History of the War in South Africa 1899-1902 Part 47

It will be seen that Lord Roberts rejected Sir R. Buller's suggestion that a railway should be made through Jacobsdal to Bloemfontein.

Colonel Girouard had estimated that this line could be constructed at the rate of a mile a day without interfering with the traffic for the supply of the troops, and, in an offer made to the Home Government by a private firm, hope had been held out that the work might be carried through at the rate of five or six miles a day, or in other words, that, a.s.suming fighting conditions to be favourable, the whole would be finished in about a month. The latter estimate seemed altogether too sanguine. Moreover, the practical difficulty of guarding those employed on the required task from the raids of a mobile enemy would have been very great. Finally, the chance of surprise would have been lost, and, hard to secure as secrecy in, military projects had been found in South Africa, Lord Roberts was certain that to obtain decisive results the complete concealment of his plan of operations was essential.

[Sidenote: Reinforcements from home.]

Great exertions had been made during the period of his voyage to South Africa, both by the Government and by private individuals, to provide the troops needed for the success of these schemes. He was informed of the result of these exertions by the following telegram from Lord Lansdowne of 9th January:

"Please let us know what you think about further reinforcements as soon as you have thoroughly examined the situation. We have arranged for the following reinforcements in addition to the 7th Division, viz.:

"1. Four brigade divisions Field Artillery, embarking as soon after the 20th January as possible.

"2. One volunteer company for each line battalion, amounting in all to about 7,000.

"3. The City of London regiment of Volunteers, and the battery of the Honourable Artillery Company.[292]

[Footnote 292: The City of London Imperial Volunteers was formed as a special regiment under a Royal Warrant, dated 24th December, 1899, and organised under a Special Army Order, dated 6th January, 1900. The regiment was raised by the Lord Mayor and his committee under instructions informally given between the 16th December and the date of the Order of 6th January, which embodied these instructions.

The employment of the Service companies of the Volunteers was regulated by a Special Army Order, dated 2nd January, 1900.]

"4. One Field Artillery battery of Volunteers from Elswick.

"5. Colonial contingents, inclusive of four artillery batteries, mostly mounted, and amounting in all probably to about 3,000.

"6. Seven Militia battalions.

"Of these some have already started. As to the Imperial Yeomanry, it is not yet possible to say what number will be raised, but 4,000 at least will probably be the total, and the material, though raw, is good.[293] We have also mobilised a cavalry brigade which could embark at once. If, however, it is sent, only the remainder of the Household cavalry and five line regiments will be left at home. Do you wish to have it? We are also mobilising the 8th division, which could begin to embark about the 20th February, but if it goes there will only be seven infantry battalions left, and unless the 8th division is urgently required this reduction of the home garrison does not appear desirable, in view of the general outlook. It might answer your purpose if we sent for the lines of communication eight or more Militia battalions instead."

[Footnote 293: The original proposal to organise regiments of Yeomanry for service in South Africa was made by Lord Chesham and other Yeomanry officers in October, 1899. Sanction for the formation of the corps of "The Imperial Yeomanry" was given by Royal Warrant, dated 24th December, 1899. Under a Special Army Order of 4th January, 1900, a committee of Yeomanry officers was const.i.tuted to administer the force.

This committee was dissolved in May, 1900, the administration being then taken over by the War Office. The first contingent, which went out early in 1900, numbered about 10,000. A second contingent went in the spring of 1901, numbering about 17,000; and a third contingent, of about 7,000, in the winter of 1901-1902.]

To this telegram Lord Roberts replied on the 12th January:

"As to reinforcements that may be required, I am a little diffident about giving a definite opinion until matters still further develop and the result is known of Buller's operations to relieve Ladysmith. I trust that if White and Buller succeed, without very heavy losses, in joining hands, it will not be necessary to send the 8th division or another brigade of cavalry.

For the lines of communication I shall require eight Militia battalions, in addition to the seven already detailed, but I should prefer thirteen Militia battalions, and if Lord Cromer agrees, the two Highland battalions which are now in Egypt, two of the Militia battalions to be sent there, taking the places of the latter. I hope, with the regular forces already under orders, the 4,000 Imperial Yeomanry, and the volunteer battalion, and the Colonial details referred to in your telegram, that the force in South Africa will be sufficient, and am most reluctant to request the despatch of more troops from home."

[Sidenote: Large numbers of mounted corps raised.]

