PACIFIC DEPARTMENT.

This connexion may be made either by Chagres and Panama, or by the river St. Juan's, through the Lake Nicaragua, to Rialejo, on the Pacific. The distances and courses by either are not materially different: but there is the best reason to believe that the communication by the route last mentioned is the best; and that, in fact, it may, without a very great expense, be effected by water. To carry on the communication across the Pacific, from and to the places mentioned, by steam, would be unprofitable, unadvisable, and unnecessary. To give two mails each month to the places specifically mentioned, would require, even fixing a central point in the Pacific as in the Atlantic, thirteen steamers, at a cost of 223,000l.; while no more than fifteen days could be gained, compared to the time that the work could be performed by sailing packets. These results have been obtained after calculations carefully made upon the same principles as the calculations for a similar purpose have been made in the preceding pages. The whole can be proved by considering the winds which prevail in the quarters of the Pacific alluded to (elsewhere particularly noticed), and by examining the bearings and distances inserted in Appendix No. III. These matters being considered, it follows, that not only no additional expense will be required on account of the mails which are to cross the Isthmus to the Pacific, until their arrival at Panama or Rialejo; but that resources from the latter, such as parcels, packages, and passengers, will be drawn from the Pacific department, to increase the returns in the Atlantic department. With these observations, it is now proper to advert to the courses and distances which must be taken, and the expenses which will be required in this, which shall be denominated the Pacific Department; the work to be performed by first-class sailing packets.

Owing to the winds which prevail in the Pacific, the passage outwards to both Sydney and Canton would be easy and rapid; but in order to make the return mails from these places meet at a central point—thereby, as in the plan for crossing the Atlantic, to save packets—which point should be so placed, as that taking it in would not retard the progress of the mails, or that only in the slightest degree possible—is now the point to consider. Beyond the parallel where the variable winds commence, there is no island of importance in any position that would be an eligible and safe point for the return mails from Sydney and Canton to meet in their way to Rialejo or Panama. To carry the outward mails from either of the latter places by Otaheite, the Canton packet branching off there would be to bring it, upon its return, a vast distance out of its way (to Otaheite it must return in order to get the next outward mail for Canton); especially when the return mail from Sydney must stand north through the trades to get into the northern variables. It would be desirable that a good point should be found, as much to the westward as possible, and convenient to proceed to Canton; at the same time, sufficiently to the eastward, or, as it may be called, to the windward, of New South Wales. Owhyhee may be considered as taking the Sydney outward mails considerably out of their course, although by making that the point, the time in both lines westward from it would be pretty equally divided. The difference, however, and the delay it would occasion, would not be so much as at first sight may be imagined; while the short distance that this island is within the northern trade winds, would render it neither difficult nor tedious for the return packet from Canton to run down upon it, and there meet the return packet from Sydney. Christmas Isle, a little to the north of the equator, might be made the central point at which the packets would separate, and to which they would return; the Canton packets dropping at Owhyhee the return mails, to be picked up by the packet returning from Sydney to Rialejo. This would bring the Canton packet 1000 miles into the trade winds to Christmas Isle. From thence, with the outward mails, it could run rapidly westward to Canton, calling at Manilla in the voyage. There are no other places in the North Pacific where packets could touch, unite, and command, with the least inconvenience to the service, the navigation to and from both places. Separate establishments for each line from the west coast of America may be considered too expensive, if, by concentration and combination, the same work could be performed at less expense; and then, by that combination, whatever letters, passengers, &c. there might be from Sydney to Canton, or from Canton to Sydney, would meet at either of the places mentioned, and be forwarded in the quickest manner to their respective destinations. The question is, Which of the places and plans mentioned is the best fitted for the objects had in view? To determine this, it will be best to consider the communication, each of the three ways in which it may be taken, thus:—

Making Owhyhee the central point of communication, the routes, distances, and periods, and expenses, would be—

Geo. Miles. Days

Rialejo to Owhyhee 4, 100 22

Owhyhee to Canton 5, 200 28

Stop at Canton " 2

Canton to Owhyhee (circuitous) 5, 900 39

Owhyhee to Rialejo do. 4, 700 29

——— ——

Totals 19, 900 120

——— ——

Eight boats would perform this work, giving two mails each month: cost, 76,000l.; yearly charges, 33,600l.

Owhyhee to Sydney.

