International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 07, July- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
70
BENGAL ORISSA FAMINE OF 1866 AND DEVELOPMENT OF PORTS IN
COLONIAL ORISSA. (1866-1900): IN A COMPREHENSIVE PERSPECTIVE
Dr. Ganeswar Nayak.
Asst .Prof of History,
F.M . Autonomous College,
Balasore, Orissa.
Abstract-
After the conquest of Orissa in 1803, East India Company did not take any steps to
development of ports. Orissa had long coast line and dotted with several ports. In
nineteenth century, road were not developed. Railway was not extended to Orissa. Canals
for communication purposes were developed after 1866. When famine came in 1866, relief
materials were not transported to the interior of the country. In this famine one third of her
population were killed because of food. So the Famine Commission of 1866, recommended
for development of ports. These ports were worked as the channel of communication without
side world. The isolation of Orissa came to end. Gradually maritime transaction increased
and economy of Orissa was integrated with the world economy.
Key words-
Bengal Orissa Famine Commission Report, Balasore Port, Subarnarekha Port, Dhamra
Port., Bengal Nagpur Railway.
Introduction-
In 1803 East India Company conquered Orissa.1
In 1866, Orissa was visited by a famine
which was most extreme and desolating in character. 2 It was called Na Anka Famine in
Orissa, since it came in the Ninth year of the King Dibya Singa Divya of Orissa. In this
famine one third of its population were perished. 3
A Famine Commission was constituted
under the Chairmanship of George Campbell to look into the causes, circumstances and
extent of the famine and suggest remedial measures to guard as far as possible against the
recurrence of a similar disaster in future. The famine commission prioritized on the
development of roads, ports and making the canals navigable for the people of Orissa. 4
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
71
The main argument of the paper is that in the first quarter of nineteenth century with the
coming of British to Orissa, roads and navigable canals were not developed. Among the
waterways only ports were main sources by the people of Orissa. The central argument of
this paper is that the ports were developed for commercial and colonial purposes. From 1803
to 1866, no vigorous step was taken to explore the coast and develop the ports for the
economic development of the province. Due to this reason , the famine was aggravated i and
one third of its population were killed. So, the Bengal Orissa Famine of 1866 strongly
recommended for development of Ports. It considered False Point Port as the best harbor all
along the coast of India. 5
Review of Literature.
The Bengal Orissa Famine Commission Report was main source of information for
reconstructing the port development of Orissa in the nineteenth century. Development of
Transport and communication - A case study written by Ganeswar Nayak. It garishly
describes the ports development and maritime transaction after the Famine of 1866 in Orissa.
Pathways of Empire, Circulation, Public Works, and Social space in Colonial Prissa,1780-
1914, written by Ravi Ahuja, provides substantial information on the existence of ports in
Orissa in the 19th
century .G C Pattnaik’s work on Famine and Some aspect of British
Economic Policy also provide important information on maritime history of Orissa in the
19th
century.
Condition of Ports after the British Conquest of Orissa-
When the East India Company occupied Orissa in 1803, Balasore, Churamoan, Dhamra, in
Balasore District, Manikpatna in Puri District were prosperous ports. These ports have
maritime link with Maldives, Sri Lank, Mauritius, and Laccadives. 6 In 1817, the Board of
trade suggested for founding of port in the southern coast of Calcutta to afford assistance to
vessels in distress and for the purpose of public utility. In 1819, the Governor General in
Council selected a maritime Committee at Cuttack. It consisted of the Collector of Cuttack
and salt agent for the control and superintendence of the maritime affairs in the province of
Cuttack. 7
In 1820, George Minchin, the Master attendant explored the coast of Orissa and reported that
ports were considered incongruous for the purpose of receiving vessels. As a result of
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
72
his unfavorable reports, the Government decided for development of coastal trade in
Orissa by developing ports. 8
In 1828 Maritime Committee was abolished and
Collector of Cuttack was put in charge of the maritime establishment. In 1830, the
Balasore Custom house reports informs that vessels were coming from Laccadives,
Maldives Iceland, which brought back coir, Coconuts and Cowries and took back rice
and earthen pots. 9
The sultan of Maldives Island had written to Pakenham, the
Commissioner, pointing out the difficulties experienced by the merchants of these
island resorting Balasore Port for the purpose of trade. Balasore district had a coast
line of 85 miles. It had seven ports originally constituted by a special Acts of 1858.
