the
undertaking of naval expeditions and travel to distant places by sea-routes
that were well-known at the time. For example, the Rig Veda (1.25.7) talks of
how Varuna has full knowledge of all the sea routes that were followed by
ships. Then (2.48.3) we find wherein merchants would also send out ships for
foreign trade.
Another verse
(1.56.2) speaks of merchants going everywhere and frequently to every part of
the sea. Another verse (7.88.3-4) relates that there was a voyage by Vasistha
and Varuna in a ship skillfully fitted for the trip. Then there is a verse
(1.116.3) that tells of an expedition on which Tugra, the Rishi king, sent his
son Bhujya against some of his enemies in the distant islands. However, Bhujya
becomes ship wrecked by a storm, with all of his followers on the ocean, “Where
there is no support, or rest for the foot or hand.” From this he is rescued by
the twin Ashvins in their hundred oared galley. Similarly, the Atharva Veda
mentions boats which are spacious, well constructed and comfortable.
We should keep in
mind that the Rig Veda is said to go back to around 3000 BCE, which means the
sailing capacity for the Vedic civilization of ancient India was well under way
by that time.
An assortment of
other books also referred to sea voyages of the ancient mariners. Of course, we
know that the epics, such as the Ramayana and Mahabharata referred to ships and
sea travel, but the Puranas also had stories of sea voyages, such as in the
Matsya,Varaha, and Markandeya Puranas. Other works of Classical Sanskrit
included them as well, such as Raghuvamsha, Ratnavali, Dashakumaracharita,
Kathasaritsagara, Panchatantra, Rajatarangini, etc.
Actually, ships
have been mentioned in numerous verses through the Vedic literature, such as in
the Vedas, Brahmanas, Ramayana, Mahabharata, Puranas, and so on. For example,
in the Ayodhya Kand of Valmiki’s Ramayana, you can find the description of such
big ships that could hold hundreds of warriors: “Hundreds of oarsmen inspire
five hundred ships carrying hundreds of ready warriors.” The conclusion is that
ships have been in use since the Vedic age.
In the Ramayana, in
the Kishkindha Kand, Sugriva gives directions to the Vanar leaders for going to
the cities and mountains in the islands of the sea, mainly Yavadvipa (Java) and
Suvarna Dvipa (Sumatra) in the quest to find Sita. The Ramayana also talks of
how merchants traveled beyond the sea and would bring presents to the kings.
In the Mahabharata
(Sabha Parva), Sahadeva is mentioned as going to several islands in the sea to
defeat the kings. In the Karna Parva, the soldiers of the Kauravas are
described as merchants, “whose ships have come to grief in the midst of the
unfathomable deep.” And in the same Parva, a verse describes how the sons of
Draupadi rescued their maternal uncles by supplying them with chariots, “As
ship wrecked merchants are rescued by means of boats.” However, another verse
therein relates how the Pandavas escaped from the destruction planned for them
with the help of a ship that was secretly and especially constructed for the
purpose under the orders of the kind hearted Vidura. The ship was large, and
provided machinery and all kinds of weapons of war, and able to defy storms and
waves.
Also, in Kautilya’s
Arthashastra we find information of the complete arrangements of boats
maintained by the navy and the state. It also contains information on the
duties of the various personnel on a ship. For example, the Navadhyaksha is the
superintendent of the ship, Niyamaka is the steerman, and Datragrahaka is the
holder of the needle, or the compass. Differences in ships are also described
regarding the location of the cabins and the purpose of the ship itself.
In the Brihat
Samhita by Varahamihir of the 5th century, and in the Sanskrit text Yukti
Kalpataru by Narapati Raja Bhoj of the 11th century, you can find information
about an assortment of ships, sizes, and materials with which they were built,
and the process of manufacturing them. For example, one quote explains, “Ships
made of timbers of different classes possess different properties. Ships built
of inferior wood do not last long and rot quickly. Such ships are liable to
split with a slight shock.” It also gives further details on how to furnish
a ship for accommodating the comfort of passengers, or for transporting goods,
animals, or royal artifacts. The ships of three different sizes were the
Sarvamandira, Madhyamarmandira, and the Agramandira.
