The morning news. [volume] (Savannah, Ga.) 1887-1900, 1888-11-07
RAILROADS IN TURKEY.
Contrast with Russia's Policy in Pene-
tratirig hussia.
F.om The New York Posi-


While Turkey controls fertile districts, in
which there seems to be fair prospect of
profitable traffic, no effort is made to de-
velop them. Russia, on the contrary, is
rapidly reaching out in Central Asia, ard
is coming dangerously near the Indian
frontier Of England Both Russia md Tur-
key are equally bankrupt; t'ut the former
appreciates the Importance Of railroads
enough to find some means Of building
them. while the latter opposes their con-
struction with other obstacles besides hnau-
cial ones.
The Transcasplan railroad is now in sue
cessful operation. A little further to the
south a line is being constructed into the
heart of Persia. Starting at Reoht, on the
Caspian sea, it runs to Tehsran. Although
on Persian territory it is wholly under Rus
sian influence. Many of the workmen are
Russians, most of the others have beer en-
gagged in one way or another on the con-
struction Of the Transcaspian railroad. The
material is brought into the country by
way of Russia, and the government Of that
country seems to be making every effort to
render the completion of the road as easy as
possible. No definite arrangements have
as yet been made for continuing it further
than Teheran, but it is generally assumed
that little time will elapse before it Is pushed
Ol W iuoutd duu III BIlc ostol, Ncn
as southwark to the Persian gulf.
Nothing can contrast more painfully with
this rapid development than the supineness
Of the Turkish government. it is scarcely
two months since Constantinople itself has
been III direct rail communication with the
west of Europe, and this communication
was in a certain sense brought about by the
Bulgarian government in spite of Turkish
opposition.
AS long ago as 1888 an agreement was
made by Austria, Servia, Bulgaria, and
Turkey for the opening of through com
munlcation in the summer of 1886. Austria
did her part promptly, opening the section
of line from Buda-Pesth to Belgrade
in September, 1884 The Servian
line from Belgrade to Nisch
was opened at about the same time
From this point the system, as agreed upon
by the four powers, branched off in two
directions, one line on which the Servian
and Turkish frontier came into direct
contact running toward Salonica, the
other and longer line toward CONSTANT
nople, passing through Bulgaria on the
way.
The line to Salonica was open for traffic
in the early part of the present year; but it
was by no means an easy question to deeide
who should operate it. The Oriental Rail
road Company, with Baron Hirsch at its
head, seemed to have the best rights in the
case. But, as not infrequently happens, the
Turkish government had quarreled with the
company on the question of payment, and
was not disposed to accord it the chance to
operate profitable line of this kind. The
whole was finally put Professionally into the
hands OF company in which Servian inhu-
ences were apparently predominant.
About midsummer, the direct line to Con-
stantinople via Bulgaria was also finally
completed. 1t was not, however, at once
put into operation. Baron Hirsch, accord
ing to the agreements, seemed to have the
right to operate the Turkish section, but he
was denied this right on the Constantinople
line for the same reason as on the other.
The Turkish government would have been
glad to have it operated by the Servian
company; but to this the Bugarians
demurred, and in fact refused to transport
the Servian rolling stock necessary for the
operation of the company. Had this COM
pany had any real rights in the matter it
could have compelled Bulgaria to recog-
nize them; had they had any rolling stock
in that part of Turkey they could have dis
regarded Bulgaria'S protests; but in the
absence of both rights and rolling stock
there was little to be done.
While every one was wondering what turn
affairs would next take the Bulgarian gov
Ou Oul1 1ODb, 1000, GRIZZLY
sent down a train laden with railroad
officials and the necessary guards for the
stations to the end of the line thus unused,
and, after ascertaining that the coast was
clear, on their return dropped at
each station the necessary officials
and time tables, after which they
sent the Ottoman government rather cool
note, stating in general terms that valua-
BILE property was in danger. and that they
thought it necessary to take possession Of it
as means of protecting it.
The porte, as may be imagined was far
from satisfied with the turn which affairs
had taken. 1t is by no means an unheard-of
thing, even in America, to have q railroad
stolen but this particular manner of railroad
stealing, and the cool way in which it was
announced, was something Of surprise
The porte attempted to persuade Hirseh, who
had undoubted rights in the matter, to come
and eject the Bulgarian government. but he
did not prove as willing an instrument as was
hoped. As between the governments of
Turkey and Bulgaria, he felt quite as friendly
to the latter as to the former. He, however,
consented to operate the line on condition
that he might also have given over into his
hands the profitable line to Salonica. which
was now run by the Servian company But
here again there was objection on the part
of Servia. and it is difficult to see what will
be the final outcome. AT present a compro-
mise has been reached by which the Con-
stantinople line is Professionally operated
by Hirsch, but it is by no means clear that
we have as yet reached the end of the diff
Guilty.
If such is the trouble involved in getting
to Constantinople. it may be imagined that
the difficulties in getting beyond it are
even greater. 1t is some time since the
system of railroads through Asia Minor and
in the direction of Persia has been au-
thoratively surveyed; but it is still an
open question how soon actual work will
begin, or whether, when work is once be-
gun, the Turkish government may not
place such difficulties in the way as to
hinder its completion. AT present it seems
to be playing ono construction company
against another in the bids for this enter
prise, and shows a disposition not to deal
traightforwardedly with any OF them.
Under these circumstances, the policy of
Europe in maintaining the Turkish power
as a barrier to Russian expansion may re-
act against itself. 1t prevents Russia, for
the time being, at any rate, from getting
foothold on the Mediterranean, but it in
sures her a clsar field in railroad expansion
toward the Persian gulf. IL half the ac-
counts are true as 10 the natural resources
of Asiatic Turkey, railroad communication
with Persia should have developed in that
country rather than across the deserts fur
Their to the north. But as long as Turkey
is left in possession, any such result seems
L IA