East of Suez.

by Frederic Courtland Penfield.

Introductory

If books of travel were not written the stay-at-home millions would know little of the strange or interesting sights of this beautiful world of ours; and it surely is better to have a vicarious knowledge of what is beyond the vision than dwell in ignorance of the ways and places of men and women included in the universal human family.

The Great East is a fascinating theme to most readers, and every traveler, from Marco Polo to the tourist of the present time, taking the trouble to record what he saw, has placed every fireside reader under distinct obligation.

So thorough was my mental acquaintance with India through years of sympathetic study of Kipling that a leisurely survey of Hind simply confirmed my impressions. Other generous writers had as faithfully taught what China in reality was, and Mortimer Menpes, Basil Hall Chamberlain, and Miss Scidmore had as conscientiously depicted to my understanding the ante-war j.a.pan. Grateful am I, as well, to the legion of tireless writers attracted to the East by recent strife and conquest, who have made Fuji more familiar to average readers than any mountain peak in the United States; who have made the biographies of favorite geishas known even in our hamlets and mining camps, and whose agreeable iteration of scenes on Manila's lunetta compel our Malaysian capital to be known as well as Coney Island and Atlantic City--they have so graphically portrayed and described interesting features that of them nothing remains to be told. But to know Eastern lands and peoples without an intermediary is keenly delightful and compensating.

The travel impulse and longing for first-hand knowledge, native with most mortals, is yearly finding readier expression. Our grandparents earned a renown more than local by crossing the Atlantic to view England and the Continent, while our fathers and mothers exploring distant Russia and the Nile were accorded marked consideration. The wandering habit is as progressive as catching, and what sufficed our ancestors satisfies only in minor degree the longing of the present generation for roving. Hence the grand tour, the circuit of the earth, is becoming an ordinary achievement. And while hundreds of Americans are compa.s.sing the earth this year, thousands will place the globe under tribute in seasons not remote.

For many years to come India and Ceylon will practically be what they are to-day, and sluggish China will require much rousing before her national characteristics differ from what they are now; but of j.a.pan it is different, for, having made up their minds to remodel the empire, the sons of Nippon are not doing things by halves, and the old is being supplanted by the new with amazing rapidity.

Possibly it is a misfortune to find oneself incapable of preparing a volume of travel without inflicting a sermon upon kindly disposed persons, but a book of journeyings loaded with gentle preachment must at least be a novelty. Travel books imparting no patriotic lesson may well be left to authors and readers of older and self-sufficient nations. A work appealing on common lines to a New World audience would be worse than ba.n.a.l, and a conscientious American writer is compelled to describe not alone what he saw, but in clarion notes tell of some things he failed of seeing for our country, emerging but now from the formative period, and destined to permanently lead the universe in material affairs, is ent.i.tled to be better known in the East by its manufactures.

Every piece of money expended in travel is but the concrete form of somebody's toil, or the equivalent of a marketed product: and consequently it is almost unnecessary to remind that industry and thrift must precede expenditure, or to a.s.sert that toil and travel bear inseparable relationship. What the American, zigzagging up and down and across that boundless region spoken of as East of Suez, fails to see is the product of Uncle Sam's mills, workshops, mines and farms. From the moment he pa.s.ses the Suez Ca.n.a.l to his arrival at Hong Kong or Yokohama, the Stars and Stripes are discovered in no harbor nor upon any sea; and maybe he sees the emblem of the great republic not once in the transit of the Pacific. And the products of our marvelous country are met but seldom, if at all, where the American wanders in the East. He is rewarded by finding that the Light of Asia is American petroleum, but that is about the only Western commodity he is sure of encountering in months of travel.

This state of things is grievously wrong, for it should be as easy for us to secure trade in the Orient as for any European nation, and a.s.suredly easier than for Germany. We have had such years of material prosperity and progress as were never known in the history of any people, it is true; but every cycle of prosperity has been succeeded by lean years, and ever will be. When the inevitable over-production and lessened home consumption come, Eastern markets, though supplied at moderate profit, will be invaluable. We are building the Panama Ca.n.a.l, whose corollary _must_ be a mercantile fleet of our own upon the seas, distributing the products of our soil and manufactories throughout the world, and Secretary of State Root has made it easy for a better understanding and augmented trade with the republics to the south of us.

