The Hindu protests against the partition of Bengal led the Muslim elite in India to organise in 1906 the All India Muslim League. The League favoured the partition of Bengal, since it gave them a Muslim majority in the eastern half. In 1905, when Tilak and Lajpat Rai attempted to rise to leadership positions in the Congress, and the Congress itself rallied around symbolism of Kali, Muslim fears increased. The Muslim elite, including Dacca Nawab and Khwaja Salimullah, expected that a new province with a Muslim majority would directly benefit Muslims aspiring to political power.
Sunday, 25 August 2013
Partition of Bengal: 1905–1911
The viceroy Lord Curzon (1899–1905) was unusually energetic in pursuit of efficiency and reform.[86] His agenda included the creation of the North-West Frontier Province; small changes in the Civil Service; speeding up the operations of the secretariat; setting up a gold standard to ensure a stable currency; creation of a Railway Board; irrigation reform; reduction of peasant debts; lowering the cost of telegrams; archaeological research and the preservation of antiquities; improvements in the universities; police reforms; upgrading the roles of the Native States; a new Commerce and Industry Department; promotion of industry; revised land revenue policies; lowering taxes; setting up agricultural banks; creating an Agricultural Department; sponsoring agricultural research; establishing an Imperial Library; creating an Imperial Cadet Corps; new famine codes; and, indeed, reducing the smoke nuisance in Calcutta.[87]
Trouble emerged for Curzon when he divided the largest administrative subdivision in British India, theBengal Presidency, into the Muslim-majority province of East Bengal and Assam and the Hindu-majority province of West Bengal (present-day Indian states of West Bengal, Bihār, and Orissa). Curzon's act, the Partition of Bengal—which some considered administratively felicitous, communally charged, sowed the seeds of division among Indians and, which had been contemplated by various colonial administrations since the time of Lord William Bentinck, but never acted upon—was to transform nationalist politics as nothing else before it. The Hindu elite of Bengal, among them many who owned land in East Bengal that was leased out to Muslim peasants, protested fervidly.[88]
The large Bengali Hindu middle-class (the Bhadralok), upset at the prospect of Bengalis being outnumbered in the new Bengal province by Biharis and Oriyas, felt that Curzon's act was punishment for their political assertiveness. The pervasive protests against Curzon's decision took the form predominantly of the Swadeshi ("buy Indian") campaign led by two-time Congress president,Surendranath Banerjee, and involved boycott of British goods.[89]
The rallying cry for both types of protest was the slogan Bande Mataram ("Hail to the Mother"), which invoked a mother goddess, who stood variously for Bengal, India, and the Hindu goddess Kali. Sri Aurobindo never went beyond the law when he edited the Bande Mataram magazine; it preached freedom but within the bounds of peace as far as possible. Its goal was Passive Resistance.[90] The unrest spread from Calcutta to the surrounding regions of Bengal when students returned home to their villages and towns. Some engaged in robbery to fund terrorist activities such as bombing public buildings, but the conspiracies generally failed in the face of intense police work.[91]
In 1906 the civil police (completely separate from the Army) comprised 29,000 officers and 138,000 men.[92] Arnold shows that in the Madras presidency the armed police were divided into the district reserves and the striking forces. Armed with seven-foot metal tipped lathis and smoothbore muskets, and tear gas after 1940, they repressed the disturbances of 1930–33. Special striking forces included the Malabar Special Police, armed with Enfield rifles. It was established to handle the Moplah rebellion of 1921 and was used throughout the presidency. The Presidency General Reserve was established in 1931.[93]
The Swadeshi boycott movement cut imports of British textiles by 25%. The swadeshi cloth, although more expensive and somewhat less comfortable than its Lancashire competitor, was worn as a mark of national pride by people all over India.[94]
Social Reformers, Moderates vs. the Extremists: 1870s–1907
Social reform was in the air by the 1880s. For example, Pandita Ramabai, poet, Sanskrit scholar, and a champion of the emancipation of Indian women, took up the cause of widow remarriage, especially of Brahamin widows, later converted to Christianity.[83] By 1900 reform movements had taken root within the Indian National Congress. Congress member Gopal Krishna Gokhale founded the Servants of India Society, which lobbied for legislative reform (for example, for a law to permit the remarriage of Hindu child widows), and whose members took vows of poverty, and worked among the untouchable community.[84]
By 1905 a deep gulf opened between the moderates, led by Gokhale, who downplayed public agitation, and the new "extremists" who not only advocated agitation, but also regarded the pursuit of social reform as a distraction from nationalism. Prominent among the extremists was Bal Gangadhar Tilak, who attempted to mobilise Indians by appealing to an explicitly Hindu political identity, displayed, for example, in the annual public Ganapati festivals that he inaugurated in western India.