Immediately on his arrival the Field Marshal strove to systematise and support the efforts of the many South African colonists who were pressing to be allowed to take up arms in self-defence. Their embodiment had already been sanctioned by Sir R. Buller and approved by the Home Government. Colonel Brabant's corps was expanded into two regiments, and their leader appointed a brigadier-general to command a Colonial division, composed of his own two regiments (Brabant's Horse), the Cape Mounted Rifles, Kaffrarian Rifles, Border Horse, and Queenstown Rifle Volunteers. Two new mounted corps, ent.i.tled Roberts'

Horse and Kitchener's Horse, were raised, besides numerous local defence corps, such as Nesbitt's and Bayley's from the eastern province, and Orpen's from the Hopetown district. The mounted troops at Lord Roberts' disposal were further substantially increased by the formation of mounted companies from all battalions of the line serving in Cape Colony.[294] By this means sufficient units were formed to make up eight additional mounted infantry battalions, but, owing to the difficulty in procuring remounts, the greater part of these did not receive their horses until the first week of February.

[Footnote 294: It had for many years been the practice in South Africa to mount at least one company of each battalion in the command, but this had not been carried out at the commencement of the war in battalions as they arrived from England.]

[Sidenote: The transport arrangements.]

The provision of sufficient and suitable transport for the new army now being organised was a question which naturally needed the consideration of Lord Roberts and his staff. From the first, even before war was generally regarded as inevitable, the subject had been found to be beset with difficulties. The nature of the country permitted little deviation from, or modification of, that form of transport which experience has taught the dwellers in the land to adopt. The roughness of the tracks across the veld, which were given the deceptive name of roads, necessitated a particular build of vehicle, while the draught animals which could be employed were almost exclusively oxen and mules. The pace at which oxen are able to move, and the fact that they must graze in the daytime, limit the length of a march and the hours of working. Nevertheless, oxen can draw far greater loads than mules, can work over heavy ground in wet weather, and for most of the year depend for their sustenance on grazing alone.

On the other hand, mules travel more quickly, and can feed at any time of the day or night, but forage for them must be carried, since grazing alone is not sufficient to keep them in working condition--and their loads must be lighter; their use, therefore, increases the amount of transport and the length of the column. With mixed transport, drawn partly by mules and partly by oxen, the daily distance is regulated by the slower animal. In ordinary circ.u.mstances mules may do sixteen to eighteen miles a day, but oxen can hardly be counted on for more than twelve for many days in succession. It was because of such considerations that Sir R. Buller reported to Lord Roberts on his arrival that "there is no such thing as a rapid advance anywhere in South Africa, except by railway."[295]

[Footnote 295: Memorandum dated December 28th, 1899.]

[Sidenote: Difficulties in providing both kinds of transport.]

Ox-transport could only be obtained in South Africa itself. A system of contracts organised by Colonel Bridge and the officers who accompanied him had hitherto enabled all troops to be fully supplied on their arrival with such ox-transport as was necessary for them.[296] The Bechua.n.a.land district of Cape Colony was the best ox-wagon country, but as this was occupied by the enemy there remained only the eastern parts of the Colony upon which to draw. In default of a general application of Martial Law, "commandeering" was not possible. Prices consequently ruled high, and at one time some doubt existed whether all demands could be met. By the middle of November, the steady influx of imported mules dispelled this anxiety, and numbers in excess of the contracts were also a.s.sured. The local supply of mule-wagons could not, however, keep pace with the demand, and was supplemented by the despatch of vehicles from England. These began to arrive in December, and on the 11th January the General Officer Commanding the lines of communication was able to report to the Secretary of State that "... speaking in general terms, units of all sorts have been completed with authorised or extempore regimental transport and equipment on arrival."

[Footnote 296: Col. C. H. Bridge, Army Service Corps, took up the duties of Director of Supplies and Transport on July 30th, 1899, and held this position until the arrival of Col.

W. Richardson on October 3rd.]

[Sidenote: Ox-transport, left by troops moved to Natal, available for reinforcements expected. Mule-wagons gradually received from England.]

The transference to Natal of a large part of the field force, originally destined to advance from Cape Colony, released the ox-transport prepared for those troops and left it available for the reinforcements which were on their way from England. The Transport staff had, therefore, no difficulty in providing a sufficient amount of ox-transport to meet Lord Roberts' needs. Of mules there was a large number in hand. These, for the sake of economy, had been collected in batches, at various places where they could be kept without heavy expenditure, pending the receipt of mule-wagons and harness. But although, as troops were placed under orders at home, every effort was made to provide both wagons and harness for them in advance, the supply reaching South Africa, especially of mule-harness, was necessarily intermittent. Transport and equipment for the 7th Division had been shipped from England in December, and was coming in daily. Sir F. Forestier-Walker reported on January 14th that, as far as could be foreseen, "the provision of wagons already made is much more than our known requirements," _i.e._, on the scale which had hitherto been accepted.

[Sidenote: System existing. "The Regimental."]

