The Cape Town line reached Pretoria only in 1892, and it is still characteristic of all the lines that there is but little local traffic, either freight or passenger; the roads exist as means whereby the function of communication, so far discharged by the sea, is prolonged from the coast to the interior of the continent. It is not the least noteworthy in the incidents of commercial and mechanical energy, by which foreign hands have developed the Transvaal from a poor to a wealthy state, that "all the heavy machinery, the timber, the corrugated iron with which the works and men's houses are constructed, and nearly every requirement of work and life, had to be brought for over three hundred miles upon ox-wagons, the country itself supplying scarcely anything, and even to this day (1897) wheat being brought from Australia."[1] [Footnote 1: Younghusband's "South Africa of To-day." Second Edition, 1899.] Regarded {p.017} as a source of supply, especially of military supply, the demands of which are more urgent than those of common life, as its needs and dangers are more imminent, the Natal railroad, though much shorter in distance to the probable scenes of operations, labours under two disadvantages. The port of Durban is not under all circumstances safe for large vessels to enter, and there is therefore in the facilities for landing goods an inferiority to Cape Town. The country, too, is more difficult, the obstacles to movement, which also favour defence, increasing as the frontier is approached, and culminating on the borders of the Free State and the Transvaal. Being thus nearer, the latter are here better able to concentrate and sustain opposition than they are on the western flank.