bengal orissa famine of 1866 and development of …

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70

BENGAL ORISSA FAMINE OF 1866 AND DEVELOPMENT OF PORTS IN

COLONIAL ORISSA. (1866-1900): IN A COMPREHENSIVE PERSPECTIVE

Dr. Ganeswar Nayak.

Asst .Prof of History,

F.M . Autonomous College,

Balasore, Orissa.

Abstract-

After the conquest of Orissa in 1803, East India Company did not take any steps to

development of ports. Orissa had long coast line and dotted with several ports. In

nineteenth century, road were not developed. Railway was not extended to Orissa. Canals

for communication purposes were developed after 1866. When famine came in 1866, relief

materials were not transported to the interior of the country. In this famine one third of her

population were killed because of food. So the Famine Commission of 1866, recommended

for development of ports. These ports were worked as the channel of communication without

side world. The isolation of Orissa came to end. Gradually maritime transaction increased

and economy of Orissa was integrated with the world economy.

Key words-

Bengal Orissa Famine Commission Report, Balasore Port, Subarnarekha Port, Dhamra

Port., Bengal Nagpur Railway.

Introduction-

In 1803 East India Company conquered Orissa.1

In 1866, Orissa was visited by a famine

which was most extreme and desolating in character. 2 It was called Na Anka Famine in

Orissa, since it came in the Ninth year of the King Dibya Singa Divya of Orissa. In this

famine one third of its population were perished. 3

A Famine Commission was constituted

under the Chairmanship of George Campbell to look into the causes, circumstances and

extent of the famine and suggest remedial measures to guard as far as possible against the

recurrence of a similar disaster in future. The famine commission prioritized on the

development of roads, ports and making the canals navigable for the people of Orissa. 4

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The main argument of the paper is that in the first quarter of nineteenth century with the

coming of British to Orissa, roads and navigable canals were not developed. Among the

waterways only ports were main sources by the people of Orissa. The central argument of

this paper is that the ports were developed for commercial and colonial purposes. From 1803

to 1866, no vigorous step was taken to explore the coast and develop the ports for the

economic development of the province. Due to this reason , the famine was aggravated i and

one third of its population were killed. So, the Bengal Orissa Famine of 1866 strongly

recommended for development of Ports. It considered False Point Port as the best harbor all

along the coast of India. 5

Review of Literature.

The Bengal Orissa Famine Commission Report was main source of information for

reconstructing the port development of Orissa in the nineteenth century. Development of

Transport and communication - A case study written by Ganeswar Nayak. It garishly

describes the ports development and maritime transaction after the Famine of 1866 in Orissa.

Pathways of Empire, Circulation, Public Works, and Social space in Colonial Prissa,1780-

1914, written by Ravi Ahuja, provides substantial information on the existence of ports in

Orissa in the 19th

century .G C Pattnaik’s work on Famine and Some aspect of British

Economic Policy also provide important information on maritime history of Orissa in the

19th

century.

Condition of Ports after the British Conquest of Orissa-

When the East India Company occupied Orissa in 1803, Balasore, Churamoan, Dhamra, in

Balasore District, Manikpatna in Puri District were prosperous ports. These ports have

maritime link with Maldives, Sri Lank, Mauritius, and Laccadives. 6 In 1817, the Board of

trade suggested for founding of port in the southern coast of Calcutta to afford assistance to

vessels in distress and for the purpose of public utility. In 1819, the Governor General in

Council selected a maritime Committee at Cuttack. It consisted of the Collector of Cuttack

and salt agent for the control and superintendence of the maritime affairs in the province of

Cuttack. 7

In 1820, George Minchin, the Master attendant explored the coast of Orissa and reported that

ports were considered incongruous for the purpose of receiving vessels. As a result of





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his unfavorable reports, the Government decided for development of coastal trade in

Orissa by developing ports. 8

In 1828 Maritime Committee was abolished and

Collector of Cuttack was put in charge of the maritime establishment. In 1830, the

Balasore Custom house reports informs that vessels were coming from Laccadives,

Maldives Iceland, which brought back coir, Coconuts and Cowries and took back rice

and earthen pots. 9

The sultan of Maldives Island had written to Pakenham, the

Commissioner, pointing out the difficulties experienced by the merchants of these

island resorting Balasore Port for the purpose of trade. Balasore district had a coast

line of 85 miles. It had seven ports originally constituted by a special Acts of 1858.

