A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World

J >> James MacQueen >> A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World

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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 5000_l._ per annum.

4. _Suez to Bombay._ (p. 067)

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 40_s._ 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 1205 6
Stop at Mocha, coals 2
Babelmandel to Bombay, by Aden or Socotora 1630 8
Stop at Bombay 2
Bombay to Alexandria, same route 3005 18
---- --
Totals 6010 38
---- --

Three powerful steamers would perform this work, giving two mails (p. 068)
each month--at sea 42 days each voyage = 48 monthly = 1008 yearly;
coals at 25 tons daily, 25,200 tons, at 40_s._ 50,400_l._

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 4000_l._ each, and their expenditure, say, 2000_l._
each, or 4000_l._ 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, (p. 069)
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 1258 7
Stop at Trincomalee 2
Trincomalee to Calcutta, by Madras, &c. 1010 5
Stop at Calcutta 2
Calcutta to Bombay, same route 2268 12
---- --
Totals 4536 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, 28,800_l._ Cost of
boats, 48,000_l._; yearly expenses, 6820_l._ each, 13,640_l._;
together with coals, 42,440_l._

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 (p. 070)
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 1750 9
Stop at Batavia, coals, &c. 2
Batavia to Canton 1830 9
Stop at Canton 2, Batavia 2 4
Canton to Trincomalee, by Batavia 3580 18
---- --
Totals 7160 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--43,200_l._ At Trincomalee, a
spare boat would require to be stationed, in case of accidents, which
would make four for the station; prime cost, 96,000_l._, and one
sailing-vessel, 2,000_l._ The yearly charges for provisions, wages,
&c. &c. will be 6820_l._ each, and 1000_l._ for the sailing-vessel is
28,280_l._, which, together with the expense of coals, amount to
71,480_l._

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 1745 9
Stop at ditto, coals 2
Swan River to Hobart Town 1770 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 4085 21
---- --
Totals 8170 51
---- --

Three boats would perform this work, giving two mails each month; (p. 071)
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 96,000_l._ 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 40_s._, 50,400_l._ The yearly expenditure of
each boat besides would be 6820_l._; for four, 27,280_l._, together
with coals, 77,680_l._

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 depots, could
not be less than 2000_l._ per annum at each, or 10,000_l._ 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.
2. Malta to Constantinople, by Zante, &c.
3. Alexandria to Suez, by Cairo.
4. Suez to Bombay, by Mocha.
5. Socotora to Mauritius.
6. Bombay to Calcutta, by Ceylon.
7 & 8. Trincomalee to Canton, by Batavia, &c.
9. Batavia to Sydney, New South Wales, by Swan River, &c.
10. Coal depots, and stations for repairs.

_Expenditure by Steam Power, &c._ (p. 072)

--------+-------+-------+-------+-------+-------+--------+------+-------
| |Provi- | | | | | |Number
Number | Fixed | sions |Tons of| Price |Cost of| Total |Number| of
of |Capital|Wages, | Coals | Coals | Coals |Expendi-| of |Sailing
Station.| re- | &c. |Yearly.| per |Yearly.| ture |Steam-| Ves-
|quired.|Yearly.| | ton. | | Yearly.| ers. | sels.
--------+-------+-------+-------+-------+-------+--------+------+-------
| L | L | | s. | L | L | |
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.

II.

ANOTHER PLAN, BY WAY OF THE CAPE OF GOOD HOPE.

The above Plan is attended with considerable risk, inasmuch as
convulsions in Egypt, and on the shores of the Red Sea about Suez and
Mocha, and war in the Mediterranean, might cut off altogether (p. 073)
the communications with the whole Eastern World, according to the
route which has been laid down. To prevent such a result is an object
of great importance, providing it can be effected without a serious
sacrifice as to time, or expenditure of money. To have such vitally
important communications as free from being disturbed by the march of
war as possible, is not only desirable, but indispensable, on the part
of Great Britain. This may be effected by going out by the Cape of
Good Hope.

Adopting this route would connect all the Eastern transmarine
possessions of Great Britain in one chain, with scarcely a link in the
line of communication being dependent upon foreigners, except one or
two, which the naval power of Great Britain could always command and
control in case of emergency. The course here alluded to would
lengthen the course of post to Bombay and Calcutta, &c. to a
considerable extent; but in every part of the proposed new line, coals
could always be procured more cheap and readily than in any quarter
near the Red Sea. The following details, however, will place the time
and expense in a clear point of view, and enable any one to contrast
at a glance the two routes, and the difference which in time and
expenditure will exist and remain between them.

