The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1873-06-02

rounded sides and projecting sandstone cap. Once
more on the rivers bank, we keep near
the villages and patches OF cultivated land and
speeding by the station at Ammora, we cross the
Nile bridge at Kobe, four hours after the time
OF our start from Wady Halfa. Leaving Kohe and
the Nile we pass for an hour across undulating
ravines and sandy plains OF the DESERT again reach
ing the Nile near the caravan station at Fakir Ben
der. Passing near the rivers bank through cult
waited districts reach the capital OF the province
Dangolo. Our route now lies along the bank OF the
Nlle across sandy plains studded with mimosa
clumps to Handak, and thence onward to Dabbe.
We have arrived at the termini of the caravan
routes from Kordofan and Darfur. Another
hours ride across an alluvia district thickly
covered with Hafa grass and shrubs and we
pass Ambukol. Leaving the Valley OF the Nile
and crossing the Great Bahluda Desert, we drive
forward during five hours to our final destination,
Shendy. We meet nobody, and we want nothing,
not even drink for the painting locomotive. we
pass all varieties OF desert vegetation running
along the southern bank OF long valley After
traversing plains which, during the rainy season,
resemble lakes, we may encounter lofty columns
OF fine sand, which are always harmless. Thus we
arrive at Shendy, the southern terminus OF the
railway, and Soudan city, now famous for the
crueltes of Mex MINER. What more delightful
rue c0ulu we WISH tudH lulS, thiouSH VIM
desolate regions, sometimes passing the ruins OF
Roman civilization, sometimes encountering the
warike Bedoun on his swift hijeenY
GENERAL DESCRIPTION OF THE LINE.
Mr. Fowler has spent much time in celebrating
the details Of the enterprise, and In the gauge and
general character of the work he speaks with accu
racy The exact width OF the narrow gauge which
has been adopted in India for future railway ex-
tensions is three feet three and onequarter inches
on the vast level plains and valleys where the mar
row gauge extensions will be chiefly made, the
gradients will be extremely good, and therefore
light engines and rails may be employed. On the
Soudan Railway, where gradients OF one In fifty
must be adopted to economic the cost OF construc-
ton great advantage is found in the few inches or
additional width OF gauge between three feet one
aud threequarter inches and three feet six inches.
The Norwegian railways, which have been worked
for some years with great economy and success,
have gauge OF three feet SIX inches IL is proposed
however, to use a heavier rail than has been
adopted either in Norway or India, so as to procure
greater strength ana enable mere powerful
engines to be employed. The dimensions and
weights are as follows -Gauge, feet inches;
iron rails Weighing fifty pounds per yard, with iron
sleepers and fastening OF proper proportion; max
imum inclination Of gradients, one in nifty; maxi
mum radius of curves, 500 feet.
1t Is proposed to have no rock cuttings and the
excavations will be inconsiderable. Mr.. Fowler
believes that the entire construction can be done
by the Egyptians. The line is divided into four
parts, thus:-