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 are of two kinds: (1) those state-owned and state-worked, (2) agricultural light railways owned and worked by private companies. Railway construction dates from 1852, when the line from Alexandria to Cairo was begun, by order of Abbas I. The state railways, unless otherwise indicated, have a gauge of 4 ft. 8 in. The main system is extremely simple. Trunk lines from Alexandria (via Damanhur and Tanta) and from Port Said (via Ismailia) traverse the Delta and join at Cairo. From Cairo the railway is continued south up the valley of the Nile and close to the river. At first it follows the west bank, crossing the stream at Nag Hamadi, 354 m. from Cairo, by an iron bridge 437 yds. long. Thence it continues on the east bank to Luxor, where the broad gauge ceases. From Luxor the line continues on the standard African gauge (3 ft. 6 in.) to Shellal, 3 m. above Assuan and 685 m. from Alexandria. This main line service is supplemented by a steamer service on the Nile from Shellal to Wadi Halfa, on the northern frontier of the Anglo-Egyptian Sudan, whence there is direct railway communication with Khartum and the Red Sea (see ).

Branch lines connect Cairo and Alexandria with Suez and with almost every town in the Delta. From Cairo to Suez via Ismailia is a distance of 160 m. Before the Suez Canal was opened passengers and goods were taken to Suez from Cairo by a railway 84 m. long which ran across the desert. This line, now disused, had itself superseded the “overland route” organized by Lieut. Thomas Waghorn, R.N., c. 1830, for the conveyance of passengers and mails to India. In Upper Egypt a line, 40 m. long, runs west from Wasta, a station 56 m. S. of Cairo, to Abuksa in the Fayum mudiria. Another railway goes from Kharga Junction, a station on the main line 24 m. S. of Girga, to the oasis of Kharga. These lines are privately owned.

In the Delta the light railways supplement the ordinary lines and connect the villages with the towns and seaports. There are over 700 m. of these lines. The railway development of Egypt has not been very rapid. In 1880 944 m. of state lines were open; in 1900 the figure was 1393, and in 1905, 1688. For several years before 1904 the administration of the railways was carried on by an international or mixed board for the security of foreign creditors. In the year named the railways came directly under the control of the Egyptian government, which during the next four years spent £E.3,000,000 on improving and developing the lines. In the five years 1902–1906 the capital value of the state railways increased from £E.20,383,000 to £E.23,200,000 and the net earnings from £E.1,059,000 to £E. 1,475,000. The number of passengers carried in the same period rose from 12 to over 22 millions, and the weight of goods from slightly under 3,000,000 to nearly 6,750,000 tons. In 1906 the light railways carried nearly a million tons of goods and over 6,800,000 passengers.

Westward from Alexandria a railway, begun in 1904 by the khedive, Abbas II., runs parallel with the coast, and is intended to be continued to Tripoli. The line forms the eastern end of the great railway system which will eventually extend from Tangier to Alexandria.

The Nile is navigable throughout its course in Egypt, and is largely used as a means of cheap transit of heavy goods. Lock and bridge tolls were abolished in 1899 and 1901 respectively. As a result, river traffic greatly increased. Above Cairo the Nile is the favourite tourist route, while between Shellal (Assuan) and the Sudan frontier it is the only means of communication. Among the craft using the river the dahabīya is a characteristic native sailing vessel, somewhat resembling a house-boat. From the Nile, caravan routes lead westward to the various oases and eastward to the Red Sea, the shortest (120 m.) and most used of the eastern routes being that from Kena to Kosseir. Roads suitable for wheeled vehicles are found in Lower Egypt, but the majority of the tracks are bridle-paths, goods being conveyed on the backs of donkeys, mules and camels.

Posts and Telegraphs.—The Egyptian postal system is highly organized and efficient, and in striking contrast with its condition in 1870, when there were but nineteen post-offices in the country. All the branches of business transacted in European post-offices are carried on by the Egyptian service, Egypt being a member of the Postal Union. It was the first foreign country to establish a penny postage with Great Britain, the reduction from 2d. being made in 1905. The inland letters and packages carried yearly exceed 20,000,000 and foreign letters (30% to England) number over 4,000,000. Over £17,000,000 passes yearly through the post. A feature of the service are the travelling post-offices, of which there are some 200.

