Chapter IV: Part 4

We will terminate these quotations by an extract from a very remarkable work published in the “Papers for the People,” inserted in the _Revue Britannique_ (for 1852), and in which the cutting through the Isthmus is regarded as a practical solution of the maintenance of the British power in India. We read there:—“If in spite of the concourse of several adverse circumstances, we firmly believe that our country will be able to effect the union of the two Seas, it is because this measure will soon become imperiously necessary for the maintenance of our empire ... all nations would find immense advantage in the creation of a new route opened to navigation; this evident advantage, offered to the European states nearer to Africa, has even been seriously adduced as a fit argument to divert England from an enterprise, the result of which might be problematical. We encounter here one of the old distrusts of that worn-out theory, that miserable tissue of mistakes that took upon itself to teach, that a people is only rich and flourishing in proportion as its neighbours are indigent and unfortunate. Doubtless the countries of Europe nearest to the East will derive a considerable profit from the opening of the Isthmus of Suez, but our egotism ought to find therein a motive for satisfaction; for we cannot be ignorant of the fact, that the developement of commerce, whatever the means employed, always ends by bringing the better part of the profits to the most intelligent and most numerous firms. For our own part, such is our belief. England, and more than one other nation by its example, appear to us called to great works which will throw into shade the most striking deeds of history. Among these works of the future, it appears to us that the cutting through the Isthmuses of Panama and Suez stand in the first rank, and which multiplying and strengthening the ties by which people of all climates, of all races, of all beliefs are united to Great Britain, will connect for ever the general prosperity of nations with the happiness of our country, their security with its power, their independence with its liberty.”

We believe we have abundantly proved the possibility of constructing the Maritime Canal with its two entrances, one from the Mediterranean, the other from the Red Sea, and its interior harbour at Lake Timsah. The facilities and advantages which it offers to commerce and navigation as well as to Egypt can no longer be a matter of doubt, and let us say with the illustrious author of the memorial upon the Nicaragua Canal:—“Think of the almost miraculous effects which will be produced by the annual passage across this fine country of 2 to 3000 vessels, which would exchange their productions for those of the East, and cause life and riches to circulate everywhere. We may picture to ourselves those shores, now so solitary, peopled with towns and villages; those lakes now gloomy and silent, furrowed by ships; those rugged lands fertilised, and the interior canal carrying the benefits of civilization into the heart of the country.”

It only now remains to enter upon the financial and economical considerations of the undertaking; but before approaching this part of the question, it is necessary to complete the exposition of the scheme by describing the canal of communication and irrigation which will connect the interior of Egypt with the Maritime Canal.

This Canal must fulfil three conditions.

It should be of a section sufficiently large to admit the craft and steam boats that navigate the Nile, in order to allow access to the interior harbour from all points of Egypt without the inconvenience of trans-shipment. The volume of water to be supplied to the Canal should be sufficient, after allowing for all losses by evaporation, infiltration, and the passage of the locks, for the irrigation of 100,000 _feddans_ (40,000 _hectares_) during the winter, and 60,000 _feddans_ (24,000 _hectares_) during the summer. Lastly, the level of the water ought to be maintained at the most favourable height for the natural irrigation of the immense tracts of land in the Isthmus which now remain barren for want of water.

To fulfil these conditions, the receipt of water for the alimentary and irrigating Canal may be established a little above Boulak at Kusr el Nil where the mouth of the Kalidj Zafranieh is, which loses itself to the north of Cairo in the Kalidj Manjeh, the ancient canal of Trajan and Amrou; this canal was partly re-excavated by Mehemet Ali to nearly the same dimensions as those required for the new Canal, and as far as Tell el Zoudieh. By following this track a great economy is already obtained. The Canal also exists farther on as far as Belbeïs, but of smaller dimensions; from Belbeïs, in order to maintain the water at a suitable height, the Canal is made to pass a little more to the East outside the cultivated lands, which will give the Company an opportunity of irrigating and fertilising the bordering tracts at present uncultivated. The canal then proceeds northward as far as _Ras el Wady_ (head of the valley), the Pitoum of the Bible. This course exists of small dimensions, but in several parts of its route it may be turned to account. There will not be great expense in completing the line as far as Lake Timsah; life would thus be given to Cairo by traversing it with a navigable passage, of which it is destitute at present. It would then be necessary, during the time of the low water, to raise the waters of the Nile to a height of three _metres_ by means of steam pumps of 500 horse power; and when the barrage, for which His Highness Mohammed Saïd Pacha has a project, is completed, the reflux will facilitate, with the assistance of steam power, the introduction of the waters of the Nile into the Canal during the six months of the low waters.

The width of the Canal has been fixed at 25 _met._, measured on the water line at the time of the inundation. This width is sufficient to allow two steam boats to pass each other without inconvenience. Moreover, precautionary measures may be adopted at the entrances of the locks, to prevent collisions, if it should become necessary hereafter.

The depth of the bed of the Canal below the natural surface of the ground in the first part or first dam, as far as the north of Tell el Zondieh, is 7 _metres_, that is to say, at the level of the low waters of the river, and at 14 _metres_ above the level of low water in the Mediterranean, the fall of the Canal has been fixed at 0,03 in a 1000 _metres_, in order to secure a speed that shall not exceed O _m._, 65 per second, and that shall not destroy the banks of the Canal. This arrangement will enable us to supply, during the high waters of the increase, a volume of water for inundating the lands, of 40 to 50 _cubic metres_ per second, or 3,500,000 to 4,000,000 _cubic metres per diem_. As the inundation has to be continued during 100 days at the most, and each _feddan_ of land ought to have a quantity of 8,400 _cubic metres_ of water, that is to say, two _cubic metres_ of water to each _square metre_ of land, 47,600 _feddans_ might thus be inundated during the 100 days. This quantity of water is given to irrigate the lands and leave upon them the deposits of the river, or the mud which is the manure of the Egyptian soil; but when the lands which the Company will bring into cultivation have been thus improved by two or three complete inundations, there will be a greater disposable quantity of water, and the number of _feddans_ to be brought into cultivation may be augmented.

