Part 9

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.