The History of the Indian Revolt and of the Expeditions to Persia, China and Japan 1856-7-8

Summing up all these arrangements, therefore, we find the following result: Two regiments of royal infantry – 7th Fusiliers and 88th foot – were to go to India, to replace two borrowed or withdrawn from the Company in 1854; two others – the 90th foot and the 3d battalion of the Rifle Brigade – to relieve the 10th and 29th foot, and two regiments of cavalry – the 2d and 3d Dragoons – to relieve the 9th Lancers and 14th Dragoons, but the four relieved regiments not to return till the mutiny should be quelled; four regiments of infantry – the 19th, 38th, and 79th foot, and the 1st battalion of the 1st foot – to go out in consequence of the bad news received from India at the end of June; six regiments of infantry – the 20th, 34th, 42d, 54th, 97th, and 2d battalion of the Rifle Brigade – together with several troops and companies of artillery, were to go out in consequence of the still more disastrous news received in the middle of July; drafts were to go out to bring up to the full strength the whole of the Queen’s regiments in India; and, lastly, recruits were to go out, to bring up to the full complement the whole of the European regiments belonging to the Company. These various augmentations to the strength of armed Europeans in India amounted to little less than twenty-four thousand men, all placed under orders by the middle of July.

Various discussions bearing on the military arrangements for India, took place in the two houses of parliament. Lord Ellenborough frequently recommended the embodiment of the militia and the calling out of the yeomanry, in order that England might not be left defenceless by sending a very strong royal army to India. The Earl of Hardwicke suggested that all the troops at Aldershott camp, about sixteen thousand in number, should at once be sent off to India. These, and other members of both Houses, insisted on the perilous position of India; whereas the ministers, in their speeches if not in their proceedings, treated the mutiny as of no very serious importance. Differences of opinion existed to a most remarkable extent; but the president of the Board of Control, Mr Vernon Smith, subjected himself at a later period to very severe criticism, on account of the boldness of the assertions made, or the extent of the ignorance displayed, in the earlier stages of the mutiny. When the news from Meerut and Delhi arrived, he said in the House of Commons: ‘I hope that the House will not be carried away by any notion that we exaggerate the danger because we have determined upon sending out these troops. It is a measure of security alone with respect to the danger to be apprehended. I cannot agree with the right honourable gentleman (Mr Disraeli) that our Indian empire is imperiled by the present disaster. I say that our Indian empire is not imperiled; and I hope that in a short time the disaster, dismal as it is, will be effectually suppressed by the force already in that country… Luckily the outrage has taken place at Delhi; because it is notorious that that place may be easily surrounded; so that if we could not reduce it by force, we could by famine… Unfortunately, the mail left on the 28th of May; and I cannot, therefore, apprise the House that the fort of Delhi has been razed to the ground; but I hope that ample retribution has by this time been inflicted on the mutineers.’ That other persons, military as well as civil, felt the mutiny to be a wholly unexpected phenomenon, is true; but this minister obviously erred by his positive assertions; his idea of ‘easily surrounding’ a walled city seven miles in circuit was preposterous; and there was displayed an unpardonable ignorance of the state of the armies in that country in the further assertion that ‘there are troops in India equal to any emergency.’