New middle class, Indian National Congress, 1860s–1890s
By 1880 a new middle class had arisen in India and spread thinly across the country.[79] Moreover, there was a growing solidarity among its members, created by the "joint stimuli of encouragement and irritation."[79] The encouragement felt by this class came from its success in education and its ability to avail itself of the benefits of that education such as employment in the Indian Civil Service.[80]It came too from Queen Victoria's proclamation of 1858 in which she had declared, "We hold ourselves bound to the natives of our Indian territories by the same obligation of duty which bind us to all our other subjects."[81] Indians were especially encouraged when Canada was granted dominion status in 1867 and established an autonomous democratic constitution.[81] Lastly, the encouragement came from the work of contemporaneous Oriental scholars like Monier Monier-Williams and Max Müller, who in their works had been presenting ancient India as a great civilisation.[79] Irritation, on the other hand, came not just from incidents of racial discrimination at the hands of the British in India, but also from governmental actions like the use of Indian troops in imperial campaigns (e.g. in the Second Anglo-Afghan War) and the attempts to control the vernacular press (e.g. in theVernacular Press Act of 1878).[79]
It was, however, Viceroy Lord Ripon's partial reversal of the Ilbert Bill (1883), a legislative measure that had proposed putting Indian judges in the Bengal Presidency on equal footing with British ones, that transformed the discontent into political action.[80] On 28 December 1885, professionals and intellectuals from this middle-class—many educated at the new British-founded universities in Bombay, Calcutta, and Madras, and familiar with the ideas of British political philosophers, especially the utilitarians assembled in Bombay. The seventy men founded the Indian National Congress; Womesh Chandra Bonerjee was elected the first president. The membership comprised a westernised elite, and no effort was made at this time to broaden the base.
During its first twenty years, the Congress primarily debated British policy toward India; however, its debates created a new Indian outlook that held Great Britain responsible for draining India of its wealth. Britain did this, the nationalists claimed, by unfair trade, by the restraint on indigenous Indian industry, and by the use of Indian taxes to pay the high salaries of the British civil servants in India.
Policies
In the second half of the 19th century, both the direct administration of India by the British crown and the technological change ushered in by the industrial revolution had the effect of closely intertwining the economies of India and Great Britain.[73] In fact many of the major changes in transport and communications (that are typically associated with Crown Rule of India) had already begun before the Mutiny. Since Dalhousie had embraced the technological revolution underway in Britain, India too saw rapid development of all those technologies. Railways, roads, canals, and bridges were rapidly built in India and telegraph links equally rapidly established in order that raw materials, such as cotton, from India's hinterland could be transported more efficiently to ports, such as Bombay, for subsequent export to England.[74] Likewise, finished goods from England, were transported back, just as efficiently, for sale in the burgeoning Indian markets. Massive railway projects were begun in earnest and government railway jobs and pensions attracted a large number of upper caste Hindus into the civil service for the first time. The Indian Civil Service was prestigious and paid well, but it remained politically neutral.[75] Imports of British cotton covered 55% of the Indian market by 1875.[76] Industrial production as it developed in European factories was unknown until the 1850s when the first cotton mills were opened in Bombay, posing a challenge to the cottage-based home production system based on family labour.
