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On 5th August, Mr. Gladstone asked and obtained a vote of credit. Then, and not until then, were the preparations for war begun in England. Having decided, upon the advice of Lord Wolseley, to follow the Nile route instead of the Souakim-Berber route, the Government ordered 800 boats. These were 30 feet long, having six feet six inches beam, two feet six inches draught, fitted with 12 oars, two masts and lug sails; each designed to carry two boatmen and 10 soldiers with provisions, arms and ammunition. Eight steam pinnaces and two stern-wheel paddle-boats were also fitted out; the Nile steamers belonging to the Egyptian Government were taken over; and 380 voyageurs from Canada were engaged. The total force of troops selected numbered 7000. Messrs. Thomas Cook & Son contracted to transport the whole expedition to above the Second Cataract. Lord Wolseley was appointed commander-in-chief; General Sir Redvers Buller was chief of staff; General Earle was given command of a brigade; special service officers were: Colonels Sir Charles Wilson, Brackenbury, Harrison, Henderson, Maurice, Lord Anson (Royce, The Egyptian Campaigns). Lord Charles Beresford was attached to Lord Wolseley's staff.

Even now, the Government failed to recognise the plain facts of the case. Their instructions to Lord Wolseley were that the main object of the expedition was to rescue General Gordon. Her Majesty's Ministers considered that it might be practicable to achieve his release without going to Khartoum, and that in any case it was desirable to avoid any fighting so far as possible.

When Lord Wolseley started from Cairo on 27th September, 1884, the advance was already going rapidly forward. Under the direction of Sir Evelyn Wood and Commander Hammill, a number of the whaler boats had been transported to Wady Halfa, which is nearly 900 miles from Khartoum, the total length of the Nile route being 1650 miles. Along the river, up to Wady Halfa and a little beyond to Sarras, bases of supply had been established; an advance guard was already at New Dongola, about 100 miles above Wady Halfa, under the command of General Sir Herbert Stewart, he who afterwards led the Desert Column.

Arriving at Wady Halfa on 5th October, Lord Wolseley received news that Colonel J. S. Stewart, Mr. Power, British Consul at Khartoum and correspondent of The Times, M. Herbin, French Consul, and a party of Greek and Egyptian refugees, who had left Khartoum in the steamer Abbas, had all been slain. Stewart had with him Gordon's papers, which, of course, were taken by the Mahdi's men.

On the 8th October a letter from M. Herbin was received at Cairo. It was dated from Khartoum, 29th July, 1884, and stated that there were then provisions for two months in the place. The time had thus expired – and M. Herbin had been murdered – ere the letter arrived.

A temporary base was formed at Wady Halfa; and bases of supplies were established along the river up to New Dongola. By means of extraordinary exertions, boats and steamers were hauled up to Dongola through the rapids. Lord Wolseley formed a Camel Corps of 1500 men, consisting of four regiments, Heavy Cavalry, Light Cavalry, Guards, and Mounted Infantry, with a detachment of Royal Marines. Early in November, a general advance was made from Wady Halfa. Wolseley arrived at Dongola on 3rd November. Two days previously, on 1st November, Sir Evelyn Baring had received a message from Gordon, dated 13th July, saying that he could hold out for four months. The limit, therefore, had nearly been reached by the time the expedition was leaving Wady Halfa, 900 miles from Khartoum.

Lord Wolseley, early in November, considered that it would take to the end of the year to concentrate his forces at Ambukol, just above Old Dongola. He returned to Wady Halfa to expedite progress; and by the middle of December headquarters were established at Korti, and by Christmas the greater part of the force was concentrated there. During the whole of this period, Wolseley's army must be figured as a river of men flowing along the river Nile, the infantry struggling up in boats, the mounted men toiling along the banks; the stream of men banking up at headquarters, the military front, which is steadily pushed forward from Wady Halfa to New Dongola, from New Dongola to Old Dongola 60 to 70 miles farther up, from Old Dongola to Korti.

On 17th November a letter was received from Gordon saying that he could hold out for forty days from the date of the superscription, 4th November, 1884, thus leaving Wolseley barely four weeks to accomplish a task needing as many months. On 28th November another letter from Gordon, dated 9th September, gave the relief expedition four months, thus leaving Wolseley five weeks from the date upon which the letter was received. It was now clear that the expedition could not reach Khartoum in time.

