848 REPORT-—1896., 
medanism and Paganism, where the slave trade always puts great impediments in 
the path of progress, but where the same circumstances make it so eminently desir- 
able to introduce a higher condition of civilisation. 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 bene- 
factor that Africa has ever had; but of such a discovery there are but few signs 
at present. 
lt is perhaps too soon to speculate as to the best means of opening a trade 
route to Wadai 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 
communications eastward from the navigable parts of the Binue. The French, 
on the other hand, may push northwards from the Ubangi; whilst, in a later 
stare of commercial evolution, the best route of all may be found through 
German terrritory, by pushing a railway from the shore in a direct line towards 
Bagirmi and Wadai. To compare the relative merits of these trunk lines is 
perhaps looking too far into the future, and traversing too much unknown 
country, to make the discussion at all profitable. 
Proceeding northwards, or rather westwards, along the coast we find ourselves 
skirting the belt of dense forest already described as being the great cbstacle to 
advance in this part of Africa. It is to be hoped that this barrier will be pierced 
in several places before long. Naturally we turn our attention to the different 
spheres of British influence, and here we are glad to learn that there are several 
railways being constructed or being considered, with a view to opening up the 
interior, 
At Lagos a careful survey of a railway running in the direction of Rabba has 
been made, and the first section is to be commenced at once. To connect the 
Niger with the coast in this way would require 240 miles of railway, but the 
immediate objectives are the towns of Abeokuta and Ibadan, which are said to 
contain more than a third of a million inhabitants between them. No doubt the 
populous coast region makes such a line most desirable; but whether it would 
be wise to push on at all quickly to the Niger, and thus to come into competition 
with the steamboat traffic on that river, is a very different question. 
Surveys have also been made for a railway to connect either Kormantain or 
Apan on the Gold Coast with Insuaim, a town situated on a branch of the Prab. 
It is believed that the local traffic will be sufficiently remunerative to justify the 
construction of this line. But, looking to the further prolongation of this rail- 
way into the interior, it appears possible that those who selected this route were 
too much influenced by the desire to reach Kumasi, which is a political rather 
than a commercial centre. According to the views I have been advocating to-day, 
the main object of a railway in this quarter should be the crossing of the forest 
belt, and if, as there is some reason to believe, that belt is exceptionally wide and 
dense in this locality, the choice of Kumasi as a main point on the route will 
have been an unfortunate selection. A little further south, nearer the banks of 
the Volta, it ie probable that more open land would be met with, and moreover 
that river itself, which is navigable for steam launches from Ada to Akusi, would 
be of use as a preliminary means of transport. Itis to be hoped that the merits 
of a line from Accra through Odumase will be considered before it is too late. 
I am now approaching the end of my brief survey of tropical Africa, for the best 
method of opening communication between the Upper Niger and the coast is the 
last subject I shall touch on. With this object in view, the French have con- 
structed a railway from Kayes, the head of steam navigation during high water, 
on the Senegal to Bafulabé, with the intention of ultimately continuing the line 
to Bamaku on the Niger Unexpected difficulties have been met with in the 
construction of this railway, and, as the Senegal River between Kayes and St. 
Louis is only navigable for about a quarter of the year, it would hardly appear as 
if the selection of this route had been based on sound geographical information. 
No doubt the French will find some other practicable way of connecting the Upper 
