Biological Anthropology The Natural History of Humankind 4th Edition Stanford Test Bank All Chapters

Biological Anthropology The Natural
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Chapter 10: Early Hominins
Multiple Choice Questions
1. The position of the ________ on the skull can help to determine whether an animal
was a biped or quadruped.
a. lumbar vertebrae
b. brow ridge
c. foramen magnum
d. sagittal crest
Correct Answer: c
Learning Objective: LO 10.1: Outline the anatomical changes necessary for Becoming a
Biped.
Topic: Becoming a Biped
Difficulty Level: Moderate
Skill Level: Understand the Concepts
2. The ________ of a quadruped are long and flat, while those of a biped are short and
flat.
a. ischium
b. ilium
c. sacrum
d. vertebrae
Correct Answer: b
Biped.
271
Copyright © 2017, 2013, 2009 Pearson Education, Inc. All rights reserved.
3. The main propulsive force of a biped’s foot comes from the ________.
a. heel
b. arch
c. ankle
d. big toe
Correct Answer: d
Biped.
Difficulty Level: Easy
4. Modern human arms are ________ than the arms of early hominins.
a. more robust
b. less robust
c. longer
d. more flexible
Correct Answer: b
Biped.
5. The dental arcade of modern humans is __________, whereas that of apes is

__________.
a. U-shaped; parabolic
b. larger; smaller
c. prognathic; parabolic
d. parabolic; U-shaped
Correct Answer: d
Learning Objective: LO 10.2: Answer the question Will You Know a Hominin When You
See One? by being able to describe the anatomical features that define the hominins.
Topic: Will You Know a Hominin When You See One?
272
6. In hominins, the anterior teeth are __________ compared to those of apes.
a. smaller
b. sharper
c. larger
d. similar
Correct Answer: a
7. The CP3 honing complex can be used to __________.
a. determine the diet of a primate

b. determine the age of a primate fossil
c. differentiate between a hominin and an ape
d. differentiate between the sexes in a hominin species
Correct Answer: c
Skill Level: Apply What You Know
8. The __________ is a space in the tooth row that allows the canine of the lower jaw to
slide past the third premolar in apes and early hominins.
a. maxilla
b. mandible
c. diastema
d. double cusp
Correct Answer: c
273
9. Australopithecines show __________.
a. no reduction of the canine, but partial reduction of the diastema

b. an essentially ape-like dentition
c. some reduction of the canine and partial reduction or absence of the diastema
d. some reduction of the canine, but an ape-like diastema
Correct Answer: c
10. __________ is a tooth array in which different teeth have different forms and
functions.
a. Homodont
b. Multidental
c. Parabolic dentition
d. Heterodont
Correct Answer: d
11. The tooth enamel of apes is __________ compared to that of hominins.

a. thinner
b. thicker
c. chemically distinct
d. ridged
Correct Answer: a
274
12. The reduction or loss of cranial crests in hominin species represents __________.
a. a need for greater room for muscles associated with chewing

b. a de-emphasis on protection for the cranial case
c. a de-emphasis on chewing as well as a greater emphasis on brain size expansion
d. a reduction in the size of neck muscles associated with quadrupedalism
Correct Answer: c
13. Why has the Great Rift Valley of Africa been so important to paleoanthropologists?
a. The desert environment has made it easy to find fossils.

b. Volcanic activity has helped to date the fossils found there.
c. The numerous caves there have helped preserve ancient hominin remains.
d. Fossils there contain more ancient DNA than those found in other areas.
Correct Answer: b
Learning Objective: LO 10.3: Discuss the anatomical characteristics of Ardipithecus and
the First Hominins and the selective pressures that might have favored the origin of
bipedalism.
Topic: Ardipithecus and the First Hominins
14. Fossil hominins can be recognized by __________.
a. bipedal characteristics and greatly reduced facial prognathism

b. increases in the size of the CP3 complex and a U-shaped dental arcade
c. bipedal characteristics, reduced canines, reduced CP3 complex size, and changes to
palate shape
d. increased cranial size, canine size, and bipedal characteristics
Correct Answer: c
275
15. Molecular evidence suggests that the first signs of hominization should appear
__________.
a. in the late Miocene

b. in the late Pliocene
c. in the early Holocene
d. in the early Pleistocene
Correct Answer: a
bipedalism.
16. Why has it been difficult for paleoanthropologists to identify the “earliest” hominin
species?
a. The fossil record for hominins between 10 and 6 million years ago has too many
specimens to classify.
b. No hominin finds date from 7 to 4.4 million years ago.
c. Hominin fossils from the late Miocene are very fragmentary and show only slight
differences from apes.
d. There are no possible candidates still under analysis.
Correct Answer: c
bipedalism.
Difficulty Level: Difficult
276
17. The Toumai fossil, or Sahelanthropus tchadensis, is unique because __________.
a. its features suggest it may actually be the earliest member of Homo

b. it had ape-like facial features but cranial characteristics suggesting bipedalism
c. it provides the earliest evidence of stone tool use
d. it is the oldest hominin fossil ancient DNA as been extracted from
Correct Answer: b
bipedalism.
18. The site where Toumai was found was __________.
a. a heavily forested tropical area in south Africa

b. an open semi-arid area in central Africa
c. an area of rolling grassland in east Africa
d. a dry, lightly forested area near a lakeshore in western Africa
Correct Answer: d
bipedalism.
Skill Level: Remember the Facts
277
19. Martin Pickford and Brigitte Senut have claimed Orrorin tugenensis to be a biped
based on __________.
a. a nearly complete pelvis

b. tarsal and metatarsal fragments
c. femoral fragments
d. cranial fragments
Correct Answer: c
bipedalism.
20. Ardipithecus ramidus and Ardipithecus kadabba have defied expectations about early
hominins because __________.
a. both lived in densely forested environments

b. each show evidence of a highly developed bipedal physiology
c. both are far larger than typical Miocene primates
d. neither shows evidence for increased cranial capacity
Correct Answer: a
bipedalism.
278
21. At present, the most likely candidate for the stem hominin is __________.
a. Australopithecus anamensis
b. Orrorin tugenensis
c. Ardipithecus ramidus
d. Sahelanthropus tchadensis
Correct Answer: c
bipedalism.
22. Australopithecus ________.
a. represents an adaptive radiation that covers southern Africa only