The lands being thus fertilised and cultivated in two ways; first by inundations as we have just said, afterwards by irrigation during the second part of the year, that is to say, during the low waters; then in order to secure sufficient water for the Canal of which the receipt of water is above the actual low water, steam machines will be employed at the backwater of the barrage.

In order to have during the heats of summer a volume of water that shall be sufficient for the irrigation of 60,000 _feddans_ (24,000 _hectares_), for the loss by evaporation, and the waste at the last locks of Lake Timsah, there will be required—

_met. cub._
_per diem_ 1,200,000

For the passage of the locks, the dimensions
of which are:—length 54 _met._
breadth 12 _met._
mean fall 3 _met._

Taking forty passages _per diem_, the
amount will be 80,000

For evaporation, infiltration and other losses,
say 15 _per cent._ of the serviceable quantity,
viz. 192,000
---------
Total quantity of water to be supplied
_per diem_ 1,472,000
=========

The height that the water has to be raised being 2 _metres_, and a pump of one horse power, raising 60 _litres_ per second for one _metre_, pumps of five and six horse power will give the required quantity.

We establish therefore steam pumps of five and six horse power at the head of the Canal, as well as a barrage lock with gates both ways, in order to guard against the great risings of the Nile, and to retain the waters of the Canal when the river has subsided.

The Company will thus be able to fertilise 100,000 _feddans_, of which 60,000 will be by irrigation, and which will give the richest produce.

The Canal follows the course of the Zafranieh as far as Tell el Yaoudieh, where there is a lock of 2 _met._, 50 fall; it then leaves this ancient water-course to the left as far as _Ras-el-Wady_: in this interval there are three other locks.

Leaving _Ras-el-Wady_, the track of the Canal is directed so as to keep it as high as possible, and to avoid the downs which occupy the whole of the valley, and are constantly moving from south to north: all these downs should therefore be fixed by seed-plots, and their superfice may perhaps be approximately estimated at 50,000 _hectares_. The valley called _Wady-Tomilat_ comprises two quite distinct parts; the first, from _Abasseh-Mollaut_ to the east as far as _Ras-el-Wady_, is well cultivated; the other from this point, as far as Lake Timsah, is uncultivated and covered with shrubs, which will furnish an excellent combustible for the manufacture of lime and bricks, as well as for the requirements of the workmen, until it is cultivated. At present the waters of the Nile spread naturally during the inundation for half the distance from _Ras-el-Wady_ to Lake Timsah. The _Ras-el-Wady_ channel extends along the valley with a depth of 7 _metres_, and it opens into Lake Timsah with a double lock, forming together a fall of 7 metres.

Above this lock there is a water-course for irrigation running towards Suez, and a conduit of water on the Charmeroi system which goes towards Pelusium, so that, for the whole extent of the Isthmus, there will be water in abundance for the use of the workmen; the water-course for irrigation is 20 _metres_ wide, 8700 _metres_ in length, and has a fall of ,04 per _kilom._, which gives a difference of 3 _met._, 48 in the level.

So that at Suez the water-line of the water-course will be 7 _met._,00 - 3,48 = 3,52. The depth of the canal being 1,50, it will be seen that its bed will be 2,02 above the level of low water, and near about that of high water. There will consequently be no fear of the infiltration of salt water.

The section of the water-course thus determined, will rule for one-third of its length, but its breadth will be reduced to 15 _metres_ for a second third, and to 10 _metres_ for the remaining third.

The water-course of Suez follows the direction and even the bed of the ancient canal, as far as the Serapeum, the culminating point of the bar of that name; it then leaves the ancient canal to the east, to avoid the sands, passes into a solid plain, makes the circuit of the grand basin of the Isthmus, arrives at the narrowest part, and continues in the plain at a sufficient height not to let the fresh water pass into the low and salt lands.

If on the Pelusiac side, a conduit of water has been adopted instead of an open water-course, it is in order to obtain fresh water more quickly for the whole length of the Maritime Canal, and because the tillage on the Pelusiac side does not begin until after that of Suez. And the pipes when they shall be replaced hereafter by a water-course, will serve to form a good distribution of water in the town which will arise at Port Timsah.

The advantages of the undertaking are now demonstrated. But it is not so with regard to the returns which it will give to the shareholders. Doubt is prevalent in the financial world, in consequence of the widely different estimates made by the engineers, both as to the cost and the probable returns. We have therefore directed our investigations more particularly to this capital point of the question, taking care to guard against every kind of exaggeration, in order to arrive at accurate and conscientious results, and at figures as near as possible to the truth.

We are now about to present the result of our investigations in this last part of our labours.

ESTIMATE OF THE COST.

ARTICLE I.

EARTH-WORKS.

We have adopted in our calculations for the Canal, the depth of 6 _met._ 50 below low water, which will give for the _minimum_ 7 _met._ 50, and for the _maximum_ 8 to 9 _met._ draught of water, by the disposition of the locks and the elevation of the tides of the Red Sea. If this figure should not be found sufficient, it would be easy to increase it by the dredging machines, a certain number of which will always be kept, and which would not prevent the navigation of the Canal.

