Primarily, of course, the East Indiamen were built fitted out and manned for the purpose of trade: but owing to circumstances they were compelled to engage in hostilities both offensive and defensive. The result was that these ships figured in more fights than any essentially mercantile ships (as distinct from pirates, privateers and other sea-rovers) that have ever been built.

It is necessary at the outset to distinguish carefully between what became known subsequently as the Indian Navy and the Company’s merchant ships. The former existed to protect the latter, by suppressing both local and nomadic pirates of all kinds, by convoying East Indiamen and even carrying troops when necessary, and by performing other duties, such as surveying, in addition to existing as a defence against any aggressive projects of rival nations. The Indian Navy evolved from the Bombay Marine. It is not necessary to recapitulate the history of the East India Company and the rise of its mercantile fleet: it is sufficient to state that with the establishment of factories on shore and the passing and repassing of valuable freights over seas frequented by hostile ships some sort of local force was essential. The Portuguese had their Indian Navy, consisting of large, ocean-going vessels and small-draught craft for operating in shallow local waters, the crews being composed of Portuguese, slaves and Hindoos. It was therefore natural enough that the English should soon find it necessary to fit out ships capable of meeting the enemy on a fairly even basis. Furthermore, the Bombay trade had been so much interfered with by the attacks from Malabar pirates that it became essential to build small armed vessels to protect merchant craft. The result was that Warwick Pett, of that famous shipbuilding family which had been building vessels in England from the early Tudor times, was sent out in the seventeenth century to Bombay to construct suitable ships. Local craft were also employed, and very useful they were found in negotiating shallow waters.G

Throughout most of the seventeenth and eighteenth centuries the East India Company’s cruisers were kept actively employed in suppressing the native pirates who roamed the Indian Ocean and attacked with great daring and ingenuity. They hung about off the entrance to the Red Sea, found a snug base near the Straits of Bab-el-Mandeb, strengthened it with fortifications for the protection of themselves and their shipping, and eventually moved to Madagascar, which was to be a famous base for those notorious eighteenth-century pirates of European and North American origin, whose names are familiar to most schoolboys.

The year 1697 was marked by attacks on the Company’s ships, not merely by pirates, but by the French. Three of these East Indiamen were attacked, plundered and burned by pirate craft flying English colours. Two more of the Company’s ships were captured by the French, so things were serious enough. The matter was reported to England, and a squadron of four well-armed ships was accordingly sent out to extirpate these robbers of the sea. In fact, the pirate problem became so great that by a mutual agreement the English, French and Dutch eventually agreed to an arrangement for policing the Eastern seas for the purpose of destroying their common foe. Thus the English looked after the southern Indian Ocean, the Dutch were responsible for the Red Sea, and the French for the Persian Gulf.

The English Indian Marine had sometimes to be strengthened by seamen from the Company’s merchant ships, and very gallant fighters they proved themselves to be. Arabian pirates roamed about over the whole of the Indian seas, and having become emboldened with success actually built more ships and formed what was in fact a navy of their own. Their ships were well armed and their men were excellent both as seamen and fighters, and as soon as ever the English men-of-war moved off, these pirates, swooping down on coast or ship, would act as they liked.

After the occupation by the English of Bombay and that island becoming a presidency, the naval force there developed under the name of the Bombay Marine, under the command of an admiral, drafts of officers and men being obtained from ships arriving from Europe. For years this service had indeed fought against privateers, pirates, Portuguese, Dutch and French, to defend both ships and factories of the Company. In a smaller, but still an important, degree they had been called upon also to keep out those interloping English ships which had no lawful right to trade with India. Looking back through the first century of the Company’s existence, its ships had captured the Island of St Helena in 1601. Eight years later the Solomon had defeated several Portuguese ships. In 1612 the Company’s fleet had again defeated the Portuguese fleet in India, and the year after this incident had been repeated. In 1616 a valuable Portuguese frigate had been taken and the Dutch severely defeated at Batavia. Four of the Company’s ships in 1619 and 1620 defeated yet another Portuguese fleet. The capture of Ormuz in 1622 had been made by the Company’s fleet acting with the King of Persia’s forces. In 1635 Bombay had been recaptured by the Company’s fleet, but it was not till 1662 that England sent out men-of-war to India for the protection of the Company’s interests. Therefore, during its first sixty years the Company had to act both as merchants and a naval power without any external aid, such as trade had a right to demand.

