The second floor is the treasure house for the more varied remains. One may see the mummies of the priests of Ammon, funerary furniture, dolls and other toys, alabaster vases, domestic furniture, funerary barks, terra-cottas of the Græco-Roman period, statues of the gods, amulets and "answerers" and, most imposing of all perhaps, the royal mummies.
In one of the rooms is an example of the finest surviving Egyptian painting: a picture of geese feeding. This, like other paintings of ancient Egypt, was found in an old tomb.
The Galerie des Bijoux is also on this upper floor. Some of its wonderful treasures rival the workmanship of Tiffany; others are even more perfect. The stones most frequently used were lapis lazuli, carnelian, jasper and garnets. The favorite ornaments were rings, collars, chains, amulets and bracelets.
One might spend months in this museum and fail to exhaust its marvels. Few can do this, and for those whose visit to Cairo must be brief, it is better to see only a little and see it well than to attempt to hurriedly pass through all the rooms. The British Museum, the Louvre and the Metropolitan Museum in New York all have departments of Egyptian antiquities.
Since the work of excavation and discovery still goes on, it may reasonably be expected that further light will be thrown upon the past by the labor of the next few years. For this reason only recent publications regarding the Nile dwellers have any great value.
The Suez Canal.
The Suez Canal has been the cause of Egypt's late international importance. It exemplifies several striking paradoxes. Opposed bitterly by England at first, it is now largely under her control; made possible by the heavy investments of the viceroy of Egypt, this country has no shipping today to profit by the canal nor does it receive any benefit whatever because of it. On the contrary, it has been the real cause of Egypt's loss of independence. Before the building of the canal began Egypt had no debt; while the viceroy acknowledged the suzerainty of the Sultan of Turkey, in a large measure he was free to conduct all internal affairs, and hoped in time to gain full sovereignty. The enormous amounts supplied by Viceroy Saïd for the canal with the idle hope of dazzling the eyes of Europe were the first of a long series of extravagances which so burdened his country with debt that progress finally ceased and activities became paralyzed. To protect their subjects, who had loaned money at a rate of interest prohibited in their own lands, European countries stepped in and assumed control of Egyptian finances. Today it is impossible to foresee how Egypt can regain the independence she has lost.
In ancient times canals provided Egyptians access to the Red Sea. When the expedition was made to Punt during the early years of the New Empire, it is probable that ships built at Thebes were dispatched directly to the sea by means of some constructed water way. Again, we know that a canal was built two or three hundred years before the Christian Era and that Cleopatra tried to save the remnant of her fleet after the battle of Actium by means of it; but owing to its impaired condition and the low water at that season, her attempt failed.
When Egypt became a Roman province a water way connecting the Red and Mediterranean seas was projected but not constructed. Napoleon was quick to see its opportunities during his Egyptian campaign and set his engineers to work upon the plan, which was abandoned upon his withdrawal from Africa. The idea prevailed that the two seas were of different levels. In 1847 England, France and Austria sent out a commission to ascertain the facts, and their surveys proved that the levels were the same. However, nothing was done and the matter was forgotten save by a French engineer by the name of De Lesseps, who continued to brood over the undertaking. In 1856, having unusual opportunities to cultivate the acquaintance of Viceroy Saïd, De Lesseps obtained from him a concession for the construction of a canal to join the Red Sea and the Mediterranean, it being distinctly stated that this should cost Egypt nothing, that fifteen per cent of the profits should fall to her share, and that in ninety-nine years, upon payment of the actual improvements made by the canal company along the banks, the canal should revert to Egypt. To prevent the importation of vast hordes of laborers, Saïd agreed to supply peasant labor at a nominal price, De Lesseps and his associates to provide them with adequate food and care; likewise to bring fresh water to the scene of action for their use. The concession was made conditional to the approval of the Sultan of Turkey, suzerain of Egypt, whose consent was to be obtained by De Lesseps without mediation of the viceroy.
When it came to procuring capital sufficient to promote the enterprise, De Lesseps found it far more difficult than he had imagined. England had completed a railroad from Alexandria to Suez in 1858 and vigorously opposed the canal project; private funds might have been forthcoming from Englishmen but for the fact that the government disapproved so heartily; French capital was needed largely at home. The canal company issued 400,000 shares, which for some time went begging. De Lesseps finally persuaded Saïd to take 177,662 shares, which marked the beginning of Egypt's enslavement and at the same time the beginning of De Lesseps' success. Stock was readily sold now, and in 1859 the digging began.