[28] Report of the Anatolian Railway Company, 1901, p. 17; The Times, January 25, 1902.
[29] Annual Register, 1902, pp. 290–291; Report of the Bagdad Railway Company, 1904, p. 7.
[30] La Société Impériale Ottomane du Chemin de Fer de Bagdad-Firman, Convention, Cahier des Charges, Statuts, in French and Turkish (Constantinople, 1905); translated into English in Parliamentary Papers, No. Cd. 5635, Volume CIII (1911), No. 1. Where references are here given to the convention itself, no preceding identifying word will be given, the citation being merely, e.g., Article I. The Statuts will be referred to as “By-Laws” and the Cahier des Charges as “Specifications.”
[31] Turco-German control of the Board of Directors was not inconsistent with the agreement of 1899 between the Deutsche Bank and the Imperial Ottoman Bank, which assured French interests only 40% of the shares of the Bagdad Railway Company. For details of the organization of the Company see the Report of the Anatolian Railway Company, 1903, pp. 4–7; By-Laws, passim.
[32] Articles 1–4, 7, 12, 37–39; Specifications, Article 30.
[33] In this connection see Sir W. M. Ramsay, The Historical Geography of Asia Minor (London, 1890); D. G. Hogarth, The Nearer East (London, 1902); Jastrow, op. cit., Chapter II; Sir C. W. Wilson, Murray’s Handbook for Asia Minor (London, 1895 and 1900); R. Fitzner, Anatolien-Wirtschaftsgeographie (Berlin, 1902); F. Dernburg, Auf deutscher Bahn in Kleinasien (Berlin, 1892). Good general accounts of the regions through which the Bagdad Railway was to run are: Baron E. von der Goltz, Reisebilder aus dem griechisch-türkischen Orient (Halle, 1902); R. Oberhummer and H. Zimmerer, Durch Syrien und Kleinasien (Berlin, 1899); E. Banse, Die Türkei; eine moderne Geographie (Berlin, 1916); Sir Mark Sykes, The Caliph’s Last Heritage—A Short History of the Turkish Empire (London, 1915), Part 2, Chapters II and IV. A well-informed article describing the projected route of the Bagdad railway is one by a member of the German technical commission, “Die anatolischen Eisenbahnen und ihre Fortsetzung bis zum persischen Golf,” in Archiv für Eisenbahnwesen, Volume 26 (1903), pp. 75–90.
[34] For a description of the line from Konia to Adana, including an historical sketch of the principal towns served by the railway, cf. Karl Baedeker, Konstantinopel und das westliche Kleinasien (Leipzig, 1905), pp. 156–172, and Konstantinopel, Balkanstaaten, Kleinasien, Archipel, Cypern (second edition, Leipzig, 1914), pp. 270–306, generously supplied with excellent maps.
[35] A popular account of the engineering difficulties facing the construction of the railway from Adana to Aleppo is to be found in The Scientific American, supplement, Volume 51 (1901), pp. 21248–21249.
[36] Cf. W. H. Hall (of the Syrian Protestant College in Beirut), The Near East (New York, 1920), particularly an interesting map, p. 174. According to the convention of 1903, Article 1, Aleppo was to be connected with the main line by a branch from Tel-Habesh, but in 1910 the route was changed, on petition of the inhabitants, to include Aleppo as a station on the Bagdad line itself. Report of the Bagdad Railway Company, 1910, p. 8. Statistics regarding the population of Aleppo and other cities along the line are taken, unless otherwise indicated, from the Statesman’s Year Book, 1903, passim.
[37] Article 38; “The Trade of the Mesopotamian Valley,” in Commerce Reports, No. 280 (Washington, 1912), pp. 1050–1065, and No. 256 (1913), pp. 350–358; Karl Baedeker, Palestine and Syria, with the chief routes through Mesopotamia and Babylonia (fourth edition, Leipzig, 1906), pp. 351–411.