Geo. Miles. Days

Owhyhee to Sydney, N. S. Wales 4, 600 24

Stop at Sydney " 3

Sydney to Otaheite, say 3, 900 25

Otaheite to Owhyhee 2, 250 13

——— ——

Totals 10, 750 65

——— ——

Six packets (one to spare) would perform this work between Owhyhee and Sydney, giving two mails each month: cost, 57,000l.; yearly charges, 25,200l. Admitting that the packets on the Owhyhee and Sydney line take longer time than is here stated, they would still be in time to reach Owhyhee by the time that the Canton mail came up; which in its course with Owhyhee is calculated to be 91 days. In fact, there is thus time sufficient to allow the Owhyhee and Sydney packet time to communicate with Hobart Town, and to call at Otaheite in her outward voyage; as she will do, and, in fact, from the course which she must take, she may and can do, in her return voyage, without any inconvenience or delay whatever.

The next plan is, to consider the communications alluded to as to be carried on by making Christmas Island the central point of arrangement; thus:—

Rialejo to Christmas Isle.

Geo. Miles. Days

Rialejo to Christmas Isle 4, 000 21

Christmas Isle to Sydney, N. S. Wales 3, 650 20

Stop at Sydney " 3

Sydney to Christmas Isle, by Otaheite 5, 100 35

Christmas Isle to Rialejo, by Owhyhee 5, 800 35

——— ——

Totals 15, 500 114

——— ——

Eight packets would perform this work, giving two mails each month: cost, 76,000l.; yearly charges, 35,600l.

Christmas Isle to Canton.

Geo. Miles. Days

Christmas Isle to Canton 5, 250 26

Stop at Canton " 3

Canton to Christmas Isle, by Owhyhee route 6, 900 46

——— ——

Totals 12, 150 75

——— ——

Eight packets would perform this work, giving two mails each month: cost 76,000l.; yearly charges, 33,600l.; which shows that it takes one packet more by this arrangement than would be required by the other.

Keeping the stations altogether separate, the following would be the periods and number of packets required, premising that the packets would return to the point of departure on the west coast of America, nearly in the dotted lines which are laid down on the accompanying Chart:—

Rialejo to Canton.

Geo. Miles. Days

Rialejo to Owhyhee 4, 100 22

Owhyhee to Canton 5, 200 27

Stop at Canton " 2

Canton to Rialejo (circuitous) 10, 000 59

——— ——

Totals 19, 300 110

——— ——

Eight packets would perform this work, giving two mails each month; first cost, 76,000l.; yearly charges, 33,600l.

Rialejo to Sydney, New South Wales.

Geo. Miles. Days

Rialejo to Otaheite 4, 100 22

Otaheite to Sydney 3, 400 19

Stop at Sydney " 3

Sydney to Rialejo, by N. Point, New Zealand 8, 500 51

——— ——

Totals 16, 000 95

——— ——

Examining attentively the three preceding routes of communication, it is plain that, in point of expense, the last, namely, that which gives two establishments, is not more than the most eligible of the other two, while in point of time it is considerably the quickest. The packets going out and returning twice each month, or every fifteen days, it follows that, on every route, their voyages divide into periods of that duration. In the more distant, such as the routes at present under consideration, their voyages, in order to coincide and to meet with the return mails at any given point, will run, say, 90 days, 105 days, 120 days, &c.; and within the latter-mentioned number the mail from Canton must return to Jamaica, to secure, without extra loss of time, a packet bound to England.

Seven packets would perform this work, giving two mails each month; first cost, 66,500l.; yearly charges, 29,200l.; which is one packet more than the Owhyhee plan requires; but that station would require one spare packet, making fifteen for the whole, which thus makes both stations equal, but without the combination which the Owhyhee station gives.

This arrangement for the Pacific would, in whichever way it may be taken, save the whole proposed steam communication from Ceylon eastward to Canton and New South Wales; which saving, either on the Mediterranean or Cape of Good Hope lines, would be, eight steamers and one sailing vessel—capital, 199,500l., and yearly charges about 130,000l.; thus reducing very greatly indeed the cost of the subsequent plan projected for the Eastern world. Even at the outset, the mails, parcels, and passengers on the Pacific station, would, it is believed, pay the expenses as here stated:—

Fixed Capital. Yearly Charges.

Pacific Departments £142,500 £63,000

THE MEDITERRANEAN, EAST INDIES, &c. &c.

I. Falmouth and the Mediterranean.

To extend the mail communications between Great Britain and all places in the Mediterranean, and more especially with the more distant parts of that sea, which will go to connect more closely British communications with the East Indies and countries situated still more to the eastward, is now, more than ever, become a national object, and, it may be added, a national duty. France seems to be actively extending mail communications, in that sea, to all places, as well to those under her immediate sway as to others; and if allowed to do so without any rival, it becomes obvious that, with the command of all the channels of communication, she will obtain such a monopoly of political influence as will give her the monopoly of political power also in that quarter of the world. Such a result cannot fail to prove highly injurious to all the great commercial and political interests of Great Britain; and this result ought to be guarded against and prevented even at a considerable sacrifice, if a sacrifice were necessary, but which it is not.

