Part 12
It is to be considered also, that as the beds of the Bitter Lakes and of the Lake Timsah, would form two very extensive basins in the course of the Canal, nearly half-way between the Mediterranean and the Red Sea, these would become halting places or inland ports, and here steam tugs would no doubt, among other accessories, be found, should the Canal ever become a general channel of intercourse.
_From_ the Red Sea _to_ the Mediterranean the vessel would, of course, be carried along by the stream.
GENERAL OBSERVATIONS AS TO THE POLITICAL, COMMERCIAL, AND MORAL BENEFITS WHICH WOULD BE DERIVED FROM THE ACCOMPLISHMENT OF THE UNDERTAKING.
In a political point of view, the facilities which the Canal passage, combined with steam navigation, would afford to Great Britain, as regards the government of her Indian empire and dependencies, are almost incalculable.
From Malta troops could be placed in Bombay in _three weeks_; in Ceylon and Madras in four weeks; and in Calcutta in five weeks. And by means of the frequent intermediate coast communication in India, which the extended and comprehensive plan of steam navigation anticipated to result from the opening of the Canal passage would afford, troops and stores could be rapidly moved from one station to another.
Let any military man compare this with the present mode of effecting similar operations. The long sea voyage by the Cape of Good Hope, of four or five months, in a sailing vessel;—the men worn out, and requiring almost as many months more after debarkation, to recruit their health and strength, so as to be fit for active duty;—the length of time, and great fatigue, in moving between distant military stations;—and I think he will admit, that India might, with the facility alluded to, be efficiently governed with one-half the number of European troop which is now required. The facility for despatching ships of war, and stores of all kinds, to or from India, &c., need only be glanced at to be at once appreciated. The stability of British power in India would be thus increased, while the cost of maintaining it would be considerably diminished.
To estimate the importance of the proposed communication in a commercial point of view, it is necessary to take into consideration the extent of the field of operations for commerce, which the vast and populous regions of the East present. India contains 100,000,000 of subjects of the British Crown, and there are 50,000,000 of adjacent tributaries and allies; in all, 150,000,000 in the Peninsula of Hindostan, exclusive of the island of Ceylon. Little has as yet been done to stimulate the people to improve their resources and ameliorate their condition and habits; but of late years more attention has been directed to these objects, and the trade with British India has been rapidly on the increase.
China contains, it is estimated, not less than 350,000,000 of inhabitants, said to be inclined to industry, and to be peculiarly addicted to traffic. A timid and jealous system of government has for ages hermetically sealed, as it were, this vast country and population from intercourse with the rest of the world. British valour has now removed the barrier, and opened this almost new world to European commerce.
Let us suppose that the people of India and China should, from improved intercourse, require to the extent of one shilling _per annum_, for each individual, in value of British manufacture or produce. Even this seemingly insignificant amount would produce an annual increase of 25,000,000 in our exports. The opening of the Canal route would tend greatly to facilitate our intercourse with the 500,000,000 of people who inhabit India and China, and hence its commercial importance must be sufficiently obvious.
The application of steam power to the purposes of navigation, is doubtless one of those mechanical discoveries destined to effect a great moral revolution in the human mind throughout the world. The printing press has contributed, in an immense degree, to the progress of civilization, by furnishing a means for the spread of thought. But it seems scarcely to admit of a question, that the power of steam, applied to navigation, will exercise a more extensive, a more rapid, and a more efficacious influence in accelerating the civilization of the world than even the printing press.
Five hundred millions of human beings inhabiting Hindostan and China remain to this day enslaved by debasing superstitions, and sunk in mental darkness and delusion. What a field is here opening to the Christian philanthropist! To aid in the removal of ignorance and superstition by the diffusion of useful knowledge, and an enlightened religion; to plant industry and the arts where indolence and barbarism have hitherto prevailed, are noble efforts, tending no less to elevate those who engage in them, than the object of their exertions. The opening of the proposed communication would obviously subserve the promotion of such objects, and therefore can scarcely fail to excite an interest in the mind of every sincere well-wisher to his fellow creatures.
The preceding statement and observations will, I trust, be sufficient to show that the object of which they treat is, at least, of sufficient importance to warrant an effort being made to ascertain, in the manner suggested, whether it be practicable or not, and if found practicable, whether, and in what manner, the Pacha of Egypt would be disposed to concur or co-operate in it. If the information and suggestions therein given should lead to such a result, the chief object of their publication will be attained.
APPENDIX.
No. VIII.
OPINION OF CAPTAIN JAMES VETCH, R.E.