All the important towns are connected by telegraph, the telegraphs being state-owned and worked by the railway administration. Egypt is also connected by cables and land-lines with the outside world. One land-line connects at El-Arish with the line through Syria and Asia Minor to Constantinople. Another line connects at Wadi Halfa with the Sudan system, affording direct telegraphic communication via Khartum and Gondokoro with Uganda and Mombasa. The Eastern Telegraph Company, by concessions, have telegraph lines across Egypt from Alexandria via Cairo to Suez, and from Port Said to Suez, connecting their cables to Europe and the East. The principal cables are from Alexandria to Malta, Gibraltar and England; from Alexandria to Crete and Brindisi; from Suez to Aden, Bombay, China and Australia.

The telephone is largely used in the big towns, and there is a trunk telephone line connecting Alexandria and Cairo.

Standard Time.—The standard time adopted in Egypt is that of the longitude of Alexandria, 30° E., i.e. two hours earlier than Greenwich time. It thus corresponds with the standard time of British South Africa.

Agriculture and Land Tenure.—The chief industry of Egypt is agriculture. The proportions of the industry depend upon the area of land capable of cultivation. This again depends upon the fertilizing sediment brought down by the Nile and the measure in which lands beyond the natural reach of the flood water can be rendered productive by irrigation. By means of canals, “basins,” dams and barrages, the Nile flood is now utilized to a greater extent than ever before (see : Egypt). The result has been a great increase in the area of cultivated or cultivable land.

At the time of the French occupation of Egypt in 1798, it was found that the cultivable soil covered 4,429,400 acres, but the quantity actually under cultivation did not exceed 3,520,000 acres, or six-elevenths of the entire surface. Under improved conditions the area of cultivated land, or land in process of reclamation, had risen in 1906 to 5,750,000 acres, while another 500,000 acres of waste land awaited reclamation.

Throughout Egypt the cultivable soil does not present any very great difference, being always the deposit of the river; it contains, however, more sand near the river than at a distance from it. Towards the Mediterranean its quality is injured by the salt with which the air is impregnated, and therefore it is not so favourable to vegetation. Of the cultivated land, some three-fourths is held, theoretically, in life tenancy. The state, as ultimate proprietor, imposes a tax which is the equivalent of rent. These lands are Kharaji lands, in distinction from the Ushuri or tithe-paying lands. The Ushuri lands were originally granted in fee, and are subject to a quit-rent. All tenants are under obligation to guard or repair the banks of the Nile in times of flood, or in any case of sudden emergency. Only to this extent does the corvée now prevail. The land-tax is proportionate, i.e. land under perennial irrigation pays higher taxes than land not so irrigated (see below, Finance). The unit of land is the feddan, which equals 1.03 acre. Out of 1,153,759 proprietors of land in 1905, 1,005,705 owned less than 5 feddans. The number of proprietors owning over 50 feddans was 12,475. The acreage held by the first class was 1,264,084, that by the second class, 2,356,602. Over 1,600,000 feddans were held in holdings of from 5 to 50 feddans. The state domains cover over 240,000 feddans, and about 600,000 feddans are owned by foreigners. The policy of the government is to maintain the small proprietors, and to do nothing tending to oust the native in favour of European landowners.

The kind of crops cultivated depends largely on whether the land is under perennial, flood or “basin” irrigation. Perennial irrigation is possible where there are canals which can be supplied with water all the year round from the Nile. This condition exists throughout the Delta and Middle Egypt, but only in parts of Upper Egypt. Altogether some 4,000,000 acres are under perennial irrigation. In these regions two and sometimes three crops can be harvested yearly. In places where perennial irrigation is impossible, the land is divided by rectangular dikes into “basins.” Into these basins—which vary in area from 600 to 50,000 acres—water is led by shallow canals when the Nile is in flood. The water is let in about the middle of August and the basins are begun to be emptied about the 1st of October. The land under basin irrigation covers about 1,750,000 acres. In the basins only one crop can be grown in the year. This basin system is of immemorial use in Egypt, and it was not until the time of Mehemet Ali (c. 1820) that perennial irrigation began. High land near the banks of the Nile which cannot be reached by canals is irrigated by raising water from the Nile by steam-pumps, water-wheels (sakias) worked by buffaloes, or water-lifts (shadufs) worked by hand. There are several thousand steam-pumps and over 100,000 sakias or shadufs in Egypt. The fellah divides his land into little square plots by ridges of earth, and from the small canal which serves his holding he lets the water into each plot as needed. The same system obtains on large estates (see further : Egypt).