290 square miles-it would form on inexhaustible reservoir for supplying the locks with water. Only two locks at either end, at Alloa and Loch Long, would be required, as the level of the canal is only 13 feet and 17 feet above high-water level at these places, respectively. The exact route to be chosen will, of course, depend upon more minute inquiry than has yet been made. The eastern approach to the canal, which will be tidal, will be formed by deepening the Forth or making a cut inland, with a depth of 25 feet at low-water spring tides, from opposite Grangemouth to the locks which it is proposed should be placed about 2 miles above Alloa. This will give a depth of 43 feet at high-water spring and 38 feet at neap tides. The distance from Grangemouth to Alloa is 6 miles. From Alloa the canal will pass to the north of the links of Forth and to the northward of the town of Stirling, then along the valley of the Forth to Gartmore and enter Loch Lomond near the mouth of the Endrick, a distance of 29 miles. Near the Loch Lomond end there are 5 miles of high ground, which, according to the geological survey, is the old red-sandstone formation. This part of the work will be open cutting. The distance from the junction of the loch and canal to Tarbet is 14 miles, and across the neck of land to Loch Long 134 miles. Loch Long is 15 miles in length to its junction with the Firth of Clyde. The total distance from Grangemouth to the Firth of Clyde is 654 miles. Regarding the dimensions of the canal, it is essential to its success that it be made on a large scale and free from locks, excepting at the seaward extremities. As the level of the water of the canal will be only about 13 feet above high water, one lock will be sufficient at high water, but two may he necessary at other times of tide. It is proposed to make the canal throughout with a depth of 30 feet, with a width at the bottom the same as the Suez Canal-namely, 72 feet—and side slopes varying with the nature of the material. The locks will be capable of passing the largest vessels afloat, or about 600 feet in length and 80 feet in width, with smaller locks alongside for smaller vessels. It would have been desirable to have proposed a canal of sufficient width to allow two of the largest vessels to pass each other at any place on the route; but in roughly estimating the cost it was found that this would involve so large an expenditure as to make it doubtful whether such a work would, in the meantime, prove remunerative. Frequent passing places, however, will be made at suitable intervals. There are no very serious difficulties to be overcome, though the cutting is no doubt a heavy one. There are few railways or road crossings of any importance, and the excavations are largely in soft material and the disposal of the excavations could be easily and cheaply effected, owing to the proximity to the canal banks of waste ground. A ship canal of these dimensions would not only accommodate merchant vessels, but would prove of the greatest advantage to His Majesty's navy, as the largest ships of war at present in existence could pass through from the one coast to the other in about eight hours, and thus the facility for defending the coast in time of war would be very much increased. It is believed that the route suggested through the Forth Valley would prove the most satisfactory for a ship canal. Both approaches are in smooth water and free from every danger to navigation. The western outlet into Loch Long is exceedingly favorable, as ships of the largest class could at once proceed to sea quite free from the interruption and liability to grounding which they would meet with had the canal debouched into the River Clyde. The entrances to the Forth and Clyde are now so well marked by light-houses and fog signals that vessels of any burden can run for these waters with the most perfect confidence, No 276-03-6 When considering the best route for the canal after vessels enter Loch Lomond, two other routes were feasible besides that already described: I. Across Loch Lomond to the opposite shore near Arden and then by a cut about 4 miles in length, partly open and partly in tunnel, to the Clyde to the northward of Ardmore Head. 2. Along Loch Lomond to its southern end and through the vale of Leven to the Clyde at Dumbarton. The relative merits of the different routes from Loch Lomond to the sea, so far as distance is concerned, are as follows: Tarbet route (Endrick to mouth of Loch Long).. Dumbarton route......... Miles. 