Kindly accept my greetings for the New Year and Makara Sankranti.
I also take this opportunity to welcome you all to the city of Thane
and I am sure your stay here and the proceedings of the seminar would
be pleasurable and informative.
The Institute for Oriental Study, Thane is a voluntary organization
working for the promotion of Indian culture and Sanskrit language.
To achieve this objective, we conduct various lectures, exhibitions,
tours and seminars. This is the 23rd Seminar in the series which
started in 1982, two years prior to the official launching of the
Institute in 1984. We have covered a wide range of subjects from
Science and Technology in Ancient India, Paninian Grammar, Tantra,
Varnashrama Institution, Ecology, Agriculture and Education in Ancient
India and Mythology. More than 500 scholars - Indian and Western
- have participated in these seminars over the past 16 years.
The frontiers
of Technology and Research are widening with inconceivable speed.
With the new insights provided by the recent developments for probing
the outer space above, living cells within and the seabeds deep
down have pushed back the history of mankind by millennia. This
change in perception is not only the summation of mere newer archaeological
findings but is also a paradigm shift in the philosophy of science
and its epistemology. The Copernican revelations were precursors
of the scientific / industrial revolution in the west. Kepler, Galileo,
Bacon, Descartes. Newton, Darwin,Freud and Marx carried this legacy
and shaped the western philosophy, science and culture based on
that. In the beginning of the twentieth century inadequacies in
the understanding of the inner structure of the atom were realized.
This gave birth to one more revolution in the field of scientific
philosophy of which the torch bearers were Max Planck, Einstein,
Neils Bohr, Schrodinger and Heisenberg. The earlier scientific revolution
is popularly known as "Newtonian" science and the latter was known
as "Quantum" science. The Newtonian view was more deterministic,
reductionistic, linear and objective. The success of this in physical
sciences dealing with inanimate, measurable, quantifiable data led
to the belief that this is the only scientific model to be followed
in toto by humanities and social sciences. Branches of knowledge
like sociology, anthropology, linguistics, psychology etc. dealing
with non-measurable, non-quantifiable sentient beings attempted
to proceed in the footsteps of that philosophy and methodology of
the Newtonian model. The idea of an organic, living and spiritual
universe was not only replaced but branded as unscientific and was
rejected totally. The world as machine became dominant metaphor
of the Newtonian model. Biological phenomena which cannot be explained
in reductionist terms became unworthy of scientific investigation.
The biggest casualty of this model of scientific inquiry was the
civilizations of the past, their achievements, social institutions,
way of life and religion .The earlier period became a period of
infancy, the primitive period, inconceivable of any material progress
or achievement.
Marine Archaeology
is relatively a modern branch of archaeology. It deals mainly with
what is found on the beds of Seas. The branch is modern, but it
deals with the things belonging to the past and the culture which
flourish on land and not at the bottom of the sea. When the remains
of a shipwreck are found, we not only study the material of which
the shop was made, its dimensions, its contents, its mechanisms,
but also try to fathom the mysteries of who built it, for what purpose
it was built, the tools that were used, from where they had set
sail, where they were proceeding, what was the merchandise they
were carrying, where they were destined to go etc. All this needs
probes in the industry commerce, culture, way of life of these builders
and seafarers not as isolated facts but as a cultural whole flourishing
on land and not at the bottom of the sea. The ships were used by
these people as a means of communication, conveyance and commerce
with distant civilizations.
So, to reconstruct the culture of those people we need to know the
language they spoke, their morals and values, their belief systems,
their technological and commercial practices. All this is reflected
in their literature, customs, art, architecture and Oral traditions.
However, we must realize that most of the Indologist in particular
and archaeologists in general, of the 18th and 19th Centuries and
even the 20th Century were not only the product of the Newtonian
model of science but also belonged to a very different culture and
religion. It was very difficult for them to appreciate a totally
different non European civilization. In the case of India and African
countries, the colonial component also cannot be ignored. Many of
these Indologist of the earlier period were avowed missionaries.
Another most important factor in the 20 Century historiography was
the dialectical method of Marxism. This gave a Eurocentric, religious,
colonial and ideological bias to their understanding and interpretation
of Indian History. It is a good sign that many western Orientalists,
Indologist and anthropologists have shaken off these shackles now.