b. has definitely been included in the hominin group
c. lived from approximately 4.2 to 1 million years ago
d. was the first specimen of the genus found by Raymond Dart in the 1920s
Correct Answer: c
bipedalism.
23. The earliest definite biped currently known is __________.
a. Australopithecus afarensis
b. Ardipithecus ramidus
c. Australopithecus robustus
d. Australopithecus anamensis
Correct Answer: d
Learning Objective: LO 10.4: Detail the various species of the genus Australopithecus
and Kin, including their anatomical characteristics, temporal and geographic range.
Topic: Australopithecus and Kin
279
24. Australopithecus anamensis is more ape-like than other australopithecines because of
its __________.
a. smaller size
b. longer arms and numerous adaptations for brachiation
c. ape-like dentition
d. transitional bipedal adaptations
Correct Answer: c
25. Lucy was discovered by Donald Johanson at Hadar, in the Awash Valley of
__________ in 1974. Lucy’s species lived from around __________.
a. Kenya; 4.0 to 3.0 million years ago

b. Tanzania; 2.5 to 1.5 million years ago
c. South Africa; 3.5 to 2.5 million years ago
d. Ethiopia; 3.9 to 2.9 million years ago
Correct Answer: d
26. Lucy is significant because __________.
a. of her surprisingly small brain size

b. the very early date of the specimen
c. the very complete nature of the skeleton
d. it is the sole representative of the afarensis species
Correct Answer: c
280
27. The _________ is a bony crest running lengthwise down the center of the cranium on
the parietal bones for the attachment of the temporalis muscles.
a. compound temporonuchal crest

b. temporalis maxilis
c. mandibular attachment
d. sagittal crest
Correct Answer: d
28. With respect to cranial capacity and dentition, Australopithecus afarensis may be
considered __________.
a. far more apelike than human

b. intermediate between living apes and modern humans
c. more human than apelike
d. completely distinct from both living apes and modern humans
Correct Answer: b
29. Which of the following describes the dentition of Australopithecus afarensis?

a. a U-shaped dental arcade
b. a CP3 honing complex
c. thin enamel
d. large canine teeth
Correct Answer: a
281
30. The footprints at Laetoli were made by __________.
a. Australopithecus africanus
b. Australopithecus afarensis
c. Australopithecus robustus
d. Australopithecus boisei
Correct Answer: b
31. Although accomplished as a biped, certain features such as curved phalanges in the
toes and fingers suggest that Australopithecus afarensis __________.
a. may have been partially arboreal

b. could have had difficulty walking
c. predominantly used brachiation
d. could swim quite well
Correct Answer: a
32. Habitat reconstructions at Australopithecus afarensis sites suggest which of the

following?
a. These hominins lived in open savannas.

b. These hominins lived in marshy areas.
c. These hominins lived in forests.
d. These hominins lived in brushy regions.
Correct Answer: c
282
33. Australopithecus afarensis shows ___________ sexual dimorphism.
a. little
b. no
c. extreme
d. average
Correct Answer: c
34. __________ of A. afarensis specimens have been found since the discovery of Lucy.
a. Dozens
b. Hundreds
c. Thousands
d. Millions
Correct Answer: c
35. The Kenyanthropus platyops find at Lake Turkana, Kenya, although still debated,
could mean that __________.
a. the early hominin line is a complex one represented by multiple species

b. membership in the early hominin line is well understood
c. Australopithecus is not a hominin
d. the hominin line is more obviously linear than previously thought
Correct Answer: a
283
36. The oldest known __________ come from Bouri and Gona, Ethiopia and date to
approximately __________.
a. hominins; 3 million years ago

b. stone tools; 2.5 million years ago
c. bone tools; 2 million years ago
d. intentional burials; 1.7 million years ago
Correct Answer: b
37. Which of the following hominins is associated with the earliest stone tools based on
stratigraphic association?
a. Australopithecus garhi
b. Kenyanthropus platyops
c. Australopithecus afarensis
d. Australopithecus africanus
Correct Answer: a
38. __________ is a cement-like matrix of fossilized rock and bone.
a. Slag
b. Granite
c. Breccia
d. Basalt
Correct Answer: c
284
39. How did paleoanthropologists initially receive Dart’s findings on the Taung Child?
a. They were ignored entirely.

b. They were used to immediately discredit Piltdown man.
c. They were immediately accepted and used to create a new hominin phylogeny.
d. They were debated, but Piltdown man was still widely accepted as the earliest
hominin.
Correct Answer: d
40. Why are most hominin fossil finds in southern Africa from caves?
a. Hominins in southern Africa tended to live in caves.

b. Predators often dragged hominins they had killed into caves.
c. Hominin bones fell into caves through holes in the ceiling.
d. Hominins seemed to have crawled into caves to die.
Correct Answer: c
41. In eastern Africa, fossil finds are often dated using __________ dating techniques,
while in southern Africa, fossils are usually dated using __________ dating techniques.
a. absolute; relative
b. relative; absolute
c. radiocarbon; type-analysis
d. seriation; absolute
Correct Answer: a
285
42. Australopithecus africanus has been found throughout __________.
a. central Africa
b. southern Africa
c. eastern Africa
d. western Africa
Correct Answer: b
43. In an article in the science journal, Nature, Dart argued that the Taung Child was a
hominin based on __________.
a. its generalized teeth

b. the broad and short iliac blade of the pelvis
c. the position of the foramen magnum
d. the funnel-shaped thorax
Correct Answer: c
44. With a date of 3.67 million years old, the fossil known as __________ would be older
than __________.
a. Little Foot; Lucy

b. Lucy; the Taung Child
c. Turkana Boy; Lucy
d. Lucy; Little Foot
Correct Answer: c
286
45. Australopithecus africanus is considered to be more derived than Australopithecus
afarensis because __________.
a. Australopithecus africanus has a small cranial capacity of 250–350 cc

b. Australopithecus africanus has large cranial crests
c. Australopithecus africanus shows greater facial prognathism
d. Australopithecus africanus has smaller anterior teeth
Correct Answer: d
46. The other animals at Australopithecus africanus sites suggest that these hominins
were living in __________.
a. water
b. open plains
c. mountainous terrain
d. open woodlands
Correct Answer: d
47. The unique anatomical features of robust australopithecines suggest they were
__________.
a. much more aggressive than gracile australopithecines

b. meat-eaters
c. an evolutionary dead end
d. more social than gracile australopithecines
Correct Answer: c
287
48. In order to accommodate massive jaw muscles, robust australopithecines have flared
__________.
a. sagittal crests
b. mandibles
c. brow ridges
d. zygomatic arches
Correct Answer: d
49. The robust australopithecines are today sometimes referred to by the genus name
__________.
a. Paranthropus
b. Kenyanthropus
c. Zinjanthropus
d. Orrorin
Correct Answer: a
50. Australopithecus sediba has some cranial and pelvic features similar to which
species?
a, Australopithecus aethiopicus
b. Australopithecus boisei
c. Homo erectus
d. Homo sapiens
Correct Answer: c
288
51. __________ is the most primitive of the robust australopithecines and possibly the
root ancestor.
a. Australopithecus robustus
b. Australopithecus aethiopicus
c. Australopithecus boisei
d. Australopithecus garhi
Correct Answer: b
52. Australopithecus robustus represents robust australopithecines in what part of Africa?