_met. cub._

The total quantity of removal required for the excavation
of the Grand Canal, according to the calculations made
from the sections, is 74,679,132

Of which the part to be excavated to the level of low
water in the Mediterranean is 17,473,790

----------
the remainder 57,205,342

is below this level.

EARTH-WORKS IN THE DRY.—For the first part, we have similar
works executed in Egypt; these are the three Canals dug
to receive the waters of the Nile arising from the reflux
caused by the barrage. Two of these canals have a breadth
of 100 _met._ at the bed; 4 _met._ 50 mean depth, with
banks 25 _met._ wide. They are all three dug in clay,
which is very stiff at some points.

The works having been executed by the Government, the
pay of the workmen was very low: 1½ _piast._ (0 _fr._
37½) was given to able workmen; 1 _piast._ (0 _fr._ 25)
to others, and 30 _paras_ (0 _fr._ 20) to children; the
corresponding work done was 1 _met._ 25, cube _per diem_.

If this ratio were adopted, it would evidently be too
low; for the Company could not, and would not, exercise
such an authority over the people of the country.

It is true, that these prices are voluntarily accepted by
the fellahs in the villages; but they are at home with
their families, and are able to cultivate some patches of
land on their own account. They would not willingly leave
their families, unless to obtain higher wages, which
would be at the _maximum_, 2½ _piast._ (0 _fr._ 62½).

An average of 2½ _piast._ (0 _fr._ 62½) _per diem_, must
be reckoned upon, not including the supply of bread and
water, which would cost 1 _piast._ in addition. Say,
therefore, 3½ _piast._ or in round numbers, 0 _fr._ 90.

At these wages, with good superintendence, 1 _met._ 50,
cube _per diem_ might be required; for, in the works
which we have carefully observed, we have adopted the
formula 2 + _n_ = 8 _met. cub._ to fix the task of the
workmen employed. In which formula _n_ indicates the
number of relays of 25 _met._ In the present case,
supposing the average distance from the centre of removal
to the centre of deposit to be two relays, the formula
would give 2 _met. cub._ and moreover the excavation is
to be made in very light ground. We are therefore sure
that the figure 1 _met._ 50 cube, is rather below than
above the mark. The cubic metre will thus come to 0 _fr._
61.—At this rate the first portion of the earth-works
would cost _fr._ 10,484,274

EARTH-WORKS UNDER WATER.—For the second part we assume,
that it will be done entirely by steam dredges, in two
series. The first composed of dredges of twenty horse
power performing the excavations to the depth of four
metres; and the second composed of dredges of thirty-five
horse power, making the excavations to the depth of 7
_met._ 50.

Let us see what can be done by both these working night
and day for 250 days in the year; thus making ample
allowance for repairs and stoppages.

The dredges employed at the barrage, of 20 horse power,
and raising sand from a depth of seven metres, filled
thirty-three lighters in the day and twenty-eight in the
night, in all 61 _per diem_, giving a total of 610 to 700
_met. cub._; but these machines were almost continually
stopped for want of a sufficient number of lighters.
These same dredges, on the Seine, removed as much as 500
_met. cub._ in the day, and an equal quantity at night,
excavating, it is true, at a depth of only 2 _met._ 50.
The price paid per cubic metre was 0 _fr._ 75, including
carrying away and discharging. At the barrage, on account
of the low price of labour, the cubic metre has not cost
0 _fr._ 50.

For deepening the roadstead of Toulon, dredges of
twenty-five horse power were employed, which raised the
mud from a depth of 9 _met._ 50 below low water.

These dredges worked 270 days in the year, and each
raised 194,755 _met. cub._ The cubic metre of soil
extracted was fixed provisionally for the account at 1
_fr._ 20, including the transport and discharge, which
was at an average distance of several miles in the open
sea.

At the port of Valencia, dredges of thirty-five horse
power were employed, raising 750 _met. cub._ _per diem_,
from a depth of 5 to 7 _metres_. A steamer of seventy
horse power towed the lighters to a distance of fifteen
miles, and the cubic _metre_ thus raised and transported
only cost 0 _fr._ 75.

From these data it may be assumed, that the dredges of
twenty horse power will raise 500 _met. cub._ of earth
_per diem_ from a depth of 4 _met._, and we may fix the
price of extraction, including transport, at 0 _fr._, 75;
that the dredges of thirty-five horse power will raise
750 _met. cub._ at 1 _fr._ By causing the dredges to work
day and night, and assuming, as we have said, an average
of 250 working days in the year, a dredge of twenty horse
power will excavate _per ann._ 250,000
and a dredge of thirty-five horse power 375,000
-------
_met. cub._ 625,000

The total quantity of excavation to be performed by
dredges being 57,205,342 _met. cub._, if the work is
to be done in five years, it will be necessary to have
nineteen pairs of dredges; and, if it be observed that
for the greater part of the Isthmus, the excavation may
be done by hand to the depth of a foot at least below
the level of the Mediterranean, since the bottom of the
Bitter Lakes remains dry at a depth which reaches 8
_met._, 58, it will be found that nineteen pairs will be
amply sufficient.

