'Mesopotamian Transport Commission. Report of the Commission Appointed by the Government of India with the Approval of the Right Hon'ble The Secretary of State for India, to Enquire into Questions Connected with the Organisation and Administration of the Railway and River Transport in Mesopotamia' [‎24v] (48/114)

38
(ii) In connection with results wliich are hoped for in consequence of ban-
daliing on the Xigris.
225. As regards (1) the main difficulty in connection with this imporant scheme
is that of transporting the produce to the railway from the various small collecting
centres to which it is brougnt by the cultivators. Inib transport woik has to be
carried out by light van, camels, or light-draft boats, and as the area to be covered
is extensive it is anticipated that all these methods wid have to be c^CiOpued during
the coming harvest in order to gain the full benefit of the scheme.
Water transport is particularly well suited for this work as tue country is
intersected by a large number of canals which are navigable by light-draft boats
and there appears to be no doubt that for this reason the success of the scheme will
largely depend on what assistance can be given by the Inland Y/ater Transport.
In addition to the light-draft tugs, and barges already earmarked for the purpose
a large quantity of native craft will have to be employed. About GO of these are
now bein^ fitted with petrol motors and would appear to be particularly suitable,
but this will only represent a small portion of the total number which will ultimately
be required.
226. As regards {ii) a good deal of bandalling work has already been done and
more will be carried out as soon as the river starts to fall. As already seated, i»
is hoped that by this means the depth of the channel can be increased during the
low-water season so as to give a five feet draft.
Owino- to the vagaries of the river and the absence of any long-standing records
no certainty can be held out of obtaining this result. But any results obtained
would be so large compared with the labour and cost entailed that every effort
should be made to render all the assistance possible in this matter.
As an example it may be pointed out that the average draft of an empty barge
is 1' 6 " so that if it were possible to obtain a five-feet draft as compared with the
limit of 4' 0", its capacity would be increased in the proportion of 7 : 5, and this
increase would be gained without any increase in crews or staff beyond that employed
on the bandalling.
Similarly, in the case of barges loaded with light cargo, such as firewood,
navigation would be made easier and delays would be thus cut down.
CHAPTER VI.
Conclusions and Recommendations.
227. We have made several recommendations in Chapters II and IV of this
report: a reference is invited to the paragraphs in which we have expressed the
following opinions :—■
(1) An officer with technical experience should be appointed Deputy
Inspector-General of Communications and should eventually have
independent control of all the Transportation Directorates (viz., inland
Water Transport, Railways and Port), with the title of Director
General of Transportation (paragraph 54).
(2) The railway personnel should be reorganised on the Divisional Plan
(paragraph 66).
(3) Non-technical officers, non-commissioned officers and men should be
taken from the fighting troops and administrative services to super
vise daily labour employed on earthwork and other railway works
(paragraph 71);
(4) Railway officers and subordinates should be combed out as required from
the fighting troops and from the Inland Water Transport and other
services and placed at the disposal of the Director of Railways (para
graph 72).
(5) Housing and messing arrangements for Indian labour on railways should
be improved and particular attention should be given to the speciaj
treatment of Bengalis and South Indians (paragraphs 74, 84 and 85)
(6) More care should be exercised in carrying out the trade-tests of skilled
labourers recruited in India (paragraph 76).