The names of the ports were Subarnarekha, Sartha, Chhaonoa, Balasore, Laichhanpur,
Churamoan and Dhamra. The most important of them were Subarnarekha and
Churamoan. 10
The port of Chandballi was opened in 1872. 11
Condition of Ports before the outbreak of the Famine-
From the above analyses, it is clear that, the port of Orissa, did not receives the attention of
the colonial government. In 1866, Orissa was affected by a famine which was most intense
and desolating in character. Its severity was so terrible that one third of its population were
perished. The Famine Commission of 1866 remarked that famine in Orissa stands almost
alone in this, that there was almost no importation, and the people, shut up in a narrow
province between pathless jungles and impracticable seas were in the condition of passenger
of a ship without any provision. 12
The ghastly nature of the famine displayed the serious
defects of the Bengal administration and lamentable negligence of the vital problems with
regard to the developments of Orissa. The absence of good port was on the Orissa coast was
one of the causes of famine of 1866. 13
The existing ports were not fit for use. In rainy
season steamer could not end cargo on the surf beaten shore. 14
So rice could not be
imported in large scale .through the ports of Orissa in the time of necessity in order to provide
relief to the famine stricken people.. All the ports were of little use when exposed to ordeal of
bad weather or any emergency. They were inaccessible to the ordinary type of European
vessels. For such vessels there was no protected anchorage of any kind. Moreover, it did not
afford any inlet to the interior for the Indian sea going vessels. while anchorage was so many
miles from the landing place and so far from any populated port of the country that without
very special appliances prepared beforehand was of little use. At any other part of the coast,
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
73
cargo vessels were laying in open roads. One of the ports, Dhamra, however was capable of
receiving 12 to 14ft of water even in the worst season of the year, provided they entered
with the aid of the stream. 15
But the old river harbor could similarly receive vessels
drawing 8 to 9 ft stream, however, not available and practically these harbors were only used
by the native crafts in fine weather.
Even each district had had its own ports, until the outbreak of the famine, they never
attracted the attention of the Government. After the outbreak of the famine in 1866, these
new ports were improved and opened. These were also an attempt to improve the inland
communication.
Colonial Apathy to the development of Port s-
Even after the famine of 1866, the government did not development the ports of Orissa. The
False Point port which received the attention of the Famine Commission of 1866, did not
receive the attention of the government. The blueprint for the establishment of the port town
and location was much talked about, planned and estimated. But no definite action was taken.
The Maharaja of Burdwan had granted some lands for the development of False Point port
ports. But financial constraints did not allow government to development of this port. 16
The
port of Balasore was not developed. In fact, the government did not contemplate any plan for
the development of Balasore Port .the Port of Subarnarekha also did not receive the
attention of the government, because of great engineering difficulty in the coast. The
tendency of Balasore River to silt at the mouth had been fatal to the stability of the port in the
district. This was the important reason for underdevelopment of Balasore port., The
government wanted the people to get engaged in trade and commerce, yet it could not afford
to spending the required amount for the development of port. Commenting on the state of
Balasore Port, collector observed,” 17
A stranger coming by sea to Balasore on seeing our
harbors would think he had arrived at the dominions of some in dependent native chief who
did not know what were the requirements of the civilized countries in respect of portal
accommodation. He would be extremely surprised to find himself in the territories subject to
the greatest maritime power, he would have ever seen.” In Balasore some merchants tried
to i9mprove the Port of Churamoan by removing silt which had deposited. But the port again
fell into disuse by the of mud and silt. In 1874 Lt Governor visited Orissa and sanctioned
following sum of money for development of following ports. 18
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
74
Table-1
Sum, Granted in November 1874 for the Improvement of Orissan Ports
Name of the Port Sum granted for the development of Port(Rs)
False Point Port 289,000
Balasore Port 30,000
Dhamra and Chandballi Port 10,0000
Puri Port 20,000
Total 1,33,000
In 1878, the Government further sanctioned money for a tidal gauge and for the construction
of a lighthouse. 19
The Light house was completed in 1880 and was able to cover a
distance of twenty miles in the sea ensuring safety to the ships. 20
The British Government
gave much importance to their False Point port for its advantageous like location and
constructed building for office and godown to make it a modern port where goods got easy
carriage to Cuttack through Kendrapara Canal. 21
Some other factors also contributed to the portal communication successful. The Pattamundai
canal connected Puri and Cuttack. It was made navigable. The canal connected Goenkhali
River with Matai at Charbatia and ran along the sea coast. It was connected with Calcutta by
another canal with connected the port of Chandballi. 22
Further , the Palur canal was
connected with Ganjam was constructed and opened for traffic. 23
The Kendarapa Canal
connected between the Cuttack city and False Point Port. It was main hinterland of False
Point Port.
