"لجنة النقل في بلاد الرافدين. تقرير اللجنة المعيّنة من جانب حكومة الهند بموافقة معالي وزير الدولة لشؤون الهند للاستفسار حول الأسئلة المتعلقة بتنظيم وإدارة السكك الحديدية والنقل النهري في بلاد الرافدين" [ظ‎‎٢‎٠] (١١٤/٤٠)

30
179. We have carefully considered this matter and are not in favour of the
introduction of Neal's or any other token instruments which 1 require special know
ledge to make occasional adjustments, and would require a travelling staff to keep
the machines in repair. We recommend the extension of telephonic line clear work
ing to the less busy lines, and that those carrying a heavy traffic should be worked
on the simple line clear system known as " train staff and ticket " coupled with tele
phonic train control. By this means not only will signallers be released, but the
capacity of the busy sections will be greatly increased.
180. The two sections which should be worked on this system at present are
the Makina-Amara and the Kut-Hinaidi. It is understood there are already 3
trunk telephone lines between Basra and Nahr Umr and a trunk line is under con
struction between Basra and Amara. This section could probably be worked with
one trunk line divided into 4 circuits, with controllers at Nahr Umr and Qualet
Saleh each working a circuit North and South of them. The Kut-Hinaidi line might
be worked with a controller stationed at Aziziyeh, but he would ha^ve 8 stations
on his northern circuit and 7 on his southern and this might prove to be too many.
181. The recommendations made above would release a large number of sig
nallers from unimportant stations. The offices on the through wire would remain,
and it might be necessary to increase their number, especially on the Baghdad-
Samarra section where there is only one intermediate, office, namely, at Beled.
It is not considered that there would be any difficulty in communicating with
the stations that will have no telegraph office. Their messages would be sent
by train to or from the nearest office on the through wire.
182. Finally we are of opinion that it would be of great assistance to the
Director in administering the widely separated railway system if two fast launches
were placed at his disposal to maintain a daily daylight service between Amara
and Kut in each direction. Such a service could no doubt also be used by high
officers of other services at the discretion of the Director, and for [important corre
spondence of all services, and we recommend that this should be done.
(c) Comparative expenditure in Personnel and Fuel.
Inland Water Transport and Railways.
183. Inland Water Transport.
Railways.
Fuel.
Coal
Fuel, Oil
Tons. Fuel.
. 47,250 Coal
. 17,012
Tons.
.. 13,526
in 12 weeks,
Total Fuel
or 700 tons a day.
Personnel.
Europeans.
Afloat 893
Ashore 3.188
on 8th December 1917 (excluding crews of
chartered vessels and country craft and ex
cluding attached labour on shore— 8,415)
Total Personnel ., = 38,712
=16,227