Two mails each month between Great Britain and the Mediterranean are indispensably necessary, otherwise the conveyance of both letters and despatches, and passengers, will generally be quicker by private ships and other similar conveyances which may offer. The route can be from Falmouth to Alexandria direct, by Lisbon, Cadiz, Gibraltar, Palermo, and Malta; at the latter place dropping the outward mails for the Ionian Islands, Athens, and Constantinople; to be forwarded immediately by a branch steam-boat, which will return to Malta from Constantinople, &c. with the return mails for England, &c. &c. to be forwarded by the Alexandria and Falmouth steamers, returning by way of Malta, Palermo, Gibraltar, Cadiz, and Lisbon; a good sailing vessel being employed to convey the outward and the inward mails to and from Zante to the other Ionian Islands. It would take the Constantinople steamer from Malta too much out of her way to call at any other of these islands but the one mentioned.

As the Falmouth and Mediterranean department is in every point of view a most important station, so it may be rendered a profitable one; because it will connect itself with the East Indian communication, and consequently a very great additional number of passengers, letters, parcels, &c. will be obtained. Calling at Lisbon, Cadiz, Gibraltar, Palermo, and Malta in the way out to, and in the way home from Alexandria, steam-boats sufficiently powerful (240-horse power) would complete the voyage in 45 days from London to London, including all necessary stoppages.

Three powerful steamers would do this work, giving two mails each month. The capital necessary to purchase these would be 72,000l. The annual expenditure for these three boats, on this station, would be—Wages, provisions, tear and wear, &c. 6,200l. each, or 18,600l.; and for coals, 20,400 tons, 25,600l.; together, 44,200l. Thus each boat on this station would be actively employed 34 days each voyage = 74 monthly, 816 yearly: coals, 25 tons daily = 20,400 tons at 25s., 25,600l.

The route, course, and time, from Alexandria, would be thus:—

Geo. Miles. Days

Falmouth to Alexandria, by Lisbon, &c. &c. 2 985 19

Alexandria to Falmouth, by Malta, &c. &c. 2 985 19

Stop at Alexandria 2

London and Falmouth, including day of departure 552 5

——— ——

6 522 45

——— ——

N.B. Seventeen days, at 180 geographical miles per day, gives 3060 miles—the real distance is 2985.

2. Malta and Constantinople.

From Malta a branch steam-boat may proceed with the mails for the Ionian Islands, and touching at Zante to land these, proceed thence to Athens, and thence to Constantinople with the outward mails. From Constantinople this boat will return, by Athens and Zante, to Malta, with the return mails for the Alexandria and Falmouth packets. The distance from Malta to Alexandria and back is 1650 miles, and by the course already pointed out, the distance from Malta to Constantinople and back is not materially different. Consequently, one good steamer would perform the work in the same time as is requisite to go to Alexandria and return. This boat would be, each voyage, ten days at sea; stopping two days at Constantinople: which is 20 days monthly; 240 days yearly; requiring 5000 tons of coals, 6250l., and 6200l. more for wages, provisions, insurance, tear and wear; together 12,450l. per annum.

EAST-INDIAN DEPARTMENT.

3. Alexandria and Suez.

The distance from the former to the latter place is 170 geographical miles. This might, under prompt and proper regulations, be performed in two days. The first portion of the distance is from Alexandria to Cairo, about 100 miles by water, and the second is from Cairo to Suez across the desert, about 70 miles. What the expense of transporting mails, passengers, &c. over this distance would be, it is difficult to state, but let it be taken as an approximation at 5000l. per annum.

4. Suez to Bombay.

The mail communications by steam might readily and with great advantage be extended to this quarter of the world, and to this important portion of the British empire. Nor need the channel of communication stop at the East Indies, but proceed on until it includes within its range Batavia, China, and New South Wales. The further the line is extended, and the more its ramifications are combined and connected, the greater will the advantages, and the more ample the remuneration, be to whoever undertakes the work. The commercial and political concerns and interests connected with these vast portions of the globe, are well known to be immense, and of the first-rate importance, while no European power is so much interested in these as Great Britain. With these remarks the manner in which the communications alluded to can be effected and carried on remains to be pointed out. The route, periods, and distances from Alexandria, would be as follows, premising that the price of coals in all these Eastern stations will be considerably higher than in the stations in the Western World, as these coals may have to be carried to the different places by the circuitous navigation of the Cape of Good Hope. Still, calculating the whole to be brought from Europe, these may be obtained at the average price of 40s. per ton; while 10 per cent. additional, for all supplies and wages, may be added to the sum taken for expenditure in the stations in the western hemisphere, as required in every place to the eastward of the Cape of Good Hope. And at these rates all the subsequent estimates are formed.

