Volume 1 — CHAPTER X.

COMMUNICATIONS.

Communications in the Sudan are carried on by:—

A.—Railway. D.—Riding and Transport animals

B.—River. E.—Post and telegraph.

C.—Roads.

There is no wheeled transport, except a few carts in the larger towns drawn by camels, mules, or oxen, and an experimental system of wheeled transport, rough carts drawn by oxen, in the Bahr El Ghazal.

Motor transport is in an experimental stage, and has only proved a partial success up till now, chiefly owing to the generally sandy nature of the ground and the present lack of roads.

There is a light railway at Khartoum which it is intended to run in conjunction with a tramway at Omdurman.

[For practical details and hints regarding Communications in the Sudan, see “Notes for Travellers and Sportsmen in the Sudan”[135] (price PT.5), “Sudan Almanac”[135] (price PT.5), and “Notes on Outfit for the Sudan” (price PT.2), all obtainable from the chief booksellers in Cairo or the Agent-General, Sudan Government, War Office, Cairo.

These are recommended as being indispensable for intending travellers.]

Section 1.—Railways.

Historical.To Said Pasha (1860) is due the first idea of connecting the Sudan by railway with Lower Egypt. Mougel Bey reported on the subject, but, owing to the expense involved, the project was abandoned.

The first attempt at actually laying a railway in the Sudan dates from the time of the Khedive Ismail Pasha.

After a preliminary study in 1865-66, by Messrs. Walker and Bray, the Khedive sent up, in 1871, Mr. J. Fowler, C.E., to settle on the best routes for putting the Sudan into railway communication with civilisation. After some time spent in preliminary surveys, Mr. Fowler decided on a line which, starting from Halfa, would run up the eastern Nile bank, cross the river about Amara, and roughly follow the left bank to Ambugol. From here it would strike across the Bayuda desert, viâ Jakdul, to Metemma, cross the river again here, and continue along the right bank to Khartoum North.

From Debba a line was to be laid direct to El Fasher, capital of Darfur.

In the Eastern Sudan, meanwhile, a line was to be laid from Suakin, viâ Sinkat, to cross the Atbara and strike the Nile opposite to Khartoum.

These routes were accurately surveyed, and the railway from Halfa was actually begun and carried along the right bank to about Sarras. It was then abandoned, partly for financial reasons and partly at the desire of General Gordon, who considered that the country was not yet ripe for works involving such a considerable outlay.

During the 1884-85 expedition the railway was continued for some 40 miles, but in consequence of the evacuation of the Sudan it was dropped, and the portion beyond Sarras was destroyed by the Dervishes.

In 1896, when operations became imminent, the Sirdar began laying a line from Korosko southwards, but this was soon abandoned, and the original railway was continued in April, 1896, in the direction of Dongola. This line was completed after considerable difficulties, as far as its present terminus, Kerma, on 4th April, 1897.

The main line, striking from Halfa across the desert to Abu Hamed, was commenced on 1st January, 1897, and, after a stoppage of 22 days for want of material, reached Abu Hamed, 230 miles, on 31st October, 1897. It was laid at the great rate of about a mile a day, the maximum speed for one day being 5,200 yards. The record for 1 month was 48 miles; this was during October, 1897.

It eventually reached Khartoum North (Halfaya) on the last day of 1899.

The Suakin-Berber railway was boldly taken in hand during the Suakin expedition in the spring of 1885, but only a few miles were laid, and it was then abandoned.

The route for the future Nile-Red Sea railway has now been decided on and surveyed (1902-03), and the laying has been commenced from both ends.

The present lines from Halfa to Khartoum North and Dongola (Kerma) were laid primarily to supply an army in the field; the route, method of laying, and materials, were all chosen with this object in view.

Partly as a consequence of this, nearly 50 per cent. of the line is in the desert.

The main line is 575 miles, and the Kerma line is 203 miles long.

The gauge of the lines is 3 feet 6 inches, the same as the Cape railways. Single line throughout (except at the crossing-places).

Goods trains on the Khartoum line have to carry 7,000 gallons of water to enable them to cross the waterless desert sections; this considerably reduces the useful carrying power of the line.

The Kerma line runs through very rocky country, and has sharp curves and steep gradients. It is liable to washouts, and, as its cost is prohibitive in proportion to the traffic receipts, it will be abandoned in December, 1904, and the Dongola Province will be later connected to the main line by a branch line to Abu Hamed.