If the Bombay Marine was distinctly a small service as regards numbers, it was certainly very gallant, and many a fine incident bright with bravery and daring belongs to its history. During the war with France a number of ships belonging to the Bombay Marine were attached to the Royal Navy on service in the waters that wash the coasts of India, and rendered good service in this capacity. For although the real theatre of war between England and France was not in the Orient, yet some severe, if indecisive, engagements were here fought, and the Company’s ships, if smaller in size, were a valuable form of assistance. About the middle of the eighteenth century the Marine consisted of about twenty ships, and these were essential for protecting the progress of the mercantile East Indiamen, for without such convoys it was impossible for those rich freights ever to have traversed the Indian Ocean. It was the Bombay Marine, also, who made surveys of part of the Arabian, Persian, the west coast of Media and other coasts, and all this was to be for the benefit of navigation and trade generally.

By the beginning of the nineteenth century the Bombay Marine consisted of a couple of frigates, three sloops-of-war, fourteen brigs, in addition to prizes and vessels specially purchased for the service, and a few years before that, when Napoleon was contemplating his big scheme in connection with Egypt, which was to be the stepping-stone to India, a naval force was sent from England to cruise in the Red Sea. But, as everyone now knows, the Battle of the Nile prevented these vessels from having any serious work to perform. And when eventually hostilities were resumed, the Bombay Marine had to protect the trade in the Bay of Bengal. This they did with such thoroughness that British merchant ships were singularly free from capture. In spite of the opposition in some quarters, and the prejudice against India-built ships, some of the biggest vessels of the Bombay Marine were built in India, and excellent craft they proved themselves to be.

One of the most interesting incidents connected with the Bombay Marine during the early part of the nineteenth century was that in which the Mornington sloop-of-war figures conspicuously. The French privateers, especially La Confiance (of which we spoke on an earlier page) and L’EugÉnie, were most harassing to any craft navigating the vicinity of the East Indian coast. The commander of the Mornington was Captain Frost, and he was determined to bring L’EugÉnie to book. For a time the latter evaded him, and he then hit upon a smart idea. He succeeded in altering the Mornington’s appearance so that even her own builder would scarcely have recognised her. In order to prevent any suspicion of her seeming a warship, Captain Frost added to his ship a false poop, so that she looked just like a country ship. He changed also the painting of the hull and added patches of dirty old canvas to the sails, and after a while she seemed to be anything but the smart sloop-of-war which she really was.

When this transformation had been completed, the Mornington took up her position to cruise about the track where the French ship was likely to be hovering, and before long the look-out aloft espied the privateer. The Mornington then continued her game of bluff and altered her course as if she was anxious to get away from the Frenchman. The latter, unsuspecting, began to work up towards the English ship, and by sunset was getting quite near. After darkness had fallen the Mornington ran under easy sail, and presently the Frenchman hailed, asking the ship’s name, ordering them to heave-to. Too late the privateer discovered that he had been ensnared and fired into the Mornington, mortally wounding a seaman and injuring the running gear. Captain Frost now determined to injure the enemy’s rigging and sails aloft, and thus cripple him to such an extent that L’EugÉnie would not be able to get the windward berth. So chasing him he blazed away at the Frenchman. It was an exciting chase and lasted for three hours. So anxious was the privateer to escape that she threw overboard guns and boats and spars as she went: but at the end of this time the Mornington had come up alongside and the Frenchman’s captain hailed and begged the Englishman to cease firing as they had surrendered. Very shortly the privateer became an English prize, though she was found to be so crippled that she could not beat to windward. But it was a great relief when the news reached India that this mosquito craft had been taken away from any further possibility of preying on the peaceful merchant ships; and by the irony of events she who had formerly spent her time in attacking these trading craft was now to become their protector, for the Government added her to the service and the command was given to the senior lieutenant of the Mornington.

