340 



Omarura, tapping a rich stock-raising region, and Nageib, 

 the terminus of a short branch to the east of Otavi, is less 

 than 50 km. from Grootfontein, which is described as a 

 district of great promise agriculturally. The further exten- 

 sion of the main line north-westwards from Otjikoto into 

 Ovamboland is suggested on Dr. Georg Hartmann's map (1904), 

 and when it is effected this will be the most important 

 economic railway route in the country. As on the Swakopmund- 

 Windhuk route,* the line is single and of a 24 in. gauge. The 

 metals are much heavier and the permanent way more solidly 

 built than that of the Government line. For the first 35 km. 

 from the coast, i.e., as far as Rossing, these two tracks run side by 

 side ; but while the Government line crosses the Khan River 

 almost doe east of Swakopmund, the Otavi track runs up its west 

 bank for a distance of 100 km., crossing its bed at Usakos. From 

 the station Onguati, 28 km. north-east of Usakos, a branch to Karibib 

 effects a junction with the Government railway. This is of con- 

 siderable advantage to passengers from Swakopmund to Windhuk, 

 for by following the Otavi route as far as Karibib the journey 

 from the coast to the capital is accomplished in two days — one day 

 less than by travelling entirely in the Government train. 



From the port Angra Pequena (Liideritzbucht), 450 km. south 

 of Swakopmund, the Government has just completed a line of the 

 same gauge as the Cape railways (3 ft. 6 in.) across the desert belt 

 to Kubub, a distance of about 90 km. Its extension eastwards to 

 Keetmanshoep, 300 km. from the coast, is in progress. 



The system of telegraph and telephone communications is 

 very extensive. Telegraphic communication exists between 

 (a) Windhuk and Swakopmund, (&) Windhuk and Keetmanshoep, 



(c) Keetmanshoep and Rahmann's Drift on the Orange river, 



(d) Keetmanshoep and Liideritzbucht, In addition, telephonic 

 communication is already established between (a) Windhuk and 

 Swakopmund, (6) Windhuk and Keetmanshoep, (c) Warmbad and 

 Rahmann's Drift. An extension of the Cape telegraph line from 

 Steinkopf to Rahmann's Drift— a distance of about 50 miles- 

 would thus link up the two capitals, Windhuk and Cape Town, 

 and would be for the mutual advantage of the two Colonies. 



In districts not penetrated by railways the ox- wagon is the 

 standard means of transport, as it was in the days of Galton and 

 other pioneer travellers in these region*. Its slow rate of travel- 

 where the surface is good not more than three miles an hour— and 

 the frequent "outspans" render this form of conveyance very 

 suitable to the requirements of one who would study the country. 



In the British territory of Walfkh Bay there is a single 

 railway line, of the same gauge as the German Government 

 line, between the settlement on the coast and Roodebank 

 (Kooibank or Scheppmansdorf) on the frontier. This was put 

 down about eight years ago when Walfish Bay was still the 

 port tor the trade of the Hinterland. It carried goods across the 

 belt ot sand-dunes, and the wagons from up-country were able to 

 end their journey where the surface was still hard and travelling 



ea8 /'«. w SI 6 has now gone t0 Swakopmund and Liideritzbucht, 

 ana the Walhsh Bay line has ceased to possess an economic value 

 and is sanded up and impassable in many places. 



