[Some Time After The Indian Fleet Had Sailed From Djidda, I
Was Present When A Merchant Of Great Property And
Respectability called
upon an acquaintance of mine to borrow one hundred dollars, saying, he
had laid out every farthing of
His money in India goods which he did not
wish yet to sell, and had, in the mean while, no money left for his
daily expenses. This occurs, I understood, very frequently among them.]
Another cause of the India trade with Djidda being more safe and
profitable is, the arrival of the merchant-ships but once in the year,
at a stated period, and all within a few weeks: there is, therefore,
nothing to spoil the market; the price of goods is settled according to
the known demand and quantity of imports; and it is never known to fall
till the return of the next fleet. In the coffee trade it was the
reverse.
In Syria and Egypt it is the work of several days, and the business of
three or four brokers, to conclude a bargain between two merchants to
the amount of a thousand dollars. At Djidda sales and purchases are made
of entire ships' cargoes in the course of half an hour, and the next day
the money is paid down. The greater part of the merchandize thus bought
is shipped for Suez, and sold at Cairo, whence it finds its way into the
Mediterranean. The returns are made either in goods, which are disposed
of chiefly in the Hedjaz, or in dollars and sequins, large quantities of
which are carried off annually by the Indian fleet: this principally
causes the scarcity of silver in Egypt. The coffee ships
[p.19] from Yemen take a few articles of Egyptian manufacture in return,
as Mellayes, (blue-striped cotton cloths,) linen stuff's for shirts, and
glass beads; but their chief sales are mostly for cash.
If Suez were to participate in the direct Indian trade, the present
flourishing state of Djidda would, no doubt, be greatly diminished, and
the town would become merely what its position renders it, the harbour
of the Hedjaz, instead of being, as it now is, the port of Egypt. It was
natural that the sherifs of Mekka, who had the customs in their own
hands, should endeavour, by every means in their power, to make Djidda
an emporium for the Indian trade, the custom-duties on which formed the
principle source of their income. Suez, however, is not a place where
large capitals are always found ready to make purchases; even Cairo
could not, at least immediately, engage in this trade with advantage,
were it transferred to Suez; for, according to old customs, from which
Orientals seldom like to depart, ready money is almost unknown in the
commercial transactions of that city; India goods are in consequence
never sold there except at very long credit. Undoubtedly cash might in
time have found its way to Suez, as it now does to Djidda; but the
channel of trade was such, that a fleet of ships coming direct from
India to Suez, would hardly have been able to dispose of their cargoes
either with profit or within due time. Another cause also contributed to
favour the harbour of Djidda: the India ships, although most of them
sail under the English flag, are entirely manned and commanded by the
people of the country, Arabs and Lascars; [No English captain had been at
Djidda for five years, when, in 1814, the Resoul, Captain Boag, from
Bombay, arrived laden with rice. The ships are not navigated by
Englishmen, and very few English merchants resident in India have ever
speculated in the trade of the Red Sea, which is carried on almost
exclusively with the capitals of Muselman merchants of Djidda, Maskat,
Bombay, Surat, and Calcutta. The Americans seldom visit any other
harbour in this sea than that of Mekka.] and they have adopted the same
coasting navigation that is followed in every part of the Red
[p.20] Sea. They never venture out to sea, and must, therefore,
necessarily pass Djidda and Yembo, both harbours of the Sherif, who
could easily oblige them to anchor in his ports and pay duties, as he is
known to have done with many coffee ships bound direct for Suez from
Yemen. These causes, however, no longer exist; for Mohammed Aly, Pasha
of Egypt, having possession of the harbours and custom-houses of the
Hedjaz, might transfer the customs of Djidda to Suez, and thence open a
direct communication with India. The chief obstacles to such a change
which have hitherto presented themselves, are the jealousy and false
representations of the merchants of Djidda, and the Pasha's ignorance of
his own real interests, added perhaps to the fear of displeasing his
sovereign; he has it, notwithstanding, in contemplation to change the
system, after the example of a very respectable English house at
Alexandria, which had, in concert with its correspondents at Bombay, in
1812, when the Hedjaz was not yet in the Pasha's hands, concluded a
treaty with him for allowing English ships to come direct to Suez, and
for insuring the protection of merchandize across the Desert to Cairo.
The reports of the Wahabi war, and of hostile cruisers in the Red Sea,
prevented the merchants from taking advantage of the treaty till 1815,
when a large ship was despatched from Bombay to Suez. The Pasha,
however, who was at Mekka when she touched at Djidda, in direct
violation of his engagements, stopped the ship, prohibited her
proceeding to Suez, compelled the captain to sell the cargo at a loss,
while the plague was raging in the town, and exacted the same duties as
are taken on country ships, in contravention of the stipulations
existing between Great Britain and the Porte. This affair, which created
great disgust amongst the Europeans in Egypt, might easily have been
remedied by retaliation upon the Pasha's ships trading to Malta, which
would have taught him to respect the British flag wherever he might meet
it.
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