"سكة حديد بغداد" [ظ‎‎٣‎١] (١٢٩/٦٢)

Knweit .—There are two points on the shore of Koweit Harbour which are
available as possible sites for the terminus of the railway, viz. :
1. El Kathama.
2. Bandar-es-Shuwaik.
El Kathama is the name of the shore and anchorage at the west end of the
harbour; the anchorage is capable of accommodating a large number of ships of
24 feet draught. There is no deep water close in shore, and cargo would have to be
transhipped by means of lighters, unless a pier of about half a-mile is built out into
the harbour.
The anchorage is well sheltered from the “ Shamal,” or north wind.
The shore consists of firm salty sand, sloping up towards the hills bordering the
north side of the harbour. These hills terminate in abruptly broken sandstone cliffs,
300 feet to 400 feet high, which extend for several miles along the north shore.
A good site for a station could be found on the slope below the cliffs.
Owing to the broken and irregular nature of the cliffs it would be extremely
difficult, if not impracticable, to find an alignment to climb them ; and the approach
to El Kathama must be along the slope on the north shore.
In order to effect this, the alignment from Zobeir would skirt the high ground
past Um-Kasr and follow down to the west of the Khor Sabiya (which, separates
Bubiyan Island from the mainland) and turn round on to the northern side of flic
harbour; this would all be easy going, practically a surface line throughout, and no
engineering difficulties to overcome.
The chief objection to El Kathama as a railway terminus lies in the fact that, as
with Um-Kasr and Warba Island, there is no trade existing there, and would stand a
still smaller chance of competing with Bussorah owing to the increased lead.
It is too far (19 miles) by road from Koweit to derive any benefit from the
proximity of that town, and special arrangements would have to be made for the
protection of the port against raids.
Bandar-es-Shuwaik is a creek to the south-west of the town of Koweit, formed by
the mainland on the east side, Kurein Island and the mud flat on the western side.
It is about 1^ sea miles long by 4 cables broad, and has a depth of 3G feet throughout,
except at the entrance, where it has a depth of 12 feet low-water springs, with a rise
of 12 feet, giving at least depth of 24 feet at high-water springs.
This could probably be much improved by dredging.
Inside of 12 feet right round Koweit, the bottom consists of a layer of rock
overlying sand, the rock being limestone with coral formation ; the rest of the bottom
is mud and sand.
About 1 mile of the far end of the creek could be utilized for ships as it at present
exists, by merely placing mooring posts on both sides of the creek; those to the east
being intended to moor ships alongside the bank (as there is deep water right close up
to it) and those on the mud bank to the "west for warping ships in and out, Eurther
improvements could he added as required, but the entrance to the creek should be
carefully buoyed for the deepest channels.
The shore at this point is admirably adapted for a railway terminus ; it slopes
gradually to a flat plain 29 to 30 feet above high sea level; the soil is firm sand.
Erom El Kathama the alignment would pass Jehara and follow the road to
Koweit. There are no engineering difficulties to overcome.
As in the other instances, a railway at Koweit would have no effect on the trade
of Bussorah. There is, however, at present a certain amount of trade between Koweit
and the interior, and also between Bagdad and the interior direct; the railway
between Bagdad and Koweit would considerably shorten the route and would probably
catch most of the trade diverting it through Koweit.
The interior of Arabia is reported to be a richly cultivated country, which would
probably repay opening up, and if it should in the future be decided to do this,
Koweit would be the nearest point on the Persian Gulf to start from. With proper
communications trade would increase and, moreover, the trade between the interior
and the Bed Sea would probably be diverted to the Persian Gulf if increased facilities
were given.
A railway at Koweit would probably catch the major portion of the outside pilgrim
traffic to Kerbela, and a continuation to the interior would reap the benefit of a fast
pilgrim route to Mecca.