28 14 2012 The Arden route is therefore the shortest, but it would be the most expensive, owing to a length of tunnel of 134 miles, which could not be overcome by open cutting, as it passes under land about 300 feet in height. The Dumbarton route is shorter than the Tarbet route by about 71⁄2 miles, but as the Dumbarton route involves 5 miles additional canal, where vessels could only go about 5 miles an hour, and 6 miles of the Clyde, where the speed will probably be restricted to about 8 miles an hour, the time occupied by the journey either way will be about the same. In steaming up Loch Lomond and also down Loch Long vessels may go at full speed, and there would be no interruption from river traffic. The cost of the undertaking can not be more than approximately estimated without particular investigation as to the nature of the strata in the line of the canal; but my firm estimate the cost of the Tarbet route, with their present knowledge derived from the ordnance and geological surveys, and including interest during construction, at £10,000,000 ($48,665,000). The cost of management and maintenance my firm estimate at £60,000 ($291,990). The saving in distance that would be effected may be stated thus: 1. From the Clyde to ports on the east coast of Scotland, northeast of England, and northwest of Europe the distance saved would be from 529 miles to 238 miles, in the majority of cases the distance being much more than halved. 2. From the Forth to ports on the west coast of Scotland, northwest of England, Ireland, America, and the Mediterranean the distance saved would be from 487 to 141 miles; in all cases, except the American and Mediterranean route, the distance being more than halved. 3. Tyne ports to the St. Lawrence River, the distance saved would be 150 miles. 4. West of Britain and northeast of Ireland to middle western ports of the Continent, the distance saved would be from 377 to 98 miles. The canal will affect an enormous tonnage, estimated by the sanguine engineers at 9,500,000 tons per annum. At an average rate per ship and cargo of 1s. 6d. (36 cents) per ton, this would yield a revenue of about £700,000 ($3,406,550). EDINBURGH, July 1, 1903. RUFUS FLEMING, Consul. THE SUEZ CANAL IN 1902. The annual report of the Suez Canal Company for 1902 has appeared and contains, besides the figures of interest for the stockholders, valuable information with reference to the commerce of European countries with eastern Asia, India, and West and Southwest America. The year 1900 was not a prosperous one and came only up to the average business on account of the Chinese war expeditions and business dependent on them. Increase in traffic. -The year 1901 showed a large increase in traffic ($1,930,000), of which 12 per cent was on account of Russian petroleum to eastern Asia and South America, while the high price for European coal had curtailed the English coal export. The additional increase of traffic in 1902 is mainly on account of return freights, a new and unexpected circumstance. The increase of European exports via the Suez Canal is inconsiderable. Russian petroleum exports across the Pacific have decreased on account of large stocks in eastern Asiatic and South African ports, while England, on account of lower prices for coal, increased its export. Return freights from the United States have increased, while those from Australia have remained unchanged. Taken as a whole the result has been a most gratifying one for the company. The total number of vessels 'passing through the canal during the last three years was: In 1900, 3,441 vessels (with 282,511 passengers), of which 135 were military transports; in 1901, 3,699 vessels, of which 96 were military transports; in 1902, 3,708 vessels, no military transports being mentioned. The net tonnage during the three years was: 1900.. 1901........ 1902..... ... Tons. 9, 738, 152 10, 823, 840 II, 248, 413 The increase from 1900 to 1902 was 9 per cent in number of vessels and 15 per cent in tonnage. This large increase in tonnage is due to the larger sizes of modern-built ships, which necessitate increased expenditures for the canal. Valuation. In spite of lower valuations of the canal, on account of wear and tear, the total valuation at the end of each year has increased as follows: 1900...... 1901 1902... Francs. 586, 700, 000=$113, 233, 100 598, 500, 000= 115, 510, 500 593, 600, 000= 114, 564, 800 Receipts and expenditures.-The receipts and expenditures during the three years were: Receipts... Expenditures.. 93,451,403 $18,036,121 103,121,126 $19,902,377 106,849,760 $20,621,993 40,948,958 7,903,149 40,246,678 7,767,609 42,179,240 8,140,393 Excess of receipts...... 52,502,445 10,132,972 62,874,448 12,134,768 64.670,520 12,481,600 Profits. The net profits for distribution, less sinking fund of 3 per cent, for the years 1900-1902 were, respectively, 51,568,451 francs ($9,952,711), 61,330,704 francs ($11,837,826), and 62,738,440 francs. ($12,118,519). Outlay. During the three years the following amounts were paid: Dividends. The distribution of dividends was as follows: Description. 1900. 1901. 1902. Preferred stock: Gross... 116,530,000 $22,490,290 133,860,000 $25,834,980 134,160,000 $25,892,880 With taxes deducted..... 108,000,000 20,844,000 125,000,000 24.125,000 125,000,000 24,125,000 Common stock: Nationality of ships.-As to nationality and tonnage, the ships |