Geo. Miles. Days

Alexandria to Suez, by Cairo 170 2

Suez to Babelmandel, by Mocha 1 205 6

Stop at Mocha, coals 2

Babelmandel to Bombay, by Aden or Socotora 1 630 8

Stop at Bombay 2

Babelmandel to Bombay, by Aden or Socotora 3 005 18

——— ——

Totals 6 010 38

——— ——

Three powerful steamers would perform this work, giving two mails each month—at sea 42 days each voyage = 48 monthly = 1008 yearly; coals at 25 tons daily, 25,200 tons, at 40s. 50,400l.

5. Aden or Socotora to Mauritius.

The steamer for Bombay could, without material difficulty, drop mails for the Mauritius at Socotora. To do so at Aden, on the Arabian coast, would add to the distance 500 miles, which is a material objection. From Socotora to the Mauritius is 1850 geographical miles. Two good sailing vessels (brigantine class) would be sufficient for the work of carrying the Mauritius mails between Socotora and that island. The time each way may be fairly taken at 15 days, and two days to stop at Port Louis, gives 32 days for the voyage. The cost of these vessels should be about 4000l. each, and their expenditure, say, 2000l. each, or 4000l. per annum. The time from London to the Mauritius by this route would be 48 days, and the same time to return, making the mail communication between the two places 105 days.

6. Bombay to Calcutta, by Ceylon.

One steam-boat would carry all the mails for the East Indies, &c. from Suez to Bombay; and from thence another steam-boat would proceed to Calcutta by Trincomalee, calling at Mangalore, and other places in the west coast of Hindostan, and dropping at Trincomalee the mails for all places more to the eastward. Going by Bombay, instead of going direct from Babelmandel to Ceylon, only increases the distance about 270 miles, while the vast expense of having additional and separate boats is saved. From Trincomalee, the steamer, both in going to and returning from Calcutta, could, without inconvenience or delay, call at Pondicherry and Madras. Should the time occupied by the steamers from Bombay to Calcutta by this route exceed the time occupied by the post to travel from the former to the latter by land, then in that case the European mails from Calcutta could be forwarded by land, while the passengers, parcels, &c. could go round by the steamer, the difference, in point of time, being not above a day or two at most.

The route, time, and distance from Bombay to Calcutta, would be thus:—

Geo. Miles. Days

Bombay to Trincomalee 1 258 7

Stop at Trincomalee 2

Trincomalee to Calcutta, by Madras, &c. 1 010 5

Stop at Calcutta 2

Calcutta to Bombay, same route 2 268 12

——— ——

Totals 4 536 28

——— ——

Two powerful boats would perform this work, giving two mails each month. Each would be at sea 24 days each voyage = 48 monthly = 576 yearly: 25 tons coals daily = 14,400 tons yearly, 28,800l. Cost of boats, 48,000l.; yearly expenses, 6820l. each, 13,640l.; together with coals, 42,440l.

7 & 8. Trincomalee to Canton, by Batavia.

At Trincomalee, a steamer would take up the mails for the remainder of the Eastern World, both from Europe and from India, and proceed by Batavia to Canton. At Batavia, this boat would deposit the mails for New South Wales and Singapore; the former to be forwarded by other steamers, and the latter by a good sailing schooner, which could always accomplish her work so as to be in time for the return steamer, and for the next outward mails; the distance from Batavia to Singapore being 475 miles, thus:

Three, or even four days, out; three to stop, and four back; together 11 days. The nearest way to Canton from Trincomalee is by Nicobar and Singapore, distance, 2880 miles; whereas the distance by Batavia is 3535 miles; but then it must be remembered, that Batavia is the most important station, and 475 miles nearer New South Wales than Singapore. Hence Batavia appears to be the most eligible point of communication for the steamers.

From Trincomalee to Canton, the route and time will be thus:—

Geo. Miles. Days

Trincomalee to Batavia, by Straits of Sunda 1 750 9

Stop at Batavia, coals, &c. 2

Batavia to Canton 1 830 9

Stop at Canton 2, Batavia 2 4

Canton to Trincomalee, by Batavia 3 580 18

——— ——

Totals 7 160 42

——— ——

Three boats would perform this work, giving two mails each month. Each boat would be at sea 36 days each voyage = 72 monthly = 864 yearly: 25 tons coals daily, 21,600 tons yearly—43,200l. At Trincomalee, a spare boat would require to be stationed, in case of accidents, which would make four for the station; prime cost, 96,000l., and one sailing-vessel, 2,000l. The yearly charges for provisions, wages, &c. &c. will be 6820l. each, and 1000l. for the sailing-vessel is 28,280l., which, together with the expense of coals, amount to 71,480l.

