"بلاد فارس والشأن الفارسي من إعداد السيد المحترم جورج ناثانييل كورزون، عضو البرلمان." [‎٦‎٣‎٨] (٧١٤/٧٠٧)

638 PERSIA
to assign so modest a term to the sorrows of those who might
embark upon so desperate an undertaking.
I have discussed the various suggestions for Tndo-Mediterranean
railways in this chapter, because in every scheme that has been or
Conclusion Can be put fonvard ' Persia, by its geographical position,
plays a prominent part, and because the future of Persian
railways is consequently endowed with a more than local import
ance. Not only is this the case, but, behindhand as Persia now
is, it is conceivable that an impulse or a direction may be im
parted to future developments by her initiative ; and it is. there
fore, in the highest degree desirable to frame an opinion about
railroad policy in that country with a view to all contingent
relations. In my circuit of the Persian borders I have indicated
in outline the more feasible of the many schemes that have so far
emanated from the brains of those who wish well to Iran, either
for her sake, or, as is more frequently the case, for their own.
The backward and ill-developed condition of the country, the
absence of security in certain parts, the opposition of Russia,'and,
above all, the want of patriotism or enterprise on the part of the
Persian Government, are obstacles with which even the most
promising of these projects will have to contend. They may re
tard the commencement of operations, they may defer financial
profit to a late period. Nevertheless, railways in Persia, if a
questionable metaphor may be permitted, are in the air. From
the Cabinets of statesmen it is but a short step to the desk of the
contractor and the workshop of the engineer. That a country
affecting a high civilisation can permanently resist civilisation's
choicest agency and most powerful means of influence is out of
the question. 1 When even China has already constructed a short
railway, and contemplates a grand trunk line several hundred
mi es in length, the kingdom of a sovereign who has three times
overrun Europe by rail can hardly linger behind. It will be as
impossible for Persia to pursue a policy of exclusion in this respect
as it is m another sphere of action for Japan to remain faithful to
thJht HHP 6 mat r i f i T UlS t may be communicat ed by the high price of grain in
able dearth nf 6 "'T n ^ Waste of cro P s ' both arising from the lament
able dearth of transport. At Damghan barley was recently selling at 8 krans per
k ' T ;. " T 0 ? e T the CUrrent P rice is 50 W Meanwhile at Kum and
1890 it JfT 'u f 1 f 4 f£rans ' but tliere are no means of transporting it. In
Ba^hdai a rTtlT ^ P rofitaWe to ex P ort ewn from Siiltanabad by camel to
Baghdad, and thence to London.