land (as it remains today, although the differential is smaller). Land transport of military supplies on the cursus publicus (imperial transport service) was typically by wagons (angariae), with a maximum legal load of 1,500 lbs (680 kg), drawn by two pairs of oxen. The payload capacity of most Roman freighter-ships of the period was in the range of 10,000–20,000 modii (70–140 tonnes) although many of the grain freighters supplying Rome were much larger up 350 tonnes and a few giants which could load 1200 like the Isis which Lucian saw in Athens circa 180 A.D. Thus, a vessel of median capacity of 100 tonnes, with a 20-man crew, could carry the same load as c. 150 wagons (which required 150 drivers and 600 oxen, plus pay for the former and fodder for the animals). A merchant ship would also, with a favourable wind, typically travel three times faster than the typical achieved by the wagons and for as long as there was daylight, whereas oxen could only haul for at most 5 hours per day. Thus freighters could easily cover per day, compared to c. by the wagons. Against this must be set the fact that most freighters of this capacity were propelled by square sails only (and no oars). They could only progress if there was a following wind, and could spend many days in port waiting for one. (However, smaller coastal and fluvial freighters called actuariae combined oars with sail and had more flexibility). Maritime transport was also completely suspended for at least four months in the winter (as stormy weather made it too hazardous) and even during the rest of the year, shipwrecks were common. Nevertheless, the surviving shipping-rates show that it was cheaper to transport a cargo of grain by sea from Syria to Lusitania (i.e. the entire length of the Mediterranean – and a ways beyond – c. 5,000 km) than just overland. On rivers, actuariae could operate year-round, except during periods when the rivers were ice-bound or of high water (after heavy rains or thaw), when the river-current was dangerously strong. It is likely that the establishment of the empire's frontier on the Rhine-Danube line was dictated by the logistical need for large rivers to accommodate supply ships more than by defensibility. These rivers were dotted with purpose-built military docks (portus exceptionales). The protection of supply convoys on the rivers was the responsibility of