The highest mountain belonging to Africa and the Atlantic Islands is Kilimanjaro, in equitorial Africa, 20,000 feet high. There are four others more than 15,000 feet high, seven more than 10,000 feet, (among which is the Peak of Teneriffe, 12,205 feet), eight above 7,500, thirteen above 5,000 and eighteen below 5,000; total, 51.
The highest mountain of the American Continent is the Aconcagua, in Chile, 23,910 feet. There are fourteen higher than 20,000 feet, forty-two higher than 15,000, nineteen higher than 10,000, twelve higher than 7,500, twenty-one higher than 5,000, twelve less than 5,000; total, 121.
The highest mountain in Polynesia, Australia, and the Pacific Islands is a volcano, in Sumatra, called Singalang, 15,000 feet high. Volcanoes particularly abound in the groups of these highlands. Thus, while there are only four volcanoes among 169 European mountains, thirteen among ninety-two Asiatic, eleven among fifty-one in Africa and the Atlantic islands, thirty-three among 121 American mountains, there are sixty-three in a total of 109 mountains in Polynesia, Australia, and the Pacific islands. There are twenty-three of them above 10,000 feet, sixteen above 7,500, twenty-nine above 5,000, and forty-one under 5,000.
Thus it appears that there are 524 mountains in the world, of altitudes varying from 1,400 to 29,000 feet, of which 124 are volcanoes. The greater portion of the foregoing information is derived from the very interesting article headed “Physical Geography,” in the seventeenth volume of the eighth (and latest) edition of the Enclyclopædia Britannica, to which the reader is referred for further details. Writing of mountains reminds us that it was on the Puy de Dome, the summit of which is 4,806 above the level of the sea, that Pascal, for whom M. de Charles has invented the letters by which he has attempted to rob Newton of the honour of having discovered the laws of gravity, first observed the decrease of barometric pressure as mountains are ascended. Honour and reputation enough attach to the name of Pascal, without attempting to add to them by fraud and forgery.
[4] The Times does not take this view, for we find as follows, in one of its leading articles of the 27th of August, 1867:—“By one of the clauses in the recent commercial treaty between Austria and Italy, it is provided that both countries shall co-operate in the restoration and maintenance of international communication on the frontier. One of the results of this agreement is, that the magnificent military road of the Stelvio, a road which constituted one of the wonders of the Alps, but which Austria, ever since her loss of Lombardy in 1859, had suffered to go to ruin, will be completed and re-established. Italians and Austrians are now hard at work, each on their own side, vying with each other in their endeavours to efface the traces of ten years’ neglect, and restoring gradients and galleries, bridges and embankments, to their former condition. It is pleasant to hear of competition in such peaceful pursuits among people who, only twelve months ago, were confronting each other amid those very mountain scenes, bent on mutual destruction.”
[5] Here is the first advertisement announcing the intended passage of trains over the Brenner Railway:—
COMPAGNIE DES CHEMINS DE FER DU SUD DE L’AUTRICHE ET DE L’ITALIE CENTRALE.—Ouverture de la ligne du Tyrol. (Passage du Brenner).—La Compagnie a l’honneur de prévenir le public que la ligne du Tyrol, section d’Innsbruck à Botzen (passage du Brenner), sera ouverte au transport des marchandises entre l’Allemagne et l’Italie le 17 de ce mois, et au service des voyageurs, le 24 du même mois. Les expéditions de marchandises devront être adressées à Kustein (Tyrol), station frontière du Nord, ou à Ala, station frontière du Sud. Le livret des tarifs et celui de la marche des trains seront, dès aujourd’hui, à la disposition du public. A l’agence commerciale de la Société, à Kustein. A toutes les stations de la ligne du Tyrol. A la direction commerciale de la Société, à Vienne. Les stations d’Italie forment l’objet d’un tarif spécial, qui sera à la disposition du public, dès les premiers jours du mois de Septembre. Jusque là, l’agence commerciale à Kustein donnera tous les renseignements d’expéditions et de prix qui lui seront demandés—Vienne, 10 Août, 1867.
Later advertisements announce that the express passenger trains between Munich and Verona are to complete the journey in eighteen hours. The distance is 295 miles. Verona is 95 miles from Bologna; 565 miles from Brindisi; 178 from Florence; 411 from Rome; 574 from Naples. The following are the distances between London and Munich:—London to Paris, 296 miles; Paris to Kehl (viâ Strasbourg), 325; Kehl to Bruschal junction, 59; Bruschal to Ulm, 107; Ulm to Munich, 94—total, 881. Total—London to Brindisi, 1,741 miles; to Florence, 1,354; to Rome, 1,587; to Naples, 1,750.
[6] In trade and commerce? Yes—but not yet in population, as will be seen by the following statement, very recently published, of the inhabitants of the ten principal cities in France: Paris, 1,825,274; Lyons, 323,954; Marseilles, 300,131; Bordeaux, 194,241; Lille, 154,779; Toulouse, 126,936; Nantes, 111,956; Rouen, 100,671; St. Etienne, 96,620; Strasbourg, 84,167.
[7] According to the Almanac de Gotha for 1867, the smallest independent state in the world is that of Leichenstein, not quite three German square miles. Population in 1861, 7,994. Its contingent to the German Federal Army was seventy-two men. These were supplied by Austria. The community however was not taxed for them, as the Sovereign Prince paid for their equipment and maintenance out of his own private fortune. Leichenstein has not been swallowed up by Prussia. Next to Leichenstein comes Reuss-Greiz, seven German square miles; population under 24,000. Prince Henry XXII. came to his sovereign hereditary honours there last year.