Assess the significance of the Maratha Navy and Merchant Ships.
Evaluate the contributions of Shivaji in the
making of the Maratha Naval power.
Evaluate the growth and significance of the
Maratha navy and merchant ships.
When Shivaji began his career of independence, the coast of
Konkan was infested with alien powers. The Siddi was very powerful and a sworn
enemy of the Maratha state. He carried fire and sword everywhere on the Maratha
coast. He was a standing nuisance, ‘troublesome like a mouse in the house’. The
Portuguese had many a strong outpost all along the coast. The sovereignty of
the Arabian Sea rested with them. The English too had made their appearance.
The Siddi was a very dangerous enemy. To put him down, large
Maratha armies had to be employed now and then, which deprived him of his
hinterland and so of the resources. He was reduced to dire straits and had to
subsist (exist) by boldly roving (roaming) on the sea. To prevent his
depredations (plunders) on water and to starve him out, a navy was essential.
This was direct cause of the emanation (beginning) of the Maratha Navy.
The Navy has been considered as an independent limb of the
Maratha state by Amatya in his ‘Rajniti’ a work on Maratha polity. Shivaji understood
that sea trade could be exercised only by an armed navy. Trade could prosper
only under the shadow of armed protection. Sovereignty of the home seas,
therefore, was the first objective of the Maratha navy and the economic factor
was its corollary. But the corollary was not properly understood by the
Marathas.
About the year 1657 the Mughals attacked the kingdom of
Bijapur. The important for Bidar fell in the hands of the Mughals. Aurangzeb,
the Mughal prince hastily withdrew from was to attend some important matters in
the North. The defeated Bijapur nobles developed confusion. This baffling
political situation offered an excellent opportunity for Shivaji. He crossed
the ghats and descended into North Konkan. The town of Kalyan fell into his
hands. He took the Fort of Mahuli. Shivaji proceeded southward int eh district
of Kolaba and conquered Surgadh, Birwadi, Tala, Ghosalgad, Sudhagadh, Kangori
and Raigad. He selected Raigad as the seat of his capital. By 1659, Shivaji
became the master of north Konkan excluding the ports and the adjacent lands on
the coast which belonged to the Siddi, the Bijapur Kingdom and the Portuguese.
Between 1661 and 1663 in his conquests of South Konkan,
Shivaji attacked Dabhol, sacked Rajapur. Almost the whole of Ratnagiri district
came under him.
When master of such a long coastal strip, he felt it
necessary to undertake the construction of a navy. Sometime before 1659,
Shivaji had set afloat the keel (backbone) of his first ship in the creek of
Kalyan. This was the early beginning of the Maratha navy.
The first successful achievement in Shivaji’s life after
having built a small state navy, was the loot of Basrur in South Kanara in
1665, with 85 ships and brought home immense booty (loot). This expedition
stands as a landmark in the history of Shivaji’s naval career.
His expeditions against the island fort of Jangira form a
major part of his maritime activities. But his navy was not powerful enough to
overpower the Siddis.
The last days of the Maratha chief witnessed a crowning
naval success. In 1679 (October) he landed on the island of Khanderi. The
quickness of his navy, their superior manpower and strategy won the battle
against the British.
Shivaji’s relations with the English were not good. He
looted Rajapur factory of the English. Their factory at Hubli was also looted.
Shivaji had a regular May fleet trading in salt. He fitted
three masted vessels especially meant to trade with Muscat and Mocha.
The numerical strength of Shivaji’s navy has been estimated
by scholars at 200 ships, big and small.
Daulat Khan and Mal Nayak Bhandari were the noted admirals
of Shivaji.
SAMBHAJI
The career of Sambhaji though short was eventful.
Personally he was more adventurous than his father. Sambhaji had 50 gurabs and
120 galbats mainly intended to curb the activities of the Siddis. He threatened
to punish the Portuguese and the English as they observed neutrality towards
him.
In 1682, the Island of Jangira was besieged by Sambhaji but
two months later he had to suffer a defeat.
Sambhaji and the Portuguese – The breach (difference)
between the Portuguese and Sambhaji began by July 1682 when Sambhaji’s admirals
captured some merchant ships belonging to the Portuguese subjects. He entered
into an alliance with the Arabs and admitted into an alliance with the Arabs
and admitted them in his service. The Arabs were the permanent enemies of the
Portuguese. The allies captured Portuguese ships and divided the spoils. In
retaliation the Portuguese arrested Maratha vessels. But by April 1683, the hospitality
began again when the last of the Mughal troops withdrew from Konkan.