A question of singular interest and of great importance arose – how should the reinforcements of troops be sent to India? But before entering on this, it will be well to notice the arrangements made for providing a commander for them when they should reach their destination. As soon as it was known in London, early in July, that General Anson was dead, the government appointed Sir Colin Campbell as his successor. The provisional appointment of Sir Patrick Grant as commander of the forces in India was approved as a judicious step on the part of the Calcutta government; but, rightly or wrongly, the permanent appointment to that high office had come to be considered a ministerial privilege in London; and thus Sir Colin was sent out to supersede Sir Patrick. Fortunately, the general selected carried with him the trust and admiration of all parties. For a time, it is true, there was a disposition to foster a Campbell party and a Grant party among newspaper writers. One would contend that Sir Colin, though a brave and good soldier, and without a superior in command of a brigade, had nevertheless been without opportunity of shewing those powers of combination necessary for the suppression of a wide-spread mutiny, perhaps the reconquest of an immense empire; whereas Sir Patrick was just the man for the occasion, possessing the very experience, temper, and other qualities for dealing with the native soldiers. On the other hand, it was contended that Campbell was something more than a mere general of brigade, having successfully commanded masses of troops equal in extent to armies during the Punjaub war; whereas Grant, being by professional education and military sympathies a Bengal officer – although afterwards commander at Madras – had imbibed that general leaning towards the sepoys which rendered such officers unfit to deal sternly with them in time of disaffection. Happily, this controversy soon came to an end; Sir Colin was pronounced by the public verdict to be the right man, without any disparagement to Sir Patrick; and it was judiciously suggested by the Earl of Ellenborough that the last-named general might, with great advantage to the state, be made a military member of the supreme council at Calcutta, to advise the governor-general on army and military subjects. The nation recognised in Sir Colin the soldierly promptness which had distinguished Wellington and Napier, and which he illustrated in the following way: On the morning of Saturday the 11th of July, the news of General Anson’s death reached London; at two o’clock on the same day a cabinet council was held; immediately after the council an interview took place between the minister of war and the commander of the forces; consequent on this interview, Sir Colin Campbell was offered the post of commander-in-chief in India; he accepted it; he was asked how soon he could take his departure; his reply was ‘To-morrow;’ and, true to his word, he left England on the Sunday evening – taking very little with him but the clothes on his back. Men felt that there would be no unnecessary amount of ‘circumlocution’ in the proceedings of such a general – a veteran who had been an officer in the army forty-nine years; and who, during that long period, had served in the Walcheren expedition; then in the Peninsular battles and sieges of Vimieira, Corunna, Barossa, Vitoria, San Sebastian, and Bidassoa; then in North America; then in the West Indies; then in the first Chinese war; then in the second Sikh war; and lastly in the Crimea.

Sir Colin Campbell, as a passenger remarkably free from luggage and baggage of every kind, was able to take advantage of the quickest route to India – by rail to Folkestone, steam to Boulogne, rail to Marseille, steam to Alexandria, rail and other means to Suez, and thence steam to Calcutta. Whether the troops could take advantage of this or any other kind of swift conveyance, was a question whereon public authorities and public advisers soon found themselves at variance. There were four projects – to proceed through France to Alexandria and Suez; to reach Alexandria by sea from Southampton; to steam from England to Calcutta round the Cape of Good Hope; and to take this last-named route by sailing-ships instead of steamers. A few words may usefully be said on each of these four plans.

As the overland route through France is the quickest, some advisers urged that it would therefore be the best; but this was by no means a necessary inference. It would require an immense amount of changing and shifting. Thrice would the men of the various regiments have to enter railway-trains – at London or some other English station, at Boulogne, and at Alexandria – perhaps also a fourth time at Paris; thrice would they have to leave railway-trains – at Folkestone, at Marseille, and at Cairo or some other place in Egypt; thrice would they have to embark in steamers – at Folkestone, at Marseille, and at Suez; and thrice would they have to disembark – at Boulogne, at Alexandria, and at Calcutta. The difficulties incidental to these many changes would be very great, although of course not insuperable. There would, in addition, be involved a delicate international question touching the passage of large bodies of troops through the territories of another sovereign. The Emperor of France, at a time of friendly alliance, would possibly have given the requisite permission; but other considerations would also have weight; and it is, on the whole, not surprising that the route through France was left unattempted.