The names of the ports were Subarnarekha, Sartha, Chhaonoa, Balasore, Laichhanpur,

Churamoan and Dhamra. The most important of them were Subarnarekha and

Churamoan. 10

The port of Chandballi was opened in 1872. 11

Condition of Ports before the outbreak of the Famine-

From the above analyses, it is clear that, the port of Orissa, did not receives the attention of

the colonial government. In 1866, Orissa was affected by a famine which was most intense

and desolating in character. Its severity was so terrible that one third of its population were

perished. The Famine Commission of 1866 remarked that famine in Orissa stands almost

alone in this, that there was almost no importation, and the people, shut up in a narrow

province between pathless jungles and impracticable seas were in the condition of passenger

of a ship without any provision. 12

The ghastly nature of the famine displayed the serious

defects of the Bengal administration and lamentable negligence of the vital problems with

regard to the developments of Orissa. The absence of good port was on the Orissa coast was

one of the causes of famine of 1866. 13

The existing ports were not fit for use. In rainy

season steamer could not end cargo on the surf beaten shore. 14

So rice could not be

imported in large scale .through the ports of Orissa in the time of necessity in order to provide

relief to the famine stricken people.. All the ports were of little use when exposed to ordeal of

bad weather or any emergency. They were inaccessible to the ordinary type of European

vessels. For such vessels there was no protected anchorage of any kind. Moreover, it did not

afford any inlet to the interior for the Indian sea going vessels. while anchorage was so many

miles from the landing place and so far from any populated port of the country that without

very special appliances prepared beforehand was of little use. At any other part of the coast,





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cargo vessels were laying in open roads. One of the ports, Dhamra, however was capable of

receiving 12 to 14ft of water even in the worst season of the year, provided they entered

with the aid of the stream. 15

But the old river harbor could similarly receive vessels

drawing 8 to 9 ft stream, however, not available and practically these harbors were only used

by the native crafts in fine weather.

Even each district had had its own ports, until the outbreak of the famine, they never

attracted the attention of the Government. After the outbreak of the famine in 1866, these

new ports were improved and opened. These were also an attempt to improve the inland

communication.

Colonial Apathy to the development of Port s-

Even after the famine of 1866, the government did not development the ports of Orissa. The

False Point port which received the attention of the Famine Commission of 1866, did not

receive the attention of the government. The blueprint for the establishment of the port town

and location was much talked about, planned and estimated. But no definite action was taken.

The Maharaja of Burdwan had granted some lands for the development of False Point port

ports. But financial constraints did not allow government to development of this port. 16

The

port of Balasore was not developed. In fact, the government did not contemplate any plan for

the development of Balasore Port .the Port of Subarnarekha also did not receive the

attention of the government, because of great engineering difficulty in the coast. The

tendency of Balasore River to silt at the mouth had been fatal to the stability of the port in the

district. This was the important reason for underdevelopment of Balasore port., The

government wanted the people to get engaged in trade and commerce, yet it could not afford

to spending the required amount for the development of port. Commenting on the state of

Balasore Port, collector observed,” 17

A stranger coming by sea to Balasore on seeing our

harbors would think he had arrived at the dominions of some in dependent native chief who

did not know what were the requirements of the civilized countries in respect of portal

accommodation. He would be extremely surprised to find himself in the territories subject to

the greatest maritime power, he would have ever seen.” In Balasore some merchants tried

to i9mprove the Port of Churamoan by removing silt which had deposited. But the port again

fell into disuse by the of mud and silt. In 1874 Lt Governor visited Orissa and sanctioned

following sum of money for development of following ports. 18





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Table-1

Sum, Granted in November 1874 for the Improvement of Orissan Ports

Name of the Port Sum granted for the development of Port(Rs)

