The Euphrates Valley route to India: a paper read before the British Association at Brighton, in August 1872 Author(s):

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THE EUPHRATES VALLEY ROUTE TO INDIA.

A READ BEFORE

PAPER THE BRITISH ASSOCIATION 1872.

AT BRIGHTON,

IN AUGUST,

MAP AND APPENDIXCONTAINING LETTERFROMCOLONEL A STRHENRYGREEN, CS I, CB, ANDREPORT THE K OF SLLECT COMMITTEE THEHOUSE COMMONS OF OF ON THE EUPHRATES VALLEY RAILWAY, ETC, ETC

W.

P.

ANDREW,

F.RG.S,

.hoinnaaof t7ieScmde, and Avfh Ptuijaub, Delia RailwayCompany, i of ' Indian "Memoir Raihuayt, an OldIndian by Postmaster," of " flieJJvplirateg Route Ind>a" TheIndus to Valley and?tsPi ounce?" Sfc Thepolitical commercial and of a routewould advantages establishingsecond at anj timebeconsiderable, might, and under beexceed possible circumstances, andit would worth while theEnglish be the of inglygreat, Government to make an elloit to secure the moderate them,(Onideimg uk pecuniary whichthe\ would SeleitCommittee House Commons, 22tid the of dated incur{Report of of July,1372)

LONDON: W. II. ALLEN & CO., 13, WATERLOO PLACE, PALL MALL, S.W. 1873.

THE INDIA.

EUPHRATES

VALLEY

ROUTE

TO

i I

J$

THE EUPHRATES VALLEY ROUTE TO INDIA.

A READ BEFORE

PAPER THE BRITISH ASSOCIATION 1872.

AT BRIGHTON,

IN AUGUST,

MAP AND APPENDIXCONTAINING LETTER A FROMCOLONEL SIR HENRYGREEN, OF C.B.,ANDREPORT THE K.C.S.I., SELECT OF COMMITTEE THEHOUSE COMMONS OF ON THE EUPHRATES VALLEY RAILWAY, ETC. ETC.,

F.RG.S., Chairman the Scinde, and Delhi RaihvayCompany, Author of Punjaub, of "Indian "Memoir Postmaster" Railways, an OldIndian by of theEuphrates Route India"" TheIndus to Valley andits Provinces" S(c. Thepolitical commercial and of a routewould advantages establishingsecond at anytimebeconsiderable, might, and under beexceed possible circumstances, be the of Governmentmake inglygreat;andit would worth -while theEnglish to an effort secure to the them,considering moderate risk pecuniary which they would incur. Committee House Commons, 22nd the {Report Select of dated of of 1872). July,

W.

P.

ANDREW,

LONDON: Wm. H. ALLEN & CO., 13, WATERLOO PLACE, PALL MALL, S.W. 1873.

P*o

WORKS

BY

W.

P. ANDREW.,

Esq.

(1846). INDIAN RAILWAYSAND THEIR PROBABLE RESULTS. BY AN OID INDIAN POSTMASTER. 3rd 1848. Maps, 6d. Edition, 8vo. 10s. "The (inBengal) to have adopted, wasoriginally line recommended seems been which by Mr. P.Andrew." 19/A 1851. W. Times, Nov. (1856). THE SCINDERAILWAY. with Inrelation Euphrates and RoutesIndia, Illustrative tothe Maps, Valley other in 8vo. 6d. Statistical &c, Official Tables, from Sources. 10s. (1857). THE INDUS AND ITS PROVINCES. IMPORTANCE. AND THEIR POLITICAL COMMERCIAL 8vo. 6d. Tables Maps. 10s. Illustrated byStatistical and OF MEMOIR THE EUPHRATESVALLEYROUTETOINDIA. MAPS. AND CORRESPONDENCE WITH OFFICIAL K.G. 8VO. 6d. THE TO EARLCLARENDON, 10s. DEDICATED OF LETTERTOVISCOUNT K.G., PALMERSTON, VALLEY OF THE IMPORTANCE EUPHRATES RAILWAY. ON THE POLITICAL and by General and John With ChesneySir Macneill,Memorandum Reports byMajor Sir Justin K.C.B. Sheil, HOUSE ofCOMMONS. before MINUTES Also, of ofEVIDENCE the India, Turkish with Communication through Arabia. On Establishment the Telegraphic 6d. T.K.Lynch, and Ainsworth, &c,&c. 2s. Esq., W. BySir B.O'Shaughnessy, Esq., W. (1869). LETTER TO HIS GRACE THE DUKE OF ARGYLL,K.T. OF THE THE SYSTEM THE OF RAILWAY OF VALLEY INDUS. ON COMPLETION THE 5s. and With AppendixMaps. BY PUBLISHED Wm. H. ALLEN AND CO., 13, WATERLOOPLACE, PALL MALL, S.W. (1873). BREAK OF GAUGE IN INDIA. Edition. With &c.Second Map, BY PUBLISHED HENRY S. KING & CO., 65, CORNHILL.

TO THE RIGHT HONOURABLE

Six State*

ft

j&crtrjcote, Bart,

M.,

JH.f.,

THE FOLLOWING PAGES ABE DEDICATED IN GRATEFUL REMEMBRANCE

OF MANYCOURTESIES.

NOTE.

in this paper will be found to be identical with those urged upon the attention of the late Lord Palmerston most influential in 1857, by one of the largest and that ever waited on a deputations

The views advocated

They were subsequently repeated by the author in a letter addressed to Lord Palmerston by his Lordship's desire. These views have been confirmed in a remarkable degree by the evidence taken before a Select Committee of the House of Commons, presided over by Sir Northcote, Parliament. Stafford during the past two Sessions of

Minister.

In the Appendix will be found an admirable letter by Col. Sir Henry Green, K.C.S.I., C.B., with notes on the climate of the Persian Gulfa Report of the Deputation to Lord Palmerstonthe author's letter to Lord Palmerstontogether with the Report of the Select Committee of the House of Commons above referred to. W. P. A. 29, BryanstonSquaie, W. January, 1873.

CONTENTS.

The Euphrates Valley by "W. P. Andrew, the British 1872

Route to India, a Paper F.R.G.S., read before in 11 APPENDIX.

Association

at Brighton,

August,

A.

Letter from Col. Sir Henry Green, K.C.S.I., C.B., to W. P. Andrew, Esq., with Notes on the Climate of the Persian Gulf, dated 23rd Oct., 1872 The Euphrates and Indus Boute to Central Asia. (Report of a Deputation to Lord Palmerston on the 22nd June, 1857) Letter from W. P. Andrew, Esq., to the Bight Hon. Viscount Palmerston, K.G., dated 30th June, 1857 Report of Select Committee of the House of Com mons on the Euphrates Valley Bail way, dated 22nd July, 1872 34

B.

39 45

C. D.

50

THE

EUPHRATES

VALLEY

ROUTE

TO

INDIA

A PAPER W.P. ANDREW, S.,READ BY F.R.G BEFORE BRITISH THE ASSOCIATION AT BRIGHTON, AUGUST, IN 1872.

have past history of this country we been afforded a more glorious of opportunity aiding the cause of peace and the spread of en the world than that which lightenment throughout is now presented to us in the proposal to open up influences of steam, the ancient by the civilizing of nations the East and the between highway West, by the route of the Euphrates. The countries which our future India will traverse are the most in the world. to highway ancient and in

Never

in the

teresting watered

plains, the Euphrates and Tigris, the greatest by and most glorious of antiquity nations arose, and were overthrown. The earliest flourished, home of the great events now shrouded genius in the of civilizationthe scene of early history of the world in the dust of ages, or dimly dis-

On the once fertile

12 cerned the through land of the the long vista of many centuries

Chaldeans; down and phon and centre of where nides once and

where

and Babylonians, Assyrians, sat of Zion the daughters

where lay the track of Xenowept; the his heroic ten thousand Greeks; the of the Macedonians, conquests stood the proud capitals of the Sassaand deserted of the Caliphs,now ever possess must regions interest for all mankind. a

tenantless,these fascination and Here

the great we stand, as it were, amongst " Heroes of Hebrew of our racethe progenitors whose lives, and deeds, and thoughts History," before us have lately been brought and feelings with a vivid and eminent prelate picturesque eloquence of the Church (the Here of we are reminded rescued shut Here the for lives these himself by an Bishop of the which

of Winchester). wonderful story the the place born of which hand ark of to of of God

gopher-wood. the father of

safety into was the birth

the

in Ur of Terah, cities of the rich plain the first streams

who was faithful, "one the Chaldees, Shinar, into of the life of the of

flowed

cradle of the first Baby worldthe re-peopled lonish empire, of which through the mists of the form long ages, we may dimly see the shadowy ' the of the great Nimrod, mighty hunter before

13 the Lord,' laying the colossal foundations." Scrip ture tells us that " Terah dwelt on the other side of the flood," by which name the " Great River, the River Euphrates," was known in these early days. The Great River which bounded men realm was to these ancient patriarchal less of a partition from all they knew were the waters of the Great In adventurous Columbus." their " little to the to the

of life than

Atlantic obedience

of which we read in Scripture, mystic summons Abraham his country and his kindred leaving went out of Ur of the Chaldees, not know ing whither he went; his aged father going forth with him into the unknown And so they land. forth

as men journeyed in these patriarchal journeyed, and shepherds, days, with sons and daughters, and flocks, and man-servants, and maid-servants, and goods, by the tracks which traced on the broad and herds across other plain. the roadless travellers After steppes had faintly some resting

