EAST-INDIAN DEPARTMENT.
3. Alexandria and Suez.
The distance from the former to the latter place is 170 geographical miles. This might, under prompt and proper regulations, be performed in two days. The first portion of the distance is from Alexandria to Cairo, about 100 miles by water, and the second is from Cairo to Suez across the desert, about 70 miles. What the expense of transporting mails, passengers, &c. over this distance would be, it is difficult to state, but let it be taken as an approximation at 5000l. per annum.
4. Suez to Bombay.
The mail communications by steam might readily and with great advantage be extended to this quarter of the world, and to this important portion of the British empire. Nor need the channel of communication stop at the East Indies, but proceed on until it includes within its range Batavia, China, and New South Wales. The further the line is extended, and the more its ramifications are combined and connected, the greater will the advantages, and the more ample the remuneration, be to whoever undertakes the work. The commercial and political concerns and interests connected with these vast portions of the globe, are well known to be immense, and of the first-rate importance, while no European power is so much interested in these as Great Britain. With these remarks the manner in which the communications alluded to can be effected and carried on remains to be pointed out. The route, periods, and distances from Alexandria, would be as follows, premising that the price of coals in all these Eastern stations will be considerably higher than in the stations in the Western World, as these coals may have to be carried to the different places by the circuitous navigation of the Cape of Good Hope. Still, calculating the whole to be brought from Europe, these may be obtained at the average price of 40s. per ton; while 10 per cent. additional, for all supplies and wages, may be added to the sum taken for expenditure in the stations in the western hemisphere, as required in every place to the eastward of the Cape of Good Hope. And at these rates all the subsequent estimates are formed.
| Geo. Miles. | Days | ||
| Alexandria to Suez, by Cairo | 170 | 2 | |
| Suez to Babelmandel, by Mocha | 1 | 205 | 6 |
| Stop at Mocha, coals | 2 | ||
| Babelmandel to Bombay, by Aden or Socotora | 1 | 630 | 8 |
| Stop at Bombay | 2 | ||
| Babelmandel to Bombay, by Aden or Socotora | 3 | 005 | 18 |
| ——— | —— | ||
| Totals | 6 | 010 | 38 |
| ——— | —— | ||
Three powerful steamers would perform this work, giving two mails each month—at sea 42 days each voyage = 48 monthly = 1008 yearly; coals at 25 tons daily, 25,200 tons, at 40s. 50,400l.
5. Aden or Socotora to Mauritius.
The steamer for Bombay could, without material difficulty, drop mails for the Mauritius at Socotora. To do so at Aden, on the Arabian coast, would add to the distance 500 miles, which is a material objection. From Socotora to the Mauritius is 1850 geographical miles. Two good sailing vessels (brigantine class) would be sufficient for the work of carrying the Mauritius mails between Socotora and that island. The time each way may be fairly taken at 15 days, and two days to stop at Port Louis, gives 32 days for the voyage. The cost of these vessels should be about 4000l. each, and their expenditure, say, 2000l. each, or 4000l. per annum. The time from London to the Mauritius by this route would be 48 days, and the same time to return, making the mail communication between the two places 105 days.
6. Bombay to Calcutta, by Ceylon.
One steam-boat would carry all the mails for the East Indies, &c. from Suez to Bombay; and from thence another steam-boat would proceed to Calcutta by Trincomalee, calling at Mangalore, and other places in the west coast of Hindostan, and dropping at Trincomalee the mails for all places more to the eastward. Going by Bombay, instead of going direct from Babelmandel to Ceylon, only increases the distance about 270 miles, while the vast expense of having additional and separate boats is saved. From Trincomalee, the steamer, both in going to and returning from Calcutta, could, without inconvenience or delay, call at Pondicherry and Madras. Should the time occupied by the steamers from Bombay to Calcutta by this route exceed the time occupied by the post to travel from the former to the latter by land, then in that case the European mails from Calcutta could be forwarded by land, while the passengers, parcels, &c. could go round by the steamer, the difference, in point of time, being not above a day or two at most.
The route, time, and distance from Bombay to Calcutta, would be thus:—
| Geo. Miles. | Days | ||
| Bombay to Trincomalee | 1 | 258 | 7 |
| Stop at Trincomalee | 2 | ||
| Trincomalee to Calcutta, by Madras, &c. | 1 | 010 | 5 |
| Stop at Calcutta | 2 | ||
| Calcutta to Bombay, same route | 2 | 268 | 12 |
| ——— | —— | ||
| Totals | 4 | 536 | 28 |
| ——— | —— | ||
Two powerful boats would perform this work, giving two mails each month. Each would be at sea 24 days each voyage = 48 monthly = 576 yearly: 25 tons coals daily = 14,400 tons yearly, 28,800l. Cost of boats, 48,000l.; yearly expenses, 6820l. each, 13,640l.; together with coals, 42,440l.
7 & 8. Trincomalee to Canton, by Batavia.
At Trincomalee, a steamer would take up the mails for the remainder of the Eastern World, both from Europe and from India, and proceed by Batavia to Canton. At Batavia, this boat would deposit the mails for New South Wales and Singapore; the former to be forwarded by other steamers, and the latter by a good sailing schooner, which could always accomplish her work so as to be in time for the return steamer, and for the next outward mails; the distance from Batavia to Singapore being 475 miles, thus:
Three, or even four days, out; three to stop, and four back; together 11 days. The nearest way to Canton from Trincomalee is by Nicobar and Singapore, distance, 2880 miles; whereas the distance by Batavia is 3535 miles; but then it must be remembered, that Batavia is the most important station, and 475 miles nearer New South Wales than Singapore. Hence Batavia appears to be the most eligible point of communication for the steamers.
