" Chaplains are required to enter into covenant, and to give a bond of 500l. jointly with two sureties, for the due fulfilment of the same. " Under the deed of covenant, chaplains are required to subscribe to the Military Fund of the Presidency to which they may be attached. " Chaplains must proceed to their destination within six months from the date of the Court's resolution by which they were nominated; and in failure thereof, without leave obtained from the Court, their appointments will lapse." REGULATIONS REGARDING CHAPLAINS. A chaplain (appointed previously to the 1st September, 1836), after eighteen years' service in India, including three years for one furlough, is allowed to retire on the pay of lieutenant-colonel, 365l. per annum; after ten years (if compelled by ill-health to quit the service), on the half-pay of lieutenant-colonel, 200l. 15s. per annum; after seven years, on the half-pay of major, 173l. 7s. 6d. per annum. If appointed subsequently to that date, according to the following scale, viz.: after eighteen years' service, including three years for one furlough, the pay of major, viz., 2921. per annum; after ten years' service (if compelled by ill-health to quit the service), on the half-pay of major, viz., 173l. 7s. 6d. per annum; after seven years, the half-pay of captain, viz., 127l. 15s. per annum. A chaplain (appointed previously to the 1st September, 1836), after seven years' residence in India, is allowed to come home home on furlough and receive the pay of major, 2927. per annum. Should he come home from sickness prior to this period of service, he is allowed the pay of captain only, viz., 1914. 12s. 6d. per annum. If appointed subsequently to that date, after seven years' residence in India, the pay of captain, viz., 1911. 12s. 6d. per annum; and if compelled by ill-health to come home prior to this period of service, the half-pay of captain, or 1271. 15s. per annum. THE CHOICE OF ROUTES TO INDIA. THE number of routes by which an individual may proceed from England to India are three, not taking into account the digressions that may be made ad libitum on the European half of the trip. These-the routes throughout-are as follow, viz. : 1. Round the Cape of Good Hope. 2. Viâ the Red Sea. 3. Viâ the Persian Gulf. The first involves a voyage of from three to four months' duration. The second may be accomplished (according to the Presidency to be reached) in thirty-five to fifty days. The third may be achieved in three months, and has been known to occupy seven or eight. The route round the Cape is commended by its comparative economy and its great comfort. The passage-money of two persons in one of the best of Messrs. Smith's, or Wigram's, or Green's ships, does not amount to more than the charge for a single individual in one of the steamers of the Peninsular Company. The intimacy of the several captains of the free-traders with the navigation of the seas to be traversed, the beauty of the weather while the trade-winds prevail, the general serenity of the tropics, the excellence of the arrangements for the accommodation and luxurious entertainment of the passengers, altogether make a voyage to India a perfect pleasure-trip. It is by no means uncommon to find the termination of a voyage a subject of regret with every body on board. For four months there has been a continual round of social intercourse altogether divested of care. Regular and abundant meals, opportunities of uninterrupted study, rational and instructive conversation, with such recreations as walking, music, dancing, card-playing, chess, backgammon, sea-bird shooting, shark-catching, and dolphin-harpooning, afford, have contributed to beguile the time and cheat the passengers of all the cares arising from homesickness, sea-sickness, and the vague fears which beset the stranger to a ship. It is not often that outward-bound vessels touch at any port, or even make the land during the whole voyage. Sometimes, however, a stay of a day or so is made at Madeira; and occasionally an unexpected deficiency of provisions or water, an injury to the ship of a character not to be repaired at sea, the hope of getting passengers, or the obligation to land them, and, possibly, a portion of the cargo, will carry a vessel to the Cape of Good Hope, and these incidents serve to break and to vary the voyage agreeably. The great advantage of the Red Sea route-commonly and erroneously called the Overland route-to India, consists in the comparatively brief duration of the trip. Transported in twelve or thirteen days to Alexandria, in Egypt, touching at Gibraltar, Malta, and, possibly, one or two places on the Spanish coast, the outward-bound traveller will have an opportunity of seeing Cairo, the Pyramids, and other objects of interest. His baggage being carried across the Suez desert on the backs of camels, he follows in a small omnibus, and in ten or twelve hours reaches Suez, where another steamer waits to convey him to Bombay, Ceylon, Madras, or Calcutta. If he goes to the last-named place, he has the advantage of touching at the two