‘Military report on south-west Persia, including the provinces of Khúzistán (Arabistan), Luristán and part of Fars.’ [‎79v] (163/470)

170
Isfahan via the fertile districts of Gulpaigan and Khonsar. From Mnham-
merah, Isfahan is, via Burujml, distant O'ZS miles, i. <?.,85 miles longer than
the Bushire route via Ffruzabadand Shiraz. Tid Shustar, across the Bakhtiari
hills, it is 126 miles shorter.
f lhe advantageous commercial position of Burujml has been referred to on
page 13. There is a fourth route leading from Bandar-Dilam through the
Kuhgehlu hills on Isfahan {see Route Report No. TV, page 25).
Taking the shortest line, its distance is 315 miles, performed in 15 stages.
This route is said to be used by caravans; but such is not the case. The exer
tions of FerhadMirza 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, 25). It is very difficult as it exists; and although
103 miles shorter than the road via Finizabad and 112 miles shorter than that via
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
robbers, are the causes which prevent traffic along it {see page 26).
I he 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. \\ hen the Shah visited the Karbala shrine, he drove in a carriage
from Karmanshah to Baghdad, a distance of 210 miles.
Phe 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 hue is to be preferred, as it passes wholly through Persian territory,
and is more under the control of Great Britain {see Strategical Consideration).
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
hue Muhammerah, DiziPul, Tehran as a main feeder to it {see page 176 and map)
urks and Persians keep as much aloof from each other as possible. Heavv
custom dues are levied upon all goods passing from Turkish territory into
Persia, and Persians pay double quarantine rates.
I he objection raised against the Shustar-Khoramabad route is that it
Objection to the Mu. passes through the district of Lur-i-Kuchak, and that
route! 0111 0rama J ^ 10 k ,lr robbers would, as heretofore, plunder the cara-
it. and pwvn tb* . , ?' an ;b destroy the caravanserais and bridges built along
in the Kuho-pbl/rn 1 J self - [he «™nner in which robbery has been put down
ln YT hlu llllls 1 has already been referred to {see page 24).
succession o/wS 8 *T* n0W rei =" s throu S 1 ““t Lur-i- Kuchak is due to a
a small hod v of V. a,U - l ' l l > ' u '!. ous £g ernors * A just and firm governor, aided by
pacifv the district °b 0 e| r° rc e lus authority, would, within a few months,
camvanselal a„ i tl T" 8 this e “ d < tho construction of the road and
road is now unite t 'I T ' C‘ C| 'C' UC| °f caravans along it, are required. As the
s™ is swr th ;, thofir8t are-the construction of caravan-
s iffi'icnt riiivrdicr of'i u 1 1 . 1 >i " v 'sioiis, guarding them, and the stationing a
f. ™ o™eserttth ‘ r 1h° PS ’ n r h ?! ensure the safe-conduct of a caravan
oN'vZ ZZ cYs 1: t , Fr0m KI > ora ™c'-M to the Bala-Rud is UJ miles,
and guarded’ (tee pa ./eldo)'.' ' seve11 caravanseiais will have to be constructed