9. Batavia to Sydney, New South Wales, by Swan River.

At Batavia, steamers could take up the European, the Indian, and the Chinese mails, and proceed on to Sydney, New South Wales, by Swan River and Hobart Town, &c. thus:

Geo. Miles. Days

Batavia to Swan River 1 745 9

Stop at ditto, coals 2

Swan River to Hobart Town 1 770 9

Stop at ditto 1

Hobart Town to Sydney 570 3

Stop at Sydney, coals, &c. 3

Ditto at Hobart Town and Swan River, returning 3

Sydney, by Hobart Town, &c. to Batavia 4 085 21

——— ——

Totals 8 170 51

——— ——

Three boats would perform this work, giving two mails each month; but in case of accidents, there would require to be one spare boat on the station, to be stationed either at Batavia or Sydney. The cost of the four would be 96,000l. Each boat actively employed would be at sea 42 days each voyage = 84 monthly = 1008 yearly: 25 tons coals daily is 25,200 tons yearly, at 40s., 50,400l. The yearly expenditure of each boat besides would be 6820l.; for four, 27,280l., together with coals, 77,680l.

It is unnecessary to dwell on the immense advantages which such a plan of mail communications as this would give to the commercial world in general, and to the commercial interests of the United Kingdom in particular. These would be incalculably great, both to the governments and to the people. To complete the scheme, it would be requisite to have more than one station at which boats and machinery could be repaired. These would require to be Malta, in the Mediterranean, Bombay, Trincomalee, Batavia, and Sydney, in all five places; the salaries, &c. for superintendents, rents, and rent coal depôts, could not be less than 2000l. per annum at each, or 10,000l. The expense for workmen and materials are included in the 5 per cent. allowed for tear and wear in the annual expenditure for each boat.

The yearly expenditure for the whole Plan, in all its parts, would consequently be as follows, and under the respective heads as here enumerated.

Abstract.

No. 1. Falmouth to Alexandria, by Lisbon, &c.

No. 2. Malta to Constantinople, by Zante, &c.

No. 3. Alexandria to Suez, by Cairo.

No. 4. Suez to Bombay, by Mocha.

No. 5. Socotora to Mauritius.

No. 6. Bombay to Calcutta, by Ceylon.

7 & 8. Trincomalee to Canton, by Batavia, &c.

No. 9. Batavia to Sydney, New South Wales, by Swan River, &c.

No. 10. Coal depôts, and stations for repairs.

Expenditure by Steam Power, &c.

Number of Station. Fixed Capital required. Provisions, Wages, &c. Yearly. Tons of Coals Yearly. Price Coals per ton. Cost of Coals Yearly. Total Expenditure Yearly. Number of Steamers. Number of Sailing Vessels.

£ £ s. £ £

1 72,000 18,600 20,400 25 25,600 44,200 3 "

2 24,000 6,200 5,000 " 6,250 12,450 1 "

3 " 5,000 " " " 5,000 " "

4 72,000 20,460 25,200 40 50,400 70,860 3 "

5 8,000 4,000 " " " 4,000 " 2

6 48,000 13,640 14,400 " 28,800 42,240 2 "

7 & 8 98,000 28,280 21,600 " 43,200 71,480 4 1

9 96,000 27,280 25,200 " 50,400 77,680 4 "

10 " 10,000 " " 10,000 " "

——— ——— ——— ——— ——— ——— ———

418,000 133,460 111,800 204,650 337,910 17 3

68,000 68,000

——— ——— ——— ——— ——— ——— ———

418,000 133,460 111,800 136,650 269,910 17 3

The return boat from Alexandria ought not to leave that place until the Eastern mails come up from Suez.

The course of post under this arrangement between London and Alexandria, would be 45 days; between London and Constantinople, the same; between London and Bombay, 90 days; London and Calcutta, 120 days; London and Canton, 150 days; London and Batavia, 120 days; London and Swan River, 150 days; London and Sydney, New South Wales, 180 days, &c. &c.

II.

ANOTHER PLAN, BY WAY OF THE CAPE OF GOOD HOPE.

The above Plan is attended with considerable risk, inasmuch as convulsions in Egypt, and on the shores of the Red Sea about Suez and Mocha, and war in the Mediterranean, might cut off altogether the communications with the whole Eastern World, according to the route which has been laid down. To prevent such a result is an object of great importance, providing it can be effected without a serious sacrifice as to time, or expenditure of money. To have such vitally important communications as free from being disturbed by the march of war as possible, is not only desirable, but indispensable, on the part of Great Britain. This may be effected by going out by the Cape of Good Hope.