Abraham re years at Charran, in Mesopotamia, sumed his journey scale, and, upon a grander crossing over the Great River, passed on his way to the land of Canaan. It is said that the great later, in the days of generations on the plains of Dura by the Nebuchadnezzar, three descendants was antici of the Patriarch drama enacted pated by Abraham and Nimrod, on the plains of

14 Shinar. plement of them are there to sup Many old traditions the simple narrative of Scripture ; some facts his doubtless in solution holding

more than torically true, while others are nothing which streams from great saints, the nimbus-glory " crown the float lighting up into an encircling ing atoms of the past." Somewhere on the banks of the commentators place scriptural The second cradle of the Eden. was also Euphrates the Garden human all of

Tigris.

upon that River, or its The first city of the new earth The tower

family the tributary, was built

upon its banks. the post-diluvian its waters.

population, intersected The Euphrates Babylon, of Kingdoms;" the "Golden City," the "Glory now a the great capital of the Chaldean Empire; broad walls desolation among the nationsher her high gates burnt with fire. utterly broken; the names of Nebu With Babylon are associated of Daniel and Darius; and Belshazzar; chadnezzar The grand prophet of of Cyrus and Alexander. of the and the energetic the captivity, apostle new Ere era, had their even a brick and her walls. within dwelling the Nile, made was upon must have had thriving Babylon history, mankind com-

of pride, erected by cast a shadow over

Nineveh and busy Twice

populations. in the world's

15 menced mian North. the race of civilisation Rivers. Arts Twice the human the banks to the on the Mesopotafamily diverged West, and the the first feeble

from their

East, and sciences made

steps of their infancy upon the shores of these rivers. Very early in history we know that Ba bylon was a great manufacturing city, famed for the costly fabric of its looms. At a more recent date the Chaldean tropolis, Alexander Indian posed empire. The me kings made it a gorgeous the fairest and the richest then on earth. of Macedon and the it the made Persian central it the port of the Gulf, and he pro of his metropolis

Ocean

to render countries

which the Euphrates through flows were formerly the most productive in the these regions world. the fruits of Throughout and tropical climes grew in by-gone temperate and abun days in luscious profusion. Luxury diffused. The soil every dance were universally where misrule nature. The still teemed with vegetation. Much of this has since and Ages of despotism passed away. have rendered the bounty of unavailing But the land is full of hidden riches. elements in and the in the of its ancient inexhaustible chivalrous of the tribes; grandeur of the fertility character and

natural exist

country, bearing

of many

and the day can-

16 not be far distant when it is destined to resume

its place amongst the fairest and most prosper ous regions of the globe. was of Mesopotamia The wondrous fertility limit in early times carried to its utmost by means of numerous irrigation canals, with which and some the country was everywhere intersected, These of the largest of which wrere navigable. the excited the wonder and interest of Alexander Great, who, after of India, examined boat with his own his return from the them hand. conquest steering the

a great number of men to repair and cleanse these canals. " Of of Babylonia, says, Herodotus, speaking I know, it is without all the countries question It produces neither the but in recompense figs, nor vines, nor olives; earth is suitable for all sorts of grain, of which it yields always 200 per cent., and in years of ex the best and the most fertile. fertility as much as 300 per cent." traordinary These regions need only again to be irrigated waters pouring down ever cool by the life-giving from Ararat,that and plentiful great land-mark of primseval history, now the vast natural boun dary-stone empires,to of the yield or agreeable to man. that is necessary everything Many acres now wasted, save when in early spring and Persian Turkish, Russian, almost once more in abundance

personally, He employed

17 of flowers, may be wildernesses they are sweet to the employment covered with cotton, tending of the many millioned spindles of our land. As the human gress and the new in arts and race multiplies and makes new wants pro civilisation, of man is taxed arise, to discover

ingenuity sources of wealth, maintenance and occupa tion : and we find, under the dispensations of an all-wise sources Providence, are unveiled that which at suitable have until been seasons re long pro the fitting occa

vided, although sion for their use.

concealed

of the the numerous administrations Amongst same wise and merciful design, it is not unreason able to believe the Euphrates of the great nations of antiquity are amongst the events designed to minister to the growing wants and improvement Looked upon of the human from another race. point there of view, in are twentythat the opening of the valleys of and Tigris, and the resuscitation

the light of reflected benefits, of human beings in five millions and upwards Western Asia, and five hundred millions habiting and who more inhabiting to this remain Central and Eastern Asia, day enslaved sunk in mental is here by debasing darkness and

and superstitions, delusion. What a field Christian philanthropist!

to the opening To aid in the removal

18 of ignorance and useful knowledge religion. indolence To hasten To superstition by the and an enlightened diffusion and of true

plant industry and the and barbarism have hitherto the when the breath

arts where prevailed. from the will will the say, the

day four winds, as foreshadowed by the prophet, breathe upon the slain, and the dry bones " the wastes shall be live; when builded, and desolate land shall be tilled;" and men shall " This land that was desolate is become like Garden

of Eden, and the waste and desolate and ruined cities are become and are in fenced, " So shall the waste habited." cities be filled with flocks of men.' of a new the subserve such and between East easy line of and the West The would establishment

communication obviously

and the proposed restoration has therefore of the Euphrates

objects; of the ancient route

noble

and upon the sympathy an interest the prosperity, in advancing of nations. tion, and happiness It is not too much to say, that

claim the strongest support of all who feel civilisa

railroad can compare projected with that of the Euphrates terest and importance It will bring two quarters of the globe Valley. into juxta-position, and three continents, Europe, Asia, and Australia, into closer relation.

or no existing of in in point

It will

19 bind link the vast population of Hindustan by an iron the people of Europe. It will inevit entail of the colonisation and civilisation Euphrates in a modern shape of the and Tigris, of Babylon of Ctesiphon

with

ably the great valleys the resuscitation

and Nineveh, and the re-awakening and Bagdad of old. Where is there in the world

any similar under which can achieve results of such mag taking with so many interests to various nitude, fraught nations? And who can foresee what ultimate effects may be produced communication in the Chinese, It is by distance that the distinctions and other remote and by improved condition of peoples difficulties means Hindoos, of

of intercourse

of creeds

Annihilate upheld. space, that separate peoplesthe differences of manners and customs, of modes of thought and feeling, of and dogmas, of precepts and prejudices, that keep up these barriersgradually disappear, as barbarism, and ignorance give superstition, to the superior and irresistible force of civi way lisation, truth, and enlightenment. various routes have been suggested Although with the view of bringing Great Britain, by means of railway communication, into closer connection with India xtnd her other dependencies in the doctrines

and races are chiefly and the great barriers

20 East, and of securing at the same time the im of an mense political and strategic desideratum to our Eastern alternative highway possessions, there is none which combines in itself so many as the ancient route of the Euphrates; advantages the route of the Emperors Trajan and Julian, in in more recent the Great whose times, steps, the Rus intended to follow, when Napoleon in another sian campaign turned his energies direction. which render this route special advantages superior to all others, are briefly these :It is the It is the shoitest and most direct route to India. The the cheapest, a railwayso that both difficulties, as though designed by the appears of nations be hand of nature to be the highway the most surely tween the East and the West; of its termini being defensible by Englandboth it almost open remunerative. Both on the sea; and the most likely to prove point pos others which Black for constructing free from engineering and working

and a political in an engineering route undoubtedly of view, the Euphrates over any of the sesses great advantages which have have been been proposed. from suggested All the routes places on the

that while Sea, are open to the fatal objection, to Russia they would be of the greatest service

21 that of the North, whose huge Colossus giant are ever tending further to the Eastthey strides would be altogether the control of Great beyond

while the engineering difficulties with Britain, which are surrounded, are of themselves they to exclude sufficient them from practical consi deration. is sufficiently brought out by the evidence well acquainted of witnesses, with the subject, who were examined last Session by the Select Commit This tee of the House Sir Stafford able and kinson, of Commons (presided Northcote), appointed exertions of Sir George Jenpatriotic to investigate the merits of the various the Persian Mediterranean Gulf. the President of over by the through

proposals for connecting the Black Sea with the Thus the Sir Henry

and

Rawlinson,

to a referring Royal Geographical Society, on route which has been proposed from Tereboli, the Black Sea, via Diarbekir and the Tigris, to the is Persian Gulf, stated that part of the country '' A nother for a railway.'' absolutely impracticable and Van, to via Erzeroum line, from Trebizonde, thinks " it the Persian Gulf, the same authority would be impossible to effect, the country being cut up by a succession of precipitous ravines, and mountain defiles." and impracticable torrents,

22 On a third line, from the Black Sea at Samsun, via and Diarbekir, to Bagdad and Sivas, Malatieh, Sir Henry Rawlinson no Bussorah, pronounced opinion, but stated that it would be 1,100 miles in length, a distance greater than considerably that of the line advocated by myself, from the Gulf Valley The of Scanderoon to the Persian by the corroborated Gulf, by the last of the Euphrates. evidence taken

