Chapter V: Part 5

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It will doubtless be objected to our calculations, that the freights to Australia being on an average only 50 to 60 _fr._ per ton on merchandize, if the 32 _fr._, which we show as an advantage presented by the Canal, were forestalled in the freight, there would only remain 20 to 30 _fr._ per ton for the shipowner, who would evidently suffer loss. It will thence be concluded that our valuations are exaggerated. But at present the shipowner who despatches his vessel to Australia at the rate of 60 _fr._ per ton, is equally at a loss by the merchandize; and if he consents to make the speculation, it is for the advantage that he finds in the freight of the passengers. Well, the speculation will not be altered by opening the Canal; the shipowner will still lose on the merchandize and gain by the passengers: only he will lose less than at present by the one, and gain more by the other. It is the same for China and the other parts of the extreme East. The freights are so low in relation to the distance and the chances of navigation, that loss appears to result from them. But it is clear that then the shipowners are interested in those operations of commerce that are very lucrative, and are moreover indemnified by the passage of numerous emigrants, functionaries, &c. &c. The opening of the Maritime Canal, far from being hurtful to these operations, will, on the contrary, be eminently advantageous to them, and the shipowners will find their ultimate profits increased by it. Our calculations, therefore, remain intact, since they are based upon practical data, known to every one, and which are, moreover, according to the general usages of commerce.

Let us now endeavour to give an idea of the commerce in imports and exports, which is carried on between Europe and India, China, &c.

Trade has so much increased for a period of ten years, and especially during the last three years, in consequence of the discovery of gold in Australia; and every year its developement is such, in relation to the preceding year, that it is impossible to settle its statistics even approximately. For the figures given for one year are already erroneous before they make their appearance. It is, however, possible to throw some light upon this question, which has been the subject of so much controversy, and to give a _minimum_ figure.

Mac Culloch, in his statistics of 1842, gives the following figures for the tonnage of merchandize imported and exported by the commerce of England.

Mr. Anderson, of the East India Company, estimates the
tonnage of English ships in relation with the places
dependent on the East India Company, for the year 1841
at Tons 727,587

Deducting the commerce with the Cape and the other places
in the vicinity, estimated at 30,309

There remain, Tons 697,278

To which he adds the tonnage of the ships trading to
Batavia and the other Dutch and German possessions 200,000
-------
Grand total Tons 897,278
-------

Thus Mr. Anderson gives, probably for the same year, a tonnage greater by a third than Mr. Mac Culloch.

We will now compare some of these figures with those that have been officially collected by M. Arnaud Tison, delegate from the Chamber of Commerce of Rouen, in his travels in China during the years 1850-54.

In 1851, 976 ships entered the ports of Australia,
measuring Tons 234,215

In the same year 1014 ships cleared the ports,
measuring Tons 263,894
-------
Total, tons 498,109
-------

This figure is seven times greater than that given by Mr. Mac Culloch, and as the discovery of gold was not yet made at that time, it may be said that at present the figure given by M. Arnaud Tison ought to be doubled to be correct. The total value of imports and exports was 110,000,000.

For China, the single port of Shang-Hai exported in 1851, 35,000 tons of tea, which is more than the figure given by Mr. Mac Culloch for all the produce imported from China.

The commerce of the two single ports of Shang-Hai and Canton, in imports and exports, without reckoning opium, was estimated in 1851 at 400 to 500,000,000 _francs_, which answers nearly to 800,000 tons, taking the average value per ton at 600 _fr._, and which makes twelve times as much as the estimate given by Mr. Mac Culloch.

At Manilla, the commerce in 1851 was 51,773,232 _fr._ of which about 24,000,000 were exports, and the remainder imports. This figure answers to the activity of 86,300 tons, taking the average value of the ton at 600 _fr._ It is more than twenty times the estimate of Mr. Mac Culloch.

For Java we have not been able to procure any positive information, but according to the periodical publications (_Revue des deux Mondes_, _&c._) and according to the reports of travellers, the increase of business every year is much greater than in the Philippine Islands. We shall not therefore be charged with exaggeration, in fixing the figure of commercial activity in these colonies at 100,000,000 or about 150,000 tons, for the year 1851.

Mr. Anderson estimated the commerce between Europe and Indo-China at £26,000,000, or 650,000,000 _francs_, thus distributed:—

The commerce between Europe and the Indies is
estimated at Exports £12,000,000
Imports 8,000,000

The commerce with Singapore, China, Java, &c.
&c. at 6,000,000
-----------
Amount of the commerce with places to the east
of Egypt £26,000,000
-----------

We have just seen from the researches of M. Arnaud Tison that Shang-Hai and Canton alone gave to commerce in 1851 an activity represented by the figure of 400 to 500,000,000 _francs_, which is quadruple that attributed by Mr. Anderson in 1841, to the entire commerce of the China Seas, including the Philippine islands, Java and Singapore.

We are therefore quite sure of being below the reality in fixing the amount of commerce with places to the east of Egypt, in 1851 at 100,000,000, instead of the 26,000,000 in 1841. At the time we write, this figure of 100,000,000 sterling is perhaps quadrupled and carried to 10,000,000,000 francs, and when the Canal is opened, this latter sum will be a mere mistake.

In fact not only the greatest part of the commerce of Europe with the extreme East will be carried on through the Maritime Canal, but moreover all the activity in operation between America and China, will abandon the route of Cape Horn for that of the Isthmus, which will be easier, shorter, and more certain.