Geographical Location of Ports-
SUBARNAREKHA PORT –
The Subarnarekha Port was located by the Subarnarekha River. It was declared as a port of
Orissa in the year 1858 in accordance with the Act 11 of 1858. 24
During the time of famine
the Subarnarekha could not afford facility for food supply to the Orissa people. In 1882-83 a
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
75
gross amount of Rs.20.00 was spent towards repairing of this port. It is clearly known from
this statement that Subarnarekha existed as a port of Orissa till 1882-83. The sitting-up of the
mouth of the Subarnarekha, the construction of coast canal and abandonment of salt
manufacture in Orissa led to the decline of this port. 25
SARTHA
Sartha was situated at the junction of two rivers, Pan-chapara and Sartha. This
port became unsuitable due to the silting of rivers. But unfortunately the British Government
paid no attention to improve this port. 26
CHHANOA
Chhanoa was situated on the mouth of the Chhanoa River. 27
It occupied an
important place among the ports of Orissa before the British conquest. This port was already
abandoned by the time of the port Act II of 1858 which was introduced in Orissa
LYCHANPORE
Lychanpore was situated on a small creek of the river Lychanpore. 28
This port
included in the Act II of 1858. Lychanpore was closed in 1888. It declined due to the non-
availability of government aid.
BALASORE-
Balasore Port was situated on the river Burabalang. 29
It consisted of the portion
of the Burabalang river fronting the town of Balasore. The Port was about three quarter a
of a mile in length. It was situated seven miles from the coast in a direct line. Balasore port
had rich hinterland. Sloops from Madras coast, Ceylone, Laccadive and Maldive Island
annually visit the port for cargo of rice. 30
The Maldive and Laccadive islanders depend on
Balasore Port for annual supply of grain. Captain Hoursburg gives detailed sailing directions
for using the Balasore Port.
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
76
CHURAMANI-
Churamani or Churaman was on open road stead in the mouth of river Gummere,
a branch of Kansbans. The port was not developed due to government negligence. 31
DHAMARA PORT
Dhamara, which forms a part of the boundary line between Balasore and Cuttack,
is a fine estuary formed by the junction of the rivers, Brahmani and Baitarani. 32
The English
settlers were attracted to this place to use it as a port of greater facilities. During the British
conquest of Orissa in 1803, Dhamara was a useful port from which rice and salt were
exported Bengal. 33
The Dhamara port was declared to be an important port of Orissa by
Government notification No. 877, dated the 8th
May 1858. It is the oldest of all the ports in
Orissa which are fit to be worked out. W. W. Hunter also describes Dhamara thus “as a port
for native shippers it ranks next to Balasore in importance.”