When Lord Wolseley, towards the end of December, had his forces concentrated at Korti, he decided to divide them into two columns, the Desert Column and the Nile Column. The reasons for his scheme can only be clearly apprehended by a reference to the map. At Korti, the Nile turns north-east, looping back again, and resuming its southward course at Metemmeh. A straight line drawn across the Bayuda Desert from Korti to Metemmeh is the short cut. This was the route given to the Desert Column. The Nile Column was to proceed up the loop of the river to Hamdab, there to avenge the murder of Colonel Stewart and his party, to proceed higher up to Berti, and thence to secure the bend of the river and to open up the desert route back to Korosko, below Wady Halfa, and from Korosko it was intended to attack Berber, and thence to join forces with the Desert Column at Metemmeh.

The Nile Column, numbering about 3000 men, under the command of Major-General Earle, Brigadier-General Brackenbury being second in command, left Korti on 28th December, 1884.

The Desert Column was placed under the command of General Sir Herbert Stewart. With him was Colonel Sir Charles Wilson, who was instructed to take a body of troops from Metemmeh to Khartoum. The Column consisted of sections of the Camel Corps, a company of the Royal Engineers, a detachment of the 19th Hussars, detachments of the Commissariat and Medical Corps, and the Naval Brigade, which was placed under the command of Lord Charles Beresford. The total force numbered 73 officers, 1032 non-commissioned officers and men, 2099 camels, and 40 horses. The Desert Column left Korti on 30th December, 1884. It was, in fact, a forlorn hope.

(The writer desires to acknowledge the use he has made of the excellent narrative of events contained in The Egyptian Campaigns, by the Hon. Charles Royle.)

CHAPTER XXIV
THE SOUDAN WAR (Continued)

II. HOW WE BROUGHT THE BOATS THROUGH THE GREAT GATE

In January, 1884, General Gordon was entrusted by the British and Egyptian Governments with the impossible task of evacuating the Soudan and of organising its future internal administration, in the face of a vast horde of armed fanatics. In April, the investment of Khartoum, in which Gordon was shut up, was complete. In May, preparations for war were begun in England and in Egypt. It was not, however, until 8th August that Lord Hartington informed General Stephenson, commanding the British Army of Occupation in Egypt, that measures would be taken to relieve Gordon. During the same month the whale-boats for the Nile route were ordered. On 26th August General Stephenson was informed that Lord Wolseley would command the expedition.

In August, while I was staying with the Duke of Fife at Mar Lodge, I was appointed to Lord Wolseley's Staff.

I sailed with Lord Wolseley and the rest of his Staff. We arrived at Alexandria on 9th September, 1884, and went on to Cairo, where we lodged in the Palace on the Shoobra Road. Here were Lord Wolseley, General Sir Redvers Buller, Colonel Swaine, Major Wardrop and Lord Edward Fitzgerald, A.D.C. to Buller. Sir Evelyn Wood and Commander Hammill were already up the Nile organising transport and supply. General Sir Herbert Stewart and General Earle were at Wady Halfa.

It is not my intention to relate the history of the war, which has been admirably recorded in the various works dealing with the subject; but rather to narrate my personal experiences during the campaign. And the reader will also be left to his own consideration of the contemporary affairs of the great world: the marrying and giving in marriage, losses and gains, desires foiled and ambitions achieved, the shifts and intrigues and gossip of domestic politics, the portentous manoeuvres upon the clouded stage of international drama: all of which, to the sailors and soldiers of the forlorn hope strung along the gigantic reaches of the Nile, toiling and fighting in the desert, went by as though it had never been. It is an old story now; very many of my gallant comrades have passed away; but the record of their courage and endurance remains, and shall remain.

When we arrived in Cairo there were already 29 naval officers and 190 men, divided into several sections, at work along the Nile. These were sent by Admiral Lord John Hay, commander-in-chief in the Mediterranean. In addition, the Admiralty had appointed two or three senior officers, among whom was Captain Boardman (afterwards Admiral F. R. Boardman, C.B.). At Lord Wolseley's request, Boardman was placed in command of the whole naval contingent, which had not hitherto been under either a naval officer in chief command or the military authority. My own position with regard to the naval contingent was simply that of Lord Wolseley's representative.

While we were in Cairo I purchased for £24 my famous racing camel Bimbashi. Buller also bought a camel, and we rode together daily. He used to laugh till he nearly fell out of his saddle, when my camel ran away with me through and over foot-passengers, donkeys, carriages and dogs. I might haul Bimbashi's head round till it was under my knee, and he was looking astern, and still he charged onwards.

