Cape to Cairo Concepts

The scramble for Africa, 1876-1912

by Thomas Pakenham · 19 Nov 1991 · 1,194pp · 371,889 words

we have of Salisbury’s positive ideas for Africa. There were two globe-rocking proposals that neatly coincided. The first would soon be famous as ‘Cape-to-Cairo’: a plan to bridge the 3,000-mile gap between British South Africa and British-controlled Egypt. This would mean taking the Sudan, Equatoria (‘Emin

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Conservatives dependent on the favours of the Liberal Unionists, and the Irish Party hell-bent on obstruction. On the other hand, the much more radical ‘Cape-to-Cairo’ idea was not as vulnerable in Parliament, simply because it did not involve an exchange of territory. The plan had far more to commend it

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‘sphere’ in East Africa, including Uganda and Equatoria, to Lake Nyasa and the south, linked by a corridor behind German East Africa. In short, the Cape-to-Cairo idea was not simply a pipedream of young Harry Johnston. By 1888 it was seriously entertained by Salisbury as a way of meeting Britain’s

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in June 1889 that Uganda and Equatoria lay beyond the German sphere. In the past year fortune had certainly seemed to favour the new axis, ‘Cape-to-Cairo’. In April 1889 Cecil Rhodes and other South African diamond magnates had formally applied for a royal charter covering ‘Zambezia’ to be conferred on the

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. He met Johnston over oysters and soup at a friend’s house in May 1889, shortly before Johnston was due to set sail. They talked Cape-to-Cairo the whole evening, and continued for the rest of the night in Rhodes’s suite at the Westminster Palace Hotel. In the morning Rhodes wrote

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financial inducement to sing Rhodes’s praises. They were bewitched by the vision of a far-flung empire, perhaps stretching all the way from the Cape to Cairo, which the great man expounded in his halting sentences and squeaky voice. The new royal charter set no limit on the northern expansion of the

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. The Foreign Office warmly approved. That summer of 1889, when Rhodes began to echo Harry Johnston’s talk of the ‘All-Red’17 route from Cape to Cairo – that is, the Chartered empire joining hands with Mackinnon’s empire in Uganda and the upper Nile – it seemed more than a pipedream. Salisbury, the

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eastern boundary of the Congo, all the way from Lake Tanganyika to Uganda. This corridor was the missing link in Cecil Rhodes’s ‘All-Red’ Cape-to-Cairo route. In return, the Congo State would be allowed to push on to the Nile, with a swoop down to Lake Albert, then a leap

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repeated this assurance. But Salisbury was dissembling. This was the critical moment of the poker game with Germany. He needed to calm Mackinnon and the Cape-to-Cairo enthusiasts, who might wreck the game if they started to shout about the missing corridor which Salisbury had decided was expendable. As it happened, the

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of German East Africa connecting Uganda with Lake Tanganyika? This was the missing link in the ‘All-Red’ route, Rhodes’s wild dream of a Cape-to-Cairo railway. Leopold wasted no time in snapping up the offer and cheerfully accepting its conditions. The truth was that his claims to the Nile were

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-Saxons’ at a stroke. It would be the end of their arrogant north-south axis, Cecil Rhodes’s dream of an ‘All-Red’ route from Cape-to-Cairo. Instead, it could join the Red Sea to the French Congo and beyond by using the railway through Ethiopia yet to be built, and would

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them old Etonians, others Boers from South Africa, swaggered around with guns and jamboks. Ewart Grogan, President of the Colonists Association and famous for his Cape-to-Cairo walk in 1899, was keen to show that Kenya was ‘white man’s country’. In March 1907, a few months before Churchill’s arrival, Grogan

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. Apart from little Togo, the colonies had all needed large hand-outs from Berlin. Of course the changes seemed to make sense on the map. Cape-to-Cairo, the ‘all-red’ route across Africa, was now a reality. But the great trans-African railway, the stuff of Rhodes’s

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Cape-to-Cairo dream, did not materialize. Africa was too poor for anything but a potholed motor track across its spine. Prestige apart, the chief benefit for Britain

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, 351; and West Transvaal borders, 216–17; doubtful British loyalty in, 341; Rhodes and, 377–9; and proposed federation, 558; in South African union, 665 Cape to Cairo plan, 338, 341, 354–5, 387, 402, 450, 492, 511, 672 Cardwell, Edward, Viscount, 87 Carnarvon, Henry Howard Molyneux Herbert, 4th Earl of (‘Twitters’): and

