'FRENCH POSSESSIONS IN THE GULF OF ADEN. COMPILED BY CAPTAIN E.J.E SWAYNE, 16TH BENGAL INFANTRY.' [‎24v] (53/76)

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Communications .—The first great obstacle to commerce is the want of
. . speedy, safe, and cheap means of communication
between the interior fertile districts and the coast.
There is a wide tract, which must be crossed, composed tor the greater part
of volcanic rock, and rolling boulders, where water is scarce and the heat ex
cessive.
There are no made roads. The routes are simply rough tracks along which
transport animals can walk in single file, and as no attempt is ever made to clear
the loose stones off the track, it is everywhere bad, except when it happens to
cross a sandy tract.
In the passes and gorges near the coast, animals have to struggle over
great boulders, and up steep and dangerous crevices in the rocks.
All routes are rendered more or less dangerous owing to the robbing propen
sities of the nomad tribesmen, who are constantly fighting amongst themselves.
It is usual to recruit an Abyssinian escort at Jibouti.* These Abyssinians are
Christians, and make the escorting of Caravans a profession. They are however
subjects of Menelek and must return to Abyssinia if required. They carry fire
arms, and subsist when on escort duty on rice, boiled with mutton or clarified
butter, as do also the Danakil.
The Jibouti-Harrar route is the best in the French possessions as regards
water-supply, and is used by most of the caravans trading between the interior
and the coast. There is a regular system of Police posts, and the road is conse
quently fairly safe.
The track is, however, very fatiguing, owing to the rocky nature of the
country through which it goes.
The French attempted to improve it, and had already made a good road as
far as Hyabili, 5 miles from Jibouti, when the work was stopped by the Esa-
Somalis, who having a monopoly of the pack transport, feared that the construc-
tjon of a road capable of bearing wheeled traffic would endanger their means of
livelihood.
Should the French eventually succeed in completing the road as fa*- as
Harrar, it is probable that the decline of Zaila with its bad harbour and scanty
pasture will only be a matter of time. Zaila at present has only been slightly
affected by the competition of Jibouti, the reason being that the Zaila-Harrar
route although waterless is less difficult than the winding Jibouti route and is
moreover two days shorter. Also Zaila has regular steam communication with
Aden. Somalis are very conservative, and having been used from childhood to
the Zaila route, it will take some time to change their habits.
Railway.—At one time it was thought that the best route from the French
possessions to Shoa would be found via Aussa and the Hawash river which it
was proposed to navigate. ’
A railway project connecting Aussa lake and Tajoura (a distance of
miles) was discussed at Paris, and an Engineer officer proceeded up the
course of the Hawash from its junction with the Aussa lake, to make a survey
and report on the feasibility of putting steamers on the river. His report
however, w^as unfavourable, and the project was dropped. ^ '
Transport.
t/uns-yuri .—nacn irioe nas the
transport through its own territory.
On starting from the coast either Esa or Danakil camels, or donkeys mu
be employed until the Ga 11 a h.ghlands are reached. Galla animals, either camel
donkeys, or mules, according to the state of the road, must then be employee
also an Abban or I rotector must be engaged from amongst the tribesmen wl
will be responsible for the safe conduct of the caravan. Erer, or Errur on t
Shoa road is a large Dankal. centre, where Somali camels must be exchange
ra 0 paat a y oft'he n Danakil 1611 ^ t0 eXchange 200 camels - owin g tl
i n Ma,ch 0 I 8 E 9 i: TheRUSSian,ra '' dkr succeeded in obtaioing th; services of So Ab^bian a„d Da.al