Part 16

Mohair, the name given to the fleece of the Angora goat, is peculiarly liable to variations in price, according to the fashions which may be in vogue. On a well-bred animal the fleece should hang in long wavy locks or ringlets of white, silky, lustrous hair; and when full grown, should touch the ground. The fleeces vary in weight according to the breed of the animal, and to the class to which it belongs--oily or non-oily. From a well-bred flock of Angora ewes the mohair should average about four pounds weight per animal. In the case of rams and kapaters, or wethers, there is a considerable increase, as much as from eight to fourteen pounds being sometimes clipped. A dry climate is essential to the growth of good mohair, and therefore the karroo and mixed grass and karroo country are admirably adapted for its production. Almost all the Angoras in the Colony are the progeny of rams imported from Asia Minor, crossed with the white Boer goat; and it is probably owing to this fact that in many flocks a considerable amount of kemp, or coarse white hair, is still to be found. Even in the most favourable circumstances Cape mohair realises less than the Turkish produce by from twopence to threepence per pound; this probably being on account of the lack of brightness and spinning properties possessed by the former article.

At the present time the Cape produces about one-half of the world's supply of mohair. In 1857 the quantity exported was 870 lbs., which realised £10. These figures in 1897 had increased to 12,583,601 lbs., valued at £676,644; and in 1901 had fallen to 10,813,239 lbs., of the value of £502,605. The decrease in the exports of wool and mohair for the year 1901 is no doubt due to the effects of the war and the disturbed state of the country.

At present, however, the outlook is more hopeful, and there is no doubt whatever that for the progressive and enterprising farmer the future is one of great possibilities.

SOUTH AFRICAN RAILWAYS

BY W. BLELOCH

_Author of "The New South Africa"_

South Africa is a country of magnificent distances, with the centres of industry situated at points far apart in the wide interior; the country villages are dotted about with thirty to fifty miles of brown karroo or verdant veldt in between; even the homesteads of the Boers are planted at respectful distances from each other. In such a country a comprehensive, efficient, and cheap railway system is absolutely necessary; without railways the development of trade and industry could not be pushed forward on any large scale. The great staple products of the Cape--wool, skins, and hides--could not compete with the like products of Australia and the Argentine. The diamond mines of Kimberley, which support an industrial population of about 50,000, and the great gold mines of the Rand, which at the present stage of development supply the wherewithal to live to 200,000 people, white and black, would be able to work only on a restricted basis; the greater number of the Rand mines would have to shut down, and without railways it may be said that the stimulating production of wealth in the nearly indestructible form of gold and diamonds would practically cease.

To meet the requirements which the circumstances demand, a far-stretching network of railways--with wide meshes it is true--is growing over the country. Instead of the old system of ox transport and coaches drawn by mules, which ten years ago were the only means of approach to the Transvaal and Rhodesia, there are now modern freight trains, drawn by heavy-type locomotives, hauling up the vast import traffic to the Rand, and running down return loads of wool and hides from the grassy uplands of the Orange River Colony, and the barren-looking, but wide and productive, karroo plains of the Cape. There are _trains de luxe_ with corridors and platforms to enable the passenger to stretch his limbs _en route_, or sit in comfort and view the scenery as the train plods on its twenty-five or thirty miles an hour.

Twelve years ago Bulawayo was the head kraal of a bloodthirsty savage, and was approached only by a few adventurous spirits who recked little of danger and less of time. The journey from the coast to the inland centre took at least three months, and now it can be visited with comfort and despatch. Without alighting from the train the traveller can enjoy his morning bath; he can breakfast, lunch, and dine; he can press a button and call for cool, liquid refreshments at any hour of the day; and he can complete his journey of 1360 miles from Cape Town to the Rhodesian industrial capital in 3-1/2 days. The Cape Town-Johannesburg journey of 1000 miles is done just within 44 hours. These results may not be considered of much account by the English or American traveller accustomed to a speed of 50 miles an hour for long distances, but South African railways have been built to suit the special necessities of the country. The gauge is only 3 feet 6 inches, and on all the lines heavy gradients have to be negotiated.