For the farther support of our opinion, we have the vast countries which are at present completely without the sphere of the commercial activity of the world, and which, upon the opening of the Canal, will furnish a contingent which cannot be estimated now, but which will be considerable. Abyssinia, Yemen, Hedjaz, Mascata, and the coasts of Africa, will deliver quantities of merchandize; such as the coffee of Yemen and Abyssinia, gum arabic, wax, skins, ivory, wool, indigo, &c. &c. Mules and animals for the slaughterhouse abound in Abyssinia, and are sold at a low price. A mule may be had from 25 to 100 _fr._, an ox for 10 _fr._, a sheep for 3 _fr._; timber and cabinet woods abound in the vast forests which have never felt the axe. Along the coasts of the Red Sea are very rich mines of sulphur, which have just begun to be worked; lead mines, quarries of marble and porphyry; extended beaches suitable for the establishment of salt pits, &c. &c.

New occupations will arise, such as whale and cachalot fishing in the South Seas; pearl fishing in the Persian Gulf and Indian Sea, as well as the pursuit of mother-of-pearl, tortoise-shell and coral. A great part of the Mediterranean fishermen will transport themselves to the Indian Sea, to pursue their occupation, and increase the activity of the navigation in the Maritime Canal.

We may therefore be sure that the cutting through of the Isthmus will increase ten-fold the operations of commerce and navigation; that, as with every undertaking based upon a true principle, the consequences cannot be calculated, and that the idea most exaggerated in appearance, will always be surpassed by the reality.

As, however, we are addressing ourselves to the commercial world, and have to convince all minds, even the most timid, it is necessary that we should fix upon a figure, and that this figure should not startle any one. We have adopted that of 4 milliards (4,000,000,000) of francs, answering to 6,000,000 tons, which, according to what we have been showing, is without doubt, already exceeded at present, or certainly will be, before the close of the undertaking.

We have likewise assumed that of the 6,000,000 tons, 3,000,000 only will take the route of the Canal.

If we had followed the method of estimating adopted in the railway schemes, it would be necessary to make a statement of all the merchandize exchanged between Europe and America on the one part, and Indo-China on the other; then to multiply the figure thus obtained by a coefficient, never less than 3, and which sometimes reaches to 10. The result of this operation would give an enormous product, nevertheless probable. But to remain within the circle of ordinary ideas, instead of tripling the actual figures, we have diminished them by half.

The commercial activity obtained according to these
bases, will produce an annual revenue from passage
dues, at 10 _fr._ per ton, of _fr._ 30,000,000

For anchorage dues at Port Timsah, from half the total
number of ships, which we suppose will stop there;
1,500,000 tons, at 1 _fr._ per ton 1,500,000

The canal of communication with the Nile, supposing
it only transports a fourth of the merchandize which
traverses the Mahmoudieh, will show an activity of 15,600
tons of merchandize, which may easily pay 10 _fr._ per
ton, since at present it costs 27 _fr._; 50 _fr._ from
Cairo to Suez, by Canal, and the journey takes three
days. The transport by barge may be done at the rate of
12 _fr._, 50; there will remain an advantage of 5 _fr._
by way of the Canal, and the journey will be two days
less. This item will therefore bring in a revenue of 1,560,000

The cultivation of the lands produces on an average 100
_fr. per feddan_, or 250 _fr. per hectare_, as results
from the labours of seven years, which one of us employed
upon a tract reclaimed from the marshy desert of Lake
Etko.

Supposing the Company brings into cultivation only 60,000
_feddans_ (24,000 _hectares_), it would receive a return
of 6,000,000

The downs which cover the southern part of the Wady and
the north-eastern part of the Isthmus, as well as those
of Lake Timsah, are to be fixed. Let us assume that the
Company will perform the operation extensively, and carry
the figure to 60,000 _feddans_ (24,000 _hectares_). We
have said that the _hectare_ gives at the end of 20
years, a _minimum_ return of 100 _fr._

By making the allowances to ascertain the actual revenue,
it is reduced to 41 _fr._ 50, per _hectare_, which for
24,000 _hectares_, is 996,000
----------
Grand total of annual returns from the Canal 40,056,000

From this amount must first be deducted two and a
half _per cent._ for the charges of maintenance and
administration, and one _per cent._ for redemption, in
all three and a half _per cent._ 1,201,680
----------
Balance _fr._ 38,854,320

The Government’s share fixed at fifteen _per
cent._ 5,828,148

The founding members’ share fixed at ten
_per cent._ 3,885,432
---------
9,713,580
----------
Balance in favour of the shareholders _fr._ 29,140,740
----------

Representing a dividend of about ten _per cent._, over and above the interest of five _per cent._, taking the capital at 200,000,000 _fr._

We pass over in silence a multitude of sources of revenue, which will not fail to be pretty considerable; such as the supply of water to the population of Suez and Port Timsah, the rent of stations for watering ships, the rent of all the magazines and buildings, which have been employed in the execution of the Canal, the towing of vessels by the steamers purchased by the Company for the service of the dredges and the transport of materials.

There are other branches of revenue that will acquire great importance hereafter; among others, the fishing in the Canal, the produce of the works to be established at the fall of each barrage lock, and the sale of Arab horses.