False Point Port 289,000

Balasore Port 30,000

Dhamra and Chandballi Port 10,0000

Puri Port 20,000

Total 1,33,000

In 1878, the Government further sanctioned money for a tidal gauge and for the construction

of a lighthouse. 19

The Light house was completed in 1880 and was able to cover a

distance of twenty miles in the sea ensuring safety to the ships. 20

The British Government

gave much importance to their False Point port for its advantageous like location and

constructed building for office and godown to make it a modern port where goods got easy

carriage to Cuttack through Kendrapara Canal. 21

Some other factors also contributed to the portal communication successful. The Pattamundai

canal connected Puri and Cuttack. It was made navigable. The canal connected Goenkhali

River with Matai at Charbatia and ran along the sea coast. It was connected with Calcutta by

another canal with connected the port of Chandballi. 22

Further , the Palur canal was

connected with Ganjam was constructed and opened for traffic. 23

The Kendarapa Canal

connected between the Cuttack city and False Point Port. It was main hinterland of False

Point Port.

Geographical Location of Ports-

SUBARNAREKHA PORT –

The Subarnarekha Port was located by the Subarnarekha River. It was declared as a port of

Orissa in the year 1858 in accordance with the Act 11 of 1858. 24

During the time of famine

the Subarnarekha could not afford facility for food supply to the Orissa people. In 1882-83 a





75

gross amount of Rs.20.00 was spent towards repairing of this port. It is clearly known from

this statement that Subarnarekha existed as a port of Orissa till 1882-83. The sitting-up of the

mouth of the Subarnarekha, the construction of coast canal and abandonment of salt

manufacture in Orissa led to the decline of this port. 25

SARTHA

Sartha was situated at the junction of two rivers, Pan-chapara and Sartha. This

port became unsuitable due to the silting of rivers. But unfortunately the British Government

paid no attention to improve this port. 26

CHHANOA

Chhanoa was situated on the mouth of the Chhanoa River. 27

It occupied an

important place among the ports of Orissa before the British conquest. This port was already

abandoned by the time of the port Act II of 1858 which was introduced in Orissa

LYCHANPORE

Lychanpore was situated on a small creek of the river Lychanpore. 28

This port

included in the Act II of 1858. Lychanpore was closed in 1888. It declined due to the non-

availability of government aid.

BALASORE-

Balasore Port was situated on the river Burabalang. 29

It consisted of the portion

of the Burabalang river fronting the town of Balasore. The Port was about three quarter a

of a mile in length. It was situated seven miles from the coast in a direct line. Balasore port

had rich hinterland. Sloops from Madras coast, Ceylone, Laccadive and Maldive Island

annually visit the port for cargo of rice. 30

The Maldive and Laccadive islanders depend on

Balasore Port for annual supply of grain. Captain Hoursburg gives detailed sailing directions

for using the Balasore Port.





76

CHURAMANI-

Churamani or Churaman was on open road stead in the mouth of river Gummere,

a branch of Kansbans. The port was not developed due to government negligence. 31

DHAMARA PORT

Dhamara, which forms a part of the boundary line between Balasore and Cuttack,

is a fine estuary formed by the junction of the rivers, Brahmani and Baitarani. 32

The English

settlers were attracted to this place to use it as a port of greater facilities. During the British

conquest of Orissa in 1803, Dhamara was a useful port from which rice and salt were

exported Bengal. 33

The Dhamara port was declared to be an important port of Orissa by

Government notification No. 877, dated the 8th

May 1858. It is the oldest of all the ports in

Orissa which are fit to be worked out. W. W. Hunter also describes Dhamara thus “as a port

for native shippers it ranks next to Balasore in importance.”