Committee

during the pre year, has been fully of the sent Session of Parliament, by authorities and in the fields of diplomacy highest eminence and the views which for twenty years I warfare; have are urge upon this question, of that eminent also supported by the testimony and Bulwer, the late Lord Dalling diplomatist, affairs renders in Eastern whose long experience ventured to

in Lord Dalling, his opinion of especial weight. in and published to myself, a letter addressed the Times of the 27th November 1871, alluding and the the Mediterranean to "a line between Persian said, Gulf, to be united " I will not pretend with Constantinople," to lay down this line some of these have but I know of of

in all its points; precisely still to be studied and determined; we only can one have a line Power,

the territory traversing with which we are on terms

23 amity ; that it will be aided by two good and that a great ports and two great rivers; of it will pass over a perfectly level portion for its fertility re remarkable and country, close sources. I know also that this line great saving of time on the one hand, the other, of that gigantic kind which prise, In taken House ranean or interferes the course place before of Commons, to the with of the the its being Select a produces and is not, on arrests enter has for

completed." which investigation Committee which route exist

of the

the facilities

the construction

of a railway from Persian Gulf, by the

the Mediter of the

have been amply demonstrated Euphrates, by the the veteran explorer of the late General Chesney, at this juncture is nothing route, whose death less than a national loss; and Mr. W. F. Ainsworth, tached to the Euphrates ; and by Sir Expedition Mr. Telford Macneill, Mr. Max John Macneill, well, and others. in respect of the country the evidence Jones, Mr. the The by Captain Charlewood two of the officers at

of the route, advantages climate and productiveness of are fully shown M.P., Captain and others. Gulf and Parkes by Felix The has Mr.

to be traversed, of Mr. Eastwick, Consul

facility been testified Edwyn

Barker, of the Persian of the navigation by Dawes, and Mr. William also in a recently

published

24 correspondence, by Captain A. D. Taylor, late of the Indian Navy. The advantages of the pro from a military point of view, posed undertaking, are placed of beyond question by the evidence and of those experienced General Chesney, sol Malcolm Green and Colonel Henry testi Green, and more especially by the weighty ; while its importance mony of Lord Strathnairn in a political sense has been established by a diers, cloud stanced Colonel Mr. of witnesses, Sir Bartle Herbert, amongst whom may be in Sir Donald Frere, H.M. Consul-General MacLeod, at Bagdad, at Beyrout, and the vene to India Sir

Consul-General " the Great Elchi," pre-eminently by rated Lord Stratford de Redcliffe. Eldridge, On the ground of being placed cation with Europe, too of the great in continuous some

importance

railway communi persons, of an ambition

to pay much regard to lofty and impatient which weigh with more prac the considerations would be of railway tical advocates enterprise, short nothing to India. line from Constantinople content to support of a through

of Although fully alive to the vast importance the results which would accrue, not only to Eng land and India, but to the cause of civilization generally, from the establishment between of continuous Europe and India, railway communication

25 I cannot myself that such a project is too vast to be at once undertaken with any At the same time it is to be hope of success. observed that the Euphrates as Valley Railway conceal from

from the Gulf of Scanderoon to the proposed, Persian Gulf, has been specially with a designed view to its ultimately forming part of a through line from Constantinople to the head of the Per sian Gulf, while it is capable also of being, in due the port eastwards to Kurrachee, time, extended of India nearest to Europe. It is only because the Gulf line has from been the Mediterranean to to the be Persian eminently and easy, which the other portions of practicable the route between and India are Constantinople not, because through plete bances in line, while part of a capable of forming it would at the same time be com demonstrated

of any distur itself, and independent in Europethe only portion, in fact, of a be always, through line of railway which would and under all circumstances, at the absolute con trol of this country; because it would always be to this country the most important portion of any line a through I believe line; because through could not be constructed, except at overwhelming of a port in northern the assistance cost, without and because by Syria being first made available; the Euphrates Valley Railway would be at once

26 secured of the long to this country highest national advantages admitted to be

period of the Euphrates route to India, I have advocacy it expedient our own to urge upon thought and that of Turkey, the special Government claims The Valley of that section with that, would the Mediterranean objection only which would connect the Persian Gulf. the Euphrates although afford us the undoubted

that during the moment, in which I have devoted myself to the

a shorter, and a alternative, with India, more rapid means of communication it would still leave a considerable portion of the journey to be accomplished by sea, and that con it would accelerate our communications sequently with the East in a minor degree only, is suffi of by the circumstance already disposed that a railway from a point on the pointed out, to the head at or near Scanderoon, Mediterranean, ciently form part of Gulf, would naturally to a through line of railway from Constantinople India, if at a future time it should be considered the remaining or desirable to construct necessary of the Persian sections. At the same possible time acceleration it is to be observed, of the journey that any between

Railway of an advantage

of railway Europe and India, by the substitution much less in for sea transit, would be, relatively,

27 the case of those Asia Minor portions of the route traversing on the one hand, and Persia and Aff-

or Beloochistan, on the other, than on ghanistan, the central section between and the Scanderoon Persian Gulf; the latter section being almost level for nearly the whole of being traversed distance, and therefore capable at a very high rate of speed; in Asia Minor and Persia, the gra as to neutralize in a

whereas, both dients would be so severe

great measure the advantages ordinarily attaching to railway travelling as compared with that by sea. Pro rata to the power required, so is the distance. Valley that portion and In other words, the proposed Euphrates of precisely Railway would take advantage of the route the between Constantinople benefit would be

of railway for sea transit, whether regard be had to the rate of speed with which" the traffic or the economy attainable, might be worked. A regular mail service being already in opera tion portions of the Euphrates on the Mediterranean route to Indiamaintained side by French steam-packets calling at Alexanon the maritime the ports of the Persian Gulf, dretta, and between and Kurrachee and Bombay, by the vessels of the British India Steam Companya Navigation of little more than 900 miles in length, railway

India, where greatest from the substitution derivable

28 from Scanderoon on the Medi (or Alexandretta), to Kowait (or Grain), on the Persian terranean, to secure for us the Gulf, is all that is required immense complete more rapid route than now exists; and one, more with the over, which compares very favourably Red Sea route, both as regards climate, and the on the mari facility and safety of the navigation portions of the journey. Both Alexandretta and Kowait, the proposed termini of the Railway, possess all the requisites of first-class harbours. The harbour of Alexandretta of great to Sir John Frank to contain the is one time and strategic of a political advantage alternative route to India; a shorter and

capacity ; sufficient, according and others, Beaufort, lin, Admiral whole

It is the safest navy of Great Britain. harbour on the coast of Syria, and might be made available for the purposes of the railway at a very The place is at present small outlay. open to on account of unhealthiness; objection this, its only disadvantage, might be entirely at a moderate ated by drainage, expenditure. some Wth but obvi

near the regard to the harbour of Kowait, head of the Persian Gulf, Mr. William Parkes, C.E., to the Secretary of State the Consulting Engineer for India for Kurrachee Indian harbour, authorities, who by the liberality of the was recently

29 enabled states to examine the ports in the Persian Gulf, to me on the Report addressed

in an able that " nothing could be more secure or subject, " in any way favourable "for ships (than Kowait) of the largest to ride at anchor, or size, whether to be moored a quay wall." As a alongside mails, place for landing and embarking passengers, and cargo, even without sea works more extensive than jetty to bring a steam tender along " is side," Mr. Parkes reports that Kowait superior to Alexandria (as it is, until the new works are a short to Suez (as it was three years ago), completed), and to Bombay; while for an expenditure of from to 100,000, a wharf of sufficient length 80,000 to berth of 3,000 tons each, might four steamers, the railway be constructed, and down brought Kowait on a par, in this upon it, thus placing respect, Kowait towns with is in Suez important already to Captain the Gulf, and according A. D. Taylor, late of H.M. Indian Navy, possesses or boats of the country, more baghalahs, than any other trades with port in the Gulf which and there can be no doubt, if it be adopted of the railway, it will, Eastern terminus as it is, Brindisi, one of the .most or Dover."

India; as the within

have an enormous a very short period, of the through traffic trade of its own, irrespective passing over the railway.