The current established by the action of the two barrage locks, will draw into the Canal a multitude of fish, both from the Red Sea and the Mediterranean.

The falls of the fresh water Canal will be made available to the agricultural operations of the country, such as grinding corn, husking of cotton, peeling of flax, laying of thread, &c.

The situation of the Isthmus of Suez, upon the confines of Arabia and Syria, which supply the best breeds of horses, and whither Europe has always had to repair to regenerate the equine species, will become a locality, than which none can be more favourable for the formation and maintenance at a trifling expense, of an establishment for breeding and rearing horses. The valley _Wady Tomilat_ will again become what it was in the times of Scripture, the land of _Goshen_, which name signifies in Hebrew and Arabic _Pastures_; the land that Joseph prevailed upon Pharaoh to grant to the Israelites, _because it was the most fertile country in Egypt_.

We are so convinced that the preceding estimates of revenue will be rapidly exceeded, that we propose to the Company to have a clause inserted in the Statutes by which the tariffs shall be lowered as soon as the dividends shall exceed twenty _per cent._, in order to make the community of the world participators in the advantages of this grand and useful undertaking.

With this last observation we will terminate our labours, which are only, as their title indicates, a preparatory work, intended to fix public opinion upon the merits of the undertaking, and to lead discussion on to a limited and well defined ground.

These labours will be followed by a regular scheme, wherein all the details of execution will be developed, and wherein the most recent statistical documents, drawn from official sources, will furnish the basis of all the calculations of revenue.

We have confined ourselves in this preliminary exposition to the establishment of the approximate _maximum_ presumed expenditure, and we have sought to guard against any exaggeration in estimating the revenue. All our calculations are based upon documents, which any one may verify and appreciate at their worth.

We entertain the hope, that the undertaking will be favourably received, for there will be profit and honour for those who take the first part in it; and it will not only offer incontestable advantages, but it will be moreover the grandest work of progress and of civilization that the nineteenth century will have produced.

Cairo, 20th March, 1855.

(Signed) Linant _Bey_. Mougel _Bey_.

APPENDIX.

No. V.

LETTER FROM THE GRAND VIZIER, TO THE VICEROY OF EGYPT.

LETTER FROM THE GRAND VIZIER RESHID PACHA TO HIS HIGHNESS MOHAMMED SAID PACHA, VICEROY OF EGYPT.

_Translation from the Turkish._

The 12th of the Month of Djemazul Akhir 1271.
(1st March, 1855.)

Your very humble servant has the honour to address you as follows:—

M. Ferd. de Lesseps is about to return to your Highness. He is indeed, as your Highness was graciously pleased to observe to us, a guest who of himself deserves all possible attention and consideration. His object in coming here had reference to the affair of the Canal; an undertaking of the most useful character. During his stay in Constantinople, I have had the pleasure of seeing him several times, and of conversing with him at length on various subjects. He has had the honour of being presented to his Majesty the Sultan, by whom he was received with the highest favour.

In conformity with the Imperial order on the subject of the Canal, the question of this interesting undertaking is now under the consideration of the Council of Ministers. M. de Lesseps, not being able to wait until the end of the conferences, has decided on taking his departure. I shall shortly have to acquaint your Highness in detail with the result.

(Signed) MOUSTAPHA RESHID.

APPENDIX.

No. VI.

REPORT FROM M. DE LESSEPS TO THE VICEROY OF EGYPT. AND HIS HIGHNESS’ INSTRUCTIONS.

REPORT TO HIS HIGHNESS MOHAMMED SAID PACHA, VICEROY OF EGYPT.

The Camp, Marea, 30th April, 1855.

I had the honour of submitting to your Highness the memorial of your Engineers MM. Linant _Bey_, and Mougel _Bey_, for the construction of the Canal of the Isthmus of Suez.

This is intended as a precursory scheme for the cutting through the Isthmus. It is accompanied by a map indicating the configuration of the ground and the nature of the soil. It has met with your Highness’ approval, and you have requested me to give it the most extensive publicity in order to call the attention of all competent persons in Europe and America to a question which interests the whole world, and to invite their examination and observations.

...

Your Highness has decided to send immediately, to the Counsellors of His Imperial Majesty the Sultan, the explanations which they require for the ratification of the scheme for the communication of the two Seas.

For my own part I shall proceed immediately to Europe, I shall make it my especial business to get the official documents relative to the affair as well as the precursory scheme of MM. Linant Bey, and Mougel Bey, printed and published. Arrangements will be made in order to collect within a limited time the opinions of those competent persons who shall be willing to aid the enterprise with their information and suggestions. In the mean time your engineers will be preparing the elements of their definitive scheme.

Agents will be appointed in every country to collect the communications and arrange the correspondence.

When the definitive scheme of the engineers is completed, and when the remarks received from each country have furnished a mass of information, a commission will be appointed, composed of engineers of known ability in hydraulic operations, and chosen in England, France, Germany, Italy and Holland. This commission will give its opinion upon the scheme of your Highness’ Engineers, and point out the modifications, or alterations which it shall think proper to be adopted. Every means shall be placed at the disposal of the Commission for visiting the Isthmus of Suez, should it be considered necessary to see the localities before deciding.

