'Military Report on South-West Persia, Including the Provinces of Khuzistan (Arabistan), Luristan, and Part of Fars' [‎170] (165/466)

170
Isfahan via tlie fertile districts of Gulpaigan and Khonsar. From Muham-
me rah, Isfahan is, via Bdrujird, distant 6^3 miles, miles longer than
the Bushire route via Piruzabadand Shiraz. Via Sbustar, across the Bakhtiari
hills, it is 126 miles shorter.
The advantageous commercial position of Burujird has been referred to on
pa^e 13. There is a fourth route leading* from Bandar-Dilam through the
Kuhgehlu hills on Isfahan [see Route lleport No. If, page 25).
Taking the shortest line, its distance is 345 miles, performed in 15 stages.
This route is said to be used by caravans; but such is not the case. The exer
tions of Ferhad Mirza and of his son, the Ihtisham-ul-Daulat, have rendered it
secure, and they are supposed to have improved it. Practically it has not been
improved (see pages 22,23>26). It is very difficult as it exists; and although
193 miles shorter than the road via Firuzabad and 112 miles shorter than that ma
Kazran from Bushire, it remains unused. There are no caravanserais along it.
Want of these, of villages, and supplies, combined with its bad name for
rohbers, are the causes which prevent traffic along it [see page 26).
The only route that compares at all favourably with the Muhammerah
route to Tehran is that from Baghdad accessible to steamers drawing 3 to 4'
by the Tigris. Its trade, passing through foreign custom-houses (Turkish),
is always liable to be checked by imposts imposed at will, and to restrictive
quarantine regulations. The distance of Baghdad from Tehran is by the
great caravan route via Hamadan and Karmanshah 500 miles, performed in
30 stages. When the Shah visited the Karbala shrine, he drove in a carriage
from Karmanshah to Baghdad, a distance of 210 miles.
The passage of the hills presents no great difficulties, and a railway fol
lowing this line would meet with no insurmountable obstacles.
When the time shall come for railways to be constructed in Persia, the
commercial merits of these two lines can be more nicely balanced. Politically,
the former line is to be preferred, as it passes wholly through Persian territory,
and is more under the control of Great Britain [see Strategical Consider ahon).
Very probably both will be required, the section Karmanshah-Baghdad
forming part of the Grand Trunk line running from the shores of Syria, via
Baghdad, Karmanshah, Isfahan, Yazd, Karman, Seistan, to Quetta, and the
line Muhammerah, Dizful, Tehran as a main feeder to it [see page 173 and map)
Turks and Persians keep as much aloof from each other as possible. Heavy
custom dues are levied upon all goods passing from Turkish territory into
Persia, and Persians pay double quarantine rates.
The objection raised against the Shdstar-Khoramabad route is that it
Objection to the Mu- passes through the district of Lur -i-Kuchak, and that
hammerah-Khoramabad the Lur robbers would, as heretofore, plunder the cara-
route " vans, destroy the caravanserais and bridges built fdo n ^
it, and even the road itself. The manner in which robbery has been put down
in the Kuhgehlu hills has already been referred to [see page 24).
The lawlessness that now reigns throughout Lur-i- Kuchak is due to a
succession of weak and rapacious governors. A just and firm governor, aided ^y
a small body of troops to enforce his authority, would, within a few mont is,
pacify the district. As means to this, end, the construction of the road an
caravanserais, and the safe-conduct of caravans along it, are required. As 16
road is now quite passable, the first desiderata are—the construction of caravan
serais, storing them with provisions, guarding them, and the stationing a
sufficient number of troops in each to ensure the safe-conduct of a caravan
from one serai to the other. From Khoramabad to the Bala-Rud is 147 1111
or seven stages. Consequently seven caravanserais will have to be constructe
and guarded [see page 150).