a. Ethiopia
b. west Africa
c. south Africa
d. Kenya
Correct Answer: c
53. The wear patterns on animal bones associated with Australopithecus robustus suggest
they were used __________.
a. as clubs for defense

b. as digging sticks for termites
c. as hammers for cracking nuts
d. as pestles for grinding grass seeds
Correct Answer: b
289
54. Australopithecine species that shared the same environments at the same time show
__________.
a. the quick extinction of one of the species based on food competition

b. a symbiotic relationship between the species
c. morphological differences that suggest a lack of direct competition for food
d. evidence for interbreeding between the species
Correct Answer: c
Learning Objective: LO 10.5: Show your understanding of the implications of the
Australopithecine radiation by discussing the evolutionary relationships among the
species in the genus Australopithecus and begin to explain their evolutionary radiation in
Africa.
Topic: Implications of the Australopithecine Radiation
55. Which species were contemporaries on the African continent 2.5 million years ago?
a. Australopithecus robustus, A. afarensis, and A. garhi

b. Australopithecus aethiopicus, A. anamensis, and A. africanus
c. Australopithecus boisei, A. anamensis, and A. robustus
d. Australopithecus garhi, A. aethiopicus, and A. africanus
Correct Answer: d
Learning Objective: LO 10.5: Show your understanding of the implications of the
Australopithecine radiation by discussing the evolutionary relationships among the
species in the genus Australopithecus and begin to explain their evolutionary radiation in
Africa.
Topic: Implications of the Australopithecine Radiation
290
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country and its language. The manufacturer or the merchant must
take the pains to accommodate a direct import trade to the
exigencies of the local market. As an example, smaller bales and
shorter lengths are requisite in the piece goods. The establishment
of sample warehouses at the treaty ports, and in the more important
trade-centres of the interior, where bales of shirting, cotton and
woollen goods, cases of farming implements, &c., could be opened
and sold for cash, would appeal to the natives. This departure would
avoid the increase in the prime cost of the articles necessitated by
the existing system of transhipment. At present, goods come from
Shanghai to Chi-fu and thence to Chemulpo. They pass then from
the importer to the Chinese merchants, and from them to the Korean
wholesale buyers; these resell them in greatly diminished quantities
to the pedlars and agents, who retail the goods. It would also be
advisable to create consular agencies in Fusan and Won-san.
Official representation at present is confined to an underpaid and
understaffed Legation in Seoul, and a vice-consulate in Chemulpo.
Additional employés should be interchangeable, undertaking either
the vice-consular duties of the ports or the secretarial services of the
Legation.
The bulk of the imports and exports, which pass through the
Customs, comes from China and Japan. The means of transport are
controlled by Japanese; the export trade of the country is entirely in
their hands. This fact alone should appeal to British shipping
interests and to ship-owners. Unfortunately, many years of prosperity
have brought about great changes in the spirit of our nation, and we
no longer show the enterprise and initiative which formerly
distinguished us. This depreciation in the forces of the nation has
promoted a corresponding depression in our trade. We are no longer
the pioneers of commerce; nor have we the capacity and courage of
our forefathers who fostered those interests of which we are now so
neglectful in every quarter of the globe. At the dawn of the twentieth
century, it is amazing to find a country, with a total foreign import and
export trade exceeding two millions and a half sterling for the year
1901 and two millions and three quarters sterling for the year 1902,
whose shores were visited by over ten thousand steam and sailing
trading-vessels in the same period, registering an aggregate tonnage
of more than two million tons, almost untouched by British
merchantmen. Deplorable as this may be, statistics which Mr.
McLeavy Brown has drawn up show that one steamship, chartered
by Chinese and floating the British flag, entered Korean waters in
1900; that four steamers came in each of the years 1901-2, a return
which reveals a steady decline upon the previous years. Since Korea
was opened to trade in 1880, British shipping has visited the country
in the proportion of 1377 tons to every two years. Despite appeals
from our Consuls in Korea to British steamship companies
improvement has been impossible; since no response was evoked
by their efforts, and no service has been established. The
consequence of this is that a valuable opportunity has been allowed
to escape, the Japanese profiting by our indifference.
The trade of Korea is increasing gradually. A steamer, which could
make periodical calls between Shanghai and Won-san, Yokohama
and Vladivostock, taking cargo and passengers to the open ports of
Korea, and touching at Japan upon the journey back, would return
good money upon the venture. British and Chinese merchants would
prefer to ship in a British vessel. The old-fashioned traditions of the
British mercantile service, as to punctuality and despatch, are not
carried out by the steamers of the Nippon Yusen Kaisha and the
Osaka Shosen Kaisha, which call at the ports in Korea. It is almost
impossible to know when the steamers of these companies will
arrive or when they will leave. Little attempt is made to observe their
schedule. The condition of the vessels of the latter company
accredited to the Korean run is filthy. Moreover, this company is
careless of cargo, and quite indifferent to the comforts of its
passengers. The Nippon Yusen Kaisha certainly supplies meals in
foreign style, but the Osaka Shosen Kaisha provides nothing. Plying
between Japan, China and Korea, this company declines to make
any arrangements for foreigners in the matter of food or
accommodation. One experience is enough. Unfortunately,
foreigners are compelled to travel in them, as the steamers of one or
other of the two companies are usually the sole means of
communication between those countries and Korea. There is cargo
and passenger traffic for any company that will organise a regular
steam-service. The profits might be small at first, since the Japanese
prefer to endure their own steamers and to ship under their own flag;
but there are signs that the flourishing condition of the trade of the
country would bring ultimate success.
The establishment of a steamer-service, if only of one or two
steamers, is not the sole hazard by which Japanese competition
might be faced. The climate of Korea is peculiarly suited to fruit-
culture. If this work were taken in hand, the fruit might be tinned or
exported fresh to China, where it would find a ready sale. The fertility
of the soil near Won-san and the abundance of fish in the sea off
that part of the coast, would make that port a suitable export centre
for the creation of a fish and fruit-canning industry under foreign
management. Fish and fruit industries of this description in Japan
are profitable and very bad. Nevertheless, their output is widely
distributed over the Far East. The initiation of these industrial
ventures would require some time, for many difficulties oppress
foreigners, who are anxious to put capital into Korea. In the end, a
modest venture would reap sufficient success to justify the
speculation, while the returns would probably permit an immediate
expansion of the enterprise. There is no doubt about the fish; there is
no doubt about the fruit; but whatever investment of an industrial
character is made in Korea, close and high-class technical
supervision is the necessary accompaniment.
The British merchant in the Far East is the first to condemn his
own Minister and to abuse his own Consul, and he is the very last to
help himself. It may be, however, that the follies of the Imperial
Government, the unreasoning prejudices and foolish blundering of
the Foreign Office, have created this apathy. The drifting and
vacuous policy of Lord Salisbury made it impossible to avert the
decay of our prestige and trade which has set in throughout the Far
East. Official returns establish only too completely the unhappy
predicament in which trade and merchants alike are placed. There is
a general decrease in the volume of the one, and there has been no
sympathetic activity among those engaged in commercial interests
elsewhere to set against it. The deficiency is almost without solution,
so long as bounty-fed manufactures, carried in subsidised bottoms,
are set against the products of an unassisted trade. Competition is
increasing, and foreign manufacturers are themselves now meeting
the requirements of the markets of China. There is little prospect in
the future of the restoration of our former commercial superiority.
Much might be attempted, although it seems almost as if the British
merchant were so bent upon his own damnation, that little could be
done.
The decline of British trade cannot be attributed in any way to the
late disturbances in North China, to the decline in the purchasing
power of the dollar, or to the temporary rise in the market prices.
Japan has become our most formidable competitor. The decrease in
our trade is due entirely to the commercial development and rise of
Japan, who, together with America, has successfully taken from us
markets in which, prior to their appearance, British goods were
supreme. The gravity of the situation in which British trade is placed
cannot be lightly regarded. We still lay claim to the carrying trade of
the Far East; but the figures, which support our pre-eminence in this
direction are totally unreliable. If the true conditions were made
manifest, it would be seen that so far from leading the shipping of the
world in the Far East, Great Britain could claim but a small proportion
of the freights carried. Although we may own the ships, neither our
markets nor our manufactures are associated with their cargoes. It
would be well if the public could grasp this feature of the China trade.
Members of Parliament, ignorant of the deductions which are
necessary before claiming the carrying trade of the Far East—much
less of the Yang-tse and of the China coast—as an asset in our
commercial prosperity, and a sign of vigour of the first magnitude, do
not recognise how unsubstantial is the travesty of affluence which
they so constantly applaud.
BRICK LAYING EXTRAORDINARY
During 1901, owing to the Boxer disturbance, large numbers of