Another welcome development is the emergence of the concept of "Cognitive
Archaeology", which requires the `reconstruction' of belief systems
and processes of thought of people concerned and not just the interpretation
of artifacts, bones, pits, etc.
Once we come
out of this bias we begin to appreciate the human skills transmitted
from generation to generation without looking down upon them as
'primitive'. Then their sea-faring activity does not remain 'primitive'
navigation. It comes out as a well developed skill. Divining the
depth of the ocean by the colour of sea water or by observing sea
life, by the touch of wind on the skin, by the smell, in the short,
by heightening the powers of our senses becomes a possible phenomena
Development and transmission of such skills is not a 'primitive'
activity. They even train birds like crows, named them disha-kaka
and employed them to point to the nearest land by releasing them
in the sky. They had used for centuries the magnetic compass called
Matsya yantra. Without entering into controversy as to who borrowed
from whom it is interesting to note that the Rigvedic 'nau' appears
as nautical, navigation etc. and the Lithuanian ir-ti 'to row' derives
from the same root as the Rigvedic 'aritra' - oar.. Ship-wreck is
known to all, but its synonym nau-frage in English, harking back
most definitely again to the Rigvedic nau is not known to many.
India has a
coastline of about 6300 kms. Extensive new archaeological, epigraphical,
sculptural and literary material has been added to our knowledge
since the early decades of this century. Radha Kumud Mookerji's
Book Indian Shipping - A History of the Sea-Borne Trade and Marine
Activity of The Indians From The Earliest Times published in 1912
(Oreint Longmans) is the most comprehensive study of Indian Navigation
up to that period. We now know that many ports on both Eastern and
Western Coast had navigational and trade links with almost all Continents
of the world. There are many natural and technological reasons for
this. Apart from Mathematics and Astronomy India had excellent manufacturing
skills in textile, metal works and paints. India had abundant supply
of Timber. Indian - built ships were superior as they were built
of Teak which resists the effect of salt water and weather for a
very long time. Lieut. Col. A Walker's paper "Considerations of
the affairs of India" written in 1811 had excellent remarks on Bombay-built
ships. He notes,
situated
as she is between the forests of Malabar and Gujarat, she receives
supplies of timber with every wind that blows.
Further he says,
it
is calculated that every ship in the Navy of Great Britain is renewed
every twelve years. It is well known that teakwood built ships last
fifty years and upwards. Many ships Bombay built after running fourteen
or fifteen years have been brought into the Navy and were considered
as stronger as ever. The Sir Edward Hughes performed, I believe,
eight voyages as an Indiaman before she was purchased for the Navy.
No Europe-built Indiaman is capable of going more than six voyages
with safety.
He has also
further noted that Bombay built ships are at least one fourth cheaper
than those built in the docks of England. F.Balazar Solvyns, a Frenchman,
wrote a book titled "Les Hindous" in 1811 . His remarks are,
In
ancient times, the Indians excelled in the art of constructing vessels,
and the present Hindus can in this respect still offer models to
Europe-so much so that the English, attentive to everything which
relates to naval architecture, have borrowed from the Hindus many
improvement which they have adopted with success to their own shipping
..... The Indian vessels unite elegance and utility and are models
of patience and fine workmanship.
Surprisingly, many
earlier western traders and travellers have expressed the same views.
Madapollum was a flourishing shipping centre. Thomas Bowrey, an English
traveller who visited India during 1669-79, observes,
many
English merchants and others have their ships and vessels yearly
built (at Madapollum). Here is the best and well grown timber in
sufficient plenty, the best iron upon the coast, any sort of ironwork
is ingeniously performed by the natives, as spikes, bolts, anchors,
and the like. Very expert master-builders there are several here,
they build very well, and launch with as much discretion as I have
seen in any part of the world. They have an excellent way of making
shrouds, stays, or any other rigging for ships.