1. _Falmouth to Cape Verde._

The steam-boat with all the Indian mails would go from Falmouth by
Madeira to Cape Verde, thus:--

Geo. Miles. Days.
Falmouth to Madeira 1170 6
Stop at Madeira, coals 1
Madeira to Cape Verde 1130 6
Stop at Cape Verde, coals 2
Cape Verde to Falmouth 2300 12
Stop at Madeira, returning, coals 1
---- --
Totals 4600 28
---- --

Two steam-boats, actively employed, would perform this work, (p. 074)
giving two mails each month. Each boat would be at sea 24 days each
voyage = 48 monthly = 576 yearly:--coals, at 25 tons daily = 14,400
tons yearly, at 20_s._ 14,400_l._

2. _Cape Verde to the Cape of Good Hope._

The route and time from Cape Verde to the Cape of Good Hope will be--

Geo. Miles. Days.
Cape Verde to Ascension 1530 8
Ascension to St. Helena 655 3
St. Helena to Cape of Good Hope 1720 9
Stop at Ascension and St. Helena twice 4
Cape of Good Hope to Cape Verde 3905 20
---- --
7810 44
---- --

Three boats, actively employed, would perform this work, giving two
mails each month; but in case of accidents, it would be advisable to
have one spare boat at St. Helena, or Cape Verde, making four at this
station, or six in all between Falmouth and the Cape of Good Hope. The
three boats actively employed would be at sea 40 days each voyage = 80
monthly = 960 yearly. Coals at 25 tons daily = 24,000 tons yearly, at
25_s._, 30,000_l._

3. _Cape of Good Hope to the Mauritius._

From the Cape, the steamers will proceed with all the mails to the
eastward, calling at Algoa Bay and Bourbon, and next to the Mauritius.
From the Mauritius it will proceed to Point de Galle, where it will
deposit the mails for Bombay, and afterwards proceed to Trincomalee,
from whence it will return by way of Point de Galle to the Mauritius,
with the return mails for Europe. It would take the Bombay mails
unreasonably out of the way to proceed from the Mauritius direct (p. 075)
to Trincomalee. The route, time, and distance for this boat, would be
as under:--

Geo. Miles. Days.
Cape of Good Hope to Mauritius 2280 12
Stop at Mauritius 2
Mauritius to Cape of Good Hope 2280 12
---- --
Totals 4560 26
---- --

Two boats would perform this service, giving two mails each month;
each 24 days at sea each voyage = 48 monthly = 576 yearly. Coals, 25
tons daily, 14,300 tons yearly, at 40_s._ 28,600_l._; other charges,
13,640_l._ yearly; cost boats, 48,000_l._

4. _Mauritius, to Point de Galle and Trincomalee, Ceylon._

Geo. Miles. Days.
Mauritius to Point de Galle 2080 11
Point de Galle to Trincomalee 280 1-1/2
Trincomalee to Mauritius, same route 2360 12-1/2
---- ------
Totals 4720 25
---- ------

Two steam-boats, actively employed, would perform this work, giving
two mails each month; but in the event of accidents, there would
require to be a spare boat on this station, either at Trincomalee or
Point de Galle, as may seem advisable, and as assistance may be
required for the Mauritius, Bombay, &c. line. The two boats actively
engaged would be at sea each on each voyage, 27 days = 54 monthly =
648 yearly. Coals daily, 25 tons = 16,200 tons yearly, at 40_s._,
32,400_l._ Three boats yearly, other expenses, 20,640_l._ This station
will require three boats; and one for the Calcutta station--together
four.[15]

[Footnote 15: By making the four steamers on the
route between the Cape of Good Hope and Ceylon,
run--two from the Cape to Mauritius, and two from
Mauritius to Point de Galle, the boats on the
eastern side of the Mauritius would regularly have
eight days, and those on the western side six days
each month to rest; and furthermore, be always
prepared to start whenever a steamer from either
quarter with mails came up. In a similar manner,
the boats which are to run between Falmouth and the
Cape of Good Hope could be divided; by which means,
besides being always ready when wanted, they also
would have more time to rest. Two may run from
Falmouth to Cape Verde, 2300 miles; three from Cape
Verde to the Cape of Good Hope, 3850 miles; with
one, the fourth, to take by turns a voyage from
Cape Verde to the Cape of Good Hope, and a voyage
from Cape Verde to Falmouth, in order to relieve
the others. Sufficient time for rest would thus be
obtained. Moreover, by combining the East Indian
Department with the Plan for the Western World by
Fayal to Pernambuco, three steamers would be saved.
The Indian steamers to branch off at the latter
place for the Cape. The distance would, in this
way, be increased about 1000 miles; but considering
the winds and currents in the course which these
steamers would take, it would not make three days
more, if so much, in the outward voyage, and in the
homeward voyage probably not so much; while the
advantages would be considerable, and the saving
great.]

5. _Point de Galle to Bombay._ (p. 076)

A steamer would proceed from Point de Galle to Bombay, calling at
Mangalore, &c. and returning to Point de Galle by the same route with
all the return mails. The route and time would be--

Geo. Miles. Days.
Point de Galle to Bombay, by Mangalore 880 4-1/2
Stop at Bombay, &c. 3
Bombay to Point de Galle 880 4-1/2
----- -----
Totals 1760 12
----- ----

One boat would do all this work, giving two mails each month. At
Sea each voyage 8 days = 16 monthly = 192 yearly. Coals 25 tons
daily = 4,800 tons yearly, at 40_s._, 9,600_l._ Other charges,
6,820_l._--together 16,400_l._

6. _Trincomalee to Calcutta._

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 Depots, and places to repair boats.

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