Part 10 (1/2)
The work had to be completed before the winter. And, finally, the money voted was not to be outrun. The Sirdar attended to the last condition.
Girouard was sent to England to buy the plant and rolling stock. Fifteen new engines and two hundred trucks were ordered. The necessary new workshops were commenced at Halfa. Experienced mechanics were procured to direct them. Fifteen hundred additional men were enlisted in the Railway Battalion and trained. Then the water question was dealt with. The reconnoitring surveys had reported that though the line was certainly 'good and easy' for 110 miles--and, according to Arab accounts, for the remaining 120 miles--no drop of water was to be found, and only two likely spots for wells were noted. Camel transport was, of course, out of the question. Each engine must first of all haul enough water to carry it to Railhead and back, besides a reserve against accidents. It was evident that the quant.i.ty of water required by any locomotive would continually increase as the work progressed and the distance grew greater, until finally the material trains would have one-third of their carrying power absorbed in transporting the water for their own consumption. The amount of water necessary is largely dependent on the grades of the line. The 'flat desert' proved to be a steady slope up to a height of 1,600 feet above Halfa, and the calculations were further complicated. The difficulty had, however, to be faced, and a hundred 1,500-gallon tanks were procured. These were mounted on trucks and connected by hose; and the most striking characteristic of the trains of the Soudan military railway was the long succession of enormous boxes on wheels, on which the motive power of the engine and the lives of the pa.s.sengers depended.
The first spadeful of sand of the Desert Railway was turned on the first day of 1897; but until May, when the line to Kerma was finished, no great efforts were made, and only forty miles of track had been laid. In the meanwhile the men of the new Railway Battalion were being trained; the plant was steadily acc.u.mulating; engines, rolling stock, and material of all sorts had arrived from England. From the growing workshops at Wady Halfa the continual clatter and clang of hammers and the black smoke of manufacture rose to the African sky. The malodorous incense of civilisation was offered to the startled G.o.ds of Egypt. All this was preparation; nor was it until the 8th of May that track-laying into the desert was begun in earnest. The whole of the construction gangs and railroad staff were brought from Kerma to Wady Halfa, and the daring pioneers of modern war started on their long march through the wilderness, dragging their railway behind them--safe and sure road which infantry, cavalry, guns, and gunboats might follow with speed and convenience.
It is scarcely within the power of words to describe the savage desolation of the regions into which the line and its constructors plunged. A smooth ocean of bright-coloured sand spread far and wide to distant horizons. The tropical sun beat with senseless perseverance upon the level surface until it could scarcely be touched with a naked hand, and the filmy air glittered and s.h.i.+mmered as over a furnace. Here and there huge ma.s.ses of crumbling rock rose from the plain, like islands of cinders in a sea of fire. Alone in this vast expanse stood Railhead--a canvas town of 2,500 inhabitants, complete with station, stores, post-office, telegraph-office, and canteen, and only connected with the living world of men and ideas by two parallel iron streaks, three feet six inches apart, growing dim and narrower in a long perspective until they were twisted and blurred by the mirage and vanished in the indefinite distance.
Every morning in the remote nothingness there appeared a black speck growing larger and clearer, until with a whistle and a welcome clatter, amid the aching silence of ages, the 'material' train arrived, carrying its own water and 2,500 yards of rails, sleepers, and accessories. At noon came another speck, developing in a similar manner into a supply train, also carrying its own water, food and water for the half-battalion of the escort and the 2,000 artificers and platelayers, and the letters, newspapers, sausages, jam, whisky, soda-water, and cigarettes which enable the Briton to conquer the world without discomfort. And presently the empty trains would depart, reversing the process of their arrival, and vanis.h.i.+ng gradually along a line which appeared at last to turn up into the air and run at a tangent into an unreal world.
The life of the strange and lonely town was characterised by a machine-like regularity, born perhaps of the iron road from which it derived its nourishment. Daily at three o'clock in the morning the 'camp-engine' started with the 'bank parties.' With the dawn the 'material' train arrived, the platelaying gangs swarmed over it like cl.u.s.ters of flies, and were carried to the extreme limit of the track.
