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‘Bagdad Ry’ [‎31v] (62/129)

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The record is made up of 1 file (64 folios). It was created in 15 Apr 1899-9 Sep 1905. It was written in English and French. The original is part of the British Library: India Office The department of the British Government to which the Government of India reported between 1858 and 1947. The successor to the Court of Directors. Records and Private Papers Documents collected in a private capacity. .

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Knweit .—There are two points on the shore of Koweit Harbour which are
available as possible sites for the terminus of the railway, viz. :
1. El Kathama.
2. Bandar-es-Shuwaik.
El Kathama is the name of the shore and anchorage at the west end of the
harbour; the anchorage is capable of accommodating a large number of ships of
24 feet draught. There is no deep water close in shore, and cargo would have to be
transhipped by means of lighters, unless a pier of about half a-mile is built out into
the harbour.
The anchorage is well sheltered from the “ Shamal,” or north wind.
The shore consists of firm salty sand, sloping up towards the hills bordering the
north side of the harbour. These hills terminate in abruptly broken sandstone cliffs,
300 feet to 400 feet high, which extend for several miles along the north shore.
A good site for a station could be found on the slope below the cliffs.
Owing to the broken and irregular nature of the cliffs it would be extremely
difficult, if not impracticable, to find an alignment to climb them ; and the approach
to El Kathama must be along the slope on the north shore.
In order to effect this, the alignment from Zobeir would skirt the high ground
past Um-Kasr and follow down to the west of the Khor Sabiya (which, separates
Bubiyan Island from the mainland) and turn round on to the northern side of flic
harbour; this would all be easy going, practically a surface line throughout, and no
engineering difficulties to overcome.
The chief objection to El Kathama as a railway terminus lies in the fact that, as
with Um-Kasr and Warba Island, there is no trade existing there, and would stand a
still smaller chance of competing with Bussorah owing to the increased lead.
It is too far (19 miles) by road from Koweit to derive any benefit from the
proximity of that town, and special arrangements would have to be made for the
protection of the port against raids.
Bandar-es-Shuwaik is a creek to the south-west of the town of Koweit, formed by
the mainland on the east side, Kurein Island and the mud flat on the western side.
It is about 1^ sea miles long by 4 cables broad, and has a depth of 3G feet throughout,
except at the entrance, where it has a depth of 12 feet low-water springs, with a rise
of 12 feet, giving at least depth of 24 feet at high-water springs.
This could probably be much improved by dredging.
Inside of 12 feet right round Koweit, the bottom consists of a layer of rock
overlying sand, the rock being limestone with coral formation ; the rest of the bottom
is mud and sand.
About 1 mile of the far end of the creek could be utilized for ships as it at present
exists, by merely placing mooring posts on both sides of the creek; those to the east
being intended to moor ships alongside the bank (as there is deep water right close up
to it) and those on the mud bank to the "west for warping ships in and out, Eurther
improvements could he added as required, but the entrance to the creek should be
carefully buoyed for the deepest channels.
The shore at this point is admirably adapted for a railway terminus ; it slopes
gradually to a flat plain 29 to 30 feet above high sea level; the soil is firm sand.
Erom El Kathama the alignment would pass Jehara and follow the road to
Koweit. There are no engineering difficulties to overcome.
As in the other instances, a railway at Koweit would have no effect on the trade
of Bussorah. There is, however, at present a certain amount of trade between Koweit
and the interior, and also between Bagdad and the interior direct; the railway
between Bagdad and Koweit would considerably shorten the route and would probably
catch most of the trade diverting it through Koweit.
The interior of Arabia is reported to be a richly cultivated country, which would
probably repay opening up, and if it should in the future be decided to do this,
Koweit would be the nearest point on the Persian Gulf The historical term used to describe the body of water between the Arabian Peninsula and Iran. to start from. With proper
communications trade would increase and, moreover, the trade between the interior
and the Bed Sea would probably be diverted to the Persian Gulf The historical term used to describe the body of water between the Arabian Peninsula and Iran. if increased facilities
were given.
A railway at Koweit would probably catch the major portion of the outside pilgrim
traffic to Kerbela, and a continuation to the interior would reap the benefit of a fast
pilgrim route to Mecca.

About this item

Content

The file contains correspondence, reports and memoranda relating to the Baghdad Railway, and papers relating to Britain’s relations with Persia [Iran], and to a lesser extent, the Persian Gulf The historical term used to describe the body of water between the Arabian Peninsula and Iran. .

Papers relating to the Baghdad Railway include the following memoranda: ‘Memorandum on the Baghdad Railway, and possible British participation therein’; ‘Memoranda containing a Brief Account of the Negotiations relating to the Baghdad Railway, 1898-1905’; and ‘Report (with Maps) on the country adjacent to the Khor Abdullah, and places suitable as Termini of the proposed Baghdad Railway’ (which includes two maps: Mss Eur F111/360, f 32 and Mss Eur F111/360, f 33).

The file also includes:

  • Copies of printed despatches from the Marquess of Lansdowne (Henry Petty-Fitzmaurice), Secretary of State for Foreign Affairs, to Sir Charles Louis des Graz, Secretary of the British Legation, Tehran, dated August 1902, reporting conversations between himself and the Shah of Persia and the Atabeg-i-Azam (also spelled Atabek-i-Azam) concerning Britain’s relations with Persia, including the increase in the Persian Customs Tariff
  • Handwritten notes by George Nathaniel Curzon relating to Persia (folios 43 to 50)
  • Newspaper extracts from The Times , dated January 1902 and May 1903, relating to British interests in Persia and the Persian Gulf The historical term used to describe the body of water between the Arabian Peninsula and Iran. , and Russian relations with Persia (folios 54 to 63).

The file includes a copy of a letter from Sir Nicholas Roderick O’Conor, British Ambassador to the Ottoman Empire, to the Marquess of Lansdowne, enclosing an extract from the Moniteur Oriental of 15 August 1905, regarding the working of the recently completed section of the Baghdad Railway from Konia to Eregli and Boulgourlou, which is in French. The file also includes a copy of a letter from Joseph Naus to Sir Arthur Hardinge, HM Minister to Persia, 3 May 1903, relating to the export of cereals, which is also in French.

Extent and format
1 file (64 folios)
Arrangement

The papers from folios 1 to 42 are arranged in no apparent order, Curzon’s handwritten notes from folios 44 to 51 are enclosed in an envelope - folio 43, and the newspaper cuttings from folios 54 to 63 are enclosed in an envelope - folio 52.

Physical characteristics

Foliation: the foliation sequence (used for referencing) commences at the front cover with 1, and terminates at the inside back cover with 64; these numbers are written in pencil, are circled, and are located in the top right corner of the recto The front of a sheet of paper or leaf, often abbreviated to 'r'. side of each folio.

Written in
English and French in Latin script
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‘Bagdad Ry’ [‎31v] (62/129), British Library: India Office Records and Private Papers, Mss Eur F111/360, in Qatar Digital Library <https://www.qdl.qa/archive/81055/vdc_100074887171.0x00003f> [accessed 29 March 2024]

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