The Bombay dockyard by the end of the second decade of the nineteenth century was building such big warships as a ‘74 and ‘84 gun line-of-battle ship, the latter being of 2289 tons. Other big warships were also being constructed, and even those most conservative of sailormen who had always believed exclusively in oak were able after trial to concede that better ships than these Indian teak craft could not be desired. And the men and officers were like their ships. Continuously they seemed to be subject to service, and always they came through it well. French and Dutch, pirates of the Indian Ocean or the Persian Gulf, privateers of France, England or America, it was much the same; the Bombay Marine had to do its work, being hurried here and there to fight and conquer. And when the short intervals of respite occurred these hard-worked people took up again their surveying duties between those distant regions of the Cape of Good Hope and the Sea of Japan and northwards to the Red Sea and the Persian Gulf. At the close of the Burmese War the officers and men of the Bombay Marine received the thanks of both Houses of Parliament, for no fewer than five of the Company’s cruisers had served throughout the campaign.

But the time was at hand for a series of changes in the Bombay Marine. First of all we must call attention to the law passed in the year 1826 by which it was decreed that henceforth any naval force that was sent out from England by his Majesty to the East Indies on the representation of the East India Company’s Court of Directors, for the purpose of hostilities against native powers, was to be paid for by the Company. The Marine Board which controlled this Company’s naval force consisted of the Superintendent, the Master-Attendant, the Commodore of the Harbour and the senior captain. To be Commodore at Surat or in the Persian Gulf, or Master-Attendant at Calcutta was also to enjoy one of the plums of the service reserved for those who had served long years. But after twenty-two years’ service an officer could retire with the following pay:—

If an officer were to retire after ten years’ service, owing to ill-health, he was granted one-half of the above allowance. But except from the cause of ill-health no officer was allowed to come home on furlough under ten years.

During the year 1827 the whole condition of the Bombay Marine was inquired into, and as a result the service was changed from a Marine established purely for war purposes into something of a curious character. The officers were embodied into a regiment called the Marine Corps, and a regular packet service was established. The larger warships of the service were made more efficient, new ships were added, and a uniform approximating more to that of the Royal Navy was sanctioned. Finally, from the 1st of May 1830 the Bombay Marine was changed to the Indian Navy, and this in turn came to an end in the year 1863. Beginning as an adjunct of the East India Company it rendered a varied and important series of services during a period extending over two and a half centuries. It had combated the hostility of the Portuguese and Dutch in those early days when the English Company was struggling to get a secure foothold in India. It had made history along the Persian Gulf, it had inflicted punishment on privateers and pirates, it had protected the mercantile East Indiamen, it had assisted the British navy wrestling with the French foe in the Orient. The Company’s cruisers were, in fact, excellent fighting ships for their size, commanded by gallant officers and well manned by able crews. And when at last this service was abolished, many were the indignant outcries against such a step. However, it had long survived the existence of the Company’s maritime service, both as regards India and China, and a new order of things in India had already begun to be inaugurated. The story of the East India Company’s navy, as distinct from its maritime or mercantile service, is that of a comparatively small force doing wonders for two and a half centuries, showing great gallantry, enterprise, and enduring much hardship. Its last years were conspicuously marked by red tape, yet the time had clearly come for a change, and the last link was snapped that had connected the old East Indiamen of historic memory with the period of steamships and the modern men-of-war. Sentiment is an excellent thing in its way, and one of the undoubted forces of the world, yet when it comes into collision with efficiency it is not the latter which must give way. To-day the Royal Indian Marine contains just as gallant and able a personnel as in the past, and the name of Lieutenant Bowers of this service, who died in Captain Scott’s expedition to the South Pole, will at once be remembered.