ships owned by natives were transferred to the British flag. The
ostensible decrease in the tonnage of British vessels, which entered
and cleared affected ports, was therefore less than that of other
nationalities. Similarly, there was a small increase in the duties paid
under the British flag during the same period, owing to the valuable
character of these cargoes. Under ordinary circumstances, the
comparatively small decrease in the British tonnage and the increase
of more than fifty thousand taels in the payments made to the
Imperial Customs at such a moment of unrest, would suggest the
stability of our trading interest, and afford no mean standard by
which to judge the capacity of the markets. Unfortunately, the two
most important counts in the returns, tonnage and duties, are no
criterion. It is necessary to inspect closely the individual values of the
different articles comprising the total trade. In this way the general
depreciation of our manufactures is at once apparent.
A comparison of the American, Japanese, and German returns
shows which are the commercial activities that are threatening our
existence as a factor in the markets of the Far East. If, in the returns,
we were shown the relations between the duties paid under each
flag, and the tonnage of any particular country, besides the source
and destination of its cargo, the true condition of British trade would
be revealed at a glance. As it is, until a table is added to the Maritime
Report, which will supply this valuable and interesting demonstration,
the system of a separate examination is alone to be relied upon. By
this method we find that between the years 1891 and 1901 there
was a consistent falling-off in British exports to the Far East in almost
every commodity in which the competition of America, Japan, and
Germany was possible. Since 1895, when Japan began to assert
herself in the markets of China, those articles which, pre-eminently
among the commercial Powers, she can herself supply, have carried
everything before them. Ten years ago the British trade in cloths,
drills, shirtings, cottons, yarns, and matches had attained
magnificent dimensions. In certain particulars, only, our trade was
rivalled by the United States of America, whose propinquity gave to
them some little advantage in the markets of the Far East. Now,
however, the trade has passed altogether into the hands of the
Japanese, or is so equally divided between Japan and America,
Japan and Germany, that our pristine supremacy has disappeared.
CHAPTER XIII
British, American, Japanese, French, German, and Belgian interests—Railways
and mining fictions—Tabled counterfeited Imports
With the exception of Great Britain, the example of the Japanese