Adopting this route would connect all the Eastern transmarine possessions of Great Britain in one chain, with scarcely a link in the line of communication being dependent upon foreigners, except one or two, which the naval power of Great Britain could always command and control in case of emergency. The course here alluded to would lengthen the course of post to Bombay and Calcutta, &c. to a considerable extent; but in every part of the proposed new line, coals could always be procured more cheap and readily than in any quarter near the Red Sea. The following details, however, will place the time and expense in a clear point of view, and enable any one to contrast at a glance the two routes, and the difference which in time and expenditure will exist and remain between them.

1. Falmouth to Cape Verde.

The steam-boat with all the Indian mails would go from Falmouth by Madeira to Cape Verde, thus:—

Geo. Miles. Days

Falmouth to Madeira 1 170 6

Stop at Madeira, coals 1

Madeira to Cape Verde 1 130 6

Stop at Cape Verde, coals 2

Cape Verde to Falmouth 2 300 12

Stop at Madeira, returning, coals 1

——— ——

Totals 4 600 28

——— ——

Two steam-boats, actively employed, would perform this work, giving two mails each month. Each boat would be at sea 24 days each voyage = 48 monthly = 576 yearly:—coals, at 25 tons daily = 14,400 tons yearly, at 20s. 14,400l.

2. Cape Verde to the Cape of Good Hope.

The route and time from Cape Verde to the Cape of Good Hope will be—

Geo. Miles. Days

Cape Verde to Ascension 1 530 8

Ascension to St. Helena 655 3

St. Helena to Cape of Good Hope 1 720 9

Stop at Ascension and St. Helena twice 4

Cape of Good Hope to Cape Verde 3 905 20

——— ——

Totals 7 810 44

——— ——

Three boats, actively employed, would perform this work, giving two mails each month; but in case of accidents, it would be advisable to have one spare boat at St. Helena, or Cape Verde, making four at this station, or six in all between Falmouth and the Cape of Good Hope. The three boats actively employed would be at sea 40 days each voyage = 80 monthly = 960 yearly. Coals at 25 tons daily = 24,000 tons yearly, at 25s., 30,000l.

3. Cape of Good Hope to the Mauritius.

From the Cape, the steamers will proceed with all the mails to the eastward, calling at Algoa Bay and Bourbon, and next to the Mauritius. From the Mauritius it will proceed to Point de Galle, where it will deposit the mails for Bombay, and afterwards proceed to Trincomalee, from whence it will return by way of Point de Galle to the Mauritius, with the return mails for Europe. It would take the Bombay mails unreasonably out of the way to proceed from the Mauritius direct to Trincomalee. The route, time, and distance for this boat, would be as under:—

Geo. Miles. Days

Cape of Good Hope to Mauritius 2 280 12

Stop at Mauritius 2

Mauritius to Cape of Good Hope 2 280 12

——— ——

Totals 4 560 26

——— ——

Two boats would perform this service, giving two mails each month; each 24 days at sea each voyage = 48 monthly = 576 yearly. Coals, 25 tons daily, 14,300 tons yearly, at 40s. 28,600l.; other charges, 13,640l. yearly; cost boats, 48,000l.

4.

Mauritius, to Point de Galle and Trincomalee, Ceylon.

Geo. Miles. Days

Mauritius to Point de Galle 2 080 11

Point de Galle to Trincomalee 280 1 ½

Trincomalee to Mauritius, same route 2 360 12 ½

——— ——

Totals 4 720 25

——— ——

5. Point de Galle to Bombay.

A steamer would proceed from Point de Galle to Bombay, calling at Mangalore, &c. and returning to Point de Galle by the same route with all the return mails. The route and time would be—

Geo. Miles. Days

Point de Galle to Bombay, by Mangalore 880 4 ½

Stop at Bombay, &c. 3

Bombay to Point de Galle 880 4 ½

——— ——

Totals 1 760 12

——— ——

One boat would do all this work, giving two mails each month. At sea each voyage 8 days = 16 monthly = 192 yearly. Coals 25 tons daily = 4,800 tons yearly, at 40s., 9,600l. Other charges, 6,820l.—together 16,400l.

6. Trincomalee to Calcutta.

A steamer would proceed from Trincomalee to Calcutta and back, calling in going and returning at Pondicherry and Madras. The route and time would be thus:—

Geo. Miles. Days

Trincomalee to Madras 300 1 ½

Madras to Calcutta 735 3 ½

Stop at Calcutta, Coals, &c. 2

Calcutta to Trincomalee, same route 1 035 5

——— ——

Totals 2 070 12

——— ——

From Trincomalee eastward to Batavia, Canton, and New South Wales, the routes, periods, distances, and expenses, would be exactly the same as those which have already been pointed out in the plan of having the communications by the Red Sea, under heads Nos. 7, 8, 9, and 10. Bringing the whole into one table, the total amount is ascertained, and the difference of expenditure in the one route over the other becomes distinctly known.

