The specific disease which makes duty in the Murghab and Kushk valleys peculiarly obnoxious is a low fever of an endemic nature. Its pathological history is still undetermined and, although investigations have been made into its character and numerous experiments essayed, the malady is usually fatal. In general, the patient is stricken suddenly when the liver would appear immediately to be affected, the skin becoming yellow and the sufferer lapsing into unconsciousness within a few hours of the attack. Systematic study of the disease has enabled the medical authorities to trace it indirectly to the soil from which, just as in Africa and any of the countries lying within the fever belt, germs are released whenever it is disturbed. In this way the most infectious points in the Kushk and Murghab valleys are those lying within the cultivated areas, more especially around those places where digging operations are of frequent occurrence. As the order of life becomes more settled and the necessity for any interference with the soil disappears, it is anticipated that the extreme virulence of the disease may diminish. At one time the soldiers of the Railway Battalions were so susceptible to its ravages that its course assumed the appearance of an epidemic.
No commercial importance belongs to Kushkinski Post and it is solely the strategic considerations which attach to it that give it so much value. In the hands of Russia and commanding the trade routes into Afghanistan, as well as the road to Herat, Kushkinski Post well might play a leading part in the settlement of questions still outstanding between Russia and Great Britain in respect of Afghanistan. Whether the existence of the post will promote the development of trade relations, which are now restricted by the Amir’s Government and directed by the Afghan frontier authorities through Khorassan, remains to be seen. Nothing can underestimate its significance. The post, together with the whole of this branch line, is a deliberate military measure against Afghanistan, the boundaries of which kingdom can almost be seen from the ramparts of the forts which crown the crest of the hills.
KHORASSAN DERVISH
Eighteen versts to the south of the fortress, at Chahil Dukteran, there is the post of the Russian Frontier Guard and the present terminus of the Murghab Valley railway. Beyond may be noted the solitary figures of the Russian sentinels keeping their beat along the extensive line of their position; while southward and serving at the moment for a caravan route lies the road to Herat. As an interesting link in the chain of evidence which points to the future use of this road in another way, there is the existence of a large store of light railway plant prepared for the purposes of extending it into Afghanistan itself, whenever the troops of Russia may require to be carried forward to the walls of Herat through the passes of the Paropamisus, a little less than 80 miles.
To Englishmen another, perhaps less direct and more ficticious, interest attaches to this railway. A glance at the map of the Eastern hemisphere will show that the shortest practicable line of communication between London and India lies through Russia and across Central Asia. The direction would be viâ Calais, Berlin, Warsaw, Rostov-on-Don, Petrovski, Baku, Krasnovodsk, Merv, Kushkinski, Girishk and Kandahar. The whole of this distance has now been covered by railway, with the exception of the span of 195 miles across the Caspian Sea, between Baku and Krasnovodsk and the gap of 500 miles which still separates Kushkinski Post from New Chaman. If these sections were bridged the journey from London to India might be very considerably shortened, assuming that the present rate of speed—32 miles an hour on the European and 25 on the Asiatic lines—were maintained. The net saving in time, if the railway were completed, would be seven days; while the horrors of the Red Sea and the monsoon would be but bad dreams to the Anglo-Indian traveller. The country between Kushkinski Post and New Chaman presents no obstacle to the engineer; the Paropamisus range could be crossed by the Ardewan or the Chashma Sabz pass, neither of which is more than 3400 feet above sea-level or 1000 feet higher than that of the tableland on either side. From this point Herat, the garden city of Afghanistan and the key of India, is distant only 30 miles; thence the line would be carried by way of Sabzawar, Farah, Girishk and Kandahar to New Chaman.
However if further railway construction in this region is to take place, it will be in connection with the development of plans which concern the requirements of potential strategy rather than the humours of experimental fantasies. For some time past there have been abundant signs that Russia is proposing to find compensation in the Middle East for the downfall of her prestige in Further Asia. Certainly there is a field for her energies lying fallow in Central Asia. The precise quarter where the furrows are waiting to be ploughed is between the Central Asian railway and the frontiers of Northern Persia and Northern Afghanistan. It is to-day evident that sooner or later Russia will improve her communications in this direction by adding to the Orenburg-Tashkent system its natural complement—an extension to Termes on the Oxus, where there is a Russian fortress—or by imparting to her position on the Perso-Afghan border that little requisite attention which it merits—a railway to Meshed in Khorassan. Long since is it that these schemes entered the domain of practical politics, the Russian military position on the Middle Oxus requiring an alternative line of communications to that offered by the Amu Daria, which, when frozen in winter with the post-roads across the mountains blocked by snow, wraps in dangerous isolation the Russian garrisons at Termes, Kelif and elsewhere along this section of the frontier. Preliminary surveys for a railway were conducted in 1902, when the routes selected followed from Samarkand the Shar-i-Sabz, Huzar, Shirabad caravan highway to Termes; and, from Farab to Termes, the trade route along the Oxus through Burdalik and Kelif. Further extensions in this direction would provide railway communication between Huzar and Karki by a bridge across the river, by which Huzar would become as important a railway junction as it is a caravan and trading centre. Still more in the future is the strong probability that Karki will be joined with the Afghan frontier at Imam Nasar, by following the caravan route from the river, or with Pendjeh across the fringe of the Kara Kum.