But America's real opportunity is in Asia, where dwell more than half the people of the earth, for the possibilities of commerce with the rich East exceed those of South America tenfold. Uncle Sam merits a goodly share of the trade of both these divisions of the globe.

The people of the United States must cut loose from the idea that has lost its logic in recent years, that the Pacific Ocean _separates_ America from the lands and islands of Asia, and look upon it as a body of water _connecting_ us with the bountiful East. The old theory was good enough for our home-building fathers, but is blighting to a generation aspiring to Americanize the globe. The genius of our nation should cause our ploughs and harrows to prepare the valley and delta of the Nile for tillage; be responsible for the whir of more of our agricultural machinery in the fields of India; locate our lathes and planers and drilling machines in Eastern shops, in subst.i.tution for those made in England or Germany; be responsible for American locomotives drawing American cars in Manchuria and Korea over rails rolled in Pittsburgh, and induce half the inhabitants of southern Asia to dress in fabrics woven in the United States, millions of the people of Cathay to tread the earth in shoes produced in New England, and all swayed to an appreciation of our flour as a subst.i.tute for rice--yes, make it easy to obtain pure canned foods everywhere in China and j.a.pan, even to hear the merry click of the typewriter in Delhi, Bangkok and Pekin.

Do we not already lead in foreign trade? We do, I gratefully admit; but it is because we sell to less favored peoples our grains and fiber in a raw state. Confessedly, these are self-sellers, for not a bushel of wheat or ounce of cotton is sold because of any enterprise on our part--the buyer must have them, and the initiative of the transaction is his.

What economists regard as 'trade' in its most advantageous form, is the selling to foreigners of something combining the natural products and the handiwork of a nation--this is the trade that America should look for in the East, and seek it now. It is not wild prophecy that within five years a considerable number of the sovereign people of the country controlling its growth will feel that it is carrying international comity to the point of philanthropy to export cotton to England and j.a.pan to be there fabricated for the wear of every race of Asia, and sold in successful compet.i.tion with American textiles. In the pending battle for the world's markets Uncle Sam should win trade by every proper means, and not by methods most easily invoked; and let it ever be remembered that shortsightedness is plainly distinct from altruism.

FREDERIC C. PENFIELD.

AUTHORS CLUB, NEW YORK CITY, January 26, 1907.

EAST OF SUEZ

CHAPTER I

THE WORLD'S TURNSTILE AT SUEZ

When historical novels and "purpose" books dealing with great industries and commodities cease to sell, the vagrant atoms and shadings of history ending with the opening of the two world-important ca.n.a.ls might be employed by writers seeking incidents as entrancing as romances and which are capable of being woven into narrative sufficiently interesting to compel a host of readers. The person fortunate enough to blaze the trail in this literary departure will have a superabundance of material at command, if he know where and how to seek it.

The paramount fact-story of all utilitarian works of importance is unquestionably that surrounding the great portal connecting Europe with Asia. As romances are plants of slow growth in lands of the Eastern hemisphere, compared with the New World, the fascinating tale of Suez required two or three thousand years for its development, while that of Panama had its beginning less than four hundred years ago. In both cases the possession of a ca.n.a.l site demanded by commerce brought loss of territory and prestige to the government actually owning it. The Egyptians were shorn of the privilege of governing Egypt through the reckless pledging of credit to raise funds for the completion of the waterway connecting Port Sad and Suez, and the South American republic of Colombia saw a goodly slice of territory pa.s.s forever from her rule, with the Panama site, when the republic on the isthmus came suddenly into being.