The interior of South Africa is a great plateau elevated from 4000 to 6000 feet above sea-level. The edge of the plateau runs round the sub-continent at no great distance from the sea, its bold escarpments looking over the 50 to 100 miles of broken, low-lying coast lands which skirt the continent. In consequence, all the railways to the interior, within the first 100 miles from the coast, begin climbing up steep inclines cut along the sides of one or other of the few passes which admit of ascent by railway trains. Whether the journey is made from Cape Town, Port Elizabeth, East London, Durban, or Delagoa Bay, the ascent has to be negotiated. The tedium of the uphill journey is compensated to some extent by the grandeur of the scenery in these initial stages of the routes to the interior. On the Cape line there is the magnificent view of the Hex River which, like Fair Melrose, can best be seen in pale moonlight as towards morning the night train from Cape Town winds along, gradually climbing up and up above the valley lying 1000 feet below. On either side grand brown mountains rise like sentinels to guard the pass. It has often been conjectured what would have been the upshot if the Boers had marched right south and seized this pass at the beginning of the war. It would have been Colenso over again, only worse. On the Port Elizabeth line, from Coerney to Cradock, the line passes up through rugged valleys in places bright with the sub-tropical evergreen bush of South Africa, and hemmed in with massive mountains forming the broken edges of the continent. The line through Graaf Reinet negotiates similar country, as does also the line from East London through King William's Town. The ascent from Durban is the most difficult of all. Natal is formed almost wholly of great fragments of the South African plateau which seem to have broken off, and now lie in long lines of broken mountain chains running north and south. These mountain ranges lie transverse to the route of the railway, so that ascents and descents have to be made time and again before the Transvaal high veldt is gained. From Durban to Charlestown the aggregate ascent is 12,600 feet. Altitudes of two, three, four, and five thousand feet are gained _en route_ and then partially lost again. Some of the scenery on this line is of surpassing interest and beauty. Near the coast there are fruit gardens, pine and banana plantations, and orange groves, with here and there fields of pasture fenced in. Farther up, mealie fields spread along the slopes of the hills and down the valleys. Then there follow stretches of open grass country alternating with bush. Herds of cattle, fat and sleek, graze on the rich grass lands. Above Pietermaritzburg the line ascends for three thousand feet to highlands to descend again two thousand to Colenso.

The next stretch of fifty miles has become one of the historic districts of the empire. In a winding of the Tugela lies Colenso. Then Pieters Hill is climbed, and the traveller can realise the desperate nature of the task set to General Buller's army. Then come Wagon Hill and Cæsar's Camp, with Bulwan on the right and Ladysmith lying in a hollow in the centre. Beyond Ladysmith the train climbs again to Elandslaagte, and begins in a succession of gradual ascents to climb to the crest of the Drakensberg, the final climb being made under the shadow of Majuba, and through the tunnel of Laing's Nek. Once at Charlestown the high veldt is gained for good. The ascent from Delagoa Bay is easier, in that there is not the same repetition of ups and downs as on the Natal railway. The line runs through the Komati Poort, and then up the Elands River Valley, a beautiful valley indeed, but a veritable valley of death to the builders of the railway. At Waterval Onder the final steep ascent is begun, part of the way being so steep that the cog-wheel system is required. At Waterval Boven the high veldt is gained, and the main difficulties left behind.

The Beira railway to Salisbury has a similar ascent to make. Having described the approaches, some idea may now be given of the railway routes on the interior plateau itself. The Cape Town line to De Aar and Kimberley after gaining the plateau traverses the Great Karroo, a monotonous stretch of several hundred miles of parched brown, barren-looking plain with isolated, flat-topped mountains, and ranges which serve to give variety, and make a scene of widespread solitude, having a melancholy charm wholly its own. This barren-looking veldt, with its sparse vegetation of stunted shrubs, supports millions of sheep and goats, and however unpromising its aspect, it plays an important part in the railway and general economy of the country. The Midlands railway from Port Elizabeth to De Aar and Norval's Pont traverses similar country, but not so arid. The Eastern railway, from East London through King William's Town and Queenstown to Bethulie, traverses more undulating country covered with grass intermixed with karroo shrub. In some districts, notably round King William's Town and Queenstown, agriculture has made considerable headway. The western line continues from Kimberley through Vryburg (British Bechuanaland) to Mafeking, and on to Bulawayo through grass-covered country, with clumps of Kameeldoorn trees, presenting in many places the appearance of an English park. This is a great cattle country, and provides considerable traffic for the railway over and above the mining traffic of Kimberley and Rhodesia. All the Cape lines connect with one another with two necks which converge at Springfontein for the Orange River Colony and Transvaal traffic. From the Orange River northwards the railways are known as the Central South African Railways. The line through the Orange River Colony runs through flat grassy plains for a distance of 300 miles: plains which, after a devastating war, still hold over a million sheep and 160,000 head of cattle. In time of peace the whole country is one monotonous scene of pastoral prosperity. On entering the Transvaal at Vereeniging--the place of the declaration of peace--the railway enters at once into the rich gold-bearing region of the Transvaal. There is a gradual rise over open country to the Rand. On every side there is evidence of great industrial activity, and at many places along the line beginnings may be seen of Transvaal agriculture, beginnings which promise a great future.

