MEMOIR OF THE INDUS.
There is an uninterrupted navigation from the sea to Lahore. The distance, by the course of the river, amounts to about a thousand British miles: the following papers detail its practicability with minuteness, but not more so, I trust, than the great importance of the subject deserves. They also describe the state of the countries and people.
The Indus, when joined by the Punjab rivers, never shallows, in the dry season, to less than fifteen feet, and seldom preserves so great a breadth as half a mile. The Chenab, or Acesines, has a medium depth of twelve feet, and the Ravee, or Hydräotes, is about half the size of that river. These are the minima of soundings on the voyage; but the usual depth of the three rivers cannot be rated at less than four, three, and two fathoms. The soundings of each day’s voyage are shown by the figures on the map.[16]
This extensive inland navigation, open as I have stated it to be, can only be considered traversable to the boats of the country, which are flat bottomed, and do not draw more than four feet of water, when heavily laden. The largest of these carry about seventy-five tons English: science and capital might improve the build of these vessels; but in extending our commerce, or in setting on foot a flotilla, the present model would ever be found most convenient. Vessels of a sharp build are liable to upset when they run aground on the sand-banks. Steam-boats could ply, if constructed after the manner of the country, but no vessel with a keel could be safely navigated.
The voyage from the sea to Lahore occupied exactly sixty days; but the season was most favourable, as the south-westerly winds had set in, while the stronger inundations of the periodical swell had not commenced. We reached Mooltan on the fortieth day, and the remaining time was expended in navigating the Ravee, which is a most crooked river. The boats sailed from sunrise to sunset, and, when the wind was unfavourable, were dragged by ropes through the water.
There are no rocks or rapids to obstruct the ascent, and the current does not exceed two miles and a half an hour. Our daily progress sometimes averaged twenty miles, by the course of the river; for a vessel can be haled against the current at the rate of one mile and a half an hour. With light breezes we advanced two miles an hour, and in strong gales we could stem the river at the rate of three miles. Steam would obviate the inconveniences of this slow and tedious navigation; and I do not doubt but Mooltan might be reached in ten, instead of forty days. From that city a commercial communication could best be opened with the neighbouring countries.
A boat may drop down from Lahore to the sea in fifteen days, as follows:—to Mooltan in six, to Bukkur in four, to Hydrabad in three, and to the seaports in two. This is, of course, the very quickest period of descent; and I may add, that it has never been of late tried, for there is no trade between Sinde and the Punjab by water.
There are political obstacles to using the Indus as a channel of commerce. The people and princes are ignorant and barbarous: the former plunder the trader, and the latter over-tax the merchant, so that goods are sent by land, and by circuitous routes: this absence of trade arises from no physical obstacles, and is to be chiefly traced to the erroneous policy of the Sinde government. There are about 700 boats between the sea and Lahore; and this number suffices for ferrying, and all other purposes.
The defence of the Indus, the grand boundary of British India on the West, is nowise affected by these trifling impediments, and we can command its navigation without obstruction from both Cutch and the Sutledge. The military advantages of the Indus are great: it is navigable for a fleet from Attok to the sea. The insulated fortress of Bukkur is a most important position.