File 4345/1912 'Trans-Persian Railway' [‎158v] (321/330)

Branch lines—
(,1) In the
British zone.
(2) In the
neutral zone.
27
% Coloijel Cox mentions three possible points at
which the line might touch the coast, Gwetter,
Bwadur and Pasni. We have taken tlie latter as being
on the more direct route. Our remarks apply with'
slight modification to the routes via Gwetter and
Gwadur.
tender it essential that the Government of India should select the Karachi connection in
preference to that vti Seistan and Nushki.
Taking now the comparative advantages of the two routes ending at Karachi, we may first
give a general description of the country on the
Pasni,* Bampur, Bam, Kerman and Yezd
alignment. The length of the route, as taken
from the route books, is 1,147 miles From
Karachi to Pasni (296 miles) the line would
ruu iu the vicinity of the sea shore; the
. grade would be level and the chief works
would be those connected with the crossing of creeks and drainage from the hills. The
only point of doubt in respect of this portion of the route is whether the fresh water supply
for working locomotives would be sufficient. This is a matter which will need careful investi
gation. At Pasni the line would turn to the north-west and running by a sloping, hilly
country for 15,0 miles would cross a range 3,000 feet high, dropping beyond to a level oi
1,500 feet. From this point there would again be a steady rise till about the 800th mile
where a very sharp rise would have to be faced, the line to reach Kerman having to cross a
ridge 8,400 feet high and dropping into the town beyond to 5,600 feet level. From Kerman
to Yezd the line would be at a high level, but with no rangjes of any height to cross.
In the absence of any information as to the cost of making railways inTPersia it ia
difficult to frame any estimate of the cost of this section of the line. But labour and supplies,
would be scarce and, in view of the engineering difficulties of the alignment, the cost of
construction and cost of working would certainly be very high. In so far as we are abl«
to frame an estimate, we would put the cost cf the section between Karachi and Yezd vid
Pasni and Kerman at not less than 17 crores of rupees Indian silver coin also widely used in the Persian Gulf. .
Turning to the alternative route, viz , from Karachi along the coast to Bandar Abbas and
thence direct to Yezd, the section as far as Bandar Abbas should offer no particular difficulties
as regards construction, and it would provide a level road *o ruu over. From Bandar Abba*
to Yezd the general slope of the country is easy and there is no abrupt rise such as is met on
j the Pasni-Kerman section. As an engineering proposition, therefore, the seciion from Bandar
Abbas to Yezd does not appear to be open to any great objection. We estimate the cost
of constructing the entire line from Karachi to Yezd vid Bandar Abbas roughly at 14 crores of
rupees Indian silver coin also widely used in the Persian Gulf. , as against 17 crores for the Yezd-Kerman-Karachi route. As a through route between
Russia and India it would certainly be quicker than the Kerman route, though of o-reater
length, since the easier grades would permit of a faster train service. This alignment ~ also
possesses the strategical advantages— °
(1) That it avoids bringing the through line to Kerman, which is only 269 miles from
the Af ghan border.
(2) That the entire route from Bandar Abbas to Karachi will lie sufficiently near th*
cpast to allow the co-operation of the sea and land forces of the Empire in its defence.
The Bandar Abbas-Karachi coast line would, it is true, do little towards developing trade
with the interior of Persia, but we would propose, if this route is adopted, that a branch line
should be run either from Bandar Abbas or Charbar to Regan and Bam with a possible later
extension to Kerman. The connection of Kerman with a port on the coast by means of a
branch line would have this advantage over its inclusion in the main through route that it
would enable Indian commerce to compete for the south-eastern Persian market on more
favourable terms than would be the case if Russia were able to transport her o-oods direct to
Kerman. , °
We would recommend, therefore, that on strategical and political grounds the Govern
ment of India should express a strong preference for the connection with Karachi, and that
of the two possible routes connecting Karachi with the main line, they should select that
via Bandar Abbas and Yezd as being the easier, quicker, more economical, and more advan
tageous from the point of view of military defence.
8. We have next to consider the important question of the branch lines to be
constructed iu the event of the proposals for the through route comino- to maturity.
Assuming that the Kerman Seistan-Nushki alignment is rejected, there willlbe no absolute
necessity from the commercial or strategical point of view for the construction of a branch
from Bandar Abbas to Kerman, but, as we have already indicated, it would be most desirable
that, with a view to the development of our trade with Persia, entry into the markets of
south-eastern Persia should be secured by a branch line from some portion the coast within
the British sphere. Whether this branch should lead from Bandar Abbas or from some other
port, such as Charbar, we would leave for future decision after the routes have been
examined, but we think it desirable that in the negotiations to be entered into with Russia it
should be stipulated that it should be open to Great Britain to construct a branch line
connecting Kerman with the coast by whatever route may prove to be the most convenient.
It is further important iu our opinion to make it a condition of our acceptance of the
mam proposal that Russia will support us in obtaining such concessions for branch line*
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