[Footnote 17: The same remark regarding the cost of steamers, will apply here, that has been made in the Plan proposed for the Western World.]
The first deduction is the sum for the saving in quantity and price of coals, as aftermentioned; the last sum shows the difference of cost and expenditure of the route by the Red Sea, as compared with the route by the Cape of Good Hope; bearing in mind, however, that the expense of the establishment from Falmouth to Alexandria would still remain, admitting that the route by the Cape of Good Hope was adopted.
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 2-1/2 miles per hour throughout a general voyage; consequently, _one-fourth_ should be deducted from the quantity of coals used. This will amount to (p. 079) 31,935 tons, value 44,587_l._, less 10 per cent. allowed for wastage on the whole, is 12,770 tons, 17,795_l._, which leaves the net saving of 26,792_l._ Next, the value of coals supplied to the eastward of the Cape of Good Hope is calculated at 40_s._ per ton, as received from Europe. But coals may be supplied in all places to the eastward of the Cape of Good Hope at 30_s._ per ton, thus:--They can be purchased excellent, and in abundance, at 9_s._ 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 30_s._ per ton, a profit of 21_s._, instead of making nothing, as at present. A further deduction, therefore, of 10_s._ 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 44,650_l._, and which, together with the above balance of 26,792_l._, makes the sum of 71,442_l._ 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. (p. 080) monsoon would be avoided by keeping in with the Arabian, and afterwards with the eastern Asiatic coast.