Khartoum line, steepest gradient 1 in 125; sharpest curve 960 feet radius.

Kerma line, steepest gradient, 1 in 50; sharpest curve 500 feet radius.

The Nile-Red Sea line will leave the main line about the mouth of the Atbara, will run up this river to about Khor Hudi (15 miles), and then branch off north-eastwards over the desert to Suakin, viâ Sinkat Pass. It is now in course of construction, and should be finished by the summer of 1906. Besides this and the Abu Hamed-Merowe branch, which is to be shortly commenced, other projected railway extension is from Omdurman to El Obeid, Suakin to Kassala, and Khartoum (N.) to opposite Wad Medani.

KHARTOUM LINE.

List of Stations. Miles from Halfa. Remarks.

Halfa[136] 1 See pp. 23 and 85 for description.

Halfa (Camp)[137] 0 „ p. 23 „ „

Nos. 1 to 9 In desert—these are only loops for crossing trains; wells at miles 77 (No. 4) and 126 (No. 6); telegraph station at latter, besides small shops and engine pit.

Abu Hamed[137] 230 Battlefield is 1½ miles south of Station. Bath rooms in Station for use of passengers.

Dagash 248 Country between here and Berber little inhabited or cultivated.

Abu Dis 267

Shereik 291

Abu Sillem 318 In desert.

Abidia[137] 343

Berber North[136] 361 Starting point for desert roads to Suakin and Kassala.

Berber South 363

Suakin Junction 384 Line from Suakin will join in here.

Atbara 385 Girder bridge over the Atbara, 1,050 feet long.

El Damer[137] 392 Many villages from here onwards; much cultivation and cattle. Thick scrub in parts; fertile soil. Chief town of Berber Province.

Zeidab 404

Aliab 416

Mutmir 429

Kabushia 448 Pyramids of Merowe about 3 miles north of Kabushia, about 2½ miles east of railway.

Taragma 460

Shendi[137] 471 Headquarters of Cavalry. District Headquarters of railway—Southern Section—and office of District traffic manager.

El Goz 483

Wad Ban Naga 496 Nagaa temples 23 miles to the S.E. (vide Appendix D).

El Meiga 511

Jebel Gerri 524

Royan 538

Wad Ramla 547 Zubeir Pasha’s residence (Geili) close by.

Kubalab 560

Khartoum North[137] 575 Terminus—on right bank of Blue Nile, opposite Khartoum.

From about 1st April to 15th December there are two expresses each way weekly between Halfa and Khartoum North; one of them has sleeping and dining cars attached with a restaurateur, but the other has only ordinary first, second, and third class carriages.

Passengers travelling by the latter must make their own arrangements for meals; the first and second class carriages have small kitchens in them for the use of passengers’ servants.

From about 15th December to 1st April there are two expresses weekly, each having sleeping and dining cars and restaurateur. There are also two local passenger trains each way weekly between Abidia and Khartoum North all the year round.

For fares and freights apply to Agent-General, Sudan Government, Cairo, or Traffic Manager, Halfa.

Time occupied on journey, Halfa to Khartoum, by passenger trains, 28 hours; by goods trains, 47 hours.

KERMA LINE.[138]

List of Stations. Miles from Halfa. Remarks.

Halfa[139] 1

Halfa (Camp)[139] 0

Sarras 33 On river.

Ambugol 64 In desert; wells.

Akasha 86 On river.

Kosha[139] 105 On river; small shed and workshop; railway strikes south across desert.

Kuror 137 In desert.

Dalgo 164 Railway rejoins river.

Kerma[139] 203 On river; shed and workshops.

Kerma is about 30 miles north of Dongola. Transport between these two either by steamer, donkey, or camel, according to state of river.

Passenger accommodation on the Kerma line is of a rough description. Rates according to class of vehicles.

General.Gross receipts of Sudan Government Railways during 1902, £E.194,000, of which £E.103,000 on Government account; in 1903 the receipts were £E.137,000.

Goods trains on both branches run according to the requirements of the traffic, usually one train each way daily. For rates, etc., apply Traffic Manager, Halfa.

Stations are open for receipt of goods from 7.0 A.M. to 4.30 P.M., and for delivery of goods from 7.0 A.M. to 5.0 P.M.

