"ملخص للأحداث الرئيسية. ١٩٠٨" [و‎‎٢‎٠] (١٥٦/٤٤)

Hoods on the Snrklian river, which joins the Amu Darya near Patta Su
Kesar, did considerable damage to the Pontoon Company’s barracks at Termez
early in the year. In April the river was again in flood, carrying away
another building and threatening to destroy a newly constructed block of
officers’ quarters on the low lying ground on the right bank of the river. A
report by a special committee of engineers showed that the floods were in a great
measure*due to the gradual reclamation of over 2J square miles of the river bed
by Uzbak cultivators who had constructed dams to this end, audit recommended
that a strong dam should be constructed to divert the river back to its former
channel. Orders were at once issued to start the work, much to the dissatis
faction of the Uzbek cultivators who refused the compensation in the shape
of money and land offered them.
There is apparently no intention of replacing the bridge across the Sir Bl
Darya at Khojent, which was closed to traffic at the end of 1907 and is reported
to have been dismantled. The ferry which replaced the bridge is now the only
means of communication across the Sir Darya between Tashkent and Ferghana,
except the iron railway bridge at Chinaz; but the Khojent Town Council was
said in March to be contemplating the addition of a second ferry.
The local Press during 1908 has drawn frequent attention to the had R
condition of many of the roads in Turkistan. The Turkistan Agricultural
Society, discussing in March the means of reducing the difficulties of food
supply for the native population, came to the conclusion that the chief cause of
dearness of food in the country was the disgraceful state of the bye-roads which
are said to be practically impassable in wet weather. The old Tashkent-Chim-
kent post road, the Chinaz road, and the roads connecting Tashkent with the
country beyond the Chirchik, which, it is to be noted, is the chief cereal-produc
ing region in the whole district, were all stated to he in a very bad state. In
wet weather communication between adjacent villages entirely ceases. Little
amelioration in this respect is to be expacted owing to lack of funds.
Kharukh—Mur ihabi road. — Two separate reports received in July stated
that the condition of this road was very bad and that no repairs had been done
to it for a very long time. In parts it is practically impassable even for pack
animals.
Murghabi — Kizil-Robat road. —In October this road was reported to be
in a bad condition but wide enough for wheeled traffic.
Shighnan—Langar-i-Kikin. —At the end of 1907 a report was received
that the Russians were busy making a cart road from Shighnan to Kikin. This
report has been confirmed. The road is 6 feet wide and runs from Kharigh
through Gbaran (Milvaj) and Run to Langar-i-Kikin. In November a few
bridges had been repaired between Shighnan and Kikin.
Osh — Andijan. —In April it was reported that a motor passenger service
was to be established on this road.
Tashkent — Chimgan. —This road was closed in May owing to the danger
ous state of the Iskander embankment along which it runs. Chimgan is a hill
station, 48 miles north-east of Tashkent, and the road thither passes through
Jaman-Jar. There is an alternative route via Sailik.
Termez — Kara-Kala.—it wa s reported in August from Termez that a
large party of surveyors was engaged on the survey of a cart road between
Termez and Kokand. The proposed alignment passes through Ealjuan, Kulab
(Kulyab) and Karategin, Eastern Bokhara. The existing route between
these places is said to be only fit for pack transport. A good road between
Kokand and Termez undoubtedly should be of strategic value, owing to the diffi
cult country to the east of the latter place and to the facilities it would provide
for bringing supplies into Termez. The rumour is more particularly of interest
in view of the efforts to hasten the industrial development of this region.
Kizil’Avvat— 'Kara Kala. —During January floods interrupted traffic on
this road.