cultivate a good understanding, in order to enjoy as much as possible the profits
which the steamers would bring in their train.
There are questions of a professional nature, such as the dimensions required
for a vessel suited to the navigation of the river, which I have not the means of
answering except in a general way. Thus, for instance, a power equal to that of
the “ Euphrates ” would be ample, but the draught of water should i>e confined
to 22 or 24 inches; the length of the vessel must be less than that of the
“ Euphrates,” and she must answer her helm readily, and be capable of turning
quickly.
I have now, I think, mentioned all the points to which it occurs to me to refer;
and I think it will be seen, perhaps, that the navigation of no river was ever commenced
under such favourable circumstances.
I have the honour to be, Sir,
Your most obedient Servant,
(Signed) J . B. Bdcknall E stcoubt,
Captain 43rd Light Infantry.
Colonel Chesney, R.A.,
Commanding the Euphrates Expedition.
(M.)
Bushire, July 17, 1836.
Sib ,
The general question of the navigation of the river Euphrates, and of the
advantages to be derived from that navigation, is of such a nature that, in acceding
to your request to give an opinion upon a subject rather foreign to my usual pursuits,
my diffidence is to a certain degree overcome by the well-defined view which
the nature of the circumstances have allowed me to take, even after a short
acquaintance with the river and the inhabitants of its banks.
The river Euphrates is evidently a navigable stream. I am acquainted with it
from Sumeisat, in the Taurus, to its embouchure in the Persian Gulf, a distance
of upwards of 1,200 miles; and in that extent there are only two real difficulties,
both of which are superable, by Undergoing an expense quite disproportioned to
the importance of rendering efficient at all seasons of the year, and throughout so
lengthened a course, the navigation of this noble river.
The first obstacle is the Karablah Rocks at ’A'nah, where there is already a
diving-bell at hand, and through which, I believe, it is the opinion of the naval
officers that a steamer might, even at low water, be warped, with a loss of not
more than two hours, in case of her not being able to steam through them.
The second is the narrowness of the bed, and the numerous windings which it
forms in going through the Lamlum Marshes; but these difficulties, which will
not bear comparison with what has already been overcome in our own country—
for example, in the Forth below Stirling, or the Clyde, at low water, above
Dumbarton—only proved themselves so to the “ Euphrates” steamer, which is of
large dimensions, and had her paddles unprotected.
In the details connected with the rendering the navigation of the river available
to its full extent, the difficulties of the Lamlum Marshes may be overcome by throe
modes:—
1st. The navigation by a steamer of proper dimensions and make, as will no
doubt, be laid before you by those competent to judge on a question entirely of a
professional character.
2ndly. By digging a canal across, the territory of Lamlum; and 3rdly, by taking
advantage of the offer made by the pasha of Baghdad to dig a. canal across, the
alluvial flat which in the parallel of that city extends from the Tigris to the
Euphrates.
The latter mode of navigating the. united rivers, appears, to me fraught with
many advantages,, the Lamlum Marshes are avoided,, and the city of Baghdad is
brought into closer relations with Basrah and with Hindustan, both in point of
intercommunication and commerce.
For the efficient navigation of the Euphrates,, three river steamers besides the
sea steamers, will be requisite—one at a station below the marshes, another to go
through the marshes themselves, and one of greater power for the. upper part of
the river..
By taking the road of the Hai or the. Tigris, and crossing from thence-by canal
to Felujah, one steamer succeeding the sea; steamer at the junction of the former
with the Euphrates, would reach the second; station,, and be succeeded by one more
to- the upper station.
In a commercial point of view, the dose communication, thus established with
so great an emporium of trade as Baghdad is of the very first importance; nor is
the connexion- that would be established between Basrah and Baghdad of a trifling
character; but there are also on the river between Kumah and Felujah large towns,
as Shelkh-el-Shuyukh and Hillah, and powerful tribes, as the Montefik Arabs, who
have long been actuated by the spirit, of commercial enterprise, and whom it
would perhaps not be judicious to overlook.
There is, indeed', amongst almost all the tribes a cupidity that is easily aroused,
and which would stir the people up to new exertion in order to obtain comforts
and luxuries with which, they would then first become acquainted, and could not
be slow in appreciating. The boasted frugality and indifference of the Arab are
not proof against the inventions, of an improved mechanism in cutlery or firearms
; and nowhere is there displayed a greater anxiety for gay dresses, and
ornaments: this taste is indeed almost a passion with both sexes. With abundant
instances of the operation of these, incentives we have also seen examples of
feelings common to human nature (a nature which is less barbarous here than is
commonly supposed) of the love of decorating their children, and of a desire to
improve their condition; nor is there here any of the Bedawin apprehension of
doing what may be considered derogatoty to the discipline handed down by theif
ancestors, or capable of affecting their warlike independence.
Three localities have been pointed out as the northerly station of the navigation;
Ja’ber, Beles, and Bir. They are all feasible: I should give, the preference to
Beles: the station is not unhealthy; the alluvial soil would allow of docks, being
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