'Reconnaissances in Mesopotamia, Kurdistan, North-West Persia, and Luristan from April to October 1888. By Lt F R Maunsell, Intelligence Branch. In Two Volumes. Volume I: narrative report, description of larger towns and routes leading from them. Simla: Intelligence Branch, Quarter Master General's Dept, 1890' [‎25v] (55/312)

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At the foot of the hills we crossed the stream which waters the plains of Asmatmbad and
Chardowar, and at a short distance to our left we saw it unite with a deep and rapid river which
here debouches from Zagros by a tremendous gorge called the Tang-i-Baba Giriya. This was
the river of Karind, which flows from that place to the plain of Harunabad, and there, entering
among the mountains, receives several small streams, until swollen to a river of seme size, it
bursts in a succession of terrific cataracts through the Vardalan Range, and emerges into the low
country at the foot of the range. The ascent of the Charmin Kuh was most abrupt, at the summit
was some extent of tableland, and the descent on the other side into the plain of Zangawan was
eqnally precipitous. A short distance to the right was an easier route crossing into the Karazan
plain, and following a small stream to Zangawan.
At Zangawan a small stream forces its way through a chasm in he Charmin Kuh, which
falls into the river already described, here called the Ab-i-Sirwan (Ab-i-Chenara).
6th Slaqe, 20th February. —Rode a considerable distance to the right of the route which the
party took towards the ruins of Sirwan, situated near a plain of limited extent shut in by low hills.
A narrow valley runs out west from Sirwan plain piercing the Kalarag Kuh, an outlier of
the great chain of Milagawan.
Encamped 4 farsakhs from Sirwan on the banks of the broad deep stream of the Ab-i-Sirwan
at the head of the Rudbar District which extends along the river valley, a distance of 6 farsakhs
to the point of its confluence wuth the Kerkhah.
Staqe, 21st February —Prom Rudbar w r e marched 22 miles to the Sahrai Lort. The road,
risintr from the bed of the Sirwan, traversed a range of hills thickly wooded, which divided the
plain of Sirwan from that of Badrai.
We passed two valleys, Badrai and Kakagawan, divided by a narrow range, each watered by
a petty stream flowing into the Sirwan, descending from the oak-wooded hills.
Another little chain is crossed beyond the stream of Kakagawan, and the road from thence
descends into the plain of Lort. This country, between Sirwan and Lort, is the most difficult
of transit in the entire line between Zagros and Khuzistan, and still is perfectly practicable for
wheeled carriages.
8th Stage, 22nd February. —Moved 20 miles in a S.E. i S. direction along the Sahrai
Lort, gradually descending to Seimarrah on the banks of the Kerkhah. The plain of Seimarrah
stretches north-west and south-east about 40 miles, and varying from 5 to 10 miles in breadth
between the Kebir Kub and the Kerkhah.
9th Stage, 23rd February .— Marched 3£ farsakhs to the Pul-i-Gamashan.
The river here is much contracted, and a single arch is thrown across the bed of the stream,
about 80 feet in width.
An arch of almost equal span is necessary to connect this on the right bank; on the other side
are a long line of smaller arches making a total length of 105 paces.
10th Stage, 24ih February. — Marched 4 farsakhs to Jaidar; the direct road to Dizful from the
bridge follows the Kerkhah to Ab-i-Garm, 0 farsakhs distant. From Jaidar to Shustar and Diz
ful, the remainder of this route is already known.
In all schemes for constructing - an Indo-European railway which still shall
T start from the Mediterranean shore and o-o to Quetta,
Railway construction. a-a* • .i <• iV , •
J one rhmeuity is the ascent from the Mesopotamian
plain near Baghdad to the Persian plateau near Karmanshah.
Some poin^ near the Tak-i-Girra Pass following - the line of the present
trade route is generally assumed to be the point where the ascent will be made.
Taking first the pass itself, the gradient for a cart road at the lower
part is very steep, and would be almost impracticable for a railway.
There is sadden drop of 1,050 feet in 2^ miles at the lower part, and a total
difference of 2,250 feet in 14 miles from Sar Mil to Pai Tak.
On the north lies the great mountain range of the Kuh-i-Delahu, and to
the south the Nua Kuh and high rocky spurs jutting from it, so that it is
impossible, except at very great expense, to get a workable gradient up the pass
itself or turn its flanks.
The general direction of the mountain ranges here is north-west and south
east, so that to find an easy gradient it must run in the same direction in the
valleys between the ridges.
There is a line. I would suggest meeting this requirement and giving a
good ascending gradient. The railway is supposed to come through Mosul,
Erbil, Kir Kuk, Kifri, Kasr-i-Shirin, Harunabad, Karmanshah, and soon there
being a branch line from Kifri or Kasr-i-Shirin to Baghdad. Between Kasr-i-
Shirin and Ilarunabad is the section on which the ascent would have to be made.