It does not follow, however, from difficulties in the French route, that the sea-route to Alexandria would be unavailable; on the contrary, that mode of transit found many advocates. The distance from Southampton to Alexandria is about three thousand miles; and this distance could obviously be traversed, in a number of days easy of estimate, by a steamer requiring no transhipment of cargo. Another steamer would make the voyage from Suez to Calcutta; and an overland passage through Egypt would complete the route. This is a much shorter route to Calcutta than that viâ the Cape of Good Hope, in the ratio of about eight thousand miles to twelve thousand; it is adopted for the heavy portion of the India mail; and many persons thought it might well be adopted also for the transmission of troops. The ministers in parliament, however, explained their reasons for objecting to this route. These objections referred principally to steamers and coal, of which there were no more in the Indian seas than were necessary for the mail service. The matter was argued thus: The first mail from England, after the news of the mutiny, left on the 10th of July; it would reach Bombay about the 10th of August; a return mail would start from Bombay on the 16th of August, describing the arrangements made for receiving at Suez any troops sent by the Egyptian route; that letter would reach London about the 16th of September; and if troops were sent off immediately, with everything prepared, they could not have reached India till towards the end of October – four months after the receipt of the first disastrous news from Meerut. A vessel by the Cape route, if sent off at once, would reach as soon. This argument depended wholly on the assumption that it would be necessary to spend three months in sending and receiving messages, before the troops could safely be started off from Southampton to Alexandria. Some of those who differed from the government on this point admitted that only a small number of troops could be conveyed by this route, owing to the unfinished state of the land-conveyance from Alexandria to Suez.36 The thirty miles of sandy desert to be traversed, either by marching or in vehicles, would necessarily entail much difficulty and confusion if the number of troops were large, especially as neither the isthmus nor its railway belonged to England. Then, again, there are questions concerning calms, storms, monsoons, trade-winds, shoals, and coral reefs, which were warmly discussed by the advocates of different systems; some of whom contended that the Red Sea cannot safely be depended on by ship-loads of troops during the second half of the year; while others argued that the dangers of the route are very slight. On the one side, it was represented that, by adopting the Suez route, there would be many changes in the modes of travel, many sources of confusion wherever those changes were made, many uncertainties whether there would be steamers ready at Suez, many doubts about the supply of coal at Aden and elsewhere, many perils of wreck in and near the Red Sea, much deterioration of health to the troops during the hot weather in that region, and much embarrassment felt by Viscount Canning if the troops came to him faster than he could transfer them up the country. Certain of these government doubts were afterwards admitted to be well founded; others were shewn to be erroneous; and though a few regiments were sent by the Suez route later in the year, it became pretty generally admitted, that if only one or two regiments had taken that route early in July, the benefit to India would have been very great, and the difficulties not more than might have been easily conquered.

Next for consideration was the Cape route. Those who admitted that the overland journey was suited only for a small body of troops, and not for an army of thirty thousand men, had yet to settle whether sailing-ships or steamers were best fitted for this service. In some quarters it was urged: ‘Employ our screw war-steamers; we are at peace in Europe, and can send our soldiers quickly by this means to India, without the expense of chartering steamers belonging to companies or private persons. If sufficient bounties are offered, in one week we could obtain seamen enough to man twenty war-steamers. Take the main and lower-deck guns out of the ships; place fifteen hundred troops in each of the large screw line-of-battle ships; and man each ship with half the war complement, the soldiers themselves serving as marines.’ To this it was replied that line-of-battle ships would be dearer rather than cheaper than chartered vessels, because they could not lessen the charge by back-cargoes. Sir Charles Napier contended, moreover, that screw war-steamers could not be fitted out as troop-ships in less than three months after the order was given; and that great difficulty would be found in raising men for them. The government was influenced by these or similar considerations; for no troops were sent out in war-vessels – possibly owing to a prudential wish to keep all war-ships ready for warlike exigencies.