The Shangam works
of the South Indian Tamils have numerous references to the shipping activities
that went on in that region, along with the ports, articles of trade, etc. Such
texts included Shilappadikaram Manimekalai, Pattinappalai, Maduraikhanji,
Ahananuru,Purananuru, etc.
Ancient Indians
traveled to various parts of the world not only for purposes of trade, but to
also propagate their culture. This is how the Vedic influence spread around the
world. For example, Kaundinya crossed the ocean and reached south-east Asia.
From there, evidence shows that rock inscriptions in the Sun Temple at Jawayuko
in the Yukatan province of Mexico mentions the arrival of the great sailor
Vusulin in Shaka Samvat 854, or the year 932. In the excavations in Lothal in
Gujarat, it seems that trade with countries like Egypt was carried out from
that port around 2540 BCE. Then from 2350 BCE, small boats docked here, which
necessitated the construction of the harbor for big ships, which was followed
by the city that was built around it.
In the period of
984-1042 CE, the Chola kings dispatched great naval expeditions which occupied
parts of Burma, Malaya and Sumatra, while suppressing the piratical activities
of the Sumatra warlords.
In 1292 CE, when
Marco Polo came to India, he described Indian ships as “built of fir timber, having
a sheath of boards laid over the planking in every part, caulked with iron
nails. The bottoms were smeared with a preparation of quicklime and hemp,
pounded together and mixed with oil from a certain tree which is a better
material than pitch.” He further writes: “Ships had double boards which were
joined together. They were made strong with iron nails and the crevices were
filled with a special kind of gum. These ships were so huge that about 300
boatmen were needed to row them. About 3000-4000 gunny bags could be loaded in
each ship. They had many small rooms for people to live in. These rooms had
arrangements for all kinds of comfort. Then when the bottom or the base started
to get spoiled, a new layer would be added on. Sometimes, a boat would have even
six layers, one on top of another.”
A fourteenth
century description of an Indian ship credits it with a carrying capacity of
over 700 people giving a fair idea of both ship building skills and maritime
ability of seamen who could successfully man such large vessels.
Another account of
the early fifteenth century describes Indian ships as being built in
compartments so that even if one part was shattered, the next remained intact,
thus enabling the ship to complete her voyage. This was perhaps a forerunner of
the modern day subdivision of ships into watertight compartments, a concept
then totally alien to the Europeans.
Another traveler
named Nicolo Conti came to India in the 15th century. He wrote: “The Indian
ships are much bigger than our ships. Their bases are made of three boards in
such a way that they can face formidable storms. Some ships are made in such a
way that if one part becomes useless, the rest of the parts can do the work.”
Another visitor to
India named Bertham writes: “The wooden boards are joined in such a way that
not even a drop of water can go through it. Sometimes, the masts of cotton are
placed in such a way that a lot of air can be filled in. The anchors were
sometimes made of heavy stones. It would take a ship eight days to come from
Iran to Cape Comorin (Kanyakumari).”
The famous
archeologist Padmashri Dr. Vishnu Shridhar Wakankar says, “I had gone to
England for studies, I was told about Vasco da Gama’s diary available in a
museum in which he has described how he came to India.” He writes that when his
ship came near Zanzibar in Africa, he saw a ship three times bigger than the
size of his ship. He took an African interpreter to meet the owner of that ship
who was a Gujarati trader named Chandan who used to bring pine wood and teak
from India along with spices and take back diamonds to the port of Cochin. When
Vasco da Gama went to meet him, Chandan was sitting in ordinary attire, on a
cot. When the trader asked Vasco where he was going, the latter said that he
was going to visit India. At this, the trader said that he was going back to
India the very next day and if he wanted, he could follow him. So, Vasco da
Gama came to India following him.
Sir William Jones,
in The Journal of the Royal Asiatic Society–1901, relates how the Hindus, “must
have been navigators in the age of Manu, because bottomry is mentioned in it.
In the Ramayana, practice of bottomry is distinctly noticed.” Bottomry is the
lending of insurance money for marine activities.
In this way,
Indians excelled in the art of ship-building, and even the English found Indian
models of ships far superior of their own and worth copying. The Indian vessels
united elegance and utility and fine workmanship. Sir John Malcom observed:
“Indian vessels are so admirably adapted to the purpose for which they are
required that, notwithstanding their superior stance, Europeans were unable
during an intercourse with India for two centuries, to suggest or to bring into
successful practice one improvement.”
