Engineering Wonders of the World
Volume I

54 ENGINEERING WONDERS OF THE WORLD. coasting vessels. While the permanent bridge was in course of construction a temporary structure of wood was built to facilitate the transport of the necessary plant and equipment to railhead. The gauge of the line was fixed at one metre (3 feet 3’37 inches), after consultation with Lord Cromer, who after- wards overlooked the fact, and allowed the Sudan railway to be built on the South African gauge of 3 feet 6 inches. The first portion of the route is essentially tropical in its climate and vegetation, and is fairly well cultivated along the coast and for a short distance inland by the natives and a handful of European settlers. Then comes what may be described as a “ karroo ” country, covered with scrub and stunted trees, and undulating and waterless. After a time this desert gradually merges into a fine, open, and somewhat hilly country. The line then enters the great province of Ukamba, some 21,500 square miles in extent. This province con- sists for the greater part of rich pastoral and agricultural land, which is now becoming recog- nized at its real worth, and farms for the raising of stock and for almost every form of agriculture are being brought under cultiva- tion in all directions. Compared with other East African provinces, Ukamba is very well watered, with a fruitful soil and a regular rain- fall. All who have visited it declare it to be a real “ land of promise.” The railway has been described as “ discovering ” this country, about which, little was known before the rails arrived. The capital of the province of Ukamba is the rapidly-growing town of Nairobi, the head- quarters of the railway, and selected for the Nairobi. railway workshops as being in the nearest level plain to the middle distance of the system. Twelve years ago this town did not even exist, but is now a thriving place with close upon twenty thou- sand inhabitants, daily newspapers, telegraphs, telephones, and practically all the other amen- ities of modern civilization. Before very long this town will probably be recognized officially as the capital of British East Africa, as it is now in reality. The Uganda Railway Com- missioners have built here extensive work- shops, which give employment to a consider- able number of both whites and natives of India, and these are being added to from time to time as the increasing requirements of the line demand. Before Nairobi is reached the line crosses the level and almost waterless Athi Plains. Despite the lack of water along it, this section of the line proved to be one of the easiest to construct, since there was no bridging or cut- ting of any description to be done, or curves to negotiate, the rails being simply laid upon the flat surface of the land and ballasted. Rail- head reached Nairobi on May 30, 1899; and here a halt was called while plans for carrying the line forward into the interior were matured and the route finally chosen. Once Nairobi is left behind the line com- mences to climb towards the hills that have been described as constituting the real back- bone of the African continent. The scenery is extremely wild Difficulties of j j t i P , Construction, and rugged. In place of the open plains, with their dried-up water-courses that have just been crossed, the traveller finds rushing streams, necessitating heavy bridging and viaduct work, while there are awkward curves and twists to be dealt with. All the time, too, the line risos higher and higher. Dense forest flanks the track on either side. Some exciting encounters with lions took place hereabouts while the line was under construction. Some of these adventures will be dealt with a little later on. Even more serious than the attacks of wild beasts was the great scarcity of native labour that prevailed along this portion of the line. The natives dwelling in the neighbourhood of Nairobi displayed little or no inclination to take part in the building of the railway, and even those who did volunteer were, to employ