Supposing half the work to be done by each kind of
dredge respectively, the cost is found to be 50,054,674

CANAL OF COMMUNICATION.—The quantity of earth-work to be
performed for the canal of communication and irrigation
is calculated from the sections at 10,320,884 _met. cub._
from the receipt of water to Lake Timsah. For this work
men will easily be found, at the rate of 3 _piast._ (0
_fr._ .75) including all expenses, and each workman will
do easily 2 _met._ _per diem_, which reduces the price of
the cubic _metre_ to 0 _fr_. 37½.

The cost of excavating the canal will therefore be 3,870,331

For the small canal of irrigation, leading from the last
channel to Suez, the quantity of earth-work is 2,218,500
_met. cub._ For this it will be necessary to pay the men
0 _fr._ 90 _per diem_, and they will easily do 2 _met._
25 _cub._, which will be 0 _fr._ 40 per _met. cub._

The cost of this part will therefore be 887,400
Add 10 _per cent._ for tools 6,529,667
Contingencies 173,654
----------------
Total for the first part _fr._ 72,000,000

ARTICLE II.

WORKS OF ART.

To give a concise but accurate notion of the expense of the works of art, we shall fix the prime cost of the materials, compared with the prices paid in the execution of the works of the barrage, and then it will be easy to determine the outlay necessary for the present works, as compared with that of the former.

ROUGH STONE.—The rough stone used in the barrage comes
from the quarries of Toura, situated 30 _kil._ from
the place where it is used. It costs 22 _paras_ the
_quintal_, or 4 _fr._, 20, the _cubic metre_, delivered
on the spot. That which will be used in the works of the
Maritime Canal will come from the quarries of Ataka, on
the shores of the bay of Suez, at a distance of 20 _kil._
from Suez. This being a calcareous stone, like that of
Toura, if it is brought to the boats by a railroad and
towed by steamers, there is sure to be a saving in the
extraction and transport. We have however, taken the
price at 5 _fr._ to cover all difficulties in forming
establishments, the higher rate of labour, and the cost
of the railroad. This is the price paid for the blocks
employed at the port of Cherbourg.

At the port of Valencia (in Spain), the extraction of
large blocks, the transport to the quay and loading, only
cost 4 _fr._ 25.

HEWN STONE.—The hewn stone for the barrage, came from
the quarries of Toura and Massara, at an average distance
of 33 _kil._ from the place where used. These stones were
first transported a distance of 6 _kil._ to the banks of
the Nile, by means of bullock carts, then transferred
to sailing barges, and carried by water to the distance
above-mentioned.

The price per _cubic metre_ was 24 _piast._ (6 _fr._) for
extraction, and 18 _piast._ (4 _fr._ 50) for carriage; in
all 10 _fr._ 50.

For the works of the Maritime Canal, stone will be used
coming from quarries now in work on the banks, at the
level of high water for the whole extent of the Gulf of
Suez, and also from quarries on the shore of the Red Sea,
at a distance of about 10 _kil._ from Suez, which furnish
a shelly calcareous stone, soft when extracted, but
hardening by exposure to the air, and also in sea water.

This stone has been successfully employed in building the
Grand Hotel of Suez, and has cost 33 _piast._ (8 _fr._
25.) the _cubic metre_, hewn and delivered at the quay.

We have adopted this price, increased by 60 _per cent._
in order to cover the distance, and to arrive more easily
at the comparison which we wish to establish.

BRICKS.—The bricks used in the barrage were made by
steam machines, and cost, on account of extraordinary
circumstances, 26 _fr._ per thousand. Those which will
be made by hand or by means of bullock machines in the
_Wady Tomilat_, will not cost half so much; for they can
be made in the whole of that valley at the rate of 6 to 7
_fr._ per thousand, on account of the great quantity of
combustibles found in that locality.

We have however assumed, that on account of the expense
of transport, from Pelusium to Suez, the bricks will come
to the same price, as at the barrage, which is evidently
an excess.

LIME.—The lime cost at the barrage, 8 _fr._ 70 the _cubic
metre_, delivered on the spot. That which is made at Suez
comes to 7 _fr_. 75 delivered. This lime is made in the
valley of Guébé, with the combustibles found there in
abundance, and which only cost the labour of cutting and
transport.

POZZOLANO.—As the lime used in the barrage was fat lime,
it was necessary to make artificial Pozzolano, which
came to 45 _piast._ (11 _fr._ 25) the _cubic metre_.
This Pozzolano could not be used for sea work, for we
are convinced by experience that it is affected by the
magnesia which is found in sea-water. It can, therefore,
only serve for the works of the canal of communication,
and, like the bricks, it will cost less than at the
barrage.

For the sea masonry, we have happily discovered solid
masses in the harbour of Suez, anciently formed at the
time of the Caliphs, or more probably at that of the
Ptolemies. These masses of masonry are so compact, that
when fragments are detached, the stone breaks more easily
than the mortar, which is simply composed of sand and
hydraulic lime.

This lime very probably comes from the mountains of
Ataka, which contain several beds of calcareous marl;
and there is no doubt that, by making researches, the
beds that supplied the hydraulic lime may be discovered.
Samples have been sent to M. Leplay, chief engineer and
professor at the School of Mines, for analyzation, and
more will be sent until good beds shall be found.

On this supposition, it is more than likely that the
masonry of the Maritime Canal will be less expensive than
that of the barrage, since it will be enough to have
hydraulic lime to mix with the sand, which is found at
all points of the Canal.

TIMBER.—The timber will come from Anatolia and Caramania.
Oak and fir planks will be procured from Trieste. These
materials will not cost more than at the barrage; for,
though the distance of inland transport is greater,
the expense of trans-shipment will be avoided by the
construction of a new lock, which will unite the
Mahmoudieh Canal, and consequently the Nile, with the sea.

