The Crimean War

The events of 1833 were a turning point in British policy towards Russia and Turkey. Until then, Britain’s main concern in the Ottoman Empire had been to preserve the status quo, mainly from fears that its breakup would affect the balance of power in Europe and possibly lead to a European war, rather than from any firm commitment to the sovereignty of the Sultan (their support for Greece had not demonstrated much of that). But once the British woke up to the danger that the Ottoman Empire might be taken over by the Egyptians at the head of a powerful Muslim revival, or, even worse, that it might become a Russian protectorate, they took an active interest in Turkey. They increasingly intervened in Ottoman affairs, encouraging economic and political reforms by which the British hoped to restore the health of the Ottoman Empire and expand their influence.

Britain’s interests were mainly commercial. The Ottoman Empire was a growing market for the export of British manufactures and a valuable source of raw materials. As the dominant industrial power in the world, Britain generally threw its weight behind the opening up of global markets to free trade; as the dominant naval power, it was prepared to use its fleet to force foreign governments to open up their markets. This was a type of ‘informal empire’, an ‘imperialism of free trade’, in which Britain’s military power and political influence advanced its commercial hegemony and curtailed the independence of foreign governments without the direct controls of imperial rule.

Nowhere was this more in evidence than in the Ottoman Empire. Ponsonby was at pains to stress the economic dividends of increased British influence in Constantinople. ‘Protection given to our political interests’, the ambassador wrote to Palmerston in 1834, ‘will throw open sources of commercial prosperity perhaps hardly to be hoped for from our intercourse with any other country upon earth.’ By this time there was a large and powerful body of British traders with extensive interests in Turkey who put growing pressure on the government to intervene. Their viewpoint was expressed in influential periodicals, such as Blackwood’s and the Edinburgh Review, both of which depended on their patronage; and it found an echo in the arguments of Turcophiles, such as David Urquhart, the leader of a secret trade mission to Turkey in 1833, who saw a huge potential for British commerce in the development of the Ottoman economy. ‘The progress of Turkey,’ Urquhart wrote in 1835, ‘if undisturbed by political events, bids fair to render it, in a few years, the largest market in the world for English manufacturers.’²⁸

In 1838, through a series of military threats and promises, Britain imposed on the Porte a Tariff Convention which in effect transformed the Ottoman Empire into a virtual free-trade zone. Deprived of tariff revenues, the Porte’s ability to protect its nascent industries was seriously handicapped. From this moment the export of British manufactured goods to Turkey rose steeply. There was an elevenfold increase by 1850, making it one of Britain’s most valuable export markets (surpassed only by the Hanseatic towns and the Netherlands). After the repeal of the protectionist Corn Laws in 1846, British imports of cereals from Turkey, chiefly from Moldavia and Wallachia, increased as well. The advent of ocean steamships, steam river-boats and railroads opened up the Danube for the first time as a busy commercial highway. The river’s trade was dominated by British merchant ships exporting grain to western Europe and importing manufactures from Britain. The British were in direct competition with the merchants of Odessa, Taganrog and other Black Sea ports, from which the grain of Russia’s breadbasket in the Ukraine and south Russia was exported to the West. The cereal export market was increasingly important to Russia as the value of its timber trade declined during the steam age. By the middle of the nineteenth century the Black Sea ports were handling one-third of all Russian exports. The Russians tried to give their traders an advantage over their British rivals through their control of the Danube delta after 1829 by subjecting foreign ships to time- consuming quarantine controls and even allowing the Danube to silt up and become once more unnavigable.

