The Isthmus of Suez Question

by Ferdinand de Lesseps

M. Lepère proposed, it is true, the track of the secondary canal between Alexandria and the interior of Egypt; but his opinion upon the direct track by the Isthmus of Suez is expressed in these terms:—

“In this project of the Canal of Suez, we have expressly based the choice of the ancient direction by the interior of the Delta towards Alexandria, upon commercial considerations peculiar to Egypt, and upon the fact that the coast near Pelusium does not appear to allow of a permanent maritime establishment. Nevertheless, we think it right to acknowledge, that, waving these considerations, it would still be easy (although, on the contrary, it appeared difficult, and even dangerous, before the invention of locks) to open a direct communication between Suez, the Bitter Lakes, and the Ras-el-Moyeh, continued upon the eastern bank of Lake Menzaleh, as far as the sea near Pelusium.

“We think that a canal opened in this direction would have an advantage which the interior canal would not. In fact there might be constant navigation upon it, which would not be subject to the alternations of the rising and decreasing of the Nile. It would be easy to maintain a greater depth in it than in the first canal, by means of a current fed by the immense reservoir of the Bitter Lakes.... I will add, that if I did not perceive some difficulties in excavating, and maintaining at a proper depth, the channel between Suez and the roadstead, I would propose to establish a direct communication of the two Seas by the Isthmus, for the use of corvettes and even of frigates, which would become the complement of this grand and important operation.”

It will be seen then, that M. Lepère himself acknowledged, that the direct track was the most advantageous for the commerce of the world, while the interior Canal was especially advantageous to Egypt. It is evident that with the two Canals, the one direct, on a large section, the other on a small section and derived from the Nile, all interests are most abundantly satisfied.

We will finish these observations by quoting the opinion of two distinguished staff-officers, MM. Galinier and Ferret, who have surveyed and well investigated the Red Sea. They have given a clear, rapid, and judicious analysis of the question.

“It is not in the accomplishment of this project (the interior canal), that the real junction of the two Seas consists. This problem will not be resolved, until the Isthmus shall present a practicable opening, by which all ships may pass without unloading. In order to this, it must be operated upon directly from Pelusium to Suez; on this line the desert is narrower than anywhere else. It is also in this direction, that the great depression of which we have spoken extends, and at the bottom of which the grand basin of the Bitter Lakes is situated. Everything therefore points out this spot in the strip of land for the construction of a canal. Everything, with one single exception, which is, that there is not, they say, any port at the extremity of this line of navigation; that of Suez is partly filled up with sand, and upon the Mediterranean, not a harbour, not a single roadstead, which now affords any safety. Yet more, some travellers have stated, that if it were required to form a port, it would be necessary to contend against masses of sand, which, continually shifted from west to east by a tolerably rapid current, seem to oppose any maritime establishment upon that coast. In fact it is, they say, for this reason that Alexander laid much farther to the west the foundations of the town which bears his name, and which he wished to become the emporium of the world. But is the objection very serious at the present time? can the obstacle, which occasions this anxiety, resist the constructive means which are at the disposal of our engineers? We think not. To create a port without the assistance of nature; to put a restraint upon the sea; to reduce it to subjection; to impose upon it an artificial roadstead; and to maintain that roadstead, in spite of the natural causes operating to destroy it: is a problem which has ceased to terrify modern art.

“Let us take the port of Pelusium,—see how easily the difficulty would be removed! Suppose the Bitter Lakes to be filled with the waters of the Arabian Gulf; by the action of the tides alone, more than 700,000,000 cubic metres of water might be turned to account, the velocity of which would constantly scour the channel, and prevent the accumulation of sand at its mouth.

“After all that has been done by printing, the mariner’s compass, steam,—the nineteenth century, by the realization of this vast undertaking, would again change the face of the globe. But, not to carry our views and our anticipations so far, in a zone nearer at hand, Arabia and Abyssinia, the vast country of the Gallas, the deserts of the western coast of the Red Sea, with their roving populations, attached by powerful ties to the vast circle of traffic which our continent unceasingly creates and feeds—will enter into the pale of the European world. Navigation and industry charged with the supply of immense countries destitute of everything, will take a more extensive range. In the wake of commerce, enlightenment and civilization will penetrate, by degrees, that dreary night which envelopes the Mussulman world.”

The advantage of the new track being thus sufficiently proved from a general point of view, we shall now enter into the details of the scheme with regard to its execution. We will begin with the levelling of the line from Pelusium to Suez. These levels were taken by some engineers attached to the French expedition, and the difference between the level of high water at Suez, and of low water at Tineh, was found to be 9 met., 90, in favour of the Red Sea. Although this result has been explained by geological and historical considerations, the fact appeared so extraordinary that several travellers came to the spot to verify it. Some English officers amongst others, operating first with the barometer, and afterwards with the boiling water process, were not able to discover any perceptible difference between the levels of the two Seas. These investigations, published in a pamphlet which has come before us, and which were known to the learned world, had occasioned much uncertainty, when, in 1847, a society established for the investigation of the Isthmus of Suez, and at the head of which were MM. Négrelli, Robert Stephenson and Talabot, caused a complete survey to be made by French engineers, under the direction of M. Bourdaloue, well known for his improved methods of levelling, and his numerous labours in that particular branch. These able and experienced surveyors, provided with good instruments, and accompanied by a numerous staff, were formed into several divisions, which operated separately, and thus were able to obtain divers verifications.