The Boer Wars: Part III
by Capt. Alfred Mahan
The same conditions, unfavorable to the aggregation of people into towns or villages, have interfered with the development of lines of travel, roads and cross-roads, which not only facilitate but define movement; and as the face of, the country, readily traversable in all directions, does not compel roads to take a particular direction to avoid obstacles, it has come to pass that the seat of war within the territory of the two Boer states has, like the ocean, and for the same reasons, few strategic points either natural or artificial.
The determining natural military features in South Africa are the seaports, upon possession of which depends Great Britain's landing her forces, and the mountain ranges, the passes of which, as in all such regions, are of the utmost strategic value. It has been said that the Boers' original plan of campaign was to force the British out of Natal, thus closing access by Durban from the sea, and at the same time to seize the pass back of Cape Town known as Hex River. If successful, the eastern flank of the Boer frontier would have been secured against British landing by the occupation of Durban, while advance from Cape Town, against the other extremity, would have involved a front attack upon a strong position in a difficult mountain defile.
These movements, accurate in conception, were probably in any case too developed for the Boer numbers, and were definitively foiled by the British grip upon Ladysmith and Kimberley. Advance was too hazardous, leaving in the rear such forces, unchecked, upon the flank of the lines of communication.
To these two extremes, or flanks, of the Boer frontier, correspond on the British side the ports of Cape Town and Durban, which may be said to mark the western and eastern limits of the field of military operations in the war. They are the chief sea-ports on the South African coast, which by nature is singularly deficient in good and safe anchorages. The advantages of these two, artificially improved, and combined with the relatively open and productive region immediately behind them, have made them the starting-points of the principal railroad lines by which, through the sea, the interior is linked to the outer world.
The general direction of these roads is determined, as always, by the principal objects of traffic or other interests. Thus the line from Cape Town, ascending by a winding course through the mountains in the rear, pushes its way north to Kimberley, where are the great diamond fields, and thence on, by way of Mafeking, to the territory of the British South African Company -- now known as Rhodesia.
This lies north of the Transvaal, and, like it, is separated from the sea by the Portuguese dominion, having, however, by treaty a right of military way through the latter by the port of Beira; of which right use is now being made.
In the northern part of its course, which at present ends at Buluwayo, this road is as yet rather political than economical in its importance, joining the British entrance at the sea to the as yet little developed regions of the distant interior.
At a point called De Aar junction, five hundred miles from Cape Town, a principal branch is thrown off to the eastward to Bloemfontein, the capital of the Orange Free State, whence it continues on to Johannesburg, the great industrial Centre of the Gold Fields, and to Pretoria, the capital of the Transvaal. A glance along this stretch of road will show that between De Aar and Bloemfontein it receives three tributary routes from three different points of the seacoast -- Port Elizabeth, Port Alfred, and East London -- the whole system concentrating some sixty miles before Bloemfontein, at Springfontein, which thus becomes a central depot fed by four convergent, but, in their origin, independent streams of supply; an administrative condition always conducive to security and to convenience.
This instance also illustrates the capital importance especially in a military point of view of a place where meet several roads from the permanent base of operations, which in the case of the British interior campaign is the sea. The fall of Springfontein would close every avenue of supply by rail; but a blow at any one of the four lines which concentrate there does not necessarily affect the others. Holding a cross-roads in fact exemplifies the homely phrase of killing two birds with one stone.
Beyond Springfontein the straightness of the line sufficiently testifies to the easy practicability of the country it traverses. Upon this railroad system depend the supplies of the British army, which presents in both men and animals a concentrated mass of life heretofore unknown to the territory in which it is moving, and where, from previous conditions of population and development, necessary resources of every kind are deficient. This system constitutes the main chain of communications, as the term is understood in war; by it chiefly, for much of the distance wholly, must come all the ammunition, most of the food, and not improbably at times a good deal of the water drunk during the dry season, which fortunately, from this point of view, is also that of cooler weather.
Labels: The Boer Wars