Taxes in India decreased during the colonial period for most of India's population; with the land tax revenue claiming 15% of India's national income during Mogul times compared with 1% at the end of the colonial period. The percentage of national income for the village economy increased from 44% during Mogul times to 54% by the end of colonial period. India's per capita GDP decreased from $550 in 1700 to $520 by 1857, although it later increased to $618, by 1947
Railways
India built a modern railway system in the late 19th century which was the fourth largest in the world. The railways at first were privately owned and operated. It was run by British administrators, engineers and craftsmen. At first, only the unskilled workers were Indians.[65]
The East India Company (and later the colonial government) encouraged new railway companies backed by private investors under a scheme that would provide land and guarantee an annual return of up to five percent during the initial years of operation. The companies were to build and operate the lines under a 99-year lease, with the government having the option to buy them earlier.[66]
Two new railway companies, Great Indian Peninsular Railway(GIPR) and East Indian Railway (EIR) began in 1853–54 to construct and operate lines near Bombay and Calcutta. The first passenger railway line in North India between Allahabad and Kanpur opened in 1859.
In 1854 Governor-General Lord Dalhousie formulated a plan to construct a network of trunk lines connecting the principal regions of India. Encouraged by the government guarantees, investment flowed in and a series of new rail companies were established, leading to rapid expansion of the rail system in India.[67] Soon several large princely states built their own rail systems and the network spread to the regions that became the modern-day states of Assam, Rajasthan and Andhra Pradesh. The route mileage of this network increased from 1,349 kilometres (838 mi) in 1860 to 25,495 kilometres (15,842 mi) in 1880 – mostly radiating inland from the three major port cities of Bombay, Madras, and Calcutta.[68] Most of the railway construction was done by Indian companies supervised by British engineers. The system was heavily built, using a wide gauge, sturdy tracks and strong bridges. By 1900 India had a full range of rail services with diverse ownership and management, operating on broad, metre and narrow gauge networks. In 1900 the government took over the GIPR network, while the company continued to manage it. In the First World War, the railways were used to transport troops and grains to the ports of Bombay and Karachi en route to Britain, Mesopotamia, and East Africa. With shipments of equipment and parts from Britain curtailed, maintenance became much more difficult; critical workers entered the army; workshops were converted to making artillery; some locomotives and cars were shipped to the Middle East. The railways could barely keep up with the increased demand.[69] By the end of the war, the railways had deteriorated for lack of maintenance and were not profitable. In 1923, both GIPR and EIR were nationalised.
Headrick shows that until the 1930s, both the Raj lines and the private companies hired only European supervisors, civil engineers, and even operating personnel, such as locomotive engineers. The government's Stores Policy required that bids on railway contracts be made to the India Office in London, shutting out most Indian firms. The railway companies purchased most of their hardware and parts in Britain. There were railway maintenance workshops in India, but they were rarely allowed to manufacture or repair locomotives. TISCO steel could not obtain orders for rails until the war emergency.[70]
The Second World War severely crippled the railways as rolling stock was diverted to the Middle East, and the railway workshops were converted into munitions workshops.[71] After independence in 1947, forty-two separate railway systems, including thirty-two lines owned by the former Indian princely states, were amalgamated to form a single nationalised unit named the Indian Railways.
India provides an example of the British Empire pouring its money and expertise into a very well built system designed for military reasons (after the Mutiny of 1857), with the hope that it would stimulate industry. The system was overbuilt and too expensive for the small amount of freight traffic it carried. However, it did capture the imagination of the Indians, who saw their railways as the symbol of an industrial modernity—but one that was not realised until after Independence. Christensen (1996), who looked at colonial purpose, local needs, capital, service, and private-versus-public interests, concluded that making the railways a creature of the state hindered success because railway expenses had to go through the same time-consuming and political budgeting process as did all other state expenses. Railway costs could therefore not be tailored to the timely needs of the railways or their passengers.
"The most magnificent railway station in the world." Victoria Terminus, Bombay, was completed in 1888.Education
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