IRON.—It will be the same with regard to wrought and cast
iron, which will be procured from England and Russia.

Now, the barrage of the Nile is 1006 _metres_ in length, with four locks, of which two are double, of 12 _metres_ opening, and two others of 15 _metres_. It is established upon a general platform at 7 _metres_ below the low water, is 46 _metres_ wide, and four _metres_ average thickness, with two lines of jaunting piles, and 1600 _metres_ of quay walls, and only cost 18,000,000 _francs_, including the purchase of steam machines, to the number of twenty-two, the construction of all works and all the charges of administration, which were considerable.

If this amount is divided by the total length of 1006, 17,900 francs will be obtained for the cost of a running _metre_, including all the accessories of locks, quays, machines, and charges of administration.

BARRAGE LOCKS.—Adopting this figure, which is too high
by a good third for the Maritime Canal, the two barrage
locks and the oblique barrage, being altogether 300
metres in length, would cost _fr._ 5,370,000

We say that this figure is much too high; 1st. Because
the barrage was made to support a pressure of 4 to 5
_metres_ of water, while those of the Maritime Canal
will never have to sustain more than 2,50 _met._ at the
_maximum_ height of the water; 2nd. Because the waters
of the Nile, rising to 7,50 _met._ above the low water
line, it was necessary to elevate the masonry, piles, and
arches, to make at the same time a bridge of passage, and
to increase the weight of the masonry; 3rd. and lastly,
Because it was necessary to defend the banks of the Nile
by 1600 metres of quay walls, both at the approaches of
the barrage and at the head of the three canals, which is
not necessary here.

Notwithstanding these reasons, we have adopted the above
figure, in order to obtain a result, rather in excess
than below the reality, and thus to give every confidence
in our valuations.

JETTIES AT PELUSIUM AND SUEZ.—For the jetties, both at
Pelusium and Suez, we have said that we should adopt
the mode of construction by loose stones, as has been
done in the greatest known works, and in the majority
of the ports in the Mediterranean, such as Cannes,
Bandol, Barcelona, Valencia, Cadiz, Genoa, &c. &c.,
always reducing the width of the causeway according to
the necessity of the case. Thus, the jetty which is
to windward in the prevailing winds, has a width of 8
_metres_ at the summit for its causeway, which is at 1
_met._, 50, above low water.

There is, moreover, a parapet 4 _met._ thick and 3
_met._, 50, high. On the other hand, the jetty to the
leeward has a causeway only 6 _metres_ wide, and the
parapet 3 _met._ thick and 2 _met._, 50, high.

In order to enable the ships to approach the windward
jetty, and to be towed its whole length, masonry in
hydraulic mortar has been disposed on the interior slope
of the jetty from a depth of 3 _met._ below low water,
as shown on the section drawn on the map. This is only
in imitation of what is seen in the harbour of Bastia,
as well as in those of Cannes and Bandol, and the other
details have been taken from those adopted in the
construction of the last-mentioned.

Assuming that the jetty east of Suez will be 4000 _met._
long, there will be 970,000 _met. cub._ of rough stones,
which at 5 _fr._ the _metre_ on board the vessels,
amounts to _fr._ 4,750,000

Taking the transport and sinking at 2 _fr._,
which is a great deal, we have 1,940,000
---------
Total _fr._ 6,690,000
---------

Say in round numbers 7,000,000

For the western jetty, the same amount 7,000,000

For the jetty west of Pelusium, if we assume that the
transport will be for a distance of 150 _kil._ at 0 _fr._
03 _per ton_, _per kil._ which will be about 0 _fr._ 06
_per cubic metre_, we shall have 9 _fr._ for the cost of
transport, to which add 1 _fr._ for sinking; with the
cost of extraction it will be 15 _fr._ per _cubic metre_.
The quantity being 1,000,000 _met. cub._ we get an amount
of 15,000,000

and as much for the western jetty 15,000,000

MOLE OF PELUSIUM.—The defensive mole being 500 _met._ in
length, its contents will be 250,000 _met. cub._, and the
cost of its construction 3,750,000

RETAINING BASIN.—The semicircular dyke forming the
retaining basin will have a developement of 6200 _met._
and the contents will be 890,000 _met. cub._ its cost
will therefore be 13,500,000

The shingling on the banks of the canal for a length of
100 _kil._ is estimated at 1,500,000

QUAY WALLS OF PORT TIMSAH.—The quay walls to be constructed
in the harbour of Lake Timsah, for a length of 1500
_met._ are estimated at 1200 _fr._ the running _metre_
(though we have constructed some entirely of hewn stone,
which only cost 850 _fr._); the cost of this item will
therefore be 1,800,000

In order to ascertain in a general manner whether the
figures which we exhibit are in conformity with the data
resulting from experience, we have examined the costs of
analogous works, that we might compare them with those
which we have determined.

The dyke of Cherbourg, which is 3800 _met._ long, has
cost 68,000,000, after all the vicissitudes it has
undergone from the beginning of the century. It comes
therefore to about 17,900 _fr._ per running _metre_.
Its depth is 18 _met._, 80 below high water, while the
average depth of those projected is only 4 _met._ Now if
we assume, as is evidently correct, that the bulk, and
consequently the cost of each, are as the square of its
height, we find that as the dyke of Cherbourg cost 17,900
_fr._ the running _metre_, those of Suez should cost
twenty-two times less, that is 815 _fr._ yet they come to
1790 _fr._ the running _metre_.