30 the railway should Alexandretta and the Persian Gulf, it is to be borne in mind, that the great and is the connec .primary object of the undertaking tion of the Mediterranean Sea and the Persian As regards take between which Gulf by railway ; and the necessity of such a con nection having been once established, the precise line which the railway should take would appear to be comparatively a matter of less vital import in I may observe, however, that passing the first place from Alexandretta, the proposed the terminus on the Mediterranean, to Aleppo, of Syria, and a great entrepot present metropolis ance. of trade, the route from that place to the Persian Gulf having the strongest in its favour arguments would appear to be that recommended by Captain Felix Jones, on the right bank of the keeping Euphrates reach of for the whole distance, beyond the and passing inundations, by way of the holy cities Annah, Hit (the Is of Herodotus), of Kerbela and Nedjef (or Meshed Ali), Somowha, to Kowait or Grain, on and Sheikh el Shuyukh the Persian miles the from household doings Gulf. This line would Bagdad, word with of Haroon the city of us from the time we read of al Rashid in the Arabian holy chosen not pass many a the Caliphs, the route

and the neighbouring Nights." Bagdad, cities of Kerbela and Nedjef, are frequently

31 as a residence, that they by Sheeah Mahomedans their may be buried by the side of Hoosein, favourite tomb at Kerbela is the saint, whose peculiar bedewed and is annually object of their veneration, with the tears of thousands. The burial

place of Ali, Nedjef, though of inferior sanctity, is also held in great veneration. Pensioners of the Government of India, natives of the highest rank, make Bagdad or Kerbela their adopted frequently and both from Persia and Hindustan un home; told wealth has been poured have Gulf, into traced besides the coffers of the priests of Kerbela. The route which I andretta bably to the Persian the shortest

from

Alex

the altogether the Euphrates. from

being pro would obviate line obtainable, and expense of crossing necessity This line, moreover, regarded

a strategic point of view, would give the of two great rivers of the interposition advantage on between the Railway and an enemy advancing the flank likelihood The the on which of attack. Railway, according would engineers, to be there would be the greatest

cost of the proposed estimates of competent Pasha, intimated

under nine millions Muslims

and His Excellency, sterling; has the Turkish Ambassador, of his Govern by means of an

the readiness officially ment to raise the requisite funds

32 Ottoman loan, under conditions specially favour able to this country, if Great Britian will but give as she in the has case done, already of an Ottoman

a counter-guarantee, with France, jointly loan raised The in 1854. grand of the Sultan's

to the improvement impediment dominions is the want of the means

and no line would promote of intercommunication; more effectually their good government and pros their really pro perity, or do more to develop digious to the resources, than that which would lay open of the emigrant and energy and capital merchant of the West the expansive and fertile plains To route more and Tigris. of the Euphrates of an alternative the possession England to India would be of inestimable value, and

will as the route now proposed especially of nearly of a saving the advantage present and a 1,000 miles in the actual lineal distance, estimated at from four saving in time variously to eight days, offering at the same time rich fields and the enterprise to the genius of her statesmen back to commerce, of her merchants, by giving through the " potent steam, countries, and the theatre of in the Jewish, histories." of influence civilising the cradle of the human race, and the most and important early events Christian

Pagan,

33 every light, historically, poli and commercially, the proposed restoration tically of the ancient route of the Euphrates, throwing the portals of the East to the commerce of open the and civili world, and to the arts, sciences, sation of the West, is an interesting and noble of the highest scheme, fraught with consequences moment to the destinies of our race. this accomplish mission of England. already too Mr. Disraeli long To noble Its is the undertaking fulfilment has been Looked at in

slowly a footing in military and is gradually establishing positions, from which she can at once menace our Empire prestige would close in the East, and diminish the nations of among

Another as nation, delayed. to remind us, is lately took occasion but surely extending her power Eastwards,

our power and and I Europe;

this paper by urging my conviction, now that if we neglect the favourable opportunity of to us of securing the establishment presented route under the auspices of Great the Euphrates Britain, we shall speedily find that the shortest, easiest, and safest route to our Eastern possessions has fallen rival the East. W. August, 1872. P. ANDREW. into the hands of our most for commercial and political powerful in ascendancy

APPENDIX

A.

Letter from Colonel Sir Henry Green, K.C.S.I., C.B., to W. P. Andrew, Esq., with Notes on the Climate of the Persian Gulf. October23rd, 1872. Dear Mr. Andrew, As I understand that a discussion on the Euphrates Valley Bailway scheme is likely to come off in Parliament next session, I enclose some notes on the climate of the Persian Gulf, which I have extracted from my journal, and which may be of use to you for reference. They were made during our occupation of Bushire, in the hot season of 1857. The camp was pitched about two miles from the town of Bushire, facing N.E., and about one mile from the sea, on a plain totally devoid of shelter of any kind. During the months of July and August the European troops were located in wooden barracks, the Native troops, with their European officers, remaining in tents. The whole force consisted of about 6,000 men, with the usual number of camp followerssay three to each fighting man giving probably a total of some 18,000 souls in camp. My posi tion being that of Deputy-Adjutant-General to the whole force left in the Gulf, and therefore the chief staff officer, I had every opportunity of seeing and judging of the sanitary con dition of the troops.

APPENDIX A.

35

The more I consider this question of the Euphrates Valley Bailway the more I feel convinced of the necessity for its con struction. As a military man, and an old political officer, I take more of a political and strategical view of it, with reference to our Indian Empire, than a commercial one, as I feel sure the poli tical effect it will have on our Eastern Empire will be immediate, while those who look for commercial success must wait until it has had time to develop still more the trade which is yearly on the increase in those countries through which it must pass. In case of a hostile advance towards our Indian Empire on the part of any foreign power, the line of this advance would in all probability be parallel with the proposed line of rail, and by having Kurrachee in direct communication with the Mediter ranean, we might at any season of the year concentrate fresh troops from England or from our Mediterranean garrisons on any part of this line, or on the left flank of our North-Western frontier of India at Kurrachee, where they would be available for action at any threatened point between that port and our most Northern post of Peshawur. This would allow of the per manent garrison of India, or a considerable portion of it, being employed in maintaining peace amongst the dangerous classes in India Proper, instead of having to be hurried to the frontier, leaving insecurity and danger behind them. There can, I think, be no doubt but that had such a means of reinforcing our European troops in India existed during the Indian rebellion the siege of Delhi could never have oc curred; or, had it occurred, it could not have lasted for any serious time, nor could its issue ever have been doubtful, for England could have placed the guards from London before Delhi in a month's time, via Kurrachee, Mooltan, and Lahore, as the communications by this route were never interrupted, while all others were for a time closed; we could in fact have carried on the siege of Delhi, protected our North-West frontier, and maintained peace in the Punjab, direct from England, while the garrison proper of India was employed in besieging Lucknow,

36

APPENDIX A.

Caunpore, and other strongholds. With such a means at our disposal, in addition to the route via the Suez Canal, enabling us to throw troops both on the North and South of India at the same time, a future rebellion would be rendered impossible. It is the fashion of a certain class of English, as well as Anglo-Indian diplomatists, to ignore the advance of Bussia towards India as having any serious significance for England, and to scoff at those who think otherwise; and every effort is made by them through the press, by public lectures, &c, to mislead the public. Yet there can be no doubt that any one who has watched the enormous development of Bussia in material strength, and her gigantic strides towards our Indian Empire, must have observed the marked effect it has had upon our Eastern subjects, and that Bussia's movements, formerly seldom heard of, are now a common topic of conversation amongst them ; but supposing that these advances of Bussia in Central Asia are merely for commercial and civilising purposes, in which philanthropists say we ought to assist her, surely the best means of doing so would be by bringing into closer com munication Western civilisation with Eastern barbarism. But does any one possessing any knowledge of the circumstances really believe that the large and well-equipped army of the Caucasus is merely maintained for commercial purposes, or that the fleets in the Caspian, the Black, and Aral Seas, are merely for the purpose of transporting cotton, tea, &c. We may rest assured that Bussia will never forego her intention of possessing Constantinople; if we reverse our traditional policy, and permit her to occupy it, well and good, she will give us no trouble; but if we interfere, she will, beyond a doubt, attack us in our weakest point; viz., India; not that I believe that Bussia has any idea of a final conquest and occupation of our Indian Em pire, for if we could not hold it, no other nation could do so; but by advancing towards it she would create such a diversion in her favour, and so paralyse us in Europe, that we should be unable to prevent her from carrying on her designs. Such a

APPENDIX A.

37

contingency may not arise for years, for Bussia will not again risk defeat as in the Crimea, but will bide her time until her gigantic strength is still more fully developed; but this is the greater reason why we should at once make our preparations, which will take considerable time. The more we show that we are prepared for all eventualities the less likely we are to have to fight, and the more likely we shall be able to obtain powerful allies, should we be compelled to do so. Bussia by her advance followed up, as it is, by railway and steam communication, is daily gaining advantage over us; but with increased and rapid communication on our part by the construction of the proposed line we shall be placed on more than an equality with her either for commerce or war. I have not touched upon the practicability of the construc tion of the line with reference to engineering difficulties, because I believe that to do so would be an insult to the engi neering skill of England. I may say the same with regard to the financial question, and our commercial enterprise. Depend upon it, if we can by the adoption of this line add to the in ternal and external security of our Indian Empire, and quiet the minds of the millions it contains by proving to them that internal rebellion is impossible, and external attack equally so, it will well repay any guarantee England can give. The question again as to whether troops proceeding by the proposed route would suffer or not from heat, appears to me a secondary consi deration ; whenever a man turns his head to the Eastward, as he advances he will suffer more or less from the heat. While on the subject of railroads, I know that there is another line in which you are much interested, and that is the Scinde one; and now that the missing link will soon be completed between Kotree and Mooltan, I would again urge the pushing forward of a line between Sukkur, on the Indus, and Dadur, at the foot of the Bolan Pass, a length of about 120 miles, over a dead level or nearly so. We should then be in direct communication with the two principal entrances into India from the west, viz., the c

38

APPENDIX B.