The south-eastern branch of the Central South African Railways connects with the Natal line at Volksrust, and proceeds along the high veldt viâ Standerton and Heidelberg to the Rand. The high veldt of the Transvaal has an average height of 5000 feet above sea-level. It is a vast open grass country with rocky ridges rising a few hundred feet above the ordinary level. A magnificent stock country, and rich in coal, iron, and gold. On the eastern line, the Central South African line connects with the Portuguese line at Komati Poort, and passes up the Elands River Valley already described. From Waterval Boven the railway continues to ascend to the summit of the high veldt at Bergendal, near Belfast. It was here where the last big pitched battle was fought before the break-up of the Boer army into guerilla forces. The line passes along the northern limits of the high veldt _viâ_ Middelburg to Pretoria. The country it passes through is equal in stock-raising capabilities and mineral riches to the south-eastern line. There are enormous areas of coal of good quality and abundance of iron ore, and limestone sufficient for the establishment of a great industry which itself will doubtless bring about and maintain great railway expansion in the future.

From Pretoria, the Pretoria-Pietersburg line, formerly a private company, now taken over by the Central South African Railways, strikes north to Pietersburg into the heart of the tropical part of the Transvaal. The country it traverses is partly flat and partly hilly, at some places thick bush and at others wide grassy plains. In the northern district there is a large population of Kaffirs who cultivate the extremely fertile soil, and produce great quantities of mealies (maize) and Kaffir corn, which products, together with timber for the mines, form the principal items of traffic carried by the railway. The Beira railway to Salisbury, originally a narrow gauge, has now been widened to the standard 3 feet 6 inches gauge of South Africa, and carries all the traffic for the Mashonaland mines.

In all, South Africa possesses approximately 5000 miles of railway, having a capitalised value, including rolling stock, of about £50,000,000, or £10,000 per mile. The three important systems are the Cape Government Railways, the Natal Government Railways, and the Central South African Railways (Transvaal and Orange River Colony). The Cape system has a mileage of 2135 miles, and in addition it works 587 miles of the Rhodesian Railways, or a total of 2722 miles. The Natal system covers 612-1/2 miles, and the Central South African system 1312 miles. In addition to these there is the Beira Railway, already briefly described, and there are also several small privately-owned railways. The three chief systems own altogether 1239 engines and 27,806 waggons, and a large but still insufficient equipment of coaches for passenger traffic. Great attention has been given and much money expended in the past two years in bringing the rolling stock up to a state of efficiency for dealing with the greatly-increased traffic anticipated on the establishment of peace in South Africa. The Central South African Railways--the State Railways now owning and working the old Free State and Netherlands systems--have almost doubled the carrying capacity of these railways. Natal had 129 engines before the war; she has now 209. She had 3101 waggons before the war; she has now 6154. The Cape railways have also largely increased their stock. The enormous traffic now being handled, more or less successfully, will justify this provident policy.

All these systems make large annual profits. In its best year, 1896, the Cape Government system showed--

Total Earnings. Total Expenses. Profits. £4,078,561. £9,921,809. £2,156,752.

Or £10, 7s. 6d. per cent. on the then capital of £20,799,288. This included the Free State share of profit under the then working arrangement. Deducting the Free State share, the profit was at the rate of £8, 19s. 7d. per cent. In the same year the Natal Railway showed--

Total Earnings. Total Expenses. Profits. £1,136,213, 16s. 1d. £421,989, 14s. 2d. £706,224, 1s. 11d.

Or £11, 9s. 0-1/2d. per cent. on the then capital of £6,236,555.

In the same profitable year the Netherlands Railway returns showed--

Total Expenses, Total Earnings. Plus Interest on Capital. Total Nett Profits. £2,903,516, 0s. 5d. £1,197,841, 18s. 8d. £1,705,674, 1s. 9d.

The profits of this railway in this year equalled 59 per cent. of the total earnings.

In 1901, notwithstanding the state of war, the Cape Government Railways showed--

Total Earnings. Total Expenses. Profits. £3,852,871. £2,875,571. £977,300.

Equal to £4, 8s. 4d. per cent. on the then capital of £22,125,085.

In the same year the Natal Railways showed--

Earnings. Total Expenses. Profits. £1,650,355, 5s. 4d. £1,159,026, 7s. 9d. £491,328, 17s. 7d.