CHANDBALI PORT

Chandbali, 20 miles from the mouth was declared as a port on 28th

March 1881,

and soon became one of the major ports of Orissa. 34

It was connected with the interior by the

Matai, the Bhadrak road and various tidal creeks and with the sea by the Dhamara and

Baitarani, the channel of which was marked out with buoys and beacons. The station was

situated on a high but narrow sand ridge stretching from east to west for about a mile and a

half. 35

It contained a customs house, telegraph and post office, police station, staging

bungalow and dispensary.

Chandbali also become a trading centre of coastal Orissa. 36

Not only paddy was

being imported to Chandbali from this area but also clothes, salt, Kerosene, spices and cotton

goods were exported to these areas from Chandbali. Paddy was the main agricultural product

of this area. 37

So rice, paddy, and Chura (flattened rice) were exported from Chandbali port

to Bombay, cutch and calicut in India, Galle and Colombo in Ceylon and distant islands such

as Mauritius and Zanjibar on the eastern coast of Africa in the Indian ocean. 38

The sea-borne trade was in a dilapidated condition before the opening of the port

Chandbali. John Beams, the then collector of Balasore observed thus, “A stranger coming by

sea to Balasore on seeing our harbors would think he had arrived at the dominions of some





77

independent native chiefs who did not know what were the requirements of the civilized

countries in respect of portal accommodation. He would be extremely surprised to find

himself in the territories subject to the greatest maritime power, the world has ever seen. 39

One merchant of that time has also depicted Chandbali as a natural port of Cuttack and

Balasore of northern Orissa. 40

Light steamers ran through Chandbali port almost daily to and

from Calcutta. And the then commissioner of Orissa Division has observed thus, “the place

was likely to become of vital importance to the province as a centre of coasting trade and

activity.” It was continued to be the chief port of call for larger steamers and sea-going

vessels. Chandbali port gradually declined with the emergence of railways in Orissa.

However, it served as a port upto the early part of the 20th

century. 41

FALSE POINT

False point, another important port of Cuttack district, was situated at the mouth

of river Mahanadi, nearly 70 miles from the town of Cuttack. 42

The important port of

Orissa declined in course of time. It was declared to be a port under the Act XXII of 1855 in

the Calcutta Gazette of 23rd

May 1860 for open sea-borne trade not only with Orissa proper

but also with the outside. According to the Famine Commission Report, it was by far the best

harbor on the India coast between Hooghly and Bombay. 43

During the time of the horrible

famine of 1866, it was not working properly and the Government did not pay attention to

improve this port. There were no means of communication except in the rainy season. The

horrors of famine forced the Government to improve the port which was in a ruined

condition. 44

PURI PORTS

The ports of Puri district, opened in 1850, drew the attention of the Government

after the Famine of 1866. 45

The ports of Puri were Puri, Devee, Sahandu, Metta Cooah,

Futtypore and Nundla. Puri district remained underdeveloped regarding ports in relation to

Balasore and Cuttack districts. Puri port the only port of Puri was an open road stead and

owing to the shortage of laborers loading and unloading difficulties and lack of storage

facilities it could not compete with other ports of Orissa. 46

It was also not safe for vessels





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during the time of South-West monsoon. However, it functioned as a port till the end of 19th

century. Ports of Puri were exporting rice to Mauritius, Sri Lanka and Maldives.

Ports ant it s connection with Navigable canals-

With development of ports, maritime trade developed in Orissa. Another reason

for the development of maritime commercial transaction was development of inland

navigation. The Kendrapara Cana was connected to False Point Port. 47

The Gobri Canal

was connected between Cuttack and Chandballi on the Vaitarani River. The Taldanda Canal

connected between the Mahanadi River and Kathjury River and False Point Port. 48

The High

Level Canal connected between Cuttack and Bhadrak. All these canals helped to develop

maritime transactions in Colonial Orissa.