CHANDBALI PORT
Chandbali, 20 miles from the mouth was declared as a port on 28th
March 1881,
and soon became one of the major ports of Orissa. 34
It was connected with the interior by the
Matai, the Bhadrak road and various tidal creeks and with the sea by the Dhamara and
Baitarani, the channel of which was marked out with buoys and beacons. The station was
situated on a high but narrow sand ridge stretching from east to west for about a mile and a
half. 35
It contained a customs house, telegraph and post office, police station, staging
bungalow and dispensary.
Chandbali also become a trading centre of coastal Orissa. 36
Not only paddy was
being imported to Chandbali from this area but also clothes, salt, Kerosene, spices and cotton
goods were exported to these areas from Chandbali. Paddy was the main agricultural product
of this area. 37
So rice, paddy, and Chura (flattened rice) were exported from Chandbali port
to Bombay, cutch and calicut in India, Galle and Colombo in Ceylon and distant islands such
as Mauritius and Zanjibar on the eastern coast of Africa in the Indian ocean. 38
The sea-borne trade was in a dilapidated condition before the opening of the port
Chandbali. John Beams, the then collector of Balasore observed thus, “A stranger coming by
sea to Balasore on seeing our harbors would think he had arrived at the dominions of some
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
77
independent native chiefs who did not know what were the requirements of the civilized
countries in respect of portal accommodation. He would be extremely surprised to find
himself in the territories subject to the greatest maritime power, the world has ever seen. 39
One merchant of that time has also depicted Chandbali as a natural port of Cuttack and
Balasore of northern Orissa. 40
Light steamers ran through Chandbali port almost daily to and
from Calcutta. And the then commissioner of Orissa Division has observed thus, “the place
was likely to become of vital importance to the province as a centre of coasting trade and
activity.” It was continued to be the chief port of call for larger steamers and sea-going
vessels. Chandbali port gradually declined with the emergence of railways in Orissa.
However, it served as a port upto the early part of the 20th
century. 41
FALSE POINT
False point, another important port of Cuttack district, was situated at the mouth
of river Mahanadi, nearly 70 miles from the town of Cuttack. 42
The important port of
Orissa declined in course of time. It was declared to be a port under the Act XXII of 1855 in
the Calcutta Gazette of 23rd
May 1860 for open sea-borne trade not only with Orissa proper
but also with the outside. According to the Famine Commission Report, it was by far the best
harbor on the India coast between Hooghly and Bombay. 43
During the time of the horrible
famine of 1866, it was not working properly and the Government did not pay attention to
improve this port. There were no means of communication except in the rainy season. The
horrors of famine forced the Government to improve the port which was in a ruined
condition. 44
PURI PORTS
The ports of Puri district, opened in 1850, drew the attention of the Government
after the Famine of 1866. 45
The ports of Puri were Puri, Devee, Sahandu, Metta Cooah,
Futtypore and Nundla. Puri district remained underdeveloped regarding ports in relation to
Balasore and Cuttack districts. Puri port the only port of Puri was an open road stead and
owing to the shortage of laborers loading and unloading difficulties and lack of storage
facilities it could not compete with other ports of Orissa. 46
It was also not safe for vessels
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
78
during the time of South-West monsoon. However, it functioned as a port till the end of 19th
century. Ports of Puri were exporting rice to Mauritius, Sri Lanka and Maldives.
Ports ant it s connection with Navigable canals-
With development of ports, maritime trade developed in Orissa. Another reason
for the development of maritime commercial transaction was development of inland
navigation. The Kendrapara Cana was connected to False Point Port. 47
The Gobri Canal
was connected between Cuttack and Chandballi on the Vaitarani River. The Taldanda Canal
connected between the Mahanadi River and Kathjury River and False Point Port. 48
The High
Level Canal connected between Cuttack and Bhadrak. All these canals helped to develop
maritime transactions in Colonial Orissa.
Maritime Transactions-
There was rocketing rise of maritime transactions after the Famine of 1866 in
Co0lonial Orissa.. In addition to heightened transactions, there was increase in steamer and
vessel traffic to different port of Orissa, In 1869, every month a steamer and ship were
coming to Cuttack from Calcutta. 49
The False Point port was visited by the French ships
from Mauritius which took rice and oil seeds for different ports of France. The steamer of
British Indian Company also called at the port of Puri. 50
Rice was exported from different
port of Cylone, Maldives and Mauritius and French Ports.
