In the heart of the jungle in Northeastern Rhodesia near the Congo border. This is the sort of country through which portions of the “Cape-to-Cairo” railway will pass.] Highways of steel bisect Rhodesia in both directions. From Plumtree, on the borders of Bechuanaland, the Rhodesian section of the great Cape-to-Cairo system stretches straight across the country to Bwana M'kubwa, on the Congo frontier, while another line, the Rhodesia, Mashonaland, and Beira, links up, as its name indicates, the transcontinental system with the East Coast. Though the much-advertised Zambezi Express is scarcely the “veritable train de luxe” which the railway folders call it, it is a comfortable enough train nevertheless, with electric-lighted dining and sleeping cars, the latter being fitted, as befits a dusty country, with baths. The dining-car tariff is on a sliding scale; the farther up-country you travel the higher the prices ascend. Between Cape Town and Mafeking the charges for meals seemed to me exceedingly reasonable (fifty cents for breakfast, sixty cents for luncheon, and seventy-five cents for dinner); between Mafeking and Bulawayo they are only moderate; between Bulawayo and the Zambezi they are high; and north of the Zambezi—when you can get any food at all—the charges for it are exorbitant. When the section to Lake Tanganyika is completed only a millionaire can afford to enter the dining-car. It speaks volumes for the development of British South Africa, however, that one can get into a sleeping-car in Cape Town and get out of it again, six days later, on the navigable head-waters of the Congo, covering the distance of nearly two thousand five hundred miles at a total cost of eighty dollars—and much of it through a country which has been opened to the white man scarcely a dozen years.