On the eastern side of the Black Sea the commercial interests of Britain were increasingly bound up with the port of Trebizond, in north-eastern Turkey, from which Greek and Armenian merchants imported large quantities of British manufactured goods for sale in the interior of Asia. The growing value of this trade to Britain, observed Karl Marx in the New York Tribune, ‘may be seen at the Manchester Exchange, where dark- complexioned Greek buyers are increasing in numbers and importance, and where Greek and South Slav dialects are heard along with German and English’. Until the 1840s, the Russians had a near-monopoly of trade in manufactured goods in this part of Asia. Russian textiles, rope and linen products dominated the bazaars of Bayburt, Baghdad and Basra. But steamships and railways made it possible to open up a shorter route to India – either through the Mediterranean to Cairo and then from Suez to the Red Sea, or via the Black Sea to Trebizond and the Euphrates river to the Persian Gulf (sailing ships could not readily cope with the high winds and monsoons of the Gulf of Suez or with the narrow waters of the Euphrates). The British favoured the Euphrates route, mainly because it ran through territories ruled by the Sultan (as opposed to Mehmet Ali); developing the route was seen as a way to increase British influence and check the growing power of Russia in this part of the Ottoman Empire. In 1834 Britain received permission from the Porte for General Francis Chesney to survey the Euphrates route. The survey was a failure, and British interest in the route declined. But plans for a Euphrates Valley Railway from the Mediterranean to the Persian Gulf via Aleppo and Baghdad were revived in the 1850s, when the British government was looking for a way to increase its presence in an area where they perceived a growing Russian threat to India (the railway was never developed by the British, for lack of financial guarantees, but the Baghdad Railway built by Germany from 1903 followed much of the same route).

The danger Russia posed to India was the bete noire of British Russophobes. For some, this would become the underlying aim of the Crimean War: to stop a power bent not just on the conquest of Turkey but on the domination of the whole of Asia Minor right up to Afghanistan and India. In their alarmed imagination there were no bounds on the designs of Russia, the fastest growing empire in the world.

In truth, there was never any serious danger of the Russians reaching India in the years before the Crimean War. It was much too far and difficult to march an army all that way – though the Russian Emperor Paul I had once entertained a madcap scheme to send a combined French and Russian force there. The idea had been taken up again by Napoleon in his talks with Tsar Alexander in 1807. ‘The more unrealistic the expedition is,’ Napoleon explained, ‘the more it can be used to terrorize the Englishmen.’ The British government always knew that such an expedition was not feasible. One British intelligence officer thought that any Russian invasion of India ‘would amount to little more than the sending of a caravan’. But while few in official British circles thought that Russia was a serious threat to India, this did not prevent the Russophobic British press from whipping up that fear, emphasizing the potential danger posed by Russia’s conquest of the Caucasus and its ‘underhand activities’ in Persia and Afghanistan.²⁹

The theory made its first appearance in 1828, in a pamphlet, On the Designs of Russia, written by Colonel George de Lacy Evans (a general by the time he took up the command of the British army’s 2nd Infantry Division during the Crimean War). Speculating on the outcome of the Russo-Turkish war, de Lacy Evans conjured up a nightmare fantasy of Russian aggression and expansion, leading to the conquest of the whole of Asia Minor and the collapse of British trade with India. De Lacy’s working principle – that the rapid growth of the Russian Empire since the beginning of the eighteenth century proved the iron law that Russian expansion must continue until checked – reappeared in a second pamphlet he published, in 1829, On the Practicality of an Invasion of British India, in which he claimed, without any evidence of Russia’s actual intentions, that a Russian force could be built up on India’s north-west frontier. The pamphlet was widely read in official circles. Wellington took it as a warning and told Lord Ellenborough, the president of the Board of Control for India, that he was ‘ready to take up the question in Europe, if the Russians [should] move towards India with views of evident hostility’. After 1833, with Russia’s domination of the Ottoman Empire seemingly secured, these fears took on the force of a self-fulfilling prophecy. In 1834 Lieutenant Arthur Connolly (who coined the term ‘the Great Game’ to describe Anglo-Russian rivalry in Asia Minor) published a best-selling travelogue, Journey to the North of India, in which he argued that the Russians could attack the north-west frontier if they were supported by the Persians and Afghans.³⁰

The Russians had in fact been steadily increasing their presence in Asia Minor in line with their policy of