Your Highness has been pleased to limit at present the consideration of the track. After having passed in review the numerous schemes presented to Governments, or to the public, for more than fifty years, you give full liberty for the application of the means that science shall recognize to be best for making a communication between the Red Sea and the Mediterranean, by cutting through the Isthmus of Suez at any point of the Isthmus, eastward of the course of the Nile; but you have declared that you will not authorize the Grand Maritime Suez Canal Company to adopt any track that might have its point of departure on the coast of the Mediterranean eastward of the Damietta branch, and which would cross the Nile.

It will not be until after the adoption of the track of communication between the two Seas, and when all the advantages and all the responsibilities of those who take part in the enterprise are clearly determined, that capitalists and the public will be invited to subscribe for shares, and the representatives of those interested will finally decide upon all questions affecting the administration, the execution and carrying out of the undertaking.

Allow me now to point out to your Highness, the preparatory operations to which MM. Linant _Bey_ and Mougel _Bey_ have to apply themselves previous to presenting their definitive scheme.

They have—

1st. To trace out on the ground the line of the Maritime Canal in detail, with all its angles and curves, and transfer the line so traced on to a plan.

2nd. To take the levels throughout this line, extending them into the two Seas to a depth of ten _metres_ of water.

3rd. To make profile sections wherever the formation of the ground requires it.

4th. To take soundings along the line, and carry them out to a depth of ten _metres_ below the level of low water in the Mediterranean.

5th. To collect specimens of the various soils met with in their operations.

6th. To settle the prime cost of manual labour and of all the materials that will be employed in the construction of the Canal.

7th. To establish positive data that will serve to estimate the number of workmen of all kinds necessary for the execution of the works.

For my own part, I shall make it my business to collect the most recent statistical documents that will afford the means of ascertaining positively the _minimum_ valuation of the returns.

When the time has arrived for commencing the works of the Maritime Canal, a large number of machines, and a considerable quantity of materials, timber, iron, coal, &c. &c., ought to be procured from Europe. The Suez Canal Company will find the advantages of certainty, economy and facility of transport, which do not exist at present, in the continuation of the railway to Suez, and the establishment of the Towing Society, with which is connected the amelioration of the Mahmoudieh Canal, and also its communication with the port of Alexandria.

...

The communications which I have received from Europe bear witness to the ever-increasing interest with which the scheme of opening the Isthmus of Suez is everywhere received.

Amongst those who have spontaneously offered me their co-operation, there are some who have placed considerable sums at my disposal as a contribution to the preliminary expenses of the undertaking. These offers already amount to more than 15,000,000 francs. I have not thought it proper to avail myself of them, but I have noted the names of those who have made them in order that they may take their appropriate place in the list of subscribers.

Certain founding members have already been named; they have subscribed an engagement, under conditions, to contribute to the expenses preliminary to the regular organization of the Company. The first list of founding members, fulfilling the conditions required by Art. 11, of your Highness’s Firman, contains fifty-five names belonging both to Egypt and to Europe. Your Highness who leaves to me the charge of completing this list by the addition of persons of all countries who shall actually contribute to the establishment of the work, has desired that the total number should not exceed 100 if it can be avoided.

Your Highness has been pleased to approve of the provisional appointment of M. Ruyssenaers, Consul General of the Netherlands, as principal agent of the Company in Egypt; he deserves in every respect this mark of confidence.

Such are the preliminary proceedings that have appeared to your Highness calculated to promote the success of your grand enterprise.

I beg your Highness to inform me whether I have fully understood your intentions.

(Signed) FERD. DE LESSEPS.

MY ATTACHED FRIEND M. FERDINAND DE LESSEPS, OF HIGH BIRTH AND ELEVATED RANK.

I have made myself acquainted with the report which you addressed to me on the 30th of April, and I approve the document which is to serve you in place of instructions. I appreciate the zeal which you have displayed in this affair, and the friendly interest you have taken in it has afforded me real satisfaction.

3 Ramadan, 1271.

(_The Viceroy’s Seal._)

A true translation of the Turkish text.

KŒNIG BEY,
Secretary of Mandates
to His Highness the Viceroy.

Alexandria, May 19, 1855.

APPENDIX.

No. VII.

OPINION OF MR. ANDERSON.

OPINION OF MR ANDERSON.[5]

The interest which has recently been manifested in the improvement of our means of communication with India, China, &c. _viâ_ Egypt and the Red Sea, seems to have revived the speculations, first broached during the occupation of Egypt by the French forces under Napoleon, as to the feasibility of opening a communication between the Red Sea and the Mediterranean by a Canal through the Isthmus of Suez.

Various statements upon this subject have lately appeared in the newspapers and periodicals, both of this country and the Continent, and a kind of prospectus proposing the formation of a Company to execute the undertaking, has just been put in circulation in London.

These statements and speculations, in so far as they have come under the cognizance of the writer of the following pages, are, in a great measure, superficial, crude, or erroneous,[6] and, therefore, calculated to mislead rather than inform the public in regard to the practicability and utility of an enterprise, whose importance it is scarcely possible to overrate, considering the nature and magnitude of the interests which would be involved in its successful accomplishment.

The writer has had the means of obtaining information relative to this matter, which he considers may be relied on, and having devoted much of his attention to this Canal question, he deems the present time opportune for submitting to the public some facts and observations tending, he ventures to believe, to lead to more correct conclusions on this very interesting subject than any which have as yet been published.