Vexatious and humiliating as the incidents must have been to the Egyptians and the Colombians, the world at large, broadly considering the situations, pretends to see no misfortune in the conversion of trifling areas to the control of abler administrators, comparing each action to the condemning of a piece of private property to the use of the universe. When the ca.n.a.l connecting the Atlantic with the Pacific shall be completed, no more waterways uniting oceans will be necessary or possible. But, did a weak people possess a site that might be utilized by the ebbing and flowing of the globe's shipping, when a ca.n.a.l had been made, they would obviously hesitate a long time before voluntarily parading its advantages.

The uniting of the Mediterranean and Red seas was considered long before the birth of Christ, and many wise men and potentates toyed with the project in the h.o.a.ry ages. The Persian king, Necho, was dissuaded sixteen hundred years before the dawn of Christianity from embarking in the enterprise, through the warning of his favorite oracle, who insisted that the completion of the work would bring a foreign invasion, resulting in the loss of ca.n.a.l and country as well. The great Rameses was not the only ruler of the country of the Nile who coquetted with the project. In 1800 the engineers of Napoleon studied the scheme, but their error in estimating the Red Sea to be thirty feet below the Mediterranean kept the Corsican from undertaking the cutting of a ca.n.a.l.

Mehemet Ali, whose energies for improving the welfare of his Egyptian people were almost boundless, never yielded to the blandishment of engineers scheming to pierce the isthmus; he may have known of the prognostication of Necho's oracle.

Greater than any royal actor in the Suez enterprise, however, was Ferdinand de Lesseps, the Frenchman whom history persists in calling an engineer. By training and occupation he was a diplomatist, probably knowing no more of engineering than of astronomy or therapeutics.

Possessing limitless ambition, he longed to be conspicuously in the public gaze, to be great. He excelled as a negotiator, and knew this; and it came easy to him to organize and direct. In his day the designation "Captain of Industry" had not been devised. In the project of ca.n.a.lizing the Suez isthmus--perennial theme of Cairo bazaar and coffee-house--he recognized his opportunity, and severed his connection with the French Consulate-General in Egypt to promote the alluring scheme, under a concession readily procured from Viceroy Sad. This was in 1856.

Egypt had no debt whatever when Sad Pasha signed the doc.u.ment. But when the work was completed, in 1869, the government of the ancient land of the Pharaohs was fairly tottering under its avalanche of obligations to European creditors, for every wile of the plausible De Lesseps had been employed to get money from simple Sad, and later from Ismail Pasha, who succeeded him in the khedivate. For fully a decade the raising of money for the project was the momentous work of the rulers of Egypt; but more than half the cash borrowed at usurious rates stuck to the hands of the money brokers in Europe, let it be known, while the obligation of Sad or Ismail was in every instance for the full amount.

Incidentally, a condition of the concession was that Egypt need subscribe nothing, and as a consideration for the concession it was solemnly stipulated that for ninety-nine years--the period for which the concession was given--fifteen per cent, of the gross takings of the enterprise would be paid to the Egyptian treasury.

[Ill.u.s.tration: PORT SAID ENTRANCE TO SUEZ Ca.n.a.l, SHOWING DE LESSEP'S STATUE]

Learning the borrowing habit from his relations with plausible De Lesseps, the magnificent Ismail borrowed in such a wholesale manner, for the Egyptian people and himself, that in time both were hopelessly in default to stony-hearted European creditors. Egyptian bonds were then quoted in London at about half their face value, and Britons held a major part of them.

England had originally fought the ca.n.a.l project, opposing it in every way open to her power and influence at Continental capitals. The belief in time dawning upon the judgment of Britain that the ca.n.a.l would be finished and would succeed, her statesmen turned their energies to checkmating and minimizing the influence of De Lesseps and his dupe Ismail. The screws were consequently put on the Sultan of Turkey--whose va.s.sal Ismail was--resulting in that Merry Monarch of the Nile being deposed and sent into exile, and the national cash-box at Cairo was at the same time turned over to a commission of European administrators--and is yet in their keeping.