The whale-boats designed to transport the expedition were then arriving in large numbers. The total number was 800. They were similar to the man-of-war 30-foot whaler, but fuller in the body to enable them to carry more weight. Each boat was 30 feet long, with six feet six inches beam, and two feet six inches draught, fitted for 12 oars, and two masts with lug sails, and capable of carrying 10 soldiers, two boatmen (Canadian voyageurs), 1000 rations and ammunition.

There was a story current when the boats were struggling up the Nile, that one of them, manned by a sergeant and eight soldiers, but without a voyageur on board, having run athwart a rock and upset, a soldier observed to the sergeant that "the cove who sent nine men in a boat with 1000 rations must have been this here journey before!"

There were also to be provided eight steam pinnaces, two stern-wheel paddle boats, and a number of hired Egyptian Government steamers. The whale-boats as they arrived were sent, first, by rail and river to Assiout. Thence they were towed to Assouan, where is the First Cataract. Here they were either railed on trucks, or hauled through the rapids to Shellal, eight miles up. From Shellal to Wady Halfa, 200 miles farther, was plain sailing. At Wady Halfa is the Second Cataract and the formidable rapid of Bab-el-Kebir, or the "Great Gate."

Early in September I was ordered by Lord Wolseley to go up the Nile, overhauling the arrangements for the water transport, right up to Wady Halfa, which would be the temporary military base, I went by train from Cairo to Assiout, the hottest journey I had ever endured. India was nothing to it. The desert gathered itself up to destroy me. Any little spot upon my person which was not deep in desert was a fly-bazaar. But at Assiout a cold shower-bath paid for all. Here I investigated the transport arrangements made by Captain Boardman, and found them excellent. I may say at once that the whole of Captain Boardman's work was admirable, and that his management throughout the campaign was marked by the greatest good feeling, tact, and patience.

I left Assiout in one of Messrs. Cook's steamers, the Fersaat, which had the appearance of a boat and the manners of a kangaroo. She was loosely concocted of iron and leaked at every rivet; she squealed and grunted; her boiler roared like a camel; she bounded as she went. Her Reis (captain and pilot) was a sorrowful old Mohammedan, whose only method of finding out if the shoals and sands were still in the same place was by running upon them; and his manner of getting off them was to cry "Allah Kerim!" ("God is great!") and to beat his poor old forehead on the deck. In the meantime one of his Arabs, tastefully attired in a long blue night-gown, an enormous pair of drawers, and decorated elastic-sided boots, stripped and jumped overboard and pushed the boat, and while he pushed he chanted a dirge. As the boat began to move, he made sounds which suggested that he was about to be violently sick but could not quite manage it satisfactorily, although encouraged thereto by the loud objurgations of the two stokers. When he clambered back on deck, he put on the decorated boots and walked about in them till he was dry enough to dress; while the Reis gave thanks to his Maker, and the two stokers, men who knew nothing and feared nothing, piled wood on the furnaces and drove the boat along again.

If anyone walked from port to starboard or touched the helm, the boat rolled over, and until the next roll maintained a list of ten degrees, so that I was frequently shot off the locker upon which I was trying to sleep, landing upon the top of José, my Maltese interpreter, and followed by field-glasses, filter, sword and boots. The mosquito-curtains carried away, and the mosquitoes instantly attacked in force, driving me nearly mad with loss of blood, irritation, and rage. My only comfort was a pneumatic life-belt, which had been sent to me by Lady Charles, and which I used as a pillow.

So we struggled along against the stream for the 330 miles to Assouan; and the weather was not too hot, and the nights were cool, and the banks were fringed with date-palms, and every night the sun sank from the intense blue of the zenith, laced with long-drawn clouds of rose, to the lucent green low in the west, and the sand turned to gold colour and rose, until the sun dropped suddenly out of sight and all turned grey like ashes. Then a cold little wind sprang up out of the desert and the night deepened into the velvet dark flashing with a myriad stars.

On 23rd September I came to Assouan: reorganised the postal service to bring two mails a week by steam-launch: made arrangements for the rapid working of the water transport generally, ready for the time of pressure, and sent an urgent request for flexible wire hawsers, as I was sure they would be urgently required.

Leaving Assouan on 24th September, I arrived at Wady Halfa on the 27th. Here were Sir Evelyn Wood and his Staff; among whom was my old friend Zohrab Pasha. I was immediately set to work trying camels, as I had become acquainted with these singular animals in India.

