Another grave difficulty against which the builders had to struggle was water. In fact, it might be said that the scarcity of this commodity was more perplexing than those governing the labour, strikes notwithstanding. It was not merely securing sufficient supplies for the workmen’s needs, but also for constructional purposes, such as for the locomotive boilers, mixing of concrete for masonry, and so forth. On the first section every pint of drinking water had to be brought up from the base on the coast to the railhead, and as this advanced the difficulties concerned with its transportation increased. In some instances bullock-carts were the only vehicles that could be pressed into service for its conveyance over 30 or 40 miles. Throughout the first 85 miles from Swakopmund to Usakos not a drop could be drawn from the earth. Innumerable borings in search of the liquid were made alongside the line as it progressed, but they were rewarded with no material success. Occasionally small quantities were found, but it was too brackish and quite unfit for drinking purposes. When Usakos was gained the situation was eased somewhat by a local discovery, but the water had to be softened before it could be used by the engines, and accordingly a plant for treating the water in this manner had to be brought up country and erected. This, however, was useless for domestic purposes, and when the line was pushed on from Omaruru, special water trains had to be run for the convenience of the workmen. Huge tanks were laden on the cars and were carried from the coast to the railhead, the journey occupying several hours. The trouble and expense involved in connection with this vital requisite influenced the cost and time occupied in building the line very unfavourably, so much so indeed, that the preliminary estimates of the cost were exceeded very markedly. This question has not been solved satisfactorily yet, and it will remain to puzzle the administration of the line until some conveniently-situated subterranean water supply is tapped on the barren veldt. The load of every train has to be increased by a special tank-tender coupled behind the engine containing 2,200 gallons of water, which represents so much unremunerative load. The rolling-stock is quite in keeping with this diminutive railway. The tiny engines have driving-wheels 24 inches in diameter, while the cylinders have a diameter of 12 inches and a stroke of 17¾ inches. Yet they can haul a load of 100 tons at a speed of 25 miles an hour on the level and at 9½ miles an hour on the steepest banks of 1 in 50.