Part 8

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 (p. 073) 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 1170 6 Stop at Madeira, coals 1 Madeira to Cape Verde 1130 6 Stop at Cape Verde, coals 2 Cape Verde to Falmouth 2300 12 Stop at Madeira, returning, coals 1 ---- -- Totals 4600 28 ---- --

Two steam-boats, actively employed, would perform this work, (p. 074) 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 20_s._ 14,400_l._

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 1530 8 Ascension to St. Helena 655 3 St. Helena to Cape of Good Hope 1720 9 Stop at Ascension and St. Helena twice 4 Cape of Good Hope to Cape Verde 3905 20 ---- -- 7810 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 25_s._, 30,000_l._

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 (p. 075) to Trincomalee. The route, time, and distance for this boat, would be as under:--

Geo. Miles. Days. Cape of Good Hope to Mauritius 2280 12 Stop at Mauritius 2 Mauritius to Cape of Good Hope 2280 12 ---- -- Totals 4560 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 40_s._ 28,600_l._; other charges, 13,640_l._ yearly; cost boats, 48,000_l._

4. _Mauritius, to Point de Galle and Trincomalee, Ceylon._

Geo. Miles. Days. Mauritius to Point de Galle 2080 11 Point de Galle to Trincomalee 280 1-1/2 Trincomalee to Mauritius, same route 2360 12-1/2 ---- ------ Totals 4720 25 ---- ------

Two steam-boats, actively employed, would perform this work, giving two mails each month; but in the event of accidents, there would require to be a spare boat on this station, either at Trincomalee or Point de Galle, as may seem advisable, and as assistance may be required for the Mauritius, Bombay, &c. line. The two boats actively engaged would be at sea each on each voyage, 27 days = 54 monthly = 648 yearly. Coals daily, 25 tons = 16,200 tons yearly, at 40_s._, 32,400_l._ Three boats yearly, other expenses, 20,640_l._ This station will require three boats; and one for the Calcutta station--together four.[15]

[Footnote 15: By making the four steamers on the route between the Cape of Good Hope and Ceylon, run--two from the Cape to Mauritius, and two from Mauritius to Point de Galle, the boats on the eastern side of the Mauritius would regularly have eight days, and those on the western side six days each month to rest; and furthermore, be always prepared to start whenever a steamer from either quarter with mails came up. In a similar manner, the boats which are to run between Falmouth and the Cape of Good Hope could be divided; by which means, besides being always ready when wanted, they also would have more time to rest. Two may run from Falmouth to Cape Verde, 2300 miles; three from Cape Verde to the Cape of Good Hope, 3850 miles; with one, the fourth, to take by turns a voyage from Cape Verde to the Cape of Good Hope, and a voyage from Cape Verde to Falmouth, in order to relieve the others. Sufficient time for rest would thus be obtained. Moreover, by combining the East Indian Department with the Plan for the Western World by Fayal to Pernambuco, three steamers would be saved. The Indian steamers to branch off at the latter place for the Cape. The distance would, in this way, be increased about 1000 miles; but considering the winds and currents in the course which these steamers would take, it would not make three days more, if so much, in the outward voyage, and in the homeward voyage probably not so much; while the advantages would be considerable, and the saving great.]

5. _Point de Galle to Bombay._ (p. 076)

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 4-1/2 Stop at Bombay, &c. 3 Bombay to Point de Galle 880 4-1/2 ----- ----- Totals 1760 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 40_s._, 9,600_l._ Other charges, 6,820_l._--together 16,400_l._

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 1-1/2 Madras to Calcutta 735 3-1/2 Stop at Calcutta, Coals, &c. 2 Calcutta to Trincomalee, same route 1035 5 ---- -- Totals 2070 12

One steam-boat would perform this work, giving two mails each (p. 077) month; at sea each voyage 12 days[16] = 24 monthly = 288 yearly. Coals, 25 tons daily = 7200 tons yearly, at 40_s._, 14,400_l._ Other charges, 6820_l._--together 21,220_l._ per annum.

[Footnote 16: The time here is only ten days; but the calculation was made for a different division of the mails, and it has not been thought necessary to alter it.

The time in which the different distances may be run has been here stated, but the necessary arrangements for the arrivals and departures of the mails will, in some instances, extend that time. These arrangements resolve the periods into--say 45, 60, 75, 90, 105, 120, &c. &c. days. Thus, if the mails between Alexandria and Bombay cannot be back at Alexandria, as they really cannot be, within 30 days, the object to come up with the regular return Mediterranean mail for England is equally attained if it is back at Alexandria within 45 days; and the same principle applies equally to every other station.]

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._ (p. 078)

|------|--------|-------|--------|------|-------|--------|------|-------| | | | | | | | | | | |Number|Fixed |Provi- |Tons of |Price |Cost of| Total |Number|Number | |of |Capital | sions,|Coals |of |Coals |Expendi-| of | of | |Sta- |required|Wages |Yearly. |Coals |Yearly.| ture |Stea- |Sailing| |tions.| | &c. | |per | |Yearly. | mers |Ves- | | | |Yearly.| |Ton | | | |sels. | |------|--------|-------|--------|------|-------|--------|------|-------| | | £ | £ | | _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 | |------|--------|-------|--------|------|-------|--------|------|-------|

[Footnote 17: The same remark regarding the cost of steamers, will apply here, that has been made in the Plan proposed for the Western World.]

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 2-1/2 miles per hour throughout a general voyage; consequently, _one-fourth_ should be deducted from the quantity of coals used. This will amount to (p. 079) 31,935 tons, value 44,587_l._, less 10 per cent. allowed for wastage on the whole, is 12,770 tons, 17,795_l._, which leaves the net saving of 26,792_l._ Next, the value of coals supplied to the eastward of the Cape of Good Hope is calculated at 40_s._ per ton, as received from Europe. But coals may be supplied in all places to the eastward of the Cape of Good Hope at 30_s._ per ton, thus:--They can be purchased excellent, and in abundance, at 9_s._ 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 30_s._ per ton, a profit of 21_s._, instead of making nothing, as at present. A further deduction, therefore, of 10_s._ 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 44,650_l._, and which, together with the above balance of 26,792_l._, makes the sum of 71,442_l._ 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. (p. 080) 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, 112,000_l._, and in yearly expenditure, 39,128_l._ 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 (p. 081) 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, 30_l._ £72,000 Malta to Constantinople, 48 ditto, at 15 each, 10_l._ 7,200 Suez to Bombay, 48 ditto, at 20 each, 55_l._ 53,600 Ditto to Calcutta and Madras, &c. 48 do. at 25 each, 65_l._ 78,000 Ditto to Mauritius, 48 ditto, at 10 each, 55_l._ 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._ (p. 082)

Passengers:--Falmouth to Bombay, 48 voyages, at 20 each = 960, at 80_l._ £76,800 Ditto to Calcutta and Madras, &c. 48 ditto, at 25 each = 1200, at 90_l._ 108,800 Mauritius to Calcutta & Madras, &c. 48 ditto, at 10 each = 480, at 60_l._ 28,800 East Indies to Batavia, China, &c. 48 voyages, at 15 each = 720, at 40_l._ 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 12_l._ 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 15_l._ 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 --------

GEOGRAPHICAL OBSERVATIONS ON THE ISTHMUS OF AMERICA, (p. 083)

AND THE PRACTICABILITY OF