Travelling in South Africa is occasionally interrupted by sudden storms of rain which convert dry beds of streams into roaring torrents, and perennial rivers into devastating floods.
At the Great Fish River I came on a specimen of the mighty power of water in the ruins of a splendid bridge. The great floods of the previous year had carried one-half of it away. The other half—denuded of its flooring and all its woodwork, and standing out against the sky a mere skeleton of iron girders—still connected the left bank of the river with the massive tower of masonry in the middle. From this tower to the other bank was a gulf impassable to horse or cart. The great river itself flows in a deep channel. It was still somewhat flooded. From its high banks we saw it roaring more than forty feet beneath the level of the bridge. It was clear to the most ignorant eye that fording the stream was impossible. I looked inquiringly at the driver.
“You’ll have to go over on the rope,” he said, with a sardonic smile.
“The rope?” said I, with an earnest gaze at the impassable gulf.
“Yes, the rope. There’s a man crossing now.”
I looked again, and observed something like a cobweb on the sky between the central pier and the opposite bank. There was a black spot that resembled a spider moving slowly along the cobweb. It was a fellow-man!
“And the mails and the luggage?” I asked.
“Go over same way.”
“The cart and horses?”
“Don’t go over at all. Get fresh ones on other side. There was once a box on the river for hauling them over, but it’s been damaged.”
The process of crossing was begun at once.
The driver and some workmen shouldered the bags and baggage, while the passengers—of whom there were three—followed to the central pier.
To men with heads liable to giddiness the passage from the bank to the pier would have been trying, for, the floor having been carried away, we had to walk on the open girders, looking down past our feet to the torrent as to a miniature Niagara. The distance of forty feet seemed changed to four hundred from that position. Fortunately none of us were afflicted with giddy heads.
The flat space on the tower-top gained, we found two workmen engaged in tying our baggage to a little platform about four feet square, which was suspended by ropes to a couple of little wheels. These wheels travelled on a thick cable,—the spider web before referred to. The contrivance was hauled to and fro by a smaller line after the manner of our rocket apparatus for rescuing life at sea, and, when we passengers afterwards sat down on it with nothing but the tight grip of our hands on an iron bar to save us from falling into the flood below, we flattered ourselves that we had attained to something resembling the experience of those who have been saved from shipwreck.
Many people hold the erroneous doctrine that travellers and traffic create railways, whereas all experience goes to prove that railways create travellers and traffic. Of course at their first beginnings railways were formed by the few hundreds of travellers who were chiefly traffickers, but no sooner were they called into being than they became creative,—they turned thousands of stay-at-homes into travellers; they rushed between the great centres of industry, sweeping up the people in their train, and, with a grand contempt of littleness in every form, caught up the slow-going cars and coaches of former days in their huge embrace, and whirled them along in company with any number you chose of tons and bales of merchandise; they groaned up the acclivities of Highland hills, and snorted into sequestered glens, alluring, nay, compelling, the lonely dwellers to come out, and causing hosts of men, with rod and gun and hammer and botanical box, to go in; they scouted the old highroads, and went, like mighty men of valour, straight to the accomplishment of their ends, leaping over and diving under each other, across everything, through anything, and sticking at nothing, until over lands where, fifty years ago, only carts and coaches used to creep and poor pedestrians were wont to plod, cataracts of travellers now flow almost without intermission night and day—the prince rolling in his royal bedroom from palace to palace; the huntsman flying to the field, with his groom and horse in a box behind him; the artisan travelling in comfort to his daily toil, with his tools and a mysterious tin of victuals at his feet; thousands on thousands of busy beings hurrying through the land where one or two crawled before; shoals of foreigners coming in to get rid of prejudices and add “wrinkles to their horns,” while everything is cheapened, and, best of all, knowledge is increased by this healthy—though, it may be, rather rapid—moving about of men and women.
Thus railways have created travellers and traffic. But they have done much more; they have turned road-side inns into “grand hotels”; they have clambered up on the world’s heights, and built palatial abodes on the home of the mountain-hare and the eagle, where weak and worn invalids may mount without exertion, and drink in health and happiness with the freshest air of heaven.
The principle cannot be disputed that the creation of railways between great centres of industry has a direct tendency to stimulate that industry and to create other subsidiary industries with their travellers on business and travellers for pleasure. If railways ran over the Karroo, adventurous capitalists would come from all ends of the earth to see it; they would buy land when they found a convenient mode of running their produce to the markets of the large towns and the ports on the coast; they would start ostrich farms and breed horses, and grow wool, and build mighty dams, and sink artesian wells, as the French have done with some success I believe in Algiers. If railways were run up to the diamond-fields, adventurous diggers would crowd in hundreds to the great pit of Kimberley; some would succeed; those who failed would gravitate into the positions for which they were fitted by nature in a land where the want of labourers is a confessedly perplexing evil. The population would not only be increased by much new blood from without, but by that which results from prosperity and wealth within; off shoot, and as yet unimagined, enterprises would probably become numerous; additional lines would be pushed on into the gold regions; all sorts of precious gems and minerals, including “black diamonds,” are known to be abundant in the Transvaal, and,—but why go on? Those who agree with me understand these matters so well as to require no urging. As for those who don’t agree:
“The man convinced against his will
Is of the same opinion still.”
What I have written is for the benefit of those who know little or nothing about South Africa. I will only add to it my own conviction, (see note 1), that the day is not far distant when a Cape man will breakfast one morning in Capetown, and dine next day at Port Elizabeth, (510 miles), run on to Grahamstown, (84 miles), to sup with a friend there take the early train to Graaff-Reinet, (160 miles), so as to have time for luncheon and a chat with a friend or relation before the starting of the night train for Kimberley, (280 miles), where he has to assist at the marriage of a sister with a diamond-digger who intends to spend his honeymoon at the Cliff Hotel amid the romantic scenery of the Catberg, and finish off with a week or two at Snowy Retreat, a magnificent hotel, (yet to be), on the tiptop of the Compassberg mountain.
This brings me back to the point at which I diverged—the Great Fish River, which takes its rise in the Sneewberg range.
What tremendous floods are implied in the carrying away of this bridge! What superabundance of water in that so-called land of drought! What opportunities for engineering skill to catch and conserve the water, and turn the “barren land” into fruitful fields! Don’t you see this, Periwinkle? If not, I will say no more, for, according to the proverb, “a nod is as good as a wink to the blind horse.”
Having crossed the bridge in safety we continued our journey in the new vehicle with fresh horses, and reached Grahamstown at four in the afternoon.
Between sixty and seventy years is not a great age for a city. Indeed, as cities go, Grahamstown may be called quite infantile. Nevertheless this youthful city has seen much rough work in its brief career.
Grahamstown was born in smoke, and cradled in war’s alarms. It began life in 1812, at which time the thieving and incorrigible Kafirs were driven across the Great Fish River—then the colonial boundary—by a strong force of British and Burgher troops under Colonel Graham. During these disturbed times it was established as headquarters of the troops which guarded the frontier.
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