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
79
The Following figure reflect the sea borne trade from 1868-79 to 1878-79. 51
Table-2
Growth of Maritime Trade in Orissa from 1868-1879.
Year Value of Import Value of Export
1868-69 3,69,486 2,69,545.
1869-70 7,15,632 7,77,034
1870-71 13,56,087 13,36,755
1871-72 15,88,000 12,12,411
1872-73 11,74,994 14,16,170
1873-74 28,91,288 30,70,175
1874-75 35,92,587 43,91,035
1875-76 34,73,744 32,70,714
1876-77 47,25,117 76,61,,260
1877-78 90,55,184 101,01,291
1878-79 56,40,953 81,48,501
From the above figure, we can assess that there was rapid increase in the value of
trade .The steamer of British India started running between Calcutta and Chandballi.It was
leaving for Calcutta on every Friday and again returning back ti Chandballi every Wednesday
in 1872. Another Steamer Ooriya commanded by Captain Mac Nail, Sir John Lawrence and
Captain Baldwin was sailing between Calcutta and Chandballi. 52
The passenger tariff between Calcutta and False Point was determined by the
British Indian Steam Navigation Company. It was as follows-53
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
80
Table-3
Passenger Travelling Place Fare
First Class Passenger False Point Port to Calcutta 25.00
Second Class Passenger False Point Port to Calcutta 12.50
Third Class Passenger False Point to Calcutta 2.50
The British India Steam Navigation Company’s steamer was leaving from
lighthouse(False Point Port) for Calcutta on the following days. 54
Arrival and Departure of British- Indian Steam Navigation Company’s
Steamer in 1879.
Table -4
Date of Departure for
Calcutta
Date of arrival
at False Point
Date of Departure for Calcutta
18th
May1879 19 May,1879 19 May,1879
18th
June1879 18 May,1879 26th
May,1879
13th
June1879 14 July,1879 24th
July,1879
10th
August 1879 14 August,1879 24th
August,1879
Due to steamer service between False Point port and Calcutta the traders and
merchants regularly visited Orissa. The surplus products from Orissa were sent to Calcutta
market and Orissa was integrated to trade net work of India. Rice, oil seeds, dried fish, salt
,leather products ,sugar product were exported from Orissa. The following table shows the
number and tonnage of vessels that entered and cleared during the year from 1890-91to
1894-95. Tonnage of Vessels Entered and Cleared from the year 1891-95. 55
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
81
Ports Year No of
vessels
entered
Tonnage(Mds) No of
vessels
cleared
Tonnage(Mds)
False Point
Ports
1891-92 78 96,389 78 96,389
1892-93 56 74,559 55 74,552
1893-94 51 79,842 50 78,368
1894-95 46 74,220 47 75,694
Puri Port 1891-92
33 47,012 33 47,011
1892-93 20 26,603 20 263,603
1893-94 16 20,447 16 20,447
1894-95 21 26,224 22 26,224
Balasore
Port
1891-92 345 78,380 345 78,889
1892-93 339 82,019 341 81,556
1893-94 313 81,113 320 8,884
1894-95 312 80,743 325 82,834
From above analyses, it is clear that, Balasore port had highest commercial
transaction. But False Point Port failed to export maximum quantity of rice. So it failed to
register highest commercial transaction. Similarly the Port of Puri also failed to registers
maximum commercial transaction... On the other hand vast hinterland and proximity of
Calcutta Port helped the port of Balasore to register maximum commerce transaction..
In 1896, a regular steamer service maintained between Calcutta and Chandballi.
