Part 17

"Of myself, I trust I may be excused when I say, that the highest object of my ambition has ever been an extensive usefulness; and my line of life--my turn of mind--my disposition, long ago impelled me to give all my leisure, and all my opportunities of observation, to the introduction of steam-vessels, and permanently establishing them as the means of communication between India and England including all the colonies on the route. The vast importance of three months' earlier information to his Majesty's government, and to the Honourable Company,--whether relative to a war or a peace--to abundant or to short crops--to the sickness or convalescence of a colony or district, and oftentimes even of an individual; the advantages to the merchant, by enabling him to regulate his supplies and orders according to circumstances and demands; the anxieties of the thousands of my countrymen in India for accounts, and further accounts, of their parents, children, and friends at home; the corresponding anxieties of those relatives and friends in this country;--in a word, the speediest possible transit of letters to the tens of thousands who at all times in solicitude await them, was, to my mind, a service of the greatest general importance; and it shall not be my fault if I do not, and for ever establish it."

The scheme which he thus resolutely and enthusiastically declared his adoption of, he lived to carry out, but at the cost of years of weary advocacy, agitation for help, desperate attempts on his own account, or in conjunction with a few enterprising associates, in the teeth of constant discouragement, official indifference, jealousy, and disguised hostility. The East India Company told him there was no need of steam navigation to the East at all, ordered him to mind his own business and return to field service, circulated reports of his insanity through their agents in Egypt when Waghorn went there to enlist the Pasha in his cause. The overland route, however, was no theory, but an undoubted fact. Waghorn never for a moment relaxed his grasp of it, or doubted its value; and in the end, after unheard of difficulties, disappointments, and opposition, into the long, painful story of which we need not enter, succeeded in establishing the overland route. When he left Egypt in 1841, he had provided English carriages, vans, and horses, for the conveyance of passengers across the desert, placed small steamers on the Nile and Alexandrian Canal, and built the eight halting-places on the desert between Cairo and Suez. He also set up the three hotels in the same quarter "in which every comfort, and even some luxuries, were provided and stored for the passing traveller,--among which should be mentioned iron tanks with good water, ranged in cellars beneath;--and all this in a region which was previously a waste of arid sands and scorching gravel, beset with wandering robbers and their camels. These wandering robbers he converted into faithful guides, as they are now found to be by every traveller; and even ladies with their infants are enabled to cross and re-cross the desert with as much security as if they were in Europe."

In acknowledgment of his services, Mr. Waghorn received the rank of lieutenant in the Royal Navy, a grant of L1500, and an annuity of L200 a-year from Government, and another annuity of L200 from the East India Company; but he did not live long to enjoy his well-earned rewards. The care, and anxiety, and fatigue he had undergone had shattered his constitution. Through some misunderstanding or mismanagement on the part of the East India Company, rivals were allowed to step in and carry off the chief profits of the overland system, and his last years were embittered by various disputes with the authorities. He died in the end of 1849, by years only in the prime of life; but old, and worn by his labours before his time. Such was the career of the "pioneer of the Overland Route."

But in connection with England's route to India, the name of Monsieur de Lesseps must never be forgotten, nor the great enterprise which, at so much cost, and in spite of so many obstacles, he successfully carried out--the Suez Canal. When he first projected it he met with most of the obstacles which are thrown in the way of great inventions. England, jealous of a scheme which seemed likely to throw into the hands of a foreign power the nearest route to her beloved India, stood sullenly aloof, and refused to contribute moral or pecuniary support; while some of the most eminent English and foreign engineers openly declared that it could never be carried out. M. de Lesseps, however, was one of those men who, when they have seized a great idea, can never be thrown off it. It had taken full possession of his imagination, judgment, and intellect! he felt that it _could_, and he determined that it _should_ be realized. He conquered every difficulty: he raised funds; he secured the support of his own government; and in 1856 he obtained from the Pasha of Egypt the exclusive privilege of constructing a ship-canal from Tyneh, near the ruins of the ancient Pelusium, to Suez.

M. de Lesseps determined that his canal should be cut in a straight line, with an average width of 330 feet, and at an uniform depth of 20 feet under low-water mark, while at each end was to be constructed a sluice-lock, 330 feet long by 70 wide. Further, at each end he proposed to execute a magnificent harbour; that at the Mediterranean end was to be extended five miles into the sea, so as to obtain a permanent depth of water for a ship drawing twenty-three feet, on account of the enormous quantity of mud annually silted up by the Nile; that at the Red Sea end was to be three miles long.

In 1865 the great canal was begun. The Mediterranean entrance is at Port Said, about the middle of the narrow neck of land between Lake Menzaleh and the sea, in the eastern part of the Delta. Thence it is carried for about twenty miles across Menzaleh Lake, being 112 yards wide at the surface, 26 yards at the bottom, and 26 feet deep. On each side an artificial bank rises some 15 feet high. The distance thence to Abu Ballah Lake is 11 miles, through ground which varies from 15 to 30 feet above the level of the sea. This lake being traversed, there is land again--a troublesome and shifty soil--to Timsah Lake, the canal being cut at a depth below the sea-level of 50 to 100 feet. On the shore of Timsah Lake has risen a new and busy town, the central point of the canal, and named Ismailia, in honour of the present Pasha of Egypt.

A space of eight miles intervenes between the Timsah Lake and the Bitter Lakes, and in this space the cuttings are very deep and difficult. The soil being almost purely sand, the constant labour of powerful dredging machines is constantly required, to prevent the channel from filling up. The deepest cutting occurs at El Guisr, or Girsch, and is no less than 85 feet below the surface: at the water-level it is 112 yards wide, at the summit-level 173 yards. In traversing the Bitter Lakes the course of the canal is marked by embankments. From the southern end of these lakes to Suez, a distance of about thirteen miles, the cuttings are heavy and deep.

After many discouraging failures, M. de Lesseps' great work was completed last year, and the formal opening of the canal took place in the presence of the Prince and Princess of Wales, and a goodly number of princes, potentates, and distinguished personages. It is now open to navigation from end to end, and ships of considerable tonnage have successfully accomplished the passage. Whether the canal is a _commercial_ success may still be doubted. The cost of further deepening and enlarging it, and of maintaining its banks and harbours, amounts to a sum which, as yet, the traffic charges are not at all likely to defray. But, in an engineering sense, the Suez Canal is one of the wonders of this wonderful nineteenth century.

FOOTNOTES:

[E] August 17, 1850.

* * * * *

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