I consider that a rapid steam voyage may be performed, both up and down the
Euphrates, at any season of the year.
For the lower part of the river from Basrah to Karayem Inlet, a distance of 174
miles, I should propose an iron steamer of 80 or 90 horse power, about 120 feet
long, 20 feet beam, and draught of water in trim 5 feet 6 inches. These dimensions
would admit of a fine sea bottom, would give a speed of upwards of 12
knots, and enable her to go to sea in safety, should her services be required in any
of the ports, inlets, or rivers in the Persian Gulf. The wind, called Samiel or
Samm, which prevails for some months, also makes it necessary to have a powerful
vessel for the lower part of the river.
The average current from Basrah to El Karayem Inlet I should set at two knots,
therefore this vessel would perform the passage up in nineteen hours, and down in
less than fourteen.
The channel of the Lamlum Marshes, and for some distance above, is so extremely
tortuous and intricate, that at Karayem Inlet I should propose a transfer
from the large, to two small steamers: two would be required to carry the contents
of the large one, also to give power in case of any attack from the Arabs.
These vessels might be 60 feet long, 10 feet beam, and have power enough to
steam upwards of 12 knots, and should not draw more than 2 feet w ater; as in the
low season the Karablah passage at ’A'nah, and the channel generally for some
distance above, and for 110 miles below, would not at certain places have more
than 30 inches water. But vessels of this description would of course get over
this, and steaming 12 knots an hour, with an average current of 4 knots from El
Karayem Inlet to Beles, a distance of 794 miles, would perform the distance in
eight days upwards, and four days downwards; and allowing for the transfer
between the vessels and other delays, the passage might be considered as ten days
up and five down, adding a day in each case between Karayem and Basrah.
From Karayem Inlet to Beles I allow only twelve hours steaming each day,
and the remainder for taking in fuel, cleaning the engines, &c.
The wheels of these vessels should be protected by extending the outer casing
of the paddle-boxes down to the water edge, or even a little below in the centre,
in the same manner as the river boats in England.
The passage of ten days up would in practice, I consider, certainly be reduced
to eight, as the small steamers with their light draught of water would for some
hundred miles be enabled to creep up in the eddies and slack water. However,
viewing everything at its lowest average, I should consider (supposing the arrangement
in the Persian Gulf and Mediterranean comple), that the communication
from Bombay home would be accomplished in thirty-eight days, and out in
thirty-three.
I have the honour to be, Sir,
Tour most obedient Servant,
(Signed) B . F. Cl e a v e l a n d ,
Lieutenant Royal Navy.
To Colonel Chesney, &e., &c.,
Commanding Euphrates Expedition.
(J.)
Euphrates Steamer, Bushire, July 17, 1836.
Sir ,
H aving been requested by you to state my opinion as to the practicability
of navigating the river Euphrates, and also what I consider to be the best method
of permanently establishing a line of communication on that noble river, I now
offer these few remarks, founded on my observations during the descent of the
expedition from Port William to Basrah in the months of March, April, May,
and June.
From Bireh-jik to Beles, a distance of 88 miles, we met with considerable
difficulty, the river being extremely intricate for navigation in consequence of the
innumerable deceitful shoals and banks, both under and above the surface of the
water. We had no pilot, however, in this part of the river, consequently the
vessels touched on several shoals which would in future be avoided.
But this part of the river (in establishing a route between Great Britain and
India) is not required to be navigated, as we have Beles, and Ja ’ber 35 miles
below Beles, both places well adapted for depots, -and much nearer to Aleppo
than Bireh-jik, with good roads.
I t remains, therefore, to be decided whether Beles or J a ’ber should be the
upper station on the river. I prefer the latter, as it saves 35 miles of rather
difficult navigation, and is but 8 miles further from Aleppo. I t also has greater
facilities in forming a depot, and is considered more healthy than Beles.
Considering, therefore, Ja ’ber as the upper station on the river, there remain
938 miles of navigation from that place to Basrah. In this distance I consider
we have but two impediments which are worth noticing. The first is the
Karablah rocks, 2 miles above ’A'nah, and the second the Lamlum Marshes.
The Karablah rocks have 10 feet water over them in the high season, and 3
feet at the lowest, the stream running over them at the rate of 7 miles per hour.
We have already a diving-bell at this place, which at a small expense might
clear away the rocks so as to give a passage of 4^ or 5 feet water in the low
season. But even as this place is at present in the low- season, a steamer drawing
2-fc feet water, if she could not steam, might be warped up by means of a hawser
secured in the centre of the stream above the rocks, with not more than two hours
loss of time.
In the high season I think a steamer could get up without having recourse to
the warp.
The bed of the river from Karablah, 30 miles downwards, is very rocky, many
showing above water; these, however, may be avoided with a little caution.
The rocks of El’ Uzz, 9 miles below Hadisah, are the next worse to Karablah, but
they do not offer any serious impediment.
From El’ Uzz to Lamlum, or rather to 4 miles above the latter town, we have
288 miles of a beautiful river, the average depth in this distance being three
fathoms, with the exception of some places, a little below the town of Hit,
where 10 and 12 feet would be the average.