Nyasa and the southern territories." The length of this Pemba-Nyasa Railway is estimated at 450 miles; from Port Amelia to the Lugenda or Tola at Metarica, 425 km.; from Metarica to the confluence of the Luambala, 150 km.; thence to the lake at Milonduala, a little to the north of Fort Maguire, about 175 km. "I need say nothing," wrote Sir Harry Johnston in the Mining World, March 15, 1897, "about the advantages of Pemba Bay as a harbour, because they are sufficiently known to you. The idea of a railway starting from Pemba to Lake Nyasa, and paying its way bit by bit by opening up the districts rich in coal and india-rubber, seems to me a practicable and prudent scheme. Undoubtedly the port annexed to Lake Nyasa should be Port Maguire, on the site of Makanjira's old town. The line should eventually be connected with the railway which we are hoping to construct bit by bit from the river Shire to Lake Nyasa, and it is by no means impossible that Pemba might be the future seaport of British Central Africa, at any rate of the northern portion of the Protectorate."

Will these railway schemes conflict? There can be no doubt that railways from Quilimane to the Shire Highlands at the Zoa Falls and from Port Amelia to Lake Nyasa are both quite feasible. They will help greatly to the development of East and Central Africa, and will be a great boon to passengers, but will they conflict with the desiderated railway from Chiromo to Lake Nyasa as a paying concern? In the consideration of this question it is necessary to note that it is only the part from Chiromo to the Zoa Falls which will depend on the freights. of the Zambezi and Shire canotage. As freights by waterways are all the world over much cheaper than by railways, it is highly probable that the canotage from Chinde or from Quilimane to Chiromo will hold its own against its rivals.1

In the south there is also some probability of rival schemes, and of competition between waterways and railways. It has been seen in the enumeration of the ports on the Zambezi that Sena and Tete in Zambezia are served by the canotage from Chinde. Besides the local trade at Tete and its coal-fields, a trade-route has been opened up through Makanga and Mpezeni to Fort Jameson and North-Eastern Rhodesia. It has been proposed to build a railway from Beira to the Zambezi. Starting from Beira the line is divided, according to one scheme, into three branches, one to Ugundani or Ungundani, opposite the confluence of the Shire and the Zambezi; the second to Sena, and the third to Tete. The country between Beira, Fontesvilla, and Ungundani is annually inundated for three to four months; the line will thus pass through the swampy tracts

1 It has been estimated by a writer in the Mouvement Géographique (June 10, 1900) that the shipping companies of the Zambezi could reduce their rates of freight by one-half, if necessary, to compete with railways. The Stairs and her two barges cost at Mpimbi £5000; she earned in 1899 £3000 by freights, and £660 by fares. Between Mpimbi and Fort Johnston it takes fourteen hours up stream and nine hours down, with ten tons in the steamer and twenty tons in each barge. The freight upwards is £2 per ton and the fare £3 ; for the down voyage £2, 5s. and £1, 10s. (M. G. Levèque in the Mouvement Géographique, July 20, 1900).

of the Urema and Sungwe. If one line, without branches, is made from Beira to Ungundani, Sena, and Tete, 230, 286, and 472 miles respectively, no such railway could compete with the waterway. Beira has the advantage of being, like Quilimane, an oceanic port of call; the difference in freight from Europe between Beira and Chinde is about 7s. 6d. or 5s. per ton. The freight from Chinde to Tete is £7 per ton. From Beira to Tete by water the freight is, say, £7, 5s. per ton. With a distance from Beira to Tete by rail of 472 miles, the freight would thus have to be not more than 3 d. per ton per mile, to Sena 34d., and to Ungundani 2 d., in order to compete with the cabotage and canotage from Beira by way of Chinde.

For the western parts of British Central Africa, that is, for NorthWestern Rhodesia and Marotseland, there will hardly be competition between the Zambezi and the railway from Bulawayo to Tanganyika. This was formerly designed to cross the Zambezi to the west of Zumbo, but the discovery of the coal-field at Wanki or Wankie has led to a modification of the original scheme. "Perhaps the most important event in the recent history of Rhodesia," wrote the Secretary of the British South Africa company in a Memorandum on the present position of railway construction in Rhodesia, dated 29th December 1900, "has been the discovery of coal at Wankie. A company has been formed for the development of the coal-fields, the working capital of which has been subscribed by the British South Africa Company and the Mashonaland Agency, Limited. The coal has proved to be of excellent quality, and only slightly inferior to the best Welsh coal. The importance of a good supply of coal for the gold-mines in Rhodesia cannot be overestimated. The Rhodesia railways have undertaken to construct a line from Bulawayo to the coal-fields. The line will be commenced at an early date." This line is to form a section of the railway to Lake Tanganyika, which will cross the Zambezi at the Victoria Falls, proceed north to the Kafue, passing Sitanda and then midway between the Loangwa and Lake Bangweolo to Abercorn.

