APPENDIX. No. IV. PRECURSORY SCHEME OF MM. LINANT BEY AND MOUGEL BEY, ENGINEERS TO THE VICEROY OF EGYPT. (continued 2)

The annual produce of resin gathered from a hectare of pines is an average of five metric quintals, which, at the rate of twenty-two francs per quintal, gives a revenue of 110 francs, and represents at least seventy per cent. of the capital employed.

It will be seen by this statement, that the fixing of the downs has become one of the most productive operations of Silviculture, and that it offers one of the most advantageous investments for capital.

It was therefore necessary for us to know, whether the downs which cover the northern part of the Isthmus could be fixed by the same process. Now, we have ascertained, 1st. That the greater part of these downs are naturally fixed by a multitude of different plants, which have found sufficient moisture for their support; 2nd. That the moveable downs of the basin of Lake Timsah conceal moisture at a very little depth below their surface; they may, therefore, be fixed by seed plots, and to do it there is the immense quantity of bushes and shrubs which grow in the low parts surrounding the lake, and which give to that region the appearance of a copse.

Not only will sufficient branches be found on the spot for the tufted seed plots, but moreover, all the combustibles for the lime, and for the wants of the workmen, will be furnished abundantly.

It is true, that at the time we made our observations (January, 1855), tolerably abundant rains had recently moistened the soil; the success of the seed-plots, which would be destitute of moisture for the rest of the year, might therefore be doubted; but what is there to prevent the moist season being chosen for making these plots? and the seed once risen, the abundant moisture which is felt in this region, especially during the summer nights, will suffice to support vegetation, as is seen by the downs fixed naturally. Finally, to remove all objections, the fresh water canal which will end at Lake Timsah, will supply, if required, the means of affording, during the early days of the seed-plots, sufficient moisture for the success of the undertaking.

There is no possible doubt then as to the success which will be obtained in the fixing of the moveable downs, nor as to the pecuniary advantages which result from it, for the maritime pine answers well in Egypt, and other kinds of trees may be found still more productive. The cost of sowing will be less than in France, on account of the low price of labour, and the profits will be more considerable and more quickly obtained, on account of the hotter climate, and the consumption on the spot of all produce now wanting, and which is obliged to be procured from a distance.

We estimate the superfice of the downs to be fixed in this part of the Isthmus at about 2000 hectares, but if seed-plots and replantations were made upon all the downs naturally fixed, 100,000 hectares of forest might thus be formed. It is for the Company to decide what extent of country it will be suitable to cultivate in this way. A final objection has been made to the Canal by assuming that steam navigation, by the agitation of the water which it produces, would quickly destroy the banks of the Canal,—banks formed in a moveable soil which would fill up the trough.

To guard against this inconvenience, which might, in fact, be apprehended, we have adopted very gentle slopes (two on the base line to one in height); then we have covered these slopes with stones for the whole height on which the agitation caused by the passage of steam-vessels could be felt. We have in our favour the example of the Caledonian Canal, thus furnished with a covering of stones formed of simple materials. This is what M. Flachat says, in the description that he gives of this Canal, according to the reports of the Commissioners of the House of Commons: “Steam navigation especially demands attention. Difficult, perhaps even impossible, upon ordinary canals, where it causes an agitation which rapidly destroys the banks, it is organized on the Caledonian Canal, and presents nothing but advantages. With a speed of 11,000 to 12,000 met. per hour, all that has been observed is a general plashing, which is not more than that produced by a moderately gentle wind. The only precaution taken was, to collect on the banks and made ground all the large pebbles with which the land is filled, and to cover with them for a foot in height below the line of the water, the banks which, from the coarse composition of the soil, were too easily disturbed by the agitation of the waves. But wherever the ground had a good proportion of sand, there was nothing to be done.” Finally, it has been assumed, that the Government of Great Britain, yielding to a national prejudice, would put obstacles in the way of the project of cutting through the Isthmus, if it should be ascertained to be feasible, and that the English capitalists would not be disposed to concur in the undertaking. The future alone can show what truth there is in this assumption; we cannot at all conceive the opposition of the Government of a great nation to a project to which the English have especially, in these latter times, drawn the attention of the commercial world and their own Government on account of the special advantages which it offers to England. We have already referred to the writings of the traveller Bruce and those of Captain Rooke. We will now cite other names.

Captain James Vetch, of the corps of Royal Engineers, author of a very remarkable pamphlet published in London in 1843, and Mr. Clarkson, Civil Engineer, propose to trace the Canal in a single straight line from Suez to Tineh.

The editor of the Engineers’ and Architects’ journal (1844) in giving an account of the labours of these engineers, adopts in starting from Suez, the line of the ancient canal as far as the Bitter Lakes, and from the head of these lakes at Katieh he takes the direction of the Mediterranean in passing by the great lake Sulak el Bardoil.

The author adds, “It is hardly reasonable to reckon upon a union of the European powers to effect an undertaking in which England has such a preponderating interest, in the point of view of our domination in India. It is true that all the Nations bordering on the Mediterranean would find large profit therein, but much inferior however to ours.”

The Foreign Quarterly Review, one of the most esteemed periodicals of England, in an article where it treats of the cutting of the Isthmus, says that—“the expense compared with the grandeur of the result is so trivial, that it is astonishing that the thing has not yet been done, either by a company or by the Viceroy. The advantages of this undertaking would be immense; for, independently of the great commerce which would be done there, independently of the opening of Abyssinia and of the interior of Africa to the arts and civilization, the Red Sea abounds in natural riches, and the fishermen of the Mediterranean would transport themselves thither in crowds in pursuit of pearls, mother-of-pearl, tortoise-shell, sponges (the finest in the world), coral, fish oils, &c. &c.”

Mr. Anderson in his pamphlet already quoted, says: “In a political point of view, the advantages which the English Government will derive from the Canal are almost incalculable. From Malta troops could be transported to Bombay in three weeks, to Ceylon and Madras in four weeks, and to Calcutta in thirty-five days at most, instead of the four or five months now required by a sailing vessel. Under such circumstances it would require scarcely half the number of English troops for the efficient government of India. The facility for despatching ships of war with munitions and men would thus increase the stability of the British power, while the cost would be considerably diminished.”

“In a commercial point of view, the advantages would be still more considerable: British India contains a population of 150,000,000, including, with the subjects of the British Crown, its allies and tributaries. China does not contain less than 350,000,000 of inhabitants: to say nothing of the other rich and populous countries of the East. Let us suppose that in consequence of the progress and developement of commerce, each Indian and Chinese should augment his outlay in the purchase of English produce by one shilling; this modification alone, insignificant as it appears, would augment the amount of exports by 25,000,000. Now is it not evident that the opening of the Maritime Canal will greatly facilitate commercial relations, and tend to lower the price of all merchandize? the 500,000,000 of human beings peopling India and China are still sunk in ignorance and superstition. With steam navigation, which will be developed beyond all conception by the opening of the Canal, these people, brought into daily communication with European ideas, will enter by degrees into the current of science and civilization.”

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.

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.

Imports. Exports.

Tons. Tons.

Cape of Good Hope 4950 16,408

Eastern Coasts 152 240

Ports of the Red Sea —— 409

Islands of Cape Verd 1118 2883

St. Helena and Ascension 330 3977

Mauritius 28,650 16,397

Singapore and Ceylon 191,378 202,101

Java 2346 8672

Philippine Islands 3411 301

Other islands of India 1141 686

China 32,818 28,297

Australia 22,865 51,234

New Zealand 1341 9651

Islands of the South Sea 388 1018

Tons 290,888 342,274

290,888

Grand total Tons 633,162

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.