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, 288; and Salisbury’s enthusiasm for Africa, 336–8, 341; blames Mackinnon, 345; on Salisbury and Rhodes, 354; as Consul in Mozambique, 354–6; and Cape to Cairo plan, 387; recruits Sharpe for Katanga, 405; enterprise, 488; and Congo Reform Association, 642; The Gay-Dombeys, 337; The Story of My Life, 337 Jones

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Stanley, 317–19, 325–6, 333–4; character and ambitions, 342–4, 346, 488; fears German threat, 345, 354–6; corridor ceded to, 357; and Cape to Cairo plan, 387; Leopold negotiates with, 393–4, 402; Lugard serves, 413; proposed position of Company in Uganda, 427, 429, 432, 491 MacLeod, Iain, 677 Macmillan

Crossing the Heart of Africa: An Odyssey of Love and Adventure

by Julian Smith · 7 Dec 2010 · 311pp · 89,785 words

, nothing more. But I had to know more. I tracked down the few biographies of Grogan and his firsthand account of the journey, From the Cape to Cairo. The more I read, the more the adventure and romance of his story captivated me. The proud tradition of men doing crazy things for love

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inventor Guglielmo Marconi sent the first wireless message across the English Channel. One of the official goals of the journey, scouting a route for a Cape-to-Cairo telegraph line, was on the verge of becoming obsolete. Grogan seemed to be going back in time, but the outside world was surging forward. The

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.S.) Grogan’s sketch of camp near Mount Götzen Grogan’s sketches of a Manyema pipe, antelope skull, and elephant that appeared in From the Cape to Cairo Docent at the Stanley-Livingstone Museum, Ujiji, Tanzania ( J.S.) Children near Queen Elizabeth National Park, Uganda (J.S.) Semuliki National Park ranger, Uganda ( J

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New York Times article noting Grogan’s accomplishment, dated November 18, 1900 Grogan’s portrait taken after his return; frontispiece of his memoir, From the Cape to Cairo Grogan and Gertrude A wedding in the snow(Garret Vreeland) CHAPTER FOURTEEN Grogan grabbed his rifle and ran after the disappearing porters. He topped a

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honeymooned in Paris for ten days, then returned to London just in time for the publication of Grogan’s account of his trek, From the Cape to Cairo: The First Traverse of Africa from South to North. In four months of incredible effort, he had turned his notes into a 377-page volume

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of a transcontinental train and telegraph line was buried along with him. Schemes that grand needed an outsize personality to see them through, and the Cape-to-Cairo route had always been Rhodes’s personal vision. Marconi’s wireless would soon replace the telegraph, and Grogan had shown the geography was too rugged

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he figured he had been through worse. “In the course of a chequered career I have seen many unwholesome spots,” he wrote in From the Cape to Cairo, “but for a God-forsaken, dry-sucked, fly-blown wilderness, commend me to the Upper Nile; a desolation of desolations, an infernal region, a howling

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, in Cape Town, aged ninety-two. His grave faces Table Mountain, the starting point of his great African adventure so many years before. Grogan’s Cape-to-Cairo trek was the last great journey of the Golden Age of Exploration in Africa. Like the death of Queen Victoria on January 22, 1901, it

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became a household word, unlike those other famous explorers whose exploits he had equaled and, in many cases, surpassed. Because of politics and topography, the Cape-to-Cairo railway and telegraph, the official premise for his journey, was never really viable anyway. Grogan may as well have been the last man on the

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but full of firsthand detail. Leda Farrant’s The Legendary Grogan was also useful. Many of the historical sources, including Grogan’s own From the Cape to Cairo, are available in full online through Google Books and Project Gutenberg. Akenson, Don. An Irish History of Civilization. Montreal: McGill- Queens University Press, 2009. Baker

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Heart of Africa: A History of the Congo. New York: St. Martin’s, 2002. Farrant, Leda. The Legendary Grogan: The Only Man to Trek from Cape to Cairo: Kenya’s Controversial Pioneer. London: Hamish Hamilton, 1981. Fisher, A. B. “Western Uganda.” Geographical Journal 24, no. 3 (1904): 249–63. Foden, Giles. Mimi and