Light railways.There is a miniature railway in Khartoum used for passengers, etc., but beyond this no light railways have yet been constructed in the country. There seem to be openings for these towards Kassala, Gedaref, and El Obeid, but the time has not yet come.

Section 2.—River Communications.

The Sudan freight, passenger, and postal communications are carried out by river from Shellal to Halfa, Kerma to Merowe on the Dongola reach, and to stations south of Khartoum by steamers and sailing boats.

Shellal-Halfa (226 Miles).

On the Shellal-Halfa reach for this purpose are five stern-wheel steamers, 2 screw tugs, 11 troop barges, 8 sailing barges (including one of 500 tons carrying capacity), and 44 sailing gayassas belonging to the Sudan Government; there are also about 110 gayassas on hire for carriage of supplies, stores, etc.

A fast steamer service twice a week for through mails and passengers runs in connection with the Egyptian and Sudan railway services. This service is carried out by two steamers.

A slow service for local mails and passengers and freight also runs twice weekly.

The steamer passenger service carries private passengers, but no private freight is taken either by Government steamers or sailing boats. This is taken by private companies, Messrs. Thos. Cook, etc.

Arrangements are made to load both ordinary passengers and cargo at North End, Aswan, and for steamers and boats to pass through the dam locks. The fast mail steamers start from above (i.e., south of) the dam.

“Dongola Reach” (222 Miles between 3rd and 4th Cataracts).

On the Dongola reach there are two stern-wheel steamers, two troop barges, and 15 sailing gayassas belonging to the Government; some small nuggars are also being built for the use of districts.

One steamer is for the use of the Mudir, and the other runs a fortnightly service between Dongola and Merowe during low Nile, and from Kerma to Merowe when the river permits.

The river between Kerma and Dongola is always navigable for lightly-loaded steamers, but when the river is low there are one or two dangerous rocky places, and it is not considered advisable to run a regular service. This portion is therefore principally navigated by sailing boats during this period.

Steamers and sailing boats are available for the carriage of private passengers and goods.

The river is only navigable a short distance upstream of Merowe at certain times of the year.

Khartoum and South.

There are three screw and seven stern-wheel armed gun-boats; the latter being frequently used for transport work. The screw boats are kept as station “guard ships” at the southernmost Blue and White Nile posts and at Khartoum. In addition to the gunboats there are five stern-wheel steamers and one new paddle steamer of about 100 to 120 feet long for post, passenger and freight service. For local work or special duty there are four very old paddle steamers of Gordon’s time, two screw tugs, and four launches, as well as 20 barges capable of carrying troops, animals, and freight.

Regular services.[140]A monthly service, 13 days, runs to Gondokoro, the most northerly Nile post of Uganda, leaving Khartoum on the 15th, and returning from Gondokoro for the north about the 29th of each month, arriving at Khartoum about the 10th.

This steamer calls at all intermediate stations south of Goz Abu Guma.

A monthly service (9 days) runs up the Bahr El Ghazal to Wau and Meshra El Rek, or as near as the state of the river will allow, leaving Khartoum on the 1st of each month; starting on the return journey on the 12th, and arriving at Khartoum about the 19th. These steamers also call at all intermediate stations south of Goz Abu Guma.

The weekly service from Khartoum every Tuesday to Goz Abu Guma and intermediate stations, returning on Sundays, is now carried out by the private company below-mentioned.

A steamer runs occasionally up the Sobat, as required, between the middle of May and end of December.

A steamer runs twice a day between Omdurman, Khartoum, and Khartoum North. A chain-steam-ferry also connects Khartoum and Khartoum North.

The Blue Nile is open for navigation by steamer only for about six months of the year (beginning of June to beginning of December), and a fortnightly service leaving Khartoum every alternate Wednesday then runs to Wad Medani and back. From there to Roseires a monthly service is maintained.

The stern-wheel post steamers have each 8 to 10 cabins, and are capable of towing two double-decked troop barges each. They can then take 300 or 400 troops each, or about 80 tons of freight.

A large proportion of the transport of supplies, stores, building materials, etc., is carried in sailing boats (nuggars and gayassas), of which the Government owns 125. They are generally of from 10 to 50 tons carrying capacity each.

Private passengers and freight are carried by the steamers; boats and occasionally steamers can be hired when available.

Non-Government steamers.Two steamers (stern-wheel) and seven steel barges have been put on the river at and south of Khartoum by a private company (The Sudan Development and Exploration Company), and carry passengers and freight.

