‘Persia – especially Seistan’ [‎184r] (366/949)

The second section, from the 25 th to the 85 th verst, is comparable in cost
with line Kivrag-Khoi-Tahreez, and is estimated at 56,000 roubles per verst
The third and most difficult, from the 85 th to the 150 th verst, at 80-000
roubles per ver.vt, equating it in cost with the line Kivrag-Maraud-labreez, ,and
adding for the 1,750 sagenes of tunnels, reckoning 2,500 roubles per sagene.
The fourth section, from the 150 th to the 160 th verst, is estimated at
56,000 roubles a verst.
The fifth section, from the 160 th to the 310 th verst, that is, to Tehran, as
approaching in coast the line Astara-hesht, is again estimated at 44,000 roubles
per verst.
Grouping the above data we obtain the total cost of the line from Hesht to
Tehran as below:—
Roubles.
Roubles.
1 . The plain section .
35
versts at
44,000
1,540,000
2. The foot-liill section
50
56,000
2,800,000
3. The mountain section
65
}> }}
80,000
5,200,000
Tunnels . .
1,750
sagenes „
2,500
4,875,000
4. Foot-hill . .
10
versts „
56,000
560,000
5. Plain section
170
» »
44,000
7,480,000
Total
330
» a
66,530
21,955,000
From Kazvin to Tehran the road passes through a level tract of country not
presenting any obstacles. Two rivers have to be crossed the Kadan, between
the station of Grudi Iman and Gissarek, and the Karej, between the station of
Shah Abad and Tehran. Over these rivers are stone bridges with arches, the
distance between Pir Bazar an l Tehran is 3 tO versts In gener il, the whole
of this section from Kazvin to Tehran will olfer no difficulties for the construc
tion of .a road.
The Iranian plateau slopes to the south and the south-west. The region is
cultivated throughout.
The soil is partly loess ; the irrigation is derived from Kekhng mountain
streams and rivers. * Along the sides of the road are many settlements, but the
southern part of the plateau is more populated. Building materials, with the
exception of stone, earth, clay, and lime, do not exist, and everything will have
to be brought from Russia. . ..
Prom Tehran to the south the line of railway will have to be directed
alon» the existing road, leaving the settlement of Abdul Azim on the left, to
the post station of Kahrizak, and further keeping more to the east in order to
turn the heights between versts 360 and 370 and 400 and 420 before the town
of Kum. This detour is possible along the valley of the Karej and the shore of
Lake Hauz-i Sultan. , L L . , t>
Prom Kum the direction of the road as far as the post station ot Pasangan
coincides with the existing route. Prom the station of Pasangan the direction
of the road must deviate to the east in order to avoid the heights and come out
a^ain on the post road between the station of Sinsin and Kashan.
p r om Kashan the line must be taken along the existing road to the settle
ments of Abuzabad and Khaledabad. Here there is a rise to Khaledabad for a
distance of 17 versts of 31 sagenes. Prom Khaledabad to Mokhar the road
passes over pebbly soil and then over a dry watercourse, and 11 versts from
Mokhar at Ardistan descends slightly, but from the 12 th verst the rise begins
ao'ain, which continues uninterruptedly from the 92 nd to the 150 th verst from
Kashan. The absolute elevation increasing from 463 sagenes to 926 , that is, it
doubles in the course of 58 versts. In other words, the,fall is a.! q. The fall
may be diminished by a suitable winding of the line near Ardistan and along
the valley between the parallel chain of mountains Ketchu and Haukend. The
general inclination of the plateau from Moghar to Ardistan is from west to east.
The pass itself is at a distance of 699 versts from Pir Bazar between Gaukend
and Neistanek. ,
The descent from the pass to the town of Nain up to the 743 rd verst nas a
gentler fall, and the valley widens, allowing the possibility of widening the
line. Prom the pass to Nain the locality descends from 926 to 734 sagenes, that
is, 192 sagenes, which, over a distance of 44 versts, amounts to 4 | sagenes per