worker relatives. Migrations from the Yemen in modern times, are no longer part of a historic traveller/trader tradition – they are an economic necessity. The chief objective of the migrant workers from the Yemen in the twentieth and twenty-first centuries was, and is, to bring money home to pay off debts and secure landholding.116
This reality was personally observed after I was asked by one research respondent in Eccles, Greater Manchester, to forward a remittance to his relative in his village during a field trip to the Yemen. Whilst farming the land in one’s bilād or qurā was a traditional means of sustenance, nowadays purchasing land, cultivating and producing crops, all require a massive investment. Besides, the only viable and sustainable cash crop of any value is the production of qāt, a particular social habit which consumes 30% of many families’ gross weekly income. However, until the recent pro-democracy revolt that has resulted in the removal of President Salih, the unified government was able to encourage foreign financial aid with the promise of actively implementing ‘democracy’ and political pluralism in a far-too-slowly developing and progressing civil society in Yemen. Yet, while the recent emergence of the pro-democracy movement has seen hundreds of protesters killed and an assassination attempt on Salih, it appears to offer a glimmer of hope and ripples of excitement amongst the Yemeni population, even if the promise of a multiparty, democratic and united Yemen still hangs precariously in the balance.
FROM ADEN TO ‘TIGER BAY’, ‘BARBARY COAST’ AND ‘LITTLE ARABIA’
SAMUEL CHEW INFORMS us that the first recorded Englishman to travel in Yemen was John Jourdain, a ‘factor’ or, representative, of the British East India Company who, ‘leaving his ship The Ascension, at Aden, penetrated into the interior as far as Sana [sic].’1 While Jourdain crossed through the mountain highlands to the ancient city of Sana’a, the remainder of the crew of The Ascension, under the command of Alexander Sharpleigh, passed through Bāb al-Mandab and entered the Red Sea to become the first recorded English vessel in that part of the world. Jourdain then rejoined the ship at the port of Mocha from where it continued to India. This expedition took place in the spring of 1609.2 At the time Jourdain and his shipmates landed at Aden, its population was estimated to be around 60,000, consisting mostly merchants, traders and sailors. There is no further recorded contact until 1829, when the East India Company considered utilizing Aden as a coaling station to refuel the ever-increasing numbers of steam-powered merchant vessels sailing between British and Indian ports. In 1835, Captain Haines of the British East India Company opportunistically wrote:
Aden … might be the grand emporium for the export of coffee, gums, etc., as well as a channel through which the produce of India and England might be thrown into the rich provinces of Yemen and the Hadhramaut … the trade would also be open to the African coast, the distance being so trifling; from thence, gums, coffee, hides, frankincense, myrrh, would be thrown into the Aden market and the trader thereby be enabled not only to return with the produce of the Yemen, but what of might return him [sic] a good profit from the African coast.3
By 1839, Aden was virtually reduced to a fishing village with a reported population of no more than 600 people. Captain Haines’ report to the Bombay government optimistically described Aden’s admirable strategic position, its fine harbours and natural defenses, as a ‘must have’ acquisition for the East India Company, which he concluded was poorly managed by the ruling Laḥijī Sultanate. The earliest relations between Britain and the Laḥijī Sultanate were based on a series of treaties and negotiated agreements that began in 1802 when a treaty of commerce was signed. This agreement eventually led to the British exerting their power and influence over the port and surrounding areas through the eventual imposition of the British Protectorate of Aden in 1839.
Initially, British efforts to realize Aden as a colonial entrepôt for tripartite trade between Asia, Arabia and Africa were slow and ineffective and the expected trade between British merchants and the interior coffee trade districts of the Yemen did not materialize immediately. Fortunately, trade with the northerly coast of East Africa prospered, largely due to the security for merchant ships in the region as a result of the establishment of Haines’ garrison at Aden. Eventually, a growing trade between Indian and Arab merchants with Somali tribesmen was stimulated by the great annual fair held at Berbera in Somalia. In 1840, it was recorded that 300 native East African vessels and 21,000 camels were engaged in the great fair trade. However, as Berbera was abandoned during the annual monsoon season between April and October, the inland tribes moved to the African coast to prepare their huts for the expected trading vessels from Yemen, Muscat, Ras al-Khaimah, Bahrain, Porebunder and Bombay. The burgeoning British settlement at Aden soon capitalized on this trade by allowing Indian traders to build their storehouses in the port, unlike the nomads of Somalia who would not permit permanent and secure buildings at Berbera. This proved fortuitous for Aden which had, until this time, progressed little beyond being more than an offshoot of the Berbera trading centre up until the end of 1848. When Somali merchants gradually began to journey across the Gulf of Aden to conduct their business in the port, largely due to their own storage restrictions at Berbera, by 1878, the economic situation of Aden was radically changed.
From this period onwards the majority of African trade between Arabia and Asia was financed, supplied and controlled from Aden, drastically changing the fortunes of the port and the control and influence of the British in the region. American vessels had continued to use Mocha, loading 2.5 million pounds of coffee as early as 1805, and in the process obtaining very favourable terms from the Sharīf.4 Yemen coffee exports still increased based in the northern ports of Mocha and Hodeidah despite Haines’ attempts to entice the trade to Aden from as early as 1839. However, his increased efforts were continuously thwarted by the wily regional ruler Sharīf Hussain. But, as disputes between the Sharīf and the Zaydī Imām of Yemen began to intensify, the balance of mercantile power began to swing in favour of the British and their entrepôt at Aden. When the Zaydī Imām attacked the Red Sea coastal area in 1844, leading to the final capture of Mocha, by 1848 all business in the port was halted. As a result, within 18 months, all caravans at Ḥujariyah and Sana’a were bringing their loads of coffee to Aden. Yet, despite this development, American vessels avoided trading with the port, dissuaded by unfavourable custom rates and uncertainty over the availability of goods. In 1853, the East India Company declared Aden a ‘free port’, thus solving the problem and ensuring that from then on export shippers of all nations in the lower Red Sea directed their vessels to Aden.
By the time Haines departured as the first British Resident of Aden for the EIC in 1854, a sizeable Arab and Indian trading community was consolidating its grip on the markets of North East Africa, Red Sea ports and the Yemen. In the same year, contracts for export coffee from the port were recorded at $184,000. However, as Aden grew the neighbouring ports of Mocha, Shuqrah and Bīr Aḥmad were seriously affected as increasing trade with American, French and German ships made Aden the primary focus of their trading activities. In his term of office as the East India Company’s Resident at Aden, Captain Haines worked endlessly to develop and expand the port’s commercial potential. In 1847, he recommended the construction of a second customs post at the port’s main pass in order to register the trade from there and a pier was completed at Ma˓allā in 1855, which allowed merchants to establish the main customs post there by 1864.5 The rapid growth in the port’s activities ensured that Arab, Indian and Persian traders in cotton goods, coffee, gums, spices and cloves, situated at the port of Zanzibar, quickly relocated their businesses at Aden. Although the port returns for 1855–6 reveal that the bulk of the port’s trade was with India, particularly Bombay, 30% was with the United States. By 1856–7, France had surprisingly overtaken both India and the US in trading at the port, but it was predominantly British ships, providing the mail steamer service, that dominated Aden’s traffic (29,000 tons/year between 1852–5 compared with 80,000 tons/year of non-British
