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 2½ miles per hour throughout a general voyage; consequently, one-fourth should be deducted from the quantity of coals used. This will amount to 31,935 tons, value 44,587l., less 10 per cent. allowed for wastage on the whole, is 12,770 tons, 17,795l., which leaves the net saving of 26,792l. Next, the value of coals supplied to the eastward of the Cape of Good Hope is calculated at 40s. per ton, as received from Europe. But coals may be supplied in all places to the eastward of the Cape of Good Hope at 30s. per ton, thus:—They can be purchased excellent, and in abundance, at 9s. 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 30s. per ton, a profit of 21s., instead of making nothing, as at present. A further deduction, therefore, of 10s. 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 44,650l., and which, together with the above balance of 26,792l., makes the sum of 71,442l. 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. 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, 112,000l., and in yearly expenditure, 39,128l. 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 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, 30l. | £72,000 | |
| Malta to Constantinople, 48 ditto, at 15 each, 10l. | 7,200 | |
| Suez to Bombay, 48 ditto, at 20 each, 55l. | 53,600 | |
| Ditto to Calcutta and Madras, &c. 48 do. at 25 each, 65l. | 78,000 | |
| Ditto to Mauritius, 48 ditto, at 10 each, 55l. | 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.
| Passengers:—Falmouth to Bombay, 48 voyages, at 20 each = 960, at 80l. | £76,800 | |
| Ditto to Calcutta and Madras, &c. 48 ditto, at 25 each = 1200, at 90l. | 108,800 | |
| Mauritius to Calcutta & Madras, &c. 48 ditto, at 10 each = 480, at 60l. | 28,800 | |
| East Indies to Batavia, China, &c. 48 voyages, at 15 each = 720, at 40l. | 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 12l. | 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 15l. 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 | |
| ——— | ||