OPINION OF CAPTAIN JAMES VETCH, R.E.[7]
A good deal is alleged by those trading from Britain to the East Indies against the policy of any part of the British nation lending patronage to such an undertaking, which, it is presumed, would benefit the countries bordering the Mediterranean more than our own; though, if the canal in question would be the means of most materially shortening the distance between the two most important portions of the British Empire, little doubt can be entertained of the benefit conferred on the extensive commerce of the two countries, even though some other nations would receive a greater proportional advantage in the accomplishment of the measure; and though the commerce of other nations might increase in a greater ratio than the British, still all would participate in facilities to be obtained; and in the case of war arising, it is but too obvious, that the power possessing a naval superiority has the means of closing such a channel of commerce to its enemies, by stationing cruisers at each extremity. So much may be urged with a view of removing the prejudice of British interests against the measure; but it will readily be believed, that if the British fail to patronize the undertaking, other nations and powers will do so shortly: and it is therefore manifest, if British subjects were chiefly concerned in advancing the capital, and in executing and managing this great work, it would be vastly more for the benefit of Britain, than if any other nation or Government lent their resources. But undertake it who may, it is most probable, that both the funds and the energies of execution will come from this country; and it is too probable, that if the measure is executed by any other parties than British, the work will be upon a cheaper and less effective plan of navigation, permitting only small craft to navigate, unfit for British commerce in the East, though sufficient for the small traders in the Mediterranean, who would consequently, in such a case, reap the entire benefit. I am decidedly of opinion, that British capital and British energy would alone execute the work in a truly useful and permanent style. But the measure is daily becoming so much more obvious as one of practical facility, that it cannot long be postponed in some shape or another.
The conclusions may now be recapitulated in general terms:—
1st. That a ship canal between the two Seas, which contemplates an extended commerce between the countries of Europe and the Indian Ocean, should be free from the effects of all fluctuating causes, arising from inundations or floods, &c.
2nd. That it should be a measure irrespective of the commerce of Egypt and the Nile, or rather that it could not combine these objects in the same measure, with any good results; though it would be the means of greatly improving the commerce of Egypt by accessory measures.
3rd. That the mean fall from the level of the Red Sea to that of the Mediterranean (say thirty feet) is sufficient to keep the artificial channel clean, if the fall be properly economised; and also that it would be able to preserve its mouth in the Bay of Pelusium in a navigable state at all seasons.
4th. That a navigation of still water with locks could not be long maintained with advantage, under all the circumstances of the case.
5th. That a broad and deep stream like that of the Dardanelles could not be produced by natural operations, assisted slightly by art; but that the attempt would be pregnant with mischief in some quarters, and result in disappointment.
6th. That a direct and perfectly controllable channel, of a uniform size and shape and incline, would be the safest and most appropriate undertaking of which the circumstances permit, and under the imperfect information we possess.
It must, however, be confessed, that no definitive opinion can be given, or very satisfactory estimates assumed, until a new and detailed survey, having the express objects in view, is completed, comprehending the necessary levellings and borings and maritime surveys of the ports at the termini of the Canal.
With respect to the land survey, were all the necessary persons and means duly prepared to commence operations in the beginning of October, it is probable the investigation might be completed in the beginning of the following May, and a true solution given to this great geographical, commercial, and engineering question.
As mankind multiply and make progress in arts and civilization, new wants arise, and the ingenuity and industry of man is taxed to discover new sources of wealth, maintenance, and occupation: and we find, under the dispensations of an all-wise Providence, that at suitable seasons resources are unveiled which have been long provided but concealed until the fit occasion presents itself. Amongst the numerous administrations of the same wise and merciful design, it is not unreasonable to believe that the completion of navigable channels across the Isthmuses of Suez and Darien are enterprises amongst the events designed to minister to the growing wants and improvement of the human race.
* * * * *
In the preceding pages an endeavour has been made to show the superiority of a direct communication between the two Seas (which would provide for the speedy passage of large ships at all seasons), over a communication partly through the medium of the Nile, which would be interrupted in the dry season, and prove tedious at all times; and it now remains to say a few words on the comparative value of railways.