These facts and observations will be found arranged under the following heads:—

1.—_The physical practicability of the enterprise._

2.—_The political arrangements requisite for effecting it._

3.—_The advantages or disadvantages of navigating by the
proposed Canal route, as compared with the route by the Cape of
Good Hope._

4.—_Financial considerations._

5.—_General observations as to the political, commercial, and
moral benefits which would be derived from the accomplishment
of the undertaking._

That facility of intercourse creates commerce, and commerce carries with it civilization, is an axiom founded on universal experience.

Where seeming exceptions to it are found, they may be traced to the blind selfishness of human legislation, counteracting the natural laws established by the all-wise and beneficent Governor of the universe.

A project, therefore, which, by severing two continents, proposes to change the whole course of commerce and communication between the eastern and western worlds, and approximate by many thousand miles the knowledge and industry of the west to the ignorance and barbarism of the east, presents considerations of a nature to excite the imagination, and to awaken some of our best feelings in its favour.

In dealing with it, the writer, however, purposes to limit himself to a strictly practical view of the subject. He will state his facts with accuracy,—place every circumstance, whether for or against the undertaking, as far as his information enables him to judge, impartially before the reader,—and thus leave him to form his own opinion as to the practicability of accomplishing the contemplated enterprise, and of its utility should it be accomplished.

The writer deems it proper to add, that the matter was some time since submitted by him to the consideration of Her Majesty’s Government, and that the extract from M. Linant’s Survey of the Isthmus, herein given, appears in the “_Commercial Tariffs, Regulations, &c., of Foreign Countries, part 10, presented to both Houses of Parliament, by command of Her Majesty, 14th July, 1843_,” being part of those valuable compilations, for which it is well known the country is indebted to the talents and industry of Mr. Macgregor, of the Board of Trade.

PHYSICAL PRACTICABILITY OF THE ENTERPRISE.

The improvement of our communication with the East has been, for some time past, an object of much public solicitude, and in proportion to the progress made in its developement, its importance becomes more and more manifest. The establishment of a steam communication with India, &c., _viâ_ the Mediterranean and the Red Sea, although as yet only in its infancy, has already been productive of considerable benefit, both to Great Britain and her Oriental dependencies.

But, although the steam communication presents a greatly improved means of transit by this route for passengers and letters, it cannot, except in a comparatively very limited degree, be made available for the general purposes of commerce. The transport of all articles of merchandize of moderate value, compared to their bulk or weight, must, from the small stowage-room afforded by steam vessels, and the expense of the transit across Egypt, continue to be effected by means of sailing vessels navigating by the long and circuitous route round the Cape of Good Hope.

The principal object, therefore, of the contemplated Canal, would be to open a shorter route between Europe and the East, which could be availed of by sailing as well as by steam vessels, and thus serve the general purposes of commercial intercourse.

Previously to proceeding to treat of the practicability of opening such a canal, it may be proper to explain how it has fallen to my lot to deal with this subject:—

In the year 1841, I visited Egypt. While there, my attention was, among other matters, directed to the question which has so frequently been mooted, although never hitherto, I think, satisfactorily treated, viz. the practicability of re-opening the ancient Canal through the Isthmus of Suez, said to have once joined the Red Sea and the Mediterranean.

In following up this object, I became acquainted with M. Adolphe Linant, of Cairo, a French Civil Engineer, of considerable reputation, and who has been in the employ of the Pacha of Egypt, for, I believe, upwards of twenty years.

I found that M. Linant had devoted a great deal of time and labour to the practical investigation of this subject, had recently completed an elaborate survey of the Isthmus, and was in possession of much detailed information derived from a personal examination of the localities through which the proposed Canal would have to be cut. Under certain conditions I induced him to furnish me with a memoir on the subject, accompanied by a manuscript map of his Survey of the Isthmus of Suez, and of Lower Egypt, in which the site of the ancient and track of the proposed Canal are laid down with great minuteness. In short, the map, now in my possession, which is on a large scale, contains a far more complete view of Lower Egypt than any hitherto executed.

POLITICAL ARRANGEMENTS.

The co-operation, or, at least, the concurrence of the Pacha of Egypt would be indispensable.

Having suggested the expediency of the interposition of one or more of the European powers to remove any political impediments which might stand in the way of this enterprise, it appears necessary to take a brief view of the interest which they would each have in promoting it.

_Great Britain_, from the vast extent of her commerce and political connections with the East, would, undoubtedly, derive the greatest advantage from it; but most of the other nations of Europe would derive benefit in proportion to the extent of their commerce; and those, having ports in the Mediterranean and Levant, or indeed anywhere nearer to the proposed communication than the ports of Great Britain, would gain more in proportion.

_Holland_, next to Great Britain, would, from the extent of her trade with the East, have a direct interest in the accomplishment of the proposed enterprise. Her commerce would be improved, and her political connection with her extensive colonies of Java, &c., would be much strengthened by it.

_France_ would derive most important benefits. It would create almost a new commerce for her, in which, through her ports in the Mediterranean, she would have the advantage over us in importing direct the indigo, &c., of India, of which she requires such large quantities for the use of her manufactories, while the shorter route which would be opened to India, &c., would give a stimulus to her exports.