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Africa.” In Rhodesia and East Africa. Edited by Ferdinand S. Joelson. London: East Africa and Rhodesia, 1958. Grogan, Ewart, and Arthur Henry Sharp. From the Cape to Cairo. The First Traverse of Africa from South to North. London: Hurst & Blackett, 1900. Haggard, H. Rider. King Solomon’s Mines; She; Allan Quatermain. London: Octopus

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Trade in Eastern Africa.” International Journal of African Historical Studies 7, no. 1 (1974): 69–84. Paice, Edward. Lost Lion of Empire: The Life of Cape-to-Cairo Grogan. London: HarperCollins, 2001. Pakenham, Thomas. The Scramble for Africa, 1876–1912. New York: Random House, 1991. “People of Africa’s Past: Ewart Grogan.” Travel

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. Volhard, Ewald. Kannibalismus. New York: Johnson Reprint, 1968. Wainaina, Binyavanga. How to Write About Africa. Nairobi: Kwani Trust, 2008. Weinthal, Leo.The Story of the Cape to Cairo Railway & River Route from 1887 to 1922: The Iron Spine and Ribs of Africa. London: Pioneer, 1922. Wood, James, and Alex Guth. “East Africa’s

Blood, Iron, and Gold: How the Railways Transformed the World

by Christian Wolmar · 1 Mar 2010 · 424pp · 140,262 words

. 2. The Andean railways at their peak. 3. The transcontinental routes in the United States and Canada. 4. Main railway lines of Australia. 5. The Cape to Cairo railway, Africa. 6. Main railway lines of India. 7. The Trans-Siberian Railway. These maps are purely indicative and omit many lines and connections for

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be an amazing group of men who battled to overcome the obstacles. Of the major schemes covered in this book, virtually every one, except the Cape to Cairo railway lines, was completed. I have focused less on the UK than on the world as a whole because I have covered Britain’s railways

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deals with crossing other continents, notably Russia where the Trans-Siberian was arguably the most ambitious infrastructure project ever built, and the failed, but heroic, Cape to Cairo. In Chapters 8 and 9, I take a breather to look at what travelling on the railways was like and the social and economic changes

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through the centre linking Adelaide and Darwin – was not completed until 2004. The continent of Africa showing the colonial boundaries and the sections of the Cape to Cairo railway which were actually completed, plus various feeder railways. The main Indian railway network conceived by Lord Dalhousie and built in colonial times. The Trans

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came late to the other major part of the British Empire, Africa, where in the last decade of the century, the great transcontinental project, the Cape to Cairo railway, was begun and although it was never completed, large sections were built (see Chapter 7). The British tradition would prevail in its colonies apart

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, South America, Russia, Africa and even Australia all emerging in the second half of the nineteenth century. And all would be achieved, apart from the Cape to Cairo, a project whose colonial intent was simply too ambitious in the face of natural and political barriers. These massive projects, the most ambitious in the

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east–west route linking the two Portuguese colonies of Angola on the Atlantic Ocean and Mozambique on the Indian Ocean. The neatly alliterative but overambitious Cape to Cairo railway, stretching 6,000 miles, was an empire-building project promulgated largely by that great imperialist Cecil Rhodes who had established Britain’s dominance in

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the other and a railway was perceived as the means of establishing that dream and maintaining control over the continent. As the biographer of the Cape to Cairo railway argues, ‘the history of the railways is the history of the British in Africa. Everywhere that the Union Jack flew, railways appeared as the

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main protagonist, Rhodes, in 1902, and ultimately stymied by the arcane politics of Africa and the sheer scale of the scheme. Despite its failure, the Cape to Cairo idea left a legacy of a string of railways throughout the continent, many of which would never have been built without the grandiose scheme to

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by the discovery of gold in the Transvaal and the resulting construction of a line to the east which was not really part of the Cape to Cairo project and diverted resources from it. Proposals were drawn up for another railway, running east–west to provide the fast-growing Fort Salisbury (later Salisbury

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, the capital of Zimbabwe), where there had been a gold rush, with an outlet to the sea and a connection with the partly constructed main Cape to Cairo line. Rhodes had his eye on the nascent colony where the British flag had only been recently raised and where the white presence in 1890

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in terms of the toll on its workforce. During the first two years of construction which started in 1892, George Tabor, the historian of the Cape to Cairo, reckons that ‘60 per cent of the white men – about 400 [out of a total of about 650] – died of fever [and] the 500 Indian

