[2] Good general statements of the transportation problem of Turkey during the two decades 1880–1900 are Verney and Dambmann, _op. cit._, Part III; J. Courau, _La locomotive en Turquie d’Asie_ (Brussels, 1895), pp. 18–47; _Corps de droit ottoman_, Volume IV, pp. 117 _et seq._ [3] _Corps de droit ottoman_, Volume IV, pp. 202–223, 237–242, etc. [4] _Bulletin de la Chambre de Commerce française de Constantinople_, August 31, 1888, p. 10; September 30, 1888, p. 31. _Cf._, also a prospectus issued by a banker, Mr. W. J. Alt, “Heads of a Convention for the extension of the Haidar Pasha-Ismid Railway” (London, 1886), a copy of which was loaned to the author by Mr. Ernest Rechnitzer. [5] The story of these negotiations is well told in a new book by Dr. Karl Helfferich, _Georg von Siemens—ein Lebensbild_ (Leipzig, 1923), the proofs of which I have had the privilege of reading. For an official copy of the convention and by-laws of the Anatolian Railway Company (_Firman Impérial de concession et statuts de la Société du Chemin de Fer Ottomane d’Anatolie_, Constantinople, 1889), I am indebted to Dr. Arthur von Gwinner, of the _Deutsche Bank_. _Cf._, also, _Administration de la dette publique ottomane—Rapport sur les opérations de l’année 1888_ (Constantinople, 1889); _Report of the Anatolian Railway Company_, 1889, pp. 1–2; _Corps de droit ottoman_, Volume IV, pp. 120–142. [6] Helfferich, _op. cit._, Part V; A. P. Brüning, _Die Entwicklung des ausländischen, speciell des überseeischen deutschen Bankwesens_ (Berlin, 1907), pp. 14 _et seq._; _Report of the Anatolian Railway Company_, 1889, p. 3; _Report of the Deutsche Bank_, 1892, p. 4, 1890, p. 4. [7] _Report of the Anatolian Railway Company_, 1891, p. 20, 1892, pp. 16, 23. [8] _Actes de la concession du chemin de fer Eski Shehr-Konia_ (Constantinople, 1893); _Report of the Anatolian Railway Company_, 1896, pp. 4, 9. [9] _Corps de droit ottoman_, Volume IV, pp. 191–197. The junction of the two systems at Afiun Karahissar did not immediately materialize. The distance from that town to Constantinople is longer by sixty-six kilometres than the distance to Smyrna; the latter port, therefore, is the better natural outlet for the products of Anatolia. This diversion of traffic to Smyrna the Anatolia Railway sought to avoid, it is said, by granting discriminatory rates in favor of through freight to Constantinople over its own lines. A rate war ensued between the Anatolian and Smyrna-Cassaba systems, and neither was willing to permit an actual joining of the tracks at Afiun Karahissar, with the result that for years the rails of the two roads lay a comparatively few yards apart. This absurd situation, so obviously detrimental to the interests of the two roads, was remedied by an agreement of 1899. _Infra_, pp. 59–60. _Cf._, also R. LeCoq, _Un chemin de fer en Asie Mineure_ (Paris, 1907), pp. 23–24; _Report of the Anatolian Railway Company_, 1899, p. 3.