_Austria_, there is every reason to believe, would give a cordial support to the undertaking. She is making active and judicious efforts to extend and improve her commerce; and there is little doubt of her co-operation in promoting an undertaking so well calculated to further her views in that respect. The merchants of Trieste have been the first to avail themselves of an arrangement which the writer of this succeeded about two years since in effecting with the Pacha of Egypt, by which he agreed to relinquish the high rate of transit duties in Egypt, imposed by the treaties with the Porte, and to substitute as low a rate of duty as would admit of the transit through Egypt of goods to and from India, &c. Under this arrangement, two cargoes of India produce have been already brought from Bengal to Suez in sailing vessels, thence transported across Egypt to Alexandria, whence they were brought to Trieste.

The Chamber of Commerce of that port are, it is well known, anxious to extend their trade with the East in this direction; and it is stated, that a proposal was, a short time since, made by some Austrian capitalists to the Pacha, for opening a Canal through the Isthmus.

_Greece_ would obtain a decided benefit by it. Her numerous small vessels would be well adapted for trading with the ports of Africa and Arabia in the Red Sea, and they would soon be seen covering these coasts.

Italy, Turkey, Spain, Portugal, Belgium, the minor northern states, and even America, would all participate more or less in the improved route for eastern commerce, and, taking a just view of their own interests, would hail it as a benefit.

Even _Russia_, although possessed of an over-land communication with Central Asia, India, and China, would gain an advantage by the Canal, as she could open a maritime intercourse with the east through her ports in the Black Sea, which would be less costly, and susceptible of greater extension than a land transit.

It hence appears, that all the European powers would have an interest, more or less, in promoting this enterprise; and there appears to be reasonable grounds for concluding, that if requested by one or more of the first-rate powers, either to undertake the work himself, or permit it to be undertaken by private capitalists, under such an arrangement as would connect his name with it, and secure to himself and his descendants a pecuniary benefit from it, as already suggested, Mehemet Ali would be induced to co-operate in it.

The guardianship of such a passage between Europe and the East, would serve to enhance the importance of his political position, and to strengthen those relations of mutual interest between the ruler of Egypt, and the communities of Europe, which would form the most efficacious guarantee for the continuance of the Government of Egypt in the family of Mehemet Ali.

The association of his name with so magnificent an enterprise, would, I consider, be another powerful motive to a man so ardently imbued with the love of fame.

Should a firman or other formal act from the Sultan of the Ottoman Empire, in his character of sovereign of the soil, be deemed requisite for securing a permanent and indisputable right to make and keep open the Canal, I should suggest that point being left to the management of the Pacha, who, I have some reason to think, would obtain it much more easily and promptly than if it were attempted through the medium of European diplomacy.

ADVANTAGES OF NAVIGATING BY THE CANAL ROUTE, AS COMPARED WITH THE ROUTE BY THE CAPE OF GOOD HOPE.

Before entering on a comparison of these two routes with regard to their navigation by sailing vessels, it may be well to consider what advantages the contemplated Canal would afford in facilitating the steam communication with the East _viâ_ Egypt and the Red Sea, commonly, though very erroneously, denominated “the Overland Route.”

In order to make this properly understood, it will be necessary to give a brief account of the present arrangements for the transit through Egypt of the mails, passengers, and packages, to and from India, China, &c.

It is, no doubt, generally known, that this communication is carried on by the steamers of a private Company, which ply monthly between Southampton and Alexandria, touching at Gibraltar and Malta, and by smaller steamers belonging to the East India Company, which ply monthly between Bombay and Suez, chiefly for the purpose of conveying the mails. The private Company have now also placed two steam ships, the “Hindostan,” and the “Bentinck,” of 1800 tons, and 520 horse power each, to ply between Suez and Calcutta, touching at Aden, Ceylon, and Madras. The vessels of that Company, both on this side of Egypt, as well as on the other side, convey goods as well as passengers, and the mails; but the East India Company’s vessels plying between Suez and Bombay, do not receive goods, and have but limited, and comparatively inferior accommodations for passengers.

The mails, passengers, and packages, are, of course, disembarked from the steamers coming from England at Alexandria, and are re-embarked at Suez in the steamers proceeding to India on the outward route, and _vice versâ_ on the homeward route.

It now remains to show how their transit across Egypt, between Alexandria on the Mediterranean, and Suez on the Red Sea, is effected, with the present cost of it, in order to estimate how far it would be improved by the contemplated Canal communication.

I shall now proceed to consider what advantages the Canal would present to sailing vessels navigating between Europe and the East.

The distance from the English Channel to Calcutta, _viâ_
the Cape of Good Hope, by the route taken by the best
sailing vessels, may be put down at _miles_ 13,000

_Viâ_ the Mediterranean, the Red Sea, and Indian Ocean,
it is about 8,000

Gain in distance by the latter route, to or from Calcutta 5,000

By the Cape route to Bombay it is about 11,500

By the Red Sea route 6,200

Gain in distance to or from Bombay 5,300

This is, of course, assuming the navigation by the Mediterranean and Red Sea route to be of equal facility with the Cape route. And I shall now endeavour to examine this part of the question with the accuracy which its importance demands.

The first point which presents itself in this consideration, is the influence of the monsoons, or periodical winds, which prevail throughout the Indian Seas, and in the southern part of the Red Sea.

The south-west monsoon, which blows much stronger than the north-east monsoon, prevails in the Indian Ocean, between the east coast of Africa and the coasts of India, &c., from May until October, blowing with the greatest force during the months of June, July, and August.

The north-east monsoon prevails from October to May, but is of much less force than the south-west monsoon.