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husbands took the back seat, often behind the bar’. 25 The Beira Railway, although going east–west, was very much seen as part of the Cape to Cairo project. When the first train from Beira reached Umtali in February 1898, the locomotive was not only decorated with flowers but it also sported the

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colloquial and ultimately misguided message: ‘Now we shan’t be long to Cairo’. In 1898, Rhodes brought the main line of the Cape to Cairo up through Bechuanaland to Bulawayo in southern Rhodesia 26 having persuaded Pauling to build the railway at great speed across the vast Kalahari Desert. While

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the added feature of a regatta upstream from the Falls. The bridge spanning the gorge is easily the most impressive and memorable structure of the Cape to Cairo project, offering one of the most striking railway images anywhere in the world, comparable with the Forth Bridge or those rickety trestles from the pioneering

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gone, it was George Pauling who was eager to push the railway northwards, though for interests that were rather baser than the notion of a Cape to Cairo railway. He was supported and funded by Robert Williams, who had obtained the concession to exploit minerals in a large area north of the Zambezi

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and the Zambezi rivers, but needed a railway to exploit the deposits his preliminary prospecting had uncovered and he took up the mantle of the Cape to Cairo project. Even before the bridge had been completed, therefore, his contractor, the tireless Pauling, was busy at work north of the Falls surveying the area

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of three years, Pauling, largely funding the project himself, began building again towards the frontier with the Congo Free State and crossed it, taking the Cape to Cairo for the first time off British soil. It stretched far into the Congo, the personal fiefdom of the appalling King Leopold II of Belgium, whose

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yet another part of the Congo river system which comprises 12,000 miles of navigable waterway, 450 miles from the border with Northern Rhodesia, the Cape to Cairo project finally came to an end. There were trains that ran twice per week, with exotic names such as Cape or Congo Express, from the

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after the Armistice, the political momentum stalled and ultimately dissipated. The project might not have fulfilled Rhode’s dream but the southern section of the Cape to Cairo provided Africa with a spinal railway off which various branches reached the sea, either directly or via navigable waterways. King Leopold, for example, eager to

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region a line was started that eventually joined Pauling’s at Bukama. Further south there was the Benguela Railway across Angola, which eventually met the Cape to Cairo at Tshilongo, 100 miles south of Bukama. The Benguela was another epic railway which was largely the work, yet again, of Pauling’s company. Built

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small copper deposit. Stopping for the war and the inevitable shortages of finance, the project was not completed until 1932 when the connection with the Cape to Cairo was eventually made. Apart from the modest line running entirely in South Africa, linking Cape Town and Durban, which was completed in October 1895, the

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seventeenth century onwards, the linking of mines with the nearest navigable waterway, except, of course, they were considerably longer. If the southern section of the Cape to Cairo never got as far as Rhodes, or indeed Williams, had hoped, nor did the northern. Starting in Egypt and running through Sudan, it was an

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gauge locomotives Girouard had borrowed from Rhodes were Cape gauge. With rapid progress at both ends, by 1900 there seemed a strong possibility that the Cape to Cairo railway would be completed. That year, Rhodes had cheekily sent a telegram to Kitchener, saying ‘if you don’t look sharp, I will reach Uganda

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by Kitchener and small sections in the Cape Colony and East Africa, the vast majority of the completed sections of the Cape to Cairo had been built by the private sector. The Cape to Cairo may never have been finished, but its partial construction left behind a notable legacy, helping to establish a permanent British presence

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from South Africa where many Boer farmers were eager to flee British control. The Germans briefly considered the idea of an extension to meet the Cape to Cairo and run a line through to the Congo Free State, but realized there was no economic justification since the rich minerals from Katanga would never

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going through South Africa or Rhodesia. Sections of the line are actually on the route the Cape to Cairo might have taken had the Kaiser not blocked its path, and as a result the dream of a Cape to Cairo railway is not entirely dead. As recently as 2004, the Sudanese government commissioned a study by

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the Second World War. In Africa, as mentioned in Chapter 7, the Benguela Railway in south-west Africa was fully opened in 1932 and the Cape to Cairo reached its apogee. In Belgium, which had the most intensive rail network in the world, there was still growth in the remarkable tramway system that

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, 1991). Africa Africa is not well served with railway books. George Tabor does his best to give coherence to the highly complex story of the Cape to Cairo (Genta, 2003). I happened to come across The Permanent Way: The Story of the Tanganyika Railways (East African Railways and Harbours, 1958), but not its