Mexican
archeologist Rama Mena points out in his book, Mexican Archeology, that Mayan
physical features are like those of India. He also mentions how Nahuatl,
Zapotecan, and Mayan languages had Hindu-European affinities.
In this line of
thinking, some American tribes have traditions of having ancestral homelands
across the Pacific. A legend of Guatemala speaks of an ancient migration from
across the Pacific to the city of Tulan. A tribe from Peru and Tucano of
Columbia also relate in their traditions how ancestors sailed across the
Pacific to South America. Tales of trade over the Pacific were also related to
the earliest of Spanish explorers in Central America.
Georgia
anthropologist Joseph Mahan, author of The Secret (1983), has identified intriguing
similarities between the Yueh-chic tribes of India-Pakistan and the Yuchi tribe
of North America’s Eastern Woodlands. The Yuchi tradition also tells of a
foreign homeland from across the sea–presumably in India.
This information
makes it clear that ancient India had the means to reach and in fact did sail
to many parts of the world, including the ancient Americas, long before most
countries. This is further corroborated by information in the chapter of Vedic
culture in America in Proof of Vedic Culture’s Global Existence, for those of
you who would like more information on this.
Ancient India’s
Maritime Trade
Further evidence
shows that shipping from Bharatvarsha was a national enterprise and the country
was a leader in world trade relations amongst such people as the Phoenicians,
Jews, Assyrians, Greeks, and Romans in ancient times, and more recently with
Egyptians, Romans, Turks, Portuguese, Dutch, and English.
The simple fact is
that India’s maritime history predates the birth of Western civilization. The
world’s first tidal dock is believed to have been built at Lothal around 2300
BCE during the Harappan civilization, near the present day Mangrol harbor on
the Gujarat coast.
The earliest
portrayal of an Indian ship is found on an Indus Valley seal from about 3000
BCE. The ship is shown being elevated at both bow and stern, with a cabin in
the center. It is likely to have been a simple river boat since it is lacking a
mast. Another drawing found at Mohendjodaro on a potsherd shows a boat with a
single mast and two men sitting at the far end away from the mast. Another
painting of the landing of Vijaya Simha in Ceylon (543 BCE) with many ships is
found amongst the Ajanta caves.
That India had a
vast maritime trade, even with Greece, is shown by the coins of the Trojans
(98-117 CE) and Hadrians (117-138 CE) found on the eastern coast of India, near
Pondicherry. This is evidence that Greek traders had to have visited and traded
in the port cities of that area.
Kamlesh Kapur explains more
about this in Portraits of a Nation: History of India: “Recent archaeological
excavations at Pattanam in Ernakulum district of Kerala by the Kerala council
for Historical Research (KCHR) indicate that there was thriving naval trade
around 500 B.C. According to the Director of KCHR, ‘The artifacts recovered
from the excavation site suggest that Pattanam, with a hinterland port and a
multicultural settlement, may have had links with the Mediterranean, the Red
Sea, the Arabian Sea, and the South China Sea rims since the Early Historic
Period of South India.’ KCHR has been getting charcoal samples examined through
C-14 and other modern methods to determine the age of these relics. These
artifacts were from the Iron Age layer. The archaeologists also recovered some
parts of a wooden canoe and bollards (stakes used to secure canoes and boats)
from a waterlogged area at the site.
“The radiocarbon
dating from Pattanam will aid in understanding the Iron Age chronology of
Kerala. So far, testing done by C-14 method to determine the ages of the
charcoal samples from the lowermost sand deposits in the trenches at Pattanam
suggests that their calibrated dates range from 1300 B.C. to 200 B.C. and 2500
B.C. to 100 A.D. Thus there is strong evidence that Kerala had sea trade with
several countries in Western Asia and Eastern Europe from the second millennia
B.C. on wards.”
The influence of
the sea on Indian Kingdoms continued to grow with the passage of time.