Kyber Pass at Peshawurthe rail between which and Lahore is under constructionand the Bolan at Dadur ; if the former is considered necessary, the latter is still more so, as leading to a pass far easier of access from Affghanistan, and on the direct road to Central Asia, as well for commercial purposes, as for any hostile advance towards India. Extracts from the Journal of Colonel Sir Henry Green, Assistant Adjutant-General to the Persian Expeditionary Force, during a portion of the War between Great Britain and Persia in 1857. March.Weather during this month cool and pleasant, with occasional showers. April.Weather during the month pleasant, nights cool, no sickness to speak of. May.I was at Bagdad. June.Weather during the month exceedingly pleasant, with strong sea-breezes, nights delightfully cool, health of troops good, particularly the Europeans; sickness, 6 per cent. July.Weather during the month very pleasant. Sickness about 5 per cent, of the whole force. Nights invariably cool. August.Weather during month very pleasant. Troops particularly healthy, average about 2*29 per cent. sick. September.Weather during month pleasant, sea-breezes commencing somewhat late in the day; health of troops excel lent, about 2*50 per cent. sick. Yours very truly, HENBY GBEEN.

APPENDIX

B.

THE

EUPHRATES

AND

INDUS ASIA.

ROUTE

TO CENTRAL

A DEPUTATION, FAVOUR IN OF THE BRITISH GOVERNMENT GRANTING TO PECUNIARY SUPPORT THE EUPHRATES VALLEY HAD AN INTERVIEW WITH VISCOUNT PALMER RAILWAY, 22ND JUNE, 1857. STON, The deputation consisted of the Earl of Shaftesbury, Mr. Andrew (Chairman of the Euphrates Valley Bailway), Mr. P. Anstruther, Mr. W. F. Ainsworth, Sir P. L. Arthur, Bart., Mr. A. P. Bellasis, Sir W. Colebrooke, C.B., the Earl of Chichester, the Earl of Carnarvon, Major-General Chesney, B.A., Mr. F. Ellis, M.P., Mr. Estcourt Sotheron, M.P., the Hon. J. C. Erskine, Mr. A. S. Finlay, M.P., Lord Goderich, Mr. H. Gladstone, Mr. W. Hutt, M.P., Mr. Thomas Headlam, M.P., Mr. T. B. Horsfall, M.P., Col. Harvey, Mr.T. K. Lynch, Mr. John Laird, Mr. Macgregor Laird, Mr. James Merry, M.P., Sir H. Maddock, Major Moore, Sir D. Norreys, M.P., Colonel W. Pinney, M.P., Mr. F. W. Bussell, M.P., Sir Justin Sheil, K.C.B., Count Strylecki, Col. Steinbach, Gen. Sabine, Lord Talbot de Malahide, the Lord Mayor (Mr. Alderman Finnis), Mr. Matthew Uzielli, Mr. W. Vansittart, M.P., Sir

40

APPENDIX B.

W. F. Williams of Kars, Mr. A. Denoon, Mr. L. W. Baeburn, Mr. Wickham, M.P., Hon. A. Kinnaird, M.P., Mr. Arthur Otway, the Earl of Albemarle, Lord Ashley, Mr. Thomas Alcock, M.P., Mr. J. E. Anderdon, Viscount Bangor, Mr. W. Buchanan, M.P., Mr. F. B. Beamish, M.P., Mr. G. Bowyer, M.P. Dr. Boyd, M.P., Major C. Bruce, M.P., Lord Colchester, Lord Cloncurry, Lord Cremorne, Lord B. Clinton, Sir Edw. Colebroke, M.P., the Hon. H. Cole, M.P., Mr. B. W. Crawford, Alderman Copeland, M.P., the Bishop of Durham, Lord Dufferin, the Earl of Donoughmore, Mr. B. Davison, M.P., Colonel Dunne, M.P., Sir James Duke, M.P., the Earl of Enniskillen, Earl of Erne, Lord Elcho, Sir De Lacy Evans, M.P., Mr. J. C. Ewart, M.P., Sir J. Elphinstone, M.P., Mr. W. Fagan, M.P., Sir B. Ferguson, M.P., Sir G. Foster, M.P., Mr. C. Fortescue, M.P., Mr. F. French, M.P., Lord Bobert Grosvenor, M.P., Mr. E. Grogan, M.P., Mr. S. Gregson, M.P., Mr. G. Hamilton, M.P., Mr. J. H. Hamilton, M.P., Colonel Harvey, Mr. A. Hastie, M.P., Mr. H. Ingram, M.P., Mr. W. Kirk, M.P., Mr. T. Longman, Lord Monteagle, the Earl of Mayo, Mr. J. B. Mowbray, M.P., Mr. B. Monckton Milnes, M.P., Sir John Mac neill, Mr. H. A. Mackinnon, Sir Boderick Murchison, Mr. G. Macartney, M.P., Mr. J. M'Cann, M.P., Mr. J. M'Clintock,M.P., Mr. M'Evory, M.P., Mr. P. W. Martin, Mr. C. W. Martin, Mr. G. G. MTherson, Mr. F. North, M.P., Colonel North, M.P., the Bight Hon. J. Napier, M.P., Mr. C. Newdegate, M.P., Sir George Pollock, G.C.B., Mr. J. Pritchard, M.P., the Earl of Boden, Lord Bossmore, Lord Stanley, Lord Sandon, the Bishop of St. David's, Mr. B. Slaney, Mr. W. Sowerby, Mr. A. Turner, M.P., Colonel Taylor, M.P., Mr. W. Tollemache, M.P., Sir H. Verney, Lord Wrottesley, Mr. Whiteside M.P., Mr. Thos. Williams, Mr. J. A. Warre, M.P. Lord Shaftesbury introduced the deputation to Lord Palmer ston, and pointed out in forcible language, the vast importance to this country of securing an alternative route to India, and the great interest generally felt throughout the country in this

APPENDIX B.

41

great undertaking, so calculated to promote commerce, civiliza tion, and Christianity, and stated that Mr. Andrew, the chair man of the company, would submit to his Lordship more detailed information. Mr. Andrew after expressing his regret for the unavoidable absence of Lord Stanley, said that for some years it had been considered a great national object to secure an alternative short route to India, but that recently the establishment of the route by the Euphrates had become more and more necessary, and more especially since it had been determined to open up the Valley of the Indus by the application of steam. The great traffic which would pour down this valley from Central Asia and the Punjaub, once flowing towards Kurrachee, would natu rally seek an outlet by the sister valley of the Euphrates, at least the lighter and more valuable products as well as the mails and passengers; but the support of the Government was not sought on commercial grounds. That support was sought alone on the ground of the political importance of this ancient line of communication. The grand object was to connect England with the north-west frontier of India, by steam transit through the Euphrates and Indus Valleys. The latter would render moveable to either the Kyber or the Bolan, the two gates of India, the flower of the British army cantoned in the Punjaub; and the Euphrates and Indus lines being connected by means of steamers, we should be enabled to threaten the flank and rear of any force advancing through Persia towards India. So that the invasion of India by this great scheme would be placed beyond even speculation; and it would be evident, that the great army of India of 300,000 men being united by this means to the army in England, the mutual support they would render each other would quadruple the power and ascendancy of this country, and promote powerfully the progress, the freedom, and the peace of the world. The countries to be traversed were the richest and most ancient in the world, and might again become the granaries of Europe, and not only supply us with wheat, but with cotton of

42

APPENDIX B.

excellent quality, and his gallant friend, General Chesney, who had recently visited these regions, would tell them that there were hundreds of thousands of camel-loads of this valuable commodity rotting on the ground for want of the means of transport. Sir W. F. Williams, of Kars, would tell them there was no difficulty in dealing with the Arabs, if they were fairly treated. The Lord Mayor, who had had intimate commercial relations with the East, and Mr. Lynch, of Bagdad, who had for many years traded with the Arabs, would speak to the honesty and trustworthiness of the Arab. As to physical dif ficulty there was nonethe line had been surveyed and proved to be singularly easy. Her Majesty's Government had given their powerful influence and support in obtaining the firman and concession. They had placed Her Majesty's ship, Stromboli, at the disposal of General Chesney and Sir John M'Neill, and the engineering staff; and Lord Stratford de Bedcliffe had lent his powerful advocacy with the Porte. He (Mr. Andrew) was deeply grateful for the assistance thus far afforded them; but they had now arrived at that point when something more was absolutely necessary, and that was the pecuniary support of Government to enable the capital to be raised for the pro secution of the work. It was not a matter for private indi viduals to undertake. If they wanted an investment for their funds, they would certainly not choose Turkish Arabia. The establishment of a steam route by the Euphrates had been placed before the public and the Government. Many Chambers of Commerce and other influential associations had already me morialised the Government in favour of granting pecuniary aid; and it was believed the country was anxious that this route should be carried out by Englishmen, and it now rested with the Government to say whether they concurred in the im portance of the work, and if so, whether they would be pre pared to recommend such an amount of pecuniary assistance, whether by guarantee or otherwise, as would enable this, the most important undertaking ever submitted to their consider ation, to be proceeded with.

APPENDIX B.

