Sahib: The British Soldier in India 1750–1914. Richard Holmes
Bancroft wrote that: ‘Our two battalions of Goorkhas, active and ferocious Nepalese armed with the short weapon of their native mountains, were a source of great terror to the Sikhs throughout the conflict and the subsequent fight.’33
The survivors of the 50th formed up just outside the Sikh entrenchment under the command of Lieutenant Wiley, the senior surviving officer. Although the regiment was no stranger to loss, this had been a terrible battle, on a par with Ferozeshah. One lieutenant, the sergeant major, a sergeant and forty-three men lay dead; eleven officers, eight sergeants, a drummer and 177 men lay wounded. Lieutenant Colonel Petit survived his wound to be appointed a Companion of the Bath for this day’s work.
Gough’s victory at Sobraon brought the war to an immediate end. He was rewarded with a peerage, becoming Baron Gough of Chinkiangfoo in China and of Maharajpore and the Sutlej in the East Indies, with a pension of £2,000 a year from the government and another £2,000 from the East India Company. The Governor-General became Viscount Hardinge of Lahore and Durham, with an even more generous pension. Juanita Smith became doubly a lady, for Harry was created a baronet with ‘of Aliwal’ added as special distinction, but sadly there was no son to inherit the title.
Drummer Fulcher would rank rather lower in the list of rewards. He had jettisoned his drum after it was stove in by a piece of canister-shot and defended himself during the worst of the fighting with a discarded musket (using techniques more appropriate to alleys behind Portsmouth’s Commercial Road than to anything taught on the drill-square), received a nasty sword-cut behind the ear and ran his bayonet clean through the Sikh that inflicted it. More than a century later we might expect a young man to be indelibly marked by what he has seen and done, but Bandicoot Fulcher is showing little sign of it. Rum-and-water grog is being served out as the men are forming up, and it is clear that the quartermaster has overestimated the requirement: today almost half the 50th is taking its dram elsewhere. Fulcher receives a double ration of grog, and has already pocketed 30 Sikh nanaukshaee rupees and an assortment of lesser coins, the result of a little light pillaging amongst the dead up on the rampart. He will later receive a medal with the ribbon colours of Waterloo reversed, ‘which we all got. We also got twelve months batta [extra pay] and prize money, £7 12s 6d.’34 It might take Fulcher’s mother six months of hasty couplings to make as much. There are worse things, he thinks, than to be eighteen – pockets full of cash and head full of rum – and alive in a landscape so thickly populated by the dead.
Now in Injia’s sunny clime,
Where I used to spend my time
A-servin of ‘Er Majesty the Queen …
RUDYARD KIPLING, ‘Gunga Din’
ON THE MAP the subcontinent seems like the head of an enormous elephant looking quizzically at the viewer. To our right, one of its great ears hangs down to give us Burma, while to the left the other flaps up towards Persia and the Gulf. The creature’s stern brow is wrinkled by the mountain ranges of the Himalayas, the Karakoram and the Hindu Kush. The island of Sri Lanka hangs just below its trunk, almost like a pineapple about to be devoured. Rivers furrow its great face. The Ganges flows from the Himalayas, eastwards across the great Indo-Gangetic plain, joined by the Jumna in the Doab (‘two rivers’) and going on to its many-mouthed estuary in the Bay of Bengal. It almost mirrors the Brahmaputra, which rises on the Tibetan Plateau to flow east before jinking south and west to the Bay of Bengal. On the other side of the elephant, the Indus, its waters fed by the Jelum, Chenab, Sutlej and Ravi, flows through the Punjab (‘land of the five rivers’) into the Arabian Sea. Other rivers crease the elephant’s upper trunk: the Mahanadi, the Godavari and the Cauvery flowing towards the Coromandel coast, and the Narmada and Tapti running into the Gulf of Cambay.
Although the mountains of central and southern India cannot rival the Himalayas, they are anything but derisory. The Western and Eastern Ghats march parallel with the Malabar and Coromandel coasts, the Vindhya and Satpura ranges strike inland from the Gulf of Cambay, and the delightful Nilgiri Hills rise more gently in the south-west. It is a land of contrasts, with areas of impenetrable rain forest in Assam and Kerala, huge tracts of wooded plains, and the Thar or Indian Desert sprawling south of the Indus. But such is the sheer scale of the place that the traveller is often more aware of sameness than of change. A month’s ride on horseback across the North-West Frontier brings no relief from mountains and valleys, and a passenger aircraft travelling from Aurungabad, some 250 miles north-west of Bombay, down to Bangalore, as far inland from Madras, flies over a landscape of interminable red earth, speckled with jungle. The road journey from Mysore to Bangalore, not much more than a hundred white-knuckle miles, offers endless paddy fields and plantations, plantations and paddy fields, with each roadside village exactly like the last.
It is a thousand miles from Delhi to Calcutta as the crow flies, about 1,300 from Calcutta to Bombay, and over two thousand from Delhi to Cape Comorin, India’s southernmost extremity. Until the development of railways from the 1850s, mass communications were poor, although Mughal officials and then British officers could avail themselves of a well-organised system which enabled individuals or small parties to cover the ground relatively quickly. The Mughals had built roads, some of which still have brick or stone watch towers at regular intervals, linking the major provincial centres of their empire to the great cities of Agra, Delhi and Lahore. Many of these had survived into British times, as Captain Albert Hervey discovered when travelling from Madras to Vellore in 1836:
I travelled … by posting, or running dawk, as it is termed; which means travelling by relays of bearers, stationed at certain stages, where they change. When anyone wishes to travel in this way, an application is made to the Post-office authorities for relays of bearers being posted along the route he intends going: but before this arrangement can be made the traveller is obliged to pay a deposit of a certain sum, according to distance. The requisite sum being paid down, a day is fixed upon by the ‘Jack-in-office’ for the traveller’s starting, a certain time being absolutely required for the posting of the bearers, which done, the bearers for the first stage are sent to his residence, and these men prepare the palankeen in their own manner, by lashing and binding, and a variety of other preliminaries, too numerous for me to detail …
A set of bearers consists of twelve men, including the puddabhuee or head-bearer; there is also a fellow for carrying the massaul, or torch, as also another for the cavary baskets, or pettarahs, which are a couple of baskets, or light tin boxes, generally painted green, slung on a bamboo, containing eating and drinking requisites for the journey. The whole set have a man of their own to convey their food and cooking utensils.
These poor fellows can run for upwards of thirty miles, with scarcely any rest, at the rate of four miles an hour, taking little or no sustenance at the time! When arrived at the end of their stage, they put down their load, and walk off, though some of them are apt to be troublesome, by begging a present, and it is generally customary to give them a rupee or two.
The new set are not long in making their appearance. They lift up the palkee and trudge off never say a word to the traveller; but they can never make a start without a great noise and wrangling among themselves, which it is almost useless to attempt to check; and in this manner they proceed, running along till they come to the end of their stage, quitting the palankeen like their predecessors.1
Railways developed rapidly in the second half of the nineteenth century. The first twenty miles of track, between Thana and Bombay, were opened in 1853. There were 4,000 miles of railway in India by 1869 and 31,500 miles forty years later. By then, ‘throughout the great band of flat