in Korea has stirred the Western Powers to corresponding activity.
Every strange face in Seoul creates a crop of rumours. Until the
new-comer proves himself nothing more dangerous than a
correspondent, there is quite a flutter in the Ministerial dove-cots.
Speculation is rife as to his chance of securing the particular
concession after which, of course, it is well known he has come from
Europe, Asia, Africa, or America. The first place among the holders
of concessions is very evenly divided between Japan and America. If
the interests of Japan be placed apart, those of America are certainly
the most prominent. Germany and Russia are busily creating
opportunities for the development of their relations with the industries
of the country; Italy and Belgium have secured a footing; Great
Britain is alone in the indifference with which she regards the
markets of Korea.
In this chapter I propose to state briefly the exact position
occupied in Korea by the manufacturing and industrial interests of
foreign countries; adding a specific table, which, I hope, may attract
the attention of British manufacturers to the means by which the
Japanese houses contrive to meet the demands of the Korean
market. The competition of the Japanese has an advantage in the
propinquity of their own manufacturing centres; a co-operative
movement throughout the Japanese settlements against foreign
goods is another factor in their supremacy.
It may, perhaps, afford British manufacturers some small
consolation to know that there are still many articles which defy the
imitative faculties of the Japanese. These are, mainly, the products
of the Manchester market, which have proved themselves superior
to anything which can be placed in competition against them. It has
been found, for instance, impossible to imitate Manchester dyed
goods, nor can Japanese competition affect the popularity of this
particular line. Chinese grass-cloths have, however, cut out Victoria
lawns fairly on their merits. The Chinese manufacturer, unhampered
by any rise in the cost of production and transportation, produces a
superior fabric, of more enduring quality, at a lower price. Moreover,
in spite of the assumed superiority of American over English
locomotives, on the Japanese railways in Korea the rolling stock
produced by British manufacturers has maintained its position. It is
pleasing to learn that some proportion of the equipment of the old
line from Chemulpo to Seoul, and of the new extension to Fusan,
have been procured from England. Mr. Bennett, the manager of
Messrs. Holme Ringer and Company, the one British house in
Korea, with whom the order from the Japanese company was
placed, informed me that the steel rails and fish-plates imported
would be from Cammel and Company, the wheels and axles from
Vickers, and that orders for a number of corrugated iron goods
sheds had been placed in Wolverhampton. The locomotives were
coming from Sheffield. The Japanese company expressly stipulated
that the materials should be of British make; it was only through the
extreme dilatoriness of certain British firms in forwarding catalogues
and estimates, that an order, covering a large consignment of iron
wire, nails, and galvanised steel telegraph wire, was placed in
America. This dilatoriness operates with the most fatal effect upon
the success of British industries. The Emperor of Korea instructed
Mr. Bennett to order forty complete telephones, switch-boards, key-
boards, and instruments, all intact. Ericson’s, of Stockholm,
despatched triplicate cable quotations, forwarding by express
shipment triplicate catalogues and photographs, as well as cases
containing models of their different styles, with samples of wet and
dry cables. One of the two British firms, to whom the order had been
submitted, made no reply. The other, after an interval of two months,
dictated a letter of inquiry as to the chemical qualities of the soil, and
the character of the climatic influences to which the wires, switch-
boards, and instruments would be subjected!
A few years ago a demand arose for cheap needles and fish-
hooks. The attention of British manufacturers was drawn to the
necessity of supplying a needle which could be bent to the shape of
a fish-hook. A German manufacturer got wind of the confidential
circular which Mr. Bennett had prepared, and forwarded a large
assortment of needles and fish-hooks, the needles meeting the
specified requirements. The result of this enterprise was that the
German firm skimmed the cream of the market. The English needles
were so stiff that they snapped at once; and it is perhaps
unnecessary to add that, beyond the few packets opened for the
preliminary examination, not one single order for these needles has
been taken.
The position which Great Britain fills in Korea is destitute of any
great commercial or political significance. Unintelligible inaction
characterises British policy there—as elsewhere. Our sole
concession is one of very doubtful value, relating to a gold mine at
Eun-san. In the latter part of 1900 a company was formed in London,
under the style of the British and Korean Corporation, to acquire the
Pritchard Morgan Mining Concession from the original syndicate. In
the spring of 1901 Mr. E. T. McCarthy took possession of the
property on behalf of the new owners. Mr. McCarthy had had
considerable experience as a mine manager. The most careful
management was necessary to the success of this concern. The
expenses of working were extraordinarily heavy, as, owing to the
absence of fuel, coal had to be imported from Japan. A coal seam
had been located upon the concession, but nothing was then known
as to its suitability for steam purposes. It is impossible to consider
the undertaking very seriously. All surface work was stopped during
my residence in Korea, the operations for the past few months
having been confined to underground development and prospecting.
There was talk of the instalment of a mill. A vein of pyrrhotine,
carrying copper for a width of 13 ft., was regarded with some
interest, but in the absence of machinery nothing of much
consequence could be done.
Another concern, Anglo-Chinese in its formation, is the Oriental
Cigarette and Tobacco Company, Limited. The capital of this venture
is registered from Hong-Kong. Since May 1902, the company has
been engaged at Chemulpo in the manufacture, from Richmond and
Korean tobacco, of cigarettes of three kinds. At the present time it
possesses machinery capable of a daily output of one million
cigarettes. In the days of its infancy, the company was reduced to a
somewhat precarious existence—the early weeks of its career
producing no returns whatsoever. Now, however, a brighter period
has dawned, and an ultimate prosperity is not uncertain. Cash
transactions, in the sales of the cigarettes manufactured by the
company, began in July 1902, realising by the end of February 1903,
£1515 sterling; to this must be added credit sales of £896 sterling—
making a grand total for the first few months of its existence of £2411
sterling. A large staff of native workers is permanently employed.
Aside from this company and the mining corporation, British
industrial activity is confined almost exclusively to the agency which
Mr. Bennett so ably controls in Chemulpo, of which a branch is now
established in the capital, and the Station Hotel which Mr. Emberley
conducts at Seoul. Mr. Jordan, the British Minister in Korea, did
request in June 1903, a concession for a gold mine five miles square
in Hwang-hai Province. Apart from this, the apathy of the British
merchant cannot be regarded as singular when business houses in
London direct catalogues, intended for delivery at Chemulpo, to the
British Vice-Consul, Korea, Africa. Nor, by the way, is Korea a part of
China. Mr. Emberley has established a comfortable and very
prosperous hotel in the capital, while at Chemulpo Mr. Bennett has
opened out whatever British trade exists in Korea. British interests
are safe enough in his hands, and if merchants will act in co-
operation with him, it might still be possible to create good business,
in spite of the competition and imitation of the Japanese. In this
respect British traders are not unreasonably expected to observe the
custom, prevailing among all Chinese merchants, of giving Korean
firms an extended credit. Foreign banks in the Far East charge
seven or eight per cent., per annum, and the native banks ten to
fourteen per cent., which represents a very considerable advance
upon home rates. In the opinion of Mr. Bennett, who is, without
doubt, one of the most astute business men in the Far East, no little
improvement would be shown in the Customs return of British
imports, if the manufacturers at home would ship goods to Korea on
consignment to firms, whose standing and bank guarantees were
above suspicion, charging thereon only home rates of interest. An
American company, engaged extensively in business with Korea,
never draws against shipments, by that means deriving considerable
advantage over its competitors. I commend this suggestion to the
attention of the British shipper, particularly as trade in Korea is
largely dependent upon the rice crop. In the train of a bad harvest
comes a reduction of prices. Importers, then, who have ordered
stocks beforehand, find themselves placed in a quandary. Their
stocks are left upon their hands—it may be for a year, or even longer
—and they are confronted with the necessity of meeting the
excessive rates of interest current in the Far East. If the
manufacturer could meet the merchant by allowing a rate of interest,
similar to that prevailing at home, to be charged, the importer of
British goods would be less disinclined to indent ahead. Under
existing circumstances the merchant must take the risk of ordering in
the spring for autumn delivery, and vice-versâ; on the other hand,
China and Japan, being within a few days’ distance of Korea, the
importer prefers to await the fulfilment of the rice crop, when, as
occasion requires, he can cable to Shanghai, Osaka, or elsewhere
for whatever may be desired.
Attached to the English Colony in Korea, which numbers one
hundred and forty-one, there is the usual complement of clergy and
nursing sisters, under the supervision of Bishop Corfe, the chief of
the English Mission in Seoul. Miss Cooke, a distinguished lady
doctor and a kind friend to the British Colony, is settled in Seoul. A
number of Englishmen are employed in the Korean Customs; their
services contributing so much to the splendid institution which Mr.
McLeavy Brown has created, that one and all are above criticism.
Mr. McLeavy Brown would be the first to acknowledge how much the
willing assistance of his staff has contributed to his success.
The importance of the American trade in Korea is undeniable. It is
composite in its character, carefully considered, protected by the
influence of the Minister, supported by the energies of the American
missionaries, and controlled by two firms, whose knowledge of the
wants of Korea is just forty-eight hours ahead of the realisation of
that want by the Korean. This is, I take it, just as things should be.
The signs of American activity, in the capital alone, are evident upon
every side. The Seoul Electric Car Company, the Seoul Electric Light
Company, and the Seoul (Fresh Spring) Water Company have been
created by American enterprise, backed up by the “liveness” and
’cuteness of the two concessionaires, whom I have just mentioned,
and pushed along by little diplomatic attentions upon the part of the
American Minister. The Seoul-Chemulpo Railway Concession was
also secured by an American, Mr. Morse, the agent of the American
Trading Company, and subsequently sold to the Japanese company
in whom the rights of the concession are now vested. The charter of
the National Bank of Korea has also been awarded to these
Americans, and it is now in process of creation. The only mine in
Korea which pays is owned by an American syndicate; and, by the
way, Dr. Allen, the American Minister, possesses an intelligible
comprehension of the Korean tongue.
THE CONSULTING-ROOM OF MISS COOKE