Every man knew his task, and knew, too, that he would return to camp when it was finished, and not before. Forthwith they set busily to work without the necessity of an order. A hundred yards of material was unloaded. The sleepers were arranged in a long succession. The rails were spiked to every alternate sleeper, and then the great 80-ton engine moved cautiously forward along the unballasted track, like an elephant trying a doubtful bridge. The operation was repeated continually through the hours of the burning day. Behind the train there followed other gangs of platelayers, who completed the spiking and ballasting process; and when the sun sank beneath the sands of the western horizon, and the engine pushed the empty trucks and the weary men home to the Railhead camp, it came back over a finished and permanent line. There was a brief interval while the camp-fires twinkled in the waste, like the lights of a liner in mid-ocean, while the officers and men chatted over their evening meal, and then the darkness and silence of the desert was unbroken till morning brought the glare and toil of another long day.
So, week in, week out, the work went on. Every few days saw a further advance into the wilderness. The scene changed and remained unaltered--'another, yet the same.' As Wady Halfa became more remote and Abu Hamed grew near, an element of danger, the more appalling since it was peculiar, was added to the strange conditions under which the inhabitants of Railhead lived. What if the Dervishes should cut the line behind them? They had three days' reserve of water. After that, unless the obstruction were removed and traffic restored, all must wither and die in the sand, and only their bones and their cooking-pots would attest the folly of their undertaking.
By the 20th of July a hundred and thirty miles of line had been finished, and it became too dangerous to advance further until Abu Hamed had been cleared of the Dervish force. They were still a hundred miles away, but camels travel fast and far, and the resources of the enemy were uncertain. It appeared that progress would be checked, but on the 7th of August General Hunter, marching from Merawi along the river bank, attacked and took Abu Hamed--an operation which will be described hereafter. Work was at once resumed with renewed energy. The pace of construction now became remarkable. As much as 5,300 yards of track was surveyed, embanked, and laid in a single day. On the 1st of November Abu Hamed was reached, and by the banks of the Nile the men who had fought their way across the desert joined hands with those who had fought their way along the river.
The strain and hards.h.i.+p had not, however, been without effect on the constructors. Two of the Engineer subalterns--Polwhele and Cator--out of the eight concerned in the laying of the Dongola and the Desert railways had died. Their places were eagerly filled by others.
The completion of the line was accelerated by nearly a month through the fortunate discovery of water. At the beginning of July a well was sunk in what was thought to be a likely place at 'No. 4 Station,'
seventy-seven miles from Halfa. After five weeks' work water was found in abundance at a depth of 90 feet. A steam-pump was erected, and the well yielded a continual supply. In October a second well was sunk at 'No. 6 Station,' fifty-five miles further on, whence water was obtained in still greater quant.i.ty. These discoveries modified, though they did not solve, the water question. They substantially increased the carrying capacity of the line, and reduced the danger to which the construction gangs were exposed. The sinking of the wells, an enterprise at which the friendly Arabs scoffed, was begun on the Sirdar's personal initiative; but the chronicler must impartially observe that the success was won by luck as much as by calculation, for, since the first two wells were made, eight others of greater depth have been bored and in no case has water been obtained.
As the railway had been made, the telegraph-wire had, of course, followed it. Every consignment of rails and sleepers had been accompanied by its proportion of telegraph-poles, insulators, and wire.
Another subaltern of Engineers, Lieutenant Manifold, who managed this part of the military operations against the Arabs, had also laid a line from Merawi to Abu Hamed, so that immediate correspondence was effected round the entire circle of rail and river.
The labours of the Railway Battalion and its officers did not end with the completion of the line to Abu Hamed. The Desert Railway was made. It had now to be maintained, worked, and rapidly extended. The terminus at Halfa had become a busy town. A mud village was transformed into a miniature Crewe. The great workshops that had grown with the line were equipped with diverse and elaborate machines. Plant of all kinds purchased in Cairo or requisitioned from England, with odds and ends collected from Ishmail's sc.r.a.p heaps, filled the depots with an extraordinary variety of stores. Foundries, lathes, dynamos, steam-hammers, hydraulic presses, cupola furnaces, screw-cutting machines, and drills had been set up and were in continual work. They needed constant attention. Every appliance for repairing each must be provided. To haul the tonnage necessary to supply the army and extend the line nearly forty engines were eventually required. Purchased at different times and from different countries, they included ten distinct patterns; each pattern needed a special reserve of spare parts. The permutations and combinations of the stores were multiplied. Some of the engines were old and already worn out. These broke down periodically.
The frictional parts of all were affected by the desert sand, and needed ceaseless attention and repair. The workshops were busy night and day for seven days a week.
To the complication of machinery was added the confusion of tongues.
