A LONG ARM THROUGH THE WILDERNESS.
ALECTURE full of interest was read on February 12th at the Central Asian Society by Lieutenant-Colonel Webb Ware, 0.1.E., F.R.G.S., F.S.A., on "The Nushki Railway and Some of the Problems with which it Deals." The lecturer, a distinguished officer of the Indian Political Service, has had the advantage of constant employment for twenty years in the
peculiar tract of country with which his lecture deals. In or about 1896 Colonel (then Lieutenant) Webb Ware was placed on special duty for the exploration and development of the ancient trade route between South-Eastern Persia and Northern India, which is now generally known as the Seistan trade route. The route dates from prehistoric times when Seistan, as its buried remains show, was a fertile tract supporting a large population. The old route, traces of which still exist, with buildings, beacon towers, and other accessories of ancient travel, was used by Alexander the Great for the transport from India of one of his armies, while others were withdrawn by the Persian Gulf and by its coast-line. Colonel Webb Ware, in dealing with the country traversed by the route, possesses an experience and authority which, in the days of rapid transfers of officers in the Indian services from one sphere of duty and locality to another, arc as welcome as they are rare.
For the proper understanding of the problems of the lecture a study of the published maps of Northern India, Southern Persia, and Afghanistan is essential. We are dealing with great dis- tances ; and distance, coupled with the unusual features, climatic and physical, of the regions under notice, is the main factor in the problems of the future. If we take, as we conveniently may, the Arabian sea coast-line and the eastern coast of the Persian Cult as the basis of our examination, we can readily arrive at 1101110 measure of grasp of the problems involved. It was from the Mesopotamian region and the head of the Persian Gulf that the Baluch tribes, now settled in Northern India, had their first known origin. Thence they were driven out and passed over the Persian coast littoral and hinterlands to the tracts which they inhabit at the present time.
The Nushki Railway, the subject of the lecture, is a branch line. It takes off from the main line of the North-Western State Railway in India which connects Karachi Harbour with the great military depot at Quetta. This it leaves at a point a little south of Quetta. The Nushki branch is a short one, sixty miles or thereabouts. It descends the hills between the Quetta uplands and the plain below, the fall exceeding two thousand feet. NushIsi, which lies to the south-west of Quetta, is the Indian gate of the trade route which runs thence, due west, for upwards of four hundred miles within British limits until the Persian border is reached. Nushki is thus in close rail connexion with Quetta, and easy, though distant (Quetta to Karachi, circa four hundred and fifty miles), rail communication with Karachi and the sea. With the rest of India rail communi- cation lies over the Indus bridges. The Nushki branch was constructed in 1903.4 in the Viceroyalty of Lord Curzon. Its commercial object was the further development of the trade route. Goods carried over this paused, camel borne, up the hills to Quetta. The road was exceedingly steep and difficult, and the rigour of the climate very injurious to the animals. The removal of these obstacles was essential if a land trade between South-Eastern Persia, South-West Afghanistan, and Northern India was to be seriously encouraged.
At Nushki, then, the lecturer's trade route now begins. It is satisfactory to note that the value of the trade carried over it has risen since the opening of the railway from six lakhs of rupees to sixty lakhs (roundly, half-a-million sterling). Rates are low, and special facilities are given to merchants who use the route. From 1904 to 1916 the extension of the railway line beyond Nushki remained in abeyance. The country from Nushki westwards towards the Persian border is an immense desolate tract with little to commend it nave a fairly flat surface. It is without trees, towns, villages, and even wholesome water. It is exposed to burning heat in summer, swept by hot winds and dense sand-storms. The winter storms are cold and bitter, and apt to render travel by road impossible. On the northern side the Afghan border flanks the route throughout its length. Little is known of the country within it. To the south lies Baluchistan country, largely desert and quite unde- veloped. At Robat, four hundred miles from Nushki, the point is reached where the British, Afghan, and Persian borders join hands. One hundred miles to the north-west of Robat lies Nasratabad, the chief town and headquarters of Persian Seistan and the seat of a British Consulate.