On 15th April 1683, Sambhaji invaded the
Northern possessions of the Portuguese and laid the country waste. Chaul was
his next target which led to the battle of Phonda and the Invasion of Goa.
These were all land operations.
In 1684, the Treaty was concluded between the two and the
right of equality on the sea was established. with the execution of Sambhaji
ended the early part of the history of the Maratha navy.
ADMIRAL KANHOJI ANGRE
Admiral Sidhoji Gujav was succeeded by Kanhoji Angre, an
admiral of outstanding ability. His fleet disputed British naval power along
the west coast of India. Kanhoji had the hereditary background of a family of
seafarers. His father Tukoji had distinguished himself in Shivaji’s fleet.
Kanhoji secured the support of Balaji, the first peshwa of
the Marathas in 1699, and by this he succeeded in getting governmental support
to his naval policy of establishing mastery of the Konkan seas. He established
his base at Vijaydurg in Ratnagiri – a natural harbor – but a shallow port. The
harbor suited him perfectly. Whenever his small ships could enter and take
shelter in the Ratnagiri harbor, his European enemies with their big ships
could not give chase upto the shallow rivers. He adopted a policy of recruiting
professionally best seamen irrespective of caste, creed or even nationality. He
had ten grabs and fifty gallivants with guns ranging from 4 to 10 each. Some of
the grabs were as big as 400 tons and the gallivants of 120 tons.
The main contenders to Angre were the British. In 1699, the
Siddis, the Portuguese and Moghuls together decided to end the Maratha naval
power. But Angre emerged victorious and annexed Sagargadh.
By the beginning of the eighteenth century, admiral Kanhoji
was in possession of the entire coast from Sawantwadi to Bombay. He levied a
tax termed ‘Chauth’ on all ships entering into Maratha territory and introduced
a system of passes.
In the years 1717 and 1718, the British attacked Kanhoji’s
base at Vijaydurg and Khanderi but failed miserably.
By 1727, Kanhoji’s naval supremacy in the coastal waters
was at its peak.
SEKHOJI alias JAYSING ANGRE
Sekhoji succeeded his father Admiral Kanhoji Angre. He was
made Sarkhel by the Peshwa. Immediately after getting the Sarkhelship he faced
the challenge of the British and the Siddis. In 1730, Sakhoji sank two British
vessels off the shore of Kolaba.
In 1733, Sakhoji’s squadron of eleven Gale bats fearlessly
obstructed the movements of ships in the Goa harbor. Sakhoji was equally
successful in solving household problems. He was able to control the rivalry
between his brothers Sambhaji and Manaji. He died in 1734.
SAMBHAJI ANGRE
The premature death of Sakhoji Angre was a great loss to
the Maratha navy. The differences between two brothers Sambhaji and Manaji
reached the highest point and resulted in a bloody war immediately after
Sukhoji’s death. The English sided with Manaji. Bajirao Peshwa had to settle
the differences between the two brothers by force.
The Portuguese negotiated with Manaji. Sambhaji always
proved to be victorious and Manaji was forced to flee for life from place to
place. But by the Peshwa’s timely mediation a treaty was concluded between the
two brothers in February 1735. The coastal region was divided between the two
brothers with their headquarters at Kolaba and Suvarnadurg. The title
‘Vajarat-Mat’ was conferred upon Manaji while Sambhaji continued to hold the
hereditary title ‘Sarkhel’. But the treaty proved to be short lived.
Sambhaji’s sea exploits were as daring as those of his
father. He continued to harass the English. In 1735, he captured their vessels
i.e., the Derby, the Ann and several small vessels laden with valuable cargo.
On 19th Nvoember 1739, he entered into Bombay harbor and carried
away 14 fishing boats with a crew of 84 on board.
Sambhaji’s relations with Portuguese were also not happy.
He was very tough on them.
Sambhaji lacked wisdom in political matters. He did not
render any service to the Peshwa. He died on 12th January 1742 after
a short illness.
MANAJI ANGRE
Manaji had the backing of the Peshwa against his brother
Sambhaji. He was posted at Kolaba and kept Karanja in his occupation.