Natives of various races were employed as operatives. Foremen had been obtained from Europe. No fewer than seven separate languages were spoken in the shops. Wady Halfa became a second Babel. Yet the undertaking prospered. The Engineer officers displayed qualities of tact and temper: their director was cool and indefatigable. Over all the Sirdar exercised a regular control. Usually ungracious, rarely impatient, never unreasonable, he moved among the workshops and about the line, satisfying himself that all was proceeding with economy and despatch.
The sympathy of common labour won him the affection of the subalterns.
Nowhere in the Soudan was he better known than on the railroad. Nowhere was he so ardently believed in.
It is now necessary to antic.i.p.ate the course of events. As soon as the railway reached Abu Hamed, General Hunter's force, which was holding that place, dropped its slender camel communications with Merawi and drew its supplies along the new line direct from Wady Halfa. After the completion of the desert line there was still left seventeen miles of material for construction, and the railway was consequently at once extended to Dakhesh, sixteen miles south of Abu Hamed. Meanwhile Berber was seized, and military considerations compelled the concentration of a larger force to maintain that town. The four battalions which had remained at Merawi were floated down stream to Kerma, and, there entraining, were carried by Halfa and Abu Hamed to Dakhesh--a journey of 450 miles.
When the railway had been begun across the desert, it was believed that the Nile was always navigable above Abu Hamed. In former campaigns it had been reconnoitred and the waterway declared clear. But as the river fell it became evident that this was untrue. With the subsidence of the waters cataracts began to appear, and to avoid these it became necessary first of all to extend the railway to Bashtinab, later on to Abadia, and finally to the Atbara. To do this more money had to be obtained, and the usual financial difficulties presented themselves. Finally, however, the matter was settled, and the extension began at the rate of about a mile a day. The character of the country varies considerably between Abu Hamed and the Atbara River. For the first sixty miles the line ran beside the Nile, at the edge of the riparian belt. On the right was the cultivable though mostly uncultivated strip, long neglected and silted up with fine sand drifted into dunes, from which scattered, scraggy dom palms and p.r.i.c.kly mimosa bushes grew. Between the branches of these sombre trees the river gleamed, a cool and attractive flood. On the left was the desert, here broken by frequent rocks and dry watercourses. From Bashtinab to Abadia another desert section of fifty miles was necessary to avoid some very difficult ground by the Nile bank. From Abadia to the Atbara the last stretch of the line runs across a broad alluvial expanse from whose surface plane-trees of mean appearance, but affording welcome shade, rise, watered by the autumn rains. The fact that the railway was approaching regions where rain is not an almost unknown phenomenon increased the labour of construction. To prevent the embankments from being washed away in the watercourses, ten bridges and sixty culverts had to be made; and this involved the transport over the railway of more than 1,000 tons of material in addition to the ordinary plant.
By the arrival of the reinforcements at Berber the fighting force at the front was doubled: doubled also was the business of supply. The task of providing the food of an army in a desert, a thousand miles from their base, and with no apparent means of subsistence at the end of the day's march, is less picturesque, though not less important, than the building of railways along which that nourishment is drawn to the front. Supply and transport stand or fall together; history depends on both; and in order to explain the commissariat aspect of the River War, I must again both repeat and antic.i.p.ate the account. The Sirdar exercised a direct and personal supervision over the whole department of supply, but his action was restricted almost entirely to the distribution of the rations. Their acc.u.mulation and regular supply were the task of Colonel Rogers, and this officer, by three years of exact calculation and unfailing allowance for the unforeseen, has well deserved his high reputation as a feeder of armies.
The first military necessity of the war was, as has been described, to place the bulk of the Egyptian army at Akasha. In ordinary circ.u.mstances this would not have been a serious commissariat problem. The frontier reserves of food were calculated to meet such an emergency. But in 1895 the crops in Egypt had been much below the average. At the beginning of 1896 there was a great scarcity of grain. When the order for the advance was issued, the frontier grain stores were nearly exhausted. The new crops could not be garnered until the end of April. Thus while the world regarded Egypt as a vast granary, her soldiers were obliged to purchase 4,000 tons of doura and 1,000 tons of barley from India and Russia on which to begin the campaign.
The chief item of a soldier's diet in most armies is bread. In several of our wars the health, and consequently the efficiency, of the troops has been impaired by bad bread or by the too frequent subst.i.tution of hard biscuit. For more than a year the army up the river ate 20 tons of flour daily, and it is easy to imagine how bitter amid ordinary circ.u.mstances would have been the battle between the commissariat officers, whose duty it was to insist on proper quality, and the contractors--often, I fear, meriting the epithet 'rascally'--intent only upon profit. But in the well-managed Egyptian Service no such difficulties arose. The War Department had in 1892 converted one of Ismail Pasha's gun factories near Cairo into a victualling-yard.