In order, however, to bring the whole into a tabular form, it is necessary to recapitulate and particularize the different heads, thus:—

1. Falmouth to Cape Verde.

2. Cape Verde (Mayo) to Cape of Good Hope.

3. Cape of Good Hope to Mauritius.

4. Mauritius to Ceylon, Point de Galle.

5. Ceylon, Point de Galle, to Bombay.

6. Ceylon to Calcutta, by Madras.

7. Trincomalee to Canton, by Batavia.

8. Batavia to Singapore.

9. Batavia to Sydney, New South Wales, by Swan River.

10. Coal Depôts, and places to repair boats.

Expenditure by the Cape of Good Hope.

Number of Station. Fixed Capital required. Provisions, Wages, &c. Yearly. Tons of Coals Yearly. Price of Coals per ton. Cost of Coals Yearly. Total Expenditure Yearly. Number of Steamers. Number of Sailing Vessels.

£ £ s. £ £

1 48,000 12,400 14,400 20 14,400 26,800 2 "

2 96,000 24,800 24,000 25 30,000 54,800 4 "

3 48,000 13,640 14,300 40 28,600 42,240 2 "

4 72,000 20,640 16,200 " 32,400 53,040 3 "

5 24,000 6,820 4,800 " 9,600 16,400 1 "

6 48,000 13,640 7,200 " 14,400 28,040 2 "

7—10 194,000 65,560 46,800 " 93,600 159,160 8 1

——— ——— ——— ——— ——— ——— ———

[17] 530,000 157,500 127,700 223,000 380,480 22 1

71,442 71,442

——— ——— ——— ——— ——— ——— ———

530,000 157,500 127,700 151,558 309,038 22 1

Sub. 418,000 133,400 111,800 136,650 269,910 17 3

——— ——— ——— ——— ——— ——— ———

Diff. 112,000 24,100 15,900 14,908 39,128 5 2

The first deduction is the sum for the saving in quantity and price of coals, as aftermentioned; the last sum shows the difference of cost and expenditure of the route by the Red Sea, as compared with the route by the Cape of Good Hope; bearing in mind, however, that the expense of the establishment from Falmouth to Alexandria would still remain, admitting that the route by the Cape of Good Hope was adopted.

In the preceding calculation of expenses, the amount is taken calculating that the work is to be done wholly by steam, and at the average rate of 200 geographical miles per day. The use of sails, however, will propel a vessel at the average rate of 2½ miles per hour throughout a general voyage; consequently, one-fourth should be deducted from the quantity of coals used. This will amount to 31,935 tons, value 44,587l., less 10 per cent. allowed for wastage on the whole, is 12,770 tons, 17,795l., which leaves the net saving of 26,792l. Next, the value of coals supplied to the eastward of the Cape of Good Hope is calculated at 40s. per ton, as received from Europe. But coals may be supplied in all places to the eastward of the Cape of Good Hope at 30s. per ton, thus:—They can be purchased excellent, and in abundance, at 9s. per ton at Sydney, New South Wales. Ships coming from that place to ports in the East Indies, and the Mauritius, for freight, would carry these coals, and be glad to convey and to sell them at 30s. per ton, a profit of 21s., instead of making nothing, as at present. A further deduction, therefore, of 10s. per ton, or one-fourth in value, on the quantity used to the eastward of the Cape, is to be made, which will amount to 44,650l., and which, together with the above balance of 26,792l., makes the sum of 71,442l. to be deducted from the total amount of expenditure.

Next, as to the rate of speed—it is calculated throughout the voyage, at the rate of 200 geographical miles per day. In running before the wind, and with the monsoons, the vessels would make more, and in working against them, less; still, on the whole voyage, or from the Cape, for example, to Calcutta, and from Calcutta to the Cape again, the time specified would be sufficient for the work and the distance; while in taking a circuitous course to avoid the force of the monsoons, the steamers would make up by increased speed for the increased distance. The N. E. monsoon may, at anytime, be stemmed by a steamer of large power, and such as is now recommended. The S. W., which is the most formidable, may be overcome by the boats on their return,—if by the Red Sea, by making first a course to the southward, and then standing N. W. with the monsoon on their beam. By the Cape of Good Hope, the difficulty would be decreased in this respect, as the boats running southward to gain the Mauritius from Ceylon, would, by keeping to the southward, soon get out of their vortex; while the steamers between Bombay and Ceylon have only to keep in shore to avoid the greatest force of the monsoon either way, and from either quarter. In crossing from the Red Sea to Bombay, the strength of the N. E. monsoon would be avoided by keeping in with the Arabian, and afterwards with the eastern Asiatic coast.

