ONE:By the 28th of September Mar had mustered at Perth about five thousand men. He was cheered by the arrival of one or two ships from France with stores, arms, and ammunition. He had also managed to surprise a Government ship driven to take shelter at Burntisland, on its way to carry arms to the Earl of Sutherland, who was raising his clan for King George in the north. The arms were seized by Mar's party, and carried off to the army. Argyll, commander of the king's forces, arrived about the same time in Scotland, and marched to Stirling, where he encamped with only about one thousand foot and five hundred cavalry. This was the time for Mar to advance and surround him, or drive him before him; but Mar was a most incompetent general, and remained inactive at Perth, awaiting the movement of the Jacobites in England. Thanks, however, to the energy of the Government, that movement never took place.But, on the 6th of May, a blow fell on Nuncomar from an unexpected quarter. He was arrested and thrown into prison at the suit of a merchant named Mohun Persaud. The charge was, that he had forged a bond five years before. He had been brought to trial for this before the Mayor's Court at Calcuttathe Supreme Court not then being in existence. On this occasion, being in favour with Hastings, he had procured his release; but now, the merchant seeing that Hastings' favour was withdrawn, and that, therefore, he might have a better chance against him, the charge was renewed. Hastings, on the trial, declared before the Supreme Court that neither directly nor indirectly had he promoted the prosecution. The opposition members were highly incensed at this proceeding. Three days after Nuncomar's committal they realised their threat of dismissing the Munny Begum, and appointed Goordas, the son of Nuncomar, to her office. They sent encouraging messages to Nuncomar in his prison, and made violent protests to the judges against the prosecution. Their efforts were useless. The trial came on in due course. One of the judges, Sir Robert Chambers, had endeavoured to have Nuncomar tried on an earlier statute, which included no capital punishment, for forgery was no capital crime by the native laws. But Sir Elijah Impey and the other judges replied that the new Act compelled them to try him on the capital plea, and he had been, on this ground, refused bail. Nuncomar knew nothing of our estimate of forgery, and he could not comprehend how a man of his rank, and a Brahmin of high dignity, should be tried for his life on such a charge. But he was found guilty, and condemned to be hanged. Strong efforts were then made to have him respited till the judgment of the Court of Directors could be taken on the question, but Impey and the other judges declared that it could not be done unless they could assign some sufficient reasons, and they contended that there were no such reasons. Yet the new Acts expressly gave them this power, and, what made it more desirable, was that no native of any rank had been tried by the Supreme Court and the British law, and only one native had ever been capitally convicted for forgery in any of our Indian courts. Moreover, the indignity of hanging a high-caste Brahmin was so outraging to the native feeling that it was deemed most impolitic to perpetrate such an act. All was pleaded in vain; on the 5th of August, 1775, Nuncomar was brought out and publicly hanged, amid the terrified shrieks and yells of the native population, who fled at the sight, and many of them rushed into the sacred Ganges to purify them from the pollution of ever witnessing such a scene. The death of Nuncomar put an end to all hope of procuring any further native evidence against Hastings. The natives were so terrified at this new kind of execution, that nothing could convince them but that, in spite of the opposition of his colleagues, Hastings was all powerful.