From Trincomalee to Canton, the route and time will be thus:—
| Geo. Miles. | Days | ||
| Trincomalee to Batavia, by Straits of Sunda | 1 | 750 | 9 |
| Stop at Batavia, coals, &c. | 2 | ||
| Batavia to Canton | 1 | 830 | 9 |
| Stop at Canton 2, Batavia 2 | 4 | ||
| Canton to Trincomalee, by Batavia | 3 | 580 | 18 |
| ——— | —— | ||
| Totals | 7 | 160 | 42 |
| ——— | —— | ||
Three boats would perform this work, giving two mails each month. Each boat would be at sea 36 days each voyage = 72 monthly = 864 yearly: 25 tons coals daily, 21,600 tons yearly—43,200l. At Trincomalee, a spare boat would require to be stationed, in case of accidents, which would make four for the station; prime cost, 96,000l., and one sailing-vessel, 2,000l. The yearly charges for provisions, wages, &c. &c. will be 6820l. each, and 1000l. for the sailing-vessel is 28,280l., which, together with the expense of coals, amount to 71,480l.
9. Batavia to Sydney, New South Wales, by Swan River.
At Batavia, steamers could take up the European, the Indian, and the Chinese mails, and proceed on to Sydney, New South Wales, by Swan River and Hobart Town, &c. thus:
| Geo. Miles. | Days | ||
| Batavia to Swan River | 1 | 745 | 9 |
| Stop at ditto, coals | 2 | ||
| Swan River to Hobart Town | 1 | 770 | 9 |
| Stop at ditto | 1 | ||
| Hobart Town to Sydney | 570 | 3 | |
| Stop at Sydney, coals, &c. | 3 | ||
| Ditto at Hobart Town and Swan River, returning | 3 | ||
| Sydney, by Hobart Town, &c. to Batavia | 4 | 085 | 21 |
| ——— | —— | ||
| Totals | 8 | 170 | 51 |
| ——— | —— | ||
Three boats would perform this work, giving two mails each month; but in case of accidents, there would require to be one spare boat on the station, to be stationed either at Batavia or Sydney. The cost of the four would be 96,000l. Each boat actively employed would be at sea 42 days each voyage = 84 monthly = 1008 yearly: 25 tons coals daily is 25,200 tons yearly, at 40s., 50,400l. The yearly expenditure of each boat besides would be 6820l.; for four, 27,280l., together with coals, 77,680l.
It is unnecessary to dwell on the immense advantages which such a plan of mail communications as this would give to the commercial world in general, and to the commercial interests of the United Kingdom in particular. These would be incalculably great, both to the governments and to the people. To complete the scheme, it would be requisite to have more than one station at which boats and machinery could be repaired. These would require to be Malta, in the Mediterranean, Bombay, Trincomalee, Batavia, and Sydney, in all five places; the salaries, &c. for superintendents, rents, and rent coal depôts, could not be less than 2000l. per annum at each, or 10,000l. The expense for workmen and materials are included in the 5 per cent. allowed for tear and wear in the annual expenditure for each boat.
The yearly expenditure for the whole Plan, in all its parts, would consequently be as follows, and under the respective heads as here enumerated.
Abstract.
| No. 1. | Falmouth to Alexandria, by Lisbon, &c. |
| No. 2. | Malta to Constantinople, by Zante, &c. |
| No. 3. | Alexandria to Suez, by Cairo. |
| No. 4. | Suez to Bombay, by Mocha. |
| No. 5. | Socotora to Mauritius. |
| No. 6. | Bombay to Calcutta, by Ceylon. |
| 7 & 8. | Trincomalee to Canton, by Batavia, &c. |
| No. 9. | Batavia to Sydney, New South Wales, by Swan River, &c. |
| No. 10. | Coal depôts, and stations for repairs. |
Expenditure by Steam Power, &c.
| Number of Station. | Fixed Capital required. | Provisions, Wages, &c. Yearly. | Tons of Coals Yearly. | Price Coals per ton. | Cost of Coals Yearly. | Total Expenditure Yearly. | Number of Steamers. | Number of Sailing Vessels. |
| £ | £ | s. | £ | £ | ||||
| 1 | 72,000 | 18,600 | 20,400 | 25 | 25,600 | 44,200 | 3 | " |
| 2 | 24,000 | 6,200 | 5,000 | " | 6,250 | 12,450 | 1 | " |
| 3 | " | 5,000 | " | " | " | 5,000 | " | " |
| 4 | 72,000 | 20,460 | 25,200 | 40 | 50,400 | 70,860 | 3 | " |
| 5 | 8,000 | 4,000 | " | " | " | 4,000 | " | 2 |
| 6 | 48,000 | 13,640 | 14,400 | " | 28,800 | 42,240 | 2 | " |
| 7 & 8 | 98,000 | 28,280 | 21,600 | " | 43,200 | 71,480 | 4 | 1 |
| 9 | 96,000 | 27,280 | 25,200 | " | 50,400 | 77,680 | 4 | " |
| 10 | " | 10,000 | " | " | 10,000 | " | " | |
| ——— | ——— | ——— | ——— | ——— | ——— | ——— | ||
| 418,000 | 133,460 | 111,800 | 204,650 | 337,910 | 17 | 3 | ||
| 68,000 | 68,000 | |||||||
| ——— | ——— | ——— | ——— | ——— | ——— | ——— | ||
| 418,000 | 133,460 | 111,800 | 136,650 | 269,910 | 17 | 3 |
The return boat from Alexandria ought not to leave that place until the Eastern mails come up from Suez.
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.