There is a large American colony in Korea, totalling in all two
hundred and forty. One hundred live in Seoul; sixty-live are
employed upon the American Mine at Un-san; thirty-four live at
Pyöng-yang. Five are in the service of the Korean Government; ten
are associated with the railway; the famous two are engaged in
business and the remainder comprise the staffs of the Legation and
Consulate, and a medley of missionaries. American trade with Korea
embraces kerosene, flour, mining machinery, railway and mining
supplies, household goods and agricultural implements, clothing and
provisions, drills, sheetings, cotton goods, and cotton yarn. The
American mine at Un-san employs seventeen Japanese and one
hundred and thirty-three Chinese, one hundred Europeans, of whom
thirty-five are American, and four thousand natives, whose wages
range from 8d. to 1s. 2d. daily. The private company that has
acquired this concession works five separate mines with enormous
success; four mills, two of forty stamps and two of twenty stamps,
are of long standing. An additional mill of eighty stamps is of more
recent construction. During 1901 gold to the amount of £150,000
was exported by the company, while in the year following this sum
was very vastly exceeded. The area of the concession is eight
hundred square miles.
The future alone can disclose whether Korea is to be absorbed by
the Japanese. At present, the Japanese population in Korea
exceeds twenty thousand, the actual estimate falling short of twenty-
five thousand. The Japanese control the railway between Chemulpo
and Seoul, as well as the important trunk line to Fusan, an
undertaking now in course of construction and under the immediate
supervision of the Japanese Government. The new company has
since absorbed the parent line from Seoul to Chemulpo. The capital
of this company is twenty-five million yen, £2,500,000, which is to be
raised in annual instalments of five million yen, counting from the
time when one-tenth of the first instalment of five million yen was
found. As a matter of fact, the preliminary turning of the first sods
took place at Fusan on September 21st, and at Yong-tong-po on
August 20th, in the summer of 1901. From that moment, the
Japanese Government made itself responsible for the payment of
the debenture bonds, and guaranteed six per cent. upon the
company’s subscribed capital for a period of fifteen years.[1] Each
share is of the value of £5, the money to be called up as required,
each call being at the rate of ten shillings per share. The whole of the
400,000 shares, which was the original allotment, was at once taken
up, Japanese and Koreans alone being eligible as shareholders. The
estimated cost of the line is £9000 per mile. Work has been
completed as far as Syu-won, a distance of twenty-six miles, over
which section trains are already running. Construction is, of course,
being rapidly pushed forward, and working parties are engaged at a
number of places along the line of route.
The length of the Seoul-Fusan Railway will be 287 miles. It is
confidently expected that the undertaking will be completed within six
years. There will be some forty stations, including the terminal
depôts, and it is, perhaps optimistically, estimated that the scheduled
time for the journey from Fusan to Seoul will be twelve hours, which
is an average of twenty-four miles an hour, including stops, the
actual rate of speed being approximately some thirty miles an hour.
The present working speed of the Seoul-Chemulpo railway requires
a little less than two hours to make the journey between Seoul and
Chemulpo, a distance of twenty-five miles, from which it will be seen
that considerable improvement must take place if the distance
between Seoul and Fusan is to be accomplished within twelve hours.
In the first few miles of the journey, the trunk line to Fusan will run
over the metals of the Seoul-Chemulpo railway. The start will be from
the station outside the south gate of the capital; the second stop will
be Yong-san, and the third No-dol. At the next station, Yong-tong-po,
the railway leaves the line of the Seoul-Chemulpo branch to run due
south to Si-heung, where it bears slightly eastward until reaching An-
yang and Syu-won, some twenty-six miles distant from Seoul. At this
point the railway resumes its southerly direction and passes through
Tai-hoang-kyo, O-san-tong, and Chin-eui, where it crosses the
border of the Kyöng-keui Province into Chyung-chyöng Province,
and reaches the town of Pyöng-tak. The line then runs near the
coast, proceeding due south to Tun-po, where it will touch tide water,
and, bearing due south, reaches On-yang, sixty-nine miles from
Seoul. It then proceeds in a south-easterly direction to Chyön-eui,
and once again turning directly south crosses the famous Keum
River and enters the important town of Kong-chyu. From Kong-chyu,
which is ninety-six miles from Seoul, and by its fortunate possession
of facilities for water transit, is destined to become an important
distributing centre, the line follows its southward course towards Sin-
gyo, where an important branch line will be constructed towards the
south-west to connect Kang-kyöng, the chief commercial centre of
the province, with the main system. It is also probable that a further
extension of the line from Sin-gyo towards the south-west will be
projected, in order to make communication with Mokpo, the coast
port through which passes the grain trade of Chyöl-la and Kyöng-
syang Provinces.
The town of Sin-gyo marks one hundred and twenty-five miles
from Seoul; beyond Sin-gyo, the south-westerly direction, which the
line is now following, changes by an abrupt sweep to the east,
where, after passing through Ryön-san, a western spur of the great
mountain chain of the peninsula is crossed, and the town of Chin-
san entered. Still running east to Keum-san, the valley of the
southern branch of the Yang River is traversed in its upper waters,
until, after following the river in a north-easterly direction for some
little distance, the road takes advantage of a gap in the mountains,
through which the Yang River breaks, to cross the stream and turn
due east to touch Yang-san, coming to a pause one hundred and
forty-one miles from Seoul in Yöng-dong. From Yöng-dong the
railway moves forward north-east to Whan-gan, one hundred and
fifty-three miles from Seoul, the place lying close within the mountain
range but a few miles distant from the Chyu-pung Pass—to cross
which will call for more than ordinary engineering skill. Leaving the
pass and running slightly south of east, the railway proceeds towards
the Nak-tong River, through Keum-san, crossing the stream at Wai-
koan, a few miles north-east of Tai-ku, a town of historical
importance some two hundred miles from Seoul. The railway then
follows the valley of the Nak-tong, and passes to the east of the river,
through Hyön-pung, Chyang-pyöng, Ryöng-san, Syök-kyo-chyön,
Ryang-san, Mun-chyön, Tong-lai, where the Nak-tong River is again
met. The direction from Tai-ku is south-east all the way to Fusan,
whence the line runs beside the river. At Kwi-po it strikes across to
the native town of Old Fusan, thence running round the Bay to its
terminus in the port.
This railway, which provides for extensive reclamation works in the
harbour of Fusan, has become already an economic factor of very
great importance. More particularly is this manifest when it is
remembered that the country through which the line passes is known
as the granary of Korea. Developments of a substantial character
must follow the completion of this undertaking, the position of Japan
in Korea receiving more emphatic confirmation from this work than
from anything by which her previous domination of the country has
been demonstrated. It will promote the speedy development of the
rich agricultural and mining resources of Southern Korea, and as
these new areas become accessible by means of the railway, it is
difficult to see how the influx of Japanese immigrants and settlers to
the southern half of the kingdom can be avoided. Indeed, a very
serious situation for the Korean Government has already arisen,
since by far the greatest number of the men, engaged upon the
construction of the Seoul-Fusan Railway, have signified their
intention of becoming permanent settlers in the country. In the case
of these new settlers, the company has granted from the land, which
it controls on either side of the line, a small plot to each family for the
purposes of settlement. While the man works upon the line, his
family erect a house and open up the ground. Whether or no the
action of the company can be justified to the extent which has
already taken place, the policy has resulted in the establishment of a
continuous series of Japanese settlements extending through the
heart of Southern Korea from Seoul to Fusan.
From time to time the Japanese Government itself has attempted
to stem the torrent of Japanese migration to Korea. But the success
of the colonies already settled there has made it a delicate and a
difficult task—one which, in the future, the Japanese Government
may be expected to leave alone. The railway once open, the still
greater stimulus which will be imparted to agriculture in the southern
half of the kingdom, will appeal to many thousands of other would-be
settlers. Whatever objection the Korean Government may offer to