The jetties of the harbour of Joliette at Marseilles,
allowance made for all expenses, come to 5500 _fr._ the
running _metre_. Their foundations are 11 _met._, 50
below low water. Those of Pelusium ought, therefore, to
cost nine times less, that is 615 _fr._

The mole of the harbour of Valencia, which is 560 _met._
long, and the foundation 8 _metres_, 50, deep, was
awarded for a sum of 3,000,000 _fr._: according to this
price the defensive mole of Pelusium should cost less
than that sum, while we have estimated it at 3,750,000
_fr._

The mole of the harbour of Cannes, which is only 150
_met._ long, has been estimated at 1,300,000 _fr._, which
is 8666 _fr._ per running metre, but it goes to depths
of water that reach 10 _met._: its cost is therefore,
at least six times more considerable than that of the
jetties of Suez; yet our estimate is more than the fifth
of that figure.

We may therefore say that our estimates are in excess
as regards the works of Suez, and very much more so for
those of Pelusium, since, in proportion, our figures
exceed even those of works executed under the most
unfavourable conditions.

CANAL OF COMMUNICATION.—For the canal of communication,
we have first to erect pumps of 500 horse power in
the aggregate, in order to provide amply for all the
incidents of navigation, irrigation, losses by filtration
and evaporation; as, for irrigation and navigation we
only require 800,000 _metres cub. per diem_, while pumps
of 500 horse power will supply 1,296,000.

STEAM PUMPS.—The steam pumps that have been erected in
Egypt, have come to 2,200 _fr._ per horse power, fixed
and mounted complete; for this item, therefore, there
will be an expenditure of 1,100,000

BARRAGE LOCKS.—There will be six barrage locks with
draw-bridges; the locks will be 12 _met._ wide and 54
_met._ long between the gates. The cost of each barrage
lock complete will be 300,000 _fr._ and for the six 1,800,000

CULTIVATION OF LANDS.—For bringing the lands into
cultivation we must reckon 200 _fr. per feddan_, or 500
_fr. per hectare_. It is true that land may be bought in
the country, all prepared with agricultural buildings,
magazines, cattle, plant, &c. &c., at the rate of 250
_fr._ the _feddan_ (625 _fr._ the _hectare_), but the
agricultural system established on these lands is very
defective.

The expenditure for 40,000 _feddans_, or 16,000
_hectares_, will be 8,000,000

FIXING THE SANDS.—For fixing the sands we have seen that
the cost would be 66 _fr._, 80, the _hectare_. It appears
to us advantageous to carry out this operation on a large
scale; we have therefore adopted the figure of 24,000
_hectares_ (60,000 _feddans_). The expenditure for this
item will be 1,603,200

CONDUIT PIPES.—For the conduit pipes, of which there
will be a total length of 80,000 _metres_, we adopt
those on the Charmeroi principle, although there are now
earthenware pipes very suitable for water courses, and
which do not cost half what the Charmeroi pipes do. These
latter, 0 _met._, 10, in diameter, which is the size
adopted, are laid complete, including the trenches, 1
_met._, 40 deep, at 6 _fr._, 30 _per metre_. On account
of the carriage, we put the _metre_ at 8 _fr._, which
makes an amount of 640,000

LIGHT HOUSES AND BEACONS.—We assume that there will be
two lighthouses, one at the Damietta point, and the other
on the Red Sea, at Raz Mohammed. There will be besides,
two beacons at the head of the jetties at Pelusium and
at Suez. The lighthouses with their lenticular apparatus
will cost, the two 150,000 _fr._
and the two beacons 20,000 _fr._
in all 170,000

There will be houses for the officers, barracks for the
workmen, stables for the animals, magazines for the
provisions, materials, &c. &c., for which we set down an
approximate amount of 1,000,000
-----------------
Total cost of Art. II. for Works of Art _fr._ 84,233,200
Total cost of Art. I. Earth-works 72,000,000
-----------------
Total cost _fr._ 156,233,200

We assume that it will require full six years to
accomplish the works, and that the expenses of
administration will amount to two and a half _per cent._
on the total cost; therefore for this item will be
required a sum of 3,905,830

A farther sum for contingent works, unforeseen 2,410,970
-----------------
Grand total of the cost _fr._ 162,550,000

DISTRIBUTION OF THE WORK.—Let us now see how this sum
is to be expended, and in what manner the works may be
distributed, in order to their completion in the space of
six years.

The first thing to be done is, evidently, to bring the
fresh water into the Isthmus, in order to supply the
workmen, and to effect the transport of provisions and
materials.

The canal of communication, with its locks, the
irrigating channel, and the water conduit, may be easily
executed in the first year, since these works only
represent 12,539,384 _met. cub._, or, at the _maximum_
6,269,692 days’ work, at the rate of two _cubic metres
per diem_. Taking 300 working days in the year, it will
require 20,898 men. In this part of Egypt from 30 to
40,000 may easily be had if necessary.

In the same year the grand yards will be formed at the
quarries, with all the railways, quays, and landing
places, for the extraction and supply, on a large scale,
of the stone necessary for the moles, jetties, and works
of art.

Contracts will be made with the manufacturers for the
supply of dredges, lighters, towing barges, boats, and
other machines to be employed in the execution of the
works. In this first campaign, the expenditure will be
approximately _fr._ 12,000,000.

In the second year, eight dredges will be mounted in
the harbour of Suez to excavate the channel and the
foundations of the jetties. The operations at the
quarries, the erection of the jetties, and the barrage
lock, may therefore be pushed on with all desirable
activity.

