ملف 3874/1908 "السكك الحديدية:- سكة الحديد العابرة لبلاد فارس" [ظ‎‎٩‎٩] (٥٣٦/٢٠٠)

2
Enclosure in No. 1.
Memorandum respecting the Persian Pailway.
THE route favoured in the memorandum, on which the estimate of cost on p. 5 is
based, is that from Baku to Seistan, and it is apparently the best for connecting the
Bussian and Indian railway systems. The precise route is not stated, but I gather the
line would run from Baku along the coast to Resht (population 42,000), thence it would
follow, more or less, the Russian road to Tehran (population 28,000), thence the Lynch
road to Kum (population 35,000), thence to Kashan, then, leaving Ispahan (population
70,000) to the right, by Nain to Yezd (population 4,500 according to consul, but
60,000 according to Mr. Gleadowe-Newcomen !), thence to Kerman (population 60,000
according to consul, but 90,000 to 100,000 according to Mr. Gleadowe-Newcomen), and
across the desert to Seistan. As to the feasibility of this route, I understand a carriage
road could probably be made without difficulty along the coast from Baku to Resht,
and that from Resht to Kerman the existing loads can be negotiated by a fourgon,
although in the ascent from the coast to Tehran the gradients are as high as 1 in 10 or
12. The estimated cost of 85,000 roubles per verst, or about 13,500£. per mile, seems
ample. In the United States 6,0001. per mile is a kind of average figure, taking rough
and smooth, but not all mountain, of course, for a single line over a long distance. The
India Office will probably have figures of cost of somewhat similar lines to the one in
question.
The statement of estimated results is very difficult to value ; any such estimates
must involve a good deal of guesswork. Passengers would probably be the mainstay
of the line; it would be very difficult to estimate what the amount of freight earned on
goods might be. I notice the rate estimated to be obtained on goods for transit through
Persia is nearly 37s. 6d. per ton, and if the rates, say, from Allahabad (to take a central
point) to Seistan be added on the Indian side, and the rate from Baku to London on the
European side, the total figure would be such as to preclude all but the most costly
class of merchandise from being carried in through traffic. The competition of the
overland route from London to Constantinople is hardly felt, I understand, by the sea
route, and rates for such goods as might use it are much more than double the sea rates.
Probably, however, the figures of the Trans-Siberian Railway, if obtainable, would
form a better guide as to what might be expected on a through line to India. Doubt
less there would always be a certain amount of specially valuable goods to be taken to
India, and a certain amount of such goods to be brought from India, which would
avail of a quick route, even at a high cost.
Coming to the actual questions as to the commercial aspects of the scheme from
the point of view of British trade, the following figures are submitted, viz.:—
Russian Trade with Persia (from Persian Returns).
The following are the latest figures of Russian trade with Persia :—
Exports from Bussia in 1907—
By Russo-Persian frontier
By Caucasus-Caspian frontier..
By Astrakan ..
By Central Asian-Persian frontier
Total exports from Russia to Persia in
1907
1,000 pouds.
Tons.
1,200
19,286
5,161
82,945
700
11,250
995
15,991
8,056
129,472
8,092
130,050
Value, 28,263,675 roubles (2,983,000^.).
Imports into Russia in 1907—
By Russo-Persian frontier
By Caucasus-Caspian frontier..
By Astrakan
By Central Asian-Persian frontier
Total imports into Russia from Persia in
1907
1,461
23,480
3,935
63,241
1.085
17,438
1,308
21,021
7,789'
125,180
7,810
125,518
Value, 25,313,910 roubles (2,672,000L).