[3] Corps de droit ottoman, Volume IV, pp. 64 et seq.; Paul Imbert, “Le chemin de fer de Bagdad,” in Revue des deux mondes, 5 period, Volume 38 (1907), pp. 657–659.
[4] Quoted by Georges Mazel, Le chemin de fer de Bagdad (Montpelier, 1911), p. 324. It should be remembered that Russia at this time was experiencing the Industrial Revolution. Cf. James Mavor, An Economic History of Russia, Volume II (Toronto, 1914), Book VI.
[5] Annual Register, 1902, p. 323; 1903, pp. 293–294.
[6] Memoirs of Count Witte, edited and translated by A. Yarmolinsky (Garden City, 1921), pp. 75 et seq.; G. Drage, Russian Affairs (London, 1904), pp. 507 et seq.; A. Sauzède, “Le développement des voies ferrées en Russie,” in Questions diplomatiques et coloniales, Volume 37 (1914), pp. 272–281; F. H. Skrine, The Expansion of Russia (Cambridge, 1904), passim.
[7] Bohler, loc. cit., pp. 294–295; Gervais-Courtellemont, “La question du chemin de fer de Bagdad,” in Questions diplomatiques et coloniales, Volume 23 (1907), pp. 499–507.
[8] Baron S. A. Korff, Russia’s Foreign Relations during the Last Half Century (New York, 1922), pp. 133–134.
[9] Rohrbach, Die Bagdadbahn, pp. 10–13; Imbert, loc. cit., p. 678. Enthusiastic Turks believed that, with adequate rail communications, Erzerum might be transformed into a Turkish Belfort. Cf. Mazel, op. cit., p. 37. Had the Bagdad Railway and the projected railways of northern Anatolia been completed before the outbreak of the Great War, the Turks could have made a more effective defence in the Caucasus campaign of the Grand Duke Nicholas in 1916.
[10] For a general statement of the attitude of Russia and the Balkan States to the Bagdad Railway cf. Alexandre Ilitch, Le chemin de fer de Bagdad, ou l’expansion de l’Allemagne en Orient (Brussels, Paris, Leipzig, 1913), pp. 100–107, 121–123.
[11] Bohler, loc. cit., pp. 273–289; cf., also, P. Rohrbach, German World Policies, pp. 223–224.
[12] Supra, pp. 59–60.