The History of the Indian Revolt and of the Expeditions to Persia, China and Japan 1856-7-8. Dodd George
Khyrabad; in the territory of Nagpoor is the town of the same name, but other towns of any note are scarce. In Pegu and Tenasserim, both ultra-Gangetic or eastward of the Ganges, we find Rangoon, Bassein, Prome, Moulmein, and Martaban.
The reader has here before him about a hundred and forty names of places in this rapid sketch of the great divisional governments of India, mostly the names of important towns; and – without any present details concerning modes of government, or numbers governed, natural wealth or social condition – we believe he will find his comprehension of the events of the great Revolt much aided by a little attention to this account of the five governments into which British India is at present divided. As for the original names of kingdoms and provinces, nawabships and rajahships, it scarcely repays the trouble to learn them: when the native chiefs were made pensioned puppets, the former names of their possessions became of lessened value, and many of them are gradually disappearing from the maps. We have ‘political residents,’ ‘government agents,’ or ‘commissioners,’ at the capital city of almost every prince in India; to denote that, though the prince may hold the trappings of royalty, there is a watchful master scrutinising his proceedings, and claiming something to do with his military forces. Such is the case at Hyderabad in the Nizam’s territory, at Khatmandoo in Nepaul, at Gwalior in Scindiah’s dominions, at Indore in Holkar’s dominions, at Bhopal, in the country of the same name, at Bhurtpore and elsewhere in the Rajpoot princes’ dominions, at Darjeeling in Sikim, at Baroda in the Guicowar’s dominions, &c.
The semi-independent princes of India – mostly rajahs if Hindoos, nawabs if Mohammedans – are certainly placed in a most anomalous position. There are nearly two hundred of these vassal-kings, if we may so term them – some owning territories as large as European kingdoms, while others claim dominion over bits of country not larger than petty German principalities. The whole of them have treaties and engagements with the British government, involving the reciprocal obligations of protection and allegiance. Some of them pay tribute, others do not; but almost all have formally relinquished the right of self-defence, and also that of maintaining diplomatic relations with each other. The princes are regarded as children, expected to look up for protection only to their great mother, the Company. The Company undertakes not only to guarantee external safety but also internal tranquillity in these states, and is the umpire in all quarrels between native rulers. Though not called upon, and indeed not allowed, to defend themselves from an external attack, the princes mostly have armies, more for show than use under ordinary circumstances; but then they must obtain permission to do this, and they must limit the numbers; and in some cases there is a stipulation that if the British be at war in India, the prince must lend his troops. It is in this sense that the independent princes of India are said to possess, collectively, an armed force of little less than four hundred thousand men: many of them available, according to treaty, for British service.
Next, we may usefully pay a little attention to this question – How, in so immense a country, do the soldiers and subjects of these several states, British and native, travel from place to place: how do they cross mountains where passes are few, or marshes and sandy plains where roads are few and bad, or broad rivers where bridges are scarce? The distances traversed by the armies are sometimes enormous. Let us open a map of India, and see, for example, the relative positions of Calcutta, Madras, Bombay, Delhi, Peshawur, and Kurachee at the western mouth of the Indus. Delhi is nearly nine hundred miles from Bombay, more than nine hundred from Calcutta by land, fifteen or sixteen hundred miles from the same city by water-route up the Ganges and Jumna, and nearly fourteen hundred from Madras. Kurachee, the most westerly spot in India, and destined one day, perhaps, to be an important depôt for steamers from the Red Sea or the Persian Gulf, is more than sixteen hundred miles from Calcutta, nearly across the broadest part of India from east to west; while Peshawur, at the extreme northwest or Afghan frontier, acquired by England when the Punjaub was annexed, is no less than two thousand miles from Madras. All opinions and judgments, concerning the slowness of operations in India, must be tempered by a consideration of these vast distances.