Upon the day of my arrival I went out with a young officer in the Mounted Infantry. His camel blundered over an irrigation ditch, and flung my young friend head over heels into the mud, where he sat looking sadly up into the face of his steed, which was complaining, as camels do, making a peculiar mumbling noise like an old woman kept waiting for her tea. Having been restored to his seat, this unfortunate youth immediately rode too close to the river and incontinently fell into a deep mud hole from which he had to be dug out.

On 5th October Lord Wolseley arrived at Wady Halfa, as cheery as usual, and took up his quarters in a dahabieh. Sir Redvers Buller and Zohrab Pasha were also dwelling in dahabiehs. I was attached to Sir Evelyn Wood's mess, Sir Evelyn being in charge of communications. I lived in a small bell tent close to the river, chiefly furnished with a penny whistle, a photograph of Lady Charles, my letters from home, and a stag beetle big enough to carry me to hounds, which I generally had to chase from my bed.

Upon Lord Wolseley's arrival we heard the rumour of the murder of Colonel Stewart at El-Kamar, and of the slaying of his companions. Ultimately, the news was confirmed. Stewart, with three steamers, had left Khartoum on 10th September. After shelling the forts at Berber, two of the steamers returned; while Stewart, in the Abbas, which was towing two boats carrying refugees, went on to Abu Hamid, where the natives opened a heavy fire. The boats were cast adrift and their passengers captured. Stewart went on; his steamer was wrecked near the village of Hebbeh, at which, having been induced to land by treachery, Stewart, M. Herbin, French Consul at Khartoum, Mr. Power, Times correspondent, and a number of Greeks and Egyptians, were slain. It was a pitiful end to all Colonel Stewart's gallant service with Gordon.

During the first part of my time at Wady Halfa I was engaged under Lord Wolseley's instructions in the inspection of the transport up and down the river, often riding more than forty miles in a day upon a camel. Wady Halfa was then being formed into the base camp preparatory to the general advance: and troops and stores were arriving daily. The railway ran along the east bank of the river to Sarras, 33 miles distant.

One day, when Sir Evelyn Wood and a party of soldiers were going by train to Sarras, and Commander Hammill and I were accompanying them, the engine broke down half-way. The Egyptian engineer and stoker being helpless, Hammill and I examined the locomotive, Hammill taking the top part, while I lay on my back underneath, close to the furnace, where the sensation was like being baked in an oven. The bearings were overheated, a lubricating tube having become unscrewed. After two hours' hard work, we managed to reverse the tube end for end and to refix it. Sir Evelyn Wood helped to pull me from under the engine, and laughed till he cried. I was covered with black grease from top to toe, and my clothes were scorched to tatters. Hammill was in no better case, his suit being drenched with oil. The spectacle may have been very amusing to the general; but neither Hammill nor I had more than two suits, and here was one of them destroyed entirely.

By the 5th October, when Lord Wolseley arrived at Wady Halfa, Sir Herbert Stewart had been for several days at Dongola with 250 Mounted Infantry, who were transported in nuggars (native boats) from Sarras. The whale-boats were arriving daily at Wady Halfa, the first boat having been hauled through the rapids on 25th September, and by the 5th October there were 103 whalers assembled at Wady Halfa. At Wady Halfa is the Second Cataract, at the lower end of which is the gorge of Bab-el-Kebir, the Great Gate. Between Wady Halfa and Dal are the cataracts of Samneh, Attireh, Ambigol, Tangour and Akasha. At intervals of about 33 miles from Sarras to (New) Dongola, stations were established with commissariat depots. The transport of troops and stores from the base camp at Wady Halfa to Dongola consisted of the steamers, whale-boats, and nuggars along the river, the train from Wady Halfa to Sarras, from Sarras to Ambigol by camel, thence by water. The Camel Corps marched along the east bank to Dongola. It was composed of four regiments, Heavy, Light, Guards, and Mounted Infantry, each being composed of detachments from cavalry and infantry regiments, each detachment consisting of two officers, two sergeants, two corporals, one bugler, and 38 men; total, 94 officers, 1700 N.C.O.'s and men.

