THE DEVELOPMENT OF TROPICAL AFRICA ROM the dawn of history
until less than a century • ago. tropical Africa exported nothing but gold, ivory, and slaves. Although the country was potentially 'rich in produce of all kinds, only gold, ivory, and slaves could reach the coast. • • ' The slaves walked to the ports and carried the gold and ivory. All produce of less intrinsic value was too heavy to pay for the cost of carrying it on men's heads. Pack animals and draught animals could not be used, for to reach the coast they must pass through numerous fly-belts, where they died to the last animal from the bite of the deadly tsetse fly.
TO-day, over the greater part of tropical Africa, the same conditions prevail, modified only by the absence of slaves. The sole means of transport is still the native porter, but now he must be well fed and well paid on both the outward and homeward journey, whereas the slave need only be fed, and that indifferently, and for him there was no homeward journey. To this extent the conditions for developing exports are worse to-day than a century ago.
Anyone who has seen a string of native porters panting and sweating under their head-loads along an African bush path must be appalled at the ghastly inefficiency of the systeth, and the human suffering it entails. Apart from any question of humanity, the system stands condemned on economic grounds. The native cannot cultivate hg land and at the same time carry the produce down to the Coast ; he cannot be in two places at once. But, assuming that the native population is large enough to provide both cultivators and porters—and this assump- tion is faise-the cost of potters is prohibitive. A good porter will Carry on his head a load of 56 pounds for a distance of 15 miles a day. If he is paid at the very moderate rate of one shilling a day when loaded, and sixpence a day for 'the return journey unloaded, the cost of carriage ,amounts to Tofu shillings per ton per mile. The cost of railway freight in Africa does not exceed three- pence per ton per mile. The native porter is, therefore: `sixteen times more expensive- than the railway.
The cost-Of motor transport in Africa amounts to about twenty:one Pence per ton per mile, but'this does not allow anything "for the depreciation of vehicles, or the first cost and Maintenance of the -motor roads. If all charges are included,' the cost of motor transport is increased to about four shillings per ton mile ; that is to about the same as the cost of transport by native porters. Motor transport, however, does not strip the fields of cultivators and is, therefore, far more economical in the 'end than human transport.
The use of draught animals in tropical Africa is restricted to areas that are free froth -the tsetse-fly. Ox-wagons can use earth -roads in dry weather, and are in this respect economical, but they are 'slower than any other form of traniport. Their slowness and the fact that they can be used only in dry and fly-free diStricts limits their emPloyment so much that they cannot solve the 'Main transport Pioblem. ' • NO increase of exports or imports can take place until more railways are provided. If tropical Africa were converted to-morrow into One vast cotton field, 'there would be no increase of raw .cotton 'at Manchester until railways had been built*to Move the crbp. Unfortunately railways Cost much money, and the people who lend money require some guarantee as to their capital' and interest. They say to the native, " First produce enough to make a railway pay, and then we will build a railway." To this the native replies, " First build the railway, and then we will grow enough produce to make it pay, but we will not grow crops that must rot on the ground till a railway is built." And so an impasse is reached.
It is clear that the initiative devolves upon the Govern- ment. In justice to the natives, we must either develop our African lands or make room for some more' enter.: prising nation. Railways are the first step in any and every development scheme, and to haggle over the expense would be mean and foolish. In an undeveloped country it really matters very little whether a railway pays or not for the money receipts from the railway are in any case negligible compared with the benefits it bestows on both Africa and Great Britain. Such railways should be classed with education, sanitation, and police ; all expensive, but essential to the promotion of civilization and Commerce ; none paying its way, except indirectly.
Fortunately the present Government has realized the situation and is providing money for African railways. But what of the next Government ? There is no certainty that it will continue the construction of African railways, unless the question is first removed from the arena of party politics, and this can only be done if the voter realizes its importance. He will not do so unless his atten- tion is constantly directed to it.
The first essential to a continuous railway policy is a well-considered, and well-advertised construction pro: gramme. Such a programme could not easily be shelved' or ignored by any Government.
The provision of funds for railway construction is the most difficult part of the problem. No colonial Govern= ment has the necessary financial resources or credit, so the money can be found only with the help of the British Treasury. Obviously the Treasury can advance money only under a definite agreement, of which the first condi- tion must be that the interest and redemption of the loan shall be a first charge on the revenue of the Colony, after all essential administrative expenses have been paid 'in each -year. In addition, all railway materials and equip- ment must be purchased in Great Britain. The cost of working and maintaining the railways should be borne by the Colony. The cost of railway construction in Africa may be taken at about £8,000 per mile.
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