Here were set up their own mills for grinding flour, machinery for manufacturing biscuit to the extent of 60,000 rations daily, and even for making soap. Three great advantages sprang from this wise arrangement. Firstly, the good quality of the supply was a.s.sured.
Complaints about bread and biscuit were practically unknown, and the soap--since the soldier, in contrast to the mixture of rubble and grease with which the contractors had formerly furnished him, could actually wash himself and his clothes with it--was greatly prized. Secondly, all risk of contractors failing to deliver in time was avoided. Lastly, the funds resulting from the economy had been utilised to form a useful corps of 150 bakers. And thus, although the purchase of foreign grain added to the expense, the beginning of the war found the commissariat of the Egyptian Army in a thoroughly efficient state.
Vast reserves of stores were quickly acc.u.mulated at a.s.suan. From these not an ounce of food was issued without the Sirdar's direct sanction. At the subsidiary depot, formed at Wady Halfa, the same rule prevailed. The man who was responsible to no one took all the responsibility; and the system whereby a Chief of the Staff is subjected to the continual bombardment of heads of departments was happily avoided. Sufficient supplies having been acc.u.mulated at Akasha to allow of a forward movement, Firket was fought. After Firket the situation became difficult, and the problem of the supply officers was to keep the troops alive without delaying the progress of the railway with the carriage of their food. A small quant.i.ty of provisions was painfully dragged, with an average loss of 50 per cent from theft and water damage, up the succession of cataracts which obstruct the river-way from Halfa to Kosheh. Camel convoys from Railhead carried the rest. But until the line reached Kosheh the resources of the transport were terribly strained, and at one time it was even necessary to send the mounted troops north to avoid actual famine. The apparent inadequacy of the means to the end reached a climax when the army moved southward from Dulgo. The marches and halts to Dongola were estimated to take ten days, which was the utmost capacity of camel and steam transport, A few boat-loads of grain might be captured; a few handfuls of dates might be plucked; but scarcely any local supplies would be available. The sailing-boats, which were the only regular means of transport, were all delayed by the adverse winds. Fortune returned at the critical moment. By good luck on the first day of the march the north wind began to blow, and twelve days' supplies, over and above those moved by camel and steamer, reached Dongola with the troops. With this reserve in hand, the occupation of the province was completed, and although the army only existed from hand to mouth until the railway reached Kerma, no further serious difficulty was experienced in supplying them.
The account of the commissariat is now complete to the end of the Dongola Expedition; but it may conveniently be carried forward with the railway construction. In the Abu Hamed phase the supplies were so regulated that a convoy travelling from Murat Wells along the caravan route arrived the day after the fight; and thereafter communications were opened with Merawi. The unexpected occupation of Berber, following Abu Hamed, created the most difficult situation of the war. Until the railway was forced on to Berber a peculiarly inconvenient line of supply had to be used; and strings of camels, scattering never less than 30 per cent of their loads, meandered through the rough and th.o.r.n.y country between Merawi and Abu Hamed. This line was strengthened by other convoys from Murat and the approaching Railhead, and a system of boats and camel portages filtered the supplies to their destination.
Even when the railway had reached Dakhesh the tension was only slightly relaxed. The necessity of supplying the large force at Berber, 108 miles from Railhead, still required the maintenance of a huge and complicated system of boat and camel transport. Of course, as the railway advanced, it absorbed stage after stage of river and portage, and the difficulties decreased. But the reader may gain some idea of their magnitude by following the progress of a box of biscuits from Cairo to Berber in the month of December 1897. The route was as follows: From Cairo to Nagh Hamadi (340 miles) by rail; from Nagh Hamadi to a.s.suan (205 miles) by boat; from a.s.suan to Sh.e.l.lal (6 miles) by rail; from Sh.e.l.lal to Halfa (226 miles) by boat; from Halfa to Dakhesh (Railhead)--248 miles--by military railway; from Dakhesh to Shereik (45 miles) by boat; from Shereik by camel (13 miles) round a cataract to Bashtinab; from Bashtinab by boat (25 miles) to Omsheyo; from Omsheyo round another impracticable reach (11 miles) by camel to Geneinetti, and thence (22 miles) to Berber by boat. The road taken by this box of biscuits was followed by every ton of supplies required by 10,000 men in the field.