Maritime Transactions-

There was rocketing rise of maritime transactions after the Famine of 1866 in

Co0lonial Orissa.. In addition to heightened transactions, there was increase in steamer and

vessel traffic to different port of Orissa, In 1869, every month a steamer and ship were

coming to Cuttack from Calcutta. 49

The False Point port was visited by the French ships

from Mauritius which took rice and oil seeds for different ports of France. The steamer of

British Indian Company also called at the port of Puri. 50

Rice was exported from different

port of Cylone, Maldives and Mauritius and French Ports.





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The Following figure reflect the sea borne trade from 1868-79 to 1878-79. 51

Table-2

Growth of Maritime Trade in Orissa from 1868-1879.

Year Value of Import Value of Export

1868-69 3,69,486 2,69,545.

1869-70 7,15,632 7,77,034

1870-71 13,56,087 13,36,755

1871-72 15,88,000 12,12,411

1872-73 11,74,994 14,16,170

1873-74 28,91,288 30,70,175

1874-75 35,92,587 43,91,035

1875-76 34,73,744 32,70,714

1876-77 47,25,117 76,61,,260

1877-78 90,55,184 101,01,291

1878-79 56,40,953 81,48,501

From the above figure, we can assess that there was rapid increase in the value of

trade .The steamer of British India started running between Calcutta and Chandballi.It was

leaving for Calcutta on every Friday and again returning back ti Chandballi every Wednesday

in 1872. Another Steamer Ooriya commanded by Captain Mac Nail, Sir John Lawrence and

Captain Baldwin was sailing between Calcutta and Chandballi. 52

The passenger tariff between Calcutta and False Point was determined by the

British Indian Steam Navigation Company. It was as follows-53





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Table-3

Passenger Travelling Place Fare

First Class Passenger False Point Port to Calcutta 25.00

Second Class Passenger False Point Port to Calcutta 12.50

Third Class Passenger False Point to Calcutta 2.50

The British India Steam Navigation Company’s steamer was leaving from

lighthouse(False Point Port) for Calcutta on the following days. 54

Arrival and Departure of British- Indian Steam Navigation Company’s

Steamer in 1879.

Table -4

Date of Departure for

Calcutta

Date of arrival

at False Point

Date of Departure for Calcutta

18th

May1879 19 May,1879 19 May,1879

18th

June1879 18 May,1879 26th

May,1879

13th

June1879 14 July,1879 24th

July,1879

10th

August 1879 14 August,1879 24th

August,1879

Due to steamer service between False Point port and Calcutta the traders and

merchants regularly visited Orissa. The surplus products from Orissa were sent to Calcutta

market and Orissa was integrated to trade net work of India. Rice, oil seeds, dried fish, salt

,leather products ,sugar product were exported from Orissa. The following table shows the

number and tonnage of vessels that entered and cleared during the year from 1890-91to

1894-95. Tonnage of Vessels Entered and Cleared from the year 1891-95. 55





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Ports Year No of

vessels

entered

Tonnage(Mds) No of

vessels

cleared

Tonnage(Mds)

False Point

Ports

1891-92 78 96,389 78 96,389

1892-93 56 74,559 55 74,552

1893-94 51 79,842 50 78,368

1894-95 46 74,220 47 75,694

Puri Port 1891-92

33 47,012 33 47,011

1892-93 20 26,603 20 263,603

1893-94 16 20,447 16 20,447

1894-95 21 26,224 22 26,224

Balasore

Port

1891-92 345 78,380 345 78,889

1892-93 339 82,019 341 81,556

1893-94 313 81,113 320 8,884

1894-95 312 80,743 325 82,834

From above analyses, it is clear that, Balasore port had highest commercial

transaction. But False Point Port failed to export maximum quantity of rice. So it failed to

register highest commercial transaction. Similarly the Port of Puri also failed to registers

maximum commercial transaction... On the other hand vast hinterland and proximity of

Calcutta Port helped the port of Balasore to register maximum commerce transaction..