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Great Trains, Crown Publishers, New York, 1973, p. 149. 16 The colour of Britain’s colonies on maps of the day. 17 George Tabor, The Cape to Cairo Railway and River Routes, Genta Publications, 2003, p. 3. 18 Quoted in ibid., p. 11. 19 Ibid., p. 83. 20 These friendly looking herbivore hippos

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are, in fact, the biggest killer in Africa today as they are incredibly fierce if they feel threatened. 21 Quoted in George Tabor, The Cape to Cairo Railway and River Routes, p. 87. 22 Ibid., p. 85. 23 Ibid., p. 85. 24 Now Mutane. 25 George Tabor, The

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Cape to Cairo Railway and River Routes, p. 95. 26 Now Zimbabwe. 27 Technically, the second Boer War as there had been a brief one in 1880–81

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to 1902 and ultimately resulted in the creation of the Union of South Africa. 28 George Tabor, The Cape to Cairo Railway and River Routes, p. 150. 29 From his journal, quoted in George Tabor, The Cape to Cairo Railway and River Routes, p. 175. 30 Now in the Democratic Republic of Congo. 31 Now Ilebo

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which he wrote a book, The River War: An Historical Account of the Reconquest of the Sudan, Longmans, Green & Co., 1899. 36 George Tabor, The Cape to Cairo Railway and River Routes, p. 237. 37 M.F. Hill, Permanent Way Volume II: The Story of the Tanganyika Railway, East African Railways and Harbours

After Tamerlane: The Global History of Empire Since 1405

by John Darwin · 5 Feb 2008 · 650pp · 203,191 words

: the Bagdadbahn to connect Hamburg to Basra (and the Persian Gulf); a ‘Trans-Persian’ railway, linking Europe to India; and Cecil Rhodes’s dream, a Cape to Cairo railway running all the way over a British-ruled Africa. The railway, thought the great British geographer Halford Mackinder, would change world history. The ‘Columbian

Heaven's Command (Pax Britannica)

by Jan Morris · 22 Dec 2010 · 699pp · 192,704 words

swathed with green from coast to coast, some envisaging slabs of Prussian blue, and many conceiving one long strip of British red, veld to delta, Cape to Cairo. Sometimes the Powers seemed likely to clash, as their traders, missionaries or troops advanced into the continent, and often diplomatic exchanges between the chanceries of

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scramble for Africa as ‘a game of chess’. 1 Which Rhodes never set eyes on. 2 Rhodes was not the first to foresee a British Cape-to-Cairo corridor. Gladstone himself direly predicted it, five years before Tel-el-Kebir, as an inevitable consequence of intervention in Egypt—‘be it by larceny or

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In fact the British north-south corridor was not achieved until after the first world war, when Tanganyika became a British mandated territory, and the Cape-to-Cairo railway was never completed. Nor, except within South Africa, did the British ever control an east-west corridor across Africa. 1 Whom we last met

Africa: A Biography of the Continent

by John Reader · 5 Nov 1998 · 1,072pp · 297,437 words

in the Transvaal. Wealth and ruthless business acumen had brought political influence and fuelled grandiose plans for a British Empire in Africa, stretching from the Cape to Cairo, as magnificent as the Indian Raj, ruled by Rhodes and his men. But first he had to have exclusive rights to the land. And at

Empire: What Ruling the World Did to the British

by Jeremy Paxman · 6 Oct 2011 · 427pp · 124,692 words

was a racist as to question whether he wore a moustache on his self-satisfied face, for the evidence is overwhelming. When he plotted his Cape-to-Cairo railway or, as prime minister of the Cape, cast lustful imperial eyes on the lands beyond the Limpopo and Zambezi rivers he was not thinking

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British Empire in Africa was hung on a north–south axis, along the lines of Cecil Rhodes’s dream of a railway line from the Cape to Cairo. French possessions in Africa were concentrated on the Atlantic coast of west Africa, although the French had recently taken control of the fly-blown but

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that the acquisition of most of what had been German East Africa almost made possible Cecil Rhodes’s dream of a railway line from the Cape to Cairo on British territory, should anyone ever get around to building it. Lord Curzon, who had served in Lloyd George’s War Cabinet, sighed that ‘The

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looks to have fallen on hard times and now seems to be mainly a campsite for Europeans making the road journey through Africa from the Cape to Cairo. * The variety of titles reflected the subcontinent’s multiple influences: Hindu, Muslim, Mongol, Ottoman, Persian and more. The names could be very confusing, as a

