But Mr. Kruger, luckily for Imperial interests, would not entertain the idea. He did not want to come into confederation with the Cape. The Orange Free State, however, joined the Cape system, and the South African Customs Union was started. The advantages to the Free State of this arrangement, though unforeseen, were many; the principal being the privilege of importing, unmolested, arms and ammunition over the Cape Government railway lines. Finally, in 1895, the administration of Swaziland was transferred to the South African Republic on certain conditions. It was not to be incorporated with the Republic, European settlers were to have full burgher rights, monopolies were forbidden, English and Dutch languages were to be on an equal footing, and no duties higher than the maximum tariff rates imposed by the South African Republic or by the Customs Union were to be allowed. The territory of Amatongaland was annexed by the British in 1895, and the Transvaal thus lost its one chance of an outlet towards the sea.
THE FRANCHISE
The much-vexed question of the Franchise continued to rankle in the hearts of the Uitlanders. Its ramifications had grown so complicated that even lawyers in discussing the matter continually found themselves in error. We may therefore be excused from attempting to examine its niceties, or rather its—well—the reverse. In 1893 a petition, signed by upwards of 13,000 aliens in favour of granting the extension of the Franchise, was received by the Raad with derision. In 1895 a monster petition was got up by the National Union, an organisation formed for the purpose of righting the wrongs of the Uitlanders. During the great Franchise debate in August 1895, Mr. R. K. Loveday, one of the Loyalists in the war, in the course of an address dealing with the subject, expressed himself very definitely and concisely, and in a manner which could not be refuted. He said—
"The President uses the argument that they should naturalise, and thus give evidence of their desire to become citizens. I have used the same argument, but what becomes of such arguments when met with the objections that the law requires such persons to undergo a probationary period extending from fourteen to twenty-four years before they are admitted to full rights of citizenship, and even after one has undergone that probationary period he can only be admitted to full rights by the resolution of the First Raad? Law IV. of 1890, being the Act of the two Volksraads, lays down clearly and distinctly that those who have been eligible for ten years for the Second Raad can be admitted to full citizenship. So that, in any case, the naturalised citizen cannot obtain full rights until he reaches the age of forty years, he not being eligible for the Second Raad until he is thirty years. The child born of non-naturalised parents must therefore wait until he is forty years of age, although at the age of sixteen he may be called upon to do military service, and may fall in the defence of the land of his birth. When such arguments are hurled at me by our own flesh and blood—our kinsmen from all parts of South Africa—I must confess I am not surprised that these persons indignantly refuse to accept citizenship upon such unreasonable terms. The element I have just referred to—namely, the Africander element—is very considerable, and numbers thousands, hundreds of whom, at the time this country was struggling for its independence, accorded it moral and financial support, and yet these very persons are subjected to a term of probation extending from fourteen to twenty-four years. It is useless for me to ask you whether such a policy is just and reasonable or Republican, for there can be but one answer, and that is 'No!' Is there one man in this Raad who would accept the Franchise on the same terms? Let me impress upon you the grave nature of this question, and the absolute necessity of going to the burghers without a moment's delay and consulting and advising them. Let us keep nothing from them regarding the true position, and I am sure we shall have their hearty co-operation in any reasonable scheme we may suggest. This is a duty we owe them, for we must not leave them under the impression that the Uitlanders are satisfied to remain aliens, as stated by some of the journals. I move amongst these people, and learn to know their true feelings, and when public journals tell you that these people are satisfied with their lot they tell you that which they know to be false. Such journals are amongst the greatest sources of danger that the country has. We are informed by certain members that a proposition for the extension of the Franchise must come from the burghers, but, according to the Franchise Law, the proposition must come from the Raad, and the public must consent. The member for Rustenberg says that there are 9338 burghers who have declared that they are opposed to the extension of the Franchise. Upon reference to the Report he will find that there are only 1564 opposed to the extension. Members appear afraid to touch upon the real question at issue, but try to discredit the memorials by vague statements that some of the signatures are not genuine, and the former member for Johannesburg, Mr. J. Meyer, seems just as anxious to discredit the people of Johannesburg as formerly he was to defend them."
In spite of all that was said and done, however, no progress was made. The debate was closed on the third day, the request of the memorialists was refused, and they were referred for satisfaction to the existing laws.
About this time the Transvaal came very near to war with Great Britain. As before stated, Mr. Kruger was much bound up with the affairs of the Netherlands Railway Company and its Hollander-German promoters. He attempted to divert the stream of Johannesburg traffic to Delagoa Bay, for the purpose of keeping profit from the pockets of the British. The freights, however, were evaded by unloading the goods at the frontier, and taking them across the Vaal in waggons. It was easy thus to forward goods—between Johannesburg and Viljoens Drift—direct by the Cape Railway.
But Mr. Kruger was not to be defeated. In October 1895, he closed the drifts or fords of the Vaal to all waggon loads of goods from Cape Colony. Unfortunately the President had over-reached himself. The people of Cape Colony and those of the Free State were indignant, and the High Commissioner, Sir Hercules Robinson, and the Cape Premier, Mr. Rhodes, both brought their influence to bear on the President. He was obdurate. Mr. Chamberlain, the new Colonial Secretary, came to the rescue. He put his foot down, and a determined foot it was. He sent an ultimatum to Mr. Kruger announcing that closure of the drifts after the 15th of November would be considered an act of war.
The drifts were reopened. But the Netherlands Railway Company still stuck to their tariffs and their aim of depriving the British Colonies of the custom dues and railway rates on the traffic of Johannesburg. Consequently this thorn in the side of the British Colonists was left to fester.