Such, in brief, was the condition of affairs early in October (1884), when I was stationed at the Second Cataract at Wady Halfa. Here the Nile divides into two, flowing on either side of a group of rocks and islands for about 20 miles, and at the other (or upper) end of the group of rocks and islands, on the east (or left) bank, is the sickle-shaped gorge of Bab-el-Kebir. At this time, although the river was falling, the roar of the torrent pouring through the Bab was so tremendous, that no voice could be heard, and we communicated with one another by semaphore. When I left the Bab, goats were feeding in the bed of the river.

Lord Wolseley told me that he was informed that it was impossible to haul the steamers up the Second Cataract, and asked me if I could do it.

I replied that nothing was impossible until it was proved to be impossible; and that, in the case under consideration, I would admit the impossibility when I had smashed two steamers in trying to get them through; while if I smashed only one, I might thereby get experience which would enable me to succeed with the other.

The steamers were hauled through successfully while the Bab-el-Kebir was still full and roaring, the current being so powerful that the steamers forging against it trembled like a whip.

Some 4000 natives were put on the hawser of the first steamer; and as they hauled her up, she had but a foot's clearance between her sides and the rocks. The torrent flung her against them, and if she had not been defended by timber and mats, she would have been smashed to pieces. About the middle of the gorge the natives could move her no farther. Whereupon they cried to Allah to strengthen them, and to order the rope to pull harder and to slacken the water. But as their prayers availed not, I eased the steamer back again, and put about 1500 British soldiers on the hawser. They did not pray; indeed, their language was as it were the reverse of prayer; but they dragged the steamer right through. Theologically speaking, the victory should have gone to the natives. I put the problem to a bishop, but he was unable to solve it.

The task of hauling the whalers through the Second Cataract was at first entrusted to Koko, the native pilot Of Bab-el-Kebir. His method was to take a line, dive with it into the rapids, and carry it across the river. The line was frequently torn from him by the current, and many of the boats were stove in against the rocks.

I designed a scheme of haulage, and was eventually placed by Lord Wolseley in charge of the whole of the water transport from Wady Halfa to Gemai, a stretch of about 17 miles. At Gemai was established a dockyard, where damaged boats were repaired and equipped for the rest of the voyage.

My scheme for hauling the boats consisted of a stout standing guess warp rigged as nearly as possible at right angles to the course of the boat to be hauled, and secured at either end to rock or tree; one end of a short hawser was hooked to the guess warp, so that it could move freely up and down it, and a block was secured to the other end. Through the block was rove a towing rope proper, one end secured to the boat, and the working party on land tailing on to the other. As the course of the river shifted, the guess warp was moved; the whole passage being accomplished by a series of these operations. In certain places two blocks were used, a standing block and a pendant block, a pendant being rove through the standing block, one end secured to the pendant block, men hauling on the other end; and through the pendant block was rove the hauling line, one end secured to the boat, men hauling on the other upon the bank opposite to that on which were the pendant crew. By hauling on the hauling line, then easing the pendant, and then hauling again on the hauling line, the boat was brought clear of the Cataract and hauled round the corner into smooth water.

Each boat was supplied with two poles for punting and a long line for tracking, besides oars and sails.

The whole equipment of the boats was organised by Sir Redvers Buller, who utilised his experience of the Red River expedition, and nothing could have better served its purpose.

The nuggars, or native boats, were bought near Assouan, and were then brought up to Wady Halfa, whence they were hauled through the Cataract, then loaded with stores and sent on up river. It was of the utmost importance that they should be dispatched as quickly as possible; for an army moves on its stomach, and the nuggars carried the wherewithal. Their sails, being invariably rotten, were blown to pieces in the Cataracts. They were constantly crashing into the rocks, which made holes in them, when they were hauled by main force to the shore, where a dock was excavated in the sand to receive them. Here they were repaired and thence dispatched up river.

A nuggar would come sailing along, when there was a sudden crash, the bluejacket at the helm was pitched headlong into the bottom of the boat, while the sail split into ribbons, and the native crew embraced the mast crying that Allah was great!

When the whale-boats came along, their passage was so arranged that a regiment, or part of a regiment, was kept together; the distribution being maintained all up the river, so that a homogeneous body could be landed at any moment for attack or defence if necessary.

So furious was the torrent, that whoso fell into it seldom rose again, unless he were one of the expert Dongola divers. The men coming up in the boats, who had done and suffered much before reaching Wady Halfa, had repaired their trousers with biscuit tins. I overheard the following dialogue between one of these tin-bottomed weary heroes and a comrade on the bank:

"Hullo, Bill, 'ow are you getting on?"

