The route via Abu Hamed was selected by the exclusion of the alternatives. But it had distinct and apparent advantages. Abu Hamed was within striking distance of the army at Merawi. It was not a point essential to the Dervish defences, and not, therefore, likely to be so strongly garrisoned as Berber or Metemma. It might, therefore, be captured by a column marching along the river, and sufficiently small to be equipped with only camel transport. The deserts through which the railway to Abu Hamed would pass contain few wells, and therefore it would be difficult for small raiding parties to cut the line or attack the construction gangs; and before the line got within reach of the Dervish garrison at Abu Hamed, that garrison would be dislodged and the place seized. The plan was perfect, and the argument in its favour conclusive. It turned, however, on one point: Was the Desert Railway a possibility? With this question the General was now confronted. He appealed to expert opinion. Eminent railway engineers in England were consulted. They replied with unanimity that, having due regard to the circumstances, and remembering the conditions of war under which the work must be executed, it was impossible to construct such a line. Distinguished soldiers were approached on the subject. They replied that the scheme was not only impossible, but absurd. Many other persons who were not consulted volunteered the opinion that the whole idea was that of a lunatic, and predicted ruin and disaster to the expedition. Having received this advice, and reflected on it duly, the Sirdar ordered the railway to be constructed without more delay. A further question immediately arose: Should the railway to Abu Hamed start from Korosko or from Wady Halfa? There were arguments on both sides. The adoption of the Korosko line would reduce the river stage from Assuan by forty-eight hours up stream. The old caravan route, by which General Gordon had travelled to Khartoum on his last journey, had been from Korosko via Murat Wells to Abu Hamed. On the other hand, many workshops and appliances for construction were already existing at Wady Halfa. It was the northern terminus of the Dongola railway. This was an enormous advantage. Both routes were reconnoitred: that from Wady Halfa was selected. The decision having been taken, the enterprise was at once begun.