this invasion, it is quite certain that with the very heart of the
agricultural districts laid bare, Korea must be prepared to see a rapid
increase in her already large Japanese population. In a great part
the increase is already an accomplished fact. The influence of Japan
is already supreme in Korea. It is paramount in the Palace; and it is
upheld by settlements in every part of the country. In the capital itself
there is a flourishing colony of four thousand adults. She has
established her own police force; created her own post-office,
telephone, cable and wireless telegraph system. She has opened
mines—her principal mine is at Chik-san—and has introduced many
social and political reforms, besides being the greatest economic
factor in the trade of the kingdom.
Little development has distinguished the concessions secured by
the French in Korea. A railway concession was abandoned a few
years ago; and an existing charter, covering certain mining rights,
has almost expired. M. Colin de Plancy, the amiable and energetic
French Minister in Korea, has, however, succeeded in re-arranging
the terms of the abandoned concession. In addition to this, in June
1903, he applied for a new gold-mining concession in Chyung-
chyöng Province. The concession, which has been revived, was
granted so far back as 1896; but it was forfeited long since, and only
recently revoked. By the old agreement a French syndicate, La
Compagnie de Fines-Lille, received a charter to construct a line of
railway between Seoul and Wi-ju, the important frontier port at the
mouth of the Yalu. The construction of this line, which will form,
together with the Seoul-Fusan railway, the main trunk line of the
kingdom, will no longer be the private speculation of a French
syndicate, the Imperial Government itself having undertaken to make
the road. Two years ago the French Minister succeeded in reviving
the interest of the Korean Government in the scheme, and secured
an undertaking that the services of French engineers only should be
employed, and that the materials for the new work should be
supplied by French houses. In continuation of this most excellent
piece of diplomacy, M. Colin de Plancy was instrumental, at a little
later date, in bringing about the creation of the North-Western
Railway Bureau, of which the First Secretary of the French Legation,
M. G. Lefevre, was made managing director, with Yi Yong-ik as its
President. M. de Lapeyriere became the chief consulting engineer to
the railway; M. Bourdaret, and a small army of French engineers,
master mechanics, overseers, and skilled workmen were placed
upon the pay-sheets of the company.
The Korean Government made itself responsible for the annual
disbursement of one hundred thousand yen (£10,000) on this
railway, and construction began in the spring of 1902. Operations
were suspended, however, owing to the prevalence of the rainy
season. Work was resumed again in the autumn and, again, after a
short spell of activity, stopped. Lack of the necessary funds is
doubtless the reason; yet, nevertheless, the Korean Government
refused an offer for the right to construct the line from a Russian
financier. This preliminary stage of the line traverses districts famous
for their mineral and agricultural resources, and connects the present
capital, Seoul, with two former seats of Central Government, Song-
do and Pyöng-yang, even now rich and populous towns. It is
intended to complete the line to Song-do at once, pushing forward
towards Wi-ju, in the hope of connecting with the Trans-Siberian
system, when the Government is able to find the funds. The distance
between Seoul and Song-do by the line of railway is eighty
kilometres. In round figures the cost of construction is placed at
about £260,000; the traffic receipts are valued at £12,000, £10,000
of which will be contributed by passenger traffic. The annual working
expenses are placed at £8000; and it is “hoped” that the Seoul-
Song-do line will be opened to general traffic within two years. The
figures are altogether French and airy.
A survey of the line between Seoul and Song-do shows to some
extent the nature of the work which awaits the French engineers.
Gradients will be about 21 feet to the mile; embankment-building and
excavation give 13,000 cubic metres to the kilometre; twenty-six per
cent. of the line will be curved, the radius of the most acute bend
being some 200 metres; twenty-five moderately large bridges, one
hundred and fifty small bridges and culverts will figure in
construction. The Im-chin River will be crossed, at first, by ferry; in
the end, however, a bridge, five hundred feet in length, will span this
break in the line. The gauge of the road would be 1.43 m.; the ties
will be 2.50 m. long, 30 m. in width, 1.25 m. thick. There will be 1.70
kilometres for the purpose of side-tracking, and an off-line, 1.30
kilometres long, will branch to Han-chu, on the Han River. Between
Seoul and Song-do there will be six stations and four signal points;
the rolling stock will consist of five locomotives of the Mallet type, five
combined first and second class and eight third class coaches, five
luggage cars, and twenty-five freight cars. This comprises the
general requirements of the proposed line, evolved out of an
abandoned concession by the astuteness and activity of the French
Minister.
The line will proceed from outside the West Gate of Seoul, where
the terminus will be 48.50 m. above the sea level, towards Yang-
wha-chin, crossing the A-o-ya Pass at 59.50 m. Descending to the
valley of the Han River, and 17 m. above tide-water, the line
traverses the district of Han-ju, and the western county of Ko-yang,
leaving the Han valley 31 kilometres from Seoul. The line then
crosses the Kyo-wha valley, at an elevation of 15 m., and at 42
kilometres from Seoul crosses a tributary of the Im-chin River at
Mun-san-po. Fifty-one kilometres from Seoul the railway will meet
the Im-chin River ferry, where passengers and freight, under the
existing provisional arrangements, will be transferred to a second
train upon the remote side of the river. The line then crosses the
Chang-dan district, and moving up the Valley of Song-do enters the
Song-do terminus at an elevation of 40 m. The distance by rail is
somewhat shorter than by road, and unexpectedly few obstacles
have been met with in the course of construction. A rough survey
has been made north from Song-do, from which point the railway will
run due west to Hai-chu, then due north to Pyöng-yang through Sin-
chyön and An-ak. Beyond this point to Wi-ju no survey has been
attempted.
It is questionable, however, if the French line promises such
satisfactory returns as those which may be expected from the
southern railway. When the two lines have been completed and
Fusan is in direct communication with the Siberian Railway, some
definite expansion in the northern areas of the kingdom may be
anticipated, and the railway will be in a position to compete with the
junks of the Yalu. But, apart from the border trade, there is little
settled industry which may be relied on to contribute traffic to the
carrying capacity of this line; nor is it likely that the mines, whose
concessions may be said to border the line of railway, will accept it
as a medium of transportation so long as they are able to make use
of the existing facilities for water transit, with which the American and
English mines are served. Of course, it cannot be predicted what
mining and agricultural developments may take place in the northern
regions of Korea. Gold and coal, copper and iron are known to exist.
The development of this mineral wealth may open up the country,
and the presence of the mines will create a demand for the local
production of certain varieties of food-stuffs. These channels of
revenue to the railway are highly problematical. In the absence of
any specific value, which may be attached to the prospects of the
French line, a comparison between the relative importance of the
two undertakings confirms the superiority of the Japanese
concession upon every count. The strategic, as well as the
commercial, significance of the southern trunk line must impress the
Koreans with its very positive qualities.
There are some eighty French subjects in Korea, of whom forty
are French priests and one a bishop. Three are associated with the
North-Western Railway Bureau; two are in the Korean Customs; two
have been given employment in the Imperial Mines, and one has
become legal adviser to the Imperial Government. One is attached to
the French School; one manages, most admirably and successfully,
the Imperial Korean Post Office. Two are working in the Korean
Arsenal, and three assist in the management of the Hôtel du Palais.
The members of the French colony have been lately increased by
the addition of a number of French engineers, who have fallen upon
the Korean Government in the hope of finding employment with the
Railway Bureau. These transitory visitors are not included in my
figures.
The German colony is small and insignificant. German interests,
however, have been given the concession of a railway line from
Seoul to Won-san. A mine, controlled by a German syndicate, and
located at Tong-ko-kai, has been abandoned with the loss of the
many thousand pounds which had been laid out upon machinery and

