To begin with, there was the question of customs relations. The colonies were separate units, each jealous of its own industrial prosperity. Each had the right to make its own tariff, and yet the division of the country, with four different tariff areas, was obviously to its general disadvantage. Since 1903 the provinces had been held together under the Customs Union of South Africa--made by the governments of the Cape and Natal and the Crown Colony governments of the conquered provinces. This was but a makeshift arrangement, with a common tariff made by treaty, and hence rigidly unalterable, and with a pro-rata division of the proceeds. Worse still was the railroad problem, which has been in South Africa a bone of contention ever since the opening of the mines of the Rand offered a rich prize to any port and railway that could capture the transit trade. The essence of the situation is simple. The center of the wealth of South Africa is the Johannesburg mines. This may not be forever the case, but in the present undeveloped state of agriculture and industrial life, Johannesburg is the dominating factor of the country. Now, Johannesburg can not feed and supply itself. It is too busy. Its one export is gold. Its quarter of a million people must be supplied from the outside. But the Transvaal is an inland country dependent on the seaports of other communities. In position Johannesburg is like the hub of a wheel from which the railways radiate as spokes to the seaports along the rim. The line from Cape Town to Johannesburg, a distance of over 700 miles, was the first completed, and until 1894 the Cape enjoyed a monopoly of carrying the whole trade of Johannesburg. But with the completion of the tunnel through the mountains at Laing's Nek the Natal government railway was able to connect with Johannesburg and the port of Durban entered into competition with the Cape Ports of Cape Town and East London over a line only 485 miles long. Finally, the opening of the Delagoa Bay Railway in 1894 supplied Johannesburg with an access to the sea over a line 396 miles long, of which 341 was in the Transvaal itself. This last line, it should be noticed, led to a Portuguese seaport, and at the time of its building traversed nowhere British territory. Hence it came about that in the all-important matter of railroad communication the interests of the Transvaal and of the seaboard colonies were diametrically opposed.