Native boats.The native sailing boat, called nuggar, is found all along the Nile in considerable numbers. It varies in size, from a capacity of a few ardebs to that of about 200 ardebs (25 tons). These boats are very strongly built of thick hard timber, occasionally half-decked, and fitted with one mast and lateen sails, and very long oars, mostly crooked. They are not so high in the bows nor as graceful as the Lower Nile boats (gayassas). They are mostly employed in carrying grain or gum. The chief native boat-building yards are at Omdurman, Dueim, and Goz Abu Guma, and on the Blue Nile at Senga.

Small and cumbrous rafts, rowed by one or two men, are sometimes seen; these are mostly used for carrying timber.

The ambach canoe, composed of a thick bundle of that pith-like cane tied together, turned up at the bows, and propelled by a paddle, is seen up the White Nile, and in the higher reaches, dug-out canoes, holding from one to six men, are used, both for transport and for hunting purposes.

A still more primitive method of water transport is that of inflated skins, or empty jars with the mouth closed by a skin.

Red Sea.

The Sudan Government owns a steamer of 420 tons, the “Mukhbir,” which plies between Suez and Suakin at irregular intervals as occasion requires.

Section 3.—Roads.

The Sudan is almost entirely flat, except along its eastern frontier and in parts of Southern Kordofan, S. Bahr El Ghazal, and Darfur. Theoretically it should be possible to traverse it from end to end without difficulty, for it is almost everywhere good “going” for animals, though not for wheeled transport; but practically communication is everywhere limited by questions of wells and water supply, in many parts by the presence of thick and thorny bush, and in some parts by swamps.

The main cross-country roads (including some leading outside the Sudan) are:—

1. The Darb El Arbain (40 days’ road), between El Fasher (Darfur) and Assiut (Egypt). (Vide Appendix, Part III., Vol. 2.) Little used except by occasional smugglers.

2. Korosko-Abu Hamed. Little used since the railway was built.

3. Debba-Khartoum. Date caravans, Dongola to Omdurman.

4. Korti-Metemma. Date caravans, Dongola to Shendi, etc.

5. Berber-Suakin. Will be superseded by railway.

6. Suakin-Tokar-Kassala.

7. Berber-Kassala.

8. Khartoum-Abu Haraz-Gedaref-Kassala.

9. Omdurman-El Obeid.

10. El Dueim-El Obeid. Gum caravans.

11. El Obeid-El Fasher. Road to Darfur.

12. Renk-Jebel Gule-Roseires. Lately opened.

13. Shambe-Rumbek-Tonj-Wau-Deim Zubeir. Bahr El Ghazal supply caravans’ road.

14. El Fasher-Shakka. In Darfur.

15. El Fasher-Abesher. Darfur-Wadai road. (Vide p. 189.)

16. Kassala-Massawa

17. Gedaref-Gallabat-Lake Tsana. Trade route from Northern Abyssinia.

18. Kirin to Melut. Trade route from Eastern Abyssinia (not yet opened).

19. Gore to Abwong. Ditto.

See Vol. II for detailed descriptions of roads throughout the Sudan.

Section 4.—Riding and Transport Animals.

The animal which is the most suitable for each district of the Sudan naturally varies according to the locality. Roughly, it may be said that north of the 12th parallel the camel is the most useful animal. On the hilly slopes of the Abyssinian plateau the mule and donkey are indispensable, and these are also employed in the Bahr El Ghazal (vide Chap. VII). In Southern Kordofan bulls are used for riding, and a certain amount of stuff is carried on pack-oxen; whilst in the low-lying, as well as in the hilly, districts of the Upper Nile human porterage is employed.

Horses.The horse is bred and used for riding purposes in Southern Kordofan, in parts of the Dongola province, and in the northern part of the Gezira between the White and Blue Niles, but, probably owing to his inability to travel long distances without water, is not thickly distributed any where, and a really good one is rarely to be purchased. Some Abyssinian ponies and country-breds are to be had near that border, price £E.4 to £E.5. The principal horse-owning tribes in the Sudan at present are the Homr and Messeria Baggara in south-west Kordofan.

Camels.The great breeding-grounds of the camel are to be found in the desert between the Nile (north of Berber) and the Red Sea; and in the Kababish and other country in Southern Dongola, in the Hadendoa country, and in Northern Kordofan. In these districts a very fine stamp of camel is produced, much lighter, faster, and better-bred-looking than the slow, heavy transport camel of Lower Egypt.