North-west India came under the influence of Alexander the great, who built a
harbor at Patala where the Indus branches into two, just before entering the
Arabian sea. His army returned to Mesopotamia in ships built in Sindh. Records
show that in the period after his conquest, Chandragupta Maurya established an
admiralty division under a Superintendent of ships as part of his war office,
with a charter including responsibility for navigation on the seas, oceans,
lakes and rivers. History records that Indian ships traded with countries as
far as Java and Sumatra, and available evidence indicates that they were also
trading with other countries in the Pacific, and Indian Ocean. Even before
Alexander, there were references to India in Greek works and India had a
flourishing trade with Rome. Roman writer Pliny speaks of Indian traders carrying
away large quantity of gold from Rome, in payment for much sought exports such
as precious stones, skins, clothes, spices, sandalwood, perfumes, herbs, and
indigo.
The port cities
included such places as Nagapattinam, Arikamedu (near Pondicherry), Udipi,
Kollam, Tuticorin, Mamallapuram, Mangalore, Kannur, Thane, and others, which
facilitated trade with many foreign areas, such as Indonesia, China, Arabia,
Rome, and countries in Africa. Many other inland towns and cities contributed
to this trade, such as Madurai, Thanjavur, Tiruchirapalli, Ellora, Melkote,
Nasik, and so on, which became large centers of trade. Silk, cotton,
sandalwood, woodwork, and various types of produce were the main items of
trade.
Trades of this
volume could not have been conducted over the countries without appropriate
navigational skills. Two Indian astronomers of repute, Aryabhatta and
Varahamihira, having accurately mapped the positions of celestial bodies,
developed a method of computing a ship’s position from the stars. A crude
forerunner of the modern magnetic compass called Matsyayantra was being used
around the fourth or fifth century CE. Between the fifth and tenth centuries
CE, the Vijayanagara and Kalinga kingdoms of southern and eastern India had
established their rules over Malaya, Sumatra and Western Java. The Andaman and
Nicobar Islands then served as an important midway for trade between the Indian
peninsula and these kingdoms, as also with China. The daily revenue from the
western regions in the period 844-848 CE was estimated to be 200 maunds (eight
tons) of gold.
Not only was there
trade from ancient times, going to many areas of the globe, but other countries
may have also been going to India. It is reported that marine archaeologists
have found a stone anchor in the Gulf of Khambhat with a design similar to the
ones used by Chinese and Japanese ships in the 12th-14th century CE, giving the
first offshore evidence indicating India’s trade relations with the two Asian
countries. The stone anchor was found during an exploration headed by two
marine archaeologists, A. S. Gaur and B. K. Bhatt, from the National Institute
of Oceanography (NIO). “Though there are a lot of references and Chinese
pottery (found from coastal sites) indicating trade relations between the two
Asian nations (China and Japan) in the past, but this anchor from the offshore
region is the first evidence from Indian waters. Similar type of anchors have
been found from Chinese and Japanese waters,” stated Mr. Gaur.
Furthermore,
another recent finding that shows the ancient advancement of Indian maritime
capabilities is the evidence that Indian traders may have gone to South America
long before Columbus discovered America. Investigation of botanical remains
from an ancient site, Tokwa at the confluence of Belan and Adwa rivers,
Mirzapur District, Uttar Pradesh (UP), has brought to light the
agriculture-based subsistence economy during the Neolithic culture (3rd-2nd
millennium BCE). They subsisted on various cereals, supplemented by leguminous
seeds. Evidence of oil-yielding crops has been documented by recovery of seeds
of Linum usitatissimum and Brassica juncea. Fortuitously, an important find
among the botanical remains is the seeds of South American custard apple,
regarded to have been introduced by the Portuguese in the 16th century. The
remains of custard apple as fruit coat and seeds have also been recorded from
other sites in the Indian archaeological context, during the Kushana Period (CE
100-300) in Punjab and Early Iron Age (1300-700 BCE) in UP. The factual remains
of custard apple, along with other stray finds, favor a group of specialists to
support with diverse arguments the reasoning of Asian-American contacts way
before the discovery of America by Columbus in 1498.
The Indian Navy and
Sea Power
In the south
especially there was an established navy in many coastal areas. The long
coastline with many ports for trade for sending out ships and receiving traders
from foreign countries necessitated a navy to protect the ships and ports from
enemies. According to records, the Pallavas, Cholas, Pandyas, and the Cheras
had large naval fleets of ocean bound ships because these rulers also led
expeditions against other places, such as Malayasia, Bali, and Ceylon.
