provisions regarding official commandeering of the lines for the objects of suppressing rebellion, conducting military maneuvers, or mobilizing in the event of war. Furthermore, the Ottoman military authorities insisted that strategic considerations be taken into account when the railway was constructed. For example, the sections of the Bagdad line from Adana to Aleppo were carried through the Amanus Mountains, in spite of formidable engineering difficulties and enormous expense, although the railway could have been carried along the Mediterranean coast with greater ease and economy. The latter course, however, would have exposed to the guns of a hostile fleet the jugular vein of Turkish rail communications. From an economic point of view the Amanus tunnels were the most expensive and most unremunerative part of the Bagdad Railway; strategically, they were indispensable. This point was emphasized in 1908, when the Ottoman General Staff refused to consider a proposal to divert the line from the mountain passes to the shore.[24]
One of the most frequent criticisms of Turkish railway enterprises in general, and of the Bagdad Railway in particular, is that they were military as well as economic in character. Such criticisms, however, must be discounted, for potentially every railway is of military value. And in the European countries few railways were constructed without frank consideration of their adaptability to military purposes in time of war. Railways, in fact, were one of the most important branches of Europe's "preparedness" for war. Which European nation, therefore, was in a position to cast a stone at Turkey for adopting this lesson from the civilized Occident? If the Ottoman Empire had a right to prepare for defence against invasion, it had the right to make that defence effective—at least until such time as its neighbors, Russia and Austria, should abandon military measures of potential menace to Turkey.