Between British Central Africa and the west coast there are several possible lines of communication, but precise details regarding proposed schemes and connections are not accessible. In German South-West Africa the railway from Swakopmund to Windhoek (about 250 miles) has now been constructed as far as Karibib, about 120 miles from the coast. A railway is also to be constructed to the district of Otavi, in the north of German South-West Africa, from Great Fish Bay, in the Portuguese territory of Angola. It is understood that a connection has been arranged between the Rhodesian system and either or both of these ports.

Now that the western and northern parts of Marotseland have been visited and described, it seems that a feasible highway of trade might well be developed between the upper basin of the Zambezi and the coast of Angola. The railway from Loanda is now open to Lucalla, nine km. beyond Ambaca. Lucalla is 363 km. from Loanda, and it is proposed to prolong the railway another 200 km. to Malange. As this line is officially termed the Royal Trans-African Railway, it is in accordance with the scheme as originally conceived to penetrate the con

tinent from Loanda, but it is now proposed to build a line from Benguella or Lobito to Bihe, and then prolong it to the frontier, where an important caravan highway leads from Angola along the Zambezi and Congo divide. Lobito Bay is described in the Africa Pilot as an excellent and secure harbour, the best on that part of the coast. According to the Revista Portugueza of March 20, 1901, cited in the U.S.A. Consular Reports for June, the engineers have commenced the technical survey of this route from Benguella and Lobito, and the work of construction will be undertaken immediately. Lobito Bay on the west coast, like Pemba Bay on the east coast, may thus become a port of British Central Africa.

In this enumeration and discussion of the several railway schemes in relation to British Central Africa, it has been my chief aim to avoid anything like advocacy on behalf of any of them, but to give an array of facts in Commercial Geography that may help to elucidate the problem of the inland carrying trade of Africa, which is now being energetically attacked from all sides of the continent, and regarding which topographic detail, as well as economic knowledge, are necessary to a right solution and a wise decision.

PROCEEDINGS OF THE ROYAL SCOTTISH GEOGRAPHICAL SOCIETY.

MEETING HELD IN JUNE.

A Special Meeting of the Society was held in the Queen Street Hall on Monday, 3rd June, when Sir Godfrey Lagden, K.C.M.G., Commissioner for Native Affairs in the Transvaal, late Resident Commissioner in Basutoland, read the paper which is published in this month's Magazine. Colonel Wardlaw Ramsay presided, and a vote of thanks to the lecturer was proposed by the Master of Elibank, M.P.

CELEBRATION OF THE 450TH ANNIVERSARY OF THE UNIVERSITY

OF GLASGOW.

THE University of Glasgow celebrated its ninth Jubilee on the 12th, 13th, 14th, and 15th June 1901, and having invited the Council of the Royal Scottish Geographical Society to send delegates, Dr. James Burgess, LL.D., C.I.E., Honorary Librarian, and Mr. Ralph Richardson, W.S., F.R.S.E., Honorary Secretary, were appointed to represent the Society, and they accordingly attended the University celebrations. On this eventful occasion the programme arranged by the University authorities was a long and brilliant one. It began on Wednesday, 12th June, with a Commemoration service in Glasgow Cathedral: followed in the afternoon by a reception in the Bute Hall of guests and delegates by the Vice-Chancellor (Rev. Principal Story, D.D.), acting for the Chancellor (the Earl of Stair, K.T.), who was unavoidably absent. The delegates

(sent by Universities and learned Societies from every quarter of the globe) presented addresses of congratulation at this reception. In the evening there was an "At Home" at Queen Margaret College, and at 9 P.M. a Students' Gaudeamus in the University Union. On Thursday, 13th June, two Orations were delivered in the Bute Hall, one by Lord Kelvin on "James Watt," and another by Professor Smart on "Adam Smith," and thereafter the Vice-Chancellor conferred numerous degrees in Laws and Divinity. Among those upon whom the degree of Doctor of Laws was conferred were the Right Honourable Lords Balfour of Burleigh, K.T., and Reay, G.C.I.E., G.C.S.I., two of the Society's VicePresidents; Mr. Paul Rottenburg, a member of the Society's Council; Mr. Robert Gourlay, one of the Society's Honorary Treasurers; and Professors T. R. Fraser, M.D., and Bayley Balfour, D.Sc., members of the Society. At 3 P.M. the new Botanical Buildings of the University were opened, and a garden party was held at Queen Margaret College. In the evening there was a very largely attended conversazione in the Bute Hall, Library, and Museum of the University. On Friday, 14th June, Professor Bower read an Address by Professor Young on "William Hunter," and in the afternoon an "At Home" was held in the Art Galleries of the International Exhibition. The splendid weather and beautiful surroundings made this function one of the most enjoyable of the celebration. A Banquet by the Corporation of Glasgow in the Municipal Buildings, and a Students' Ball in the Bute Hall brought the Jubilee to a close, although next day, Saturday, 15th June, an Excursion on the Firth of Clyde was taken part in by many delegates. It is needless to add that the whole Commemoration was carried through with that spirit, hospitality, and thoroughness which distinguishes the citizens of the great Western Metropolis.

