The Makassar Malays - Cambridge Journals

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heather sutherland
social mobility. The customs farm was undoubtedly only one source of Ince Ali Asdulah’s wealth.
The foundations of his fortune lay in his trading; it was the money earned on his journeys to
Kalimantan and Java which enabled him to pay for the farm – and to win the support of powerful
Dutch and Chinese allies for his ambitious wedding.
Although Dutch descriptions of Malay trade are few and far between in the later eighteenth
century, some general trends can be identified through analysis of the harbourmaster’s registers. 99
The mid-century, including the 1770s, showed little development, although Malay skippers
probably remained strong in their traditional commodities of rice and slaves. Their main imports
into Makassar were sea products, coconut oil and rice, while marine produce and cloth dominated
exports. They were probably also bringing slaves into South Sulawesi. By the 1780s they had
consolidated their decades-long domination of coconut oil imports, most of which came in from
Ende on Flores, which was a centre of Sulawesian settlement and one of the archipelago’s main slave
markets. The Malays were shipping in almost 400 slaves a year, mainly from Ende. They were still
importing rice, raw cotton and Indian textiles. Their main exports were coins (rijksdaalders),
Chinese earthenware, Chinese linen and Indian cloth. As was to be expected, given their
commodities, Nusa Tenggara (the Lesser Sundas) was the favoured trading partner of Makassar’s
Malays. It is estimated that while the share of trade held by other Indonesian groups and locally
born Europeans was declining in the face of the growing Chinese role in commerce, the Malays not
only managed to hold their own, but showed a slight strengthening. 100 Their share in the volume of
shipping grew from 2 per cent in the 1720s through 11 per cent in the 1760s, to 15 per cent in the
1780s. 101
The VOC archives also provide intermittent information on ship-owners.As is to be expected,
the Kapitans and the farmers seem to be among the wealthiest. In 1715 the Malays owned the most
vessels in Makassar, a total of thirty: twenty-eight local gonting and two smaller pancallang.There
were thirteen ships (mainly the larger chialoup) possessed by Europeans or mestizos, twenty-eight in
Chinese or peranakan Chinese hands (two chialoup, twenty-five gonting, and one much smaller
pancallang). Forty-four other ships, almost all gonting, were held by Moor Mardijkers (eleven) and
Buginese (nine) while the mercantile Wajorese owned twenty-four. Among the Malays, the Kapitan
Ince Cukka owned a gonting and a pancallang, one Ince Jemal, Bumi Parisi, possessed three gonting,
while Ince Kamar and Ince Japara had two each. 102
By the 1730s and 1740s the number of registered ships had shrunk dramatically, probably for
tax reasons. Only four to six Malays were listed, all gonting owners, and the numbers of Chinese- and
European-owned vessels had also sharply declined, if not to the same degree – it seems registration
had little to do with actual shipping. 103 Few owners are recorded for 1775: five Europeans, three
Chinese, and a lone Malay. This was Ince Ali Asdullah, who is listed as owning a chialoup of 30 last
(15 tonnes); the ship was 29 years old, so had been built in 1745/46. 104 In 1784 he was still sailing the
same vessel, and this was probably taken over later by his son, Ince Suleiman (Kapitan Melayu since
1789), who is listed in 1790 as owning a 43-year-old chialoup. However, his father appeared as owner
again in 1795. 105
99 Knaap and Sutherland, Monsoon Traders.
100 Ibid, Ch.V.
101 G.J. Knaap, ‘Manning the Fleet’, paper presented at the Conference on Indonesian Social History, Universitas
Indonesia, Dec. 1999, Table 2.
102 VOC 1882 f. 2.
103 For example,VOC 2192 f. 1017, 2628 f. 140g.
104 VOC 3441 f.168.
105 VOC 3905 f. 56, Comite Oost Indische Handel 94, f. 102.