Germany's control over Turkey depends upon the maintenance of a corrupt minority in power—too weak and corrupt to remain in it without Germany's guarantee, and corrupt enough, when secured in it, to put it at Germany's disposal. A free hand at home in return for servitude in diplomacy and war—the deal is called "Hegemony," and is as old as Ancient Greece. By her hegemony over the Ottoman Government Germany threatens the British and Russian Empires from all the Ottoman frontiers; and with the free hand that is their price the Young Turks inflict on all lands and peoples within those frontiers whatever evils conduce to the maintenance of their pretensions.
As Rohrbach and Wiedenfeld point out, this political understanding underlies all Germany's economic efforts in Western Asia, and we can see how it has warped them from their proper ends. The track of the Bagdad Railway, for example, has not been selected in the economic interests of the lands and peoples which it ostensibly serves. Dr. Rohrbach himself admits that
"The Anatolian section of the Bagdad Railway cannot be described as properly paying its way. It is otherwise with the" (French) "line from Smyrna to Afiun Kara Hissar, which links the Anatolian Railway with the older railway system in the West…. The parts of Asia Minor which were thickly populated and prosperous in antiquity lie mostly westward of this first section of the Bagdad Railway, round the river-valleys and" (French and English) "railways leading down to the Aegean."
"There are other once-flourishing parts of the peninsula," he continues, "which the Bagdad Railway does not touch at all"—the Vilayet of Sivas and the other Armenian provinces. The original German plan was to carry the Railway through Armenia from Angora to Kharput, but Russia not unnaturally vetoed the construction, so near her Caucasian frontiers, of a line which, by the nature of the Turco-German understanding, must primarily serve strategic ends[31], and the track was therefore deflected to the south-east. This took it through the most barren parts of Central Anatolia, and in the next section involved the slow and costly work of tunnelling the Taurus and Amanus mountains.
"If merely economic and not political advantages were taken into account," Dr. Rohrbach concedes, "the question might perhaps be raised whether it would not be better to leave the Anatolian section alone altogether and begin the Bagdad Railway from Seleucia" (on the Syrian coast). "The future export trade in grain, wool, and cotton will in any case do all it can to lengthen the cheap sea-passage and shorten correspondingly the section on which it must pay railway freights. The fact that the route connecting Bagdad with the Mediterranean coast in the neighbourhood of Antioch is the oldest, greatest, and still most promising trade-route of Western Asia is independent of all railway projects."
It is worth remembering that a railway, following this route from the Syrian coast to the Persian Gulf, has more than once been projected by the British Government. As early as the thirties of last century Colonel Chesney was sent out to examine the ground, and in 1867 the proposal was considered by a Committee of the House of Commons. For the economic development of Western Asia it is clearly a better plan, but then Dr. Rohrbach bases the "necessity for the East Anatolian section of the Bagdad Railway" on wholly different grounds.
"The necessity," he declares, "consists in Turkey's military interests, which obviously would be very poorly served" (by German railway enterprise) "if troops could not be transported by train without a break from Bagdad and Mosul to the extremity of Anatolia, and vice versâ."
The Bagdad Railway is thus acknowledged to be an instrument of strategy for the Germans and for the Turks of domination—for "vice versâ" means that Turkish troops can be transported at a moment's notice through the tunnels from Anatolia to enforce the Ottoman pretension over the Arab lands. Militarily, these tunnels are the most valuable section of the line; economically, they are the most costly and unremunerative. And the second (and longer) tunnel could still have been dispensed with, if, south of Taurus, the track had been led along the Syrian coast. "Economic interests and considerations of expense," Wiedenfeld concedes[32], "argued strongly for the latter course, but—fortunately, as we must admit to-day—the military point of view prevailed." Thus the Turco-German understanding prevented the Bagdad Railway first from beginning at a port on the Mediterranean coast, and then from touching the coast at all[33]. "The spine of Turkey," as German writers are fond of calling it, distorts the natural articulation of Western Asia.
Nemesis has overtaken the Germans in the Armenian deportations—a "political end" of Turkish Nationalism which swept away the "economic means" towards Germany's subtler policy. A month or two before the outbreak of war Dr. Rohrbach stated, in a public lecture, that
"Germany has an important interest in effecting and maintaining contact with the Armenian nation. We have set before ourselves the necessary and legitimate aim of spreading and enrooting German influence in Turkey, not only by military missions and the construction of railways, but also by the establishment of intellectual relations, by the work of German Kultur—in a word, by moral conquests; and we are determined, by pacific means, to reach an amicable understanding with the Turks and the other nations in the Turkish Empire. Our ulterior object in this is to strengthen the Turkish Empire internally with the aid of German science, education, and training, and for this work the Armenians are indispensable."