Engines of War: How Wars Were Won & Lost on the Railways

by Christian Wolmar · 1 Nov 2011 · 410pp · 122,537 words

the line planned to be a military railway enabling the British to retake Sudan from the Mahdis, but it was also part of the ambitious Cape to Cairo project promoted by Cecil Rhodes to build a railway line across the whole continent. After much prevarication following the disaster of Gordon’s fall, Herbert

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Dervishes was primarily a matter of transport. The Khalifa was conquered on the railway.’16 At the other end of the putative but never completed Cape to Cairo,17 the railways were also about to play a major, if very different, part in a war. The Boer War18 was another eminently preventable clash

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power. The Russo-Japanese War had grown precisely out of a struggle between competing powers and in Africa the efforts by Rhodes to build a Cape to Cairo railway had almost resulted in a war with the French over their rival plans in the immediate sub-Saharan area. As a historian of the

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. 129. 15 Ibid., p 135. 16 Ibid., p. 121. 17 See my previous book, Blood, Iron & Gold, Atlantic Books, 2009, for the story of the Cape to Cairo. 18 Technically it was the second Boer War, as explained below. 19 There were also three protectorates: Zululand (now part of South Africa), Swaziland and

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-Siam railway Burton, Anthony Cairo Calais Calcutta Caledonian Railway camels Campbell, Donald canals Cannae, battle of Cape Colony Cape Government Railway Cape of Good Hope Cape to Cairo railway project Cape Town Caporetto, battle of carbon monoxide poisoning Carentan Carlisle Carnegie, Andrew Carpathian Mountains Carter, Ernest cavalry Cossack and First World War Central

Empire: How Britain Made the Modern World

by Niall Ferguson · 1 Jan 2002 · 469pp · 146,487 words

symptoms of what is best described as decadence. And Britain’s most ambitious imperial rival was not slow to scent the opportunity such doubts presented. Cape to Cairo In the mid-nineteenth century, apart from a few coastal outposts, Africa was the last blank sheet in the imperial atlas of the world. North

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economic and strategic position. It might look well on a map, but the missing link that would have completed Rhodes’s ‘red route’ from the Cape to Cairo did not pass that test. As for those who resided in Africa, their fate did not concern Salisbury in the slightest. ‘If our ancestors had

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the beginning of the new century, the carve-up was complete. The British had all but realized Rhodes’s vision of unbroken possession from the Cape to Cairo: their African empire stretched northwards from the Cape Colony through Natal, Bechuanaland (Botswana), Southern Rhodesia (now Zimbabwe), Northern Rhodesia (Zambia), and Nyasaland (Malawi); and southwards

Diamonds, Gold, and War: The British, the Boers, and the Making of South Africa

by Martin Meredith · 1 Jan 2007 · 649pp · 181,179 words

the first governor-general of a new British dominion. But Carnarvon’s ambition did not stop there. He began to fashion the idea of a ‘Cape to Cairo’ policy, envisaging even greater swathes of Africa coming under British control, out of reach of other European powers. In a letter to Frere on 12

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in the Suez Canal - won popular support. In a pamphlet written in 1876, Edwin Arnold, editor of the Daily Telegraph, used the phrase ‘from the Cape to Cairo’ to demonstrate the scale of imperial ambition. Queen Victoria herself was particularly pleased when, at her own suggestion, Parliament in 1877 bestowed on her the

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sake of British commerce that Britain should extend its control ‘over a large part of Africa’. Picking up Edwin Arnold’s original idea for a ‘Cape-to-Cairo’ policy, he urged the linking of Britain’s possessions in southern Africa with its sphere in east Africa and the Egyptian Sudan ‘by a continuous

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and administration of a swathe of territory in central Africa ‘between the Zambesi and the White Nile’. And he took up the cause of a Cape-to-Cairo policy as his personal crusade. Returning to London in 1891 with the occupation of Mashonaland under his belt, Rhodes was accorded star status, acclaimed a

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, Peter and S. B. Spies (eds.). The South African War: The Anglo-Boer War, 1899-1902. Harlow: 1980 Weinthal, Leo (ed.). The Story of the Cape to Cairo Railway and River Route from 1887 to 1922, 5 vols. London: 1922-26 —— Memories, Mines and Millions: Being the Life of Sir Joseph B. Robinson