The rivers were the great highways of that country before roads existed, as in other regions; and they have never ceased to be the most frequented routes. At least such is the case in relation to the larger rivers – such as the Ganges, Indus, Nerbudda, Kishna, Jumna, Sutlej, and Jelum. Hindoos and Mohammedans, too poor to hire horses or palkees for land-travel, may yet be able to avail themselves of their river-boats.
The native boats which work on the Ganges are numerous and curious in kind. The patella or baggage-boat is of saul-wood, clinker-built, and flat-bottomed, with rather slanting outsides, and not so manageable as a punt or a London barge; its great breadth gives it a very light draught of water, and renders it fittest for the cotton and other up-country products, which require little more than a dry and secure raft to float them down the stream. The oolak or common baggage-boat of the Hoogly and Central Bengal, has a sharp bow and smooth rounded sides; it is fitted for tracking and sailing before the wind, and is tolerably manageable with the oar in smooth water. The Dacca pulwar is more weatherly, although, like the rest, without keel, and the fastest and most handy boat in use for general traffic. The budgerow, the bauleah, and the ketch-rigged pinnace, are employed by Europeans for their personal conveyance. Besides these, there are numerous others – such as the wood-boats of the Sunderbunds, of various forms and dimensions – from one hundred to six thousand maunds burden (a maund being about equal to 100 pounds troy); the salt-boats of Tumlook; the light boats which carry betel-leaf; the Calcutta bhur, or cargo-boat of the port; the Chittagong boats; the light mug-boats, with floors of a single hollowed piece of timber, and raised sides, neatly attached by sewing, with strips of bamboo over the seams; the dinghee; and the panswee– all found within the limits of the Bengal presidency. ‘A native traveller, according to his degree and substance, engages a dinghee or a panswee, a pulwar or an oolak; the man of wealth puts his baggage and attendants in these, and provides a budgerow or a pinnace for his personal accommodation. Officers of high standing in the civil or military service, travelling with a large retinue of servants and a quantity of baggage, seldom have less than five or six boats (one of them a cooking-boat, and another fitted with an oven for baking bread): sometimes as many as fifteen when they carry their horses and equipages, and the materials of housekeeping for their comfortable establishment on arrival.’
Before Indian steamers were introduced, or Indian railways thought of, the Ganges was the great highway from Calcutta to Benares, Allahabad, and the northwestern provinces generally, in all cases where speed was not required. The Indian government used to allow their military servants two months and a half for proceeding to Benares, three to Allahabad, five to Meerut, and nine to Loodianah – periods that seem to us, in the old country, outrageous in their length. The boats were chiefly of two of the kinds mentioned in the preceding paragraph – namely, the pinnace, very European in its appearance, and the lofty sterned budgerow, peculiarly Indian. Even after steamers were placed upon the Ganges, the slow-going budgerow continued to be much used by the Company’s officers, and by other persons going northwest – chiefly in cases where a family and a large quantity of luggage or personal effects had to be conveyed; for every other mode than the budgerow then becomes very costly – and will probably so continue until the great trunk-railway is completed. Budgerow boating is, it must be confessed, enough to stagnate the blood of an active man who wishes to speed onward to a scene of usefulness. As the tide ends at a few miles above Calcutta, there is a constant downward current throughout all the rest of the Ganges; and this current has to be struggled against during the up-passage. If the wind be favourable, sails are hoisted; but if otherwise, progress is made by gooning or tracking, an operation performed by the greater part of the crew proceeding on shore, and with ropes attached to the mast-head, dragging the vessel bodily along: wading for hours, it may be, through nullahs or creeks more than breast high. The travellers spend much of their time on shore in the cooler hours of the morning and evening, walking, fishing, or shooting, or otherwise whiling away their time; for they can easily keep up with a boat that only makes ten miles per average day. The Company have been accustomed to make a certain allowance to each officer for boat-accommodation up the country; and it is not unusual for two or three to join in the hire of one budgerow, to their mutual comfort, and with a small saving out of their allowance. They engage an attendant dinghee as a cook-boat, to keep the culinary operations at a respectful distance; and they fit