A Venetian traveller
of 16th Century Cesare de Fedrici, while commenting on the East Coast
of India has noted that there is an abundance of material for ship
building in this area and many Sultans of Constantinople found it
cheaper to have their vessels built in India than at Alexandria. Nicol
Conti who visited India in 15th century was impressed by the quality
Indians had achieved in ship building. He observes,
The
nations of India build Some ships larger than ours, capable of containing
2,000 butts, and with five sails and as many masts. The lower part
is constructed with triple planks, in order to withstand the force
of the tempests to which they are much exposed. But some ships are
so built in compartments that should one part be shattered, the
other portion remaining entire may accomplish the voyage.
Friar Odoric,
an Italian Monk who visited India in 14th Century, in his account
of his voyage across the Indian Ocean, a mention is made of ships
which can carry 700 people. Marco Polo, a famous Venetian traveller
who visited India in 13th Century also visited Thane Port. The first
chapter of his book which deals with India is almost devoted to
shipbuilding industry in India. The story of Indian Teak goes back
to at least 3000 years BC A piece of Indian teak is found in the
ruins of Mugheir, and we know that ancient Ur of the Chaldeas ruled
not less than 3000 years BC.
We have hard evidence now that India had satisfactory shipbuilding
and sea trade activity in inland waters and with the outer world.
This was possible because of her natural resources and technological
skills. Indians travelled in large numbers to different continents
for trade and commerce and many settled there. There is no evidence
of any kind to suggest that their religious beliefs came in the
way of their shipbuilding or travelling and settling to distant
lands or trade with other civilizations. The story of Manu prohibiting
sea travel is obviously exaggerated. If Manu has verses related
to this prohibiting sea travel, he also has verses commenting on
navigational activities. And one must remember that these stories
are told again and again by Indologist and Sanskritists having a
missionary background. If Indian ship industry is destroyed it is
not by Manu but by our colonial masters, the Britishers. Upto 17th
Century India practically had more exports to Europe than what she
was receiving from Europe. lndian goods were more competitive and
good in quality. In the late 18th Century there was a strong demand
in England to put restrictions on Indian goods and especially goods
which were carried by Indian ships. The famous Act of navigation
of 1651, speaks volumes in this regards. It says,
no
goods whatever of the growth, produce or manufacture of Asia,
Africa or America should be imported into England or Ireland or
any of the plantations, except directly in ships belonging to
English subjects, of which the Master and the greater number of
the crew were Englishmen.
As if these earlier
measures were not enough more drastic measures to discourage shipbuilding
in India were undertaken. Calcutta Gazette (Supplementary) of 29th
January 1789 carried the following notification :
Fort
William, Revenue Department, January 14, 1789.
Notice is
hereby given that all persons whosoever (the Magistrates of the
Districts excepted) are prohibited from making use of , or constructing
boats of following denominations and dimensions after 1st March
next :
Luekhas
40 to 90 covids length 2 '/2 to 4 covids breadth Jelkias 30 to
70 covids length 3'/2 to 5 covids breadth. Paunchways of Chandpore
carrying more than 10 oars.
That the Magistrates of Jessore, Dacca, Jahalpore, Mymensingh, Chittagong,
the 24 parganas, Higelee, Tumlook, Burdwan and Nuddea have been
directed to seize and confiscate all boats of the above descriptions
which may be found within the limits of their respective jurisdiction
after the period above mentioned.
That any Zamindar allowing any boats of the foregoing descriptions
to be built or repaired within the limits of his Zamindary (unless
by a written order of the Magistrate of the District) shall forfeit
to Government the village in which such boats shall be proved
to have been so built or repaired.
That any carpenter,
blacksmith or other artificer engaging for or employed in the
building or repairing of boats of the descriptions above specified
(unless by the express permission of the Magistrate of the District)
shall be committed to close imprisonment in the 'foujdari' jail
for any period not above one month, or suffer corporal punishment
not exceeding 20 strokes with a rattan.
" Published
by Order of the Governor-General in Council."
Last but not the
least the American National Anthem was composed on the decks of the
ship MINDEN. This ship was built in Bombay.
We have scholars
today here who are exclusively working on this branch of history.
I am sure the deliberations of this conference would throw light
on many dark corners of Indian History and we will be richer in
our knowledge by the end of the day.
Thank you,
V.V. Bedekar
vbedekar@bom3.vsnl.net.in
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