Equal to £5, 15s. 2-1/2d. per cent. on the capital of £8,528,989.

Included in the Natal Railway expenses is the sum of £159,328 expended on permanent work that should have been charged to capital, which, if added to the profits as it should be, would make an actual profit for the year of £650,656, 17s. 7d. There are no returns available to show the result of working the Central South African Railways, formerly the Imperial Military Railways, during the period of the war. Nor are there any available now, but considering the past results and the great volume of present traffic, and the maintenance of the old high rates for freight and passenger fares, it may be estimated that the earnings of the Central South African Railways in the Transvaal and the Orange River Colony will probably be between £5,500,000 and £6,000,000, and the profits between £2,500,000 and £3,000,000, a very important item in the revenues of the two new colonies.

In comparison with other railways in the British Empire the South African railways hold an important position as regards mileage, and the average earnings per mile are more than double the average earnings of several important colonial and Indian railways. The combined earnings of all South African railways working 5000 miles may be taken at £11,000,000 for the year. The Canadian Pacific Railway, working 7000 miles, earned £6,002,061. The Grand Trunk of Canada, working 4179 miles, earned £4,407,016. The Victorian Railways, Victoria, Australia, working 3238 miles, earned £3,337,797. The Queensland Railway, working 2801 miles, earned £1,316,936. The Bombay, Baroda, and Central Indian Railways, with 2764 miles, earned £3,253,866. The Great Indian Peninsular and Indian Midland Railways, with 2800 miles, earned £3,063,066. Comparing with important home railways:--

+---------------------------------+------------+------+-------------+ | | Capital. |Miles.| Earnings. | +---------------------------------+------------+------+-------------+ |London and North-Western Railways|£118,126,653| 1941 |£13,812,000 | |Great Western Railway | 84,424,177| 2645 | 11,181,471 | |Midland Railway | 170,550,931| 2019 | 11,153,792 | |All South African Railways | 50,000,000| 5000 | 11,000,000 | | | | |(approximate)| +---------------------------------+------------+------+-------------+

These figures show that South African railways make high earnings as compared even with a great railway like the Canadian Pacific, a railway serving one of the most important trade routes in the world, and traversing a rich agricultural country, with a population of 5,000,000, as compared with South Africa's 700,000 whites and 2,000,000 blacks. The Queensland railways, with more than half the mileage, earn less than one-eighth the total earned by South African railways, while the enormous traffic of the famous London North-Western, with its large capitalised value, only brings in a matter of £3,000,000 a year more than the railways of South Africa, with their moderate capitalisation of £50,000,000.

This comparison should bring home to investors the excellent opening which South Africa affords for safe and profitable participation in the reasonable railway expansion the country still requires, especially is this the case with the two new colonies. Another fifteen hundred miles could well be added. These new railways would have earning capacity little inferior to the existing lines, and the present margin of profits is so wide that a substantial reduction in rates would not materially affect the prospects, because such a reduction would inevitably result in a great increase in the volume of traffic.

The comparison also leads to the conclusion that the present rates are excessive. They have been maintained at their high level through the system of the Colonial Governments looking to the railways for a large proportion of the revenue. The great pivot of South African industry is the Rand, with its goldfields, and both Natal and Cape Colony have for years past taken toll on the Rand traffic, and thereby swelled their own revenues.

The old Free State and Transvaal Governments in a like manner determined to fleece the industrial workers, and so save their own burghers from bearing their due share of the cost of Government. While they were the greatest sinners themselves, they could not with reason ask the southern Governments to take the first step towards moderation. As a consequence, the Rand, dependent for the most part of its food and for the whole of its industrial equipment on over-sea supplies, became one of the most expensive places to live and work in that the wide world knows. Under the new _regime_ there is as yet no improvement; the Imperial Government is looking for revenue. To the despair of British loyalists the old high rates are maintained, with the effect of delaying and perhaps prohibiting the enormous industrial progress which the wealth of the country would under other conditions make possible. All classes feel the burden, and at the forthcoming Congress of the Associated Chamber of Commerce, which will meet at Kimberley, resolutions bearing on the question are to be submitted. The first affirms: "That the railways, being the highways of the country, should be worked solely with a view to furnishing the transit and traffic requirements of the country, and entirely dissociated from the revenual, political, or protective considerations;" and "That the policy of raising revenue through excessive railway rates is an objectionable method of taxation. It is unfair in its incidence, and bears with especial hardship on the inland wage-earner."

These resolutions reflect the feelings of the whole inland community of South Africa.