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
--------