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 entrepreneurship educationThe entrepreneurship development programmes of PolyU develop our young people to be tomorrow’s leaders, by offering different forms of out-of-classroom entrepreneurship education and practice to nurture our young people’s innovative and entrepreneurial potentials.
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 hong kong preschool kowloon tong-Homantin offers both trilingual and bilingual classes for children under the age of 2 years, and up to the age of 6. We are an IB World school implementing the IB Primary Years Programme and the Columbia University Teachers College Reading and Writing Project. We believe in providing our future generations with a high quality, balanced, and holistic educational experience.
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 oil vaporizer Shenzhen Transpring Enterprise Ltd. is one of the leading Oil Vaping Pen and vaporizer (A3 Vape Cartridge etc) manufacturer and supplier in China. Over the years, we have been serving many customers from USA, …
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:—