Thousands of camels are bred in these parts and owned by the various nomadic tribes; but it is not easy to obtain them in large numbers, for the owners are, as a rule, disinclined to sell.

The camels of the Kababish and neighbouring tribes are fully engaged in the transport of gum and dates, and in other parts constitute the sole wealth of their owners, who will not part except at comparatively high prices.

The price varies from £E.9 in the Kassala and Suakin districts to £E.15 in the Dongola province, and fancy prices are sometimes paid for particularly good riding camels.

Average cost of camel hire PT.8 to PT.12 per diem, including baggage saddle, head rope, forage, and attendant.

Price of native riding saddle (maglufa) £E.2 to £E.5.

Sudan camels easily carry 350 lbs., and occasionally carry up to 500 lbs.

Mules.Mules are only obtainable from the Abyssinian borderland, chiefly at Gedaref, Gallabat, Roseires, and Itang, though, unless plenty of notice is given, not many are obtainable even at these markets. These mules are small, but good and hardy, suited to pack transport, though not suitable, owing to their small size and weight, to draught work. Price, £E.5 to £E.1O. Can carry 150 to 180 lbs.

Donkeys.Donkeys make excellent transport animals; they can go longer without water than mules. They are obtainable in most parts of the Sudan, price £E.3 to £E.10, or, to hire, PT.5 per diem. The Sudan donkey does for both riding or baggage work. The Abyssinian donkey is smaller and cheaper, £E.1½ to £E.3, and better for transport work, especially in hilly country, being less liable to sore backs, but he generally permits no one to ride him. Large quantities are to be had in Gedaref and Gallabat. Can carry 100 to 150 lbs.

Oxen.Pack oxen, occasionally used in Southern Kordofan and the Bahr El Ghazal, can only carry light weights up to 150 lbs., and are very slow movers. For draught work they have been so far successfully tried in the Bahr El Ghazal.

Carriers.Human carriers are only obtainable with difficulty on the Upper Nile and in the Bahr El Ghazal. They carry 50-lb. loads besides their rations.

Elephants are still a dream of the future as regards pack and transport work.

Section 5.—Posts and Telegraphs.

Posts.In March, 1897, a Sudan postal service was commenced. The first office opened was at Halfa camp, and following in the wake of the Army, offices were opened in the same year at Kerma, Dongola, Korti, and Merowe, and a regular bi-weekly mail was established.

In 1898 offices were opened at various places between Berber and Khartoum, and the postal service was rapidly further extended over a great part of the Sudan. In February, 1901, the postal and telegraph services were combined, and the head office was transferred from Cairo to Khartoum North, and subsequently in 1902 to Khartoum.

There are now 26 post offices in the Sudan open to the money order service, and a travelling postmaster issues and pays money orders at stations on the Halfa-Kerma Railway.

There are various other offices open dealing with correspondence, sale of stamps, and ordinary parcel service (vide below).

An increasing amount of money passes through the post in the shape of money orders. In 1902, a total of £E.355,000 was paid in at Sudan offices by the public for transmission, and a total of £E.145,000 was paid out. The figures in 1901 were £E.267,500 and £E.107,700 respectively.

Mails in the Sudan are carried by railway, steamers, camels, donkeys, or runners, according to the locality.

Mail services now extend to Gallabat, Roseires, Gondokoro, Meshra El Rek, and Nahud.

Mails are exchanged weekly with Eritrea at Sabderat.

(For details of post offices, vide Egyptian Postal Guide, 1904, p. 175.)

Telegraphs.The telegraph now, besides connecting with Suakin and Kassala, reaches to Gallabat, Taufikia (W. Nile), Roseires, and El Obeid. A line from Khartoum through Geteina and Kawa to Goz Abu Guma is now in course of construction, and when the Nile-Red Sea Railway is commenced, a telegraph line will be built along it.

At the beginning of 1905 a telegraph line will be laid from Meshra El Rek to Wau, and thence probably viâ Rumbek to the Bahr El Jebel. Communication between Meshra and Taufikia is to be maintained by oil launches.

Till 1902 white ants were a great source of annoyance, but since steel bases have been used for telegraph poles this has, to a great extent, ceased. Creosoted poles also do not appear to be attacked by them.