43

Sir W. F. Williams, of Kars, stated that during his long residence amongst the Arabs he experienced no difficulty in dealing with them, or in procuring, during his excavations in Susa, any number of workmen he might require; and he also pointed out the great importance of the proposed harbour of Seleucia, as there was not a single good harbour on the Syrian coast. Count Strylecki briefly addressed his lordship on the support of successive Turkish Governments to the undertaking, viewing it as of incalculable political importance to England in relation to her Indian possessions. Mr. Finlay, M.P., speaking from personal acquaintance with the country to be traversed, dwelt on the great capacity for development, if only the means of transport were afforded. General Chesney gave full explanations regarding the harbour, as to its exact position, capacity, &c. Sir Justin Sheil, late ambassador in Persia, dwelt on the political importance of the line, and said that it would shorten the distance to Kurrachee, the European port of India, by 1,400 miles. The Lord Mayor (Mr. Alderman Finnis) had had, through his agents, extensive commercial transactions with the Arabs, and had found them most reliable and honest; and he con sidered they were as much alive to their own interests as any other race, and would be in favour of the railway, because it would at once give them employment and afford them an outlet for their products. Mr. Lynch, of Bagdad, from long residence, fully confirmed his lordship's views. Mr. Horsfall, M.P., assured his lordship that the undertaking was viewed with great interest in the manufacturing districts generally, and placed in his lordship's hands a memorial from the Chamberof Commerceof Liverpool, praying that the Govern ment would extend the necessary pecuniary aid to the Eu phrates Valley Bailway Company.

44

APPENDIX B.

Lord Palmerston assured the deputation that the Government were fully alive to the great importance of the Euphrates route, that they had supported, and would continue to support it; but he could not give an opinion as to giving the guarantee on the capital without consulting his colleagues. He requested Mr. Andrew to put his proposition in writing, and said it should have a proper amount of consideration, and that Government would be happy to aid it, if in their power. Mr. Andrew having thanked his lordship for the courteous reception accorded them, the deputation withdrew, much gra tified by the manner in which they had been received.* * Reprinted TheTimes Morning of 1857. from and June, Herald, the23rd

APPENDIX

C.

Letter from

W. P. Andrew, Esq., to the Right Hon. Viscount Palmerston, K.G.

London, June 30, 1857. My Lord,In compliance with the desire expressed by your Lordship, when the deputation waited upon you on the 22nd instant, in favour of a guaranteed rate of interest being granted by Her Majesty's Government on a portion of the capital of the Euphrates Valley Bailway Company, that the proposition should be submitted in writing, I have now the honour to state for your Lordship's consideration that the pecuniary support of Government is sought on the following grounds. 2. The establishment of a railway from the Mediterranean to the Persian Gulf would have the effect of reducing the dis tance between this country and India by upwards of 1000 miles and the time to about fourteen days, or about half the period now occupied. 3. It would be the means of consolidating the power of the Sultan in his Asiatic dominions. 4. By means of this railway, taken in conjunction with the system of steam transit now being established along the valley the of the Indus from Lahore to the sea at Kurrachee,"* large force stationed in the Punjaub would be rendered of incalcu* Kurrach.ee onlytheportof theIndusand Central but fromits is not Asia, if destined become, notthe to and appears advantages, geographical position other the future of mustcertainly second andtheEuropean port city, metropolis India, of thatEmpire.

46

APPENDIX C

lable importance by steamers uniting the line of the Indus with that of the Euphrates, for in that case any hostile force advancing towards the Indus would not only be met on the line of that river, but would be threatened along the sea-board of the Persian Gulf and the line of the Euphrates in flank and rear. 5. The Indus and the Euphrates thus united, the dangerous isolation of Persia would be at an end, and a Bussiau invasion of India would cease even to be speculated upon. 6. The first section of the line, from Seleucia to the Eu phrates, has been surveyed by Major-General Chesney and Sir John Macneill, with an engineering staff, and has been reported as of easy construction. Copies of the reports of these able and scientific gentlemen are annexed for your lordship's infor mation. 7. The Turkish government undertake to commence simul taneously with the railway the construction of a harbour at the mouth of the Orontes at the proposed terminus of the railway. 8. The harbour has been surveyed by Sir John Macneill, with the assistance of the officersof Her Majesty's ship " Stromboli." Plans of the proposed works have been already sub mitted to the First Lord of the Admiralty, and they are now forwardedfor your Lordship's inspection. 9. There being no harbour on the coast of Syria, better than the open roadsteads of Beyrout, Jaffa, Tripoli, and Acre, or the pestilential harbour of Alexandretta, the importance of having a safe and commodious harbour will be apparent for political as well as commercial purposes. 10. This harbour, connected by means of the railway with Bussorah at the head of the Persian Gulf, would give to Eng land the first strategical position in the world. 11. The resources of England being made promptly available on any emergency in the East, Chatham and Southampton would become the basis of operations instead of Kurrachee or Bombay, and would enable this country to anticipate or repel,

APPENDIX C.

47

whether in Europe or Asia, any attack with the rapidity and advantages of an irresistible force. 12. On an emergency in India, troops from England could be landed at Kurrachee in three weeks, and in another week at Lahore, by steam transit. 13. The Euphrates Valley Bailway, in addition to its political advantages, would powerfully promote the commerce and civili sation of the world at large, and that the commercial and manu facturing communities concur in these sentiments has been shown by the addresses lately submitted to your Lordship. They are quite alive to the importance of obtaining cotton, wool, sugar, indigo, and other products from India and Mesopo tamia, and the production, being effected by free labour, would of necessity tend to the extinction of slavery. 1"4.Through the zealous exertions of Major-General Chesney, aided by the advice and powerful support of Viscount Stratford de Bedcliffe, a concession was granted by the Turkish Govern ment in the early part of this year, guaranteeing a minimumrate of interest of 6 per cent, on the capital required for the first section from the Mediterranean to the Euphrates, besides afford ing other privileges. 15. But as these terms, from the state of the money-market and other causes, have neither been, nor are likely to be, suffi ciently attractive to induce the British capitalist to embark his money in a distant enterprise, the deputation, of which I had the honour of being a member, waited upon your Lordship with the view of impressing upon your attention the absolute necessity of the pecuniary support of Her Majesty's Government being extended to the undertaking, in the event of the Government concurring in the opinion expressed by the deputation, that the Euphrates Valley Bailway was a work of great national im portance. 16. It was most satisfactory to the deputation to have from your Lordship the assurance that Her Majesty's Government entirely concurredwith the deputation as to the great importance

48

APPENDIX C.

to this country of connecting England and India by the Euphrates Valley route, and that it would continue to receive the counte nance and furtherance of Government. 17. The financial support required from Her Majesty's Government is a counter guarantee of 5 per cent, for twentyfive years, or 4>\ per cent, for fifty years, on the capital of 1,400,000 for the first section. The responsibility incurred by the Government in granting this assistance would, it is believed, be merely nominal, and could only accrue in the event of two contingenciesthe railway not paying a moderate divi dend, and the Turkish Government failing to fulfill its part of the contract. 18. Only under the above circumstances could Her Majesty's Government be called upon to make any contribution, and it will be seen by reference to Sir J. Macneill's Beport, that the existing traffic upon that portion of the route of the proposed railway is sufficient in his judgment, to yield a dividend of 8 per cent, on the capital required. 19. The East India Company might fairly be expected to share the responsibility of the counter guarantee, in the same way as they have already contributed to the subsidy to the European and Indian Junction Telegraph Company, as the establishment of the proposed route appears to be of vital im portance for securing the good government and peaceable pos session of India. 20. The experienced and distinguished gentlemen with whom I had the honour of being associated in waiting upon your Lord ship, on the 22nd instant, are well aware that the question of the Government guaranteeing interest on an industrial under taking is not free from difficulty, and this difficulty would be increased if, on the present occasion, the granting of the guarantee might hereafter be quoted as a precedent for similar demands. 21. The pecuniary support of Government is on the present occasion sought, not on industrial or commercial considerations,

APPENDIX C.

49

but on account of the political importance of the railway to the empire at large; and it is to be remembered that whatever assistance the Government may render to the Euphrates Valley Bailway, can never be quoted as a precedent for the furtherance of any similar undertaking, for no similar undertaking can pos sibly be brought forward, as the route proposed is at once the shortest and the easiest between England and India, the whole length of the valley of the Euphrates is so free from impedi ment, that it would seem as if Providence had specially ordained it to be the great highway of nations between the East and the West. 22. I beg to call your Lordship's attention to the accom panying memorandum by Sir Justin Sheil, on the political advantages that might fairly be expected to accrue to England by the proposed Euphrates Valley Bailway being in the hands of Englishmen, and to the annexed report of the evidence in the committee of the House of Commons on the European and Indian Junction Telegraph Company, to the effect that no danger is to be apprehended to the construction of either a telegraph or a railway from the Arabs on the banks of the Euphrates and Tigris. 23. In confiding to the consideration of Her Majesty's Government what is believed to be the most important work, viewed in all its bearings, that was ever submitted to any Government, I must state the general conviction that the Euphrates route will most assuredly pass into other hands if England declines the task. 24. I beg again to express, on behalf of the deputation, their grateful sense of your Lordship's consideration and courtesy. I have the honour, &c. W. P. ANDBEW, Chairman. The Bight Hon. Viscount Palmerston, K.G.

APPENDIX

D.

EUPHBATES

VALLEY

BAILWAY.

