Geographical Journal (Journal of the Royal Geographical Society): Volume VIII, No. 5 [‎49r] (100/154)

RAILWAYS IN AFRICA.
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Zambesi. It is difficulty to foretell what will be the outcome of these schemes,
but our population map is not very encouraging.
Next we come to the Congo, and here there is a grand opportunity of opening
up the interior of the continent. In going up this great stream from the coast we
first traverse about 150 miles of navigable waterway, and afterwards we come to
some 200 miles of cataracts, through which steamers cannot pass. Round this
impediment a railway is now being pushed, 189 kilometres of rails (117 miles)
being already laid. Ihen we enter Stanley Pool, and from this point we have
open before us—if Belgian estimates are to be accepted—7000 miles of navigable
waterway. It this fact is correct, and if the population is accurately marked on
our map, then there is no place in all Africa where 200 miles of railway may
be expected to produce such marked results. The districts traversed are un
healthy, and the natives are, generally speaking, of a low type; but in spite of
these drawbacks, which no doubt will delay progress considerably, we may con
fidently predict a grand future for this great natural route into the interior.
To the north of the Congo, the next great navigable waterway met with is the
Niger. Again, granting the correctness of the population map, it can be seen at a
glance that there is no area of equal size in all Africa so densely inhabited, and no
district where trade with the existing native population appears to offer greater
inducement to open up a commercial route into the interior. Luckily, little has to-
be done in this respect, for the Niger is navigable for light-draft steamers in the
full season as far as Rabba, about 550 miles from the sea; here the navigation
soon becomes obstructed by rocks; and at Wuru, about 70 miles further up the
river, the rapids are so unnavigable that even the light native canoes have to be
emptied before attempting a passage, and there are frequent upsets. From Wuru
the rapids extend to Wara, after which a stretch of clear and slow-running river
is met with. Above this, again, the Altona rapids extend for a distance of 15-
miles, then 15 miles of navigable waterway, and then 20 miles more of rapids are
encountered. Yelo, the capital of Yauri, is situated on these latter cataracts, above
which the Middle Niger is navigable for a considerable length. The Binue is also
navigable in the floods for many miles, the limits being at present unknown; part
of the year, however, it is quite impassable except for canoes. The trade with
the Western Sudan, which has been made possible by the opening up of this river,,
is still only in its infancy, and to get the full benefit of this waterway a line of
railway ought to be carried on from Lokoja to Kano, the great commercial centre-
of Hausaland; Mr. Robinson’s recent journeys over this country, which we hope
to hear about at a later period of our proceedings, have served to confirm the-
impression that no great physical difficulties would be encountered. The political
condition of the country may, however, make the construction of this railway
quite impossible for the present; for here we are on the borderland between
Mohammedanism and Paganism, where the slave trade always puts great impedi
ments in the path of progress, but where the same circumstances make it so
eminently desirable to introduce a higher condition of civilization. The only
drawback to the Niger as a line of communication to the Western Sudan is the
terribly unhealthy nature of the coast districts which have to be traversed. Any
man, who finds a means of combating the deadly diseases here met with, will be
the greatest benefactor that Africa has ever had; but of such a discovery there
are but few signs at present.
It is perhaps too soon to speculate as to the best means of opening a trade
route to Wadi A seasonal or intermittent watercourse, or the valley in which it flows. , and the more central parts of the Western Sudan; for we may
be sure that little will be done in this direction for years to come. Several com
peting routes are possible. From the British sphere, we may try to extend our