There remained, lastly, the question whether, the Cape route being adopted, it would be better to hire steam-ships or sailing-ships for conveying troops to India. Eager inquiries on this question were made in parliament soon after the news of the outbreak arrived. The ministers, in reference to the superiority of steamers over sailing-ships, stated that, from the difficulty in procuring steamers of the requisite kind, and the delay caused by the number of intermediate points at which they would have to touch for coal, steamers would probably not reach the Indian ports more quickly than sailing-ships. Lord Ellenborough admitted that, when he was in India, sailing-vessels were found better than steamers for India voyages in the autumnal half of the year; but this left untouched the important improvements effected in steam-navigation during the intervening period of fourteen years. The battle was much contested. Sir Charles Wood, First Lord of the Admiralty, pointed out that fast sailing-ships often went from England to Calcutta in 90 to 100 days; that auxiliary screws had been known to take from 90 to 120 days; and therefore that we were not certain of quicker voyages by steam than by sail, even (which was doubtful) if coal enough were procurable at the Cape. This roused the advocates of steaming, who complained that the minister had compared quick sailing-ships with slow steamers. Mr Lindsey asserted that the average duration of twenty-two sail-voyages was 132 days; and that the steam-average would not exceed 94 days. Another authority averred that the average of ninety-eight sail-voyages was 130 days; and that of seven screw-steam voyages, 93 days.

Such were a few of the points brought under consideration, in connection with the schemes for sending troops to India. We mention them here, because they bore intimately on the mutiny and its history. A compromise between the various schemes was effected by the government, in this way: – The ten thousand troops intended to be sent out, as reinforcements, reliefs, and recruits, before the news of the disasters reached England, were despatched as originally intended, in ordinary sailing-vessels; the four thousand additional troops, immediately applied for by the Company, were despatched, half in screw-steamers, and half in fast-sailing clippers; while the six thousand supplied on a still later requisition were sent almost wholly in steamers. It was not until late in the year, when the slowness of most of the voyages had been made manifest, that the superiority of steaming became unquestionable – provided the various coal-depôts could be kept well supplied. Setting aside all further controversy as to the best mode of transit, the activity of the movements was unquestionable. In May and June few of the regiments and ships were ready, and therefore few only were despatched; but after that the rapidity was something remarkable. In July more than thirty troop-laden ships departed from our shores, carrying numbers varying from 131 to 438 soldiers each. August was a still more busy month, in relation both to the number of ships and the average freight of each; there being forty troop-laden ships, carrying from 208 to 1057 soldiers each. In July not a single steam-ship was included in the number; but in August nearly half were steamers. The most remarkable shipments were those in the James Baines clipper sailing-ship (1037 men of the 42d and 92d foot), the Champion of the Seas clipper (1032 men of the 42d and 20th foot) and the Great Britain screw-steamer (1057 men of the 8th Hussars and 17th Lancers). In these three splendid ships the troops were conveyed with a degree of comfort rarely if ever before attained in such service. While the necessary arrangements were in progress for shipping off the twenty-four thousand men chosen by the middle of July, other plans were being organised for despatching further regiments; insomuch that, by the end of the year, very nearly forty thousand men had been sent off to the scene of mutiny. In what order and at what times these troops reached their destination, may usefully be noted in a later page. Towards the close of the year the Suez route was adopted for a few regiments; and the rapidity of passage was such as to lead to much expression of regret that that route had not been adopted earlier – although an opinion continued to prevail on the part of the government and the Company that it would not have been practicable to send the bulk of the army by that means.

Another important question arose during the year, how these troops ought to be clothed, and their health secured. English soldiers complain of their tightly buttoned and buckled garments in hot weather, even in an English climate; but in an Indian summer the oppression of such clothing is very grievous; and much anxiety was manifested, when it became known that thirty or forty thousand troops were to set out for the East, as to the dress to be adopted. The War-office issued a memorandum on the subject, chiefly with the view of allaying public anxiety;37 but it became afterwards known that, owing to blunders and accidents similar to those which so disastrously affected the Crimean army, the light clothing, even if sufficient in quantity, was not in the right place at the right time; and our gallant men were only kept from complaining by their excitement at the work to be done. It must at the same time be admitted that, owing to the slowness of the voyages, the majority of the reinforcements did not land in India till the intense heat of summer had passed. In reference to the important question of the health of the troops, Dr James Harrison, of the Company’s service, drew up a series of rules or suggestions, for the use of officers in the management of their troops. These rules, which received the approval of Sir Colin Campbell, bore relation to the hours of marching; the length of each march; the kind of beverage best for the soldier before starting; the marching-dress in hot weather; the precautions against sitting or lying in wet clothes; the necessity for bathing; the best choice of food and the best mode of cooking; the stimulants and beverages, &c.