In the course of the war the extension of the railway from Nushki to Robat became a question of prime importance. German agents, as well as Turkish forces in the north, entered Persia and penetrated to the regions with which we are dealing As many as seven of the branches of the Imperial Bank of Persia were closed, as the towns were seized by forces under German agents, by whom a heavy campaign of propaganda was opened and carried into Afghanistan. The history of this period has yet to be published. ,A British force, however, was sent into South-Eastern Persia from the Persian Gulf, and cleared the country of German agents as far as Kerman, and probably beyond it. In 1916 the extension of the railway from Nushki 'to Robat was commenced. It was completed in 1918. The despatch of troops to that point was thus immensely facilitated. Robat has since formed an important railhead whence Indian forces can be despatched north to distant Meshed (six hundred and fifty miles), and to places beyond it which are outsids the scope of this article.
Thus the lecturer has had the satisfaction of seeing the attain- ment of the object for which he has laboured so long and under- gone so much. The physical difficulties of the Seistan trade route have been conquered. The days of long weary marches are done. The whistle and smoke of the engine have succeedsd the camel bells and dust of the caravans. The statesmanship that projected the Nushki extension is justified by results. Grave dangers have been averted, and a valuable strategical point effectively occupied at Robat. An immense tract of border country has been brought into touch with the civilizing influence of the railway. The achievement is a great one, and the lecturer's share in it evokes our unstinted admiration.
What are the problems of the Nushld Railway at present! One would say rather of the Robat Railway, for Robat is now the outer railway gate. They may be simply stated. Should the line remain as it is, with Robat for the terminal ? Should it be extended ? If so, in what directions and to what points! As to the first of these questions, it may be said at once that, as a commercial project, the line has yet to prove its value. The trade of the desolate country through which it passes is growing, it is true; but it is still insignificant. The earnings of the line can bear no relation to the cost of construction and of maintenance. There are possibilities of the discovery ol minerals, salt in particular, in the country which the line serves or approaches. But while the line remains as it is no con- siderable growth of commercial traffic appears likely for some time to come.
Should the line from Robat be extended ? Here two coursea are open. The find is a continuation of the line to the south to a point on the Persian Gulf coast, probably Charbar the second an extension to the north in the Meshed direction. In both eases the line would lie in Persian territory, and the Persian Government would have to be taken into partnership. Afghan territory might be touched or approached in the latter ease, and Afghan hostility to any railway has hitherto proved in- vincible. But, apart from delicate international questions, it may be pointed out that a southern extension to a petty road- stead on a barren coast has little to commend it. The country to be traversed is rough, hilly, and unproductive ; the distance (probably four hundred and fifty miles) immense ; and the climate similar to that of the long stretch between Robat and Nushki. Moreover, such an extension would necessarily deflect traffic from the costly line which has been already built. Sea transport from a gulf roadstead would be far cheaper for goods sent to or coming from Europe and Western India than the long land journey rid Robat, Nushki, and Karachi. A southern extension from Robat can well wait.
As to a northern extension, the political advantages of rail connexion between Robat and Meshed are obvious : the distance, however, is immense (six hundred and fifty miles). The first section would lie between Robat and Nasratabad in Seistan. There is much to be said for this portion of the project : the capacity for development by scientific irrigation of the great lacustrine basin of Seistan is undoubted. The multiplied production of grain in this one large oasis in a barren and dry land would prove an untold blessing to its people and their Governments. Of this extension we are strongly in favour, and would express the hope that any difficulties which may delay its progress will not be insurmountable. An object- lesson, in the shape of a personal visit to one or more of the great canal colonies of Northern India by representatives of the Persian and Afghan Governments, Is a method which should, we think, remove doubts and misunderstandings, and tend to restore Seistan to a condition which it once enjoyed, and may yet enjoy again. As to a further northward extension, it may be noted that, until Meshed is approached, the country traversed is far from fertile, and only two towns of any im- portance, Rain and Tarbat-i-Haidari, are to be met with on the way.
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