Report of the Select Committee* of the House of Commons, dated 22nd July, 1872. The Select Committee appointed to Examine and Beport upon the whole subject of Bailway Communication be tween the Mediterranean, the Black Sea, and the Persian Gulf, have considered the matters to them referred, and have agreed to the following Beport: Your Committee have to report that, in compliance with the directions of your Honourable House, they have taken evidence upon the whole subject of railway communication between the Mediterranean, the Black Sea, and the Persian Gulf. They find that at the present time no such communication exists, nor is any plan for establishing it in course of execution, though it has been stated to them that the Turkish Government has it in contemplation to extend the line of railway now in course of construction from Scutari towards Bagdad, thereby * The Committee composed the following was of members:Sir Stafford Sir Northcote, Bart.; Viscount Sandon; George Jenkinson, Bart.; Hon.Fred. Mr. Mr. Mr. Walpole; Eastwick; BaillieCochrane; Laird;Mr. GrantDuff; Hon.Arthur KinnairdMr.Brassey; Charles Sir ; Eobert ; WingfieldMr.Henry Brand Mr.M'Arthur; DyceNicol; Mr.Kirkman Mr. ; Hodgson.

APPENDIX D.

51

connecting Constantinople and the Black Sea with the Valley of the Tigris, whence the line might at a future time be con tinued to the Persian Gulf. The Bussian system of railways is nearly completed as far as Tiflis, and may shortly be expected to reach Beched on the Busso-Persian frontier. It is surmised that this system also might at a future time be extended to the Gulf, which would thus be brought into communication with the Black Sea at Poti. This is, however, as yet mere matter of speculation. Your Committee have also heard some evidence as to the desirableness of establishing railway communication between Trebizond, or some other port on the Black Sea, and the head of the Persian Gulf; but it does not appear to them likely that such a line would be undertaken as an independent speculation; while they are of opinion that no line starting from the Black Sea would be of sufficient value to English interests to make it worth their while to go deeply into the question from an English point of view. It has seemed to them, therefore, that they would most properly discharge their functions by confining their attention to the question of establishing a route to the Persian Gulf from some port on the Mediterranean, to which British ships could at all times have easy and uncontrolled access, and which would be likely to be available, whenever required, for the transmission of troops and mails, as well as passengers and goods, to India. Upon this point they have not only taken the evidence of a number of official and non-official witnesses, but have also ob tained, through the kindness of the Secretary of State for Foreign Affairs, a series of reports from certain of Her Majesty's consuls, who were considered by his lordship to be the best qualified to furnish valuable information on the subject. These reports, which are highly interesting, will be found in the Appendix. The evidence which your Committee have taken, and to which much more might have been added, has satisfied them that there

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is no insuperable obstacle in the way of the construction of a railway from some suitable port in the Mediterranean to some other suitable port at or near the head of the Persian Gulf; that there is more than one port which might be selected at either end of the line; that there are several practicable routes ; that there would be no difficulty in procuring the necessary supply of labour and of materials for constructing a railway; and that there need be no apprehension of its being exposed to injury by natives, either during the process of its construction or after it shall have been completed. They find, too, that there is reason to expect the sanction, if not the active concurrence, of the Turkish Government in any well-conceived project that may be presented to them. Of the various routes which have been discussed before your Committee, the following appear to be the most important: 1st. Aline starting from Alexandretta (Scanderoon), or from Suedia, near the mouth of the Orontes, passing through Aleppo to the Euphrates, at or near Jaber Castle, and thence carried down the right bank of the river to Grane (Koweyt), on the western side of the Persian Gulf. 2nd. A line starting from one of the same points, cross ing the Euphrates at Belis, passing down the left bank of the river, or the right bank of the Tigris, to a point nearly opposite Bagdad, recrossing the Euphrates and proceeding to Grane. 3rd. A line starting as before, crossing the Euphrates at Bir, thence going round to Orfah and Diyarbekir, and following the right bank of the Tigris to Bagdad, whence it would follow route No. 2. 4th. A line somewhat like the last mentioned, but following the left instead of the right bank of the Tigris. 5. A line starting from Tripoli, and proceeding across the desert, by way of Damascus and Palmyra, to the Euphrates, whence it might follow either of the Euphrates routes.

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53

Several witnesses have discussed the relative advantages of the various termini, both on the Mediterranean and on the Persian Gulf; the principal question with regard to the former* being, whether Alexandretta or Suedia should be preferred; while with regard to the latter, there have not only been questions between different ports, such as Bussorah, Mohammerah, Core Abdullah, Grane, and Bushire; but the further question, whether the line should not be carried along the whole northern shore of the Gulf, so as to establish direct communica tion with the Indian railway system at Kurrachee. The principal argument in favour of Alexandretta is, that it possesses a fine natural harbour. The objections taken to it are, first, that it is an unhealthy place; and secondly, that a railway starting from it would have to be carried across more difficult country than would be encountered on a line from Suedia up the valley of the Orontes. Suedia, it is said, is far more healthy than Alexandretta; but, on the other hand, there is no port there, and should it be chosen as the terminus, great expense must be incurred in making one. The advocates of Alexandretta contend that its unhealthiness even at present is much exaggerated; and further, that a much less expenditure than would be required to make a port of Suedia would be sufficient to drain the marshes, which are the principal cause of the insalubrity of Alexandretta. It has also been shown by recent engineering evidence that there would be no difficulty which could not be readily overcome in the line between Alex andretta and Aleppo, and that it would be even preferable to the line of the Orontes. Your Committee have not the means of forming a decided judgment on these controverted points, and are of opinion that should a railway be undertaken it would be desirable that the relative advantages of these two Mediter ranean termini should be carefully investigated by a competent commission. With regard to the third port which has been mentioned, namely, Tripoli, your Committee would refer to the evidence

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given in its favour by Captain Burton, which is not, however, supported by that of the other witnesses whom they have examined. So far as the information they have obtained goes, they are disposed to prefer Alexandretta to Tripoli as the point of departure, even for a line down the right bank of the Eu phrates ; while, should a line down the Tigris be preferred, or should it be thought desirable to connect the new line with the projected Turkish system, there can be no doubt of the supe riority of the former terminus. As regards the terminus on the Persian Gulf, your Committee are decidedly of opinion that it would be better to carry the line to some point where it might be brought into communica tion with the steam-vessels which are now under Government subvention to carry the mails, and which ply from the Indian ports to Bussorah, than to continue it along the coast to Kur rachee by a very expensive and probably unremunerative route. Of the particular ports which have been mentioned, they are inclined to prefer the port of Grane; but upon this point, as well as upon the selection of a port on the Mediterranean, they think that a local inquiry, conducted by competent scientific authorities, with a special reference to the purpose in view, would be desirable. Passing from the question of the termini to that of the route itself, your Committee find that the arguments in favour of, and against, the Euphrates and the Tigris routes respectively, may be thus stated: The Euphrates route is considerably the shorter, would be the cheaper to make; and, assuming an equal rate of speed, would afford the quicker passage for persons, troops, or mails passing between England and India. The Tigris route might attract the larger amount of traffic, and would connect itself better with the projected Turkish system. Upon the whole, your Committee are of opinion that, if the enterprise were to be regarded simply as one affecting British interests, it would be the wisest course to adopt the shortest

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and most direct line not open to very obvious objections, and that one of the two routes by the way of the Euphrates should be preferred, leaving it for those who are interested in the im provement of the communications with the towns on the Tigris, or further east, to connect those towns with the main line by one or more branch railways, and by the use of the water com munication which exists between the two rivers. But if other considerations are to be taken into account, and if the co operation of the Turkish Government is to be sought in the construction of a railway, it may well happen that that Govern ment may see reason to prefer the route by way of the Tigris; and any such preference ought to be a material element in the determination of the question. Your Committee, therefore, having arrived at the conclusion that there is no probability of any line being constructed by unassisted private enterprise, have now to consider the following question: Is it worth the while of England to undertake the making of a line in conjunction with Turkey; and is there, in that case, a probability that a practical arrangement can be made There can be no doubt that if the Government of England were to give its support, in the form of an adequate guarantee, the Turkish Government would give its general countenance to the undertaking, whatever might be the route that was chosen. It is the opinion of many very competent witnesses that ib would be worth the while of this country to give such a guaran tee, even though it should involve a considerable pecuniary sacrifice. Others are of a different opinion; and, though ad mitting that England would derive certain advantages from the opening of a railway through Mesopotamia, do not consider that those advantages would be of sufficient importance to justify a serious national expenditure. Among the witnesses whose evidence tends most strongly to support the policy of incurring the cost or risk of a national

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guarantee, your Committee may mention Viscount Stratford de Bedcliffe, Lord Strathnairn, Sir H. Bartle Frere, Sir Donald Macleod, Mr. Laing, Colonel Sir H. Green, Colonel Malcolm Green, Captain Tyler, B.E., Mr. W. Gifford Palgrave, &ci Among those who suggest considerations tending to throw doubt on the propriety of such an expenditure, your Committee would call attention to the evidence of Lord Sandhurst, Sir H. Bawlinson, Major Champain, &c. Your Committee have had laid before them a Despatch from the Government of India, expressing an earnest desire that it may be found practicable to carry out the project, which, it is observed, would be of considerable, but not of paramount, im portance to the interest of that country. They infer from it that the Indian Government, while it would be prepared to avail itself of the railway if made, and of course to pay for the ser vices it might require, would object to join in any direct or indirect expenditure for the purpose of obtaining its con struction. Your Committee have had under their notice an important semi-official correspondence,which has been laid before them by Sir George Jenkinson, a Member of the Committee, explanatory of the views of the Turkish Government upon the question. This correspondence will be found at Question 813, in the Evidence of 1871, and at Question 709 in that of 1872; but your Committee think it desirable, for the purpose of putting it in a convenient form before your Honourable House, to incor porate it in this Beport as follows : " 39, Eaton Place, " 16 February, 1870.