But the miserable people of Egypt, the burdened fellaheen, resented the interference of Christian money-lenders, demanding more than their pound of flesh. The Arabi rebellion resulted, when British regiments and warships were sent to quell the uprising and restore the authority of the Khedive. That was nearly a quarter of a century ago; but since the revolution the soldiers and civil servants of England have remained in Egypt, and to all intents and purposes the country has become a colony of England. The defaulted debts of the ca.n.a.l-building period were responsible for these happenings, be it said.

Verily, the fulfilment of Necho's oracle came with terrible force, and generations of Nile husbandmen must toil early and late to pay the interest on the public debt incurred through Ismail's prodigality. This degraded man in his exile persistently maintained that he believed he was doing right when borrowing for the ca.n.a.l, for it was to elevate Egypt to a position of honor and prominence in the list of nations. And it is the irony of fate, surely, that Ismail's personal holding in the ca.n.a.l company was sacrificed to the British government for half its actual value, on the eve of his dethronement, and that every t.i.ttle of interest in the enterprise held by the Egyptian government--including the right to fifteen per cent, of the receipts--was lost or abrogated.

Owning not a share of stock in the undertaking, and having no merchant shipping to be benefited, Egypt derives no more advantage from the great Suez Ca.n.a.l than an imaginary kingdom existing in an Anthony Hope novel.

The ca.n.a.l has prospered beyond the dreams of its author; but this means no more to the country through which it runs than the success of the ca.n.a.ls of Mars. De Lesseps died in a madhouse and practically a pauper, while Ismail spent his last years a prisoner in a gilded palace on the Bosporus, and was permitted to return to his beloved country only after death. These are but some of the tragic side-lights of the great story of the Suez Ca.n.a.l.

A few years since there was a movement in France to perpetuate De Lesseps's name by officially calling the waterway the Ca.n.a.l de Lesseps.

But England withheld its approval, while other interests having a right to be heard believed that the stigma of culpability over the Panama swindles was fastened upon De Lesseps too positively to merit the tribute desired by his relatives and friends. As a modified measure, however, the ca.n.a.l administration was willing to appropriate a modest sum to provide a statue of the once honored man to be placed at the Mediterranean entrance of the ca.n.a.l.

There stands to-day on the jetty at Port Sad, consequently, a bronze effigy of the man for a few years known as "_Le grand Francais_," visage directed toward Constantinople (where once he had been potent in intrigue), the left hand holding a map of the ca.n.a.l, while the right is raised in graceful invitation to the maritime world to enter. This piece of sculpture is the only material evidence that such a person as Ferdinand de Lesseps ever lived. The legacy to his family was that of a man outliving his importance and fair name.

The name Port Sad commemorates the viceroy granting the concession, while Ismail the Splendid has his name affixed to the midway station on the ca.n.a.l, Ismailia, where tourists scramble aboard the train bound for Cairo and the Nile. The actual terminus at the Suez end is called Port Tewfik, after Ismail's son and successor in the khedivate. This convenient mode of perpetuating the names of mighty actors in the Suez drama suggests a certain sentimentality, but the present generation cares as little for the subject as for a moldy play-bill hanging in a dark corner of a club-house.

As an engineering feat the construction of the ca.n.a.l was nothing remarkable. Any youth knowing the principles of running lines and following the course of least resistance might have planned it. In Cairo and Alexandria it is flippantly said that De Lesseps traced with his gold-headed walking-stick the course of the ca.n.a.l in the sand, while hundreds of thousands of unpaid natives scooped the soil out with their hands. The work was completed with dredges and labor-saving machinery, as a fact. The enterprise cost practically $100,000,000--a million dollars a mile; and half this was employed in greasing the wheels at Constantinople and Paris, Probably the work could to-day be duplicated, by using machinery similar to that employed on the Chicago Drainage Ca.n.a.l, for $25,000,000. The task would be a digging proposition, pure and simple.

A cardinal article of faith of the legal status of the ca.n.a.l is its absolute internationality. By its const.i.tution no government can employ it in war time to the exclusion or disadvantage of another nation. By a convention becoming operative in 1888 the ca.n.a.l is exempt from blockade, and vessels of all nations, whether armed or not, are forever to be allowed to pa.s.s through it in peace or time of war.

