‘Bagdad Ry’ [‎31r] (61/129)

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to the higli ground to the west, which could be made the site of the railway
terminus.
There would he no difficulty in bringing the alignment to this point from Zobeir
by practically following the road.
The chief advantages of Um-Kasr are that—
1. It is accessible at all times to ships drawing 18 feet, and, by a little dredging
at the east end of Warba Island, this could be improved so as to make it accessibfe to
ships drawing 24 feet.
2. Ships can get close to shore and be unloaded direct.
3. The creek is land-locked and protected from storms.
The objections are—
1. The available combination of deep water and dry shore only extend for a short
distance, about 300 yards, and considerable dredging and banking operations would have
to be undertaken to improve it.
2. The creek is narrow, and would only accommodate a limited number of ships
of any size.
3. Bussorah would still remain the trade centre. As noted above, the railway is
unlikely to be able to compete successfully with the river traffic between Bagdad and
Bussorah, and it would be considerably cheaper to ship goods direct at Bussorah than
to rail thorn to Um-Kasr before doing so.
There still remains the merchandize from above Bagdad which may be caught by
e • 1\\ a} . If this was still carried by the railway to Bussorah it would probably be
unloaded there in preference to incurring the extra railway freights to Um-Kasr.
I have no information as to the amount of trade to lie expected from above
Bagdad.
4. There are no habitations at Um-Kasr and no business connections, so that it is
unlikely to become a port of any size.
5. Special arrangements would have to be made for the protection of the port
against raids.
Warba Island is situated in the Khor Abdullah to the south-east of the Khor Um-
Kasr. It is separated from the western mainland by the Khor Salem, a narrow creek
100 yards broad at the north end, widening with swamps to three-quarters of a-mile
at high water at the south end.
The Khor Abdullah to the south of Warba Island would afford a fine anchorage
for a large number of ships, and is accessible to ships of 24 feet at any time; it °is
land-locked and well protected from storms.
The ground at the south-west corner of the island slopes steeply and there is deep
water close in shore.
The island is flat and sandy with low scrubby bushes, the general level is about
10 feet above high water, hard and dry. There is probably no fresh water obtainable,
but brackish water should be found near the surface.
The railway could be continued from Um-Kasr along near the shore skirting the
high ground, cross the Khor Salem at its north end, and continue on to the south
west corner of the island; the only obstacle is the crossing of the Khor Salem which
could be effected with girders supported on screw piles.
Warba Island would be a better position for a railway terminus than Um-Kasr,
as the anchorage is larger and the firm ground broad and continuous along the shore
of the island.
There is plenty of room for building: all materials would have to be brought to
the place.
All the objections on the score of trade applicable to Um-Kasr apply equallv to
Warba Island, and the trade of Bussorah is not likely to be transferred to this pork
The difficulty of fresh water could be overcome by the use of condensing machinery,
if the requirements warranted the expenditure.
Both Um-Kasr and Warba Island arc claimed by the Sheikh of Koweit, and it
would be possible to ensure that no unnecessary restrictions and Regulations should be
imposed on the port.
The country bordering the Khor Abdullah is low and swampy so that a hostile
force could not effectively command the approaches to these ports. Warba Island
would be more secure against raids than Um-Kasr.
[937] B 2