56 Since September 1894 four steamer belonging to the Indian General Steam Navigation
Company and Orissa Steam Navigation Company had been plying every week between these
two ports carrying passenger and cargo. The practice was for the company to start their
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
82
steamer as the same day twice a week from each port. But the arrangement between
company’s steamers had recently left Chandballi and Calcutta five days in a week. 57
The ports which traded with Chandballi and Balasore were Calcutta, the Coastal
Port of Bombay and from foreign ports like Maldive Iselands, Ceylone and occasionally from
Mauritius. The chief import s were salt sugar, European goods, such as gunny bags, coconut
oil, spices, ghee, drugs and raw cotton. The chief article of export were paddy, rice, nux
vomica, tobacco leaves and ghee. 58
Before the opening of railway, piligrim s were using
ports for coming to Puri. The migrant workers were also using ports for going to different
places in West Bengal in search of job. The migrant workers took ships leaving Chandballi
each week to find jobs in Calcutta or its neighborhood as palki (palanquin) bearers, domestic
servants, coolies, dock workers or, towards the end of the century as factory hands in one of
the mushrooming jute mills along the Hugli. The availability of coastal steamer facilitated the
migration of these laborers between Orissa and Calcutta. It was estimated that about 10,000
labourers had migrated by the end of the 1890. The colonial state also encouraged permanent
labour migration from Orissa as a safety valve to alleviate subsistence crises and poverty. 59
Opening Railways and Decline of maritime trade in Orissa.
In 1898, Bengal Nagpur Railway was extended to Orissa. The year from 1898-99
were one of the most successful years of Bengal Nagpur Railway. 60
The most important
section of railways viz, Sini – Kharagpur and then to Kolaghat, and Kharagpur-Cuttack
section were opened for goods as well as passenger traffic. The line from Balasore to
Kharagpur was opened on17.12.1898. The line from Balasore to Cuttack was opened on
10/01/1899. 61
The opening of railways marked the death knell of maritime trade in Orissa . It
went on reducing with the spread and success of railway network in the country. Ports were
not given fair trial and government employed all its financial, physical and administrative
resources to develop railways, there by completely ignoring railways. The railway also
attracted business communities due its fast speed, safe and comfortable travel. Lastly, the
British Government was interested in the financial success of railways which have been done
only at the cost of other means of transport .62
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
83
Conclusion-
The growth of trade served the purpose of British Imperialism. The worst feature
of maritime trade of trade of Orissa was that outside vessels had displaced Orissa’s sea going
vessels and outside merchants( Indian and Foreign ) had capturer of her trade. The influx of
foreign goods and consequent destruction of Orissa’s weaving and salt industries, continuous
export of rice from Orissa and consequent destruction of Orissa, consequent export of rice
from Orissa and consequent destruction of weaving and salt industries, continuous export of
rice from Orissa proved most harmful. . The redeeming feature of Maritime trade was
displacement of indigenous products by the machine made articles, indicating a changing
pattern of living. 63
REFERENCES-
1. K.M Patra, An Advanced History of Orissa,New Delhi,Kalyani
Publisher,1992,p1
2. Report of the Commissions Appointed to Enquire in to the Famine in Bengal
and Orissa in 1866, , Calcutta, Office of the Superintend Govt Printing, 1867.
3. G.C Pattnaik, The Famine and Some aspect of British Economic Policy in
IOissa,, 1866-1905, Cuttack, Vidyapuri,,1980,
4. G Nayak, Development of Transport and Communication, A Case Study, New
Delhi, Anmol Publisher, 2000,p 4,
5. Report of the Famine Commission Appointed to Enquire in to the Famine in
Bengal,,vol.p7
6. The Journal of Bihar Orissa Research Society, VOl-I,XXXVI, Para,3-4,
Medieval Orissa Sea ports, Balasore,p147-148,
7. Board of Trade to most noble Marquis of Hastings, 18 June 1817, May 1822,
Custom No,173 .
8.Board of Trade to the Governor in Council, September 28,1820,No 138, Lord
Sweating to Board of Trade, September 22,1820, March 1817, May 1822.
9. G Nayak, op cit , p127
10.G.S Fags, Acts of Legislative Council of India, VOLIII, PP.547-748.