Fresh water will be thrown into Lake Timsah, to set to
work all the other disposable dredges; 30,000 workmen
will perform all the clearance in the extent of the
Bitter Lakes, and for the remainder of the Canal. They
will prepare a trench in the ground to 1 _met._ 50, below
low water, and so form a channel 15 _met._ wide, which
will enable the barges and machines to pass and repass
the whole extent of the Isthmus. All the force will be
applied this year to open a communication between Suez
and Lake Timsah, and consequently between Suez and the
Nile.

The fixing of the downs, and the cultivation of the
lands, will be commenced. The expenditure of this
campaign will be approximately _fr._ 25,000,000.

In the third year the communication of Lake Timsah with
the Mediterranean will be opened, and all the disposable
force will be employed in making the scouring basin and
erecting the jetties. The earth-works will be continued,
the dredging also, the sowings on the downs, and the
agricultural labours. 20,000 workmen will be employed
this year, and the expenditure may be set down at _fr._ 30,000,000.

In the fourth year, the same works as in the preceding,
that is, the earth-works will be continued both by hand
and by the dredges, the jetties, the barrage locks, and
the quay wall in the Lake. Moreover, the defensive mole
will be commenced; the sowings and cultivation extended.
It is estimated that 20,000 workmen will still be
required, and an expenditure of _fr._ 33,000,000

In the fifth and sixth years, the same operations will be
continued, but so many men will no longer be required;
for the dredges will perform the principal part of the
work, and the operations at the quarries can then be
pushed on with all possible activity.

We assume for each of these years an expenditure of
_fr._ 31,000,000; for both _fr._ 62,000,000

Which will make up the amount of the estimate _fr._ 162,000,000

INTEREST TO BE PAID TO THE SHAREHOLDERS.—As it is usual
to pay interest to the shareholders on the amounts
subscribed, in proportion to the paid-up capital, it is
necessary to take an account of the interest so accruing,
and to carry the amount to the cost of execution.

Interest on 12,000,000 _fr._ subscribed the first year
at 5 _per cent._ for six years _fr._ 3,600,000
—25,000,000 2nd yr. 5 _per cent._ 5 yrs. 6,250,000
—30,000,000 3rd ” ” 4 ” 6,000,000
—33,000,000 4th ” ” 3 ” 4,950,000
—31,000,000 5th ” ” 2 ” 3,100,000
—31,000,000 6th ” ” 1 ” 1,550,000
----------------
_fr._ 25,450,000

Total of interest payable to the shareholders, to be
added to the estimated amount of expenditure 162,550,000
-------------
188,000,000
-------------

Let us, however, carry the _maximum_ capital to be
applied in the undertaking to _fr._ 200,000,000

In presenting the estimate of the works, amounting, as we have seen, to a _maximum_ of 162,550,000 _francs_, we have been desirous of meeting, on the data generally admitted, all the objections hitherto made relative to the difficulties consequent upon the choking up of the entrance of the jetties and the accretions in the basin of the Red Sea or in the gulf of Pelusium. We have been fearful of appearing too bold in pronouncing, in an absolute manner, in favour of dispensing with the sluices and the works which they necessitate. We need not call attention to the fact, that the present is but a precursory scheme; we reserve it for our definitive scheme, to examine an entirely new theory founded on the experience of the most distinguished engineers of France, and on the conclusive opinion now before us of M. Renaud, chief engineer of seaports. We have hopes then, that it will be possible to dispense with the system of sluices, and that we shall thus effect an economy of several millions in the execution of the work. M. Renaud has ascertained that when the sluices open into the sea they lose nearly all their efficiency, and that in many cases they are worse than useless, and become detrimental. They deposit, in front of the channel, the matter which they bring down, and when this matter is not carried off by traversing or littoral currents, it forms, sooner or later, deposits or bars, whose summits are above the bed of the channel. It is thus that the mouths of rivers which flow into seas without tides, are, with few exceptions, without depth of water; the alluvium which is carried along the coasts coming within the action of the current of the river, is driven by that current to a certain distance from the shore, and deposited in proportion as the current loses its power. Being then less easily held in suspension than when near the coast, where the depth is less, they are also less easily carried off by the littoral current; deposits are formed and rise, until the combined action of the waves and the current no longer permit any fresh matter to subside.

Whatever may be thought of this explanation, it must be admitted that the alluvium brought by the sea, no less than that brought by rivers, prevents our obtaining a depth of water at the mouths of those rivers. Artificial sluices, therefore, appear to have no power to preserve a permanent depth of water.

If then we are permitted to renounce the idea of having recourse to the use of sluices for maintaining the depth of water at Pelusium and at Suez, it will be very easy by means of dredges to ensure the continuance of this depth, as is already done at the entrance of several ports, and particularly at that of the port of Cette.

The employment of dredges will allow of a considerable saving in the cost of establishing the Canal. The portion of the expenses required for the sluices would certainly be greater than the capital representing twenty times the annual expense of dredging.

Another saving (of 3,750,000) might be effected by dispensing with the intended breakwater or defensive mole at Pelusium. The channel as it is planned will probably be considered accessible in all winds which are likely to create a rough sea; there is no occasion then for us to trouble ourselves with the fear of seeing ships miss the entrance. There are a great many important seaports, Alexandria for instance, where a ship cannot enter after sunset, in a much worse nautical condition than that at Pelusium will be, and near which nevertheless there is no sheltered anchorage. We may name the port of Liverpool, which is not accessible at low water for large ships. We may also mention the port of Havre, into which large ships can only enter during three hours out of twelve, and yet the number of disasters on those coasts is not relatively greater than elsewhere.