" Your Excellency, " Having well considered the conversations we have had together respecting a railway from Alexandretta to Aleppo, and from Aleppo to Bagdad and Bussorah, at the head of the Persian Gulf, I now, before taking any step in the House of

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Commons with reference to it, wish you to inform me positively whether your Government consents to the construction of such "railway on its own account, under the direction and working control of a mixed committee, to be appointed jointly by the English and Turkish Governments, and upon the following con ditions : " 1. The funds to be raised by means of an Ottoman Loan, the interest of which to be counter-guaranteed by England at the rate of 4 per cent, per annum and 1 per cent, for a sinking fund. " 2. The proceeds of such loan, when raised, to be deposited in the Bank of England in the names of the mixed committee as before defined, and to be applied by them exclusively for the construction of the railway, and the provision of the necessary rolling stock, and for no other purpose. " 3. All the land necessary for the railway, and for all the works in connection therewith, to be provided free by the Turkish Government. 114. In order to secure with regularity and certainty the pay ment of the interest upon the loan, the following stipulations to be agreed upon and enforced: "(1st.) The net income proceeds of the working of the railway when made, wholly or in part of it, to be paid into the Bank of England, and applied exclusively to the pay ment of the interest and the sinking fund. "(2nd.) The customs duties and port charges of the ports of Alexandretta and Bussorah, as well as certain revenues and other resources of the provinces through which the railway may pass, to be assigned by the Turkish Govern ment to the mixed committee as a security for the pay ment of the interest of the loan, and of the sinking fund. "5. The Turkish Government to guarantee to England the privilege of the conveyance of troops at all times by the railway to and from this country, and any of her Majesty's Eastern pos sessions, and at a rate not exceeding that vhich will be paid for the conveyance of troops belonging to the Ottoman Empire, and

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upon such other conditions and regulations as shall be settled and agreed upon by a convention between the English Govern ment and the Sublime Porte. " 6. The transport, free of any charge, at all times by the rail of all English mails to and from this country, and any of way Her Majesty's Eastern possessions. " 7. Until the extinction of the loan by repayment of the and interest, the English Government, and the bond principal holders as represented by the committee, to have an absolute mortgage upon the railway, and land, and works. In request ing a reply from your Excellency to this communication, I hope I may receive your authority to make such use of it as the fur therance of the object in view may render necessary. " Believe me, &c, "GEOBGE JENKINSON." (Signed) " His Excellency Musurus Pacha, Ambassador of the Sublime Porte." " Imperial Ottoman Embassy, " 12 March, 1870. "My Dear Sir George, " Having communicated to my Government the contents of your letter of the 16th ultimo, respecting the project of a rail way from Alexandretta to Aleppo, and from Aleppo to Bagdad and Bussorah, I hasten to inform you that after mature consi deration, the Sublime Porte has authorised me to declare to you that they accept and undertake to carry out all the condi tions contained in your letter above referred to. In communi cating to you this decision of the Imperial Government, I do not hesitate to give you, according to your request, full authority to make of this letter such use as you may think necessary. " Believe me, &c, MUSURUS." (Signed)

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" Dear Sir George, " I can only think of one point which admits of any and that is with regard to the preference which I explanation, have shown for a railway between Alexandretta and Bussorah, through Aleppo; you are well aware that I should like to see constructed a railway from Constantinople to Bussorah, and the Imperial Government would readily grant the same terms for making it: but as I fear this is more than can be accomplished at present, I content myself with the line from the Mediterranean for the Persian Gulf; whether the valley of the Euphrates or Tigris be preferred, is immaterial for me; but it seems that by the former, which has been already surveyed, the railway would be the shortest and the easiest to be made, in consequence of the flatness of the country, and therefore the cheapest. So that you see, it is not the conditions of the Turkish Govern ment which are wanting to any other line, but rather the cheapness and natural advantages offered by the Euphrates Valley route, especially to England, whose assistance is requisite." It will appear from this correspondence, and from the evi dence of Sir G. Jenkinson (see particularly Q. 813 of 1871), that the Turkish Government would be disposed to entertain favourably any proposal which Her Majesty's Government might make for the construction of a railway under the control of a mixed committee, appointed jointly by the two Governments, with funds to be raised by a loan contracted by the Turkish Government, and partially guaranteed by the Government of England. Your Committee are decidedly of opinion that, if any steps are to be taken towards the construction of a line, the best course will be for Her Majesty's Government to place them selves in communication with the Government of Turkey, with

Ottomvn Embassy, "London, 7 August, 1871.

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a view to some arrangement of the nature above described; and that the two Governments should jointly undertake a survey, for the purpose of deciding upon the precise route to be adopted. Your Committee have not obtained full information as to the cost of any of the lines which have been proposed; but they think it probable that the sum of 10,000,000 would be amply sufficient to cover the expense of the shortest route, at all events. What then are the advantages which the country might expect to gain from this possible expenditure? They are principally those to be derived from the more rapid trans mission of mails, and from the possession of an alternative and more rapid route for the conveyance of troops; and from the great commercial advantages, both to India and England, which the opening up of the route would confer. The amount of time that might be saved in the transmission of mails from England to Bombay is variously estimated by different witnesses, some placing it at four days, others as high as seven or eight days; but it must of course materially depend upon, first, the length of the railway, and secondly, the rate of speed at which the trains can travel, which again depends partly upon the gauge to be adopted, and thus the question is resolved into one of cost. Captain Tyler, B.E., who has gone carefully into the question, states the saving of distance by the Euphrates route from London via Brindisi and Scanderoon to Bombay, as compared with that via Brindisi, Alexandria, and Suez, at 723 miles, and estimates the saving of time at 92 hours. The adoption of Kurrachee as the point of debarkation instead of Bombay, would of course materially enhance the saving, and during the season of the monsoon the gain would be increased by avoiding the Indian Ocean. With regard to the conveyance of troops, your Committee have taken the opinions of several highly competent witnesses, Lords Strathnairn and Sandhurst, successively Commanders-in-

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Chief in India, Sir Henry Bawlinson, Sir Bartle Frerc, and others. As respects the comparative advantages of the proposed railway route and the route by the Suez Canal for the purpose of the ordinary reliefs, some difference of opinion prevails. The advantage of gaining some days in point of time is counter balanced, in the opinion of some witnesses, by that of being able to send the men from the point of departure to that of destination without transhipment: Lord Sandhurst and Sir Henry Bawlinson prefer the Suez route on this ground. On the other hand, Lord Strathnairn and Colonel Sir Henry Green consider that in the winter the shorter route would be the preferable one. But nearly all the witnesses concur as to the importance of having a second or alternative route available in case of the first being impeded, or in case of an emergency arising, which might call for the rapid dispatch of troops, especially if they were wanted in the north-west of India. The importance of the proposed route by way of the Persian Gulf would of course be materially enhanced, especially as regards the conveyance of troops, by the completion of the works now in progress at the harbour of Kurrachee, and of the Indus Valley, and the Lahore and Peshawur Bailways. Your Committee have therefore taken the evidence of Mr. Thornton, the Secretary to the Public Works Department at the India Office, and of Mr. Parkes, the consulting engineer to the Secre tary of State for India for the harbour at Kurrachee, who have spoken most favourably of the works now in progress there. Your Committee gather from the evidence of these gentlemen that the harbour, which is already available for the landing of troops and mails, will in the course of two more years be capable of receiving the large Indian troop-ships. They arc not avrareof the period within which the system of railways connecting Kurrachee with Peshawur may be expected to be completed; but whenever this shall have been done, there can be no doubt that a route by way of the Persian Gulf and Kurrachee will afford means of communication between England and the PunE

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APPENDIX D.

jaub, and north-west frontier of British India, superior to those afforded by the way of Suez and Bombay. Speaking generally, your Committee are of opinion that the two routes, by the Bed Sea and by the Persian Gulf, might be maintained and used simultaneously; that at certain seasons and for certain purposes the advantage would lie with the one, and at other seasons and for other purposes it would lie with the other; that it may fairly be expected that in process of time traffic enough for the support of both would develope itself, but that this result must not be expected too soon; that the political and commercial advantages of establishing a second route would at any time be considerable, and might, under possible circum stances, be exceedingly great; and that it would be worth the while of the English Government to make an effort to secure them, considering the moderate pecuniary risk which they would incur. They believe that this may best be done by opening communications with the Government of Turkey in the sense indicated by the semi-official correspondence to which they have already drawn attention. July 22nd, 1872.

LONDON: 11.ALUN CO., WM. & PKINTEBS,WATEBLOO SW. 13, P1ACE,