In 1896, a regular steamer service maintained between Calcutta and Chandballi.

56 Since September 1894 four steamer belonging to the Indian General Steam Navigation

Company and Orissa Steam Navigation Company had been plying every week between these

two ports carrying passenger and cargo. The practice was for the company to start their





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steamer as the same day twice a week from each port. But the arrangement between

company’s steamers had recently left Chandballi and Calcutta five days in a week. 57

The ports which traded with Chandballi and Balasore were Calcutta, the Coastal

Port of Bombay and from foreign ports like Maldive Iselands, Ceylone and occasionally from

Mauritius. The chief import s were salt sugar, European goods, such as gunny bags, coconut

oil, spices, ghee, drugs and raw cotton. The chief article of export were paddy, rice, nux

vomica, tobacco leaves and ghee. 58

Before the opening of railway, piligrim s were using

ports for coming to Puri. The migrant workers were also using ports for going to different

places in West Bengal in search of job. The migrant workers took ships leaving Chandballi

each week to find jobs in Calcutta or its neighborhood as palki (palanquin) bearers, domestic

servants, coolies, dock workers or, towards the end of the century as factory hands in one of

the mushrooming jute mills along the Hugli. The availability of coastal steamer facilitated the

migration of these laborers between Orissa and Calcutta. It was estimated that about 10,000

labourers had migrated by the end of the 1890. The colonial state also encouraged permanent

labour migration from Orissa as a safety valve to alleviate subsistence crises and poverty. 59

Opening Railways and Decline of maritime trade in Orissa.

In 1898, Bengal Nagpur Railway was extended to Orissa. The year from 1898-99

were one of the most successful years of Bengal Nagpur Railway. 60

The most important

section of railways viz, Sini – Kharagpur and then to Kolaghat, and Kharagpur-Cuttack

section were opened for goods as well as passenger traffic. The line from Balasore to

Kharagpur was opened on17.12.1898. The line from Balasore to Cuttack was opened on

10/01/1899. 61

The opening of railways marked the death knell of maritime trade in Orissa . It

went on reducing with the spread and success of railway network in the country. Ports were

not given fair trial and government employed all its financial, physical and administrative

resources to develop railways, there by completely ignoring railways. The railway also

attracted business communities due its fast speed, safe and comfortable travel. Lastly, the

British Government was interested in the financial success of railways which have been done

only at the cost of other means of transport .62





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Conclusion-

The growth of trade served the purpose of British Imperialism. The worst feature

of maritime trade of trade of Orissa was that outside vessels had displaced Orissa’s sea going

vessels and outside merchants( Indian and Foreign ) had capturer of her trade. The influx of

foreign goods and consequent destruction of Orissa’s weaving and salt industries, continuous

export of rice from Orissa and consequent destruction of Orissa, consequent export of rice

from Orissa and consequent destruction of weaving and salt industries, continuous export of

rice from Orissa proved most harmful. . The redeeming feature of Maritime trade was

displacement of indigenous products by the machine made articles, indicating a changing

pattern of living. 63

REFERENCES-

1. K.M Patra, An Advanced History of Orissa,New Delhi,Kalyani

Publisher,1992,p1

2. Report of the Commissions Appointed to Enquire in to the Famine in Bengal

and Orissa in 1866, , Calcutta, Office of the Superintend Govt Printing, 1867.

3. G.C Pattnaik, The Famine and Some aspect of British Economic Policy in

IOissa,, 1866-1905, Cuttack, Vidyapuri,,1980,

4. G Nayak, Development of Transport and Communication, A Case Study, New

Delhi, Anmol Publisher, 2000,p 4,

5. Report of the Famine Commission Appointed to Enquire in to the Famine in

Bengal,,vol.p7

6. The Journal of Bihar Orissa Research Society, VOl-I,XXXVI, Para,3-4,

Medieval Orissa Sea ports, Balasore,p147-148,

7. Board of Trade to most noble Marquis of Hastings, 18 June 1817, May 1822,

Custom No,173 .