TWO:The first steamboat that was worked for hire in Britain was the Comet, a small vessel with an engine of three horse-power. Two years later the Elizabeth, of eight horse-power, and the Clyde, of fourteen horse-power, were placed upon the river Clyde. Thus Scotland has had the honour of leading the way in this great line of improvement. In 1820 there were but three steam-vessels built and registered in England, four in Scotland, and one in Ireland. In 1826 there were fifty in England, and twenty-two in Scotland, with 9,000 tons burden. The building of steamers proceeded regularly, with an increasing amount of tonnage, till the number rose in 1849 to 1,296 steam-vessels, the aggregate burden of which was 177,310 tons. They were distributed as follows:In the ports of England, 865 vessels, 103,154 tons; Scotland, 166 vessels, 29,206 tons; Ireland, 111 vessels, 26,369 tons; the Channel Islands, 7 vessels, 955 tons; the colonies, 147 vessels, 17,626 tons. A Committee of the House of Commons was appointed in June, 1837, to inquire into the best means of establishing communication by steam with India by way of the Red Sea. During the year arrangements were made for the establishment of a regular monthly steam communication between Great Britain and India by way of the Red Sea upon the following basis:"The Government undertakes the transmission of the monthly mails between Great Britain and Alexandria at the sole charge of the public; and the East India Company undertakes the transmission of these[422] mails between Alexandria and Bombay, upon condition that one-half of the expense incurred in the purchase and navigation of steam-vessels, and of any other expense incurred in the service, is defrayed by the Government, which is to receive the whole money connected with postage of letters between London and Bombay." This arrangement was carried out, and a further economy of time was obtained by the overland route to Marseilles, instead of transmitting the mails by steam-packets from Falmouth through the Strait of Gibraltar. In this way the journey was shortened to the extent of more than 1,000 miles, the direct distance by Marseilles and Malta being 5,238 miles, and by way of Falmouth, 6,310 miles. This system of conveyance was maintained till 1841, when the Government entered into a contract with the Peninsular and Oriental Steam Navigation Company, which undertook to employ powerful steam-vessels for the carrying of letters and passengers between England and Egypt, and between Suez, Ceylon, Madras, and Calcutta, towards the expenses of which the East India Company undertook to contribute 20,000 per annum for five years. After some time there was a further extension of the plan, by which the Government engaged to contribute 50,000 per annum towards the expense of the line of steam-packets between Bombay and Suez, 115,000 per annum for the service between Calcutta and Suez, and 45,000 for the service between Ceylon and Hong Kong, making a total of 210,000 per annum, of which one-third was to be repaid by the East India Company. By these arrangements was obtained a regular and safe steam communication twice a month to India, and once a month to China. We may judge of the extent of the intercourse thus carried on by the fact that in 1836 Great Britain received from Calcutta, Madras, Bombay, and Ceylon about 180,000 letters, and sent to those places in the same year nearly 112,000 letters.The weary night at length passed. The dull sun of a December day (the 22nd) rose upon the ghastly scenes of that gory battlefield. The soldiers, many of whom were without food from the morning of the previous day, were again marshalled in order of battle. The artillery commenced the work, but with little effect. "But why waste time and ammunition thus?" said Gough. "We must try the bayonet once more." Then was made a tremendous charge for life. At first, part of the line reeled under the storm from the enemy's guns; but still the whole army pressed on with desperate shouts, the two wings closing in upon the village, driving everything before them, and still pressing onward till they captured the whole of the enemy's guns on the works. The two generals, waving the captured banners, rode in triumph before the victorious army, and were hailed with enthusiastic applause. The whole of the enemy's military stores and camp furniture, with seventy-three guns and seventeen standards, remained in possession of the British. One Sikh army was now defeated; but there was another to come on, 30,000 strong, most of whom were perfectly fresh. The spirit of the Commander-in-Chief seemed now to fail him, and he so despaired of the issue that he confessed in a letter to his friend, that for a moment he felt regret as each passing shot left him still on horseback. Most of our cavalry were hardly able to move from the exhaustion of the horses; our ammunition was nearly spent, while the fire from the enemy's guns was rapid. At this critical moment, owing to a misconception of orders, our cavalry and artillery moved off from the flanks, which they protected, taking the road towards Ferozepore. It was a blunder that seemed ordered by Providence to save our army from annihilation; for the Sikhsnot knowing our weakness, and conceiving that the design was to take possession of the fords, and prevent their crossing the riverimmediately began to retreat. Our infantry pursued; and such was the consternation and confusion of the enemy, that they never stopped running till they got to the other side of the Sutlej. In these terrible battles the British lost, in killed and wounded, 2,415 men, being a sixth of the whole number engaged. Among the killed were Major Broadfoot, political agent in the North-West Provinces, Colonel Wallace, and Major Somerset.
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