Railways, under present circumstances, would expedite the transmission of passengers by the steam ships across the Desert, and might be useful in the transmission of light and valuable goods between the Nile and the Red Sea; but it must be greatly doubted if a sufficient traffic could thereby arise to pay the construction and maintenance of eighty miles of railway between Cairo and Suez. On the other hand, were it contemplated to construct a railway between the bay of Tineh and Suez, the cost, including the improvement of the harbours at either terminus, would nearly equal the expense of the proposed Canal; but the _means_ of keeping the terminal harbours deep and clean would be foregone from want of means of scourage; and to the expense of the railway would have to be added the expense of unloading and reloading the cargoes of each shipment; so that it is manifest that a railway direct between the two Seas could stand no competition with the proposed Canal, which, besides its value as a commercial channel, would facilitate the steam navigation with India in the highest degree, by permitting the steamers to make a continuous voyage; and by permitting supplies of coals being sent direct to Suez and Aden, &c., the detention of steamers at Suez and Alexandria would be avoided, four or five days would be gained in the transmission of passengers and mails, and the expenditure in the price of coals would be much reduced.
The Author again acknowledges his obligations to the able statements of Mr. Maclaren’s paper of 1825, connected with this subject, and now quotes that author’s opinions and those of the writer in the Foreign Quarterly Review of 1836, as to the feasibility of the proposed measure:—
“Yet it is certain that the project must not only have been practicable but easy, since it was accomplished in early times by men who were unprovided with many of those resources which modern art supplies. In fact, when the ground is explored the supposed difficulties vanish, and we discover that Nature has furnished such singular and unexpected facilities for establishing a water communication between the two Seas, that she has left little for man to do to complete her work.”—MACLAREN, _Jamieson’s Journal_, 1825, p. 274.
“Were European civilization and a regular Government permanently re-established in Egypt, the undertaking would be found not only practicable but easy; so great, in fact, are the facilities which the ground presents, that though the Canal (taking the magnitude of its section into account) would certainly be the largest that exists, the expense would be considerably less than that of some small works of the same kind executed in the west of Europe.”—_Ibid._ p. 290.
“There is little doubt that if the French had remained in Egypt, and especially with Napoleon at the head of the Government, they would have carried their project (of canals) into effect. The expense, compared with the magnificent result, is so trifling, that the wonder is that it has not been carried into effect before now, either by a company having the support of Mahommed Pacha, or by the Pacha on his own account.”—_Foreign Quarterly Review_, 1836, p. 362.
“A glance at the map which accompanies the Topographical Survey of the French engineers is quite sufficient to demonstrate with what facility and at what moderate expense a ship’s canal might be constructed from the Red Sea to the Mediterranean.”—_Ibid._ p. 368.
APPENDIX.
No. IX.
ARTICLE FROM THE MONITEUR.
FROM THE MONITEUR,
(THE OFFICIAL PAPER OF FRANCE,)
6th July, 1855.
THE CUTTING OF THE ISTHMUS OF SUEZ.
This undertaking, one of the grandest and most useful of the age, has for some time attracted a considerable share of public attention. There is but one opinion as to its immense results, but the question of the track has been a subject of discussion, which, in the absence of authentic documents and an exact knowledge of the localities, may mislead public opinion.
Two tracks have been proposed: one _direct_, which is to unite the two Seas by a Canal in a straight line from Suez to Pelusium; the other _indirect_, which, starting from Suez, joins the Nile below Cairo, and terminates at the port of Alexandria.
In the eyes of all who are acquainted with Egypt the direct track alone appears practicable, the indirect track however has recently found its advocates in some European journals; the following particulars, collected on the spot, will enlighten public opinion upon this point.
In the first place there is a difference of length between the two tracks, which is not unimportant. The direct track being the shortest, would certainly not, of itself, be sufficient to give it the preference, especially if the other were both most economical and most advantageous; but it appears that besides having the advantage of being much shorter, the direct track also has the recommendations of being more economical, more advantageous, and more easy of execution.
1st. The indirect Canal has to cross the Nile, and this condition is almost impossible to be carried out. The crossings of rivers are attended, as is well known, with difficulties, even when there is only a draught of water of 2 to 3 _met._: what would they be for a Canal which is to be 8 _met._ deep? And even one of the most decided partisans of the indirect track has not hesitated to declare frankly, considering this immense obstacle, which alarms but does not discourage him: “that the maintenance of such a depth presents difficulties which have never been surmounted nor even attempted.” It is true that at first the help of the barrage was reckoned upon in risking the crossing of the river; but this barrage can only serve at the low waters during four or five months of the year, at the time when the lands are irrigated to prepare for the summer crops; the reserved waters of the Nile will never, even at their _maximum_, be more than 4 to 4½ _met._, which is very far from 8 _met._ Above the barrage, at the point where the ships are to cross, the breadth is 2000 _met._ and if a transverse channel were dug there, how could it be prevented from filling with alluvium and mud? During the increase of the waters, how could a current of five miles an hour, be crossed by sailing vessels against the wind blowing from the east and south?