Taking the line of communication, therefore, between Great Britain and the Eastern World, by the Cape of Good Hope, the expense beyond that which the line of communication by the Mediterranean and the Red Sea would occasion, would be, in capital, 112,000l., and in yearly expenditure, 39,128l. The point to consider is, will the advantages, and the security to be obtained by taking the former in preference to the latter route, prove a sufficient compensation for, and a warrant to go to the additional and increased expense? The answer, minutely considering every circumstance, will be, that they are. The obstruction which the land barrier between Alexandria and Suez offers, and must always offer, even when unobstructed by hostile force, to the conveyance of parcels, packages, and goods, is a great drawback indeed. The competition, also, by steamers belonging to other parties and states, would, as regards all these, be a great drawback on this line; and to which must be added, the increased difficulties and drawbacks which would arise in the event of hostilities taking place between any of the great powers connected with the affairs of the Mediterranean. On the other hand, the free communication which would be had,—free also as it would be, or nearly so, from any serious competition by the Cape of Good Hope, the carriage of every thing being in almost every point and place under the British flag and revenue laws—would render this line much more profitable than the line by Egypt and the Red Sea could ever be.

The coal depôts for the lines by the First Plan would be—Gibraltar, Malta, Constantinople, Alexandria, Mocha or Socotora, Bombay, Trincomalee, Calcutta, Batavia, Canton, Swan River, Hobart Town, and Sydney: and for the lines by the second plan, Madeira, Cape Verde, Ascension, St. Helena, Cape of Good Hope, Mauritius, Bombay, Point de Galle or Trincomalee, Calcutta, Batavia, Canton, Swan River, Hobart Town, and Sydney.

The course of post between London and the different places here stated, taking the route by the Cape of Good Hope, would be—London and Sydney, New South Wales, 195 days; London and Swan River, 165 days; London and Canton, 165 days; London and Batavia, 135 days; London and Calcutta, 135 days; London and Bombay, 135 days; London and the Mauritius, 105 days; and London and the Cape of Good Hope, 75 days, &c. &c., but in working the scheme some stoppages may perhaps be cut off.

Income by the Mediterranean.

Passengers:—Falmouth to Alexandria, 48 voyages, at 50 each, 30l. £72,000

Malta to Constantinople, 48 ditto, at 15 each, 10l. 7,200

Suez to Bombay, 48 ditto, at 20 each, 55l. 53,600

Ditto to Calcutta and Madras, &c. 48 do. at 25 each, 65l. 78,000

Ditto to Mauritius, 48 ditto, at 10 each, 55l. 24,400

———

Total £235,200

Deduct finding ditto, one-third 78,400

———

Remain clear £156,800

Freights—Parcels, Packages, and Goods, say 57,600

Freight—Specie, suppose 20,000

Government Troops, Stores, &c. 35,000

Ditto, carrying all Mails and Despatches 80,000

———

£349,400

Deduct expenditure £269,910

Sinking Fund. 10 per cent. 41,400

——— 311,310

———

Balance gain £38,090

———

Income by Cape of Good Hope.

Passengers:—Falmouth to Bombay, 48 voyages, at 20 each = 960, at 80l. £76,800

Ditto to Calcutta and Madras, &c. 48 ditto, at 25 each = 1200, at 90l. 108,800

Mauritius to Calcutta & Madras, &c. 48 ditto, at 10 each = 480, at 60l. 28,800

East Indies to Batavia, China, &c. 48 voyages, at 15 each = 720, at 40l. 28,800

New South Wales and Falmouth, 48 voyages, at 10 each = 480, at 120. 57,600

Madeira, St. Helena, Cape of Good Hope, and Coasting voyages, India, 48 voyages, and 48 Ceylon and Calcutta, together, say yearly 28,800

New South Wales coastways, 48 voyages, at 10 each, average 12l. 5,760

———

Total £335,360

Deduct for finding one-third 111,786

———

Balance gain £223,574

Freights—Parcels, Packages, Fine Goods, 48 voyages, 150 tons each, average at 15l. per ton of tonnage £108,000

Freight—Specie, say 35,000

Government Troops, Stores, &c. 35,000

Ditto Mails, Despatches 90,000

——— 268,000

———

Total 491,574

Deduct expenditure £309,038

Sinking Fund, to replace Capital, 10 per cent 52,900

Sundries, Port Charges, &c. 20,000

——— 381,938

———

Balance gain £109,636

———