"Me? I've been pulling on this here ruddy river for about two years. 'Ow far is it to Gemai?"

"About fifteen miles, mate."

"O my Gawd! Is there an 'orspital there?"

Late in October, the voyageurs arrived, a fine body of men, 380 strong.

Being acquainted with rapids and understanding their navigation, the voyageurs were invaluable in bringing the boats through the long and difficult reaches of the Nile up to Wady Halfa, and from Wady Halfa up to Korti. The task could never have been accomplished in the time, and the losses of boats would have been heavier, had it not been for the voyageurs.

As the boats came through the Bab or across the portage, the voyageurs took charge of them and sailed them up to Gemai. Here they were overhauled and fully equipped, the soldiers were embarked, and away they went up river.

By the 6th November, 60 boats had left Gemai with the Sussex regiment on board. The river was then falling so swiftly that a new course for the boats must be found almost every day. Hitherto the boats had been passed through the Cataract almost without a scratch or the loss of a single article of gear. Now the rocks began to show through the surf in the Bab.

A boat was smashed. We caught her lower down; and with 200 men portaged her over a rocky hill, across the neck of land formed by the curve of the Bab, then laid her keel upwards across two other boats, and so floated, took her up to Gemai dockyard. I was the more pleased with this piece of salvage, because everyone said it was impossible to save the boat. The last nine boats, after being emptied of all gear, were hauled clean over the rocks by main force. They came prettily lipping through the boiling torrent from rock to rock, taking the blows upon keel and bilge pieces, so that they were scarcely damaged.

Early in October, foreseeing that, as the water fell, the Bab-el-Kebir would become impracticable, I had designed a scheme for a portage. The alternative would have been to entrain the boats from Wady Halfa to Sarras, an expedient which, as the whole of the train service was required to carry provisions, would have involved immense delay.

My plan was to haul the boats up to the entrance of the Bab and then to carry them across the neck of land formed by the curve of the Bab, a distance of 2488 yards, which required 400 men, who should be divided into sections of 40 to each boat. The boat was hauled on shore, her masts, oars, and poles laid on the ground to serve as bearers; the boat was laid on these keel uppermost, and was then lifted and carried, the masts, oars, and poles resting on the men's shoulders, and other men supporting the boat by resting thwarts and gunwale on their shoulders. My scheme was at first received with incredulity by all except Lord Wolseley. But I made a trial trip with 30 men, and had the boat across the portage, including six stoppages for rest, and in the water with all her gear without a scratch, in an hour and twenty minutes. The passage of Bab-el-Kebir, low as the water had become, would have taken at least six hours, with great risk of disaster.

Now, having hauled the last nine boats through, over the rocks, the portage scheme came into operation; and on the 6th November I closed the Bab, and used the portage, by means of which alone it was made possible to continue the supply of boats at the same rate. Thenceforward we were able to put the boats through quicker than they were supplied.

Many of the boats were poisonous to handle, as their matting was infested with scorpions.

My dwelling was at first a tent at Wady Halfa, and afterwards a hut on the bank beside the Bab-el-Kebir. It stood within six feet of the roaring river, in a grove of mimosa. The camels lunched daily upon the long sharp thorns of the mimosa, apparently relishing these spines as a form of Worcester sauce.

Rising at daylight, every day I covered some thirty miles up and down the shore of the Cataract, superintending operations from dawn till dark. I rode one of my camels, Bimbashi or Ballyhooly or Beelzebub, or my donkey, County Waterford, so named because the second time I contested him I lost my seat: a political allegory. Being short of both officers and men, my presence was required everywhere at once. By haulage and portage a perpetual procession of whaleboats and nuggars was kept moving up to the dockyard at Gemai.

From Wady Halfa to the Bab the Cataract was divided into reaches, a post being stationed at each. At the first reach were Peel of the 2nd Life Guards and 200 Dongola men; at the Naval Camp, on the second reach, were Lieutenant Colbourne and 350 Dongola men; at Palm Tree Camp, in the third reach, were an Egyptian officer and 100 Dongola men; for the portage at Bab-el-Kebir I had 500 men of the 2nd Egyptian battalion under their colonel, and another of their officers, Shakespeare of the Marines, who had been with me in the Thunderer. All along the Cataract were stationed small parties of carpenters and sailmakers in order that damages should be repaired on the spot. Living with me was Colonel Grant, who was in command of all the Dongola men. Later, the Canadian voyageurs camped beside my hut.