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Multiple Choice Questions

5. The dental arcade of modern humans is __________, whereas that of apes is

7. The CP3 honing complex can be used to __________.

a. determine the diet of a primate

a. no reduction of the canine, but partial reduction of the diastema

11. The tooth enamel of apes is __________ compared to that of hominins.

a. a need for greater room for muscles associated with chewing

a. The desert environment has made it easy to find fossils.

14. Fossil hominins can be recognized by __________.

a. bipedal characteristics and greatly reduced facial prognathism

a. in the late Miocene

a. its features suggest it may actually be the earliest member of Homo

18. The site where Toumai was found was __________.

a. a heavily forested tropical area in south Africa

a. a nearly complete pelvis

a. both lived in densely forested environments

22. Australopithecus ________.

a. represents an adaptive radiation that covers southern Africa only

23. The earliest definite biped currently known is __________.

a. Kenya; 4.0 to 3.0 million years ago

26. Lucy is significant because __________.

a. of her surprisingly small brain size

a. compound temporonuchal crest

a. far more apelike than human

29. Which of the following describes the dentition of Australopithecus afarensis?

a. may have been partially arboreal

32. Habitat reconstructions at Australopithecus afarensis sites suggest which of the

a. These hominins lived in open savannas.

a. the early hominin line is a complex one represented by multiple species

a. hominins; 3 million years ago

38. __________ is a cement-like matrix of fossilized rock and bone.

a. They were ignored entirely.

a. Hominins in southern Africa tended to live in caves.

a. its generalized teeth

a. Little Foot; Lucy

a. Australopithecus africanus has a small cranial capacity of 250–350 cc

a. much more aggressive than gracile australopithecines

52. Australopithecus robustus represents robust australopithecines in what part of Africa?

a. as clubs for defense

a. the quick extinction of one of the species based on food competition

a. Australopithecus robustus, A. afarensis, and A. garhi

During 1901, owing to the Boxer disturbance, large numbers of

With the exception of Great Britain, the example of the Japanese

THE CONSULTING-ROOM OF MISS COOKE

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