It has not been supposed by the promoters of a railway to India that such a railway would be in any way antagonistic to the Suez Canal, which would, in all probability, monopolise the heavy traffic, and still exist as the chief means of communication with Southern India. But, on the other hand, the Euphrates line would benefit the north-west provinces, and, as far as passengers and mails are concerned, would effect a saving in time of at least a fortnight, taking the voyage out and home. The saving in distance would be about 1000 miles in a straight line, and, as vessels proceeding by way of the Red Sea are compelled to deviate from their courses to the extent of 500 or 600 miles during the monsoon months, the saving that might accrue, taking an average of voyages, would be somewhere about one thousand miles each voyage. On the other hand, the railway would always suffer from the fact that two trans-shipments would have to be effected in every case, and this, where the goods are bulky, is a serious consideration. Prior to the opening of the Suez Canal only goods of small bulk were sent to India by way of the Isthmus Railway, although the voyage by the Cape occupied eight days, and it is regarded as probable that the canal would still retain heavy traffic. Besides the Euphrates Valley, two other routes to India have been proposed. One of these aimed at the substitution of the Black Sea for the Mediterranean, and making the terminus of the line at Trebizonde. By the champions of this scheme it is contended that the long and dangerous voyage necessitated by a Mediterranean terminus would be avoided, by making use of the Danube and the short passage across the Black Sea. On the European side, however, there is the liability to having the Danube, or, indeed, the Black Sea, closed, the effect of which would be that the railway would be simply useless, as long as the restrictions remained in force; and on the Asiatic side there would be serious practical obstacles in the mountain ranges near Trebizonde. The Tigris Valley route has also been recommended on the ground that it would open out a better country, and one peopled by more peaceful tribes. Of the respective advantages of the two routes in regard to facilities of construction, it is enough to say that the Valley of the Euphrates is practically flat, and that nothing better could be desired in the matter of level, while it is not easy to say what difficulties the Tigris Valley may or may not present. Mr. Eastwick has visited various parts of the Euphrates route, and he states that the facilities there for making a good road are great, and that in certain districts the local traffic would, in all probability, be very considerable. Another plan was proposed some thirty-five years ago, for forming a water communication between the Red Sea and the Mediterranean.