The decline of
Indian maritime power commenced in the thirteenth century, and Indian sea power
had almost disappeared when the Portuguese arrived in India. They later imposed
a system of license for trade, and set upon all Asian vessels not holding
permits from them.
The piratical activities of the
Portuguese were challenged by the Zamorins of Calicut when Vasco da Gama, after
obtaining permission to trade, refused to pay the customs levy. Two major
engagements were fought during this period. First, the battle of Cochin in
1503, clearly revealed the weakness of Indian navies and indicated to the
Europeans an opportunity for building a naval empire. The second engagement off
Diu in 1509 gave the Portuguese mastery over Indian seas and laid the
foundation of European control over Indian waters for the next 400 years.
Indian maritime
interests witnessed a remarkable resurgence in the late seventeenth century,
when the Siddhis of Janjira allied with the Moghuls to become a major power on
the West Coast. This led the Maratha King Shivaji to create his own fleet,
which was commanded by able admirals like Sidhoji Gujar and Kanhoji Angre. The
Maratha Fleet along with the legendary Kanhoji Angre held sway over the entire
Konkan Coast keeping the English, Dutch and Portuguese at bay. The death of Angre
in 1729 left a vacuum and resulted in the decline of Maratha sea power. Despite
the eclipse of Indian kingdoms with the advent of western domination, Indian
shipbuilders continued to hold their own well into the nineteenth century. The
Bombay Dock completed in July 1735 is in use even today. Ships displacing 800
to 1000 tons were built of teak at Daman and were superior to their British
counterparts both in design and durability. This so agitated British
shipbuilders on the River Thames that they protested against the use of Indian
built ships to carry trade from England. Consequently, active measures were
adopted to cripple the Indian shipbuilding industries. Nevertheless, many
Indian ships were inducted into the Royal Navy, such as HMS Hindostan in 1795,
the frigate Cornwallis in 1800, HMS Camel in 1801, and HMS Ceylon in 1808. HMS
Asia carried the flag of Admiral Codrington at the battle of Navarino in 1827,
the last major sea battle to be fought entirely under sail.
Two Indian built
ships witnessed history in the making. The Treaty of Nanking, ceding Hong Kong
to the British, was signed onboard HMS Cornwallis in 1842. The “Star Spangled
Banner” national anthem of the USA was composed by Francis Scott Key onboard
HMS Minden when the ship was on a visit to Baltimore. Numerous other ships were
also constructed, the most famous being HMS Trincomalee, which was launched on
19 October, 1817, carrying 86 guns and displacing 1065 tons. This ship was later
renamed Foudroyant.
The period of 4000
years between Lothal and Bombay Dock, therefore, offers tangible evidence of
seafaring skills the nation possessed in the days of sail. In the early
seventeenth century, when British naval ships came to India, they discovered
the existence of considerable shipbuilding and repair skills, as well as
seafaring people. An ideal combination was thus available for supporting a
fighting force in India.
How the British Killed the
Marine Industry of India
When the westerners
made contact with India, they were amazed to see their ships. Until the 17th
century, European ships were a maximum of 600 tonnes. But in India, they saw
such big ships as the Gogha, which was more than 1500 tonnes. The European
companies started using these ships and opened many new factories to make Indian
artisans manufacture ships. In 1811, Lt. Walker writes, “The ships in the
British fleet had to be repaired every 12th year. But the Indian ships made of
teak would function for more than 50 years without any repair.” The East India
Company had a ship called Dariya Daulat which worked for 87 years without any
repairs. Durable woods like rosewood, sal and teak were used for this purpose.
The French traveler
Waltzer Salvins writes in his book Le Hindu, in 1811, “Hindus were in the
forefront of ship-building and even today they can teach a lesson or two to the
Europeans. The British, who were very apt at learning the arts, learnt a lot of
things about ship building from the Hindus. There is a very good blend of
beauty and utility in Indian ships and they are examples of Indian handicrafts
and their patience.” Between 1736 and 1863, 300 ships were built at factories
in Mumbai. Many of them were included in the Royal Fleet. Of these, the ship
called Asia was 2289 tonnes and had 84 cannons. Ship building factories were
set up in Hoogly, Sihat, Chittagong, Dacca, etc. In the period between 1781 to
1821, in Hoogly alone 272 ships were manufactured which together weighed
122,693 tonnes.
