'Reports on (1) the Conservancy of the Shatt-el-Arab river from the Port of Basra to the Persian Gulf and on (2) the Development of the Port of Basra. By Sir George Buchanan Kt., C.I.E' [‎14r] (31/62)

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Vessels of 400 to 450 feet length and 25 to 30 feet draught, which will probably be
sufficient for the port for many years to come.
The following works which are partly municipal and partly portj should also
be taken into consideration at an early date :—■
(a) The building of a good road along the whole river front.
(b) The dredging of the Ashar and Khandak Creeks, and arrangements for
their maintenance.
(c) Reclamation of land on right bank of river along the whole harbour front
and for a depth of 500 yards.
FINANCE.
(20) To construct a modern port with up-to-date facilities naturally requires Capital expendi-
a large expenditure of funds, and the Royal Commission on the Port of London ture *
when discussing the enormous strides made by Continental ports in the last few
years, principally owing to lavish expenditure on the part of the State, remarked
as follows
" The power of undertaking large present expenditure and of working for
a long time at a loss with a view to compensation in a distant future,
is no doubt in the keen world of competition, an advantage possessed
by undertakings which have the force of an empire, state, or great city
behind them. If, in some countries, national and municipal resources
are thus employed, it becomes most difficult for private enterprise
elsewhere to hold its own against the intelligent far-sighted and formid
able rivalry thus created."
(21) It has not been the general policy, either in the United Kingdom or the
Indian Empire, for the State to contribute directly to the construction of a com
mercial port—preference being given to the creation of corporate bodies with func
tions and powers granted by legislation ; but it is universally recognised that the
interest on the capital cost of a port cannot in its earliest stages be wholly paid out
of charges imposed, and that the State or other controlling power must, in the
general welfare make up the difference from other sources. In the case under
review, I submit that the first cost of the port works required in the immediate
interests of trade should be met by a grant from the State, to be hereafter transferred
to a port trust as part of the permanent debt.
(22) Rates, dues and charges should be uncomplicated, easily collected, and Principle on
levied so that there is an even distribution of taxation—no one industry or portion
of the community being taxed to the benefit of another which pays nothing; they levied,
should also be liable to as few alterations as possible.
The main sources of revenue of a port are :—
(а) tonnage dues on vessels,
(б) rates on goods,
subsidiary sources being, the hiring out of special appliances and conveniences,
the warehousing of goods, and rents derived from port lands and buildings.
The ratio of (a) to (h) varies at diSerent ports, but a fair average seems to be J
part shipping to | parts goods.
Tonnage dues on vessels are levied on the nett registered tonnage— i.e., the
tonnage measurement when the various deductions have been made which are
allowed by the Board of Trade for engine room space, accommodation for crew, etc.
jC80(w)A.D.