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
84
11. Orissa General Administrative Report, 1873-74, p 10
12. Report of the Commission Appointed the Famine in Bengal Orissa Famine, op
cit,p17
13. G Nayak, op cit,129
14. LSS O’ Malley, Bengal District Gazetteers, Balasore, Calcutta, Bengal
Secretariat Book Depo,1910,, p 42
15.Report on the Administration of Custom Department of the Bengal Presidency,
Sec.V. Orissa Ports, Bengal Revenue Proceedings,1875.
16..Bengal Administration,1875,,109
17.Bengal Administration Report,,1877.,109
18.Bengal Administration Report,1877-78,p162
19.Ibid,p167
20.Orissa General Administration Report, 1879-80,p64
21.Bengal Administrative Report, 1879-80,p194
22.Bengal Administrative Report,1887-88,p 92
23.Orissa General Administrative Report,1879-80,p157
24.G S.Fags, op citp547
25.WW Hunter, Statistical Account of Bengal, Vol.XIX, London. 1872,p34
26.WW Hunter, op cit,,p152
27..Balasore Custom House Reports,1858,p186
28.Orissa General Administration Report,1878-79,p182
29.Balasore Custom House Reports,,1849,p20
30.Bay of Bengal Pilot, Calcutta,p144
31.Orissa General Administration Report,1878-79,p182
32.G A Toynbee, A Sketch of History of Orissa,Calcutta,1873,p88.
33. WW Hunter, op cit,p271
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
85
34.BRP, November,H.L Dampier Secretary Government of Bengal to Govt of
India, No.3345. October 22,1868.
35. Orissa General Administration Report,1873-74,p10.
36.Hand book of Commercial Information for India, Delhi, 1973, p93
37.OGAR,1870p62
38. BAR,1878-79.p109.
39.OGAR,1872-73, TE Ravenshaw, Commissioner of Orissa Division to the
Secretary to the Government of Bengal, General Department, No 271, Distt Cuttack,
July1873,pp13-14
40.Ibid.,,p14
41.O.G.A.R,1873-74,p10.
42.O.G.A.
R1870-71,p62
43.WW Hunter ,op cit,61
44. Bengal Revenue Proceedings,, November, HL Dampier, Secretary Govt of
Bengal to Govt India, No3345. October22,1868.
45.BRP, No1868, HL Dampier, Secretary, Govt of Bengal to Government of
India, nO.3348 October Ist 1868
.46.WW Hunter, op cit, p 21
47.SL Maddox, Final Report on the Survey and settlement of Orissa,p24
48.NN Banerjee, Agricultural District of Cuttack,<uttack,1898,p14
49.Utkal Deepika,,14th
February,1869.
50.Utkal Deepika,27thFebruary 1869.
51.J Beams, Commissioner to Secretary , Government of Bengal, No600, 18
July,1877, General Administration Report of Orissa Division for 1877-78.
52. Utkal Deepika,, 22 February1872.
53.Utkal Deepika,2nd
November,1879.
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
86
54.O.G.A.R,1883-84,p15
55. Bengal Administrative Report,, 1894-95,p110.
56. Utkal Deepika, 4th
June.1894
.57. Orissa General Administration Report,1898-99,p162
58.L.S.S.O’ Mally,Bihar and Orissa Gazetteers, Balasore , Patna,1908,p138.
59, Ravi Ahuja ,Pathways of the Empire, Circulation, Public Works and Social
Space,1780-1914,p
60. Railway Administration Report,1898-99,p13
61. History of Indian Railway constructed and Progress,,1990,p2
62.G Nayak, op cit, p226
63. G Nayak,op cit,p64
International Journal of Research in Economics and Social Sciences(IJRESS) Available online at: http://euroasiapub.org Vol. 11 Issue 05, May- 2021 ISSN: 2249-7382 | Impact Factor: 8.018|
(An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
International Journal of Research in Economics & Social Sciences
Email:- [email protected], http://www.euroasiapub.org (An open access scholarly, peer-reviewed, interdisciplinary, monthly, and fully refereed journal.)
87
Top Related