In this connection,
Suresh Soni, in his book India’s Glorious Scientific Tradition, explains how
India was deprived of its marine industry, but also from any notation in its
ancient history of its ship-building ability. He writes:
“The shipping
magnates of Britain could not tolerate the Indian art of ship manufacturing and
they started compelling the East India Company not to use Indian ships.
Investigations were frequently carried out in this regard. In 1811, Col. Walker
gave statistics to prove that it was much cheaper to make Indian ships and that
they were very sturdy. If only Indian ships were included in the British fleet,
it would lead to great savings. This pinched the British shipbuilders and the
traders. Dr. Taylor writes, ‘When the Indian ships laden with Indian goods
reached the port of London, it created such a panic amongst the British traders
as would not have been created, had they seen the enemy fleet of ships on the
River Thames, ready for attack.’
“The workers at the
London Port were among the first to make hue and cry and said that ‘all our
work will be ruined and families will starve to death.’ The Board of Directors
of East India Company wrote that ‘all the fear and respect that the Indian
seamen had towards European behavior was lost when they saw our social life
once they came here. When they return to their country, they will propagate bad
things about us amongst the Asians and we will lose our superiority and the
effect will be harmful.’ At this, the British Parliament set up a committee
under the chairmanship of Sir Robert Peel.
“Despite
disagreement amongst the members of the committee on the basis of this report,
a law was passed in 1814 according to which the Indians lost the right to
become British sailors and it became compulsory to employ at least three-fourth
British sailors on British ships. No ship which did not have a British master
was allowed to enter London Port and a rule was made that only ships made by
the British in England could bring goods to England. For many reasons, there
was laxity in enforcing these rules, but from 1863 they were observed strictly.
Such rules which would end the ancient art of ship-building, were formulated in
India also. Tax on goods brought in Indian ships was raised and efforts were
made to isolate them from trade. Sir William Digby has rightly written, ‘This
way, the Queen of the western world killed the Queen of the eastern oceans.’ In
short, this is the story about the destruction of the Indian art of
ship-building.”
Of course, let us
not forget that not only was commerce between ancient India and other countries
made through maritime capabilities, but also through land routes that extended
to China, Turkistan, Persia, Babylon, and also to Egypt, Greece, and Rome,
which continued to prosper.
These days, India
is still very much in the ship building business, mostly in small and medium
size ships. As of 2009 there were 27 major shipyards, primarily in Mumbai, Goa,
Vishakhapatnam, and Cochin.
Conclusion
In conclusion, the
fact is that the ancient Vedic civilization had a strong connection with the
sea, and maritime abilities. Even in their language of Vedic Sanskrit, words
such as samudra, salil, sagar, and sindhu indicated the sea or large rivers.
The word sindhuka also meant sailor, which became the name Sindbad for the
sailor in Arabian Nights. Also, the English word navigation actually originates
from the Sanskrit word Navagati.
Further evidence
has been shown, such as that presented at a 1994 conference on seafaring in
Delhi where papers had been presented that shows how Indian cotton was exported
to South and Central America back in 2500 BCE. Another report suggested Indian
cotton reached Mexico as far back as 4000 BCE, back to the Rig Vedic period.
According to Sean McGrail, a marine archaeologist at Oxford University,
seagoing ships called ‘clinkers’ that were thought to be of Viking origin, were
known in India a good deal earlier. Thus, India’s maritime trade actually
flourished many years ago, along with many other of its advancements that are
hardly recognized or accounted for today.
This helps reveal
that India’s maritime trade actually flourished more and far earlier than most
people realize. This was one of the ways Vedic culture had spread to so many
areas around the world. Though the talents and capabilities that came out of
ancient India’s Vedic civilization have often remained unrecognized or even
demeaned when discussed, nonetheless, the Vedic people were far more advanced
in culture and developments then many people seem to care to admit, and it is
time to recognize it for what it was.
Source: Stephen-knapp.com
