ملف رقم ٣١٤٢ لسنة ١٩٠٣ "سكة حديد الحجاز" [ظ‎‎٨‎٢] (٤٨٨/١٧١)

20
the troops working np the line and carried oft 100 soldiers within a short time, did
not levssen their zeal. This is worthy of special commendation, as most of the soldiers
had been kept on “under the flag,” that is to say, at the railway construction longer
than the regulation three years, as they were regarded as being on active service. It
is not uncommon for these men to serve six years.
It may with perfect truth be maintained that, without the extensive help of the
troops—by the 1st September. 1904, they had moved 3,800,000 cubic metres of earth— f
the construction of the Hedjaz Kailway would have been out of the question, as the
necessary labour could not have l>een found in these desert regions, even for high pay.
As the railway Ijattalions are a new creation of the Turkish army, a few words as
to their formation and training may be of interest, and may. at the same time, give an
idea of the Turkish gift of improvisation. About the time of the Imperial Irade for the
building of the railway (1st May, 1900), a second Trade ordered an increase in the army
of one railway battalion (No. 1). This battalion was formed in Damascus by suitable
men, mostly artisans, from the detachments of the 5th Army Corps, and the gaps in
the latter were filled up again by recruits. The officers’ posts were filled by engineer
officers.
Some months later it was found necessary' to form a second railway battalion to
assist in the construction of the railway, as in the first case the men were taken from
the 5th Armv Corps in Damascus. This battalion was formed only for the time of
construction of the railway, and the gaps caused by the withdrawal of the men from
this old detachment were therefore not filled up. The men are considered as still
belonging to their old corps, and, it. case of mobilization, would return to them. It may,
however, be presumed that Kailway Battalion No. 2 will also later on be incorporated
with the army.
Kecruits joining the railway battalions are at once attached to the troops engaged
on the railway, where thev receive their military and technical training.
Part X.— Th? Speed and Cost of Building.
Although the construction of the mil way bet ween Muserib and Der a was begun in.
1 900 the progress made was so slight, through the lack of suitable technical direction,
that it is not worth taking into account.
The regular construction only began on the appointment of Chief Engineer
Meissner to be Engineering Manager in January 1901.
From that time up to January 190G have been completed—
On the main line from Damascus to Mudewwere
Kilom.
.. 572
Between Mudewwere and Sat-ul-Hadi, about
.. 17
On the branch line from Haifa to Der’a ..
••
••
.. 161
Total
.. 750
This in five years gives an average of 150 kilom. a-year. This result may lie
considered favourable in a country which is but sparsely inhabited, and where there is
a scarcity of water. The interruptions in the work in the beginning caused by the
negotiations with a French Kailway Company, Damascus-Muserib, and the delay in the
delivery of sleepers and rails must also be taken into consideration.
Let us compare this work with that of the other raUways built in Turkey:—
The line Ismidt-Angora (121 kilcm. per year) .. 486 kiiom. completed in 4 years.
Salonica-Monastir (73 kilom. per year; .. .. 200 „ „ 3*..
Salonica-Dedeeasntch (170 kilom. per year) .. 51ft 3
Alashhehir—Afron Kara Hissar (100 kilom. per year) 252 „ ,, 24
In the construction of the Anatolian Railway also an output of more than.
1 50 kilom. per year was not attained.
It must, however, be taken into consideration that the above-mentioned railways
are nominal-gauge railways, while tfie Hedjaz Railway is narrow gauge.
Up to September 1903. before the commencement of the costly construction in the
Jarudak Valley, the outlay for the Hedjaz Railway, including rolling-sTock. station
buildings, &c., amounted to £ T. 1,500, equal to about 35,000 piastres, per kilom. The
balance-sheets drawn up after the completion of the section through the Jarmuk