The allotment of transport which had been made prior to the Field-Marshal's arrival was based on principles worked out by the Mobilisation branch of the War Office, and embodied in the regulations ent.i.tled, "War Establishments, 1898." Under these rules the distribution was as follows:[297]

[Footnote 297: This system was commonly termed in South Africa the "Regimental System," although the regimental transport was in fact only about one-eighth of the whole.]

(A.) Regimental transport, _i.e._, transport allotted to regiments and battalions, and placed under charge of an officer and small staff furnished by the unit. This was available for the general service of the station where the unit was posted.[298] It was sub-divided into:

[Footnote 298: Para. 10A, "Instructions regarding Regimental Transport, South African Field Force," issued October, 1899.]

1. First Line Transport--for ammunition, entrenching tools, medical stores, signalling equipment, machine gun, and water-carts.

2. Second Line Transport--for regimental equipment, blankets, baggage, and rations and forage for one day or more.

(B.) The Supply Column.--An Army Service Corps organisation forming the first reserve, and carrying at least one day's ration, an emergency ration for every man, and one day's forage for every animal.

(C.) The Supply Park.--Under the supply and transport officers of the Army Service Corps. The park carried at least three days' rations and forage, but this amount could be increased as circ.u.mstances might dictate.

(D.) Auxiliary Transport.--To be composed of excess or reserve transport organised in companies under Army Service Corps officers.

It was intended primarily for use on the lines of communication.[299]

[Footnote 299: A scheme for this existed and regulations had been issued, but prior to Lord Roberts' arrival there had been no excess transport to enable the scheme to be put into operation.]

(E.) Technical Transport.--To meet the requirements of ammunition columns, Royal engineers, technical equipment, medical units, and any special purpose, such as the Naval heavy guns.[300]

[Footnote 300: Excepting for the last-named, transport for each of these units had been issued in Cape Town, October, 1899.]

[Sidenote: Proportion drawn by oxen and mules.]

Arrangements had been made in South Africa that (A) the regimental transport and (B) the supply column should be entirely drawn by mules.

The supply park (C) consisted solely of ox-wagons with spans of sixteen oxen. The remainder of the transport had partly ox and partly mule draught, although in Natal ox-transport was mainly used. Under the conditions of the local contracts all ox-wagons were grouped in sections of ten, with a conductor and sub-conductor for each section.

These sections of ten were organised in sub-divisions of fifty and divisions of one hundred wagons, respectively under a sub-inspector and an inspector.

[Sidenote: Lord Roberts recasts the transport system.]

[Sidenote: S.A. Army orders of Jan. 24th, 1900, and Jan. 29th determine details of change.]

This system had the advantage that, being prescribed in the existing regulations, it was more or less familiar to staff and regimental officers; moreover, the organisation of the Army Service Corps for field service had been adapted to it. But against this had to be set the serious objection of its extravagance. Under the regulations, the transport allotted to units employed as garrisons or for other reasons remaining stationary, would be idle and wasted. Without the transport so lost the mobility needed to carry out the Commander-in-Chief's plan would be unattainable. Lord Roberts therefore decided that in order to equip his army, so as to enable it to operate with rapidity at a distance from the railway, the transport must be reorganised.[301] The regimental mule-transport from units was to be called in and formed into transport companies, which could be attached to brigades or columns in whatever manner the circ.u.mstances of the moment required.

In short, decentralisation was to be replaced by concentration of the transport for redistribution in proportion to the wants of the service. The change of system was effected successfully under the supervision of Lord Kitchener and Major-General Sir William Nicholson whose experience of similar arrangements in Egyptian and Indian campaigns were of much a.s.sistance to the Commander-in-Chief. Returns of the mule-transport in possession of units were called for, and on January 24th an Army order was published withdrawing mule-transport with certain exceptions. On the 29th January a further order was issued, giving the details of the vehicles which were to remain with units and stating how their draught was to be provided. The general transport obtained by this withdrawal was formed into companies of four sections each, each company consisting of forty-nine wagons, one Scotch cart, and a water-cart; it was calculated that one of these companies would suffice to carry the baggage and two days' supply of food and forage for an infantry brigade of four battalions or a cavalry brigade of three regiments. The ox-transport was organised in companies of one hundred wagons each, from which convoys could be formed, as required, to fulfil the functions of the supply columns of the previous system.[302] These transport companies were placed under Army Service Corps officers, and the administration of the whole was at first undertaken by the Deputy Adjutant-General for Supplies and Transport, Colonel Richardson, who had been transferred from the lines of communication to the Headquarter staff. The general principles now adopted were that complete transport, and transport animals for certain vehicles still left in charge of units, should be placed at the disposal of the commander of any force when it was ordered to move; such transport was to remain with that force during the move, but on its completion was to be returned to the transport department, so as to be again available for whatever duty was most urgent.