In order to estimate the difficulties or advantages of these periodical winds, to a sailing vessel navigating by the Red Sea, as compared with the route by the Cape of Good Hope, we must, for vessels bound to or from the most important commercial ports in India—the Presidencies of Madras and Bengal, as also Ceylon, Singapore, Java, China, &c., suppose her placed at a point a few degrees to the southward of Ceylon from or to which she would have to proceed, whether navigating by the Cape of Good Hope, or by the Red Sea route.

Now, it is well known, that from this position a vessel steering for the coast of Africa towards Cape Guardafui (the southern extremity of the Gulf of Aden), and thence to the Straits of Bab-el-Mandeb (the entrance of the Red Sea), would carry the wind a-beam, and could therefore make her passage to or from the Straits of Bab-el-Mandeb, and the given point to the southward of Ceylon, during the whole of the south-west monsoon.

As the north-east monsoon blows in an exactly opposite direction to the south-west monsoon, and is much more moderate, a sailing vessel could make good her course between the Red Sea and the same point south of Ceylon, equally well as in the south-west monsoon, and therefore during the whole year could effect this part of the passage with tolerable certainty.

Vessels proceeding to or from Bombay would have to arrange their passages to suit the monsoons. Sailing from England, or other places in Europe, so as to have the south-west monsoon in their favour; and sailing from Bombay for Europe so as to have the north-east monsoon in their favour.

It hence appears that the monsoons present no particular difficulties in the voyage between India, &c. and the entrance of the Red Sea, more than in the ordinary route by the Cape of Good Hope; but that, on the contrary, for ships trading with the eastern and most important parts of Hindostan, and to Ceylon, Malacca, Singapore, Java, China, &c. this part of the voyage would be made with more certainty than an equal distance in the Indian Ocean, of a voyage by the Cape of Good Hope route.

THE RED SEA PASSAGE.

The length of the Red Sea from the Straits of Bab-el-Mandeb to Suez is 1200 miles, its medium breadth about 150 miles, and its direction nearly N. N. W. and S. S. E.

Its coasts on either side are fringed with coral rocks, which render it dangerous in navigating it to approach near its shores.

In the southern part of it, say from the latitude of Jidda to Bab-el-Mandeb, being about one-half of its whole length, the southerly monsoon predominates nearly two-thirds of the year, commencing in October and ending in May or June. The northerly winds then set in, and continue about four months, say June, July, August, and September.

Outside the Red Sea, in the Gulf of Aden, the wind generally prevails from the eastward for six months, say, from October to May, and from the westward during the other part of the year.

In the northern part of the sea, from Jidda to Suez, but more particularly near to Suez, the prevailing winds for nine months of the year are northerly, and in the months of June, July, and August, it is very difficult for sailing vessels to beat up to Suez. In this part of the Red Sea southerly breezes are at all times but of short duration.

The best time for vessels to sail from Suez for India, &c. is therefore about the end of August, which will enable them to clear the Straits of Bab-el-Mandeb in September, before the easterly winds commence in the Gulf outside.

From all these facts it will appear,

1st. That the passage between India, &c., and the Gulf of Aden, may be made with ordinary facility by sailing vessels.

2nd. That some delay would be experienced by sailing vessels in the Gulf of Aden during certain portions of the year, whether bound to or from India; and also by vessels _coming from India_, in the northern part of the Red Sea, during the greater part of the year.

Against these difficulties in the Red Sea route must, however, be set off the delays by calms and contrary winds, between the trades experienced by vessels navigating by the Cape route. In order to ascertain how nearly they may balance each other, and consequently whether a saving of time in navigating by the Mediterranean and Red Sea, proportionate to the shorter distance, as compared with the voyage round the Cape of Good Hope, might be effected, I would beg leave to submit the following questions to the consideration of experienced nautical men.

1st. Is the navigation by a sailing vessel, between England and Pelusium, say 3000 miles, of equal facility as a similar distance from England on the Cape route?

2nd. Is the navigation to or from the given point, to the southward of Ceylon and Cape Guardafui, more certain than that of an equal distance between the same point and the Cape of Good Hope?

3rd. Would the impediments in the navigation of the Red Sea and Gulf of Aden, already pointed out, be greater or less than those experienced from calms and contrary winds between the trades in navigating by the Cape of Good Hope route? And, assuming that the answer to the second query should be in favour of the Red Sea route, would that gain set off against the difficulties of navigating the Red Sea and Gulf of Aden, and reduce the latter to a par with the impediments between the trades just alluded to?

4th. Would not the nature of the coast of Egypt, at the embouchure of the Canal in the Mediterranean, present considerable difficulty and danger to sailing vessels approaching it for the purpose of seeking the Canal entrance? The coast, it is well known, for a distance of upwards of 150 miles to the eastward, as well as to the westward of the Canal entrance, is destitute of any sheltered anchorage, is exceedingly low, and not easily discoverable until within a short distance of it, and very shallow at a distance of two leagues from the shore. A good light on the pier or breakwater might obviate some of the danger, but still it is to be apprehended, that sailing vessels approaching this part of the coast, with the wind strong from the north and north-west, and which is very prevalent, would incur considerable risk of getting embayed and being driven ashore.

If the result of this investigation should be such as to place the difficulties and facilities of each route on a par, it will then follow that a gain in time of from four to six weeks would be effected in navigating to or from India, &c. by the proposed Canal, as compared with the Cape of Good Hope route.