Manaji’s relations with the English were friendly in the
beginning but like his brother he started capturing the vessels of the English
and the Portuguese. In November 1739 he captured Elephanta and Gharapuri. He
also took Rewari on the river Pen. All this posed a threat to the British and
the Portuguese. He died in 1758.
TULAJI ANGRE
Tulaji became Sarkhel after the death of his brother
Sambhaji with his headquarters at Vijaydurg. He was the most dreaded buccaneer
(pirate, robber) on the west coast by mid eighteenth century. Ships of all
nationalities purchased his passport. He broke the record of his predecessors
in capturing foreign ships. The ships taken by him were ‘Charlotte’ of Madras,
the William of Bombay, the Severn of Bengal, the Derby, the Restoration, the
Pilot, the Augusta, The Dadabhai of Surat, the Rose of Mangalore, the Ann, the
Benjimalli of Malabar and Phatedaulat of Muscat.
Tulaji was defeated by the Peshwa and the English in the
Battle of Vijaydurg in 1756. His armada was burnt, and he was made a prisoner
of war for life.
Tulaji was a terror to the alien sea powers on the Konkan
coast. His defeat at Vijaydurg in 1756 by the combined armies of the Peshwa and
the English practically put an end to the Maratha naval power. Consequently, it
helped the English to plant their power on the west coast.
Though the peshwa and Tulaji were not good to each other,
with Tulaji’s defeat the glory of the Maratha navy faded away and the Marathas
were reduced to a mere maritime community.
THE NAVY UNDER THE PESHWAS
The Peshwas established their independent naval subha after
the conquest of Bassein in 1739. They tried to establish their sovereignty by
capturing foreign ships and issuing permits.
MADHAVRAO I
His navy was under the command of Rudraji Dhulap. The last
and most glorious achievements of the peshwa’s fleet was the occupation of the
island of Shimpi in 1791.
Dhulap also succeeded in capturing the English ship
‘Rangar’, but had to return it after the treaty of Salbai.
The Navy of the RAJA of Kholapur, the savants of Wadi and
the Gayakwads:
Feudalism was the principle feature of the Maratha State in
the eighteenth century. The Maratha confederacy was divided into a number of
states. These states on many occasions acted independently irrespective of the
interest of the Central Government. In the absence of absolute and effective
control from the central authority the component parts fought among themselves
and on many occasions challenged the center. This naturally helped the foreigners.
Therefore feudalism was harmful (detrimental) to the Maratha navy.
After Tulaji’s death, the whole of the Ratnagiri district
came under the control of the Peshwas. The charge of admiralty was given to the
Dhulap family. A branch of the Angrian family ruled at Kolaba.
The Port of Malwan was under the rulers of Kolhapur since
1731 by the Treaty of Varn. The rulers of Kolhapur had a small navy of their
own at Malvan. In those days the pirates of Malwan were notorious. They were a
dread even to the European powers.
South of Malwan, the coast between Goa and Malwan belonged
to the servants of Wadi. They had their small navy. They enjoyed their
semi-independent position.
North of Thana, in Gujarat, the Gayakwad had their
independent navy. Danaji Gayakwad had his own fleet. It boldly and fearlessly
attacked the ships of English and the Dutch factory of Surat. In 1757, Danaji
captured one boad and one balbat ‘shark’ of the English. The navies of the
Peshwa and the Gayakwad never acted in cooperation even in critical conditions.
In the Maratha period there was no hard and fast
distinction between a war ship and merchant ship. The latter was designed to
carry cargo and as such was mostly round in built. For self-protection or
defense it had to be equipped with a few guns. Its speed was however hampered
by its rotundity compared to a long ship constructed specially to gain speed in
war.
In the source material of the Maratha period a merchant
ship is often called Sahukari Tarandu. Sahukari means a merchant and tarandu a
vessel. Similarly, machava, jahaj, batela, taru, shibad and mahogiri generally
denoted merchant ships.
In the nineteenth century, the phatemau attained eminence
as a cargo carrier on the Konkan coast.
The following were merchant ships in the Maratha period:
The Balav or Balyava – was a small fishing craft peculiar
to the Konkan coast. In build it was similar to the machava but was lighter.