preceding ones, together with the little port and town of Aden in the Red Sea. The table on board the steamers is as excellent and liberal as any round-the-Cape free-trader can boast; but in other respects, of course, the accommodation is very inferior to that of the sailing vessels. From the immense space occupied by machinery, fuel, baggage, cargo, provisions, &c., it necessarily follows that the cabins of the steamers must be of very confined dimensions. Few persons, unless they be of a peculiarly adventurous or inquiring temperament, care to attempt the Persian Gulf route. It is all very easy and pleasant to get to Trebisond, on the Black Sea, or to St. Petersburg, in Russia, for the steamers and the railway will assist the traveller to those points: thenceforward, whether the route be taken through Armenia, or through the Caucasus to Tabreez, in Persia, and thence to Bushire, in the Persian Gulf, the journey is tedious, not particularly interesting, nor always safe; and when Bushire is reached, the chances are at least five to one against any vessel being found prepared to return to India. ADDITIONAL ROUTES TO INDIA. We have said that there are three ways of getting to India; but we took the precaution of adding that the route by the Red Sea admitted of a variety of means of travelling through Europe. We may suggest the following as the most easy of adoption, and as embracing the greatest number of interesting places: Routes to India, via the Continent of Europe and the Red Sea. Or the traveller may go straight through France via the Seine and Rhone to Marseilles, thence to Genoa; but (after leaving Paris) until he reaches the coast of Italy, he will find little to interest him. We have seen a great variety of extracts from the note-books, accountbooks, journals, and memoranda of persons who have proceeded by the above routes (varying them, perhaps, by going a few miles to the right or left to visit some particular town), and the conclusion we come to is, that the expense to India overland, any way and every way, averages 150l. The traveller should take sovereigns all the way. The bulk of his luggage must, of course, be sent to India, via the Cape or the Red Sea, to await his arrival. * Hence the route to Rome may be adopted. † Hence, if he has time, the traveller may pay a flying visit to Constantinople, returning to Syra. PRECEDENCE IN THE EAST INDIES. Under Warrant dated 28th June, 1841. The Governor-General, or Governor-General for the time being. The Deputy-Governor of Bengal. The Governor of Madras. The Governor of Bombay. The Governor (or Lieutenant-Governor) of Agra. The Chief-Justice of Bengal. The Bishop of Calcutta. The Chief-Justice, Madras. The Bishop of Madras. The Chief-Justice, Bombay. The Bishop of Bombay. The Commander-in-Chief in India, when also a Member of the Supreme Council. The Commander-in-Chief in India. The Commander-in Chief of Her Majesty's naval forces, and the Commanderin-Chief of the army at the several Presidencies (not being Commanders-inChief in India), according to relative rank in their respective services. Naval and military officers above the rank of major-general. Civilians, with Reference to their Rank and Precedence, to be divided into six Classes. Civilians of thirty-five years' standing, from the date of rank assigned to them on their arrival, to form Class I., and from date of entering such class to rank with Major-Generals, according to date of Commission. Civilians of twenty years' standing, from date of rank assigned to them on their arrival, to form Class II., and from date of entering such class to rank with Colonels, according to date of commission. Archdeacons of Calcutta, Madras, and Bombay. Civilians of twelve years' standing, from date of rank assigned to them on their arrival, to form Class III., and from date of entering such class to rank with Lieutenant-colonels, according to date of commission. Civilians of eight years' standing, from date of rank assigned to them on : Captains, according to date of commission. Subalterns, according to date of commission. All officers not mentioned in the above table, whose rank is regulated by parison with rank in the army, to have the same rank with reference to servants, as is enjoyed by military officers of equal grades. All other persons who may not be mentioned in this table, to take rank ac ing to general usage, which is to be explained and determined by the G nor-General in Council, in case any question shall arise. Note. The Governor-General's order of the 19th of January, 1842, as precedence to the advocates-general, who are to rank with the first cla civil servants; also to chaplains, who are to rank with civilians of fourth class and majors; assistant-chaplains with civilians of the fifth and captains. All ladies to take place according to the rank assigned to their respective bands, with the exception of ladies having precedence in England, who to take place according to their several ranks, with reference to such pr dence, after the wives of the members of Council at the Presidencie India. |