8.Board of Trade to the Governor in Council, September 28,1820,No 138, Lord

Sweating to Board of Trade, September 22,1820, March 1817, May 1822.

9. G Nayak, op cit , p127

10.G.S Fags, Acts of Legislative Council of India, VOLIII, PP.547-748.





84

11. Orissa General Administrative Report, 1873-74, p 10

12. Report of the Commission Appointed the Famine in Bengal Orissa Famine, op

cit,p17

13. G Nayak, op cit,129

14. LSS O’ Malley, Bengal District Gazetteers, Balasore, Calcutta, Bengal

Secretariat Book Depo,1910,, p 42

15.Report on the Administration of Custom Department of the Bengal Presidency,

Sec.V. Orissa Ports, Bengal Revenue Proceedings,1875.

16..Bengal Administration,1875,,109

17.Bengal Administration Report,,1877.,109

18.Bengal Administration Report,1877-78,p162

19.Ibid,p167

20.Orissa General Administration Report, 1879-80,p64

21.Bengal Administrative Report, 1879-80,p194

22.Bengal Administrative Report,1887-88,p 92

23.Orissa General Administrative Report,1879-80,p157

24.G S.Fags, op citp547

25.WW Hunter, Statistical Account of Bengal, Vol.XIX, London. 1872,p34

26.WW Hunter, op cit,,p152

27..Balasore Custom House Reports,1858,p186

28.Orissa General Administration Report,1878-79,p182

29.Balasore Custom House Reports,,1849,p20

30.Bay of Bengal Pilot, Calcutta,p144

31.Orissa General Administration Report,1878-79,p182

32.G A Toynbee, A Sketch of History of Orissa,Calcutta,1873,p88.

33. WW Hunter, op cit,p271





85

34.BRP, November,H.L Dampier Secretary Government of Bengal to Govt of

India, No.3345. October 22,1868.

35. Orissa General Administration Report,1873-74,p10.

36.Hand book of Commercial Information for India, Delhi, 1973, p93

37.OGAR,1870p62

38. BAR,1878-79.p109.

39.OGAR,1872-73, TE Ravenshaw, Commissioner of Orissa Division to the

Secretary to the Government of Bengal, General Department, No 271, Distt Cuttack,

July1873,pp13-14

40.Ibid.,,p14

41.O.G.A.R,1873-74,p10.

42.O.G.A.

R1870-71,p62

43.WW Hunter ,op cit,61

44. Bengal Revenue Proceedings,, November, HL Dampier, Secretary Govt of

Bengal to Govt India, No3345. October22,1868.

45.BRP, No1868, HL Dampier, Secretary, Govt of Bengal to Government of

India, nO.3348 October Ist 1868

.46.WW Hunter, op cit, p 21

47.SL Maddox, Final Report on the Survey and settlement of Orissa,p24

48.NN Banerjee, Agricultural District of Cuttack,<uttack,1898,p14

49.Utkal Deepika,,14th

February,1869.

50.Utkal Deepika,27thFebruary 1869.

51.J Beams, Commissioner to Secretary , Government of Bengal, No600, 18

July,1877, General Administration Report of Orissa Division for 1877-78.

52. Utkal Deepika,, 22 February1872.

53.Utkal Deepika,2nd

November,1879.





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55. Bengal Administrative Report,, 1894-95,p110.

56. Utkal Deepika, 4th

June.1894

.57. Orissa General Administration Report,1898-99,p162

58.L.S.S.O’ Mally,Bihar and Orissa Gazetteers, Balasore , Patna,1908,p138.

59, Ravi Ahuja ,Pathways of the Empire, Circulation, Public Works and Social

Space,1780-1914,p

60. Railway Administration Report,1898-99,p13

61. History of Indian Railway constructed and Progress,,1990,p2

62.G Nayak, op cit, p226

63. G Nayak,op cit,p64





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bengal orissa famine of 1866 and development of …

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