In a country like Palestine, where levels and characteristics are so divergent, diversities of climate are to be expected. We have seen that the summer climate of the Lower Jordan Valley is pestilential. Parts of the Coastal Plain also are very malarious, particularly from north of Jaffa to Mount Carmel. With these exceptions, the climate is by no means unpleasant nor unsuitable for the conduct of military operations. Far enough south to enjoy plenty of bright sunshine, it is still some distance north of the tropics. Pleasant and regular breezes from the sea mitigate the discomfort which might otherwise prevail in a country almost surrounded by desert. The whole of the rainfall comes in the winter months. From about April to October, though dews are heavy, rain is unknown. But in the winter months, especially December and January, and to some extent February, the rainfall is intense, and the country on the Plains and lower lying districts is reduced to a sea of mud well-nigh impassable. Thus military operations in summer are liable to be prejudiced by a shortage of water; in winter by an excess. The ideal season for operations is therefore in the spring, when there is an abundance of water and a plentiful feed; and, next to this, the autumn, when the heat of the summer has passed its height and the rains of winter have not yet made the country impassable. The importance of good railways in modern war is immense. We have already traced the construction of the broad gauge line from Egypt which followed close behind the British in their advance across the Desert and into Southern Palestine. The Turks in Western Palestine were at a perpetual disadvantage through the inferiority of the railway service; but, in Eastern Palestine, i.e. across the Jordan, the position was reversed. Before the war, Syria had been connected with Asia Minor by a broad gauge line from Aleppo to Rayak, where it effected a junction with a narrow gauge line from Beyrout to Damascus. The broad gauge line was part of the Baghdad railway scheme. But at this time, that railway, even between Constantinople and Aleppo, was only partially completed. The tunnelling of the Taurus Mountains was yet unfinished. Thus troops or supplies, coming from Constantinople to Damascus, had to break the journey at the Taurus Mountains and again at Rayak. These two interruptions provided admirable opportunities for delay and confusion, which the dilatory Turk embraced. The tunnelling of the Taurus was pushed on with during the war, and in 1918 rumours reached us that these mountains had been pierced, so that trains could then run through from Constantinople (Haida Pasha) to Rayak. The installation of more business-like Germans at the latter station went far towards minimising the delays and confusion due to the break of gauge.