We have not deducted from the amount of expenditure any of the returns, which will be received during the execution of the works, and which will not fail to be important:—thus the inland Canal of communication being finished in the first campaign, there will be the transport of all the agricultural produce along it for five years. In the second year the Canal going as far as Suez, there will be, for four years, the lock dues and the profits of transport, which may be valued at an average annual value of 1,000,000 _fr._ There will be, moreover, the profits arising from the cultivation of the lands, which will increase every year, and will not be of less average annual value than 1,000,000 _fr._ This already makes an income of 8,000,000 _fr._

Finally, during the last two years, passage may be afforded, as was done on the Caledonian Canal to all ships of small tonnage, and to all steam boats that may choose to take advantage of the cutting, and in this manner a return of several millions will be obtained.

We might have brought these sums forward as a deduction from the interest payable to the shareholders, but we have preferred leaving them disposable.

ESTIMATE OF THE REVENUES.

It is impossible not to recognise _à priori_, the immense advantages offered to commerce by the new route that we present, and it appears from thence quite natural to assume, that the navigation formerly carried on in the Red Sea, and which continued to prosper, notwithstanding the discovery of the Cape, will resume yet more propitiously the ancient route; since there will no longer be any trans-shipment, no longer any transport across the desert, no longer any obstacle whatever. Steam and sailing vessels will find, on the contrary, an opportunity of revictualling in Egypt with fresh provisions, which are found there in abundance at the lowest prices. Steam vessels will take in coals there, which will cost less by half than at present. Finally, travellers who now prefer the route by the Cape, on account of the inconvenience of trans-shipment, the fatigues of the desert of Suez, and the high price of the passage, will no longer hesitate to adopt the shortest line, when it shall be more easy, more certain, and more economical than the other.

There are, however, timorous minds from which has emanated the opinion, that the Maritime Canal at the best, could only serve for steam navigation, for sailing vessels would find, according to them, no advantage from the moment they should be subjected to passage dues; and the proof they say, is, that the rate of freightage has sunk so low _viâ_ the Cape, that it could bear no deduction arising from any passage dues whatever.

Let us therefore examine the facts attentively, in order to resolve this question in a manner at once clear and practical that shall remove all doubts.

In treating of the navigation on the Red Sea, as compared to that on the ocean, to reach India, we think we have demonstrated that at present, with the means of steam-towing, with the aid of lighthouses, and the knowledge acquired of the winds, the currents, and the coasts of the Red Sea, a sailing vessel will meet with more facilities on this latter, than on the Ocean in the passage of the Cape; but let us admit the circumstances to be equal on either side, by way of the Canal 2000 leagues at least are economised in the passage between Europe and the regions of the extreme East. This saving is equal to a saving of two months out of five. For, in making the passage of 480 leagues from Marseilles to Alexandria, the ships consume ten days on the average at the favourable season.

A diminution of two months out of five, must necessarily produce a corresponding advantage in all the expenses which press upon merchandize: thus—

1. The average value of imports and exports between Europe and the extreme East, being about 600 _fr._ per ton, the saving in the interest, on the capital employed at the rate of six _per cent._ will be 6 _fr._ per ton.

2. A ship of 500 tons burthen, costs at the least, fully equipped, 150,000 _fr._, and pays seven _per cent._ _per ann._ to the assurance companies when it navigates the Chinese waters. It only makes at present two voyages in the year including the return; with the Maritime Canal it will be able to make three, which will effect a saving to the owner of two _per cent._ that is 3000 _fr._ or 6 _fr._ per ton.

3. The capital represented by the ship ought to yield an interest arising from the freight, of at least twelve _per cent._ on account of wear and continual reparation. By enabling the ship to make an additional voyage, the Canal gives the means of saving four _per cent._ that is, 6000 _fr._ or 12 _fr._ per ton.

4. This same ship has a crew of fifteen men, exclusive of the captain. Taking the pay of each man at 70 _fr._ per month, and that of the captain at 600 _fr._, it will be found that a saving will be made of 2500 _fr._ which is 5 _fr._ per ton.

5. Although it may be said that the insurance upon merchandize is not determined by the duration of the voyage, but by the risk which the ship runs, according to the route it takes; we do not the less persist in maintaining that the facilities of navigation in the Red Sea being at least equal to those _viâ_ the Cape, the rate of insurance must be lower upon merchandize exposed two months less to the chances of navigation. This rate is usually two and a half _per cent._ upon merchandize going to China; we do not think we are beyond the truth in assuming a diminution of half _per cent._ in favour of the passage by the Canal, which would be a farther saving of 3 _fr._ per ton.

By adding up the figures thus obtained, we find a saving of 32 _fr._ per ton on merchandize which shall pass by the Canal: this _minimum_ figure of 32 _fr._ calculated for a diminution of 2,000 leagues; will increase in proportion to the distance gained by the ports nearest to the cutting; for Constantinople, for instance, the saving will be more than double, on account of the 4300 leagues gained by her navigation. Leaving 22 _fr._ of the increased profit to the advantage of navigation, there will remain 10 _fr._ per ton for passage dues in favour of the Company, a figure which is less than two _per cent._ on the estimated average value of the merchandize, at 600 _fr._ per ton. Now, silks, indigos, coffees, sugars, tobaccos, gums, cottons, woollens, wines, spirits, &c. &c. are of greater value than this figure; there is only rice and coal which do not reach it.