It would be difficult to enumerate all the modes in which the government, the legislature, and the press, sought to meet the difficulties and remedy the evils arising out of the Indian mutiny; nor would such an enumeration be necessary, further than concerned the really practicable and adopted measures. At a time when each mail from India increased the sum-total of disastrous news, each grievance found its own peculiar expositor, who insisted that that particular grievance had been the main cause of the mutiny, and that a remedy must be found in that particular direction. Nevertheless, in a series of short paragraphs to close the present chapter, it may be possible to sketch the general character of the plans and thoughts that occupied the public mind.

Railways were not forgotten. It was strongly urged that if Indian railways had been begun earlier, and carried to a further stage towards completion, the mutiny either could not have happened at all, or might have been crushed easily by a small force having great powers of locomotion. The disorders in India did not prevent the forwarding of schemes for new lines of railway – such as the Sinde Railway, from Kurachee to Hydrabad, there to be connected with steamers up the Indus to Moultan; the Punjaub Railway, from Moultan to Lahore, there to join the grand trunk railway; the Oude Railway, to supply Lucknow with a series of lines radiating in various directions; and the East Bengal Railway, to accommodate the region eastward of Calcutta. But besides these, the mutiny gave a new impetus to schemes for carrying railways across Western Asia towards India; either from Scutari (opposite Constantinople) to Bagdad, or from Antioch to the Euphrates, with a railway or a steam-route thence through Mesopotamia to the Persian Gulf. Some parts of these schemes were very wild; the projectors, in every case, required guaranteed interest from government, on the ground that the particular railway advocated would form a new and quick route from England to India available for government purposes; but as no guarantee was forthcoming, the schemes remained in abeyance.

Electric telegraphs did not fail to occupy a portion of public favour; and there is no question that their benefit was immense. Every lessening of the time for transmitting a message from India to London, or vice versâ, was so much gained to those responsible for quelling the mutiny. In the middle of 1857, small portions of submarine cable were immersed in the Mediterranean; but by the end of the year the islands of Corsica, Sardinia, Malta, and Corfu were all connected, greatly shortening the time for transmitting a telegram from Alexandria to Marseille. Superadded to this, the usefulness of the telegraph encouraged the projectors of new lines – from Corfu to Alexandria; from Antioch to the Euphrates and the Persian Gulf; from Suez down the Red Sea to Aden and Kurachee. Rival companies occupied much of the public attention; and, had the British government been favourably disposed towards a guarantee or subsidy, engineers were not wanting who would have undertaken to connect London with Calcutta by an unbroken wire.

River-steaming was advocated as one of the great things needed for India. One scheme was for an Indus flotilla. Supposing a hundred miles of railway to be constructed from Kurachee to Hydrabad, then the Indus would be reached at a point whence it is navigable to Moultan for five hundred and seventy miles; and it was proposed for this service to establish a flotilla of fifteen steamers, fitted up for passengers and a little cargo, and each towing two flat-bottom barges for the conveyance of troops and heavy cargo. Irrespective of the success or failure of any particular project, the establishment of steamers on the Indus was unquestionably a practical good to which India had a right to look forward; for, as a glance at a map will shew, the Indus instead of the Ganges seems the natural route of communication from Europe to the upper provinces of India. The Ganges provinces also would undergo an immense development of resources by the increase of steam-navigation on that noble river.