Elephant and giraffe in the more southern districts are, however, likely to continue a somewhat frequent course of interruption of communication.

A reconnaissance was made in April, 1904, south of Taufikia and another from El Obeid to Nahud and Foga with a view to further extensions of the wire. In the winter of 1904-05 the line will be laid from Meshra Rek to Wau, but there is a great difficulty in connecting with Taufikia.

There are now 3,074 miles of telegraph line (3,469 miles of wire), and 35 telegraph offices, in the Sudan (vide below).

Wireless telegraphy has not been lost sight of, but will not be adopted, at any rate, for the present.

79,500 private telegrams were forwarded from Sudan offices in 1903, as against 57,700 in 1901 and 66,000 in 1902.

Telephones.A telephone system was established between Khartoum, Omdurman, and Khartoum North, with an exchange in the Government buildings, Khartoum, in February, 1903. There are at present 45 offices connected to the exchange.

Instruments and stores have been ordered to extend the system to enable private subscribers in the towns to be connected. A sub-exchange at Khartoum North was installed in January, 1904, and another has been ordered for Omdurman.

LIST OF SUDAN POST AND TELEGRAPH OFFICES.

Abidia — t. Kawa 6 —

Abu Hamed 2 t. Kerma 2 t.

Bara aaa 6 — Khartoum 1 t.

Berber 1 t. Kodok 2 t.

Debba 2 t. Korti 6 —

Dalgo 5 — Kosha 2 t.

Dongola 2 t. Melut 6 t.

Dueim 2 t. Merowe 2 t.

El Damer 2 t. Nahud aaa 6 —

El Obeid aaa 2 t. No. 6 Station — t.

Erkowit 6 t. Omdurman 1 t.

Gallabat aaa 2 t. Renk 4 t.

Gedaref aaa 2 t. Roseires 4 t.

Geteina 6 — Sarras 5 —

Goz Abu Guma 4 t. Sennar 4 t.

Goz Regeb aaa 6 — Shendi 1 t.

Halfa 1 t. Senga[141] 2 t.

Halfa (Camp) 1 t. Suakin 1 t.

Khartoum North 1 t. Taufikia (W. Nile) 2 t.

Kamlin 2 t. Tokar aaa 2 t.

Kassala aaa 2 t. Wad Medani 2 t.

Explanation of the Above Numbers.

1 Office admitted to ordinary and registered correspondence, ordinary and insured parcels, inland ordinary and telegraphic money orders, and foreign ordinary money orders.

2 Office admitted to ordinary and registered correspondence, ordinary parcels, inland ordinary and telegraphic money orders, and foreign ordinary money orders.

3 Office admitted to ordinary and registered correspondence, and ordinary parcels.

4 Office admitted to ordinary and registered correspondence, and ordinary parcels in arrival.

5 Office served by travelling post for ordinary and registered correspondence, ordinary parcels, and inland and foreign ordinary money orders.

6 Rural service for delivery of ordinary and registered correspondence, and ordinary parcels.

aaa Office admitted to the exchange of parcels not exceeding 3 kilogrammes.

t. Telegraph office.

MailsMails.

Weekly between Halfa, Dongola, and Merowe.

Twice a week between Halfa, Berber, and Khartoum.

Weekly between Berber and Suakin.

Weekly between Berber, Kassala, and Gedaref.

Weekly between Suakin and Tokar.

Weekly between Gedaref and Gallabat.

Weekly between Khartoum, Dueim, Goz Abu Guma, and El Obeid.

Fortnightly between Khartoum, Kodok, Taufikia, Kanisa and Meshra El Rek.

Letters, etc., are taken at their owner’s or addressee’s risk by an occasional steamer to Gondokoro (Uganda).

Weekly between Khartoum and Wad Medani.

Weekly between Wad Medani and Gedaref, Sennar, Senga, and Roseires.

Weekly between El Obeid and Nahud.

Fortnightly in Suakin and Kassala.

All the above mails call at the intermediate postal stations and post offices.

Fortnightly between Suez and Suakin.

Fortnightly between Suakin and Aden.

Weekly between Kassala and Keren for Massaua.

Closed mails are now exchanged between London and the Sudan.

Mails for the Sudan are sorted on the mail steamers between Shellal and Halfa.

N.B.—No mails can be delivered at any other stations than those mentioned as postal stations or post offices above.

Part II. HISTORICAL.[142]