Against this formidable obstacle to the crossing which cannot be avoided, an expedient not less surprising, and still more impracticable, has been devised; the barrage is set aside, the employment of it being too hazardous, and the Nile is to be crossed by a bridge Canal. But can we form an idea of a Canal 8 _met._ deep crossing a river like the Nile above the barrage? According to the very calculations of those who propose such schemes, there would be required 1,213,147 _met. cub._ of water _per diem_ to supply the upper basin, and as this enormous quantity of water would have to be raised thirty _metres_ above the level of the two Seas; the engines required for this purpose must represent 5620 horse power by calculation, corresponding to 6000 horse power in those to be provided; not to speak of the obstacles that such a colossal work would oppose to the ordinary navigation, it would be an expense upon that point only of 50 to 60,000,000 _francs_. And the bridge Canal after all these sacrifices, would not be more firm or more durable than any construction of that kind. And moreover for this super elevation of level there would be required ten locks in addition to the fourteen already on the line.
2nd. The indirect Canal will be detrimental to the Canal works, so necessary to Lower Egypt, and will partly interfere with that admirable hydraulic system, which is at once the pride and the fertilization of the country. It will be in vain to make circuits to avoid the branchings of the network; as the termination is to be at the port of Alexandria, it will be absolutely necessary to pass between the Mahmoudieh Canal and Lake Mareotis; and then the flow of all the waters into the Lake which is destined to receive them will be prevented. Passing through the Lake, as the railway does, seas of mire will be met with, so much dreaded on the Pelusiac coast. It has already been necessary to raise again and again the embankment of the railway which was disappearing in the Lake, and for three years it has been necessary to labour unceasingly at the repairs which are continually required; what will it be when a dyke must be constructed at least 6000 _metres_ in length, to heights of 7 to 8 _metres_, without knowing where to procure the necessary earth for these embankments?
3rd. The indirect Canal cannot terminate in the port of Alexandria without causing still greater confusion there than it causes in the Canal works. In the first place the port of Alexandria is not _immutable_, as has been supposed. It has not escaped the action of the ground swell, which has choked it with sand to a good third of its extent. The part of the port which has been selected is frequently agitated by the north-west winds, and the surf is then so violent in rough weather, that even small craft dare not approach it. The rock is found there at a small depth below the sea, and as it would be necessary to extend the dykes of the Canal to 250 _metres_ into the harbour, to obtain a draught of water of 7 _met._, 50 to 8 _met._, the rock would have to be excavated under the water. Add to this that in this direction all the grand magazines and all the Government works would be encountered; there is not the least free space between the railway and the Mahmoudieh canal. But let us suppose all these difficulties overcome, there are others which the Canal raises, and which it multiplies the more it is employed. The port of Alexandria, the only military port of Egypt, is then besieged by hundreds of merchant vessels, and by the sailors of the whole of Europe. Let there be a contrary wind ever so slight, or some requisite repairs to the locks, and that the movement is arrested, just fancy the impediment, without taking into account the political dangers of such an accumulation. Moreover it is not only at Alexandria that this intolerable inconvenience would arise; it might happen, in consequence of accidents easily to be foreseen but impossible to be prevented, that Egypt should see all on a sudden 8 to 10,000 foreign sailors stationed on a point of her territory, because the forty vessels at least which traverse it every day have been forcibly detained at some part of the passage during twenty or five and twenty days consecutively.
To these conclusive reasons, it would not be difficult to add others; but these must be sufficient to warn unbiassed minds against the indirect passage.
The inconveniences, or rather the impossibilities of the indirect track, become more striking when compared with the conditions of the direct track and its incontestable advantages.
1st. To begin with, the direct track is only about one third the length of the other. That would be 400 _kilometres_ long, and the direct track is only 155, which would be reduced to 120, as will be seen. Near about the middle of the Isthmus, the Bitter Lakes are met with, which give 18 _kilometres_ of navigation ready made, and not requiring a single turn of the shovel, as the Viceroy’s engineers say, and 18 _kilometres_ in addition are three parts excavated by nature itself; 120 _kilometres_ therefore remain, that is to say, 30 leagues at the most.
2nd. The direct track is the easiest. There are only two salient points in the entire Isthmus that it is necessary to traverse by partly turning them; one, the Serapeum, which, according to the levels checked in 1853, is 16 _met._, 5950 high; and the other El Guisr, which is 11 _met._, 6300. With the depth of the Canal, this would make a cutting of 20 or at most 24 _metres_ at some points. There is certainly nothing in such a work to terrify our engineers.