GEOGRAPHICAL NOTES.

EUROPE.

The Reclamation of the Zuider Zee.-The Government has brought forward a bill embodying a less ambitious project than those which have been discussed formerly. It is no longer proposed to convert the whole gulf into dry land, and thus secure a twelfth province, which, it is estimated, would cost no less than twenty-one millions sterling. Instead of being dried up, the gulf is to become a fresh-water lake. A dyke is to be built from the north-east coast of the province of North Holland, to a point named Piaam, between the towns of Makkum and Workum, thus taking advantage of the Wieringen island. Two portions of this lake will, however, be isolated by secondary dykes, and will be reclaimed for agriculture the first, in the north-west, will be surrounded by the dyke which is to be built across the Amsteldiep, the island of Wieringen, and thence to Medemblik in North Holland; the second, in the south-west, is to be bounded by the coast of North Holland and a circular dyke which is projected between Blokkershoek, the island of Marken, and the southern bank of the Monnikendamer Gat. This scheme has many advantages, among which the following may be mentioned the extent of coast-line to be protected against the sea will thus be

:

reduced from 200 miles to 25 miles, for the enclosing dyke, including the island of Wieringen, will be only 25 miles long; the gulf, which receives a great discharge of fresh water, especially from the Yssel, will soon become a fresh-water lake, and will thus supply the province of Friesland with drinkable water-no small boon, as that province has imported fresh water even from England; the absence of tidal movement within this lake will greatly diminish the expenses of the canals and drainage of the surrounding country; the railway which is to be built along the dyke will bring North Holland and Friesland much nearer together, shortening the distance, for instance, between Amsterdam and Leeuwarden by 32 miles; and it is calculated that no less than 114,550 acres of exceedingly fertile land will be set free for cultivation. The cost of the enterprise, including the construction of the dykes, the works necessary for national defence, the indemnity to the fishermen whose occupation will have been destroyed, and the preparation of the new land for agriculture, is estimated at about £7,900,000; and the work is expected to occupy eighteen years.-Questions Diplomatiques et Coloniales, June 15, 1901.

The Institute of Colonial Medicine at Paris.-Two years ago, schools of tropical medicine were founded at Liverpool and in London, and Germany, Belgium, Italy, and the United States have established similar institutions. An institute for instruction and research in tropical hygiene and pathology has recently been promoted in Paris. Only graduates in medicine will be admitted: the school is intended especially for French and foreign practitioners who propose to work in the colonies, or are members of the services. For this purpose, £9000 have already been publicly subscribed, in answer to an appeal signed by MM. Berthelot, secretary of the Académie des Sciences, P. Brouardel, dean of the faculty of medicine at Paris, O. Greard, vice-rector of the University of Paris, Edmond Perrier, director of the Museum of Natural History, and E. Roux, of the Pasteur Institute. The great colonial responsibilities of France, and that illustrious tradition of research with which the names of Pasteur, Calmette, Yersin, Laveran, Roux, and many others are associated, should give her a leading place in the new study.

ASIA.

The Indian Famine Union.-A provisional committee was formed on the 7th June for the purpose of organising an Indian Famine Union. The object of this association is the study of the causes of Indian famines, and the promotion of all possible means of prevention. The committee, of which Mr. Leonard H. Courtney is chairman, and Sir W. Wedderburn and Messrs. S. S. Thorburn and M. M. Bhownaggree are joint honorary secretaries, have issued a statement indicating their purpose. "We recognise," they say, "the energy and skill with which the Government of India has, during famine times, performed its stupendous task of feeding millions of starving sufferers scattered over a vast area; and we believe that the various Famine Commissions, by careful scrutiny of past results, are gradually bringing our system of famine relief to the highest point of efficiency. We do not, therefore, consider it necessary to include methods of famine relief within the scope of our inquiry. But there remains the question of famine prevention. Here all possible help is needed to collect facts and mature practical suggestions. And we believe that this help will be welcomed by the overworked officials in India, whose time is fully occupied by the current duties of administration. There are in this country many persons, retired officers, civil