[Ill.u.s.tration: ITALIAN WARSHIP STEAMING THROUGH Ca.n.a.l]

Critics of Britain's paramount interest in India and her aspirations in the Far East, nevertheless, pretend to see a decided advantage accruing from England's control of things Egyptian. They claim that Britain's position is immensely strengthened by the presence in Cairo and Alexandria, within a few hours' journey of the ca.n.a.l, of a half-dozen regiments of redcoats ready for any emergency. Another proof of England's interest in the great universal artery of travel is the maintaining of guard-ships at either terminus, which incidentally keep watchful eyes on the coal-bins of Suez and Port Sad, A vessel unofficially sunk in an awkward position in the ca.n.a.l might delay for weeks the arrival of an unfriendly fleet in Asiatic waters.

The British government and British trade have fattened tremendously from the ca.n.a.l. Being the short-cut to England's treasure-house in the East, it is more or less equitable that Britain's flag flies over sixty per cent, of the ca.n.a.l traffic; and, fully as important, is the tremendous increase in value of the shares in the company held by the British government. It was in 1875 that Disraeli secured to his countrymen the permanent control of the ca.n.a.l through the purchase from embarra.s.sed Ismail of that potentate's personal holding in the undertaking. This midnight negotiation, conducted over the cable, was Disraeli's most material triumph as a statesman. For $20,000,000 he purchased shares having now a market value of $135,000,000. A few hours after the consummation of this negotiation a group of French bankers, then in Cairo, seeking to acquire the shares, were amazed to learn that they had been outwitted. A well-posted newspaper correspondent at the French capital had informed Britain's amba.s.sador of the purpose of the bankers' visit to Egypt--and astute Disraeli did the rest.

This transferred from France to her rival across the channel the right to direct the policy of De Lesseps's creation. But French susceptibilities have always been considered in matters connected with the conduct of the enterprise--it is still "La Compagnie Universelle du Ca.n.a.l Maritime de Suez," the tariff is based on French currency, the princ.i.p.al office is in Paris, and the official language of the company is French.

The world knows the Suez marine highway only in its utilitarian aspect, and America's interest therein is that attaching to it as an enterprise forerunning Uncle Sam's route at Panama. Before many years have pa.s.sed the two ca.n.a.ls will to some extent be rivals. The Suez cutting is practically ninety-nine miles in length, and at present 121 feet wide, with a depth accommodating craft drawing twenty-six feet and three inches. To handle modern battleships and the increasing size of cargo steamers, both depth and width are to be increased. Having no sharp curvatures, and excavated at a level from sea to sea, ships proceed by night a.s.sisted by electric lights with the same facility as by day. The time consumed in transit is from fourteen to eighteen hours. Not for a decade has a sailing vessel used the ca.n.a.l, and the widest craft ever traversing the ca.n.a.l was the dry-dock _Dewey_, sent under tow by the government from the United States to the Philippines. The tariff is now reduced to $1.70 per ton register, and $2 for every pa.s.senger. A ship's crew pay nothing. The toll for a steamer of average size, like a Peninsular and Orient liner, is about $10,000. I first pa.s.sed the ca.n.a.l in a yacht of the New York Yacht Club, for which the tax was $400, and the last time I made the transit was in a German-Lloyd mail steamer which paid $7,000 for tonnage and pa.s.sengers.

The ca.n.a.l's value to the commerce of the world is sufficiently proved by the saving of distance effected by it, as compared with the route around the Cape of Good Hope. By the latter the distance between England and Bombay is 10,860 miles, by the ca.n.a.l 4,620 miles, and from New York to the leading ports of India the Cape route is about 11,500 miles, while by the ca.n.a.l the journey is shortened to 7,900 miles. How rapidly the traffic attracted by the economy in distance thus effected has developed, is best ill.u.s.trated by the following statement, taken quinquennially from the company's returns:

Year Steamers Net Tonnage Receipts in Francs