Before concluding this part of the subject, I think it well to advert to another objection which may possibly be raised against the Canal passage, namely, the difficulty of tracking a vessel of heavy burthen through the Canal, from the Mediterranean to the Red Sea, against a current of three to four miles an hour, which would be the velocity of the stream constantly flowing from the Red Sea to the Mediterranean.

To this may be answered, that the same northerly winds which prevail as already stated, for the greater part of the year, in the upper or northern part of the Red Sea, also blow across the Isthmus, and consequently the vessel would be for the most part able to stem the current by using her sails. In default of this, a sufficient number of dromedaries would track a vessel of almost any size, or posts placed along the banks of the Canal for warping would effect the object on occasions, which would be of but rare occurrence, of a failure of wind.

It is to be considered also, that as the beds of the Bitter Lakes and of the Lake Timsah, would form two very extensive basins in the course of the Canal, nearly half-way between the Mediterranean and the Red Sea, these would become halting places or inland ports, and here steam tugs would no doubt, among other accessories, be found, should the Canal ever become a general channel of intercourse.

_From_ the Red Sea _to_ the Mediterranean the vessel would, of course, be carried along by the stream.

GENERAL OBSERVATIONS AS TO THE POLITICAL, COMMERCIAL, AND MORAL BENEFITS WHICH WOULD BE DERIVED FROM THE ACCOMPLISHMENT OF THE UNDERTAKING.

In a political point of view, the facilities which the Canal passage, combined with steam navigation, would afford to Great Britain, as regards the government of her Indian empire and dependencies, are almost incalculable.

From Malta troops could be placed in Bombay in _three weeks_; in Ceylon and Madras in four weeks; and in Calcutta in five weeks. And by means of the frequent intermediate coast communication in India, which the extended and comprehensive plan of steam navigation anticipated to result from the opening of the Canal passage would afford, troops and stores could be rapidly moved from one station to another.

Let any military man compare this with the present mode of effecting similar operations. The long sea voyage by the Cape of Good Hope, of four or five months, in a sailing vessel;—the men worn out, and requiring almost as many months more after debarkation, to recruit their health and strength, so as to be fit for active duty;—the length of time, and great fatigue, in moving between distant military stations;—and I think he will admit, that India might, with the facility alluded to, be efficiently governed with one-half the number of European troop which is now required. The facility for despatching ships of war, and stores of all kinds, to or from India, &c., need only be glanced at to be at once appreciated. The stability of British power in India would be thus increased, while the cost of maintaining it would be considerably diminished.

To estimate the importance of the proposed communication in a commercial point of view, it is necessary to take into consideration the extent of the field of operations for commerce, which the vast and populous regions of the East present. India contains 100,000,000 of subjects of the British Crown, and there are 50,000,000 of adjacent tributaries and allies; in all, 150,000,000 in the Peninsula of Hindostan, exclusive of the island of Ceylon. Little has as yet been done to stimulate the people to improve their resources and ameliorate their condition and habits; but of late years more attention has been directed to these objects, and the trade with British India has been rapidly on the increase.

China contains, it is estimated, not less than 350,000,000 of inhabitants, said to be inclined to industry, and to be peculiarly addicted to traffic. A timid and jealous system of government has for ages hermetically sealed, as it were, this vast country and population from intercourse with the rest of the world. British valour has now removed the barrier, and opened this almost new world to European commerce.

Let us suppose that the people of India and China should, from improved intercourse, require to the extent of one shilling _per annum_, for each individual, in value of British manufacture or produce. Even this seemingly insignificant amount would produce an annual increase of 25,000,000 in our exports. The opening of the Canal route would tend greatly to facilitate our intercourse with the 500,000,000 of people who inhabit India and China, and hence its commercial importance must be sufficiently obvious.

The application of steam power to the purposes of navigation, is doubtless one of those mechanical discoveries destined to effect a great moral revolution in the human mind throughout the world. The printing press has contributed, in an immense degree, to the progress of civilization, by furnishing a means for the spread of thought. But it seems scarcely to admit of a question, that the power of steam, applied to navigation, will exercise a more extensive, a more rapid, and a more efficacious influence in accelerating the civilization of the world than even the printing press.

Five hundred millions of human beings inhabiting Hindostan and China remain to this day enslaved by debasing superstitions, and sunk in mental darkness and delusion. What a field is here opening to the Christian philanthropist! To aid in the removal of ignorance and superstition by the diffusion of useful knowledge, and an enlightened religion; to plant industry and the arts where indolence and barbarism have hitherto prevailed, are noble efforts, tending no less to elevate those who engage in them, than the object of their exertions. The opening of the proposed communication would obviously subserve the promotion of such objects, and therefore can scarcely fail to excite an interest in the mind of every sincere well-wisher to his fellow creatures.

The preceding statement and observations will, I trust, be sufficient to show that the object of which they treat is, at least, of sufficient importance to warrant an effort being made to ascertain, in the manner suggested, whether it be practicable or not, and if found practicable, whether, and in what manner, the Pacha of Egypt would be disposed to concur or co-operate in it. If the information and suggestions therein given should lead to such a result, the chief object of their publication will be attained.

APPENDIX.

No. VIII.

OPINION OF CAPTAIN JAMES VETCH, R.E.

OPINION OF CAPTAIN JAMES VETCH, R.E.[7]

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