Its costs varied form Rs.500 to Rs.1000. Its overall length was about 35 feet,
depth of hold 4 – 5 feet and tonnage 20-32 khandes. Its stern was round and the
stern post slanted forward at an agle of 15 to 20 degrees. The whole vessel was
open to facilitate the casting of nets, except for a small roofing at the
stern. The balav went for deep fishing all the year round except in the stormy
monsoon. The crew on an average numbered 15.
The Batela – is a merchat batela (ship) with 30 crew. For
strong the cargo more than half the batela has roofing. It has a high deck with
a flag fluttering at its back. No guns could be seen in the batela.
The Hodi (Canoe) – is propelled by two men, one at the
stern and the other at the stem. It is generally used for transporting light
goods or for the people from one side of the shore of a river to the other.
The Khotaya – was a sharp straight-keeled vessel with two
masts. Its tonnage vared from 100-400 khandes. Its overall length was about 60
feet, breadth of beam 45 and depth of hold about10 feet. The kothayas were painted
above the water line. They cost Rs.4000-5000. They were built and owned by the
merchants of kutch.
The Khotaya had a crew of 12 – 16 men who were either Hindu
Kharavas or Muslims or both. The captains belonged to the ports of Kathiawar.
The sailors were skillful and adventurous and crossed the Indian Ocean westward
to Zanzibar, Mozambique, Seychelles Islands and Southward to Lakhadiv and
eastward to Nicobar Islands and Chittagoong. Along the west coast, the Kathaya
covered the whole strip from Karachi to Cape Comorin.
Rich owners placed their Kothayas with copper sheets, while
others applied lime and grease mixture to the part under water. The Kothayas
frequently visited the Konkan coast.
The Machava – The Machava of the Maratha period seems to
have changed its function according to its size. The smalles Machava was
employed for fishing was known as Kola or Koli Machava. The biggest one with
guns on board could be tuned into a war ship. In 1739, the machava is described
to have six guns and powder in its stock. It could carry fifty men. With the
passage of time, the machava fell into disuse as a fighting vessel. Its tonnage
varied from 10 to 12 Khandis (2 ½ to 3 tons).
By the turn of the nineteenth century, the machava was a
round built two masted craft of 3 to 4 ½ tons. It costs Rs.700-1500. Its
overall length was about 50 feet.
It sailed as well as it was lightly built. It carried
passengers and commodities, going as far as Goa. Its crew was recruited from
the Hindu Kolis and Muslims of Ratnagiri.
The Mahagiri or Mahangiri – The term Mahagiri includes both
the warships and the cargo ships of the Maratha period. It functioned as a mail
carrier and ferried the creeks. It transported building material like mortar (a
cement of lime and sand), sand, bricks and stone. It sometimes surveyed the
sea.
The Mahangiri was a large bottom boar of 20 – 35 tons. Its
cost varied from Rs.1500 – 2500. The overall length of the vessel was about 60
feet. It generally carried a mizzen mast.
The Mahangiris in the later period transported building
material from Panvel to Bombay. In times of emergency, the mahangiris with
armed men onboard accompanied the warships like the galbat or the gurab.
Smaller Mahagiris were used for towing large ships, because of their build,
they could easily enter narrow creeks.
A Mangi – belongs to a merchant of Comorin. It is a
merchant ship. Its construction makes it sea-worthy.
The Pandav – in the Maratha period had been engaged as a
cargo carrier. Small Pandavs plied between big vessels for loading and
unloading the cargo. The pandav was generally known as the cotton boat
frequenting the Bombay harbor. It cost Rs1000-2000. The Pandav was remarkably
quick in going round.
The Phatmar or Phatemari – was used as a mail-carrier. It
attained importance as a cargo carrier in the early decades of the 19th
century. Since then it has maintained its supremacy as the best freight vessel
on the Konkan coast. In early as 1833 AD, the Phatemar is described as the best
type of vessel on the Indian coast. It was owned by the merchants of Bombay and
carried the whole trade of the coast.
The smaller phatemar was of about 60 tons. The phatemar
generally exported salt from Bombay to the other places and brought home coir,
rice, coconuts, copra, oil, timer, pepper, sandal wood. It was skillfully
navigated by the Moplas and other native Muslims. The crew on board was about
12.
The phatemar was built at Bombay, Thane and Ratnagiri
ports. It was manned by Hindu, Muslim and Christian men.
The phatemaris came into prominence in the Angre period.
They accompanied the warships.
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